Chapter 4 Future Needs & Improvements Plans

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4 4Chapter 4 Future Needs & Improvements Plans

The Beaverton Transportation System Plan Update addresses system needs for today and identifies additional facilities required to serve future growth. This chapter summarizes the assumptions and methodology used to forecast traffic growth and presents improvements to address the long-term system improvements for all travel modes. Future Land Use and Demand To understand how travel will change by 2035 in Beaverton, regional forecast tools developed and maintained by Metro were applied within the city planning area. 0HWUR¶V0HWUR6FRSHis a land use model that determines where residential and employment growth is most likely based on city comprehensive plans, travel costs, proximity, and a wide range of other socio-economic factors. City staff coordinates with Metro staff in preparing updates to the land use forecasts to HQVXUHFRQVLVWHQF\ZLWKFLW\REMHFWLYHV7KHRWKHUSULPDU\WRROLV0HWUR¶Vregional travel demand model, which estimates the type, mode and routes of trips made throughout the region. The travel model assumptions in Beaverton were reviewed for consistency with adopted plans before making forecasts for this update. The resulting traffic volume projections are used to identify potential roadway capacity deficiencies and for evaluating alternative circulation improvements. This section describes the forecasting process including key assumptions and the land use scenario developed from the existing Comprehensive Plan designations and allowed densities.

Projected Land Uses Land use is a key factor in developing a functional and effective transportation system. The amount of land that is planned to be developed, the type of land uses, and how the land uses are mixed together have a direct relationship to expected demands on the transportation system. Understanding the amount and type of land use is critical to taking actions to maintain or enhance transportation system operation. Projected land uses were developed for areas within the urban growth boundary and reflect the &RPSUHKHQVLYH3ODQDQGFRRUGLQDWLRQZLWK0HWUR¶VODQGXVHSURMHFWLRQV&RPSOHWHODQG use data sets were developed for the following years. Existing 2005 Conditions (most current base land use data for the Metro region) Future 2035 Conditions

The base year travel model is updated periodically, and for this study effort the available base model provided by Metro was for 2005. Land uses were inventoried throughout Beaverton by

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Future Land Use and Demand Page 4-1

the City, Washington County, and Metro. This land use database includes the number of dwelling units, retail employees, service employees, and other employees. For transportation forecasting, the land use data is stratified into geographical areas called transportation analysis zones (TAZs), which represent the sources of vehicle trip generation. There are 101 Metro TAZs within or adjacent to the Beaverton TSP Update study area that were further refined as part of this plan. These 101 TAZs were subdivided into 464 TAZs to more specifically represent land use in Beaverton and allow forecasting of the City roadway network 0HWUR¶VPRGHOIRFXVHVRQVLJQLILFDQWUHJLRQDOIDFLOLWLHV 7KHGLVDJJUHJDWHGPRGHO]RQH boundaries are shown in Figure 4-1. Table 4-1 summarizes the land uses for existing conditions and the future scenario within the Beaverton TSP Update study area. While these summaries only outline land use in Beaverton for the purposes of this study, the travel demand forecasts that have been evaluated reflect the regional land use growth throughout the Portland metropolitan area (including growth in areas such as North Bethany and West Bull Mountain). A detailed summary of the uses for each TAZ within the Beaverton study area is provided in Appendix B.

Table 4-1: Beaverton Land Use Summary Percent Percent Annual Land Use 2005 2035 Increase Increase Increase Households (HH) 67,095 96,995 29,900 44% 1.2% Retail Employees (RET) 23,395 36,240 12,845 55% 1.5% Service Employees (SER) 30,342 64,732 34,390 113% 2.6% Other Employees (OTH) 40,074 46,719 6,645 17% 0.5% Note: Annual rate shown as compounded rate for illustrative purposes only to report the change in land use. Annual growth rates from 2005 to 2035 are lower than the 1994 to 2020 annual growth rates for each land use. Annual growth rates from 1994 to 2020 were about 0.5% higher for HH and OTH, and 1% higher for RET.

As land uses are changed in proportion to each other (i.e. there is a significant increase in retail employment relative to household growth), there will be a shift in the overall demands of the transportation system. Retail land uses generate higher amounts of trips per acre of land than households and other land uses. The location and design of retail land uses in a community can greatly affect transportation system operation. Additionally, if a community is homogeneous in land use character (i.e. all employment or residential), the transportation system must support significant trips coming to or from the community rather than within the community. Typically, there should be a mix of residential, commercial, and employment type land uses so that some residents may work and shop locally, reducing the need for residents to travel long distances. Table 4-1 indicates that significant growth is expected in Beaverton in the coming decades. The transportation system in Beaverton should be monitored to make sure that land uses in the plan are balanced with transportation system capacity. This TSP balances needs with the forecasted 2035 land uses.

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Metro Area Transportation Model A determination of future traffic system needs in Beaverton requires the ability to accurately forecast travel demand resulting from estimates of future population and employment for the City and the impact of background or through traffic growth. The objective of the transportation planning process is to provide the information necessary for making decisions on when and where improvements should be made to the transportation system to meet travel demand as developed in an urban area travel demand model as part of the Regional Transportation Plan (RTP) update process. Metro uses VISUM, a computer based program for transportation planning, to process the large amounts of data for predicting travel in the Portland Metropolitan area. For the Beaverton TSP, 0HWUR¶VUHJLRQDOPRGHOZDVUHILQHGIRUWKH%HDYHUWRQDUHDDQGVLJQLILFDQWQHWZRUNGHWDLO ZDVDGGHGWRDOORZIRUHFDVWLQJIRUDOOVLJQLILFDQW&LW\URDGZD\V 0HWUR¶VPRGHOIRFXVHVRQO\RQ significant regional facilities). Traffic forecasting can be divided into several distinct but integrated components that represent the logical sequence of travel behavior (Figure 4- 2). These components and their general order in the traffic forecasting process are as follows: Trip Generation Trip Distribution Mode Choice Traffic Assignment The initial roadway network used in the traffic model was the existing streets and roadways. The future 2035 land use scenario was tested using the RTP Financially Constrained System improvements as a starting point. The RTP Financially Constrained improvements (those located in the Beaverton Area are listed in Table 4-2 and shown in Figure 4-3) represent projects that are expected to be funded by 2035. Funded projects on the City of Beaverton Capital Improvement Figure 4-2: Model Process Plan (CIP) were also included and listed in Table 4-2. Forecasts of PM peak period traffic flows were produced for every major roadway segment within Beaverton. Traffic volumes were projected on all arterials and most collector streets. Some local streets were included in the model, but many are represented by centroid connectors (minor streets or driveways where trips generated at a land use are able to access major streets) in the model process.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Metro Area Transportation Model Page 4-4 11124 City of Beaverton 10547 Transportation 10601 10549 System Plan 5051

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AM(PM) - Peak Hour Traffic Volumes

Table 4-2: Beaverton TSP Study Area Motor Vehicle System Improvements included in the RTP Financially Constrained System* or City of Beaverton CIP RTP # Location Improvement Jurisdiction Phasing Cost ($2007) Oleson Rd. south of OR10 to Realign Oleson Rd. 500 feet to east and reconfigure 2018- 10545 Wash Co. $30,888,000 Scholls Ferry Oleson intersections with OR10 and Scholls Ferry Rd. 2025 170th Ave: Alexander St. to Widen roadway to 4 lanes with left turn lanes at major 2018- 10546 Wash Co. $28,093,000 Merlo Rd. intersections and bike lanes and sidewalks. 2025 173rd/174th Under Crossing: Construct three-lane under crossing of Hwy. 26 with 2018- 10547 Wash Co. $58,641,000 Cornell Rd. to Bronson Rd. bike lanes and sidewalks. 2025 Cornell @ 143rd : Science Realign 143rd with Science Park Dr. @ Cornell as a 4- 2008- 10549 Wash Co. $12,400,000 Park Dr. to 143rd Ave. way signalized intersection. 2017 Cornell Rd: Murray Blvd. to Widen Cornell from three to five lanes with bike lanes 2018- 10559 Wash Co. $40,620,000 Hwy. 26 and sidewalks. 2025 Jenkins Rd: Murray Blvd. to Widen roadway from three to five lanes with bike lanes 2018- 10561 Wash Co. $15,530,000 158th Ave. and sidewalks. 2025 Taylors Ferry Extension: Construct new two lane extension with bike lanes and 2026- 10567 Wash Co. $4,390,000 Oleson Rd. to Washington Dr. sidewalks 2035 Walker Rd: 185th Ave. to Widen from two to five lanes with bike lanes and 2018- 10570 Wash Co. $89,612,000 Hwy. 217 sidewalks. 2025 Barnes Rd: St. Vincent's Widen from two to five lanes with bike lanes and 2018- 10572 Wash Co. $8,933,000 Hosp. entrance to Leahy Rd. sidewalks. 2025 Merlo/158th: 170th Ave. to Widen roadway to five lanes with bike lanes and 2018- 10578 Wash Co. $24,735,000 Walker Rd. sidewalks 2025 Barnes to 119th: Hwy. 217 to 2008- 10579 Widen to five lanes with bike lanes and sidewalks Wash Co. $30,316,000 119th (future) 2017 Scholls Ferry Rd: Hwy. 217 2018- 10596 Widen to seven lanes with bike lanes and sidewalks. Wash Co. $19,749,000 to 121st Ave. 2025 Hwy 26/Bethany Interchange: Rebuild overpass to accommodate additional 2018- 10601 ODOT $8,720,000 Cornell Rd. to Bronson Rd. northbound thru-lane. 2025 Extend 2-lane Rose Biggi Ave. to Hall Blvd. (via Rose Biggi Ave: Crescent 2008- 10616 Westgate Drive) to fill a gap; boulevard design; add Beaverton $3,500,000 Street to Hall Blvd. 2017 sidewalks, bikeway (PE funded STIP Key #14400). Construct turn lanes and intersection improvements; Farmington Rd: Murray Blvd. 2008- 10617 signalize where warranted; add bike lanes and Beaverton $8,700,000 to Hocken Ave. 2017 sidewalks in gaps. Extend 2 lane street from Hocken via Dawson and Dawson/Westgate: Rose Westgate at Rose Biggi to fill a gap; realign 2008- 10618 Beaverton $8,900,000 Biggi Avenue to Hocken Ave Dawson/Westgate at Cedar Hills; add turn lanes at 2017 intersections, sidewalks, bikeway. Crescent St: Rose Biggi Ave. Extend 2 lane Crescent from Cedar Hills to Rose Biggi 2008- 10619 Beaverton $3,500,000 to Cedar Hills Blvd. Ave. to fill a gap; add sidewalks, bikeway. 2017 Millikan Way: Watson Ave. Extend 2 lane Millikan Way to 114th to fill a gap; add 2018- 10620 Beaverton $13,800,000 to 114th Ave. turn lanes at intersections, sidewalks, bikeway. 2025 New street connection from Construct new 2 lane street with bikeway and 2026- 10621 Beaverton $4,500,000 Broadway to 115th Ave sidewalks. 2035 Electric to Whitney to Connect existing streets and improve to standard with 2026- 10622 Beaverton $7,200,000 Carousel to 144th bikeways and sidewalks. 2035 120th Ave: Center St. to Construct new multimodal street with bikeways and 2026- 10624 Beaverton $8,900,000 Canyon Rd. sidewalks; turn lanes and signals as needed. 2035 Rose Biggi Ave: Tualatin Construct 2 lane boulevard extension with bikeways 2008- 10625 Beaverton $3,000,000 Valley Hwy to Broadway and sidewalks. 2017 114th Ave/115th Ave: LRT 10626 Construct 2 lane street with bike and pedestrian Beaverton 2008- $10,000,000 to Beaverton Hillsdale Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Metro Area Transportation Model Page 4-6

RTP # Location Improvement Jurisdiction Phasing Cost ($2007) Hwy/Griffith Drive improvements. 2017 Tualaway: Electric to Extend existing street to Millikan with bikeways and 2018- 10627 Beaverton $3,900,000 Millikan sidewalks. 2025 Center Street and 113th Ave: Add sidewalks and bikelanes; add turn lanes where 2008- 10628 Beaverton $5,400,000 Hall Blvd. to Cabot Street needed. 2017 Hall Blvd: Hocken Ave. to Extend Hall Blvd. from Cedar Hills to Hocken; add 2026- 10630 Beaverton $5,500,000 Cedar Hills Blvd. turn lanes at intersections, sidewalks and bikeway. 2035 141st/142nd/144th: 141st Connect streets, add bikeways, sidewalks, turns lanes 2008- 10631 Beaverton $6,400,000 Ave. to 144th Ave. and signalize as warranted. 2017 Allen Blvd: Highway 217 to Widen street to 4/5 lanes adding turn lanes and signals 2018- 10633 Beaverton $6,300,000 Western Ave. where needed, construct bike lanes and sidewalks. 2025 Cedar Hills Blvd: Farmington 2018- 10634 Add turn lanes, bike lanes and sidewalks. Beaverton $19,000,000 Rd. to Walker Rd. 2025 125th Ave: Brockman St. to Construct new multimodal street with bike lanes and 2008- 10635 Beaverton $13,900,000 Hall Blvd. sidewalks. 2017 Millikan Way: 141st Ave. to Add turn lanes as needed, bike lanes and sidewalks, 2018- 10636 Beaverton $2,600,000 Hocken Ave. signalize as warranted. 2025 Davies Rd: Scholls Ferry Rd. Extend 2 lane street with turn lanes, bike lanes and 2008- 10638 Beaverton $4,900,000 to Barrows Rd. sidewalks. 2017 Weir Rd: 155th Ave. to 175th Add turn lanes, bikelanes and sidewalks in gaps, turn 2018- 10639 Beaverton $4,100,000 Ave. lanes. 2025 Nimbus Ave: Hall Blvd. to Extend 2 lane street with turn lanes, bikelanes and 2018- 10640 Beaverton $15,400,000 Denney Rd. sidewalks. 2025 Allen Blvd., Cedar Hills Adaptive Traffic Signal Systems. New signals and 2009- 10642 Blvd., Hall Blvd., Farmington Beaverton $10,000,000 signal upgrades. 2017 Road Sexton Mountain Dr: 155th 2018- 10653 Extend 2 lane street with bikelanes and sidewalks Beaverton $2,500,000 Ave. to Sexton Mountain Dr. 2025 Hall Blvd: Farmington Road 2018- 10663 Construct bike lanes and turn lanes. Beaverton $5,200,000 to Cedar Hills Blvd. 2025 Hall Blvd: 12th St. to s/o 2018- 10669 Construct bike lanes and turn lanes. Beaverton $5,200,000 Allen Blvd. 2025 OR 217: Beaverton-Hillsdale Braid OR 217 ramps between Beaverton-Hillsdale 2008- 10875 ODOT $79,600,000 Hwy. to Allen Blvd. Highway and Allen Boulevard in both directions. 2017 Murray Blvd: Hwy. 26 to 2008- 11119 Widen to 5 lanes with bike lanes and sidewalks. Wash Co. $4,770,000 Cornell Rd. 2017 2008- 11122 OR 217: US 26 to OR 8 Widen OR 217 and structures. ODOT $37,676,000 2017 US 26W: Cornell Rd to 185th Widen US 26 to 6 lanes from Cornell Rd. to 185th 2008- 11124 ODOT $21,312,000 Ave. Ave. 2017 170th Ave/173rd Ave: Baseline City/Wash. 2007- 5037** Widen to 3 lanes with bike lanes and sidewalks. $8,100,000 Rd to Walker Rd Co. 2010 Cornell Rd: Evergreen Pkwy City/Wash. 2008- 5051** Widen to 5 lanes with bike lanes and sidewalks. $10,000,000 to Bethany Blvd Co. 2009 Subtotal Beaverton $200,400,000 Subtotal Wash. Co $377,397,000 Subtotal ODOT $138,588,000 TOTAL $716,385,000 *This project list is based on the February 29th, 2008, 2035 Regional Transportation Plan, and only contains projects in the Financially Constrained Motor Vehicle System **Funded project included on City of Beaverton Capital Improvements Plan (CIP) list Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Metro Area Transportation Model Page 4-7

Trip Generation The trip generation process translates land use quantities (number of dwelling units, retail, service, and other employment) into vehicle trip ends (number of vehicles entering or leaving a TAZ or sub-TAZ) using trip generation rates established during the model verification process. The Metro trip generation process is elaborate, entailing detailed trip characteristics for various types of housing, retail employment, non-retail employment, and special activities. Typically, most traffic impact studies rely on the Institute of Transportation Engineers (ITE) research for analysis15. The model process is tailored to variations in travel characteristics and activities in the region. For reference, Table 4-3 provides a summary of the approximate average evening peak 2-KRXUWULSUDWHVGHULYHGIURP0HWUR¶VPRGHO7KHVH are averaged over a broad area for a mix of land uses and thus, are different than driveway counts represented by specific ITE data. This data provides a reference for the trip generation process used in the model. Table 4-3: Approximate Average PM Peak Period (2-hr) Trip Rates Average Trip Rate/Unit Land Use In Out Total Households (HH) 0.74 0.40 1.14 Retail Employees (RET) 0.87 1.15 2.02 Service Employees (SER) 0.25 0.48 0.73 Other Employees (OTH) 0.07 0.32 0.39 Source: DKS/Metro Table 4-4 lists the estimated growth in vehicle trips generated16 within the Beaverton area (the area shown in Figure 4-1) during the PM peak period (2-hr peak) between 2005 and 2035. It indicates that vehicle trips in Beaverton would grow by approximately 50 percent between 2005 and 2035 if the land develops according to Comprehensive Plan and MetroScope estimates. Using a 30-year horizon to the 2035 scenario, this represents an annualized growth rate of about 1.3 percent per year.

Table 4-4: Existing and Future Projected Vehicle Trip Generation PM Peak 2-Hour Period 2005 Trips 2035 Trips Beaverton TSP study area 145,500 214,900 Source: DKS/Metro

Trip Distribution This forecasting step estimates how many trips travel from one zone in the model to any other zone. Distribution is based on the number of trip ends generated in each zone pair, and on factors that relate the likelihood of travel between any two zones to the travel time between zones. In projecting long-range future traffic volumes, it is important to consider

15 Trip Generation Manual, 8th Edition, Institute of Transportation Engineers, Washington DC. 2008. 16 This includes trips to/from all TAZ within the defined study area, but is NOT inclusive of some TAZ outside of the study area that were refined during the disaggregation process. Trips that travel through the study area are included in the model but these growth projections are independent of such trips. Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Metro Area Transportation Model Page 4-8

potential changes in regional travel patterns. Although the locations and amounts of traffic generation in Beaverton are essentially a function of future land use in the city, the distribution of trips is influenced by regional growth, particularly in neighboring areas such as Portland and Hillsboro as well as unincorporated areas to the north, south, and west of Beaverton. External trips (trips that have either an origin and not a destination in Beaverton, or have a destination but not an origin in Beaverton) and through trips (trips that pass through Beaverton and have neither an origin nor a destination there) were projected using trip distribution patterns based upon census data and traffic counts performed at gateways into the Metro area Urban Growth Boundary (UGB) calibration.

Mode Choice This is the step where it is determined how many trips will be by various modes (single- occupant vehicle, transit, carpool, pedestrian, bicycle, etc.). The 2005 mode splits are incorporated into the base model and adjustments to that mode split may be made for the future scenario, depending on any expected changes in transit or carpool use. These considerations are built into the forecasts used for 2035. Based upon analysis of the forecasted mode choice in 2035, an analysis was performed to determine the level of non-single occupant vehicle (non-SOV) mode share in Beaverton. The travel model provides estimates of the various modes of travel that can be generally assessed at the transportation analysis zone (TAZ) level. Figure 4-4 shows the change in non-SOV trip percentages by Metro TAZ between 2005 and horizon year 2035. Generally the areas served by light rail transit and frequent bus service have the highest levels of non-SOV mode use. The forecasted rates indicate that the significant investment in RTP transportation improvements will, in general, achieve a 2.5 percent reduction in SOV trips in the Beaverton area, compared to the existing rates.

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Traffic Assignment In this process, trips from one zone to another are assigned to specific travel routes in the network, and resulting trip volumes are accumulated on links of the network until all trips are assigned. Network travel times are updated to reflect the congestion effects of the traffic assigned through an equilibrium process. Congested travel times are estimated using what are FDOOHG³YROXPH-GHOD\IXQFWLRQV´LQ9,6807KHUHDUHGLIIHUHQWIRUPVRIYROXPH-delay functions, all of which attempt to simulate the impact of congestion on travel times (greater delay) as traffic volume increases. The volume-delay functions take into account the specific characteristics of each roadway link (and major intersections), such as capacity, speed and facility type. This allows the model to reflect conditions somewhat similar to driver behavior.

Model Verification The base 2005 modeled traffic volumes were compared against actual traffic volume counts at study intersections and along freeways based on automatic traffic recorder (ATR) data. The model data and corresponding existing counts were compared to evaluate the model accuracy17. Overall, volumes throughout the 2005 model network were similar to actual 2008 traffic counts, with the majority of roadways meeting tolerances for forecast adequacy. Based on this performance, the model was used for future forecasting and assessment of circulation change.

Model Application to Beaverton Traffic volumes were extracted from the model at key intersections for both the base year 2005 and forecast year 2035 scenarios. A post processing technique following NCHRP 255 methodology18 was used to refine model travel forecasts to the volume forecasts used for 2035 intersection analysis. These intersection turn movements were not used directly, but a portion of the growth increment of the year 2035 turn movements over the 2005 turn movements was applied (added) to existing (actual 2008) turn movement counts in Beaverton. This methodology minimizes the effects of any model error by adding the increment of growth projected based on changes in land use to the base year counts. The turn movement volumes used for future year intersection analysis can be found in the technical appendix for the TSP.

17 A regression analysis was performed to determine the ability of the base model to predict existing turn movement counts. The slope of the fitted curve (1.047) indicated that the base model projections were only about 5% higher than the actual counts. While the 2005 travel model volumes were generally higher than the actual 2008 intersection counts, most arterial traffic volumes meet screenline tolerances for forecast adequacy. Furthermore, the R2 value of 0.88 indicates that the model turn volumes are generally consistent with the target existing counts. The raw Metro travel demand model (without local refinements such as additional street network detail and TAZ disaggregation) provides an R2 of 0.84, with model volumes approximately 7% higher than the existing target counts, demonstrating an improvement to the model accuracy due to the refinements. 18 Highway Traffic Data for Urbanized Area Project Planning and Design ± National Cooperative Highway Research Program Report 255, Transportation Research Board, Washington DC. 1982. Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Metro Area Transportation Model Page 4-11

Forecasted Future Corridor Capacity Deficiencies The base case analysis for the forecasted 2035 growth was based on the RTP Financially Constrained Funding scenario and also includes Beaverton CIP Projects. This scenario only includes transportation system improvements that are expected to be constructed/implemented with the current funding levels. Figure 4-5 shows the forecasted demand/capacity on roadways with the Beaverton 2035 TSP Study Area for this scenario. As shown in the figure, the transportation system does not have adequate roadway capacity to serve the expected future travel needs with this scenario, and Demand/Capacity (D/C) ratios exceed 1.0 system wide. Table 4-5 lists the forecasted D/C ratios on major roadways in the TSP study area that would exceed standards. To meet performance standards and serve future growth, the future transportation system needs significant multi-modal improvements and strategies to manage the forecasted travel demand. Table 4-5: 2035 Demand to Capacity Ratio for major Corridors (PM Peak 2-Hour) Roadway Section Demand to Capacity Ratio 92nd Avenue/Garden Home Road from Scholls Ferry Road to 87th Avenue 2.00 153rd Avenue from Jenkins Road to Millikan Way 1.45 170th Avenue from Timberland Drive to Farmington Road 1.50 170th Avenue from Florence Street to Merlo Road 1.05 173rd Avenue from Lisa Street to Park View Boulevard 1.25 175th Avenue from Scholls Ferry Road to Rigert Road 1.35 185th Avenue from Baseline Road to Walker Road 1.20 Barnes Road from Cedar Hills Boulevard to Leahy Road 1.10 Barnes Road from Leahy Road to Burnside Road 1.95 Cornell Road from Amberglen Parkway to Bethany Boulevard 1.30 Cornell Road from Murray Road to 107th Avenue 1.15 Garden Home Road from 87th Avenue to Multnomah Boulevard 1.15 Hall Boulevard from Pamelad Road to Greenway Boulevard 1.10 Hart Road from Murray Boulevard to Hall Boulevard 1.05 Jenkins Road from Karl Braun Drive to158th Avenue 1.10 Murray Boulevard from Brockman/Beard Road to Davis Road 1.15 Murray Boulevard from 6th Street to Jekins Road 1.10 Oleson Road from Hall Boulevard to Garden Home Road 1.45 Oleson Road from Garden Home Road to Scholls Ferry Road 1.20 OR 217 from Scholls Ferry Road to Walker Road 1.10 Scholls Ferry Road from Roy Rogers Road to Teal Boulevard 1.35 Scholls Ferry Road from Barrows Road to Nimbus Avenue 1.20 Scholls Ferry Road from Crystal Street to Laurelwood Avenue 1.30 Scholls Ferry Road from Oleson Road to US 26 1.50 Walker Road from Amberglen Parkway to 167th Avenue 1.25 Walker Road from Murray Boulevard to 158th Avenue 1.30 Source: DKS Associates; Based on Financially Constrained Regional Transportation Plan network

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Assessment of Need Based upon the evaluation of intersection level of service, sixty-six of the ninety-seven study intersections would not meet operational performance standards by 2035, even with additional RTP network improvements in place. This indicates that the majority of locations (including major system corridors) will not adequately serve projected traffic growth by 2035 without additional improvements beyond those projects identified in the RTP. Only fourteen locations do not currently meet intersection operational standards under existing conditions. In addition, the amount of vehicle queues extending beyond available storage is projected to increase. The impact of future growth would be severe without significant investment in transportation improvements. Corridors would become unmanageably congested, resulting in travel speeds below 5 MPH over long stretches of road. Poor performance on arterials and collectors would result in substantial impacts (added through traffic) to other collectors and neighborhood routes. 7KHGXUDWLRQRIFRQJHVWLRQLVOLNHO\WRLQFUHDVHDVDUHVXOWRI³SHDNVSUHDGLQJ´DQGWKHDGGLWLRQDO demand on the transportation system that is already at or near capacity during the current peak periods. The greatest problem areas can be grouped into the following: Lack of east-west capacity. Three of the key east-west routes (TV Highway, Cornell and Farmington) all experience significant congestion problems if improvements are not made. Lack of connectivity. Areas near OR 217 between Walker and Hall are the best examples, where all north-south movements must use local streets or divert to neighboring arterials. In addition, connections between Scholls Ferry Road and Oleson Road are limited. Lack of intersection turning capacity. Many intersections experience congestion, not from the need for through capacity, but the need for additional right or left turning capacity. System performance issues. Traffic queues extending into upstream intersections along some corridors increase delay by blocking adjacent intersections so that only limited vehicles are able travel through the intersection while the signal is green. This indicates the need for system management and considering corridor needs rather than individual intersections.

Areas with the greatest amount of transportation congestion in the 2035 travel demand model were reviewed and considered as locations to prioritize multi-modal transportation improvements. Figure 4-6 summarizes the relative intensity of congestion within the study area as total vehicle-hours of delay during the PM peak period (4-6 PM). The thickness of red bands (thicker is more) indicates the relative degree of vehicle-hours of delay on each link. The highest value projected was approximately 330 vehicle-hours of delay on US 26 eastbound along the 2/3 mile segment between the Bethany Boulevard/Cornell Road off ramp and on ramp. The 330 vehicle-hours of delay are accrued by the average 2+ minutes of delay that would be experienced by each of the 9,300 vehicles using this section of roadway from 4-6 PM in 2035. As a comparison, only 5 vehicle-hours of delay would occur on Canyon Road in the westbound direction between Canyon Lane and Linden Road (approximately ½ mile) due to 2,200 vehicles being delayed approximately 10 seconds each. The vehicle-hours of delay performance measure is useful since it considers cumulative effects due to locations with both high vehicle delay and high travel demand volumes, locations that are prime candidates for transportation improvements that benefit the system. Several corridors are highlighted in Figure 4-6 as locations with the greatest amounts of system congestion.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Assessment of Need Page 4-14

Figure 4-6: System-wide Congestion (Vehicle-Hours of Delay)

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Assessment of Need Page 4-15

Alternative/Options for Addressing Future Deficiencies The transportation system needs in Beaverton were determined for existing and future conditions. Due to the severity of projected future transportation conditions, the extent and nature of the multi-modal improvements for Beaverton are significant. Even with the inclusion of all projects identified in the RTP Financially Constrained project list, numerous additional projects would be needed to meet adopted performance standards. As demonstrated in the Transportation System Solutions Report (see Appendix), addressing all future transportation needs in Beaverton is not financially feasible. This section outlines the type of improvements that would be necessary as part of a long-range master plan to best address the transportation needs given the funding constraints. Phasing of implementation will be necessary since all of the improvements cannot be done at once. This will require prioritization of projects and periodic updating to reflect current needs. Most importantly, it should be understood that the improvements outlined in the following sections are a guide to managing growth in Beaverton as it occurs over the next 26 years.

Transportation Demand Management (TDM) Transportation Demand Management (TDM) is the general term used to describe any action that removes single occupant vehicle trips from the roadway network during peak travel demand periods. As growth in the Beaverton area occurs, the number of vehicle trips and travel demand in the area will also increase. The ability to change a users travel behavior and provide alternative mode choices will help accommodate this growth. Generally, TDM focuses on reducing vehicle miles traveled and promoting alternative modes of travel for large employers of an area. This is due in part to the Employee Commute Options (ECO) rules that were passed by the Oregon Legislature in 1993 to help protect the health of Portland area residents from air pollution and to ensure that the area complied with the Federal Clean Air Act.19 Research has shown that a comprehensive set of complementary policies implemented over a large geographic area can have an effect on the number of vehicle miles traveled to/from that area.20 However, the same research indicates that in order for TDM measures to be effective, they should go beyond the low-cost, uncontroversial measures commonly used such as carpooling, transportation coordinators/associations, priority parking spaces, etc. The more effective TDM measures include elements related to parking and congestion pricing, improved services for alternative modes of travel, and other market-based measures. However, TDM includes a wide variety of actions that are specifically tailored to the individual needs of an area. Table 4-6 provides a list of several strategies outlined in the ECO program that could be applicable to the Beaverton area.

19 Oregon Administrative Rules, Chapter 340, Division 30. 20 The Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, June 1992. Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Alternative/Options for Addressing Future Deficiencies Page 4-16

Table 4-6: Transportation Demand Management Strategies Potential Trip Strategy Description Reduction Telecommuting Employees perform regular work duties at home or at a work 82-91% (Full Time) center closer to home, rather than commuting from home to 14-36% (1-2 day/wk) work. This can be full time or on selected workdays. This can require computer equipment to be most effective. Compressed Work Schedule where employees work their regular scheduled 7-9% (9day/80hr) Week number of hours in fewer days per week. 16-18% (4day/40hr) 32-36% (3day/36hr) Transit Pass For employees who take transit to work on a regular basis, the 19-32% (full subsidy, Subsidy employer pays for all or part of the cost of a monthly transit high transit service) pass. 2-3% (half subsidy, medium transit service) Cash Out An employer that has been subsidizing parking (free parking) 8-20% (high transit Employee Parking discontinues the subsidy and charges all employees for parking. service available) An amount equivalent to the previous subsidy is then provided 5-9% (medium transit to each employee, who then can decide which mode of travel to services available) use. 2-4% (low transit services available) Reduced Parking Parking costs charged to employees are reduced for high 1-3% Cost for HOVs occupancy vehicles (HOV) such as carpools and vanpools. Alternative Mode For employees that commute to work by modes other than 21-34% (full subsidy of Subsidy driving alone, the employer provides a monetary bonus to the cost, high alternative employee. modes) 2-4% (half subsidy of cost, medium alternative modes) Bicycle Program Provides support services to those employees that bicycle to 0-10% work. Examples include: safe/secure bicycle storage, shower facilities and subsidy of commute bicycle purchase. On-site Rideshare Employees who are interested in carpooling or vanpooling 1-2% Matching for provide information to a transportation coordinator regarding HOVs their work hours, availability of a vehicle and place of residence. The coordinator then matches employees who can reasonably rideshare together. Provide Vanpools Employees that live near each other are organized into a 15-25% (company vanpool for their trip to work. The employer may subsidize the provided van with fee) cost of operation and maintaining the van. 30-40% (company subsidized van) Gift/Awards for Employees are offered the opportunity to receive a gift or an 0-3% Alternative Mode award for using modes other than driving alone. Use Walking Program Provide support services for those who walk to work. This 0-3% could include buying walking shoes or providing lockers and showers. Company Cars for Employees are allowed to use company cars for business-related 0-1% Business Travel travel during the day

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Alternative/Options for Addressing Future Deficiencies Page 4-17

Potential Trip Strategy Description Reduction Guaranteed Ride A company owned or leased vehicle or taxi fare is provided in 1-3% Home Program case of an emergency for employees that use alternative modes. Time off with Pay Employees are offered time off with pay as an incentive to use 1-2% for Alternative alternative modes. Mode Use Source: Guidance for Estimating Trip Reductions from Commute Options, Oregon Department of Environmental Quality, August 1996.

Redevelopment in the Beaverton area will also allow for TDM friendly development. Setting TDM goals and policies for new development will be necessary to help implement TDM measures in the future. With many regional trips destined to, or traveling through, the Beaverton area, region wide TDM measures should help to reduce congestion. Metro has established non-SOV (Single Occupancy Vehicle) mode share targets by 2040 for regional centers (similar to Gateway). These targets may also seUYHDVSHUIRUPDQFHPHDVXUHVIRUDUHDVWKDWKDYHEHHQGHVLJQDWHGDV³$UHDVRI6SHFLDO &RQFHUQ´ %HDYHUWRQ5HJLRQDO&HQWHULVFODVVLILHGE\0HWURDVWKLVW\SHRIDUHD 21 The 2040 non-SOV modal target for regional centers, town centers, station communities, main streets, and corridors is 45-55%.22 Transportation System Management (TSM) Transportation System Management (TSM) focuses on lower cost strategies to enhance operational performance of the transportation system by seeking solutions to immediate transportation problems, finding ways to better manage transportation, maximizing urban mobility, and treating all modes of travel as a coordinated system. These types of measures include such things as signal improvements, ramp metering, traffic calming, access management, intelligent transportation systems (ITS) and programs that enhance and smooth transit operations. Typically, the most significant measures that can provide tangible benefits to the traveling public are traffic signal coordination and systems. TSM measures focus primarily on region wide improvements, however there are a number of TSM measures that could be used in a smaller scale environment such as the Beaverton area. The following TSM measures list summarizes strategies that could be appropriate for the Beaverton 2035 TSP study area. Traffic monitoring Signal coordination and optimization Signal priority Information availability Incident management Adaptive signal systems Access management strategies

21 Based on the 2000 Metro Regional Transportation Plan, Ordinance No. 00-869A (August 10, 2000), page 1-32. 22 Based on the 2000 Metro Regional Transportation Plan, Ordinance No. 00-869A (August 10, 2000), page 1-62. Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Transportation System Management (TSM) Page 4-18

Traffic Monitoring Traditionally, the solution to most congestion problems was to build more roadways or widen the existing facilities. Most recently, it has been realized that urban congestion cannot be managed by simply building roadway capacity. Better management of the existing transportation network is necessary to help reduce congestion. This also means coordinating among various agencies in the area to create a seamless transportation network. As a monitoring program, the City of Beaverton and Washington County routinely collect traffic volume data in the Beaverton area. This data is then used as a tool to compare historical growth and determine which transportation corridors in the area are being utilized. This information is useful from a growth perspective, however it is difficult to use this data to help enhance the existing transportation environment on a day-by-day basis. The use of closed circuit television cameras (CCTV) and vehicle detection systems could be used to help monitor the transportation network during peak hours of congestion. Adjustments to signal timing can be made from the central control room to help improve traffic flow and decrease delay. Benefits of traffic monitoring include reduced congestion, reduced delay, reduced travel time, faster and more accurate identification of locations of incidents, development of specific signal timing plans based on historic trends and reductions in pollutants and wasted fuel.

Signal Coordination and Optimization Traffic monitoring can only produce a certain amount of enhanced service along a corridor. As future growth occurs, congestion is due to increase. Traffic signal systems that were adequate in the past dealing with AM and PM peak hours will need to adapt to the changing environment and deal with additional time periods of congestion. The state-of-the-art traffic signal systems, using a central computer to communicate and coordinate timing plans, have proven to produce substantial benefits in reducing congestion and travel time while increasing travel speeds. In the Portland area, examples of this benefit have been seen on such corridors as 82nd Avenue, 122nd Avenue, Martin Luther King Jr. Boulevard and SW Naito Parkway where improved signal timing reduced travel times anywhere from 10% to 25% during peak periods.23 In Beaverton, a recent signal timing update on Canyon Road corridor has shown a reduction of 12% in total delay during midday, and 11% during the weekend period. Overall, the new signal update resulted in up to a 10% reduction in stops in the corridors and up to 11% reduction in overall delay. Side street delay in the project corridor was also reduced from 8% to 33%. The addition of signal optimization helps to maximize the total cycle length of a signal to provide optimal timing patterns for both the main arterial and the side street traffic. This optimization can help to skip side street cycles if there are no vehicles present and help to LQFUHDVHWKH³JUHHQWLPH´RIDVLJQDOIRUDPDMRUPRYHPHQW2SWLPL]DWLRQFDQSURYLGH additional reliability and efficiency for the transportation network.

23 City of Portland, Intelligent Transportation System Implementation Plan, June 1997. Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Transportation System Management (TSM) Page 4-19

Signal Priority The provision of signal priority works for both transit vehicles and emergency vehicles. Both operate on the same principles, which are improving the reliability and speed of the vehicles. Clearly they serve two different purposes, but the idea benefits mobility for both. Signal priority is achieved by establishing a communication between the approaching vehicle and the signal. Once the communication between the two is made, the approaching vehicle will direct the traffic signal to lengthen the green time for the light (assuming it is safe to do VR DQGDOORZIRUD³SULRULW\´WKURXJKWKHLQWHUVHFWLRQ7KLVSULRULW\LVGRQHRQO\ZKHQLWZLOO not cause significant impact at the intersection. Implementation of transit signal priority may supplement bus rapid transit (BRT) to improve transit travel along a corridor, allowing a bus to clear an intersection and begin passenger boarding/alighting downstream of the signal. Studies indicate that with signal priority transit travel times have decreased from 15% to 18 %, while service reliability has increased from 12% to 23% for on-time performance.24 These improvements can help cost effectiveness for transit operations. 6LJQDOSULRULW\FDQDOVRLQFOXGH³VPDUWUHFRYHU\´DWLQWHUVHFWLRQVWKDWFXUUHQWO\RSHUDWHLQ conjunction with rail transit. Once a rail vehicle has passed through the intersection, the VLJQDOSKDVLQJZRXOG³UHFRYHU´WRWKHVDPHSRLQWLWZDVDWEHIRUHWKHUDLOYHKLFOHSDVVHG through. This could reduce the potential for delays at intersections due to rail traffic.

Information Availability An uninformed public can make inefficient transportation choices that could place a strain on the limited available capacity of a transportation network. This could create more congestion in an area that is already highly congested. By providing travelers with real-time information, the ability to make a more informed and efficient transportation decision is available. The variety of information services available today include hand-held devices such as cell phones and GPS devices, as well as transit kiosks, personalized email reports, radio, television and the internet. All of these devices are aimed at providing the traveler with the best available information for making transportation choices. There is another type of information available to help travelers along the roadway. These are message signs that help inform a traveler of delays and/or help the traveler make an informed decision on a travel route. The first type of sign is a variable message sign (VMS). A VMS is a stationary sign that can display various messages. The second type of sign is a changeable message sign (CMS). This type of sign is mobile and can be placed at any location along a corridor to display information. Currently, there are cameras located on US 26 and OR 217 that show the conditions on the freeways. These cameras are Internet accessible and help monitor traffic conditions and inform users of traffic conditions.

24 Intelligent transportation system initiatives in Clark County: VAST Program, January 2001. Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Transportation System Management (TSM) Page 4-20

Incident Management Typically incident response is focused on freeways. However, there is also a clear need for incident response on arterials. The time to respond to incidents in an urban area can dramatically affect the level of congestion on a corridor. Incident management includes detection, verification, response, site management, traffic management, clearance time and recovery. Each of these steps takes time, during which the transportation operations along the corridor decrease. Research indicates that effective incident management has the potential to reduce response times by 40% and decrease fatalities by 10% in urban areas.25 In addition, incident management has the potential to reduce delay to users and reduce emissions from vehicles.

Intelligent Transportation System (ITS) ITS involves the application of advanced technologies and proven management techniques to relieve congestion, enhance safety, provide services to travelers, and assist transportation system operators in implementing suitable traffic management strategies. ITS focuses on increasing the efficiency of existing transportation infrastructure, which enhances the overall system performance and reduces the need to add capacity (e.g. travel lanes). Efficiency is achieved by providing services and information to travelers so they can (and will) make better travel decisions and to transportation system operators so they can better manage the system and improve system reliability. A regional ITS framework plan26 has been developed by Washington County, ODOT, City of Beaverton, City of Tualatin, City of Tigard, City of Hillsboro, City of Portland, TriMet, FHWA, Washington County Consolidated Communications Agency (WCCCA) and Tualatin Valley Fire and Rescue that includes projects in the Beaverton area, such as: Traffic monitoring Signal controller interconnect Information availability Incident management Weather data collection Traffic data retrieval Advanced rail warning systems

While the existing ITS infrastructure in Beaverton is moderate, projects planned through 2035 will greatly increase coverage and the type of ITS equipment utilized in Beaverton and throughout Washington County. Existing ITS equipment in Beaverton, future equipment that is included in the Washington County ITS Plan, and additional future equipment that will improve the operations of the transportation network and supplement projects that are included in this TSP. Several ITS strategies can be utilized to improve future transportation operations in Beaverton. Provide travel time information for traffic using US 26 and highway 217.

25 Intelligent Transportation System Initiatives in Clark County: VAST Program, January 2001. 26 Washington County ITS Plan, prepared for ODOT by DKS Associates and , Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Transportation System Management (TSM) Page 4-21

Provide CCTV equipment to allow monitoring important links in the transportation network. Provide redundancy of the communication system to minimize the effects of a communication failure. Provide information to travelers regarding traffic conditions and alternate routes. Implement devices to collect traffic data for use in improve facility operations and understand planning needs Coordinate with ODOT regarding control of new traffic signals and appropriate software to retain compatibility.

The following actions should be taken as part of this TSP: Implement ITS projects previously contained in the Washington County ITS plan, including: o Install fiber communication lines along US 26 from Highway 217 to the Helvetia interchange and along TV Highway from US 26 to Hillsboro. o Install an arterial management system along Scholls Ferry Road from Hall Boulevard to Murray Boulevard, along southwest 185th Avenue from US 26 to Baseline road and along Cornell Road from Cornelius Pass Road to Hillsboro. o Installation of central signal system software that allows remote management of traffic signals and is integrated with other agencies throughout the region. Configure a virtual traffic operation center (TOC) at Washington County for the purpose of controlling regional traffic operations. Also to provide communication connections between Washington County and the City of Portland traffic signal systems server. o Configure a virtual TOC at the City of Beaverton for monitoring and control of City maintained traffic operations. Establish a connection between the City of Beaverton and the City of Portland traffic signal system server.

Implement additional ITS projects not included in the Washington County ITS Plan to support the TSP network, including: o Install fiber communication lines along all arterial roadways

Consider projects addressed in the regional Transportation System Management and Operations (TSMO) strategic plan that is currently in the process of completion and review. The purpose of this plan is to identify and prioritize TSMO projects that will benefit the region.

Revisions or additions to the regional ITS plan will require coordination with the agencies involved (including Washington County, ODOT, City of Beaverton, City of Tualatin, City of Tigard, City of Hillsboro, City of Portland, TriMet, FHWA, WCCCA and Tualatin Valley Fire and Rescue) to implement changes to the plan.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Transportation System Management (TSM) Page 4-22

TSM Summary All of the previously mentioned measures of TSM can work together in a transportation environment to help reduce congestion and decrease travel times for travelers. Table 4-7 summarizes the RTP projects that support Beaverton TSM. Beyond the RTP designated TSM projects, the City of Beaverton should continue to coordinate with TriMet, ODOT, and Washington County in providing signal priority at signalized intersections along rapid or frequent bus routes (TV Highway and Cedar Hills/Hall corridor ± approximately 50 intersections) to increase transit efficiently, reduce transit travel times, and promote non-SOV person trips. Signal priority should be activated for transit vehicles that are operating behind schedule. The implementation of additional strategies should be on a case-by-case basis and evaluated for effectiveness.

Table 4-7: 2035 RTP Projects Supporting TSM RTP Estimated Projected Description Project # Cost Implementation 10602 Scholls Ferry Road: Hall Boulevard to Murray Boulevard $1,190 2008-2017 Install integrated advanced traffic monitoring systems (ATMS) and management equipment 10604 185th Avenue: Baseline Road to US 26 $1,175 2008-2017 Install integrated advanced traffic monitoring systems (ATMS) and management equipment 10642 Allen Boulevard, Cedar Hills Boulevard, Hall Boulevard, $10,710 2018-2025 Farmington Road Adaptive traffic signal systems. New signals and signal upgrades Source: 2035 Regional Transportation Plan Financially Constrained System List of projects and Programs, Metro, April 2008; http://www.oregonmetro.gov/index.cfm/go/by.web/id=25037

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System and Corridor Alternatives Analysis Multi-modal improvement alternatives were analyzed to determine the projects and programs that would best address the needs of the transportation system given available funding sources. As previously documented, focus corridors were selected as locations in the study area with the highest degree of congestion (measured as vehicle-hours of delay). System needs previously identified in adopted plans were reviewed for application in this update. The Solutions Report provides additional details about the methodology that was used to analyze the alternatives considered for each focus corridor. The following sections provide a brief overview.

Initial Alternative Screening 7UDQVSRUWDWLRQLPSURYHPHQWVWKDWKDYHEHHQLGHQWLILHGIRUDGGUHVVLQJ%HDYHUWRQ¶VWUDQVSRUWDWLRQ system needs through prior studies and plans were compiled rather than repeating the process of recreating a new set of projects. These projects (included in Solutions Report Table A1) were organized into a matrix of needs and screened based on addressing the needs of a particular focus corridor or significant system needs. Projects that were identified as potentially meeting a need for a corridor were analyzed further for each corridor.

Non-Auto Solutions A general assessment of the transit quality of service was performed based on service to each corridor and system connectivity. Changes to transit routes and service are performed by TriMet during their annual service plan process. Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate existing and future ridership and is a means of supporting and preparing for transit expansion in Beaverton. The initial screening process identified pedestrian, bicycle and trail improvements that addressed the needs of the focus corridors or significant system needs. These previously identified projects, as well as additional system gaps located within ¼ mile of each focus corridor, were considered. In order to determine the relative priority of these projects that best address the system needs, figures were created that show multiple types of activity generators (such as transit stops, schools, shopping, etc). Areas that serve the greatest number (or importance as ranked by the Beaverton Traffic Commission) of activity generators are shown in red, while lower priority locations are shown in green. These priority levels are listed in the table for each project that was identified with the corridor. Figure 4-8 shows pedestrian system gaps and priority locations, while Figure 4-9 shows bicycle system gaps and priority locations. Fully completing the pedestrian system and bicycle system by filling all identified gaps is not considered reasonably likely to be funded through 2035 given the total cost of transportation improvements needed to address identified needs. However, completing the pedestrian and bicycle system along all collector and arterial roadways is consistent with City of Beaverton street design standards. The gaps locations identified serve to map the overall pedestrian and bicycle projects in the City.

System-wide TSM Alternative A system-wide TSM alternative was analyzed to explore the benefits of TSM measures along selected corridors. The analysis assumed increased corridor operational capacity through improved access management and implementation of adaptive signal systems. The potential degree of assumed capacity improvement varied by corridor depending on the existing level of

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | System and Corridor Alternatives Analysis Page 4-24

access management, but model lane capacities were increased up to the traditional upper limit for good access management (typically 0-20% improvement). In addition, a 10% increase in operational capacity was assumed with the implementation of well-coordinated adaptive signal systems. These TSM measures were applied to the focus corridors (excluding US 26 and OR 217) as well as other locations specified in the RTP project list (Table 4-2). Figure 4-7 shows the system-wide change in volume to capacity (v/c) levels from the 2035 RTP Financially Constrained Scenario.

Figure 4-7: System-wide V/C Change with Focus Corridor TSM Implementation

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | System and Corridor Alternatives Analysis Page 4-25

Pedestrians The existing pedestrian system network map was updated from the previous TSP to reflect recent improvements and the expanded TSP Study Area. In most cases sidewalk improvements are aimed at closing gaps in the existing sidewalk network to provide connectivity rather than capacity. Generally, it is more important that a continuous sidewalk be available than it be of a certain type or size. Figure 4-8 shows the existing gaps in the pedestrian system along arterial and collector roadways, as well as various activity generators that have the potential to attract pedestrian use. The 2004 RTP includes designations for pedestrian districts and transit/mixed use corridors. The RTP defines pedestrian districts as areas of high or potentially high pedestrian activity where regional policy places priority on creating a safe, direct, and attractive pedestrian environment. In general, these are areas planned for compact, mixed-use development served by transit and correspond to the following 2040 design type designations within the City of Beaverton: regional centers (RC), town centers (TC), station communities (SC), main streets, and corridors. The corresponding areas within the 2008 Beaverton TSP boundary include the Beaverton Downtown RC, the Washington Square RC, Murray Scholls TC, Raleigh Hills TC, Cedar Mill TC, and the station communities including Sunset Transit Center, 185th and Baseline, Tektronix, Beaverton Creek, Elmonica/ Merlo. Areas such as these areas should be characterized by buildings oriented to the street and by boulevard street design features such as wider sidewalks with buffering from traffic, marked street crossing at intersections, pedestrian-scale lighting, benches, bus shelters, and street trees. Transit/mixed-use corridors are defined as priority areas for pedestrian travel that are served by good quality transit service and that will generate substantial pedestrian traffic near neighborhood-oriented retail development, schools, parks, and bus stops. These corridors should include such design features as wide sidewalks with buffering from traffic, pedestrian scale- lighting, benches, bus shelters, and street trees. The 2040 design type designation for transit/mixed-XVHFRUULGRUVLV³&RUULGRUV´7KHFRUUHVSRQGLQJFRUULGRUDUHDVZLWKLQWKH Beaverton TSP boundary include Murray Boulevard, Scholls Ferry Road, Hall Boulevard, Beaverton Hillsdale Highway/ Farmington Road, Canyon Road/ Tualatin Valley Highway, Cedar Hills Boulevard, Walker Road, and Cornell Road. The City of Beaverton Development Code regulations require new development in the pedestrian districts and transit/mixed use corridors to comply with the RTP descriptions listed above. The most important existing pedestrian need in Beaverton is a well-connected pedestrian system within a half-mile grid of light rail transit (LRT) stations and key centers in Beaverton (parks, schools, retail, etc.). Additional needs include safe, direct and convenient access to transit and crossings of large arterial streets which act as barriers to pedestrian movement, marked crossings at major transit stops, as well as a sidewalk connectivity plan. A well-connected pedestrian system in the RTP designated pedestrian districts and transit/mixed use corridors will insure direct and logical pedestrian crossings at transit stops. The City of Beaverton should coordinate with Washington County, TriMet, Metro, and ODOT to ensure that major transit stops will be located at sites with a signalized and/or marked pedestrian crossing. In the future additional activity centers will need to be considered and interconnected with the existing pedestrian system. The ranking of pedestrian strategies from the previous TSP is listed from most important to least important:

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Pedestrians Page 4-26

Connect key pedestrian corridors to schools, parks, recreational uses and activity centers (public facilities, commercial areas, etc.) Fill in gaps in the network where some sidewalks exist Pedestrian corridors to transit stations and stops Signalized pedestrian crossings Pedestrian corridors that connect neighborhoods Improve streets having sidewalks on one side to two sides As development occurs, construction of sidewalks by developers Pedestrian corridors that commuters might use Reconstruct all existing substandard sidewalks to the City of Beaverton Standards

The transportation network was analyzed to determine potential sidewalk locations that would maximize the benefit of additional infrastructure by providing service to as many activity locations as possible. In Figure 4-8, areas that would serve the greatest number of activity generators (generally located in dense development) are indicated in red, while locations that lie outside the walking distance (assumed to be ½ mile) to activity generators (generally areas of sparse development) or would provide benefit to the least number of users are indicated in green. Sidewalk gaps that exist in red shading indicate potential locations for prioritizing sidewalk improvements or additions. The figure indicates that the highest priority need locations lie within the Beaverton Regional Center, around Walker Road/170th Avenue, and along 158th Avenue between Davis Road and Weir Road. The existing gap locations shown in Figure 4-8 represent the ultimate master plan of pedestrian system needs and projects. Those projects that were selected as high priority locations and are reasonably likely to be funded by 2035 are included in Table 4-9 with other modal Action Plan projects. Figure 4-12 indicated the locations for these high priority projects.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Pedestrians Page 4-27 This product is for information purposes only and may not have been prepared for, or be suitable

D for, legal, engineering, or surveying purposes. Users of this information should review, or

V consult, the primary data and information sources to ascertain the usability of the information. L City of Beaverton

This map represents the best available data at the time of publication. While reasonable effort

Y has been made to insure the accuracy of the information shown on this page, the City of

A Beaverton assumes no responsibility or liability, for any errors, omissions, or use of this

H information. Metadata available upon request. T FIGURE 4-8

B N W C OR Transportation NEL L RD NW System Plan

CO RN EL 26 L Pedestrian System Gaps R E D

A & Priority Locations N

T W

5 B

A R 0 1,320 2,640 5,280 W N S E Feet D S V R L D B

Y SW S A B W R A W R E S A E LK U V LIN ER A E M R D RD H W T S D

8 V

W S

N L SW D L B R I ARNE S H

R US 26 SW SW A MERLO RD J ED ENK C INS SW RD

T Y RD UALATI NYON N W SW CA H VALLEY HWY

D TON R SW BE RMING AVERTON HILLSDALE HW SW FA N Y

O E

L V S V

L A T A

A A

N D H R

R W Y

D E R D R

T R E V F

S L A S

E L B B OL

M W H C O S

SW S SW OA ALLEN BLVD S K ST

W DAVIS RD S

W W

A H 0

R 7 A

1 R L

S SW DENNEY RD

W B

S L D

V R

SW HART R D Y D D R R R SW GARDEN HOME RD

E F

SW RIGERT RD 217 S N L O L S E O L H O C W Y S A S W W N S

R S SW BRO W E CKMAN ST G V H A A LL H T B 5 LV

7 D

H S SW W EIR RD T

5 Activity Generators

W LEGEND Major Transit Stop

S Sidewalk Need* Bus Stop

V Park Access

A Highest Priority

S MAX LRT Line Transit Center 1

V College

A WES Rail Line

H S

D T K-12 School Y R 5 Trails R 3 E R 1 Sept. 2009 F Other Educational LS L W Planned Trail System

O S H C Hospital S 1/4 Mile Focus N SW Library Corridor Buffer Lowest Priority City Hall Arterial/Collector * based upon 1/2-mile walking distance without Sidewalks along existing roadways. Shopping Access

Bicycles The Bicycle Master Plan has been updated from the previous TSP to include completed improvement projects and the expanded TSP Study Area. Bikeway improvements are aimed at closing the gaps in the bicycle network along arterial and collector roadways. The ranking of the bicycle strategies from the previous TSP is listed from most important to least important: Connect Key bicycle corridors to schools, parks, recreational uses and activity centers (public facilities, commercial areas, transit centers, etc.) Fill in gaps in the network where some segments of bikeway exist Bicycle corridors that connect neighborhoods Construct bike lanes with roadway improvement projects Bicycle corridors that commuters might use Bicycle corridors providing mobility to and within commercial areas The 2004 Metro RTP includes the following bicycle functional classification system: Regional Access Bikeway: Function focuses on accessibility to and within the central city, regional centers, and larger town centers. Travel time is an important factor as these bikeways generally have high volumes. Regional Corridor Bikeway: Functions as longer routes that provide point-to-point connection between the central city, regional centers, and larger town centers. Generally higher automobile speeds and volumes than community connector bikeways. Community Connector Bikeway: Connect smaller town centers, main streets, station areas, industrial areas, and other regional attractions. Multi-use paths with bicycle transportation function: Likely to be used for commuting to work or school, accessing transit, or travelling to a store, library, or other local destination. Bicycle/pedestrian sidewalks on bridges are included in this classification. Includes physical separation from motor vehicle traffic by open space or barrier.

State policy from the Transportation Planning Rule and City of Beaverton policy require that all arterial and collector roads have bikeways. Figure 4-9 shows the existing gaps in the bicycle system along arterial and collector roadways, as well as various activity generators that have the potential to attract bicycle use. As with the pedestrian system, the transportation network was analyzed to determine potential bicycle lane locations that would maximize the benefit of such widening or striping by providing service to as many activity locations as possible. In Figure 4-9, areas that would serve the greatest number of activity generators (generally located in dense development) are indicated in red, while locations that lie outside the cycling distance (assumed to be two miles) to activity generators or would provide benefit to the least number of users are indicated in green. Bicycle lane gaps that exist in red shading indicate potential locations for prioritizing improvements such as striping or widening. The highest priority locations for filling bicycle lane gaps are along Beaverton Hillsdale Highway between White Pine Lane and 107th Avenue, and Western Avenue and Jamieson Road south of Beaverton Hillsdale Highway. The existing gap locations shown in Figure 4-9 represent the ultimate master plan of pedestrian system needs and projects. Those projects that were selected as high priority locations and are reasonably likely to be funded by 2035 are included in Table 4-9 with other modal Action Plan projects. Figure 4-12 indicated the locations for these high priority projects.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Bicycles Page 4-29 This product is for information purposes only and may not have been prepared for, or be suitable

D for, legal, engineering, or surveying purposes. Users of this information should review, or

L consult, the primary data and information sources to ascertain the usability of the information. City of Beaverton

This map represents the best available data at the time of publication. While reasonable effort Y has been made to insure the accuracy of the information shown on this page, the City of

A Beaverton assumes no responsibility or liability, for any errors, omissions, or use of this H information. Metadata available upon request. T FIGURE 4-9

B N W COR Transportation NEL L RD NW System Plan

CO RN EL 26 L Bicycle System Gaps R E D

A & Priority Locations N

T W

5 B

A R 0 1,320 2,640 5,280 W N S E Feet D S V R L D B

Y SW S A B W R A W R E S A E LK U V LIN ER A E M R D RD H W T S D

8 V

W S

N L SW D L B R I ARNE S H

R US 26 SW SW A MERLO RD J ED ENK C INS SW RD

T Y RD UALATI NYON N W SW CA H VALLEY HWY

D TON R SW BE RMING AVERTON HILLSDALE HW SW FA N Y

O E

L V S V

L A

T A

A A

N D H R

R W Y

D E R D R

T R E V F

S L A S

B E L B OL

M W H C O S W

W SW S SW OAK ALLEN BLVD S ST

W DAVIS RD S

E W W

A H 0

R 7 A

1 R L

S SW DENNEY RD

W B

L D

V R

SW HART R D Y D D R R R SW GARDEN HOME RD

E F

SW RIGERT RD 217 S N L O L S E O L H O C W Y S A S W W N S

R S SW BRO W E CKMAN ST G V H A A LL H T B 5 LV

7 D

H S SW WEIR RD T 5 Activity Generators

1 LEGEND

W Major Transit Stop

S Bicycle Lane Need* Bus Stop

V Highest Priority Park Access

S Transit Center

1 MAX LRT Line

V College A WES Rail Line

H S

D T K-12 School Y R 5 Trails R 3 E R 1 F Other Educational Sept. 2009 LS L W Planned Trail System

O S H C Hospital S 1/4 Mile Focus N SW Corridor Buffer Lowest Priority Library City Hall Arterial/Collector * based upon 1-mile bicycling distance without Bicycle Lanes along existing roadways. Shopping Access

Transit In addition to current transit service, WES Commuter Rail service connecting Beaverton to Wilsonville will enhance the areas access to employment. The service is focused on peak commute periods and will potentially reduce the congestion of adjacent frequent or regional bus routes, and Highway 217. The importance of the frequent and regional bus lines in Beaverton will be enhanced as more passengers travel through Beaverton on both the MAX and WES lines leading to more passenger transfers throughout the city. The existing transit system coverage area includes approximately 77 percent of the modeled transit supportive zones within the Beaverton TSP study area27. The future 2035 land use would increase the transit supportive area and the percentage of coverage to approximately 81percent (Figure 4-10) without an increase in service coverage. Corridors designated as frequent bus routes by the RTP in the 2008 Beaverton TSP study area include Beaverton Hillsdale Highway, Tualatin Valley Highway, Cedar Hills Boulevard, and Hall Boulevard. Major Streets designated as regional bus routes in the 2008 Beaverton TSP study area include Barnes Road, Murray Boulevard, 185th Avenue, Walker Road, Canyon Road, Farmington Road, Lombard Avenue, Allen Boulevard, Garden Home Road, Oleson Road, and Scholls Ferry Road. Future transit stops along several streets would further improve the coverage of the transit supportive area in Beaverton: 173rd Avenue between Cornell Road and Walker Road Davis Road between 170th Avenue and Murray Boulevard Hart Road between Murray Boulevard and Hall Boulevard Weir Road between Murray Boulevard and Mount Adams Drive Scholls Ferry Road between Loon Drive and 155th Terrace Oleson Road between Garden Home Road and Scholls Ferry Road

27 Coverage is determined as the area within 0.25 miles of a bus stop or 0.50 miles of a LRT stop

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Transit Page 4-31 0 750 1,500 3,000 4,500 6,000 Feet City of Beaverton FIGURE 4-10 Transportation System Plan

Transit Service Areas

LEGEND 2035 Transit Service Areas

FT Underserved by transit A9 R 200 Appropriate service for density DJune Overserved by transit

Beaverton TSP Study Area

NOTE: Based on comparison of existing PM peak period transit service and Ã projected 2035 land use density.

Motor Vehicles The following section summarizes the general design of the motor vehicle system and identifies future needs.

Functional Classification The current functional classification of streets in Beaverton was updated to reflect the expanded TSP study area, on-going regional planning, the functional needs of Beaverton, and consistency with the Regional Transportation Plan. Classifications of principal arterial, arterial, collector, neighborhood route and local have been developed based on connectivity (defined in the 2020 TSP), which is the best indicator of function. Figure 4-11 summarizes the functional classification recommendations. Streets designated in the RTP be designed with a modal orientation that reflects the function of the street and the character of surrounding land uses as defined in Chapter 1 of the RTP (see Appendix M)28.

Access Management Access management is important, particularly on high volume roadways, for maintaining traffic flow and mobility. Where local and neighborhood streets function to provide access, collector and arterial streets serve greater traffic volume. Numerous driveways, or street intersections, increase the number of conflicts and potential collisions and decrease mobility and traffic flow. Beaverton, as with every other city, needs a balance of streets that provide access with streets that serve mobility. The 2020 TSP included the following access management recommendations: As property redevelops, an evaluation of compliance with relevant access management policies is made for areas proximate to freeway interchange If an existing access point is found non-compliant and it is the sole vehicular access for the property, a temporary access permit is issued that allows the property owners to continue access until such a time that alternative means can be made available In addition, the applicant will agree to potential cross-easements for circulation between adjoining properties When adjoining property re-develops that has compliant alternatives for vehicular access, the temporary permit of the first property owner is terminated and the non-compliant access is closed.

The City of Beaverton and Washington County minimum spacing standards are listed in Table 4- 8.

28 Based on the 2004 Regional Transportation Plan, Metro, March 2004.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Motor Vehicles Page 4-33 D This product is for information purposes only and may not have been prepared for, or be suitable

L for, legal, engineering, or surveying purposes. Users of this information should review, or

B consult, the primary data and information sources to ascertain the usability of the information. City of Beaverton Y

N This map represents the best available data at the time of publication. While reasonable effort A has been made to insure the accuracy of the information shown on this page, the City of

T Beaverton assumes no responsibility or liability, for any errors, omissions, or use of this E information. Metadata available upon request. B FIGURE 4-11 N W C ORN ELL Transportation RD N W System Plan CO RN EL 26 L R E D Adopted Functional

T Classification W

5 B

A R W N S E D S R V L D B

Y SW S A B W R A W R E S A E LK U V LIN ER A E M R D RD H W T S D

8 V

W S

N L SW D L BA R I RNE S H

R US 26 SW SW A MERLO RD J ED ENK C INS SW RD

TU Y RD ALATIN NYON W SW CA H VALLEY HWY

ON RD SW RMINGT BEAVERTON HILLSDALE H SW FA N WY

O E

L V S V

L A T A

A A

N D H R

R W Y

D E R D R

T R E V F S L A S

E L B B OL

M W H C O S W

SW S SW OA ALLEN BLVD S K ST

DAVIS RD S

W W

A H 0

R 7 A

1 R L

S SW DENNEY RD

W B

L D

V R

SW HART R D Y D D R R R SW GARDEN HOME RD

E F

SW RIGERT RD 217 S N L O L S E O L H O C W Y S A S W W N S

R S SW BRO W E CKMAN ST G V H A A LL H T B 5 LV

7 D

W S SW W H EIR RD T 0 750 1,500 3,000 4,500 5

1 Feet

A LEGEND

2 Functional Classification E

V Water

W Arterial

H S

D T Railroad Y R 5 Arterial, proposed R 3 E R 1 F LS 2008 TSP Study Area L W Collector

O S H Boundary Sept. 2009 C S Collector, proposed W Major Roads S Neighborhood Route N Neighborhood Route, proposed Local Streets Proposed Road Closure City Limits

Table 4-8: Minimum access spacing standards by jurisdiction

City of Beaverton minimum Washington County Street Functional Classification: spacing standards: (feet) minimum spacing standards: Principal Arterial N/A Limited Access Arterial 600 600 Collector 200 100 Neighborhood Route 100 50 Local 100 25

Based on the 1999 Oregon Highway Plan (OHP), access points should not be allowed within 1320 feet of freeway interchanges. Interchanges within the Beaverton 2020 TSP study area exist with numerous access points within 1320 of the interchange. These access points are locations of potential conflict with vehicle queued from the freeway on ramps, especially with queues formed from ramp meters. The following recommendation addresses the need to reclaim vehicular access control near the freeway interchanges to meet ODOT spacing standards:

As property redevelops, an evaluation of compliance with relevant access management policies is made for areas proximate to freeway interchange If an existing access point is found non-compliant and it is the sole vehicular access for the property, a temporary access permit is issued that allows the property owners to continue access until such a time that alternative means can be made available In addition, the applicant will agree to potential cross-easements for circulation between adjoining properties When adjoining property re-develops that has compliant alternatives for vehicular access, the temporary permit of the first property owner is terminated and the noncompliant access is closed.

Local Street Connectivity The 2035 Beaverton TSP Study Area reaches beyond the 2020 TSP Study Area. The 2020 TSP identified potential local street connections for both multi-modal and non-auto connections. The local connectivity map has been updated. It also includes areas not part of the 2020 TSP. Connections from Washington County Ordinance 552 were included in the unincorporated areas. Additional multi-modal and non-auto connections were identified both within the City and the unincorporated areas. Detailed connectivity maps, broken into neighborhoods, are shown in Appendix E.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Motor Vehicles Page 4-35

Motor Vehicle Needs and Alternatives Motor vehicle projects that were identified as potentially meeting a need for a corridor in the initial screening process were summarized in a matrix and analyzed further for each corridor. The following three criteria were analyzed for each project that was considered: Feasibility - Includes issues such as right of way, land use impact, and overall cost. While not a fatal flaw analysis, it considers the likelihood that a project could be reasonably constructed. This measure favors projects that can be practically implemented. In some cases, projects may include factors that make implementation difficult, however given the magnitude of benefit the project is still considered feasible, even with the recognized challenges. In some cases regional projects are not considered feasible for the City of Beaverton due to total cost, and feasibility is contingent on funding partnerships with other regional agencies. Grid & Function Consistency ± Considers issues related to system design such as connectivity, functional class of a facility, facility spacing, and consistency within the existing facility and regional design. Congestion ± This considers if the project addresses an identified congestion issue. While identified projects generally address a specific operational need, in some cases these projects are local issues that do not impact the overall system or corridor need that has been identified as providing the greatest benefit to the system. In many cases a project may have been previously identified if the minor street delay was expected to exceed adopted performance standards. However, funding constraints do not allow every identified project to be constructed and only the specific focus corridor mobility is identified as the congestion need.

Each project was assigned a ranking of low, medium, or high based on the three criteria. *HQHUDOO\SURMHFWVWKDWZHUHQRWFRQVLGHUHGIHDVLEOHZHUHDVVLJQHGDSULRULW\RI³ORZ´ since they would not be a cost-effective solution to the problem, while projects that met all three criteria ZHUHFRQVLGHUHGKLJKSULRULW\$SURMHFWWKDWZDVFRQVLGHUHG³IHDVLEOH´DQGPHWRQHRIWKHRWKHU two criteria was listed as medium. The Transportation System Solutions Report contains additional detail for the alternative analysis, including a summary of each project that contains issues related to the project priority. This background narrative provides and explanation of project considerations and scoring that appear in the table. Those projects that were selected as high priority locations and are reasonably likely to be funded by 2035 are included in Table 4-9 with other modal Action Plan projects. Figure 4-12 indicated the locations for these high priority projects

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Motor Vehicles Page 4-36

Financially Constrained Improvement Plan Multi-modal improvement projects that address the needs of the transportation system were VHOHFWHGEDVHGRQWKHDOWHUQDWLYHVDQDO\VLV3URMHFWVWKDWDUHQRWHGDV³KLJKSULRULW\´DUHWKRVH that are considered reasonably likely to be funded by 2035 given the projected funding levels in Chapter 5. The projects for each mode that are considered high priority are listed in Table 4-9 and shown in Figure 4-12. Table 4-9: TSP Action Plan Projects Full Plan City Orig. 2035 Proj. Cost Cost TSP Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s) 2035 RTP Projects Funded by Others Widen roadway to 4 lanes with left 170th Ave: Alexander 2011- 10546 2 turn lanes at major intersections and Wash Co $30,095 $0 St. to Merlo Rd. 2015 bike lanes and sidewalks. Jenkins Rd: Murray Widen roadway from three to five 2011- 10561 7 Wash Co $16,635 $0 Blvd. to 158th Ave. lanes with bike lanes and sidewalks. 2015 Walker Rd: 185th Ave. Widen from two to five lanes with 2016- 10570 9a Wash Co $56,255 $ 0 to Murray Blvd. bike lanes and sidewalks 2020 Barnes: Hwy. 217 to Widen to five lanes with bike lanes 2021- 10579 12 Wash Co $32,475 $0 119th (future) and sidewalks 2025 Scholls Ferry: Hall Install integrated ATMS and 2009- 10602 15 Wash Co $1,190 $0 Blvd. to Murray Blvd. management equipment. 2010 Complete 9100 feet of sidewalk 2011- 10607 18 Sunset TC Station Wash Co $6,435 $0 improvements. 2015 Saltzman Rd: Cornell Complete 950 feet of bike lanes in 2026- 10610 19 Wash Co $885 $0 Rd. to Barnes Rd. town center. 2030 Cornell Rd: Saltzman Completes 1750 feet of bike lanes in 2026- 10613 20 Wash Co $1,110 $0 Rd. to 119th Ave. town center. 2030 Westside Trail To design and construct a regional trail 2011- 10810 70 (Regional): Hwy 26 to multi-use segment in a utility corridor, THPRD $4,285 $0 2015 THPRD Nature Park ¶-¶ZLGHSDYHG Beaverton Creek Trail To design and construct a regional trail (Regional): SW 194th 2016- 10811 71 multi-use segment in a utility corridor, THPRD $7,500 $0 Ave. to Fanno Creek 2020 ¶-¶ZLGHSDYHG Trail Westside Trail To design and construct a regional trail 2011- 10813 72 (Regional): Farmington multi-use segment in a utility corridor, THPRD $4,285 $0 2015 Rd. to Scholls Ferry Rd. ¶-12¶ZLGHSDYHG Beaver Creek Trail, 2016- 10850 74 Construct Ped/Bike Trail Hillsboro $1,070 $0 Bronson Creek Trail 2020

Frequent Bus: Line 76 ± 390 additional service hours upgrade 10929 76 Beaverton / Tualatin: and related bus stop and ROW TriMet $3,295 ongoing $0 N/A to N/A improvements. 2009- 11122 80 OR 217: US 26 to OR 8 Widen OR 217 and structures. ODOT $40,360 $0 2010 US 26W: Cornell Rd to Widen US 26 to 6 lanes from Cornell 2011- 11124 81 ODOT $22,830 $0 185th Ave. Rd. to 185th Ave. 2015 TSM Projects Walker Road: 173rd 2016- Adaptive Signal Systems Wash Co $1,025 $0 Ave to OR 217 2020

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Financially Constrained Improvement Plan Page 4-37

Full Plan City Orig. 2035 Proj. Cost Cost TSP Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s) Walker Road: 173rd 2016- Access Management Strategies Wash Co $1,000 $0 Ave to OR 217 2020 Jenkins Road: 170th 2011- Adaptive Signal Systems Wash Co $1,115 $0 Ave to Cedar Hills Blvd 2015 Jenkins Road: 170th 2011- Access Management Strategies Wash Co $1,000 $0 Ave to Cedar Hills Blvd 2015 Canyon Road: 170th 2009- Adaptive Signal Systems ODOT $1,410 $0 Ave to OR 217 2010 Canyon Road: 170th 2009- Access Management Strategies ODOT $1,000 $0 Ave to OR 217 2010 Farmington Road: Beaverton/ 2011- Murray Blvd to Scholls Adaptive Signal Systems $1,845 $1,845 ODOT 2015 Ferry Rd Farmington Road: Beaverton/ 2011- Murray Blvd to Scholls Access Management Strategies $1,000 $1,000 ODOT 2015 Ferry Rd Scholls Ferry Road: 2009- Barrows Rd (west) to Adaptive Signal Systems Wash Co $1,565 $0 2010 OR 217 Scholls Ferry Road: 2009- Barrows Rd (west) to Access Management Strategies Wash Co $1,000 $0 2010 OR 217 Murray Boulevard: 2011- Scholls Ferry Rd to US Adaptive Signal Systems Wash Co $2,165 $0 2015 26 Murray Boulevard: 2011- Scholls Ferry Rd to US Access Management Strategies Wash Co $1,000 $0 2015 26 Pedestrian Projects Downtown Beaverton Connectivity collector 2016- - 142 roadways: Hocken Add sidewalk Beaverton $1,365 $1,365 2020 Avenue/ to 110th Avenue/ Millikan Way: East 2011- NA 514 Avenue to Lombard Add sidewalk Beaverton $ 305 $ 305 2015 Avenue Watson Avenue: 2026- NA 515 Millikan Way to Add sidewalk (east side) Beaverton $ 325 $ 325 2030 Canyon Road Hall Blvd. / Watson Ave. pedestrian Add pedestrian improvements at 2021- 10646 48 improvements: Cedar intersections and amenities (lighting, Beaverton $2,570 $2,570 2025 Hills Blvd.. to Allen plazas). Blvd. Study and Improve unsignalized trail - 110 Add sidewalk Beaverton $13,170 ongoing $13,170 crossing of roadways in City jurisdiction Pedestrian Access to 2011- - 143 Add sidewalk Beaverton $1,515 $1,515 MAX: LRT Stations 2015

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Financially Constrained Improvement Plan Page 4-38

Full Plan City Orig. 2035 Proj. Cost Cost TSP Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s) 170th/173rd Avenue: - 171 Baseline/Jenkins to Add sidewalk Beaverton $290 2009- $290 Walker Road 2010 Bicycle Projects Walker Road bike lanes: Cedar Hills Wash Co/ 2026- - 200 Add bike lane $200 $200 Boulevard to Lynnfield Beaverton 2030 Lane Watson Ave: Hall Blvd. 2021- 10664 61 Construct bike lanes. Beaverton $4,820 $4,820 to Farmington Rd.. 2025 6th Ave: Murray Blvd. 2011- 10665 62 Construct bike lanes. Beaverton $3,885 $3,885 to Erickson Ave 2015 Canyon Road: 110th 2011- - 176 Add bike lane ODOT $1,725 $0 Avenue to 91st Avenue 2015 114th Avenue: Center Add signing and pavement marking 2009- NA 566 Beaverton $ 5 $ 5 Street to MAX rail for shared bike lane 2010 Hall Boulevard: Add signing and pavement marking 2021- NA 583 Hocken Road to Cedar Beaverton $ 10 $ 10 for shared bike lane 2025 Hills Boulevard Cedar Hills Boulevard: 2026- NA 584 Hall Boulevard to Add bike lane Beaverton $ 1,900 $ 1,900 2030 Farmington Road Hall Boulevard: Watson 2026- NA 588 Avenue (north couplet) Add bike lane Beaverton $ 1,130 $ 1,130 2030 to Farmington Road Millikan Way: Rose Add signing and pavement marking 2009- NA 589 Biggi Avenue to Beaverton $ 25 $ 25 for shared bike lane 2010 Lombard Avenue Hall Boulevard: Watson 2026- NA 590 Ave (north couplet) to Add bike lane Beaverton $ 1,270 $ 1,270 2030 Cedar Hills Blvd Hocken Avenue: Restripe for designated bike lanes, and 2031- NA 591 Millikan Way to Beaverton $ 275 $ 275 widen as needed at intersections 2035 Canyon Road Dawson Way: Hocken Add signing and pavement marking 2031- NA 592 Avenue to Cedar Hills Beaverton $ 10 $ 10 for shared bike lane 2035 Boulevard Broadway Street: Add signing and pavement marking 2009- NA 593 Canyon Road to Beaverton $25 $25 for shared bike lane 2010 Lombard Avenue Beaverton-Hillsdale 2011- - 185 Hwy bike lanes: OR Add bike lane ODOT $685 $0 2015 217 to 91st Avenue Beaverton-Hillsdale Hwy bike lanes: 91st 2031- - 186 Add bike lane ODOT $1,350 $0 Avenue to Multnomah. 2035 County Bound. Griffith Drive: 5th Street Add signing and pavement marking 2021- NA 568 Beaverton $ 20 $ 20 to Farmington Road for shared bike lane 2025

th Add signing and pavement marking 2021- NA 569 Lombard Avenue 5 Beaverton $ 15 $ 15 Street to Farmington for shared bike lane 2025

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Financially Constrained Improvement Plan Page 4-39

Full Plan City Orig. 2035 Proj. Cost Cost TSP Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s) Road Erickson Avenue: 6th Add signing and pavement marking 2021- NA 570 Street to Farmington Beaverton $ 15 $ 15 for shared bike lane 2025 Road Cedar Hills Boulevard: 2026- NA 561 Walker Road to Hall Add bike lane Beaverton $ 2,210 $ 2,210 2030 Boulevard 110th Avenue: BH 2026- NA 567 Highway to TV Add bike lane Wash Co $ 765 $ 0 2030 Highway 170th/173rd Avenue bike 2009- - 214 lanes: Baseline Road to Add bike lane Beaverton $455 $455 2010 Walker Road Add signing for Regional Center bike route from Murray Boulevard via Millikan Way to Lombard Street, and Millikan Way at connecting to Cabot Street at 110th 2011- 594 Murray Blvd to Cabot Beaverton $250 $250 Avenue via Lombard Street and 2015 Street at 110th Avenue Center Street. Add shared pavement markings where bike lanes do not exist. Motor Vehicle Projects Extend 2-lane Rose Biggi Ave. to Hall Rose Biggi Ave: Blvd. (via Westgate Drive) to fill a 2021- 10616 22 Crescent Street to Hall gap; boulevard design; add sidewalks, Beaverton $3,750 2025201 $3,750 Blvd bikeway (PE and ROW funded STIP 6-2020 Key #14400). Construct turn lanes and intersection Farmington Rd: Murray improvements; signalize where 2011- 10617 23 Beaverton $9,320 $9,320 Blvd. to Hocken Ave warranted; add bike lanes and 2015 sidewalks in gaps. Extend 2 lane street from Hocken via Dawson/Westgate: Dawson and Westgate at Rose Biggi to 2021- 10618 24 Rose Biggi Avenue to fill a gap; realign Dawson/Westgate at Beaverton $9,535 $9,535 2025 Hocken Ave. Cedar Hills; add turn lanes at intersections, sidewalks, bikeway. Crescent St. multimodal Extend 2 lane Crescent from Cedar extension: Rose Biggi 2031- 10619 25 Hills to Rose Biggi Ave. to fill a gap; Beaverton $3,750 $3,750 Ave. to Cedar Hills 2035 add sidewalks, bikeway. Blvd. Extend 2 lane Millikan Way to 114th to Millikan Way: Watson 2026- 10620 26 fill a gap; add turn lanes at Beaverton $14,785 $14,785 Ave. to 114th Ave. 2030 intersections, sidewalks, bikeway. New street connection: Construct new 2 lane street with 2031- 10621 27 Beaverton $4,820 $4,820 Broadway to 115th Ave. bikeway and sidewalks. 2035 114th Ave./115th Ave.: LRT to Beaverton Construct 2 lane street with bike and 2026- 10626 31 Beaverton $10,710 $10,710 Hillsdale Hwy/Griffith pedestrian improvements. 2030 Drive Center Street and 113th Add sidewalks and bikelanes; add turn 2031- 10628 33 Ave: Hall Blvd. to Beaverton $5,785 $5,785 lanes where needed. 2035 Cabot Street Connect streets, add bikeways, 10631 35 141st/142nd/144th: 141st Beaverton $6,855 2016- $6,855 sidewalks, turns lanes and signalize as Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Financially Constrained Improvement Plan Page 4-40

Full Plan City Orig. 2035 Proj. Cost Cost TSP Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s) Ave. to 144th Ave. warranted. 2020 Millikan Way: 141st Add turn lanes as needed, bike lanes 2016- 10636 40 Beaverton $2,785 $2,785 Ave. to Hocken Ave. and sidewalks, signalize as warranted. 2020 Davies Rd: Scholls Extend 2 lane street with turn lanes, 2031- 10638 41 Ferry Rd. to Barrows Beaverton $5,250 $5,250 bike lanes and sidewalks. 2035 Rd. Nimbus Ave: Hall Extend 2 lane street with turn lanes, 2011- 10640 43 Beaverton $16,495 $16,495 Blvd. to Denney Rd. bike lanes and sidewalks. 2015 125th Ave: Brockman Construct new multimodal street with 2011- 10635 39 Beaverton $14,890 $14,890 St. to Hall Blvd. bike lanes and sidewalks 2015 Allen Blvd., Cedar Hills Adaptive Traffic Signal Systems. 2016- 10642 44 Blvd., Hall Blvd., Beaverton $10,710 $10,710 New signals and signal upgrades. 2020 Farmington Road 170th Ave/173rd Ave: Widen to 3 lanes with bike lanes and 2009- 5037 82 Baseline Rd to Walker Beaverton $8,100 $8,100 sidewalks. 2010 Rd 2011- 11b 90 158th/Jenkins overlap NB RT Wash Co $165 $0 2015 2021- 104 91 Cornell/US 26 WB add 2nd WB LT lane (structure work) ODOT $1,315 $0 2025 2021- 113 104 Murray/Brockman add WB RT lane, ROW Wash Co $130 $0 2025 Scholls Ferry/OR 217 Add 2nd NB LT lane And a 2nd WB LT 2011- 50b 106 ODOT $1,315 $0 NB on ramp lane 2015 TV Hwy: 117th Avenue Implement access management 2016- 3060 222 ODOT $21,900 $0 to Hillsboro strategies 2020 TV Hwy: 209th Avenue 2016- 3061 223 Interconnect traffic signals ODOT $2,190 $0 to OR 217 2020 Murray Blvd: TV Hwy 2011- 3063 224 Interconnect traffic signals Wash Co $75 $0 to Allen Blvd 2015 158th: Walker to 2011- 3086 226 Widen to 5 lanes including bike lanes Wash Co $655 $0 Jenkins 2015 Scholls Ferry Rd: Teal Widen to 5-lanes including sidewalks 2026- 0 232 Wash Co $6,045 $0 to 175th and bike lanes 2030 0 235 Various Addition of 50 traffic signals per plan Beaverton $18,890 ongoing $18,890 Signal phase change to permitted/protected for NB/SB approaches and to protected phasing 2011- 4 238 Merlo/170th Wash Co $2,265 $0 for EB/WB approaches; add NB right 2015 turn lane; add NB, SB, and EB left turn lanes NB/SB double left turn lanes; add EB right turn lane; NB right turn lane; WB 2011- 10 242 Walker/158th through lane (2 through lanes in each Wash Co $3,400 $0 2015 direction); signal phasing change to EB/WB permitted/protected phasing Scholls Ferry/Barrows 2031- 28 252 Close Barrows at Scholls Ferry Wash Co $225 $0 (east) 2035 2016- 43 264 Hall/Greenway Signal phase change to Beaverton $190 $190 permitted/protected phasing for EB 2020 Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Financially Constrained Improvement Plan Page 4-41

Full Plan City Orig. 2035 Proj. Cost Cost TSP Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s) and WB approaches, overalap NB right turn Signal phase change to 2016- 44 265 Hall/Nimbus protected/permitted phasing for NB Beaverton $190 $190 2020 and SB approaches Widen Allen to 5 lanes; restripe WB approach; signal phase change for all 2016- 57 276 Allen/Scholls Ferry Beaverton $190 $190 approaches to permitted/protected 2020 phasing BH Highway/OR 217 2021- 61 280 Dual SB left turn lane ODOT $755 $0 SB 2025 Double left turn lanes on all Wash Co/ 2011- 20 248 Murray/Farmington approaches, SB, EB, and WB right $3,780 $3,780 Beaverton 2015 turn lanes Add WB right turn lane; signal 2021- 64 283 Allen/OR 217 NB ODOT $755 $0 modifications to NB/SB split phasing 2025 2021- 2 236a Walker/173rd Add EB/WB right turn lanes Wash Co $500 $0 2025 2016- 17 245a Walker/Murray Add right turn lanes on all approaches Wash Co $1,000 $0 2020 Add double left turn lanes on NW 2016- 17 245b Walker/Murray bound Walker approach to match SE Wash Co $500 $0 2020 bound leg 2011- 18 246a Murray/Jenkins Add southbound right turn lane Wash Co $250 $0 2015 Add NB left turn lane; add SB left turn 2021- 35 259b Canyon/Cedar Hills Beaverton $3,500 $3,500 lane 2025 2031- 47 267b Scholls Ferry/125th Add SB right turn lane Beaverton $250 $250 2035 2026- 103 89c Cornell/173rd SB RT lane Beaverton $500 $500 2030 City of Beaverton Plan Cost by Mode Other Projects $0 TSM Projects $2,845 Pedestrian Projects $ 19,540 Bicycle Projects $ 16,520 $140,1401 Motor Vehicle Projects 38,535 $ Total Cost 179,04517 7,440

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Financially Constrained Improvement Plan Page 4-42

The Action Plan includes a mix of Table 4-10: Action Plan Funding by Agency operational, capacity, and connectivity Sum of Action Plan improvements for all modes of travel on City, Agency Projects ($1,000s) County, and ODOT facilities. Table 4-10 ODOT $95,610 summarizes the cost of the Action Plan by Washington County $169,920 agency. As listed, the planned City of Beaverton $177,440 Beaverton funding amount (approximately Hillsboro $1,070 $179 Million) is significantly less than the THPRD $16,070 prior unconstrained project list total (over TriMet $3,295 $720 Million) and is reasonable to achieve Total $463,405 over the next 25 years. Action Plan priorities and funding recommendations for other agencies are recommendations from Beaverton on how best to invest limited resources to serve future travel needs within the City. While these recommendations Action Plan projects are within the range of reasonable funding for the area, XQWLOLPSOHPHQWLQJPHDVXUHVDUHWDNHQ HJDQGXSGDWHWR0HWUR¶V573 WKH$FWLRQ3ODQ SURMHFWVDUHQRWFRQVLGHUHG³UHDVRQDEO\OLNHO\WREHIXQGHG´IRU7UDQVSRUWDWLRQ3ODQQLQJ5XOH (TPR) purposes.

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Freight This section summarizes the future condition and needs of the freight system within the City of Beaverton.

Trucks Efficient truck movement plays a vital role in the economical movement of raw materials and finished products. The establishment of through truck routes provides for this efficient movement while at the same time maintaining neighborhood livability, public safety, and minimizing maintenance costs of the roadway system. The through truck route map included in the Existing Conditions chapter indicates truck routes along several of the primary arterials through the study area including Hwy 217, US 26, Scholls Ferry Road, Murray Boulevard, Farmington Road and Canyon Road, among others. The objective of this route designation is to DOORZWKHVHURXWHVWRIRFXVRQGHVLJQFULWHULDWKDWLV³WUXFNIULHQGO\´LH-foot travel lanes, longer access spacing, 35-foot (or larger) curb returns, and pavement design that accommodates a larger share of trucks. Through truck routes are not anticipated to change from the existing locations and are shown in Figure 4-13 A freight system reliability analysis was performed for sections of two of these routes (Farmington Road and Canyon Road) that traverse the Beaverton Regional Center. Existing travel times through these areas for the midday and PM peak hour were compared and midday travel times for 2035 were projected. The freight system reliability analysis is summarized in Table 4-1011. Each direction of both routes currently is up to 20% faster (80 seconds or less) during the midday period. Operational improvements will be needed in the future to continue to provide corridor freight mobility.

Table 4-1011: Freight Midday System Reliability (Relative Difference between Existing Midday and PM Peak Period Travel Time Surveys) 2008 Travel Times 2035 Travel Times Route Direction Midday PM Relative Diff. Midday PM (minutes) (minutes) (Mid-PM)/PM % (minutes) (minutes) Canyon Road- Westbound 4.7 5.3 -12% 20.1 22.3

(Tualaway to 106th) Eastbound 5.3 5.7 -6% 21.8 23.4 Farmington Road- Westbound 4.6 5.6 -19% 9.6 11.7

(2nd to 101st) Eastbound 5.2 6.6 -20% 10.8 13.6 Source: City of Beaverton/DKS Associates

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Freight Page 4-46 D This product is for information purposes only and may not have been prepared for, or be suitable for, V L legal, engineering, or surveying purposes. Users of this information should review, or consult, the

B primary data and information sources to ascertain the usability of the information. This map City of Beaverton Y

N represents the best available data at the time of publication. While reasonable effort has been made A to insure the accuracy of the information shown on this page, the City of Beaverton assumes no H

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Rail The RTP designates the rail lines traveling along Highway 217 and Tualatin Valley Highway as part of the regional freight system. These lines serve many areas of regional concern including industrial areas, truck terminals, and several employment areas along the route. The freight rail lines provide additional connections to the main roadway freight truck routes. In addition the WES commuter rail service travels along much of the freight rail route along Highway 217. The train frequency along this route is expected to increase with the addition of WES commuter rail service. At-grade gated rail crossings along the south edge of Canyon Road and along Highway 217 impact existing traffic flows during train events at several major arterials (including Murray Boulevard, Farmington Road, Hall Boulevard and Scholls Ferry Road, among others). Such events would further impede traffic flow in the future and restrict capacity of these major facilities. Figure 4-14 shows the locations of rail facilities and street crossings in Beaverton. Maintenance The transportation maintenance system recommended in the 2020 TSP remains the recommended system in the 2035 TSP. The following strategies are the result of evaluation and ranking by the City of Beaverton Traffic Commission involved in the 2020 TSP: Maintain roadways using a balanced approach which develops a pavement management system and budget to address needs over a ten year period (65% of points) Maintain roadways using a need based approach which addresses current and future needs as they arise (35% of points)

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Rail Page 4-48 D 0 750 1,500 3,000 4,500

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Parking The Beaverton Downtown Parking Solutions Strategy deals with the supply and demand for parking with downtown redevelopment associated with the 2040 Growth Concept, which envisions higher-density, mixed-use, pedestrian oriented development within Centers throughout the Portland Region. The study recommended a number of policy level actions and parking management strategies. Below is a summary of the recommended policy actions from the study: Adopt policies and rules to guide parking management o Codify Guiding Principles for Parking Management as elements of City Code. o (VWDEOLVK³3DUNLQJ0DQDJHPHQW=RQHV´EDVHGRQGHVLUHGHFRQRPLFXVHVDQGXVHU types. o $GRSW³2SHUDWLQJ3ULQFLSOHV´DQGDQLPSOHPHQWDWLRQIUDPHZRUNWKDWGHILQHVWKH priority purpose/use for parking in each parking management zone. Adopt the principles and framework as City Code elements. o Adopt the 85% Rule to facilitate/direct parking management strategies29. Eliminate minimum parking requirements for all commercial parking development within Zones A and B30. Require 0.75 stalls per unit minimum parking standard for residential development within Zones A and B. Where parking is required establish a parking Fee-in-Lieu program to accommodate developments that cannot incorporate parking into development sites (i.e., for reasons of site size, geometries, etc.). Establish a Downtown Parking and Transportation Enterprise Fund as a mechanism to direct funds derived from parking over time into a dedicated fund. Evaluate additional funding sources for future parking development and parking system management. Other Modes There are three other modes of transportation included in the TSP: pipeline, air, and water. While there are some natural gas pipelines in Beaverton, no plans were identified for expansion. There is also a petroleum gas line (gasoline and diesel) that runs from the Port of Portland to Eugene through Beaverton, but no plans were identified for expansion. There are currently no airports within the Beaverton TSP Study area. There are two private heliports (PGE and Turel) located in the southwest corner of Beaverton. There are also no navigable waterways in Beaverton.

29 The 85% Rule is a measure of parking utilization that acts as a benchmark against which parking management decisions are based. Within the parking industry, it is assumed that when an inventory of parking shows more than 85 percent occupancy in the peak hour, the supply becomes constrained and may not provide full and convenient access to its intended user. Once a supply of parking routinely exceeds 85 percent occupancy in the peak hour, the 85% Rule would require that parking management strategies be evaluated and/or implemented to bring peak hour occupancies to a level below 85 percent to assure intended uses are conveniently accommodated. 30 Zone A areas include parcels located within a 1/4 mile walking distance of bus transit stops that have 20 minute peak hour transit service or 1/2 mile walking distance of light rail station platforms that have 20 minute peak hour transit service. Zone B includes parcels located within 1/4 mile walking distance of bus transit stops. Zone B also includes those parcels that are located greater than 1/4 mile walking distance of bus transit stops, 1/2 mile walking distance of light rail station platforms, or both. Zone A and B were named Zone 1 and Zone 2 respectively as to not be confused with existing code using the same names.

Beaverton Transportation System Plan DRAFT December 23, 2009 Future Needs & Improvements Plans | Parking Page 4-50

CHAPTER

5 Chapter 5 Financial Plan

This chapter provides an outcome-based financially constrained investment plan to meet the identified transportation needs within the defined study area. It includes a summary of current financing sources, an evaluation of financing shortfalls and potential new funding sources for projects identified in the solutions report, and a systemwide project prioritization criteria by mode. Existing Funding Sources There are several funding sources for transportation improvements that are used by Oregon SXEOLFDJHQFLHV'XHWRWKHFRPSOH[LW\RIWRGD\¶VWUDQVSRUWDWLRQSURMHFWVDQGWKHIDFWWKDWIRU many reasons revenue has not kept pace with maintenance and improvement cost increases, it is necessary to seek several sources for funding projects including new sources combined in a package to maximize their use.

Federal Funds Federal funds through the Federal Highway Trust Fund come from federal motor vehicle fuel tax and truck-related weight mile charges. Funds are allocated through various programs codified in the six-year federal transportation authorization act. Such programs include the Surface Transportation Program (STP), Congestion Mitigation and Air Quality (CMAQ), Highway Bridge Rehabilitation and Repair, Hazard Elimination and Safety, and Transportation Enhancement programs administered by Federal Highway Administration (FHWA). Transit- related funds for capital and operations administered by the Federal Transit Administration are also available through this source and are used primarily by TriMet. Federal Highway Trust Funds flow to the states that use them primarily for safety, highway, and bridge projects. A portion of these funds through ODOT are allocated to agencies including Metro. Metro distributes some of these funds to local agencies through their competitive Metropolitan Transportation Improvement Program (MTIP) process every two years. Such federal funding has been used by the City more recently for such TSP-related projects as the Beaverton Regional Center Transit-Oriented Development, Fanno Creek Greenway Trail and bridge, Farmington Road (Murray Blvd. to Hocken Ave.) safety and capacity project, and the 5RVH%LJJLSURMHFW2QO\³UHJLRQDOO\VLJQLILFDQW´SURMHFWVDUHHOLJLEOHIRUIXQGLQJWKURXJK Metro.

Beaverton Transportation System Plan DRAFT December 23, 2009 Financial Plan | Existing Funding Sources Page 5-1

Since federal funds are from federal motor vehicle fuel taxes and fees, this revenue source has decreased in amount and value over the years. In addition, project costs have increased and there is greater demand by local jurisdictions for fewer dollars each cycle. Thus, these funds are considered neither reliable nor a stable source. For TSP planning purposes, and to reflect past funding levels through this source, approximately $1.1 million per year is assumed available for City projects.

State Funds State funds through the State Highway Trust Fund come from state motor vehicle fuel tax, vehicle registration fees, and truck weight-mile fees, and are distributed on a per capita basis. Some of these funds flow to ODOT to be used for highway and bridge construction, safety, preservation, maintenance, and bike and pedestrian improvements. More recent ODOT projects in the Beaverton TSP study area include improvements to US 26, Highway 217, Beaverton Hillsdale Highway, Tualatin Valley Highway, and Canyon Road. Cities and counties also receive a share of State Highway Trust Fund monies. For Beaverton, these funds go into the Street Fund and are used mostly for street preservation and maintenance. For TSP planning purposes, the current level of $3.2 million per year is assumed available over the planning period. The minimum one percent of State Highway Trust Fund set aside for construction and maintenance of bicycle facilities required by state law has benefitted %HDYHUWRQ¶VELNHZD\V\VWHPWKURXJKPDQ\ELNHODQHDQGWUDLOSURMHFWV6WDWHHighway Trust Fund dollars may also be used for bridge, street, signal, pedestrian, and safety projects. The current Oregon gas tax is 24 cents per gallon and has not changed since 1993. As with the federal gas tax, state gas tax funds have failed to keep up with cost increases and inflation. In DGGLWLRQZLWKWKHLQFUHDVHGIXHOHIILFLHQF\RIYHKLFOHVDQGWKH6WDWH¶VHPSKDVLVRQUHGXFLQJ vehicle miles traveled, revenue to the City from this source continues to decline in amount and value. In an effort to offset the relative decline in contribution of state funds due to increased fuel efficiency and inflation, Oregon House Bill 2001 recently passed. House Bill 2001 increases transportation-related fees that are expected to bring an additional $1,793,000 annually to Beaverton. These revenues are expected to accrue incrementally, with full annual contribution by 2013.

County Funds County funds from :DVKLQJWRQ&RXQW\¶VRQHFHQWJDVWD[DQGSDVWSURSHUW\WD[OHYLHVKDYH funded several Beaverton projects. The City share of the County gas tax (currently approximately $400,000 per year) goes into the Street Fund. This same level is assumed in future. The past property tax levies for the Major Streets Transportation Improvement Program (MSTIP), now under the County General Fund, are administered by the County Board of Commissioners. These funds built such projects as the Lombard Avenue extension and its realignment for Commuter Rail, the 170th Avenue/173rd Avenue realignment, and improvements to Hall Blvd., Davis Road, and Hart Road among others. Many roadways in the Beaverton TSP study area benefitted from improvements from the MSTIP funds.

Beaverton Transportation System Plan DRAFT December 23, 2009 Financial Plan | Existing Funding Sources Page 5-2

Future roadway improvements that are anticipated with the next phase of MSTIP include the Farmington Road improvements between Murray Boulevard and Hocken Avenue and the 125th Avenue extension.

City Funds City funds for transportation-related improvements come from transportation system development charges/traffic impact fees and exactions from new development, street lighting fees, and a past three-year traffic enhancement levy, which is no longer available. More recently, the City collects about $1 million per year from traffic impact fees; a system development charge program administered by Washington County. However, revenue from this source is expected to decrease over time and is conservatively estimated for TSP planning purposes at $400,000 per year in future. Street lighting fees total approximately $900,000 per year and are spent on street and path lighting and maintenance. This level is expected to continue in future. Traffic enhancement funds were used for traffic calming projects and signalizations, but the $3 million in special levy funds has been spent. Franchise fee transfers from the General Fund are often also a revenue VRXUFH7KHVHIXQGVIURPXVHRIWKHSXEOLFULJKWRIZD\JRLQWRWKH&LW\¶V*HQHUDO)XQGDQGD portion is transferred to the Street Fund each year. For TSP planning purposes, the current transfer amount of $900,000 per year is expected to continue to be transferred to the Street Fund. In April 2009 under the new administration, federal economic stimulus funds through the American Recovery and Reinvestment Act were distributed. Beaverton was successful in accessing over $2 million for sidewalk, signal, and overlay projects. However, this source is a one-time opportunity that is not expected to reoccur.

Revenue Streams for Other Jurisdictions Many transportation facilities within the Table 5-1: Study Area RTP Funding by Agency City of Beaverton and the greater study Sum of RTP Funds area are owned or controlled by Agency (x $1 million) jurisdictions other than the City of ODOT $149 Beaverton. Improvements to these Washington County $443 facilities may be partially or wholly Beaverton $185 funded by these other agencies. The RTP Hillsboro $6 financially constrained project list THPRD $13 documents the level of funding that each TriMet $5 jurisdiction expects to be financially Total $801 feasible through year 2035 in the study area, as listed in Table 5-1. These levels of funding for projects in the study area exceed the high priority project costs listed in Table 4-10, indicating that the project list is reasonably likely to be funded. Potential Additional Local Funding Sources Supplemental City SDC and Street Utility Fee Beaverton began looking at additional transportation revenue sources most recently in 2007. A Street Utility Fee was researched along with an additional transportation-related System

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Development Charge (SDC) on new development over and above the Washington County SDC for transportation. A City SDC, as with any SDC, can only be used for capital projects. A system development charge SDC involves two principals: 1) there must be a reasonable connection between growth generated by development and the facilities constructed to serve that growth (generally determined by level of service or connectivity); and 2) there must be a general system-wide connection between the fees collected from the development and the benefits development receives. Charges are typically developed based on a measurement of the demand that new development places on the street system and the capital costs required to meet that demand. SDCs do not require a vote of the public and have been used in Oregon and throughout the United States successfully for years. A methodology report for a new City transportation SDC was developed and is still under consideration. For TSP planning purposes, $200,000 per year is assumed from 2012 to 2035. Future expansion of the City of Beaverton would provide an opportunity for increased SDC revenues beyond the amount assumed. A City Street Utility Fee (SUF) is also currently under consideration. A SUF is based on land use and trip generation, and would only be used for maintenance. Several cities in the Portland metropolitan area have street utility fees for maintenance. These fees are typically collected monthly with utility bills. These funds are not for capacity improvements but for supporting local roadway maintenance. Utility fees can be vulnerable to Measure 5 limitations unless they include provisions for property owners to reduce or eliminate charges based on actual use. A methodology report is being finalized and the SUF may be considered in future. For TSP planning purposes, $1.5 million per year is assumed from 2011 to 2035 for maintenance.

Tax Increment Financing Local Improvement Districts (LIDs) can be formed to fund capital transportation projects. LIDs provide a means for funding specific improvements that benefit a specific group of property owners. LIDs require owner/voter approval and a specific project definition. Assessments are placed against benefiting properties to pay for improvements. LIDs can be matched against other funds where a project has system wide benefit beyond benefiting the adjacent properties. Fees are paid through property tax bills. City LIDs are recommended for sidewalks and pedestrian amenities and provide local benefit to residents along the subject street. Waivers of remonstrance are collected in the project area and fees determined and paid through property tax bills. This method of financing transportation projects has been used most recently in a 7th Street LID to provide sidewalks with storm/sewer improvements. Another potential revenue source could be a special assessment for capital. The Beaverton local property tax levy for police passed by voters in November 1996 was a three-year levy that included a traffic safety component. Three million dollars ($1 million per year for three years) was made available for safety projects such as signalizations and neighborhood traffic calming. This source could be used in the future; however, there are no current plans to do so. The City is also considering an Urban Renewal District (URD). A URD is a mechanism whereby the growth of tax revenues for a period of time is captured to pay for projects within the designated district. The sponsor bonds the projects and then repays the bonds with the tax increment. The tax increment is defined as the growth in tax revenue that is over and above the tax base. The City is currently studying the feasibility of a URD.

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State and Regional Funding AFinally, appropriations for specific transportation projects can be sought from the State Legislature and/or Congress. In addition, every six years the federal government reauthorizes the federal transportation act. Funding may be sought through these processes. While these sources have not been pursued in the past, the City is currently seeking transportation funds through the reauthorization act for two projects, Farmington Road improvements at Murray Blvd. and Nimbus Avenue extension. In addition, the high-priority project list includes recommended changes in priorities and reallocations of funding from other jurisdictions, such as Washington County and ODOT. While these recommendations may be considered reasonable, the City will need to work with Metro, ODOT, and Washington County to implement these changes on a regional level (e.g., County TSP and Metro RTP updates). This coordination effort may include discussions of funding partnerships for certain projects.

Funding Summary and Need Existing revenue sources are expected to provide approximately $270 million for transportation use through 2035. In addition, future potential sources such as a street maintenance fee and City SDC could add approximately $42 million through 2035, for a total of $312 million in transportation resources. Existing expenditures such as personnel, operations and maintenance, and street lighting are expected to cost approximately $125 million through 2035, leaving approximately $187 185 million for additional transportation programs and projects. This indicates that the Action Plan projects listed in Table 4-10 (total cost of $188 177 million) are reasonably likely to be funded through 2035 with the incorporation of the additional funding sources. Table 5-1 2 summarizes the existing and potential future transportation revenues and expenditures. Table 5-12: Beaverton TSP Funding Breakdown Estimated Revenues Annual Amount Through 2035 Current Revenue Sources ($1,000s) ($1,000s) State Hwy Trust Fund $ 3,200 $ 86,400 HB 2001 $ 1,645 $ 44,430 Bike 1% Fund $ 32 $ 864 County Gas Tax $ 320 $ 8,640 County SDC for transportation $ 400 $ 10,800 Street Lighting Fees $ 900 $ 24,300 Franchise Fees $ 1,500 $ 39,900 Fed MTIP - $ 29,000 MSTIP - $ 25,81524,110 Total Current Revenue $ 6,3527,997 $ 270,150268,445

Potential Future Sources Street Maintenance Fee $ 1,500 $ 37,500 City SDC $ 200 $ 4,800

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Total Future Revenue Sources $ 1,700 $ 42,300

Current Expenditure 101 - Street Operations & Maintenance Personnel Services $ 2,000 $ 54,000 Mat/Ser/Cap Outlay (multi use) $ 1,000 $ 27,000 Mat/Ser/Cap Outlay (Traffic) $ 475 $ 12,825 111 - Street Lighting Mat/Ser/Cap Outlay $ 900 $ 24,300 Personnel Services $ 180 $ 4,860 310 - Transportation Capital Projects CIP $ 2,500

Total Current Expenditures $ 4,555 $ 125,485 Available Funds for Capital Projects $186,975185,260 High Priority Project Cost (Table 4-10) $179,045177,440 Difference (Funds ± Costs) +$7,9307,820 (4%)

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CHAPTER

Chapter 6 Ordinance Amendments

,PSOHPHQWLQJDPHQGPHQWVWR%HDYHUWRQ¶V&RPSUHKHQVLYH3ODQDUHQHFHVVDU\IROORZLQJ adoption of the Transportation System Plan update. Amendments include placing the TSP update report in Appendix IV of the Beaverton Comprehensive Plan and revising Comprehensive Plan Chapter Six ± Transportation Element to reflect the final goals and policies, improvement projects and maps, and financial plan as required by the Transportation Planning Rule. In addition, the Development Code and Engineering Design Manual were reviewed to see if the 2035 TSP update contained any changes that need to be reflected. At this point in time, no amendments to these documents are necessary as previous acknowledged TSPs fully addressed implementation. Goals and Policies Goals and policies to this point in the TSP update development are as follows:

6.2.1. Goal: Transportation facilities designed and constructed in a manner to enhance %HDYHUWRQ¶VOLYDELOLW\DQGPHHWIHGHUDOVWDWHUHJLRQDODQGORFDOUHTXLUHPHQWV

Policies: a) Maintain the livability of Beaverton through proper location and design of transportation facilities.

Actions: Design streets and highwaysall transportation facilities to respect the characteristics of the surrounding land uses, natural features and natural hazards, and community amenities. Design streets transportation facilities consistent with habitat friendly development practices and low impact development techniques and water quality and quantity street design principles, wherever practical and feasible technically feasible and appropriate. Promote landscaping and pervious surfaces wherever practical and feasible. &RQWLQXHWRLPSOHPHQW³JUHHQVWUHHWV´GHVLJQV

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Recognizing that the magnitude and scale of capital transportation facilities also affect aesthetics and environmental quality, the City will continue to require design plans and impact analyses for transportation facilities as specified in the Development Code. Preserve right-of-way for improvements that are anticipated to be needed within a specified time period that is beyond the planning forecast year for this Transportation System Plan.

b) Consider noise attenuation measures in the design and redesign of arterial streets immediately adjacent to residential development.

c) Protect residential neighborhoods from pollutants associated with nearby transportation facilities, industrial uses, and rail activities.

d) Locate and design recreational multi-use paths to balance the needs of human use and enjoyment with resource preservation in areas identified on the Natural Resource Inventory Plan Map for their Significant Natural Resource values.

Action: Proposals for shared-use paths through significant natural resource areas shall assess compatibility of the path with the resource. The assessment shall include the impacts of lighting, appropriate restrictions on uses of the path, and options available to mitigate the impacts of the path. (Ordinance 4301).

e) Protect neighborhoods from excessive through traffic and travel speeds while providing reasonable access to and from residential areas. Build streets to minimize speeding.

Actions: Maintain street design standards and criteria for neighborhood traffic calming for use in new development and existing neighborhoods. Complete construction of the 125th Avenue extension prior to completing the Davies Road connection from Scholls Ferry Road to Barrows Road.

f) New commercial and industrial development shall identify traffic plans for residential streets where increased cut-through traffic may occur due to the proposed development.

g) Provide convenient direct walking pedestrian and bicycleing facilities to promote the health and physical well being of Beaverton residents, to reduce traffic congestion, and to support local commerce.

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h) Provide a seamless and coordinated transportation system that is barrier-free, provides affordable and equitable access to travel choices, and serves the needs of people and businesses.

h) Continually explore novel or transformative transportation designs, technologies, and integration, especially in the context of large-scale economic and redevelopment planning efforts.

i) Reduce traffic congestion and enhance traffic flow through such system management measures as intersection improvements, intelligent transportation systems, incident management, signal priority, optimization, and synchronization, and other similar measures.

6.2.2. Goal: A balanced multimodal transportation system that provides mobility and accessibility for users.

Policies: a) Recognize that streets are important to community identity and provide a needed VHUYLFH,PSOHPHQW%HDYHUWRQ¶VSXEOLFVWUHHWVWDQdards that recognize the multi- purpose nature of the street right-of-way for a combination of utility, pedestrian, bicycle, transit, truck, auto uses, rail, and railroad crossings.

b) Provide a seamless and coordinated transportation system that is barrier-free, provides affordable and equitable access to travel choices, and serves the needs of people and businesses.

b)c) Develop and provide a safe, complete, attractive, efficient, and accessible system of pedestrian ways and bicycle ways, including bike lanes, cycletracks, bike boulevards, shared roadways, multi-use paths, and sidewalks according to the pedestrian and bicycle system maps and the Development Code and Engineering Design Manual requirements.

Actions: Continue to coordinate with Washington County, Metro, Beaverton area schools, Oregon Department of Transportation, the cities of Tigard, Hillsboro, and Portland, Tualatin Valley Fire & Rescue, and the Tualatin Hills Park and Recreation District. Sidewalks will remain the responsibility of fronting property owners. The City shall consider funding sidewalk improvements when such improvements serve the greater public good (such as a transportation or safety purpose), and funding is available. Maintain the opportunity for resident groups to fund pedestrian and bicycle facilities through the local improvement district process.

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d) Design sidewalks and the pedestrian access systems to City standards to enhance walkability.

Actions: Adjust parking lot design standards to be more pedestrian-friendly. Develop a performance measure for pedestrian facilities, and develop targets for different areas of the city. Consider factors such as long wait times at selected stop lights, closed crosswalks, noise and pollution, debris and obstacles on sidewalks, speed of traffic, and other factors reducing pedestrian friendliness. c) : complete the accessible pedestrian network, provide safe direct access to transit and activity centers, and provide safe crossings at intersections with pedestrian friendly design.

d)e) Provide connectivity to each area of the City for convenient multi-modal access. Ensure pedestrian, bicycle, transit, and vehicle access to schools, parks, commercial, employment, and recreational areas, and destinations in station areas, regional and town centers by identifying and developing improvements that address connectivity needs.

f) Develop neighborhood and local connections to provide convenient circulation into and out of neighborhoods. :RUNWRSUHYHQWDQGHOLPLQDWHSHGHVWULDQ³FXO-de-VDFV´ that require substantial out-of-direction travel for pedestrians.

g) Identify specific areas within the City where pedestrian needs and the pedestrian experience should be given highest priority in the design of streets, parking, intersections, connectivity, signal controls, and other transportation facilities.

Actions: Complete the accessible pedestrian network Provide safe direct access to transit and activity centers Provide safe crossings at intersections with pedestrian friendly design.

e)h) The permanent closure of an existing road in a developed neighborhood is not recommended and will be considered by the City only under the following circumstances: as a measure of last resort, when the quality of life in the neighborhood is being severely threatened by excessive traffic volumes or the SUHVHQFHRIDWUDIILFVDIHW\KD]DUGRUDVSDUWRIDSODQUHYLHZHGWKURXJKWKH&LW\¶V land use, site development, and/or capital improvement process(es). Maintain existing neighborhood connectivity by avoiding closures of existing streets except when the closure is part of a larger plan for improvements to the neighborhood.

Actions: Jay Street is recommended to remain open between 158th Avenue and Burlington Drive.

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f)i) Design streets to accommodate transit while minimizing impacts to traffic flow.

Actions: Improve transit service, pedestrian facilities leading to bus stoptransit waiting areas, and make the waiting areas themselves safe, comfortable, and attractive. Continue to work with TriMet, the Oregon Department of Transportation, and Washington County to develop and implement a transit shelter program, to place marked crossings at major transit stops, and to provide transit vehicle signal priority.

g)j) Require developers to include pedestrian, bicycle, and transit-supportive improvements within proposed developments and adjacent rights-of-way in accordance with adopted policies and standards.

6.2.3. Goal: A safe transportation system.

Policies: a) Improve traffic safety through a comprehensive program of engineering, education, and enforcement.

b) Design streets to serve anticipated function and intended uses as determined by the Comprehensive Plan.

Action: 0DLQWDLQDIXQFWLRQDOFODVVLILFDWLRQV\VWHPWKDWPHHWVWKH&LW\¶VQHHGVDQG respects the needs of other agencies including, but not limited to, Washington County, Oregon Department of Transportation, the cities of Tigard, Hillsboro, and Portland, TriMet, Tualatin Valley Fire and Rescue, Tualatin Hills Park and Recreation District, and Metro.

c) Enhance safety by prioritizing and mitigating high crash locations within the City.

Actions: Work with Washington County to periodically review traffic collision and Safety Priority Index System information in an effort to systematically identify, prioritize, and remedy safety problems. The City should continue to expand its collision record evaluation program working cooperatively with Washington County and Oregon Department of Transportation.

d) Designate safe walkway and bikeway routes from residential areas to schools, parks, transit, and other activity centers.

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Actions: The City should continue to work with Beaverton area schools and the community in developing safe transit, pedestrian, and bicycle routes to schools, and educating users about available routes. Improvement projects near schools shall consider school access and safety during project development. The City shall coordinate with Beaverton area schools to notify students when designated routes are affected by construction or other activities.

d)e) Construct multi-use paths only where they can be developed with satisfactory design components that address safety, security, maintainability, and acceptable uses. Multi-use paths should converge at traffic-controlled intersections to provide for safe crossing, although they should be separate and distant from major streets for most of their length.

Actions: Study trail crossing treatments for appropriate use at locations where out-of- direction travel by path users to an intersection is significant. When multi-use paths follow rear lot lines, use design treatments to minimize the impacts to private property.

f) Provide satisfactory levels of maintenance to the transportation system in order to preserve user safety, facility aesthetics, and the integrity of the system as a whole.

g) Maintain access management standards for streets consistent with City, County, and State requirements to reduce conflicts among vehicles, trucks, rail, bicycles, and pedestrians. Preserve the functional integrity of the road system by limiting access per City standards.

h) Ensure that adequate access for emergency services vehicles is provided throughout the City.

Actions: Work cooperatively with Tualatin Valley Fire and Rescue and other Washington County emergency service providers to designate Primary and Secondary Emergency Response Routes. Continue to work with these agencies to establish acceptable traffic calming strategies for these routes. Recognize the route designations and associated acceptable traffic calming strategies in the Cit\¶V7UDIILF&DOPLQJ3URJUDP

i) Meet federal and State safety compliance standards for operation, construction, and

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maintenance of the rail system.

j) Provide safe routing of hazardous materials consistent with federal guidelines, and provide for public involvement in the process.

Action: Work with federal agencies, the Public Utility Commission, the Oregon Department of Environmental Quality, public safety providers, and Oregon Department of Transportation to assure consistent routes, laws, and regulations for the transport of hazardous materials.

6.2.4. Goal: An efficient transportation system that reduces the percentage of trips by single occupant vehicles, reduces the number and length of trips, limits congestion, and improves air quality.

Policies: a) Develop an energy efficient transportation system.

Action: Implement measures to reduce average trip distance, such as additional street connectivity, fostering more local retail and service business, and land use decisions. Reduce travel delay through signal timing and coordination and other intersection management techniques. Provide more multi-modal access through improved transit, bicycle, and pedestrian facilities and access. Support dedicated local transit service, including rail as an option, to connect major employment areas with downtown. Provide support for systematic changes to transportation modes, such as the emergence of electric or alternative fuel vehicles. Explore new technologies to improve the operating efficiency of the transportation system, such as the use of light-emitting diode (LED) luminaires for street lighting.

a)b) Support and implement trip reduction strategies developed regionally, including employment, tourist, and recreational trip reduction programs.

Actions: Encourage implementation of travel demand management programs. o Work to shift traffic to off-peak travel hours. o Coordinate trip reduction strategies with Washington County, Metro, Westside Transportation Alliance, Oregon Department of

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Transportation, TriMet, neighboring cities, and the Oregon Department of Environmental Quality. o Seek to raise p.m. peak average vehicle occupancy (AVO) to 1.3 AVO or more in the evening peak and/or move 50 percent or more of the standard evening peak trip generation outside the peak hour. o Educate business groups, employees, and residents about trip reduction strategies. o Work with business groups, residents, and employees to develop and implement travel demand management programs. Support and implement strategies that achieve SURJUHVVWRZDUGDWWDLQLQJ0HWUR¶V 2040 Regional Non-Single Occupant Vehicle Modal Targets. 2040 Non-Single Occupant Vehicle Modal Targets are as follows (targets subject to change with Metro Regional transportation Plan Updates): o Beaverton Regional Center: 45-55%; o Murray/Scholls Town Center: 45-55%; o Beaverton Main Streets, Station Communities, and Corridors: 45- 55%; o Beaverton Industrial Areas, Intermodal Facilities, Employment Areas, Inner and Outer Neighborhoods: 40-45% o (Targets apply to trips to, within, and out of each 2040 Design Type. The targets reflect conditions appropriate for the year 2040 and are needed to comply with Oregon Transportation Planning Rule objectives to reduce reliance on single-occupancy vehicles.)

Continue to implement the following action plan to work toward achieving these targets: o Encourage development that effectively mixes land uses to reduce vehicle trip generation. o Develop consistent conditions for land use approval that require future employment related land use developments to agree to reduce peak hour trips through transportation demand management strategies. o Support efforts by Washington County, Oregon Department of Transportation, Department of Environmental Quality, TriMet, and the Westside Transportation Alliance to develop productive demand management measures that reduce vehicle miles traveled and peak hour trips. o Coordinate with Oregon Department of Transportation and TriMet on development of sufficient park-and-rides, including sites at transit stations and freeway interchange locations. Transfer stations and interchange construction and reconstruction projects should be required to identify potential park-and-ride sites. Explore park-and- ride locations along existing bus routes to minimize commuter parking impacts in neighborhoods.

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o Build on existing percentage of Regional Center employers (seven percent) who provide transit pass discounts to achieve 25 percent by 2020. o Work with Washington County, Westside Transportation Alliance, and TriMet to develop and implement a downtown Beaverton fareless transit area, a regional center transportation management agency, and reduced transit fare programs based on increased demand and funding availability. o Implement the master improvement plans for bicycles, transit, pedestrians, and motor vehicles to implement a convenient multi- modal transportation system that encourages increased bicycle, pedestrian, and transit use.

b)c) Limit the provision of parking to meet regional and State standards.

Actions: Work to reduce parking per capita in accordance with Metro and State requirements, while minimizing impacts to neighborhoods. Encourage shared parking arrangements. Encourage public private partnerships to develop structured parking. Work to reduce parking in habitat benefit areas and other areas where parking can be provided in other locations including off-site, on the street, through shared uses, or in parking structures. Continue to implement the motor vehicle and bicycle parking ratios in new development. Continue to develop and implement a Regional Center parking plan. Implement residential parking permit districts in neighborhoods as requested and approved by City Council. Work toward implementing other parking-based transportation demand management strategies, such as metered and structured parking, to help achieve 0HWUR¶V1RQ-Single Occupant Vehicle mode split targets. (Ordinance 4470)

c)d) Manage parking in the Regional Center Old Town area

Action: Apply the following principles from the Beaverton Downtown Parking Solutions study. o Make the Old Town area accessible to all users through multiple modes. o Provide sufficient and convenient parking. o Make the Old Town area conveniently accessible for the priority user of the public parking system ± the customer. o Provide adequate employee parking and encourage implementation of meaningful public and private sector programs that encourage employee use of modes other than the single-occupant vehicle.

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o Make parking user-friendly ± easy to access, easy to understand. o Provide clear and strategic direction to new development to assure that new growth improves the overall system of access. o Manage the public parking supply using the 85% Rule31 to inform and guide decision-making. (Ordinance 4470)

e) Maintain mobility and performance standards that meet the needs of the City and are consistent with regional and State standards (Ordinance 4301).

0DLQWDLQOHYHOVRIVHUYLFHFRQVLVWHQWZLWK0HWUR¶VRegional Transportation Plan and the Oregon Transportation Plan. Applications for Comprehensive Plan Amendments shall comply with the requirements of OAR 660-012-0060 and as appropriate include a Transportation Impact Analysis that shows that the proposal will not degrade system performance below the acceptable two-hour peak demand-to-capacity ratio of 0.98. If the adopted Comprehensive Plan forecasts a two-hour peak demand-to-capacity ratio greater than 0.98 for a facility, then the proposed amendment shall not degrade performance beyond the forecasted ratio. (Ordinance 4301) System performance criteria and measures of effectiveness used to determine impacts and potential degradation of system performance in the Beaverton Regional Center GHVLJQDWHGDVDQ³DUHDRIVSHFLDOFRQFHUQ´LQWKH5HJLRQDO7UDQVSRUWDWLRQ3ODQ ZLOO be based on measures defined in the City of Beaverton Transportation System Plan (TSP). Reduce traffic congestion and enhance traffic flow through such system management measures as intersection improvements, intelligent transportation systems, incident management, signal priority, optimization, and synchronization, and other similar measures.

Action: Maintain mobility standards FRQVLVWHQWZLWK0HWUR¶V5HJLRQDO7UDQVSRUWDWLRQ Plan and the Oregon Transportation Plan. Applications for Comprehensive Plan Amendments shall comply with the requirements of OAR 660-012-0060 and as appropriate include a Transportation Impact Analysis that shows that the proposal will not degrade system performance below the acceptable two-hour peak demand-to-capacity ratio of 0.98. If the adopted Comprehensive Plan forecasts a two-hour peak demand-to-capacity ratio greater than 0.98 for a facility, then the proposed amendment shall not degrade performance beyond the forecasted ratio. (Ordinance 4301)

31 The 85% Rule is a measure of parking utilization that acts as a benchmark against which parking management decisions are based. It is assumed that when an inventory of parking shows more than 85 percent occupancy in the peak hour, the supply becomes constrained and may not provide full and convenient access to its intended user. Once a supply of parking routinely exceeds 85 percent occupancy in the peak hour, the 85% Rule would require that parking management strategies be evaluated and/or implemented to bring peak hour occupancies to a level below 85 percent to assure intended uses are conveniently accommodated. (Ordinance 4470)

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System performance criteria and measures of effectiveness used to determine impacts and potential degradation of system performance in the Beaverton 5HJLRQDO&HQWHU GHVLJQDWHGDVDQ³DUHDRIVSHFLDOFRQFHUQ´LQWKH5HJLRQDO Transportation Plan) will be based on measures defined in the City of Beaverton Transportation System Plan (TSP). Maintain performance standards that meet the needs of the City and are consistent with regional and State standards. (Ordinance 4301)

f) Reduce traffic congestion and enhance traffic flow through such system management measures as intersection improvements, intelligent transportation systems, incident management, signal priority, optimization, and synchronization, and other similar measures.

d)g) Plan land uses to increase opportunities for multi-purpose trips (trip chaining).

Action: Encourage mixed-use development where allowed to promote trip chaining in an effort to reduce vehicle trips, cold starts, and air pollution. Encourage the development and operation of neighborhood retail and service business in more locations to support local service needs. Encourage the use of alternative trip generation methodologies in transit-oriented developments and districts, where traditional trip generation expectations can be shown to be inflated.

e)h) Require land use approval of proposals for new or improved transportation IDFLOLWLHV7KHDSSURYDOSURFHVVVKDOOFRQVLGHUWKHSURMHFW¶VLGHQWLILHGLPSDFWV

f)i) Support mixed-use development in appropriate locations and encourage local job creation in order to reduce the number of locally generated regional commuting and shopping trips.

g)j) Coordinate with TriMet and other agencies to implement transit improvements concurrent with roadway improvements, to improve access and frequency of service, and to increase ridership and service area. Encourage development of regional high capacity transit, including light rail transit, streetcar, and commuter rail.

Action: Support light rail, commuter rail, streetcar, and feeder bus service to and from rail transit service.

Encourage an energy efficient transportation system. Ways to achieve this may include reducing average trip distance (such as through street connectivity or land use decisions), reducing vehicle delay (such as through improved signal timing and operational improvements), and providing

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alternative mode options (such as providing bicycle lanes and sidewalks).

Action: This may include reducing trip distance through additional street connectivity or land use decisions, reducing delay (signal timing and coordination) and providing alternate mode access through improved transit, bicycle, and pedestrian facilities and access. Support dedicated local transit service, including rail as an option, to connect major employment areas with downtown.

6.2.5. Goal: Transportation facilities that serve and are accessible to all members of the community.

Policies: a) Construct transportation facilities, including access to and within bus stoptransit waiting areas, to meet the requirements of the Americans with Disabilities Act.

Action: Identify, assess, and remove access barriers to persons with disabilities.

b) 6XSSRUW7UL0HWRWKHUWUDQVLWVHUYLFHSURYLGHUVDQGHPSOR\HUV¶DQGVRFLDOVHUYLFH DJHQFLHV¶HIIRUWVWKDWUHVSRQGWRWKHWUDQVLWDQGWUDQVSRUWDWLRQQHHGVRIHOGHUO\ economically disadvantaged, and disabled persons.

c) The totality of all projects and programs should benefit all populations equally.

6.2.6. Goal: Transportation facilities that provide safe efficient movement of goods.

Policies: a) Designated arterial routes and freeway access are essential for efficient movement of goods. Design these facilities and adjacent land uses to reflect these needs.

b) Reflect the needs of rail and air transportation facilities and regional mobility corridors in land use decisions.

c) Maintain traffic flow and mobility on arterial and collector roadways. Examples that may be pursued include Transportation System Management (TSM) strategies such as access spacing, intelligent transportation systems (ITS), and signal systems or operational enhancements such as adaptive signal systems.

d) Ensure a safe and efficient freight system that facilitates the movement of goods to,

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from, and through Beaverton, the region, and the state while minimizing conflicts with other travel modes.

6.2.7. Goal: Implement the transportation plan by working cooperatively with federal, State, regional, and local governments, the private sector, and residents.

Policies: a) Coordinate transportation projects, policy issues, and development actions with all affected governmental units in the area. Key agencies for coordination include Washington County, Oregon Department of Transportation, TriMet, Metro, Tualatin Hills Park and Recreation District, Tualatin Valley Fire and Rescue, and the adjacent cities of Tigard, Hillsboro, and Portland.

b) Participate in regional transportation, growth management, and air quality improvement programs. Work with agencies to assure adequate funding of transportation facilities to support these programs.

c) Monitor and update the Transportation Element of the Comprehensive Plan so that issues and opportunities are addressed in a timely manner.

c)d) 0DLQWDLQDFXUUHQWFDSLWDOLPSURYHPHQWSURJUDPWKDWHVWDEOLVKHVWKH&LW\¶V construction and improvement priorities, and allocates the appropriate level of funding.

d)e) Establish rights-of-way through development review and, where appropriate, officially secure them by dedication or reservation of property.

6.2.8. Goal: Create a stable, flexible financial system.

Policies: a) Plan for an economically viable and cost-effective transportation system.

b) Identify and develop diverse and stable funding sources to implement recommended projects in a timely fashion.

c) Use the System Development Charge, Traffic Impact Fees, and development exactions as elements of an overall program to pay for adding capacity to the transportation system and for making safety improvements related to development impacts.

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Action: Base the transportation system taxes and fees on the total expected cost of making extra capacity and safety improvements over a twenty-year period, allocated back to development on a pro rata formula taking into account the relative expected future transportation impact of the development in question.

d) Develop a long-range financial strategy to make needed improvements to the transportation system and to support operational and maintenance requirements by working in partnership with Metro, Oregon Department of Transportation, Washington County, and other jurisdictions and agencies.

Actions: The financial strategy should consider the appropriate shares of motor vehicle fees, impact fees, property tax levies, and development contributions to balance needs, costs, and revenue. View the process of improving the transportation system as that of a partnership between the public (through fees and taxes) and private sectors (through exactions and conditions of development approval), each of which has appropriate roles in the financing of these improvements to meet present and projected needs.

e) Provide adequate funding for maintenance of the capital investment in transportation facilities.

Actions: Develop a long-term financing program that provides a stable source of funds to ensure cost-effective maintenance of transportation facilities and efficient effective use of public funds. Apply low impact development techniques on a city-wide basis where projects can accommodate the techniques. Fund the increased cost of the water quality and quantity additions to the streets through the surface water management program fees and systems development charges and other funding sources, as appropriate.

f) Track and report transportation funding receipts and expenditures for the purposes of keeping Beaverton residents and businesses informed about the funding big picture.

Improvements The Beaverton TSP update resulted in a set of priority financially constrained improvements in addition to a full set of needed improvements identified in the Solutions Report. Financing Strategy The Solutions Report and Financial Plan identified the sources and amount of revenue available for transportation improvements through forecast year 2035 and compared available revenue

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with priority multi-PRGDOLPSURYHPHQWV7KHSURGXFWLVDVWUDWHJ\WRPDLQWDLQWKH&LW\¶V transportation investments first and foremost, continue its investment in ongoing projects like the Farmington Road [Murray Blvd to Hocken Ave.] and Rose Biggi Avenue improvement projects, and to make incremental strategic improvements as revenue becomes available. The financial summary in Chapter 5 indicates that the Action Plan projects contained in Table 4- 10 are reasonably expected to be funded through 2035. Implementation of these projects will require the adoption of the street maintenance fee and City of Beaverton SDC to secure additional transportation funding.

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