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Agenda Item - 2001-09-11 CITY OF LAKE OSWEGO AGENDA REPORT SUMMARY MEETING DATE: September 11, 2001 SUBJECT: Boones Ferry Road Corridor Plan — Final Report RECOMMENDED MOTION: Information item, no action requested. EST. FISCAL ATTACHMENTS: NOTICED (Date): IMPACT: • Schoening Council Report N/A dated September 4, 2001 with STAFF COST: attachments • Copy of the Boones Ferry Road Corridor Plan V2.0 Ordinance no.: BUDGETED: Resolution no.: Y N Previous Council FUNDING SOURCE: consideration: N/A N/A CIT ENGINEER CITY NAGER 7f// b G� Date Date - • 1 H:\TOM_T\WO Boones Ferry Road Corridor Study\agenda report summary Boones Ferry Sept 11 01.doc 04 LAKE pswf AArl, riiii, CITY OF LAKE OSWEGO COUNCIL REPORT OREGON TO: Douglas J. Schmitz, City Manager FROM: Mark Schoening, City Engineer PREPARED BY: Tom Tushner, Principal Engineer • SUBJECT: Presentation of the Boones Ferry Road Corridor Plan V2.0 Boones Ferry Road,Madrona Street to Kruse Way DATE: September 4, 2001 Background A contract to study the Boones Ferry Road Corridor was awarded to Kittelson and Associates on October 27, 2000. Council appointed a Project Advisory Committee (PAC) on January 21, 2001, to guide the consultants and staff's efforts in the formulation of a plan for the Boones Ferry Road Corridor from Kruse Way to Madrona Street. The PAC was composed of business, community and organizational representatives as follows: Organization PAC Member Nominee Lake Forest Neighborhood Association Britt Nelson Lake Grove Neighborhood Association Matt Finnigan (Chairman) Waluga Neighborhood Association Jeff Novack Chamber of Commerce Jim Shires Lake Grove Business Owners Mike Buck Stephen Corey Clackamas County Ron Weinman Metro Tim Collins Transportation Advisory Board(TAB) Jim Kronenberg (back-up Chairman) Tri-Met Young Park 3 Council Report Boones Ferry Road Corridor Plan V2.0 September 4, 2001 Page 2 Discussion The Boones Ferry Road Corridor Plan is the result of an eight month effort by the PAC to gather public input and formulate a plan for the corridor. The PAC met eight times and held three open houses to gather public input on alternatives for the Boones Ferry Road corridor. These public involvement efforts coupled with numerous staff and PAC contacts, has resulted in the Boones Ferry Road Corridor Plan V2.0. The Plan sets forth a multi-modal alternative for this corridor that balances the needs of adjacent property owners with those of the community and transportation needs of Lake Oswego's residents. The Boones Ferry Road Corridor Plan was presented to the TAB on July 11, 2001. TAB endorsed the Corridor Plan and recommended that the Corridor Plan be forwarded to Council with one minor change. The TAB recommended adding the section on parking in Chapter 5 to the areas for further study at the end of Chapter 6 (see attached excerpt from the TAB meeting minutes for the July 11, 2001 meeting). In April of 2001, City Council in conjunction with TAB, sent forth a letter to Metro recommending that the Boones Ferry Road project be included in the next round of funding for the Priorities 2002 MTIP funding package (reference the attached memos from TAB and City Council). The MTIP funding allocation decisions have not been made at this time and only partial funding for this project is being considered. The initial submittal was for final engineering, right of way acquisition and the first phase of construction. The current submittal under consideration is for final engineering only. A decision on the MTIP Priorities 2002 package is scheduled for the fall of 2001. Future Actions Staff respectfully recommends that Council direct staff to use the Boones Ferry Road Corridor Plan v2.0, along with TAB's recommended revision, to update the City's Development Code and amend the Transportation Element of the City's Comprehensive Plan to reflect the plan for the Boones Ferry Road corridor. This process will entail presentations to the City's Transportation Advisory Board, the Planning Commission and approvals from City Council. Attachments: Excerpt from TAB's July 11, 2001, Meeting Minutes TAB April 2, 2001, Memo regarding MTIP Submittal City Council April 19, 2001, letter on MTIP H\TOM T\WO Boones Ferry Road Con idor Study\COUNCRPT Boones Ferry Sept 11 01 doc 4 :2° �OE LAKE OS1 CITY OF LAKE OSWEGO TRANSPORTATION ADVISORY BOARD MINUTES July 11, 2001 RA P OREGO$ CALL TO ORDER Vice Chair Donna Jordan called the meeting of the Transportation Advisory Board of July 11, 2001 to order at approximately 7:00 PM in the City Council Chambers of City Hall at 380 A Avenue, Lake Oswego, Oregon. II. ROLL CALL Members present included Vice Chair Jordan, James Kronenberg, Henry Germond, Bill Miller, Steve Schulte and Rose Rummel-Eury. Chair Joe Cosper and Ali Rodway were absent. Guests present were City Councilor Karl Rohde and Marc Butorac and Sonia Hennum of Kittelson & Associates. Staff present were Tom Tushner, Principal Engineer, Transportation & Development; Kathy Marcott, Traffic Engineering Technician; and Stacie Bernert, Traffic Officer. III. CONSENT AGENDA A. MINUTES None. Mr. Germond moved to eliminate the term "Consent Agenda" on the basis that it was inappropriate for the Board's purposes. Ms. Jordan recalled that minutes were traditionally part of a Consent Agenda. The motion failed for lack of a second. IV. CITIZEN COMMENT None. V. STAFF REPORTS A. Boones Ferry Corridor Study Final Report Tom Tushner, Principal Engineer, Transportation & Development, recalled that the City Council had enlisted the services of consultants, Kittelson & Associates, and appointed a Project Advisory Committee (PAC) to study the Boones Ferry Road City of Lake Oswego Transportation Advisory Board Page 1 of 13 Minutes of July 11, 2001 5 corridor between Madrona Street and Kruse Way and recommend a plan for the future of that roadway. He advised the PAC included representatives of the local business community, TAB, Metro, Clackamas County, Tri-Met and three neighborhood associations. He noted the project was listed in the City's Transportation System Plan (TSP) and Capital Improvement Plan (CIP). He pointed out the PAC had submitted their study results and recommendations in the July 2001 Boones Ferry Road Corridor Plan ("the Plan"). He introduced the project consultants, Mark Butorac and Sonja Hennum, Kittelson& Associates. DR A Mr. Butorac and Ms. Hennum related that the purpose of the project was to de Eylet the long-term transportation needs of the corridor for all modes of travel and to create a community vision for the future of that segment of Boones Ferry Road. They reported the project had taken seven months and eight project team meetings. The project team had held three public meetings, maintained a project website, met with business and property owners in the corridor, and published a series of newsletters. The staff had kept a log of all public comments received regarding the project. The consultants reported that during the first phase of the project they had documented existing conditions along the corridor. They pointed out the less than one-mile long corridor featured 54 private driveways and 7 intersections (four were signalized) and varied between four and five lanes (typically two travel lanes in each direction that widened at intersections for turn lanes). Traffic had been measured at 23,000 to 26,000 vehicles per day. Safety data and crash records showed an average of 30 to 40 crashes per year since 1997. They advised that all of the intersections along the corridor currently met the City's standard for Level of Service. An origin/destination study had shown that half of the motorists were passing through the corridor and half were stopping at a home or business in the vicinity. The consultants related that Metro had estimated that traffic volume in the corridor would grow 34% over the next 20 years, and they advised that would mean the existing intersections would no longer meet City operational standards, particularly at unsignalized intersections at Red Cedar Way, Douglas Way, Lanewood and Madrona Streets. Turning queues at the Mercantile Drive, Oakridge/Reese Road and Bryant Road intersections would be pushed beyond their current capacity and delay vehicle passage. They reported that although the TSP provided for continuous pedestrian and bicycle facilities along the corridor, there were no plans in place to accomplish that. They advised that the future viability of the corridor's business community and pedestrian and bicycle travel depended upon safe and sufficient accessibility (e.g., left turns into driveways) along the roadway. Mr. Butorac explained the project team had examined elements inside the right of way, including vehicle travel lanes, turn lanes, landscaped medians, traffic signal improvements (including timing strategies), non vehicle modes, aesthetics, roadway illumination and street furniture. They had also examined elements outside of the right of way, including business circulation and parking needs. Then they developed several scenarios and evaluated each alternative against the 10 policy goals. That had led them to create the Roadway Cross Section Summary. The team had found that although the TSP called for a 102- to 106-foot wide right of way in the corridor, that could not be accomplished without impacting buildings, parking and substantial amounts of landscaped area. The team then designed and examined cross section City of Lake Oswego Transportation Advisory Board Page 2 of 13 Minutes of July 11, 2001 6 alternatives that required a right of way between 76 and 98 feet wide (See Chapter 5 of the Plan). Mr. Butorac discussed key elements of the roadway cross section. He said the PAC was recommending an 11-foot wide travel lane that was slightly narrower than a standard 12-foot wide lane. The narrower width could be accomplished within corridor right of way constraints, would tend to slow traffic through the area, and was similar in size to many City and metropolitan area roadways. He stressed the need for two-way continuous left turn lanes to achieve accessibility. He suggested that signals be timed to control traffic flow and speed (to under 25 m.p.h.) and to promote pedestrian safety during peak hour traffic. He said the PAC recommended 5-foot wide bike lanes over appropriately designed (safe) drainage grates, and an 8-foot wide pedestrian way (as measured from the curb to the property line) that included a continuous sidewalk and a three foot wide buffer area featuring tree wells and landscaping. He clarified that after the bike lane was added, there would be a total of 8 feet between pedestrians and vehicles. The PAC recommended installation of old fashioned style lighting fixtures that would accommodate hanging flower baskets. All signalized intersections were to have concrete stamped crossings. He reported the PAC's conclusion was that the corridor cross section should be 66 feet from curb to curb within an 82 foot wide right of way. They had observed the existing right of way would need to be widened by 11 feet on each side because the current right of way was about 60 feet wide. Mr. Butorac pointed out the PAC had recommended that the City apply to the State Speed Control Board to lower the speed limit in the corridor. He advised that coordination of signals could also help accomplish that. PAC also recommended (based on input from neighbors) a follow up land use building design study to create development guidelines within the corridor that reflected a village theme. The consultants reported that the PAC had approved the Plan two weeks prior and the group was to present it to City Council in September. After Council approval the City would need to identify a funding source for corridor improvements. Mr. Tushner advised that the City would seek $2.5 million in funding from the Metropolitan Transportation Improvement Program (MTIP). DPP rT Public Comment ```' Chris Eddy, 15955 SW Boones Ferry Road, Lake Oswego, 97035, stated that she was co-owner of the Lake Grove Garden Center. She disputed the consultant's estimate of future traffic growth on the basis that census results showed the City had grown less than 2% during the past ten years and there were no large developments to indicate that rate would change in the future. She contended that if the increase was solely due to through traffic, the City should not bear the cost of the roadway changes. She stressed that her family had owned the Lake Grove Garden Center since 1967 and currently employed 17 people. She recalled that the business had lost parking spaces during past widenings of Boones Ferry Road and the proposed plan showed they would lose 14 of their 29 existing parking spaces (from elimination of front spaces due to roadway narrowing and other spaces due to reconfiguration of their access driveway). She explained that the nature of their business meant that if customers could not park close enough to the store to load hard-to-carry garden products they would shop elsewhere. She explained that she had attended project City of Lake Oswego Transportation Advisory Board Page 3 of 13 Minutes of July 11, 2001 7 meetings to discuss her concerns, but she felt the participants had not been responsive to her concerns and had assured her the proposal was only a concept plan. She observed that no other concepts had been recommended. She opined the proposal would hurt her business more than any other business in the corridor. She asked for more consideration for her small family business. Darryl Eddy, 15955 SW Boone Ferry Road, Lake Oswego, 97035, stated he was co-owner of the Lake Grove Garden Center. He emphasized that it was critical for the business to provide customer parking close to the store and room for large trucks to offload using forklifts. He explained the concept plan would mean that trucks would have to be offloaded while they were stopped along Boones Ferry Road. He recalled that during a past widening of Boones Ferry Road the business had lost parking in front of the store and the owners had unsuccessfully sought to move it to another location along Boones Ferry Road. He said the proposed plan did not provide adequate parking to continue the business. Deliberations DR Mr. Tushner clarified for Mr. Germond that the proposed plan would require an equal amount of additional right of way to be taken from both sides of the roadway in the area of the Lake Grove Garden Center and the proposal recognized the constraints of that segment of Boones Ferry Road and provided for a narrower 58 foot wide curb-to- curb width there (see Figure 5-12 of the Plan). He clarified that the existing right of way in front of the Lake Grove Garden Center was 30 feet wide on each side of the center line (for a total of 60' of right of way). He further clarified that the Plan did not anticipate the taking of any structures along the roadway and the PAC had intended to minimize any impacts to businesses in the corridor. He explained that bike lanes in that narrow cross section would be combined with the sidewalk as an interim "fix" until the properties there were redeveloped and the City was able to make major changes to the right of way. Mr. Germond asked what alternatives might be available to help minimize the parking impact to the Garden Center. Ms. Jordan observed that if the right of way were not narrowed at that business the full right of way would extend beyond the storefront. She also observed that the adjacent Ricardo's Restaurant business had remodeled their patio, which was next to the street. Mr. Butorac explained that the Plan proposed a narrower cross section in the area of the Garden Center in order to minimize the impacts until the site was redeveloped and the full right of way width could be achieved; however, another option was for the City to condemn and purchase the property. Mr. Tushner explained that the segment in front of the restaurant had a slightly wider right of way, and since the PAC proposal had not been adopted, it could not have been used to prevent the owner from making that improvement. He recalled that the staff had advised the restaurant owner that the PAC plan might be adopted and the owner had made a business decision to proceed with his remodeling project. He clarified for Ms. Jordan that after the City adopted the Plan it would ask for the appropriate amount of additional right of way (or at least the Special Street Setback) for new developments or major redevelopments. He clarified for Mr. Miller that the current right of way along the Garden Center property line was 60 feet wide and the actual curb-to-curb width there was 58 feet. He compared that to the width in the constrained area of 74 feet. City of Lake Oswego Transportation Advisory Board Page 4 of 13 Minutes of July 11, 2001 8 Mr. Butorac advised that in segments where the bike lane was eliminated, it would be necessary to widen the travel lanes from 11 feet to 12 feet to allow for vehicle weave. When the 82-foot wide full right of way became 72 feet wide in the constrained area, that would remove six feet from the Garden Center side of the right of way (see Figure 6-3c.). He also clarified that the plan drawings had been based on aerial photographs and not a formal survey, so the final design phase would most likely require modifications of the plan to make it fit the exact situation. He reiterated that the intention behind the proposal was to minimize the impacts to businesses on both sides of the roadway. He acknowledged that the Garden Center would lose parking area even if only four lanes and sidewalks were installed there because the 60-foot wide right of way left few options for store parking. He said the project team had met with the business owners two or three times and had only found one space configuration design that would work under the proposal. He described how the design provided for trucks to turn left into the site from Boones Ferry Road, travel through the site, and eventually exit via Oakridge Road and then go north on Boones Ferry Road to Kruse Way to the freeway. He said that circulation pattern would require relocation of a utility pole along Oakridge Road. He acknowledged that any addition of a turn lane, bike lane or sidewalk would impact the site, and the PAC had decided the best alternative was to go to a 58 foot cross section at the site (see Figure 5-12), allow cyclists to chose between the sidewalk and the vehicle lane in that segment, and wait to increase the right of way there at the time of future redevelopment. He advised that 2 additional feet of right of way could be attained on each side of the center line if landscaping was also eliminated in this segment (for a total of 70 feet of right of way). He said PAC anticipated this would be the last section of the corridor to be constructed due to the constraints there. Ms. Hennum observed that although the spaces in front of the Garden Center would be reduced from 14 to 11, there were some shared spaces available between that business and the Chevron Station. Mr. Tushner reported that Chevron had not yet comme e ne . proposal. L Ms. Rummel-Eury asked if a crosswalk could be located at that point. Ms. Hennum advised pedestrians could cross at the Oakridge Road intersection slightly further north. Ms. Rummel-Eury explained that she was a cyclist and used side streets to access the Garden Center. She opined that it made sense to install cross walks that allowed pedestrians to push a button to stop traffic. She said that would promote business and slow vehicle speeds in the corridor. Mr. Butorac cautioned that installation of mid-block crossings was unsafe for pedestrians when pedestrian volume did not warrant them because motorists would be in the habit of not stopping there if the signal was predominantly green. He advised the national standard provided that a button was warranted when it was pushed 10 to 15 times per hour. Ms. Rummel-Eury defined a "Main Street" as an area that facilitated pedestrians and she asked if the area was a "Main Street" by Metro standards. Mr. Butorac recalled that some PAC members wanted the area to resemble Portland's NW 23rd Street corridor, but that would be a challenge to achieve because the Boones Ferry Road corridor was very vehicle oriented, buildings were set far back from the street, and it and Kruse Way (with 40 m.p.h. speed) served as a significant east/west arterial to and from I-5. Ms. Rummel-Eury asked how the proposal would manage access. Mr. City of Lake Oswego Transportation Advisory Board Page 5 of 13 Minutes of July 11, 2001 . . 9 Butorac pointed out where two access consolidations were planned that would assist onsite circulation and eliminate left turn conflicts. He reported that the majority of business owners supported a two-way left turn lane. He pointed out for Ms. Rummel- Eury that safe pedestrian crossings were planned at signalized intersections, including Mercantile Drive, Lanewood (to benefit school children and buses), Oakridge/Reese Roads, and Bryant Road. She predicted that pedestrians would use the median strips as safe havens as they crossed in the middle of the block. Mr. Tushner explained that during off peak hours the signals would show a"Walk" sign during every signal cycle to encourage pedestrians to use them. However, at peak hours they would only be activated by pushing a button. Mr. Butorac clarified for Mr. Schulte that the Garden Center used shared parking behind the Chevron building that would have to be cleared for truck traffic under the proposed plan. Ms. Eddy stressed that would eliminate parking spaces for at least 8 vehicles. She said Garden Center customers parked in the back of the site to load trees. Ms. Hennum advised Ms. Jordan that the cost of modifying the parking configuration at the Garden Center could be shared with the City. Mr. Butorac then clarified for Mr. Schulte that the proposal meant consolidation of 12 driveways, including a driveway that was currently configured to allow 5 or 6 vehicles to pull directly out into the roadway. Ms. Hennum advised that future redevelopment would be required to provide access that met Code requirements. Mr. Schulte wanted to know how to discourage I-5 bypass traffic from using the corridor. He suggested that awkward signal timing might help to accomplish that. Mr. Butorac recalled the PAC had considered narrowing the roadway, but had concluded that would encourage drivers to use Upper Drive and Waluga Drive. He advised that because it was not unusual for traffic to be stopped on Kruse Way and I- 5, the time savings provided by Boones Ferry Road could only be overcome by stop mechanisms that stopped drivers for several minutes. Ms. Jordan commented that traffic through the corridor was profitable for Boones Ferry Road retailers, and she noted the plan was intended to benefit them also. Mr. Butorac clarified for Mr. Schulte that the landscape median was sufficiently wide that trees planted there would not obstruct trucks or cyclists as they matured and landscaped median wo ld s st b installed in the constricted areas. He also confirmed that the US Post 1lb,' . FT currently had a moratorium on moving their offices. Mr. Germond indicated he favored the plan to force drivers to access the Texaco Station from Firwood, and not Boones Ferry Road. He asked why the same mechanism was not proposed at the Chevron Station. The consultant explained that involved a harder choice that might restrict access to the Thai Restaurant and he anticipated that decision would be made during the final design process. Ms. Hennum clarified for Mr. Germond that one option included in the proposed plan was to restrict access to Douglas Way to right in/right out, or right in only, after realignment of Lanewood Street and extension of Hallmark Road. The consultants clarified that existing traffic counts had been obtained by actually counting cars on the road (23,000 vehicles per day) and from Metro's regional travel demand forecasting model results (which reflected growth in the area). They explained that counts from prior year projects in the area (1993, 1994 and 1995) showed it had City of Lake Oswego Transportation Advisory Board Page 6 of 13 Minutes of July 11, 2001 10 grown at a rate of 1% to 2% per year over the past 5 to 10 years. He said that although the population of Lake Oswego was not growing, redevelopment, the Urban Growth Boundary and movements of drivers trying to find alternate routes through the metropolitan area contributed to the trend, which would continue until people decided to switch to mass transit or other modes of travel. Mr. Miller observed that the proposal attempted to incorporate a slow mile-long segment into a high-speed corridor. Mr. Kronenberg, who had served on the PAC, agreed that sounded like the situation on State Street. He observed there were 54 driveways along the corridor and businesses there needed access, which necessitated left turn lanes. He anticipated that funding would be contingent on installation of a bike lane (which he did not favor). He opined that regular bicycle commuters did not use the bike lane. He stressed the PAC had devoted a great deal of discussion to the same issues that TAB members had focused on. He indicated that he sympathized with the Eddy's, but the plan was the best the PAC (that included many kinds of experts) could come up with. He said the political reality was that the City had to move ahead with a long-term plan for the corridor or it would resemble Portland's 82nd Avenue forever. Mr. Miller asked if the plan was to make the corridor more like A Avenue or State Street. Mr. Kronenberg answered "State Street". The staff advised that State Street did not have bike lanes and its outside travel lanes were 14 feet wide. Mr. Butorac advised that the series of five signals in the corridor (if Lanewood was included) would more effectively control speeds through the corridor than speeds could be controlled along State Street, which currently had three signals. He added that another advantage in the corridor was that the City had more control over Boones Ferry Road than State Street (ODOT controlled State Street). He also noted that Boones Ferry Road driveways created more "friction" and the streetscape that was proposed would result in slower speeds there than current speeds. He also explained the median lane was proposed at 12 feet wide in order to accommodate a 10-foot wide planted area (as recommended by a landscape architect) and an 18-inch traffic control mechanism. Mr. Miller related that he rode a bicycle to work and he reported that although ODOT had assured him they would install flush (to the sidewalk) grates along State Street that had not happened and the grates posed a hazard for cyclists. He stressed that people did use bike lanes and their existence along Boones Ferry Road would serve to promote serious use of the bicycle as transportation. Mr. Butorac advised that flush grates may not be the best types of grates in a drainage system, but they could be considered during the engineering stage because when the corridor was widened it would receive a new storm drain system. DRAFT Ms. Jordan observed the Boones Ferry Road Corridor Plan Report ended with two recommendations that did not discuss the prospect of a Local Improvement District (LID) for a major parking facility that had been discussed earlier in the report. Mr. Kronenberg anticipated that would be addressed at some future point in the political process. He recalled representatives from the business community wanted to determine how to provide off street parking to accommodate their customers, but after the consultants had offered several suggestions that involved condemnation of City of Lake Oswego Transportation Advisory Board Page 7 of 13 Minutes of July 11, 2001 ` " 1 1 property, new accesses, grading and engineering changes, the PAC had decided this issue was beyond their purview. Ms. Jordan suggested that the TAB recommendation be for both the PAC recommendations and recommendations to further study the parking issue and land use/building design. She asked if pedestrian tunnels could be installed under the street in a similar manner as those in Mountain Park. She indicated she had been pleased to see a great deal of public involvement in the planning process. Mr. Germond asked if there were any other situations in the corridor similar to the one at the Lake Grove Garden Center. Mr. Butorac reported that the owners of Andrews Furniture saw an appropriate trade off between changing the parking configuration in front of their building and customer safety. He related that most business owners had indicated they could live with the plan, but conditions at the Garden Center and Naomi's were the most troublesome due to the constraints of the area. DR AF Ms. Rummel-Eury asked if the raised medians would be contoured for wheelchair access. The consultants clarified that longitudinal medians (such as the one in front of the Texaco station) were only 12 inches wide and did not feature curb cuts and the three landscaped medians were not intended for pedestrians. He acknowledged that pedestrians might want to use them as a refuge when crossing the street, but that should be discouraged. Mr. Germond suggested further study of the situation at Lake Grove Garden Center might reveal more options. He recalled that the marketplace offered prefabricated over and underpasses. Ms. Jordan said she considered the plan to be a general, overall vision that should be adopted now, before changing conditions might make its future implementation more difficult. She noted the report anticipated that the City would work with individual property owners as they were impacted and look for ways to lessen the impact. She suggested the City move forward with the plan. Mr. Germond moved to recommend the Boones Ferry Road Corridor Plan with a provision that certain critical areas were to receive further study. The motion failed for lack of a second. Mr. Kronenberg then moved to endorse the Project Advisory Committee PAC recommendations for the Boones Ferry Road corridor from Madrona Street to Kruse Way as outlined in the Boones Ferry Road Corridor Plan dated July 2001. Mr. Miller seconded the motion, and discussion followed. Mr. Miller explained that he understood that in the upcoming design phase, Naomi's and the Garden Center would get continued attention. Ms. Rummel-Eury worried that the "Main Street" would not meet Metro standards to qualify for MTIP funding. Mr. Tushner assured her that a representative from Metro (Tim Collins) had served on the Advisory Committee and had advised them that all of the right multi-modal elements had been considered in creating the plan; however, Mr. Tushner advised that City of Lake Oswego Transportation Advisory Board Page 8 of 13 Minutes of July 11, 2001 MTIP funding was partially a political process and the City might not receive full funding. Mr. Schulte proposed an amendment to the motion to add a third bullet under "Areas for Further Study" on Page 6-25 that would encourage the City to commission an off street parking study that would be consistent with the corridor recommendations. Mr. Kronenberg accepted the amendment to the motion. Mr. Miller also agreed to the amendment and the motion passed with Ms. Jordan, Mr. Kronenberg, Mr. Miller, Ms. Rummel-Eury and Mr. Schulte voting yes. Mr. Germond abstained from the vote. There were no votes against. Mr. Cosper and Ms. Rodway were not present for the vote. Ms. Jordan announced a seven-minute break in the proceedings and then reconvened the meeting. She asked staff to distribute copies of Section 6 of the report for future reference. r B. Transportation Policy in the Draft Waluga Neighborhood Plan Sidaro Sin, Associate Planner, Long Range Planning Department, presented the staff memorandum, "Recommendation on Proposed Transportation Policy in the Draft Waluga Neighborhood Plan dated June 25, 2001." He explained that after the Planning Commission had recommended approval of the Waluga Plan to the City Council, the Council had appointed a Council subcommittee to review several of its policy issues, including Goal 12, Policy 11 that would amend the TSP to delete a proposed multi-purpose pathway on the east side of Quarry Road (P-22) and add a sidewalk on the south side of Douglas Way between Quarry and Boones Ferry Road. He said the Subcommittee was requesting a TAB recommendation regarding the proposed policy. He explained the Waluga Neighborhood Plan Steering Committee reasoned that because there was already a sidewalk on the west side of Quarry road there was no need for an additional pathway on the east side, and such a pathway would adversely impact the character of the neighborhood and the properties on the east side of the road. They had also justified the additional sidewalk along Douglas Way on the basis that there was no existing safe raised pedestrian pathway there to serve children walking to school. He related that some staff members reasoned that Quarry Road should have two pathways because of its proximity to Waluga Park, the commercial district, the Kruse Way employment area and the school. He asked TAB for its recommendation. He clarified for Mr. Miller that the existing pathway on the west side of Quarry Road transitioned between a raised sidewalk and an at-grade pathway. He also advised that the bike lane along the new pathway would most likely be within the right of way. He clarified for Ms. Rummel-Eury that an east-side pathway would provide for additional connectivity for the area and the west-side pathway was typically used to access the park and school at this time because there were no alternatives. Ms. Jordan asked how the pathway would relate to the grade school and the park. Mr. Tushner anticipated that when the City and the School District met to review school route plans they would be looking at school connections to other facilities and focus plans for improvements there. Mr. Tushner advised that one advantage to City of Lake Oswego Transportation Advisory Board Page 9 of 13 v 1 ,; Minutes of July 11, 2001 Memorandum To: City Council From: Transportation Advisory Board (TAB) Subject: Metropolitan Transportation Improvement Program (MTIP) Projects Date: April 2, 2001 At TAB's February meeting, the Board passed a motion to support the submittal of three projects to Metro for funding under the MTIP program. The three projects that have been identified for funding under this program are: • A proposal for the Boones Ferry Road Improvement Project, Madrona Street to Kruse Way—Funding for this Boulevard Project is being requested to cover design, right-of-way acquisition, and a first phase of construction in the approximate amount of$2.4 million. • A proposal for the Willamette Shore Rail Line Trestle/Track Repair—Funding for this Public Transit Project is being requested for repairs in the approximate amount of$397,000. • A proposal for the Willamette Shore Rail Line Pathway/Transit Route Location Study—Funding for this Bicycle Project/Public Transit Project is being requested for a location study in the amount of$165,000. The scope and dollar amount for this project may be modified to include a study of the transit element. TAB is requesting that the City Council pass a resolution to support the submittal of the three projects to Metro for funding under the MTIP program. 15 US LAKE O OREGON April 19, 2001 C k r py 380"A"AVENUE POST OFFICE BOX 369 David Bragdon LAKE OSWEGO, Presiding Officer OREGON 97034 Metro Council (503)635-0213 FAX(503)697-6594 600 NE Grand Avenue MAYORQci.oswego.or.us Portland, OR 97232 RE: Prioritie 02 Project Submittal-Letter of Transmittal JUDIE HAMMERSTAD, MAYOR Dear r on: GAY GRAHAM, On April 17, 2001, the Lake Oswego City Council adopted COUNCILOR Resolution 01-26, endorsing the following projects contained in the attached "Clackamas Transportation Coordinating Committee (CTCC) JACK HOFFMAN, Recommended Project List for MTIP Funding," which is being COUNCILOR submitted through the Metropolitan Transportation Improvement ELLIE McPEAK, Program (MTIP) Priorities 2002 process for requested funding for COUNCILOR FY 2004/05. The three projects are: KARL ROHDE, 1) RTP#5169 Willamette Trolley Track/Trestle Repair project. COUNCILOR 2) RTP#5165/6131 Willamette Shore line Rail Transit and Trail Planning Study. BILL SCHOEN, 3) RTP#6127 Boones Ferry Road Improvement Project, Kruse Way COUNCILOR to Madrona Street. JOHN TURCHI, COUNCILOR The CTCC, through a series of meetings, developed the list in an effort to respond to transportation needs in Clackamas County and the region. It is City Council's feeling that the three projects represent a broad range of transportation improvements to the regional transportation network and meet the criteria for MTIP funding. The three projects listed on the CTCC's "Recommended Project List for MTIP Funding" are all listed on the City's plan or Capital Improvement Program (CIP) and have undergone a thorough public involvement process. Clackamas County held a public hearing regarding the project list on March 29, 2001 and solicited additional public input on the list. - 17 David Bragdon,Presiding Officer,Metro Page 2 • April 19,2001 The City of Lake Oswego supports the three projects and feels that by funding the projects Metro would provide the public with significant improvements to the transportation system for the region. Thank you for your consideration of this matter. Sincerely, ;"(,tiejeci.4771/Mill.AZYdie Harnmerstad ayor Attachments:Clackamas Transportation Coordinating Committee. Recommended Project List for MTIP Funding Resolution 01-26 c: Andy Cotugno, Director of Transportation, Metro Terry Whisler, Metro Karl Rohde, Lake Oswego City Councilor and JPACT representative 18 li Clackamas Transportation Coordinating Committee Recommended Project List for MTIP Funding Projects on Existing MTIP 150%List_ ' Funding • MODE RIP# PROJECT Description COST Sources JURISDICTION Comments Clackamas South Corridor project ROAD MODIFICATION 5045 Harmony/Linwood Intersection final design $750,000 STP County/Mllwaukie (check with Metro) Clackamas 5103 Clackamas ITS/ATMS program phase 2 construction $500,000 STP/CMAQ County/various cities BOULEVARD 5195 Willamette Dr.A St/McKilllcan construction dropped by W.Linn West Linn McLoughlin Blvd-Miiwaukie Town addition to existing 5049 Center area-phase 2 construction $ 100,000 CMAQ Milwaukie boulevard project Regional Amenity- Willamette Trolley Track/Trestle Consortium should TRANSIT 5169 Repair construction $400,000 STP/CMAQ Lake Oswego contribute 6006 Smart Transit Center/R&R land acquisition $1,172,000 CMAQ Wilsonville Regional Amenity- Consortium should RailfTrail 5165/6131 Willamette Shoreline Bike Study preliminary design $150,000 CMAQ Lake Oswego contribute TOTAL $3,072,000 • Project Substitution Requests Funding MODE RTP# PROJECT Description COST Sources JURISDICTION Comments , BoonesFerry Road Improvement design,ROW acquisition BOULEVARD 6127 Project (substitute for"A"Ave.) and phased construction $2,500,000 STP Lake Oswego Washington Street Improvement 12th- BIKE 5137 16th Street,Phase I • design/construction $750,000 CMAQ Oregon City Sunrise Corridor Unit 1 (substitute for 30%preliminary design and Clackamas County/ high priority for Clackamas ROAD MODIFICATION 5003 part of Harmony/Linwood project) engineering phase $4,000,000 STP Happy Valley County Johnson Creek Blvd.-36th-45th, 5038 Phase 4 construction $800,000 STP Mllwaukle/Porlland Boeckman Road Extension 6090 (Dammasch Urban Village) design work $1,000,000 STP - Wilsonville Boulevard South Corridor improved bike/ped transit connections (Substitute for phase 1 So.Corridor proposal-Jennings-99E TRANSIT 5135 Phillips Greenway project) related needs $350,000 CMAQ Clackamas County to Portland Total 150%and TOTAL $9,400,000 Substitution List $12,472,000 CO Clackamas Transportation Coordinating Committee Recommended Project List for MT/P Funding • New Project Proposals Funding MODE RTP# PROJECT Description COST Sources JURISDICTION Comments ROAD MODIFICATION 5066 Sunnyside Road-122nd to 132nd final design $625,000 CMAQ Clackamas County Continuation of project BOULEVARD 5135 McLoughlin Blvd., Phase I design/prelim.Eng. $625,000 CMAQ Oregon City Regional Center/2040 construct community 5157 Moialla Ave-Division to Hwy-213 boulevard $500,000 CMAQ Oregon City Could be phased Portland/Metro may share BIKE/PED 1009 Springwater East Bank Trail to OMSI construction Phase II $250,000 CMAQ Milwaukie financially(cost may reduce) TOTAL $2,000,000 ITotal Requested $14,472,000 E + $11,710,00 Is current 150%list for Clackamas County ' plus 10%=$12,881,000 plus$2,000,000=$14,881,000 allowed • • • l , { Z V RESOLUTION 01-26 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF LAKE OSWEGO ENDORSING THE SUBMITTAL OF THREE PROJECTS TO METRO FOR FUNDING FROM THE METROPOLITAN TRANSPORTATION PLAN (MTIP) FOR FISCAL YEARS 2004 AND 2005. THE THREE PROJECTS ARE: 1) THE WILLAMETTE TROLLEY TRACK/TRESTLE REPAIR PROJECT 2) WILLAMETTE SHORE LINE RAIL,TRANSIT . AND TRAIL PLANNING STUDY 3) BOONES FERRY ROAD IMPROVEMENT PROJECT, KRUSE WAY TO MADRONA STREET WHEREAS, Metro is soliciting project nominations to allocate $38 million of regional flexible transportation funds during preparation of the FY 2002 joint MTIP/STIP (State Transportation Improvement Program) update. These funds would be for projects in FY 2004 and 2005; and WHEREAS, the City staff have been meeting with the Clackamas Transportation Coordinating Committee (CTCC) which has representatives from Clackamas County, Clackamas County cities, Metro, Tri-Met, ODOT and other agency staff to develop a list of city and County projects eligible for funding and supported by the majority of CTCC members. Through a series of meetings, the CCTCC arrived at the list of projects which includes the three subject projects recommended for funding from Metro's MTIP program; now, therefore BE IT RESOLVED by the City Council of the City of Lake Oswego that: Section 1. The City of Lake Oswego endorses the submittal of the following three projects for funding from Metro's MTIP program: 1) THE WILLAMETTE TROLLEY TRACK/TRESTLE REPAIR PROJECT 2) WILLAMETTE SHORE LINE RAIL TRANSIT AND TRAIL PLANNING STUDY 3) BOONES FERRY ROAD IMPROVEMENT PROJECT, KRUSE WAY TO MADRONA STREET Considered and enacted at the regular Council meeting of the City of Lake Oswego at a regular meeting held on the 17th day of April 2001. AYES: Mayor Hammerstad , Hoffman, Rohde, Turchi , Graham, McPeak NOES: None ABSTAIN: None EXCUSED: Schoen Resolution 01-26 (revised 4/17/01) 2 Page 1of2 --e. c7401/ Jud' Hammersta Mayor ATTEST: • atA Robyn Chri e • City Recorder APPROVED AS TO FORM: ity Attorneys Office• • Resolution 01-26 (revised 4/17/01) • Page 2 of 2 .zz_