Washington County Plan Amendment DLCD File Number 008 ...

SUBJECT: Washington County Plan AmendmentDLCD File Number 008-13

The Department of Land Conservation and Development (DLCD) received the attached notice of adoption.Due to the size of amended material submitted, a complete copy has not been attached. A Copy of the adopted plan amendment is available for review at the DLCD office in Salem and the local government office.

Appeal Procedures*

DLCD ACKNOWLEDGMENT or DEADLINE TO APPEAL: Tuesday, October 29, 2013

This amendment was submitted to DLCD for review prior to adoption pursuant to ORS 197.830(2)(b) only persons who participated in the local government proceedings leading to adoption of the amendment are eligible to appeal this decision to the Land Use Board of Appeals (LUBA).

If you wish to appeal, you must file a notice of intent to appeal with the Land Use Board of Appeals (LUBA) no later than 21 days from the date the decision was mailed to you by the local government. If you have questions, check with the local government to determine the appeal deadline. Copies of the notice of intent to appeal must be served upon the local government and others who received written noticeof the final decision from the local government. The notice of intent to appeal must be served and filed in the form and manner prescribed by LUBA, (OAR Chapter 661, Division 10). Please call LUBA at 503-373-1265, if you have questions about appeal procedures.

*NOTE: The Acknowledgment or Appeal Deadline is based upon the date the decision was mailed by local government. A decision may have been mailed to you on a different date than it was mailed to DLCD. As a result, your appeal deadline may be earlier than the above date specified. NO LUBA Notification to the jurisdiction of an appeal by the deadline, this Plan Amendment is acknowledged.

Cc: Steve Kelley, Washington CountyJon Jinings, DLCD Community Services SpecialistAnne Debbaut, DLCD Regional RepresentativeGary Fish, DLCD Transportation Planner

<paa> YA

NOTICE OF ADOPTED AMENDMENT

10/14/2013

TO: Subscribers to Notice of Adopted Planor Land Use Regulation Amendments

FROM: Plan Amendment Program Specialist

· ~ 52 DLCD Notice of Adoption

This Form 2 must be mailed to DLCD within 20-Working Days after the Final Ordinance is signed by the public Official Designated by the jurisdiction

and all other requirements of ORS 197.61 5 and OAR 660-018-000

D A T E

electronic D mailed

OCT 0 9 2013

For Offic.:: U~c Only

Jurisdiction: Washington County Local file number: A-Engrossed Ordinance No. 768

Date of Adoption: October 1, 2013 Date Mailed: October 8, 2013

Was a Notice of Proposed Amendment (Form 1) mailed to DLCD? ~Yes D No Date: 5/03/13

~ Comprehensive Plan Text Amendment D Comprehensive Plan Map Amendment

D Land Use Regulation Amendment D Zoning Map Amendment

D New Land Use Regulation D Other:

Summarize the adopted amendment. Do not use technical terms. Do not write "See Attached".

Amends Washington County Transportation Plan to address State Transportation Planning Rule requirements, and achieve consistency with the 2035 Regional Transportation Plan (adopted by Metro, in June 2010). Identifies and updates Washington County transportation-related Goals, Objectives and Strategies.

Does the Adoption differ from proposal? No, no explaination is necessary

to: N/A

to: N/A

Plan Map Changed from: N/A

Zone Map Changed from: N/A

Location: N/A Acres Involved: 0.00

Specify Density: Previous: N/A New: N/A

Applicable statewide planning goals:

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

~~~~~~ D ~~~~~~~ DDDDD Was an Exception Adopted? D YES ~ NO

Did DLCD receive a Notice of Proposed Amendment ...

35-days prior to first evidentiary hearing?

If no, do the statewide planning goals apply?

If no, did Emergency Circumstances require immediate adoption?

DLCD file No. ___________ _

~ Yes

DYes

DYes

DNo

DNo DNo

houcka

Typewritten Text

008-13 (19834) [17635]

Please list all affected State or Federal Agencies, Local Governments or Special Districts:

ODOT, FHWA, Metro, TriMet, cities and special districts in Washington County.

Local Contact: Steve Kelley, Senior Planner Phone: (503) 846-3764 Extension: n/a

Address: 155 N. First Avenue, Suite 350-14 Fax Number: 503-846-4412

City: Hillsboro Zip: OR E-mail Address: [email protected]

ADOPTION SUBMITTAL REQUIREMENTS This Form 2 must be received by DLCD no later than 20 working days after the ordinance has been signed by

the public official designated by the jurisdiction to sign the approved ordinance(s) per ORS 197.615 and OAR Chapter 660, Division 18

1. This Form 2 must be submitted by local jurisdictions only (not by applicant).

2. When submitting the adopted amendment, please print a completed copy of Form 2 on light green paper if available.

3. Send this Form 2 and one complete paper copy (documents and maps) of the adopted amendment to the address below.

4. Submittal of this Notice of Adoption must include the final signed ordinance(s), all supporting finding(s) , exhibit(s) and any other supplementary information (ORS 197.615 ).

5. Deadline to appeals to LUBA is calculated twenty-one (21) days from the receipt (postmark date) by DLCD ofthe adoption (ORS 197.830 to 197.845 ).

6. ln addition to sending the Form 2 -Notice of Adoption to DLCD, please also remember to notify persons who participated in the local hearing and requested notice of the final decision . (ORS 197.615 ).

7. Submit one complete paper copy via United States Postal Service, Common Carrier or Hand Carried to the DLCD Salem Office and stamped with the incoming date stamp.

8. Please mail the adopted amendment packet to :

ATTENTION: PLAN AMENDMENT SPECIALIST DEPARTMENT OF LAND CONSERVATION AND DEVELOPMENT

635 CAPITOL STREET NE, SUITE 150 SALEM, OREGON 97301-2540

9. Need More Copies? Please print forms on 8% -112xll green paper only if available. lf you have any questions or would like assistance, please contact your DLCD regional representative or contact the DLCD Salem Office at (503) 373-0050 x238 or e-mail [email protected].

http://www.oregon.gov/LCD/forms.shtml Updated December 6, 2012

Continued from September 24, 2013

AGENDA

WASHINGTON COUNTY BOARD OF COMMISSIONERS

Public Hearing - Third Reading and Third Public Hearing Agenda Category: --~3..!1_<!. _!2~~-& Transp_or!_~~~!l_;_~()_':l_!11Y_GQ':I_I]~~!_ ____________ _____ ~_~Q- ~_LQ __

Agenda Title: PROPOSED A-ENGROSSED ORDINANCE NO. 768 - AN ORDINANCE AMENDING THE TRANSPORTATION PLAN ELEMENT OF THE COMPREHENSIVE PLAN

Presented by: Andrew Singelakis, Director of Land Use & Transportation __ !\_!!in R£121?.1 eye a, .. C()_~.!}_!y_g9._\!!l_se1 ____________________________________ __ ·-·---·------

SUMMARY:

A-Engrossed Ordinance No. 768 proposes to amend the Washington County Transportation System Plan (TSP). The ordinance makes significant changes to the TSP modifying and updating all transpmiation strategies and policies including reorganization into goals, objectives and strategies. A-Engrossed Ordinance No. 768 is posted on the county's land use ordinance web page at the following link:

http://www .co. washington .or. us/LUT /Div isions/LongRangePiann ing/20 1 3 -land-use-ore;! inances.cfm

After the Board's initial public hearing on August 6, 2013 the Board directed engrossment of the ordinance to include changes recommended by the Planning Commission (PC).

A staff report wil l be provided to the Board prior to the October 1, 2013 hearing and posted on the above land use ordinance web page. Copies of the report will also be available electronically and at the Clerk's desk prior to the meeting.

Consistent with Board policy, testimony about the ordinance is limited to two minutes for individuals and five minutes for a representative of a group.

Clerk's Desk Item: Staff Report (click to access electronic copy)

DEPARTMENT'S REQUESTED ACTION:

Read A-Engrossed Ordinance No. 768 by title only and conduct the second public hearing on the engrossed ordinance. At the conclusion of the hearing, adopt A-Engrossed Ordinance No. 768 and associated findings.

COUNTY ADMINISTRATOR'S RECOMMENDATION:

I concur with the requested action.

Agenda Item No. S.a.

ADOPTED Date: I 0/01 / 13

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FILED

BEFORE THE BOARD OF COUNTY COMMISSIONERS

SEP 0 6 2013 Washington County

County Clerk

FOR WASHINGTON COUNTY, OREGON

A-ENGROSSED ORDINANCE 768

An Ordinance Amending the Transportation Plan Element of the Comprehensive Plan

The Board of County Commissioners of Washington County, Oregon ("Board") ordains as

follows:

SECTION 1

A. The Board recognizes that the Transportation Plan Element of the Comprehensive

Plan (Volume XV) was adopted on October 25, 1988, by way of Ordinance Nos. 332 and 333, and

subsequently amended by Ordinance Nos. 343,382,409,419,426,432,450,463,470,471,473,

474,480,483-485,493,494,503,5 15 ,526,537,542,546,552,556,588,601,609,611,626,627,

631,642,649,663,674,683,712,713,717,718,730,739,744,749,750, 760,and767.

B. As part of its ongoing planning efforts including review of current policy and plan,

existing conditions, and possible future expansions, Washington County has determined there is a

need to update the Transportation Plan to provide direction, identify needs, and address

transportation-related issues. The Board takes note that such changes are for the health, welfare,

and benefit of the residents of Washington County, Oregon.

C. Under the provisions of Washington County Charter Chapter X, the Department of

Land Use and Transportation has carried out its responsibilities, including preparation of notices,

and the County Planning Commission has conducted one or more public hearings on the proposed

amendments and has submitted its recommendations to the Board. The Board finds that this

Page 1 - A-ENGROSSED ORDINANCE 768 13-52 14

WASHINGTON COUNTY COUNSEL 155 N. FIRST AVENUE, SUITI·: 340

HILLSBORO, OR 97124 Pi lONE: 50}846-8747 - FAX: 503 846-8636

Ordinance is based on those recommendations and any modifications made by the Board are a

2 I result of the public hearings process;

3 D. The Board finds and takes public notice that it is in receipt of all matters and

4 1 information necessary to consider this Ordinance in an adequate manner, and finds that thi s

5 I Ordinance complies with the Statewide Planning Goals, the standards for legislative plan adoption

6 I as set forth in Chapters 197 and 215 of the Oregon Revised Statutes, the Washington County

7 I Charter, the Washington County Community Development Code, and the Washington County

8 I Comprehensive Plan.

9 I SECTION 2

10 I The following Exhibits, attached and incorporated herein by reference, are hereby adopted

11 I as amendments to the following documents :

12 I Exhibit 1 (68 pages)- Amending General Policies;

13 I Exhibit 2 (6 pages) - Amending Introduction ;

14 I Exh ib it 3 (6 pages) - Amending Background ;

15 I Exhibit 4 ( 1 pages)- Amending Guiding Principles;

16 I Exhibit 5 ( 4 pages) - Amending Goal 1: Safety;

17 I Exhibi t 6 (5 pages) - Amending Goal 2: Economic Vitality;

18 I Exhibit 7 (4 pages) - Amending Goal3 : Livability;

19 I Exhibit 8 (4 pages) - Amending Goal 4 : Natural Environment;

20 I Exhib it 9 (1 page) - Amending System Design;

21 1 Exhibit 10 (14 pages) - Amending Goal 5: Mobil ity;

22 I Exhibit 11 (2 pages) - Amend ing Goal 6: Accessibility;

Page 2 - A-ENGROSSED ORDINANCE 768 W AS HINGTON COUNTY COUN SEL

155 N. FI I(ST AVI.'NUI', SU IT! ' 340 H l i.I SBORO, OR 97 124

I'IIONI: 503 846-8747- FAX: 503 846-8636

13-52 14

A

Exhibit I2 (3 pages) - Amending Goal 7: Connectivity;

2 I Exhibit I3 (6 pages) - Amending Goal 8: Active Transportation;

3 I Exhibit I4 (3 pages)- Amending Implementation;

4 I Exhibit IS (4 pages) - Amending Goal9: Coordination;

5 I Exhibit 16 (5 pages)- Amending Goal 10: Funding;

6 I Exhibit I7 (6 pages)- Amending Goal 11: Maintenance; and

7 I Exhibit 18 (14 pages)- Amending Glossary.

8 I SECTION 3

9 I All other Comprehensive Plan provisions that have been adopted by prior ordinance, which

10 I are not expressly amended or repealed herein, shall remain in full force and effect.

II I SECTION 4

12 I All applications received prior to the effective date shall be processed in accordance with

13 I ORS 215.427.

14 I SECTION 5

IS I If any portion of this Ordinance, including the exhibits, shall for any reason be held invalid or

16 I unconstitutional by a body of competent jurisdiction, the remainder shall not be affected thereby and

I7 I shall remain in full force and effect.

I8 I SECTION 6

19 I The Office of County Counsel and Department of Land Use and Transportation are

20 I authori zed to prepare planning documents to reflect the changes adopted under Section 2 of this

21 1 Ordinance, including deleting and adding textual material and maps, renumbering pages or sections,

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Page 3 - A-ENGROSSED ORDINANCE 768 WASHINGTON COUNTY COUNSEL

155 N. f' IRST AVENUE, SUITE 340 HI1.15ll01\0, OR 97124

!'!lONE: 503 846-8747- FAX: 503 846-8636

13-5214

and making any technical changes not affecting the substance of these amendments as necessary to

2 I conform to the Washington County Comprehensive Plan format.

3 I SECTION 7

4 I This Ordinance shall take effect on December 1, 2014.

5 ENACTED this hl day of Oc\obe< , 2013, being the 3< d reading and

6 I 3i_d_ public hearing before the Board of County Commissioners of Washington County, Oregon.

7 I BOARD OF COUNTY COMMISSIONERS FOR WASHINGTON COUNTY, OREGON

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DOPT

First A READING !J.gu.:;-\ c Second Sop\ A' ZOI3 ( "-"'l'"""'""+

Third crob e < 2. g 2 . O cds:rc:c=\ ') I 0 \3 Oc +obe c 1 ~

Fourth Firth _____________ _

Dv.'\c. \<, 'Sc..\ou\-e '(\, VOTE: Aye: H e.\ \ oows\<.j 1 ~o~:> , \ e n'i RccorclingSecretary: A. 'OA D . N.,.,o\c..

&?4 !_]~

RECORDING SEC

PUBLIC HEA RING First l\'-43!..\ .s -\- {., 1 20 13 Second '5s:p h :mbc: c 2<{ , z D\.3 Third Oc\-o'nc r 1

1 2 0\ 3

Fourth ___________ _ Fifth ------------------------

Nay: e>V\-.::.

Date: Od-nb c:::r 1 1

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Page 4 ... A ·ENGROSSED ORD INJ\NCI: 76H 1:1 -521·1

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A-Engrossed Ordinance No. 768 Exhibit 1

August20 , 2013 Page 4 of68

ASSOCIATED WITH THE TRANSPORTATION SYSTEM AND ITS IMPROVEM ENT, OPERATION AND MAINTENANCE.

Straterries:

3.1 Ensure that the Transportation Plan is consistent with statewide planning go~ls and federal , state and regional requirements. and suooorts land uses in aoolicable comorehens1ve olans .

3.2 Apprise appropriate agencies of proposed transportation projects in a timely manner to ensure coordination, identif)· project related environmental issues and address applicable federal, state and re!! ional air. water. vt'etland and noise re!!ulations. standards and desi!!n guidelines.

3.3 Utilize th e project development process to identif)·, then avoid, limit and/or mitigate potent ial adverse imoacts to the natural and built environments.

·t , De,elopment . . . Plan and the Communi )• ""' 4 Use system des ign guidelin_es andd cr~~:::n~ul:~~n::~:~~~:. , complement planned adjacent land J . Code to promote conserva:lon an e h built and natural environments.

uses and mitigate adverse lmoacts to t e

3.5 /\ddress potential impacts of long distance trips on neighborhoods or communities by I) ensuring that the major elements of the transportation system are designed to adequately accommodate these trips and 2) designing and managing local systems to accommodate loca l trips and to discoura!!e len!! distance trios .

3.6 Provide fle><ibility at the plan and project development levels to respond to location specific considerations, consistent with environmental , community and transportation system objectives and safetv.

Svstem Fundinrr Backrrround

. necessary to achieve the types . , t ms and se rviCes . I , . . t as , fund transportation S) s e . . ho" ' to do it eq ultab ) IS JUS Detenn;n;ng how to ~~·;.~•t:lfs a major challeoge, but dete~~'~'"~etw~eo those wh o create needs t' I and I eve Is of""'"' TIe "oo . ';s p lao seelts lo estab hs lA " .. 'ces Because much of the ~ca . 1 nt L;l<e ;ts P"decessoiS, tl ;b;t;ty to Pftl' fur those seh I . C ty and ffiurteeo Cities '" tmpot a · . and the respoos .. 'til' by the ouo

T · ,d serv1ees · d "eloped 1011 1 1 utH;ze ffiellt>es "" . . tern ;mprovements IS O> . oo rd;oahoo amongoco Amd;ng for traosportatton sy:d ses the need for eoos;stency aod e ·k ... h;eh ;s theo more folly

· I" , also a res · I" y framew01 ' " the county, this po IC) . I , out the bas ic fundmg po JC

oovernme nts. This sect ion a) sF mding and Financing Element. develooed in the Plan 's Svstem l

4.0 SYSTRl\4 FT Jl'H)TNG POLTC:Y

IT IS THE POLICY OF \VAS HINGTON COUNTY TO AGGRESSIVELY S EE K /\~EQUATE ,;l'JO RELIABLE FUNDING FOR TRANSPORTATION FACILIYIES AND SERVICES, l .NO TO EJ',SURE THAT FUND ING IS EQU ITABLY RAISED AND ALLOC ,TED.

abcdef Proposed additions a9We.f Proposed deletions

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August 20, 2013 Page 8 of 68

necessary t · 13 . o provide accepta131e . u!ld for reasons of ph ·sica . peak penod motor vehicle

hou' veal< tmvel oedoJ stan~~::~:~ a:::~' eost, th~ pion ;:::~:·:,::would b: ext,emoly difHeult to e as Deficlenc" "re s or corndors '"here tl . I 1 i as . n liS tVlO

The Plan also esta131 ishes Study Areas areas where a general need has seen identified 13ut a determination ofhovl to meet that need is yet to 13e developed. Several ofthese study areas are also identified in the Regional Transportation Plan, and it is anticipated that in most cases, the additional study necessary to define specific solutions in these areas will occur at the regional level.

The Plan also identifies prol31ems in the rural area, where many intersections have major traffic flo•n'S during peak periods. These peak 'Neekday volumes frequently exceed the capacities provided 13y rural traffic controls, and major vehic le queues and delays can occur. Other rural area transportation issues include the direct driveway access to relatively high speed roads; conflicts \Nith rural agriculture, forestry , farming and resource activity ; non standard roadway designs and substandard condition ; and, during certain oarts of the dav. commuter traffic .

n.O ROAD\VAY SYSTRl\4 POT JC:Y

IT JS THE POLICY OF \VASHINGTON COUNTY TO ENSURE THAT THE ROAD¥/AY SYSTEM IS DESIGNED IN A Mi\NNER THAT ACCOMMODATES THE DIVERSE TRAVE L NEEDS Of ALL USERS Of THE TRANSPORTATION SYSTEM.

StrnfPf7iPs ·

6. 1 Provide a roadway system necessary to support travel demand associated with anticipated future development of land uses identified in the County ' s Comprehensive Plan at or setter than the standards identified in Tal31e 5 and consistent with oolicies identified in this olan.

6.2 Design and implement a roadway system with characteristics necessary to encourage and support non auto travel and not negatively imoact neighl3orhoods.

6.3 ldentif)' and implement projects necessary to improve performance and reduce system design deficiencies in roadway corridors and segments that are operating or forecasted to operate at less than acceota131e standards as identified in Ta131e 5.

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August20, 2013 Page 10 of68

• VeAiele performanee sAall be determined by using volume to eapaeity ratios. Volume to Capaeity equivaleneies to LOS are as follows: LOS C V/C of 0.8 or lower; LOS D VIC of 0.81 to 0.9; LOS e VIC of 0.91 to 0.99. FurtHer diseussion of \'ehiele performanee is provided in IRe Teehnieal Appendi1L

4 Firslllour is defined as tAe AigAest Aour oftAe day. Seeond hour is defined as the Aour following tAe first Aour.

5 For leeation referenee see IRe Defieiene)' Area Map. Defieiene)· areas do not affeet de\·elepment re\·iew, but apply for planning purpos6s. Not all plaeeholder prejeets in study areas soh·ed IRe predieted problems; it is anlieipated IAat further study will address IRe issues

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•

DEFICIENCY AREAS


August20,2013 Page 11 of 68

Deficiency areas result from an evaluation of2020 conditions based upon the projects identified in this plan being in place. Even '>'lith the planned projects certain facilities, system elements and sub areas are e>€pected to OJ€Ceed the acceptable performance measures defined and no appropriate feasible solution has been identified. Additional strategies to raise the motor vehicle performance in these areas, if any, •,yiJI be approached on a case by case basis.

§~ t A rringten: d trnents Dunng the pea c peno , . . 1 · d left hand turns Carnell 2~,. II is to be considered for boulevar trea ., . , .fficult to make. Future growth In This 5 lane sect JOn of ~o;:e th streets and driveways on to Com.ell) are ~ ~?· t f fied and further studY is needed. (particularly fro.~ Nort ou b t this oroblem. No solution IS current T I en I . Hillsboro is antJCmated to exacer a e

Carnell Dale te Cedar Hills BIYd.: The section of Cornell from Dale to Cedar Hills Boulevard is currently being designed for a 3 lane boulevard improvement. The design of this section tlliough the Cedar Mill Town Center has many trade offs and many decisions about these were made as part of the Cedar Mill Tovm Center planning process. It is realized that construction to 3 lanes will not support future peak period traffic demand. Considering the overall transportation system, right of way impacts and the Town Center environment the decision was to limit the number of lanes. This oroYides an emohasis on the bicvcle and oedestrian environment rather than motor vehicle mobilitY.

Farmington Kinnaman te Heel<en: Future forecasts show this segment as being significantly congested even with 7 lanes. Decisions regarding the future needs of this facility are being deferred until after the results of the Tualatin Valley Highvlav corridor studv.

Murray \\'all<er te Breel<rnan: Future forecasts show this segment as being significant ly congested even with 7 lanes. Grade separation is being considered at the intersections with Farmington and Tualatin Valley Highway. Additional improvements haYe not been identified.

Walnut/Caarde Barrows te Highway 99W: An EastN/est Arterial connection in the Tigard area is needed in the future. The neighborhood nature of the East/West routes precludes development of such a faci lity. The deficiency itself is a problem on both Walnut and Gaarde. Both are projected to marginally eJceeed standards, but the constrained nature of the eJ€isting land uses orecludes anv easv so lution.

Beaverton Regional C ente r: . I C . . th RTP Bea"erton has historically been defined as a .d .fi d "~ea of~pecm onceln m e . r . UlJ:d th This area has been 1 ent1 e as an'"' d I' ·t f s that hea"y tlt~ough traffic bnngs. n I ee . .th b th the ad"antages an Jml a lOR ~~ .t I crossroads of transportatiOn, WIO r ~ I C t B s of commerce in Washington County, I a so d I h B "Orton R egJOna en er a ~cu n leve l of access has helpe ~ace~ eear ' d thou h streets isolate some parts of the area. These presents barriers to local CJrculatJOn where congest~ , . r d g .t t ategies to improve connectivity in the Beaverton congestion problems persist in the 2020 system ana ) SIS, espl e s r Regional Center.

Washington SfJuare Regional Center: Washington ~quare, while not being defined in the RTP as an Area of ~pecia l Concern, is predicted to have sign ificant congestion in the future. Congest ion related to highv>'ay interchanges and Arterials in the area is being addressed though ongo ing planning activities. Current ly proposed solutions may not achieve the acceptable oerformance standard .

Highway 99'\' 1 § This area has~been id te ~urham Read : eJctensive ly in severafn~lfi e~ as an Area of ~pecial . planned that " ' ill I p annmg efforts U!hil . C?ncern m the RTP Th. I I II • " ve the . . " 'mmoc '"' ~ . ,,., . ., h e ;:;:;;:;,:~";:;assumed ffe':~g:',~"~;'""lem '"the hf~=::":'~" "" '"';,;patad:;~,,::•:,;';;'wed aud ''"d;ad Sal,,;'"' ~.~;·~,~ ;~~:~~::.n:,~"" g~::~:.~~~!::~ ;~;:: ~h~; Ia:::!~~:;';!!~);';;;:::, plaoe~~~~;~~~~=:~~ 7

. apaCJty . Many of these t . ong Hlghviay 99W and

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nps access the local b . us messes.



Tualatin Tawn Center: The Tualatin Tovm Center has been identified as an Area of Special Concern in the RTP. Nevi street connections and capac ity improvements parallel to 99W and I 5 help improve local circulation and maintain adequate access to the industrial and employment areas in Tualatin . However analysis shO'I>,'S that several streets will continue to be con2'ested in Tualatin desoite the new routes orovided.

6.4 Implement the roadway system in a manner that enhances accessibility by all modes by developing oroiects necessarv to address access deficiencies.

6.5

6.6 Design and manage the transportation system to minimize mccessive traffic volumes and speeds on Neighborhood Routes and Local streets, while maintaining adequate neighborhood access.

. ro riate consistent with the Regional . 6 7 Develop County Street Destgn standa~ds,.as ap~·tl pd 'Ct:eatinP" Livable Streets Street Destgn

. Transportation Plan and Metro ' s publtcatton en I e o

Guidelines for 2040' .

6.8 Until the revisions contemplated in Strategy 6.7, above, are completed, consider the street design characteristics set forth in the Regional Transportation Plan and Metro ' s publication entitled 'Creating Livable Streets Street Design Guidelines for 2040 ' during development reviev.· and project development, '"''hen construction or reconstruction is proposed on roadway segments and intersections identified on the Regional Street Design Overlay Map, either in association 'With orivate develooment or as oart of a oublic oroiect.

6.9 Identify and prioritize roadway capital improvements through the Transportation Capital lmorovement Program .

6.1 0 Identify and mitigate potential impacts of roadv!'ay system improvement projects on the bui It and natural environments utilizing the transportation project development and development reviev; orocesses.

6.11 Require new development or redevelopment projects to comply with loca l street con nect ivity, access manageme nt, park ing and other applicable regulations in the Community Development Code. the Comm unitv Plans and the Rural/Natural Reso urce Plan.

6.12 There continues to be considerable discussion in the Washington County comm unity about how best to define and address north south circulation and capacity needs in the western urban areas between Hillsboro and the Tualatin/Sherwood area. This Plan identifies these needs and the facilities , programs and services necessary to accommodate them in a manner that is cons istent with State, Regiona l and other local government transportation plans . This approach includes planned construction of numerous large projects within the Urban Growth Boundary and requires acceotance of severa l "deficiency areas" throughout th e County .

. " .. , , t define and meet these . b " . '"!~ eth er alternat1 • e "a) so . h In recogniti on of the substantial de ate o~;•" t I" e"p lored th e Board has determined t at o . . d I "e been a eq ua e 1 " , north south Circulation nee s~a~

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additional attention should be given to this issue. This study should exaH'Iine the effects of commuter rail and all other possible improvements along existing and proposed roads or corridors, including the possibility of a north south circumferential highway. The £tudy should also consider, among other things, relevant land use laws, regulations, goals and objectives. If the £tudy recommends amendments to the Transportat ion Plan and identifies new projects not found in the 2002 Yersion of the County's Transportation Plan, these issues shou ld be addressed during a future appropriate ordinance period and in coordination ·with other affected planninf! af!encies.

Trarlsvortatiol"l Svstem 1'/arw~ement Back~round

Programs that allovl better use of the e)tisting transportation system benefit all users. Transportation £ystem Management (T£M) is a general term used to describe techniques for increasing the efficiency, safety, capacity and/or le"''el ofseryice of a transportation facility without major new capital improvements. This may include signal improvements, fac ility design treatments, access management, HOY lanes, ramp metering, incident response, targeted traffic enforcement and programs that smooth transit operations.

The federal Intermodal £ fi de,.,:el_o~~e~t oflntelliget:tr ;r:: Transp?rtation Efficiency Act of 1 . . !: IRitlatlvo was r<!taiooll io t~s:;""''"" Sy~tem (ITS) toshoolo~~ (ISTiiA) mitiatoll support for

::;';!"::'.:O",~:;;:'I!ie~=~~~:::~~~;::s::::::r ~;;~~s~:: ~:e'~:!~7::t::;:;t;; ~;s:.::~i~::; OD~elm;~:,;~stems (ATMS). A '~l~e~:1oi::l;: tffto~po~otio o systems ::e::~:ete~7~o logies to optirn i.e rei . . '"' spoosoFe6 Portlaoll ' o ••g•oo s p laooe6 ' n o 'ooeell tfftffie loc~;o;~h•p 7etweoo hig~ speed lim::•, ,TMS plao publis~ed io ~9:~:ys;•; is 6ossribe6 io t~e

"""" s aoll G II , assess thr I . le" '4S I ::tE::~~::;:.::~:~=~~:~:::~"~::~:::ip~:.::;;~~~"s~~~;r:::;!£:r:E~. '"'" sb'eet maoa.emeot S"St . " sostloo sails for So· ·ol c maoagerneot for ' em and Traffic Manaf!ement Cv opment and management of

enter.

Access management, traffic calming, and faci li ty design are important e lements of managing the transportation system. Access management reduces conflicts bet\veen through movements and vehic les turning off and onto the roadv,.ay , as well as conflicts between motor vehic les and pedestrians or bicycles. Facility design addresses road\Nay safety and operations with striping, geometry, turn movement channelization, and other minor roadway reconstruction . Traffic calming devices may be app li ed to local streets and neighborhood routes . Traffic calming devices protect neighborhoods from intrusion of through traffic seeking to avoid congestion, and help protect neighborhoods from speed violations. Traffic ca lming techniques include signage, speed bumps, curb e>,tensions, traffic barriers, narro'v.'ed travel lanes. planted medians and other features .

7. 0 TRANSPORTATION SYSTEl\4 l\4ANAGEl\4ENT (TSl\4) POLTC:Y

IT IS THE POLICY OF WASHINGTON COUNTY TO EFFECTIVELY MANAGE THE URBAN ARTERIAL ROADWAYS WITHIN THE COUNTY.


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•,yeight limited to prohibit use by heavy vehicles. Washington County also identifies functionally obsolete bridges that are narrow and require \Yidening. The existing conditions of County maintained bridges are identified in the Technical AooendiJL

g_o ROADWAY ~AFRTY POLTC:Y

IT IS THE POLICY OF WASHINGTON COUNTY TO PROVIDE A ROADWAY SYSTEM THAT IS SAFE FOR MOTORISTS. PEDESTRIANS AND BICYCLISTS.

StratefTies:

8.1 Identity motor vehicle, bike and/or pedestrian safety problems on County roads and develop a list of nroiects necessarv to e liminate deficiencies.

8.2 ldentif)' access management problems and apply access management standards as set forth in the Community Develooment Code in order to reduce traffic conflicts and imorove safety.

8.3 Ensure adeauate access and mobilitv for emer2:encv service vehicles throu2:hout the svstem.

8.4 Uti lize the Safety Priority lndeJ< System (SPIS) to help evaluate the priority for safety improvements on County roads .

8.5 Work with other agencies and organizations to provide bicycle and pedestrian safety and education nro2:rams.

. "fy barriers and hazards to . . . d".,idual schools, to Jdentl . d" improvements 8 6 "'erl• with seheel d islfiels, I ~eel;:~:d ·::~ sehee I. Develop strategoes ~ ~7.~:!ets 1" the · " · d bieye mg · · ·t ' le theseo P ' · 1 ehildree walloeg ""]; iers aAd ha<ar8s aAd gove pnen~ 8 !loa TraAsportatieA Gaplla

designed to reduce these a:r d Maintenance Work Program an ty Operations an · \Vashington Coun

Imorovement Pro2:ram.

8.7 Provide street li ghting along all ne\N streets within the urban area.

Rnadvv'O'o' ft.tf.aiHfeHarwe Rackf7rAuHd

The Road\ovay Maintenance section contains a policy and strategies to ensure adequate general maintenan ce of the Countv's 1.271 mil es of roadwav and I 81 brid2:es.

Of the I ,27 1 mil es of maintained roadwa , ab . . Nearly 300 of the 670 miles in th e rural a~~a a;;'t 600.:n~les are Ill the urban area and 670 in the rural area. evaluated through the Pavement ~4an S unpa • e l_oc al roadways . Pavement conditions are a" . p . age ment ystem, whIch analyz " . ew ge avement Co nditi on Index (PCI) t I _es pa~ ement structure and assigns an to . t . . o eac 1 section of pa"ed road" ' w I .

main am Its paved roadways in Fair or Bette r cond. . , ,: .~, ay . "as Hngton County str ives decade Washin2:ton Co unty has imoroved the co d .f ItiOI~ ~ Ith P~ls of 50 or greater. Over the past

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n ' Ion o tts maJ or road svstem si2:nifi cantlv. so that the



Col lector and Arterial system now eJchibits the Very Good rating with average PCI's ranging from 84 to 87 .

The bee 1 . _ a road system I I atmg ·v.·ith average PCI1as tot fared as well as the m . faftfiermme mo'e th so 61, Bat 17 pement oft! OJOf system. Overall Local . qaality that ,',acie . a~ halfofthe '"'"I Local ~·Local road system h.:S p ooads exhiBit a fair

' S sogn I~C ti fOa " 'OJ'S OOr to ' le · , p averaee PCl Bv funch,};~a~ y after winte' rains an;J: .~r~ aopaved (gravel) with t; "?loor r~tings .

a c ass os contained in tH T ea:; veHoele ase. Mer d . a.~ sa,faemg e echmcal Aooendix. e etatled mformation about

9.0 ROAD\VAY ~vfAil'~TENANCE POLICY

IT IS THE POLICY OF \!/ASHINGTON COUNTY TO ENSURE THE ROi\DWAY SYSTEM IS STRUCTUR/\.LLY SOUND AND /\DEOUATELY MAlNTi\INED.

Stratef7ies:

9.1 Identifv current and future Countv roadviav maintenance and reconstruction needs .

9.2 Carry o t · u mamtenance acti" it i Proe:ram. ' es through the annual Washin t C g on ounty R d M . ~ea. amtenance

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l"hmctional Classification Backwound



T~e Functional c.Jassification section describes the hierarch , .., , , . . S) stem, and provtdes direction with regard to a r . ) o~ roa~way t) pes, thmr relative roles in the section references and is to be used in . ~p op~tate classlf'icat ton criteria and faci lity design This

t; (/) ;j"

iE ~ ~ (/) u ~

~~ -5. :>

contunct!On wtth the Functional Classification Svstem Mao:

M OBILITY

NO LOCAL TRAFFIC

{more motJJIJly)

igure 2: Relationship Between Functional Classification, Mobility and Access

R•leren,•: Des!oo ar Urbwn SJrrels, f HWA

While not part ofthe Functional C lassification System, the Rural Resource Route designation in the rural area is used to differentiate and give higher maintenance priority to the subset of local roadways that are most important to the rural economy. While the 1988 Plan required a plan amendment to remove or apply the Rural Resource designation, this Plan proposes addressing these roads at a program rather than plan level to a llow more flexibi lity in responding to the changing locat ions of active farming, mining and timber harvestin2' activities .

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10.0 FTJNCTIONAL CLASSIFICATION POLICY



IT IS THE POLICY OF WASHINGTON COUNTY TO ENSURE THE ROADWAY SYSTEM IS DESIGNED AND OPERl\TES EFFICIENTLY THROUGH USE OF A ROADWAY FUNCTIONAL CLASSIFICATION SYSTEM.

StratefJ"ies_·

1 0.1 Apply the \Vashington County roadv,ray S)'Stem functional classification system described belo'N and illustrated in the Functional Classification System Mao (See Figures 4a f).

Functional Classification Descriotions:

A. Prineipal Arterials (Freeways and Highways) form the backbone of the motor vehicle network. These routes connect over the longest distance (sometimes miles long) and are spaced less frequently than other Arterials or Collectors. These highways generally span several jurisdictions and often have statewide importance. At a minimum, highways that are classified by ODOT as Interstate or Statewide Highways are considered Principal Arterials. I mo01·tant characteristics of Princioall\rterials include:

• Freeways have the highest level of access control, including grade separated interchanges. No at grade driveways or connections are allowed.

• Highways generally have limited at grade connections.

• Freeways and higlvNays provide connections for the movement of people, services and goods between the central city, regional centers and destinations beyond the region.

• Principal Arterials that aren't freeways \Nill be managed to minimize the degradation of caoacitv while oroviding limited access to abutting orooerties.

B. A•·te.-ial StJ·eets interconnect and support the Principal Arterial highway system . Arterials intended to provide genera l mobility for travel within the region. Correct ly sized Atierials at appropriate intervals allow through trips to remain on the Arterial system thereby discouraging use of Local streets for cut through traffic. Arterial streets link major commerc ial , residential, industrial and institutional areas. C haracteristics of /\rteria ls include:

• Arterials serve as primary connections to Principal Arterials, and should also connect to other Arterials, Collector and Local streets, where appropriate.

• Arterials in the rural area provide urban to urban secondary connections to neighboring cities, and farm to market access behveen urban and rural areas. Urban to urban rural Arterials provide key connections to the regional motor vehicle system and 2040 land use components inside the urban gro•;.rth boundary. Farm to market rural Arterials provide farm to market access between urban and rural areas. Most rural Arteria ls serve a mix of urban to urban and farm to market traffic.

• Arterials provide freight movement in support of Principal Arterials.

• Arterials have moderate access control for cross streets and driveways . Typically, res idential drivewavs are not allo·n<ed access to Arterials.

C. ~olleetor StJ·eets provide both access and circula i b , , . . Industrial and agricultura l communit" . d It onet_" een restdenttal , commercia l,

' ateas an tle Artenal system. As such. Collectors tend

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Table 6: Functional Classification Desian Parameters

Principal Arteria ls & Arterials"'

Collectors3;4

Special Area Collectors

Neiahborhood Routes

Specia l Area Neighborhood ~-

Commercial/Industrial

becals

Specia l Area Local Streets"'

+ ¥es a ¥es J ¥es ~ ¥es

a ¥es J ¥es ~ ¥es

J ¥es ~ ¥es

~ Ne

~ N¢

4 Ne J ¥es ~ Ne

4 N¢

J N¢

~ N¢

~4 ' Travel 'Nay Ne

~ 9' Travel Way Ne


August20, 2013 Page 26 of 68

~~~Feet ~ ~ ~ OO+eet ~ OO+eet ~

~ ~ ~ ~

~ ~

~ 4-e-F-eet 4Q...F.eet ~

~ ~

44-Feet ~

~ ~ 64--Feet ~ 64--Feet ~

~ 64--Feet ~ ~ 4-e-F-eet 4Q...F.eet

~ ~

~ ~

' VVhile these facilities do not include bike lanes, they do include wide travel lanes of~ 4 feet due to constrained right of wav 'Nidth see FOotnotes~ and 5.

Nete&.

1 The maximum number of travel lanes that can be buill without a plaA-amefl€1menl is identified on the 'Road Lane t>Jumbers' map in the Transportation Plan. This plan level decision establishes the lransportalieA-syslem capacity necessary to adequately serve future travel demands identified in the plan. The number of lanes required to accommodate turning movements at intersections and interchanges will be determined through traffic analysis conducted during the transportation proje€t-tievelej3menl process. This project level decision identifies physical impFevemeAl&-Aecessarv at or near intersections aREl

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August20,2013 Page 27 of68

. ·n the s ·stem capacit~· identified in the Plan. Improvements may interchanges to safely and efficiently move toward att~:n: ~ k!ad\:•ay to accom~odate 'Neaving, merging, speed changes, or include tum lanes and auxiliary lanes adjoining the ~~a.e e t r A ~·i·ap· lanes to address spot area capacity and .s~fety needs other purposes supplementa~ to through traffic moveme: · a~·~X~~ :;nd an intersection. Opportunities for public IAV~Ivement may extend between intersections (Including Interchange ~ d fi~ed in IAtashington County's adopted Transportation

· 1 t le"el are pro"lde as e H · · ~ bile at the transportation pFOJect deve opmen.~.~&O 93 124 August 25 1993). Additional opportunltlesor pu t p bl" 1 "OI"ement Guidelines · n ' Project Developmenu IGR·~.vd~ b, Article "II of the Community Development Code. articipat1on are available as pro •I e Y" • . .

P A rials includin Special Area Collectors. Six foot .,.~Ide: stnped and 2 Bike"'ays are required on all urban Collectors and nrte b , i Tf s ~xcept "'here special constraints exist; lA these areas,

n ct d 1 g these ur anac11 1e " · t d stenciled bike lanes shall be constru e a on T d back to six foot bicycle lanes when the constrain en s. 14 foot wide, outside travel lanes may be used and tran~ l~ne . "'hich facilities are intended to have bikeways. These Outside of the UGB, refer to the Bicycle Sy~em map to e ermine .. bikeways mav be a minimum of four foot 'Nide paved shoulders.

3 Maximum right of way and pavement widths identified here are, as a rule, the maximum that can be built on roadway segments without an amendment to the Transportation Plan. However, plan amendments will not be required when it is determined during the project development or development revimv processes that these maximums should be exceeded to accommodate topography or project level refinements associated with wider than standard pedestrian facilities; bus pullouts; on street parking; project impact mitigation measures; and intersection, interchange or other project features identified as necessary for safe, efficient operation of the planned transportation system. All intersections along Arterials and Collectors shall be planned to include right of way necessary for tum lanes within 500 feet of intersections, based on a 20 year analysis of intersection needs. Actual right of way requirements may be less than the maximums specified in the table based on roadway characteristics and surrounding land uses. On two and three lane urban Collectors, right of way may be reduced to 60 feet and maximum paved width may be reduced to 36 feet through the land development or project development processes when there is a finding that a tum lane is reasonably unlikely to be needed based on anticipated future development and traffic analysis. /\cquiring adequate right of way is important to avoid unnecessary and costly future roadway system improvement impacts. Efforts should be made to specifically define project/roadway right of way requirements during the project and/or land development processes in order to avoid acquiring excess right of v,ray, however (by performing the traffic safety and access analysis necessary to determine whether a center tum lane is needed, for instance). In rural areas, the maximum right of way for Collectors shall be 60 feet. Opportunities for public involvement at the transportation project development level are provided as defined in Washington County's adopted Transportation Project Development Public Involvement Guidelines (R&O 93 124, August 25, 1 993). Article VII of the Community Development Code identifies land use standards, public notice and public involvement provisions and appeal opportunities that are provided in the Land Use Permitting Process.

4 On those Arterials and Collectors designated on the 'Regional Street Design Overlay' map as 'Boul8'mrds', 'Boulevard Intersections' or 'Streets', or located within identified 'Pedestrian Districts' on the Pedestrian System Map, sidewalk widths and other design features such as planter areas shall be determined based on the applicable standards in the Community Plans, Community Development Code.

a 'Special /\rea' streets (Collector, Neighborhood, Commercial or Local classifications) are shown on the 'Speciall\rea Street Overlay Maps'. Special Area Local Streets are also designated in the appropriate Community Plans and/or by the Community Development Code. Additional Special Area i"Jeighborhood Routes and Special ;\rea Local Streets may be designated using the development review process. Special ;\rea Street designs will be determined via the development review process. V'.4lile Special Area Commercial Streets do not include striped bicycle lanes, they shall include wide travel lanes of 14 feet to accommodate bicycle use. F"or Special ,A,rea Collectors, in addition to the right of way, a nine foot minimum utility/sidewalk easement shall be dedicated on each side of the right of way. F"or Speciai,A,rea Local streets, in addition to the right of way, a ten foot minimum utility/sidewalk easement shall be dedicated on each side of the right of way. F"or Special /\rea Alleys, additional riqht of way may be required as part of development review.

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Road .lblrisdictinn Backflrowczd

11_0 ROAD JlJRTSDTCTTON POLICY


August20 , 2013 Page 28 of 68

IT IS THE POLlCY OF WASHINGTON COUNTY TO HAVE OR SEEK JURISDICTION OVER A COUNTY\VIDE ROAD SYSTEM THAT SERVES MAJOR COUNTY TRAVEL MOVEMENTS, AND TO PURSUE THE TRANSFER OF ROADS THAT ARE NOT PART OF THAT SYSTEM TO OTHER JURISDICTIONS.

StrnfPf7iP.~-

11 .1 Work '"'' ith ODOT and the cities in Washington County to identify a Count)".Vide Road System consisting of Principal Arterials and Arterials and, if appropriate , some Collectors that serve countvwide travel and main ta in or obtain iurisdiction over these roadways_

II .2 Work with the cities to transfer roads not identified on the Countywide Road System Map to city iurisdiction as urban unincorporated areas are annexed .

11 .3 Work iointly with ODOT to identify and resolve State/County jurisdiction iss ues.

II .4 Establish and adoot a mao of the Countvwide Road System (See Figure I 0).

Transit /Yv'stem RleFnent

lHtrnductimcz

Although the Co unty and other local jurisdictions participate in reg ional decisions affecting transit planning and syste m development, TriMet has primary responsibility for providing transit serv ices within Washington County. In addition, since transit is a reg io nal service , Washington County ' s interests must be cons id ered 'vVi thin the conte><t of other regional interests.

Trrm.'iit RrwkPrn~:md

TriMet curre ntly operates 32 fi>wd bus routes plus MAX li ght rail \Vithin Washington County. The ex isting system is designed with th e Westside MAX as the spine for travel east west with feeder bus routes to rail stations or transit centers. The total passenger activ ity for all bus and rail routes on a typical weekday is 91 ,000 (TriMet, 200 I) _ The highest patronage is a long the MAX line that carries about one third of the riders in the countv_

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12.0 TRANSIT POLICY



IT IS THE POLICY OF WASHIN:GTON COUNTY TO ENCOUJV\GE AND SUPPORT DEVELOPMENT OF TRi\NSIT FACILITIES AND SERVICES THAT INCREASE TRA.NSJT USE IN \VASHINGTON COUNTY.

StrofPf-TiP.<:< ·

12.1 '.Vork with TriMet, Metro, commercial rail carriers, ODOT, aviation service providers, transportation service providers, and other agencies to improve transit facilities and service to \!/ashin2-ton Countv residents and businesses.

. to pro"ide appropriate signal priorities d ther agencws " · PI C dinate with TriMet, Metro, O?OT an~d:~~fied in the Regional Transoortatlonan . 12.2 oor d raoid bus transit routes I along freauent an

12.3 Partner with TriMet and other agencies to improve bike and pedestrian access to transit stops, oarticularlv Maier Transit Stoos. and to make trans it waitin2= areas safe and comfortable.

12.4 Partner with Metro , TriMet and other agencies to ro"ide an . . range of public transportation

0 f t P ". appropnate level , quality and . p Ions o serve the vanety of . I d . . . ~· eglon and support the implementation of the 204 0 Gr'H spec Ia nee s mdlvlduals in the

Implementation of the Tri County Elde ·I , do · bl o nth Concept: Rely on and support the orovidin2' services for the soecial need: ) an I . ISa ed Transportation Plan as a guide for

ooou at1on.

12.5 Ensure that road improvements and private development in close proximity to major bus stops, commuter rail stations and e?<isting and proposed light rail stations include appropriate features to suooort and co molement existing and future transit services.

12.6 Participate in effo11s to identify and provide transit facilities and services necessary to make oro2-ress tmNards mode share targets adooted in Strategy 5.3 of this Plan.

12.7 Support appropriate commercial bus service bet\veen Washington County and other parts of the state and ensure these services are inte2-rated with the Re2-ional transit svstem .

12.8 Provide pedestrian and bicycle access to e)<isting and proposed light rail stations and bus stops through road , bicycle and pedestrian capital improvement and maintenance proj ects and in coniunction 'lvith nevi develooment.

12.9 Coord inate with federal , state , regional and local agencies to ens ure the timely construction and ooeration of commuter rail between \Vil so nville and Beaverton.

12.10 Work with TriMet, Metro and loca l govern ments to provide more north south transit services throue:hout urbanized Washine:ton Countv.

12.1 I 'Nork with TriMet, Metro and other affected agencies to research , investigate and deve lop new and alternative technologies that will lead to imoroved transit serv ices.




12. 12 Support the provis ion of public trans it between rural cities and urban activity areas 'INhere it is cost effective and warranted bv demand.

12.13 Coordinate with federal , state, regional and local agencies to eJ<plore the expansion of commuter rail lines to Hillsboro, Forest GroYe, Salem, Milwaukie and into Yamhill County .

12. 14 Work with TriMet, Metro and local governments to implement, as appropriate, the Transit Choices for Livability Plan .

Dema1'ld A/ana'i!enwnt Eleme1'lf

Introduction

Transportation Demand Management (TDM) is the general term used to describe any actiYity that provides an alternative to s ing le occupant vehicl e trips during peak travel demand periods. Demand management enco mpasses a range of strategies such as carpooling, staggered work shifts, or te lecommuting. These strategies which enco urage strategies such as ridesharing (e.g., car or van pooling); trans it use (e.g., fare subs idies), bicyc le co mmuting (e.g., on s ite shov>'ers, lockers or bike parking), walking to work, or providing fl eJ<ible working hours are vie't't'ed as relatively low cost initiatives that can help reduce traffic congestion and air quality problems. As growth in the Washington Co unty area occurs, th e number of vehicl e trips and travel demand in the area will also increase. The abilitv to orovide alternatives will he lo acco mm odate thi s erowth .

Demand Afana!!ement Back!!nJuful

In response to air quality problems, employers v<ith more than 50 empl oyees are now required by state regulations to have programs in place that reduce the percentage of employees who drive alone to work. Transportation Management Assoc iations (TMAs), are ty pi cally public/private partnerships that have been established in so me areas to coordinate and ass ist fi rm s in co mply ing with these regulations and to be advocates for activiti es that reduce demands on our roadway system. There are currently two T MAs in Was hington Co un ty : the Wests ide T ransporiati on A lliance and the T ualatin T ransportati on Management Assoc iati on.

r ' "'hi ch is most . · and regio nal po rc:r , " P) The . • mms is •efleeled io sh•fls '" sM~ooal Tmnspmtati on Plao (RT -~ta e of Heightened intecest in these P'.~." i oos of tho roeontly ado.pted Re"·pcessed io the fo rm of the peF€e g

I ar ly rofi eetecl loea lly 'n P• o, " t , fo r the ceg ion, wh wh a•e " The mode share !argots a" ee . cl I aretar•e s . . I in a car. . RTP establishes ""'.

0

e s; ; 1 i: n other than dnmg a one - P· o r •·••ion wide baS<s. trips that are made Ill so_meth:~ ~1e lo achieve th e ta rgets on a cow1, imo lemented bv strategres


11 .0 DFt-.4AND t-.4ANAGFt-.4FNT POTJCY



IT IS THE POLICY OF WASHINGTON COUNTY TO ENCOURAGE AND SUPPORT 1 MPLEMENTATION OF DEMAND MANAGEMENT PROGRAMS THAT REDUCE THE NUMBER OF SINGLE OCCUPANT VEHICLE TRIPS AND/OR SHIFT TRA.FFIC TO OFF PEAK TRAVEL HOURS.

Strafe p-ies:

13. 1 Support and participate in development of travel demand management and reduction strategies. such as rideshare. preferential parking and fleJ<time programs. among others.

13.2 Support and participate in Metro's, TriMet's and Transportation Management Associations' eff011s to develoo. monitor and fund reeional TDM oroerams.

13.3 Work v,rith and support Transportation Management Associations, major employers and business groups to develop and implement demand management programs to v,rork to·nrards mode share targets adopted in this Plan .

13.4 Regulate and manage the provision of parking facilities to achieve regional and state standards utilizine orovisions in Community Plans and the CommunitY Develooment Code.

13 .5 Explore the use of new strategies to manage and reduce travel demand and to make more efficient use ofcaoacitv on the transoortation svstem.

13.6 The County v,rill eJ<am ine the merit, feasibility and methodology involved in establishing a public ed ucation program to reduce trips by drivers of automobiles and trucks . The County may chose to engage its regional partners to pursue a region wide effort that includes, but is not limited to , a substantial and sustained public education effort regarding strategies that vt'ill reduce the average number of vehicular trios made dailv. esoeciallv in the oeak hours.

Pr:drstrfmq FJPw'lP:Ht

!Ntrnductimq

'r'/ashington Co unty res idents histo rically have recognized walking as an importa nt form of transportation . Walking provides access to a variety of destinat ions, including schoo ls, transit, shopping and emp loyment. The 2020 Transportation Plan dramatically e levates the importance of and the need to support pedestrian travel from the 1988 Co unty Transportation Plan, in part because of st rengthened pedestrian policies at the state and reg ional leve ls, but a lso to implement Co mprehens ive Plan changes that have created and ·,viii continue to create mixed use environments well sui ted to pedestrian trave l. Light Rail Stat ion Communities, Regional and Town Ce nters, Transit Corrid ors and Main Streets are among the areas that are or will be in the future most amenable to pedestrian travel.

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16.7 Establish truck counts as a standard element of system monitoring, and maintain a database of those counts that will make improved analysis and management of freight needs possible.

16.8 Develop criteria for evaluating freight impacts as part of the Transportation Capital Improvement Proe:ram nroiect nrioritization nrocess .

16.9 Support the provision of adequate freight loading and unloading facilities , and ensure adequate access to intermodal freight facilities.

Air. Rail. Piveline and Water Element

Tntrodact1on

The /\ir, Rail , Pipeline and Water Element deals with the movement of people, goods, or services by these modes (see Figure 15). Transportation related policies and strategies regarding these modes are described in Policy 17 of this Transportation Plan . With regard to the Air element, the scope of this Policy is limited to public use airports. [Note: Private use airports are not a required element ofa transportation system plan. as stipulated in OAR 660 012 0020(2)(e) .l

The County's Comprehensive Plan identifies Public Use Airports and state recog nized Private Use Airports vt'ith land use overlay designations in the map e lements of the Rural Natural Resource Plan and of the Cedar Hills Cedar Mill Community Plan entitled Airport Overlay Districts . Land use related po I icies and strategies regarding the overlay designated airport fac i I ities are addressed in the Rural/Natural Resource Plan and in the Comprehensive Framework Plan for the Urban Area. Personal use airport and helipo rt facilities not identified by the Oregon Department of Aviation/DOA are not recog nized on Comprehensive Plan maps. Development standards for all airport and heliport re lated uses , including personal use airports and heliports , are outlined in the Co mmunity Development Code.

Air Rail. Pineline and Wt~ter Rackfl'rAJH'ld

Air transport in \!/ash ingto n County consists of three pub I ic use airports. The larger of th ese airpotis , the llill sboro Airport, operated by the Port of Portland, is a genera l aviation airport acting as a reliever airport for Portland Internat ional. Annual flight take off and landing operat ions at this facility were over 236,000 in 200 I . Aircraft at the Hillsboro Airport are limited to sma ll engine and business class aircraft providing passenge r shuttl e rather than air cargo service for some of the major industries in the area. Plans to e><pand Hillsboro Airport in the future includ e th e purchase of additional land for e><pansion and the add iti on of a third rumvav to accommodate increasine: demand .

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In addition the Pl . d . , an I e ffi rnamtenance and brid n ~~e_s a need for ap roxi hazardous petRol ge repa!F tAre ugh the p mately $595 millioa < es pre•'d year ~g~g + -or syste . o.•erlay them whoa' ~ad;' e.pavemeat eve;lll)'s ·~ . ~at's alffiost $ ~9 .;,;;i"' operattoas aad enVIronmental. si.-n:l an;~~::~ .longer apprepriat:r::~n: readwll)' deterierati:: ;;':ally te pateR h tffioroveffients , o replase su lverts a d , ra e gravel reads or . n make other

Table 8: Road'.*J3'1 Fundinct Needs in Washinctton Count'/ (2000 2019)

JuFisaistieR (Gests iR 2QQ2 MillieR $)

• ~n ~ "l~n~ Wasl=l. Ge. OOG+ Grty +etcH

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Gtl=lef" $§M NA NA $§M

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MaiRteRaRee" $W&.Q NA NA $W&.Q

i'\ltogether, the identified needs are substantial , but as noted in the introduction, not necessarily insurmountable as past local initiatives that have contributed significantly indicate. Described belm>.' are three current fundine: mechanisms that e:o varvine: distances tovrard addressing identified needs.

• With voter support, 64 heav ily used transportation system improvement projects costing a total of more than $350 million will have been built by 2006 through the Major Streets Transportation lmorovement Proe:ram a orooertv tax suooorted oroe:ram.

• Traffic Impact Fees, another voter approved program charged against new development to help address gro'"''th impacts, have contributed more than $50 million to·ward 74 road and transit projects, including our Westside Light Rail local match , Forest Grove 's Highway 47 Bypass and the Cedar Hills Boulevard E><tens ion.


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Potential Expanded or New Funding Sources for Capital Needs



Consistent with these principles, potential expanded or new capital funding sources for consideration should include. but not be limited to the followin2::

• Federal and State Fundin2: Pursue additional funds throu2:h federaL state and re2:ional sources.

• MSTIP Increase MSTIP funding at higher than the current Medium Scenario level shown in Table 9.

• TIF Increase TIF rates and update existing trip generation rates to reflect nev.·er rates and recently available land use categories. A I 0 percent increase in TIF ·would generate approximately $18 million in revenue over the next 20 vears.

• Congestion Pricing Work with Metro and local jurisdictions to investigate the potential for a congestion pricing program that properly assigns costs to peak hour system users, thereby more efficientlY rationin2: facilities that are orone to con2:estion.

Potential Expanded or New Funding Sources for Maintenance Needs A range ofe)<panded and potential new maintenance revenue sources should be considered to address the maintenance fundin2: shortfall. These are described as follows:

• County Gas Ta)< Increase the gas tm< as a means of equitably assigning costs to users of the system.

• Urban Road Maintenance District (URMD) or Rural Road Maintenance District (RPJ..4:D) Increase the current URMD rate. Also, consider e)<panding the URMD to rural areas because rural roads often provide economic and recreational benefits for all county residents. Or, consider creating a separate R.I;>~MD that would ta)< rural residents at a different rate than urban residents.

• Local Vehicle Re2:istration Fee Institute a local vehicle registration fee.

• Street Utility Fee Charge a fee through the current utility billing system for residential and non residential uses.

As shown in Table 11 apprm<imately $157 million in added revenues could be raised using the rates reflected in this table . These additional revenues vt'Ould result in almost $510 million available for maintenance over the nm<t 20 years. Although these e)<panded and new revenue sources do not eliminate the projected maintenance shortfall , they represent a potentially feasible set of new or e)<panded funding sources that would reduce it to a more manageable $97 million over the next 20 years. Increases hi gher than those shown here or revenues from new special assessments or tm<es shovm at the bottom of the table ·~·auld reduce the shortfall even more.

abcdef Proposed additions aGGGef Proposed deletions



Table 11: Potential New and Expanded Maintenance Funding Sources, 2000 2019 (millions of constant. Year 2002 dollars\

SOURCE Vehicle Registration Fees ($10)

Increase gas tax to 2c

Street Utility Fee ($2/mo./hh)

Street Utility Fee for Non-Resid

URMD 20% ' RRMD at

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1 ~.0 FTNANC:TAL POTJC:Y

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$0.6

$1 .3

$1.3

$0.5

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varies varies

not estimated not estimated

not estimated not estimated

IT IS THE POLICY OF Wi\SHINGTON COUNTY TO SEEK FUNDING SUFFICIENT TO IMPLEMENT THIS PLAN.

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18.1 Partner with other government agencies, tribal agencies, community residents, businesses, non profit organizations and interest groups to develop and implement a financial plan that identifies, prioritizes, adequately funds, and equitably allocates the responsibility for funding long term transoortation svstem imorovement. ooeration and maintenance needs identified in this Plan.

18.2 As oart ofthe Washington Co untv transoortation svstem financing strategies:

A. Define and update the role of current public funding programs, including the Traffic Impact Fee program, the Major Streets Transportation Improvement Program, and the Urban Road Maintenance District.

B. Recognizing that many funding so urces have limitations on their uses, by po licy or by law, identify ne·w or e>(panded funding mechanisms as necessary to pay for improvements, ooerations and maintenance not otherwise addressed .

C. Encourage public/private partnerships and procure appropr iate leve ls of righ t ofv<'ay and system improvements through the land development review process, recognizing these during svstem monitoring as co ntributions bv the develooment community to svstem imolementation.

D. ldent if)' necessary and appropriate funding for capita l improvements, including multi modal projects, sing le mode projects directed at auto, transit, bicycle or pedestrian needs, and interim oroiects.




E. Identify necessary and appropriate funding for projects supporting and mitigating the impacts of development of2040 centers, corridors, and in other transit oriented districts, such as implementation of special area street designs, traffic calming strategies; new or reconstructed Local Street and Neighborhood Route connections; construction of special area off street pathv,rays; and other on and off site transportation improvements.

f. Identify appropriate funding for transit related capital improvements within the public right of way;-

G. Seek long term fu d" t; . n mg q)r count)""lde as "'ell I I d p · a « as oca syste · nee s.undlng for local system need h II ddm mamtenance and operations traffic control , support of acti' ·e rural : s a a . rtss road~ay maintenance, neighborhood designations. and the upgradi~g of .~7me~Cia enterpnses consistent with land use

gra, e rea s to sa"ed ro d .a s as aaorooriate.

H. Identif)' necessary and appropriate funding for transportation demand management, system management and traffic management programs and strategies designed to reduce demands on the system. imorove system ooeratine: efficiencY and mitie:ate traffic imoacts of e:rowth.

I. Partner with other agencies and organizations to inYestigate the use of market based strategies, such as peak period pricing, that both encourage efficient use of resources and offer potential to raise revenues to help fund transportation system imarovements.

18.3 Work V>'ith the Oregon Congressional Delegation and ODOT to encourage the provision of adequate federal and state transportation funding and to assure that the Count)' competes well for these funds.

18.4 \Vorlc with Metro and ODOT in the development ofthe Metro Transportation Improvement Program (MTIP) and ODOT's Statewide Transportation Improvement Program (STIP) to ensure that Washington County's transportation improvement needs are considered.

J 8.5 Develop a strategic financing plan that establishes an approach or approaches to funding capital and maintenance needs identified in this Plan .

Plan Imvlementation and Nlonitoril'lfT Element

IntroductioJ'l

The Transportation Plan is not a static document. This section describes how Plan provisions are put in place or carried out, hov,r conditions in our communities should be monitored, and when and hov.· changes to the Plan mav be made.

The Transportation Plan implementation element consists of a number of interrelated activities and arocesses that should be carried out on a ree:ular basis . The two orimarv tools for Plan imolementation


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Stratef7ies:



19.1 Particioate in the re2:ional and state technical and oolicv decision makin2: orocesses.

19.2 Work with the 'Nashington County Coordinating Committee (WCCC) and the WCCC Transportation Advisory Committee ('NCCC TAG) as the primary advisory bodies for countywide transportation coordination with cities in Washington CountY.

19.3 Involve the publ " . IC tn updating and · . ~mployers, citizen artici . tm~lementtng the Plan b , k . . ~nformed, and By p~vidi:"''"" orga~ l:'"'ions, oeigRBorlloo~ .::P•~g.BoSioess greops, area •melementation eroeesses g oppor!omt•es for eitizeos to partiei ~elaiiOAS aod ~itizoos at large . pa e 111 Plan revtew and

19.4 Make specific efforts to involve populations that are traditionally underserved by the existing transportation system or underrepresented in transportation planning and plan implementation orocesses.

19.5 Work to integrate the findings and recommendations ofthis Plan ·with the Regional Transportation Plan where feasible . In locations '>Vith persistent problems, work with regional and state agencies and local iurisdictions to develoo effective meaRs ofalleviatin2: these oroblems.

19.6 Coordinate with other agencies and organizations to estab lish adequate, uniform and equitab le methods for funding local transoortation svstem needs.

19.7 Coordinate with otherjurisdictions in Washington County to achieve consistency of roadway design standards.

19.8 Bring those deficiencies that have an adverse impact on 'Nashington Count)· facilities to the attention of other iurisdictions.

19 9 Re"ie" ' a1 d ·d 1 . ~ w1 cons I er t1e transportation system im acts of . basis, land deYelopment actions taken b , other lo: I . . ~l~nntng wol:k and, on. a case by case the Transoortation Plan is adooted . ) a JUnsdJCtlons and t• anspoliatlon agencies after

19.10 Periodically reviev!' the Transportation Plan to consider incorporating the work of local iurisdictions and transoortation a2:encies .

19. 11 Integrate the applicable provisions of the Oregon Transportation Planning Rule , Metro's Regional Transportation Plan and 2040 Gro·~·th Concept and the applicable provisions of Metro's Urban Growth Management Functional Plan into the Transportation Plan, Community Plans and Communitv Develooment Code.

19. 12 Work with other jurisdictions to define a decision making process through which transportation project development issues associated with conflicting, competing or confusing interiuri sd ictional interests and respo nsibilities can be identified and addressed .

19.13 Rev iew all plan amendment requ ests for consistency with the applicable prov is ions of the Transoo rtation Plannin2: Rule as set forth in OAR 660 12 060.




Canital Jmnrovement Prowam and Prioritization Rack9'rmmd

The Transportation Capital Improvement Program (CIP) is a document that identifies and prioritizes projects to be undertaken in the neJ<t five to ten year timeframe, the estimated costs and funding sources for those projects, and if funding has been committed to a project, a schedule for the funded '>vorlc, which mav be desi2:n. ri2:ht of wav acauisition. construction or all three.

A primary purpose of capital improvement programming is to efficiently allocate funds to address near term transportation needs. A secondary objective is to provide a forum for public input and to create a greater oublic a'Nareness ofthe orioritv and timin2: ofsoecific imorovements.

Capital improvement projects are funded from a variety of federal, state, and local public funding sources, as viell as private sector funding sources. Some funding is discretionary (may be spent for any project), while other funding is non discretionary (limited to a specific type of program or project). funding sources are unoredictable from year to year.

Programming involves identifying potential transportation projects, prioritizing projects, and authorizing funded projects to proceed. Projects are identified and prioritized based upon criteria set forth in the Transoortation Plan and the Countv Transoortation Caoitallmorovement Pro2:ram (CIP).

The CIP process provides the opportunity to identif)' and prioritize transp011ation projects in a systematic manner, and set forth a specific schedule of projects that have been funded and authorized. Some projects are funded and authorized on an individual basis due to the unpredictability of funding, funding source constraints, variations in project readiness to proceed, and other variables in the transportation environment. The Board of County Commissioners makes the final decision to proceed \Vith a project, either through adoption of the CIP or other oro2:rammin2: action (e.2: .. aooroval ofMSTIP). or on an individual basis.

Review and revision ofthe T . t b ranspor1atron C · 1 o ena le County officials their ser"·~prta Improvement Pro<>ram on a . . tmnsportat;on system use:s to d' 'ICe provoder partners, eounty resident b penodoe basb b ;ntended to rev ;s;t elan ododOes > ."• ~ss and eva I oate the status oftca s, us onesses and other Br caortal rmorovements . nsportatron system implementation and

Specific project priorities are established through the CIP development process, but the general structure and criteria that viill frame and g uide those decisions are de lineated in the Plan. Beyond general criteria of timing and functional classification, the Plan ca ll s for further categorizing proj ects according to characteristics such as whether they benefit multiple or a single mode of travel and the nature of project benefits (e.g., safety , congestion, land use support or system connectivity , etc .) Within these categories, oroiects are ranked based uoon how well thev achieve obi ectives identified in the Plan.

It is important to understand that the ranking of projects in the CIP often does not refl ect the order in which they will be built. Choices regarding which projects to fund are often influ enced by the nature of ava ilable fu nding and other priorities that are not necessarily reflec ted in the C IP. Some funding ca n only be used on certain types of roads or road improve ments, for instan ce . If local jurisdictions want to propose a package of projects that geograph ica ll y balances benefits across the Co unty , it is unlikely that this se t of proj ects will also be the highes t priority proj ec ts in the C l P, which are based upon C l P criteria. T he project categories and rankings that emerge from the C IP process provide a broadly cons id ered and endorsed hi erarc lw of ootential investments in svstem imorovements.




20.0 CA.PITAL UviPROVE~ffiNT PROGRi\M i\ND PRIORITIZATION POLICY

IT IS THE POLICY OF WASHINGTON COUNTY TO PERIODICALLY PREPl'rRE AND ADOPT A TRi\l'JSPORTl'rTION CAPITAL IMPROVEMENT PROGRAM TlL".T ESTABLISHES PRIORITIES FOR TRANSPORTATION CAPITAL IMPROVEMENTS FINANCED 'NITH PUBLIC FUNDS.

StratefTies.·

20.1 Establish a transoortation caoital imorovement oro!?'ram vrith the follo·Nin!?' elements:

_A. i\dministrative procedures and public review for the periodic update and adoption of the Transportation Capital Improvement Program bv resolution and order:

B. A process for monitoring the performance and technical aspects of the transoortation system:

C. A orocess for monitorin!?' the availabilitY of financial resources: and

D. A orocess for identifvin!?' and orioritizin!?' caoital imorovements.

E. A orocess for involvin!! citizens in the develooment ofthe CIP.

20.2 Utilize the folloviing guidelines for establishing capital improvement priorities \'t'ithin the Transoortation Caoitallmorovement Program:

A. General roadYiay system improvement priorities shall be based upon I) functional classification, with Arterials being highest priority and Local roads the lowest priority, and 2) tim in!?' of need .

B. Multi modal projects shall be categorized together and prioritized based upon the follo•Ning criteria:

I . Correct safety and caoacitv deficiencies:

2. Correct onlv safety oroblems:

3. Correct on lY canac itY deficiencies: and

4. Correct svstem connectivitv shortcomings.

Projects may address these object ives indirect ly , as in the case when a new system connection reduces traffic on other faci lities. therebv e liminatin!! or reducin!?' a safetv or caoacitv oroblem.

C. Single mode or multi modal non auto projects shall be categorized for ranking by mode type and orioritized based uoon the follovlin!?' criteria:

I . Improvements that address safetv oroblems:


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B. Quasi Judicial Amendments:



When property is proposed for development and is affected by (i.e. , contiguous to or traversed by) a proposed road alignment as shown on the functional classification map, a modification to the proposed road alignment may be processed as a quasi judicial plan amendment as provided for in the Community Development Code, including a public hearing, when the road alignment affects only the subject property or other properties in the immediate vicinity . Applications for quasi judicial plan amendments may be initiated by the Board of County Commissioners, the Director or the owners of all property affected by the proposed alignment. A quasi judicial plan amendment may be approved only if all the follov~·ing criteria are satisfied:

1. The new alignment maintains the intent and purpose ofthe proposed alignment as originally shown on the Plan maos:

2. The new alignment will not adversely affect the carrying capacity, safety, or integrity of the transoortation svstem:

3. The nev,r alignment is necessary to preserve a significant natural feature, minimize engineering or construction constraints or would result in a significant enhancement of the develooment ootential ofthe affected orooerties:

4. The nevt' alignment will not significantly increase the cost or compleJ<ity of any off site imorovements : and

5. The new alignment does not have significant adverse affects on nearbv orooertv.

C. Minor /\djustments include: 1. Adjustments to reflect minor modifications of existing roads outside an Urban Growth

Boundary that are determined to comoly with the orovisions of OAR 660 12 065 .

2. Adjustments to reflect minor modification of a proposed road alignment that is part of a proposed development action within the Urban Grovt'th Boundary when the proposed change is contained within the subject site and does not adversely affect an adjacent orooeJiV.

\Vhen these criteria are met, the change in alignment may be processed as part of a development application without separate notice or hearing. The Minor Adjustment criteria does not aooly to adjustments of Soecial Area Streets.

D. For Special Area Streets, adopt road alignment corridors maps in Community Plans ·which allmN limited movement of road centerlines through a Type li process . Modifications to stree ts to a grea ter e)(tent than is allowed through a Type II process may be allovred through a Type Ill process subject to the criteria in the Community Deve lop ment Code. Modifications that do not meet the Type Ul criteria shall be subject to a quasi judicial or lee: islative olan amendment orocess.

E. The Director shall determine if a proposed road alignment modification is legislative, quasi judicia l or a minor adjustment.

abcdef Proposed additions aeGEief Proposed deletions

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Introduction Preface



The transportation system in Washington County has developed incrementally over time. starting with the seasonal travels of the Kalapuya people throughout western Oregon. European settlers built upon these early routes. bringing successive layers of transportation innovations to connect farms and forests with local markets and beyond. Stage coach routes and plank roads gave way to river steamboats and railroads. Automobiles and paved roads now dominate the transportation system, supplemented by pedestrian, bicycle, transit and freight ra il facilities. Much of the transportation network in Washington County is characterized by legacy rural routes and small . platted towns overlaid with incremental suburban development and several large-scale highway and transit investments. The sum of these parts is the transportation system now used every day by residents, workers and visitors throughout Washington County.

Today the Washington County transportation system faces new challenges. Many major roadways have failed to keep pace with the travel demand associated with population and employment growth. Alternatives to driving are increasingly in demand. People and companies are deciding where to locate or expand , and transportation plays a significant role. Washington County is presented with a complex and. at times, conflicting array of transportation challenges and opportunities. Among them:

• Washington County has outgrown the farm-to-market road system that serves as the basic network for our transportation system ;

• Washington County is now a leader in employment opportunities in the Metro region , shifting the transportation needs of the commuter population to Washington County employment destinations;

• Urban traffic congestion related to continued employment and population growth ; • Older roads built without adequate pedestrian and/or bicycle facilities; • Mobility challenges between sub-sections of the metropolitan area; • Rural traffic growth. and urban traffic moving between urban areas; • Maintenance obligations on existing transportation facilities ; • Increased demand for transit service during a time of transit funding challenges; • The decreasing "buying power" of existing fuel taxes due to inflation and increased fuel

efficiency; • Uncertain federal and state transportation funding outlooks; • Public health and safety concerns; and • Evolving lifestyle and travel preferences due to shifting demographics and economics.

This Transportation System Plan (TSP) update takes into account these and other ci rcumstances, challenges and opportunities. It provides direct guidance on how to build , operate and maintain Washington County's major roadway network, while addressing complementary elements of the larger transportation system - including transit, multi -use tra ils, state highways and freight rai lroads - maintained by other entities. The TSP addresses a diversity of transportation needs while integrating social , economic. environmental and livability aspirations. It provides a framework for future transportation decisions, and makes strides toward county and regional transportation aspirations, goals and targets.


About This Plan


August20, 201 3 Page 2 of 6

The Washington County Transportation System Plan (TSP) serves as the guiding document establishing the policies. projects and programs necessary to achieve Washington County's transportation goals. The TSP considers the diverse needs of all users of the transportation system and provides recommendations to meet them.

The previous comprehensive TSP update was adopted in 2002 and was based on anticipated growth and travel demand through the year 2020. This TSP update comprehensively reviews existing and expected future conditions, anticipating growth and travel demand through the year 2035 and beyond. The 2002 plan has been amended multiple times to respond to changes in growth patterns and policy. This update of the TSP restructures the plan to focus on key transportation policy concepts and to achieve consistency with recent state and regional transportation policy changes.

Th is plan has been prepared in compliance with state, regional and local plans and policies, including the Oregon Highway Plan (OHP) , the state Transportation Planning Rule (TPR) , Metro's Regional Transportation Plan (RTP) , Metro's Regional Transportation Functional Plan (RTFPh and Washington County's Comprehensive Plan.


Plan Development Process



The TSP update process began in 2012. Given the range of issues involved and the desire to allow adequate time for review by the public and governing bodies. the sCounty developed this update in two phases. with completion in 2014.

The two phases are illustrated below in Figure 1:

Phase I Goals, Objectives and Strategies

Step 1 Identify Needs and Opportunities

Step 2 Develop Goals, Objectives and Strategies

Figure 1: Planning Process

Phase II

Ste p 3 Develop Modal and Funding Plans

Step 4 Plan Adoption

Phase I of the project consisted of a description of existing conditions accompanied by a more general identification of both existing and future needs on the transportation system. Phase I also included a reorganization of the plan's policy content. Policies from the 2020 plan were reviewed, modified and reorganized into a series of goals. objectives and strategies.

Phase II enta ils an analysis of future transportation needs, including development and evaluation of various alternative transportation scenarios. Phase II includes an assessment of future system performance based on a variety of performance measures and also includes an analysis of anticipated future revenues and projects, by modes. Phase II updates the map elements of the TSP and provides consistency with city and regional plans where appropriate.

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Public Involvement Structure



Public involvement played a role throughout the planning process. The project team coordinated with two advisory committees appointed by the County Board of Commissioners for the duration of the planning process. The Community Advisory Committee (CAC) , an 18-member group consisting of neighborhood , business and advocacy group representatives. provided input and advice during the development of the TSP. The Interagency Coordinating Committee (ICC) , a technical committee consisting of representatives from local cities. Tualatin Hills Park & Recreation District (THPRD) , TriMet, Metro, Port of Portland and Oregon Department of Transportation (ODOT) , provided input and advice during the development of the TSP and considered the policy implications within the jurisdictions they represent. Regular meetings were held with both the CAC and ICC over the course of the plan update to review interim work products and to develop policy and technical direction for the TSP.

Other official bodies and entities involved in decision making for the TSP update included the Board , Planning Commission, and the WCCC.

Figure 2: TSP Committee Structure and Decision Making Process

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Washington County Planning Commission

Project Management Team (PMT)

To gain an understanding of public perspectives on the transportation system, the project team held open houses at several locations throughout Washington County . Staff also attended a number of farmers markets, Citizen Participation Organization meetings, and interviewed and participated in briefing sessions with a variety of stakeholder groups including Adalante Mujures, Committee for Citizen Involvement, the Rura l Road Operations and Maintenance Advisory Committee (RROMAC) , the Urban Road Maintenance District Advisory Committee (URMDAC) , Washington County Farm Bureau, Westside Economic Alliance, and Westside Transportation Alliance. The approach sought to engage people not historically involved in transportat ion planning . Informational material was translated into Spanish and distributed at events and posted on the project website . The project website also included a comment map where interested parties and citizens could identify transportation problems.

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The Draft Goals, Objectives and Strategies were reviewed by the CAC, ICC and other interested parties through May 2013. Based upon comments received during this period, staff revised the draft plan and developed ordinances to submit to the Planning Commission and Board of Commissioners for formal review.

During the summer and fall of 2013, an ordinance containing the Goals, Objectives and Strategies of the Transportation Plan . along with policy and regulatory provisions necessary to implement the plan. were considered by the Planning Commission and the Board through a series of public hearings. During these hearings Washington County residents and interested parties provided comments on the ordinance.

This Ordinance was modified during the hearings process and further modified during the development of the modal plans in Phase II to reflect the aspirations of the community . Such modifications were made based on the recommendations of Planning Commission at the direction of the Board .

Transportation System Planning in Washington County

Transportation planning must recognize that transportation systems have significant impacts on the physical , social and economic characteristics of the areas they serve. In order to have an integrated and consistent plan for transportation . the transportation needs for the urban and rural areas are combined in a single document.

The TSP is a comprehensive analysis and identification of transportation needs associated with the implementation of development patterns described in the County Comprehensive Plan . The TSP addresses the major roadway system. transit, pedestrian, bicycle and freight transportation issues and focuses on specific system requirements. The TSP designates major transportation system elements and provides classifications indicative of their existing and/or planned function , right-of-way needs. general location and general size. Local street connections are addressed through connectivity strategies that reference Washington County's Community Development Code and Local Street Connectivity maps. These maps show required street and accessway connections in developable areas of unincorporated Washington County. Some new neighborhood routes may be prescribed through the TSP, while other neighborhood routes may be designated through the development review process.

The Department of Land Use & Transportation relies upon the Comprehensive Plan to carry out its mission. The TSP is an element of Washington County's Comprehensive Plan which is a set of documents that establishes general land use and transportation policies. These documents consider local concerns; social , economic, energy and environmental consequences; and the planning requirements of the region and the state. Other components of the Comprehensive Plan include the Comprehensive Framework Plan for the Urban Area . the Rural/Natural Resource Plan, and the Community Development Code. In addition the Road Design and Construction Standards are set forth in the Washington County Code.

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Transportation System Plan Outline and Structure The Transportation System Plan is organized into the following sections:

Background Guiding Principles

Goal 1 : Safety Goal 2: Economic Vitality Goal 3: Livability Goal 4: Natural Environment

System Design Goal 5: Mobility Goal 6: Accessibility Goal 7: Connectivity Goal 8: Active Transportation

Implementation Goal 9: Coordination Goal 10: Funding Goal 11 : Maintenance

Modal Elements (these sections are expected to be developed and refined during Phase 2) Performance Measures and Standards Roadways

Functional Classification System Lane Numbers Regional Street Design Overlay Special Street Overlay Deficiency Areas Countywide Roadway System Study Areas Freight Routes

Active Transportation Pedestrian System Bicycle System Trails Transit System

System Management and Operations Funding and Project Lists (this section is expected to be developed and refined during Phase 2)


Background



This chapter provides a summary of existing conditions and background related to transportation planning in Washington County.

To understand existing and future travel demand in Washington County, it is important to look at the larger context, including population and employment trends and land use patterns. Changes in planning policy at the local, regional and state level also shape transportation outcomes.

Land Use Patterns Since 1973. Washington County's urban growth and rural preservation has taken place in an efficient geographic pattern consistent with requirements in the State of Oregon's Urban Growth Management Program. Within the urban area, requirements that guide development patterns were further refined in 1994 through the Metro 2040 Growth Concept, which called for active centers connected by multi-modal transportation corridors. These planning concepts have helped contain and focus urban growth , and protect industrial and employment areas.

Washington County is one of the fastest growing areas in the Pacific Northwest. Planning actions have helped accommodate Washington County's strong ongoing demand for housing and employment land. Washington County collaborated on the regional Urban and Rural Reserve process to determine where future growth may take place over the next 40 to 50 years. The Transportation System Plan (TSP) is intended to respond to the Urban and Rural Reserve designations. The TSP focuses on accommodating future development within the adopted urban growth boundary, but does not ignore the possibility of future urban growth boundary expansions into the Urban Reserves. Furthermore. it is assumed that the land within Rural Reserves will not develop as urban areas within the planning horizon. Land use planning decisions, combined with population/employment forecasts , are critical to determining where and what type of transportation improvements are needed throughout Washington County. For travel demand forecasting purposes, it is assumed that by 2035, additional areas within the current urban growth boundary will have been developed . lnfill development will have occurred in centers. corridors and other appropriate locations in the urban area and urban reserve areas will have been partially developed consistent with the assumptions in Metro's land use forecasts .

Population and Employment Trends Washington County has grown considerably during the last 40 years. Since 1970, the population within Washington County has increased 71% . from 311 ,544 to 532 ,620. In the same four decades Washington County employment has grown from 180,302 to 232,019 jobs. a 29% increase. In the last decade (from 2000 to 201 0) , Washington County gained over 87,000 new residents, a 20% increase . Employment, however. suffered a 13% loss in this period . When measured from 2005 to 2010, job losses were 22%, or about 52 .000 jobs. 1 Regardless of the recent trends and job losses, this planning effort envisions the continuation of the long-term growth trends. The recent loss of employment is viewed as a temporary adjustment in the larger national economy.

1 Bureau of Labor Statistics and U.S. Census data as compiled by Washington County.

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Washington County is expected to resume growth trends in population , employment and travel demand. By the year 2035, the population of Washington County is expected to increase to 758 ,500, an increase of 42% over 2010. Forecasted average annual growth is approximately 1.42% per year for the 25 year period . This is down significantly from the 2.8% annual average growth rate seen in the preceding 25 years. which is typical of more mature areas.

By 2035 the employment in Washington County is expected to increase to about 382,000 jobs. This would be an increase of about 150,000 jobs above the 2010 employment. or about 100.000 above 2005 employment. The forecasted average annual employment growth is approximately 2.02% per year for the 25 year period 2010-2035.

Figure 3: Washington County Population and Employment: Historic and Projected

900,000

Washington County Population and Employment Historic and Projected

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Washington County has seen increases in ethnic and cultural diversity and shifts in age distribution. In 2010 , the US Census reported that Washington County featured :

• A higher percentage of Asian or Pacific Islander residents (8.6%) compared to the state (3 .7%).

• A higher percentage of Hispanic or Latino residents (15 . 7%) compared to the state (11 . 7%). • Almost double the proportion of foreign born residents (16.8%) than statewide (9 .7%). • A higher percentage of residents speaking a language other than English at home (22 .7%)

compared to the state (14.3%) . • Significant youth and senior populations, with 25% of residents under 18 years and 10%

over 65 years of age.

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Travel Demand



The growth envisioned in the 2035 population and employment forecast translates directly into transportation system needs. Of particular significance for the Washington County transportation system is employment growth and peak-hour travel demand . Washington County contains several regionally significant employment areas. including the high tech Sunset Corridor of Hillsboro and Beaverton. the Tigard Triangle. and the Tualatin-Sherwood industrial corridor.

Washington County estimates existing and future travel demand using a west side-specific version of the Regional Travel Demand Model. The model is calibrated with a number of inputs. including household activity surveys. traffic counts. land use policies and anticipated transportation investments. Table 3-1 below describes existing and forecasted travel demand in terms of total person trips. then by travel mode .

. --·- . . ··--····· ·-·· ---··· . ·-·-· --···-··- ···-·-~- ·· - -· ,--:r Mode 2010 2035 RTPb Percent Chanae

Total Person Trios 3,866,409 5,541 ,705 +43% Auto 3 610 591 5,094,927 +41%

sovz 1 861 046 2 680 680 +44% Shared Ride" 1,749,546 2,414,247 +38%

Transit4 68 719 130 709 +90% Pedestrian" 171 716 261,492 +52% Bicycle" 35 383 54,577 +54%

Notes: 1. All modes include all daily trips that either start or end within Washington County, including the rural areas outside the Metro Boundary. 2. SOV- Single Occupancy Vehicle, a vehicle in which the driver is traveling alone (this is a subset of the Auto category) . 3. Shared Ride - Includes both the driver and other passengers (this is a subset of the Auto category) . 4. Yellow school bus trips are not included. 5. Pedestrian and Bicycle trips do not include travel for the purpose of exercise. 6. Travel demand forecasts consistent with the Regional Travel Plan (adopted 201 0).

Another commonly used indicator of travel demand is vehicle miles traveled (VMT), or the total number of miles driven by all vehicles in a defined area . VMT estimates do not track miles driven outside Washington County by residents or employees, and does not include weekend or holiday travel. VMT within Washington County in 2010 is estimated at 8.4 million miles per weekday. Divided by Washington County's population , that is 15.76 miles per weekday per capita . VMT in 2035 is forecast to increase to 11 .9 million miles per weekday , but population growth is expected to outpace it, resulting in a slightly lower per capita VMT of 15.71 miles per weekday per person.

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Mode Share


August 20, 201 3 Page 4 of 6

The Regional Travel Demand Model can estimate mode share. or the proportion of trips made using a certain means of travel. Figure 4 below shows estimated mode share for 2010, forecast mode share for 2035, and the target mode share urban Washington County needs to strive towards to be consistent with the RTP for 2035. Worth noting is that the RTP targets apply only to urban Washington County .

Figure 4: Washington County Mode Share

All tri ps, 2010 model. Source: Regional Travel Demand Model (Metro I

Washington County)

All trips, 2035 forecast. Source: Regional Travel Demand Model.

(Metro I Washington County)

Another important travel characteristic of Washington County is its bi-directional commute patterns. Washington County has a strong jobs base that attracts workers from elsewhere in the Portland region . Washington County also has the more trad itional suburban role of providing housing for people who commute to Portland . Commutes also include trips that remain entirely with in Washington County. As shown in Table 2 below. nearly half of Washington County residents worked outside the county ; and nearly half of employees that work within Washington County lived outside the county in 2010.

Table 2: Commuter Residence Characteristics - 2002 & 2010

Washington County 2002

EmQio~ee PoQulation (Residents) 21 5,901

EmQio~ment (Jobs) 213,028

EmQio~ees Living Outside of Count~ 43.7%

Residents Working Outside of Count~ 44.5% Source: U.S Census Bu rea u OnTheMap Applica tion and LEHD Origin -Destin ation Employment Statistics


2010

216,424

222,588

48.8%

47.4% I

Plan Coordination and Consistency Requirements



Public policies at the state. regional. county and local levels provide policy direction and legal requirements for transportation planning in Washington County. Coordination and achieving consistency with other planning work is an important part of Transportation Plan development. In this regard. primary objectives of the TSP update included:

• Comply with the Oregon Transportation Planning Rule (TPR) requirements- Oregon Administrative Rule 660-012 is referred to as the Transportation Planning Rule (TPR) . It implements Statewide Planning Goal 12: Transportation . The purpose of the TPR is to ensure adequate coordination of transportation and land use planning both for TSPs and in project development. The TPR is the legislative mandate that requires Washington County to prepare and update its TSP.

• Coordinate with the Oregon Highway Plan (OHP)- The Oregon Highway Plan (OHP) sets visions, policies, and strategies for investing in state and federal highways in Oregon. Since adoption of the last Washington County TSP in 2002, there have been two major amendments to the OHP that affect Washington County. These amendments include amendments Policy 1 B (land use and transportation policy) in 2005 and revisions to Policy 1 F (highway mobility policy) in December 2011 .

• Coordinate with the Regional Transportation Plan (RTP) - There are several key items in the RTP that affect transportation planning in Washington County . These include the designation of mobility corridors, performance targets, modal targets , and mobility standards. Desired outcomes for the RTP are as follows :

Vibrant communities- People live and work in vibrant communities where they can choose to walk for pleasure and to meet their everyday needs. Economic prosperity- Current and future residents benefit from the region 's sustained economic competitiveness and prosperity. Safe and reliable transportation - People have safe and reliable transportation choices that enhance their quality of life. Leadership on climate change- The region is a leader in minimizing contributions to global warming . Clean air and water- Current and future generations enjoy clean air. clean water and healthy ecosystems. Equity- The benefits and burdens of growth and change are distributed equitably. ~

• Comply with the Regional Transportation Functional Plan (RTFP) adopted by Metro in 2010- The RTFP implements the goals. objectives and policies of the RTP., if a TSP is consistent with the RTFP then it is also consistent with the RTP. The cities and counties of the region are to carry these regional directives through the development and implementation of TSPs. The RTFP includes requirements for the design of streets, transit systems. pedestrian systems, bicycle systems. freight systems, and transportation system management and operations. The RTFP also includes specific requirements for the development and update of TSPs, the identification of transportation needs, assessment of solutions, and the use of performance targets and standards.

1 Metro 2035 RTP, page 2-2.



August 20,201 3 Page 6 of 6

• Coordinate with adopted city Transportation System Plans (TSP)- Most cities in Washington County have adopted TSPs.

• Address planned growth in housing and employment. consistent with the adopted regional plans- Most of the adopted city TSPs and the Metro's RTP use 2035 as their plan horizon year and include some consideration of Urban Reserves adopted by Metro. Washington County's 2035 plan horizon year must be updated to match the RTP.

• Confirm sufficiency of existing programs - Strategies for capital improvements and system maintenance were reviewed to highlight where new strategies and priorities were required . The rural road system. in particular. was reviewed in terms of how the facilities were maintained and how growth in traffic volumes has heightened safety improvement needs.




Guiding Principles The guiding principles of the Transportation System Plan (TSP) reflect the mission of Washington County's Department of Land Use & Transportation :

• Building & Maintaining the Best Transportation System. • Planning & Protecting the Uses of the Land.

The following four goals help to define that twofold mission (as illustrated in the Department's emblem), to provide safety, enhance community livability, protect the natural environment and support economic vitality within Washington County:

• Goal 1: Safety • Goal 2: Economic Vital ity • Goal 3: Livability • Goal 4: Natural Environment

These fou r goals - wh ich are in no particular order- complement and balance each other. While at times, due to specific circumstances. choices may be necessary to establish the desired balance, on the whole the goals of safety, economic vitality , livability , and natural environment complement each other. This TSP intends to refine and apply these goals as the guiding principles for the planning , development and operation of the transportation system throughout Washington County .


Goal 1 : Safety



Provide a safe transportation system for all users.

Transportation safety is a complex subject due to a variety of interacting factors. Road conditions, weather, driver ability and vehicle type are just some of the factors that come into play when considering the safety of a particular situation or location. Predictive models are available, along with anecdotal knowledge and experience with similar conditions. Traffic volumes, crash data, and citizen observations are just some of the ways that staff can analyze locations and corridors to determine what type of improvements or changes to transportation infrastructure would enhance safety. Each situation and location is unique, requiring engineering analysis and professional judgment. This section is intended to provide a broad explanation of safety trends and considerations for planning purposes.

In Washington County, new road construction. and the ongoing maintenance of the existing transportation system, uses modern techniques, industry standards, and best management practices. In addition, an active presence by law enforcement personnel reinforces the rules of the road . These roads are still subject to traveler behavior factors such as speeding , following too closely , drunk driving and walking or bicycling without appropriate visibility gear. Non-behavior factors may also play a role.

Tens of thousands of vehicles traverse Washington County roads on a daily basis and the vast majority of those trips are without incident. However, there are some locations that tend to have an increased rate of crashes. Metro's State of Safety 2011 Report reveals that in 2007 through 2009, urban Washington County had the lowest rate of injuring crashes per capita . the lowest rate of fatal or incapacitating crashes per capita. and the lowest rate of fatal or incapacitating crashes per vehicle miles travelled , compared to urban Clackamas County , the City of Portland , and east Multnomah County.1 Looking at trends over time, crash rates for all modes (except motorcycles) are continuing to decline locally, regionally and nationally after peaking in the 1990s.

Safety initiatives in the region . including various Safe Routes to School programs and Portland 's High Crash Corridor program , typically dissect transportation safety into three or more components within which action may be taken . These are known as the three 'E's:

• Engineering: Physical enhancements to improve safety on a transportation facility . • Enforcement: Partnering with law enforcement to identify and reduce violations of traffic

laws. • Education: Helping people understand the rules of the road and how to walk . bike or

drive safely .

Some Safe Routes to School programs have added other 'E's- encouragement, evaluation and equity - that are useful tools in the broader context of transportation safety .

Evaluation is a particularly important function that Washington County undertakes. The Safety Priority Index System (SPIS) List is the primary tool for identifying intersections where crashes have been occurring frequently . SPIS, originally developed in 1986 by ODOT. assigns

1 Metro State of Safety 201 1 Report, p 14, Metro .




intersections a score based on crash frequency (total number of crashes), crash rate (number of crashes per entering vehicles) and crash severity (number of crashes involving injuries or fatal ities). over a three-year period . Intersections with high SPIS scores may or may not have cost effective or feasible remedies to reduce the frequency or severity of crashes. but the SPIS tool is effective in helping identify safety issues in a strategic fashion .

Some safety concerns are less measurable. Issues of perceived safety and pedestrian/bicycle comfort may not be evident in crash statistics. even though these issues may be detracting significantly from the use of certain modes or facilities . People may avoid walking or biking along certain roads that lack appropriate facilities to do so. regardless of the facility 's safety record.

Safety strategies in the TSP focus on : • Engineering and maintenance solutions. • Strategic evaluation of and response to crash patterns. • Addressing safety deficiencies through development review. • Education and enforcement initiatives. • Lighting .

While the TSP cannot. in and of itself. reduce crashes. it provides a framework for systematically building , maintaining , operating and monitoring a safe transportation system for all users.

Goal 1: Safety Provide a safe transportation svstem for all users.

Objective 1.1 Provide a transportation system that is structurally and operationally safe for all users and all modes.

Strategy 1.1.1 Plan . engineer. design and construct the transportation system using accepted design standards that promote safety and that provide the intended multi-modal function as indicated in the TSP and the Road Design and Construction Standards.

Strategy 1.1.2 Regularly inspect the transportation system to identify and correct safety deficiencies.

Strategy 1.1.3 Use the Maintenance Priority Matrix to help prioritize maintenance and safety expenditures.

Strategy 1.1.4 Where and when practicable , separate travel modes and minimize conflicts between and within modes.

Strategy 1.1.5 Limit sign clutter by utilizing the Manual on Uniform Traffic Control Devices or other appropriate standards for the design and placement of traffic signs.

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Objective 1.2 Strategically monitor, evaluate and respond to crash patterns and safety concerns.

Strategy 1.2.1 Utilize and where practicable improve upon the Safety Priority Index System (SPIS) and other available data sources to identify locations on county roads where crash frequency , rate and severity is disproportionately high.

Strategy 1.2.2 Make improvements to existing transportation facilities to address SPIS findings, Bicycle and Pedestrian Improvement Prioritization Project findings, and other identified safety concerns, using appropriate and available funding sources.

Strategy 1.2.3 Identify appropriate safety solutions for designated truck routes to safely move freight and agricultural equipment amid other modes.

Strategy 1.2.4 Consider developing a Transportation Safety Action Plan for Washington County or subsections or corridors of Washington County .

Strategy 1.2.5 Develop crash reduction performance measures.

Objective 1.3 Review all development proposals, including those within incorporated areas, to continue the safe operation of county roads.

Strategy 1.3.1 Require development to address safety deficiencies identified on the SPIS List or in other sources, through the development review process described in the Community Development Code (CDC) , as appropriate.

Strategy 1.3.2 Apply access management standards as set forth in the CDC in order to reduce traffic conflicts and improve safety.

Strategy 1.3.3 Consider an update to Resolution and Order 86-95, to implement safety improvements associated with new development and redevelopment.

Strategy 1.3.4 Consider Traffic Calming Devices during the land development process, when the County Engineer finds that safety related issues are likely to occur without the installation of such devices.

Objective 1.4 Coordinate with law enforcement and other safety related agencies and organizations to improve the safe operation of the transportation system by all modes.

Strategy 1.4.1 Coordinate with law enforcement agencies to reduce violations of traffic laws and to target violat ion problem locations.

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August20,201 3 Page 4 of 4

Strategy 1.4.2 Consider security and law enforcement issues in the design and maintenance of transportation facilities. including "crime prevention through design" principles.

Strategy 1.4.3 Encourage educational programs that improve public understanding of safe use of the transportation system.

Strategy 1.4.4 Coordinate with and identify opportunities to advance the goals of Safe Routes to School programs in Washington County.

Objective 1.5 Illuminate the transportation system appropriately.

Strategy 1.5.1 Require new development and redevelopment in the urban area to install street lighting under the provisions identified in the CDC.

Strategy 1.5.2 Integrate street lighting into major county transportation improvement projects. where appropriate.

Strategy 1.5.3 Use the proposed Urban Streetscape Toolkit to explore a variety of lighting options and to identify appropriate contexts to use them.

Strategy 1.5.4 Consider street lighting designs and practices that limit impacts on neighborhoods and agriculture.




Goal 2: Economic Vitality Provide a reliable transportation svstem that enhances the economic health

of Washington County.

The transportation system plays a critical role in the economic vitality of Wash ington County. In 2013 Washington County was home to over 232.000 jobs and the highest average weekly wages in Oregon. Continued economic health depends on effectively serving the transportation needs of businesses large and small, including the people who work, shop and/or provide services. For the movement of goods. this means providing reliable freeway and arterial access to and from major employment areas. and helping railroad companies move goods efficiently and safely. Employers also need access to a sufficient labor market within a reasonable commute time and by multiple modes.

Economic vitality is addressed in the TSP in the following ways:

• Designating a safe. reliable network of truck routes . including routes for hazardous materials and over-dimensional vehicles.

• Working with private railroad operators to continue the efficient movement of rail freight.

• Ensuring that airports and pipelines are planned , sited and operated in accordance with all applicable regulations.

• Encouraging infrastructure investments in economic activity centers.

• Making sure employers have adequate access to the labor market.

• Promoting rural economic vitality by accommodating safe, reliable travel for the agricultural , forestry and tourism industries.

Additional considerations on the components of economic vitality are provided below.

Truck Routes

Most freight in Wash ington County is expected to be shipped by truck in the future . To provide for the most efficient transport of freight and to minimize impacts on residential neighborhoods, Through Truck Routes are designated primarily on Arterial and Collector roads. The truck route designations in the TSP encourage, but do not require , truck drivers to use these routes . The primary purpose of designating truck routes in the TSP is to identify where future improvements on these roads should provide for the safe and efficient movement of trucks.

Hazardous Materials Trucking The transport of hazardous materials is regulated by the Federal Motor Carrier Safety Admin istration under Title 49 Code of Federal Regulations, Parts 390-397, and is not governed by local jurisdictions. Hazardous materials include a variety of substances, rang ing from radioactive and medical wastes to gasoline. The transport of non-

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radioactive hazardous materials requires that vehicles transporting these materials comply with any routing designations of a state, be placarded or marked and not go through or near heavily populated areas, places where crowds are assembled. tunnels . narrow streets or alleys. except where there is no practicable alternative. The transport of radioactive materials is generally restricted to designated preferred routes on interstate highways, beltways or bypasses. where alternative routes have not been designated by a state. The transport of hazardous materials is permitted on all Through Truck Routes within the county . However. the Vista Ridge Tunnel just east of Washington County on US 26 is closed to such traffic. As a result, hazardous materials are often transported via Cornelius Pass Road or OR 217.

Over-Dimensional Vehicles Over-dimensional vehicles are trucks with wide or long loads that require a special permit. Washington County Operations Division maintains and annually updates a pre-approved over-dimension permit route map to facilitate such vehicles.

Freight Rail While the role of railroads in Washington County's overall freight network is relatively small , a number of local firms continue to use them regularly , particularly in the forest products industry. Portland & Western is the primary operator of freight railroads within Washington County. with lines stretching from Banks to Wilsonville . and from Lake Oswego to Sherwood . The majority of roadway rail crossings in Washington County are at grade. posing potential conflicts and hazards. ODOT Rail Division authorizes new or modified rail crossings.

Air Washington County's Comprehensive Plan identifies Public Use Airports and state-recognized Private Use Airports with land use overlay designations in the map elements of the Rural/Natural Resource Plan and/or Community Plans entitled Airport Overlay Districts. Land use related policies and strategies regarding the overlay-designated airport facilities are addressed in the Rural/Natural Resource Plan and in the Comprehensive Framework Plan for the Urban Area . Development standards for all airport and heliport related uses. including personal use airports and heliports. are outlined in the Community Development Code. Private use facilities fall under two general categories: private use airports identified by the Oregon Department of Aviation (pursuant to ORS 836.608(2)) that are subject to LCDC's Airport Planning Rule (OAR 660-013) , and personal use facilities that are subject to local regulation .

Pipelines Major high-pressure gas pipelines (60 pounds per square inch or greater) are shown in the TSP to highlight possible conflicts with future roadway extensions or expansions.

Economic Activity Centers Economic Activity Centers include employment land (such as North Hillsboro and the TualatinSherwood Corridor) and regional centers (including downtown Beaverton . downtown Hillsboro . Tanasbourne-Amberglen and Washington Square) . They are identified in the TSP because their intensity of commercial or industrial uses often demands a commensurate level of transportation operational or capital improvements.


Access to Labor



For Washington County employers, having access to the regional labor market is just as important as moving goods or services. Part of a company's location decision is based on having a sufficient pool of talented workers be able to reach that location within a reasonable travel time of their homes, and by multiple modes if possible. Employers count on Washington County and its partner jurisdictions to provide an efficient. reliable transportation system so that employees are willing to take jobs here and are able to get to work on time. Roadway congestion and poor transit service can both negatively affect employers' access to labor.

Rural Economic Vitality In rural Washington County, agriculture, forestry and tourism contribute significantly to the economy. Washington County ranks in the top five Oregon counties for gross sales of greenhouse/nursery products. wine grapes and cane berries, and hosts thousands of acres of timber and recreation land in the Coast Range.1 Tourism augments these rural economic activities when people visit farmstands , wineries and recreational destinations. Transportation 's role is to provide a safe, reliable network of roads for everyone who lives. works, visits or passes through the rural area . This includes managing conflicts between agricultural equipment. log trucks, cars and bicycles.

Goal 2: Economi.c Vitality Provide a reliable transportation svstem that enhances the economic health of Washington County.

Objective 2.1 Designate a truck route system that facilitates the efficient movement of goods, services and agricultural equipment.

Strategy 2.1.1 Coordinate planning , development. maintenance and operation of an efficient and safe truck route system with the private sector, ODOT, TriMet, Metro, the Port of Portland and the cities of Washington County.

Strategy 2.1.2 Improve monitoring, analysis and management of freight needs by maintaining a truck classification count database.

Strategy 2.1.3 Develop freight reliability criteria , including_ percentage reduction in delay per truck trip , for purposes of project prioritization .

Strategy 2.1.4 Proactively identify and correct roadway design, safety and operational deficiencies on truck routes to meet freight reliability targets.

Strategy 2.1.5 Coordinate with federal and state agencies as necessary for compliance with federal and state regulations perta ining to the safe transport of hazardous materials within and through Washington County .

1 Oregon Agricu lture : Facts and Figures. National Agricultural Statisti cs Service and Oregon State University Extension Service , July 2012.




Strategy 2.1.6 Designate and map over-dimensional freight routes, and identify where roadway improvement projects should not further restrict or limit over-dimensional vehicle operations, as appropriate.

Objective 2.2 Encourage the safe, efficient operation of railroad, airport and pipeline facilities.

Strategy 2.2 .1 Maintain or establish safe and effective rail crossing treatments through federal and state rail regulations.

Strategy 2.2.2 Protect active freight railroads from unregulated crossings and encroachment.

Strategy 2.2.3 Consider the needs of freight rail operators, including the practice of storing and staging longer freight trains between road crossings.

Strategy 2.2.4 Work with public and private sector partners to preserve existing railroads and railroad rights-of-way for transportation purposes or alternative public purposes, to the extent practicable.

Strategy 2.2 .5 Coordinate with service providers to continue the safe operation and adequate maintenance of existing air, rail, and pipeline facilities ; and protect such facilities from encroachment by incompatible land uses.

Strategy 2.2.6 Coordinate planning and development of new or expanded air, rail, and pipeline facilities and services consistent with federal, state and regional plans and regulations , including analysis of environmental and noise compatibility with surrounding land uses.

Objective 2.3 Invest in transportation to encourage economic development.

Strategy 2.3.1 Prioritize economic development-focused transportation investments within and connecting to regional centers, industrial areas, freight and passenger intermodal facilities.

Strategy 2.3.2 Facilitate a transportation system that provides employers access to an adequate labor pool.

Strategy 2.3.3 Recognize the economic benefits that active transportation and transit investments have fo r recruiting and retaining businesses , attracting talent, and reducing congestion that negatively affects roadway freight transport , and facilitate these investments appropriately.

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Objective 2.4 Encourage rural economic vitality in Washington County.

Strategy 2.4 .1 Facilitate the safe, efficient movement of agricultural and forest products, including agricultural machinery.

Strategy 2.4.2 Consider developing rural road safety strategies to address conflicts between agricultural equipment, log trucks, cars and bicycles on rural roads.

Strategy 2.4.3 Consider the transportation and land use needs of agricultural and forest industries when designing roadway improvements in the rural area.

Strategy 2.4.4 Facilitate safe travel for rural tourism traffic, including the safe operation of designated scenic driving and bicycling routes.




Goal 3: Livability Preserve and enhance Washington County's quality of life for all residents,

workers and visitors.

Livability means different things to different people, but most would agree that good transportation is a critical component of community livability. For some, a transportation system that supports a livable community means attractive streets and a variety of travel options: for others it means uncongested freeways and quick travel times. The transportation system provides connections - both literally and figuratively - between commonly-stated elements of livability: affordable housing. good jobs. strong schools. nearby shopping, and a safe. healthy environment. A well-planned transportation system should meet the fundamental need of mobility while also providing the benefits of safe. livable and vibrant communities.

TSP livability strategies focus on:

• Reducing negative impacts on the human environment. which includes neightborhoods. business districts. farms. parks, and other features that people value in the built environment.

• Coordinating land use and transportation planning .

• Recognizing and addressing the unique concerns of the rural area.

• Addressing social and geographic equity in transportation investments and impacts.

Additional context is provided below.

Land Use and Transportation Integration

The successful integration of land use and transportation planning can reduce the need for travel . promote fiscally responsible investment of public dollars. and create livable communities. Land use and transportation integration is well established in Washington County.

In 1995, Metro adopted the 2040 Growth Concept. the long-range plan for managing regional growth that "merged land use and transportation planning to reinforce the objectives of both . 1"

Washington County and the cities therein plan their land use designations and transportation investments in concordance with the 2040 Growth Concept. concentrating mixed-use and higher-density development into "centers ." "station communities" and "main streets" and connecting them with multi-modal transportation corridors.

1 Metro Regional Transportation Plan, page 2-4, 2010.




Livable Streets

"Livable streets" is a term used to reflect enhanced street design features that may encourage more walking , bicycling and transit use, and foster economic development. Elements of livable streets such as trees, wider sidewalks, landscaped medians, enhanced pedestrian crossings and pedestrian-scale lighting, can help improve the vibrancy of communities. Careful consideration must be given as to the appropriate locations for enhanced street designs. and how the improvements will be maintained in the long term.

Enhanced street designs are encouraged in Regional Centers. Town Centers. Station Communities and Main Streets (as designated in the Metro 2040 Growth Concept) and in Pedestrian Districts identified in the Washington County TSP. These enhancements can help foster the land use, economic and transportation mode share targets envisioned for these areas.

Equity

Equity in transportation planning includes both social and geographic equity.

Planning for equity often means examining socio-economic, demographic, and geographic characteristics. Some demographic groups may not have been engaged in planning efforts in the past. Currently, a concerted effort is made to engage these historically underrepresented populations of Washington County - including low-income, minority, youth, and low English proficiency residents- and provide them a voice throughout the planning process. A livable future is one that engages and benefits all residents and users of the transportation system.

Goal 3: Livability Preserve and enhance Washington County's quality of life for all residents, workers and

visitors.

Objective 3.1 Strive to maintain and enhance the livability of existing and future communities and neighborhoods.

Strategy 3.1.1 When considering transportation improvements that create new, expanded or extended roadways, evaluate and balance the needs of the traveling public with the livability and viability of neighborhoods, business districts, agricultural areas. historic places and other cultural resources.

Strategy 3.1.2 Strive to limit inappropriate through-traffic and speeding in residential areas using the Neighborhood Streets Program, while maintaining adequate neighborhood and emergency access.

Strategy 3.1.3 Consider low-impact strategies to improve traffic flow including appropriate lane-markings, safety improvements, roundabouts and other operational devices.




Strategy 3.1.4 Identify scenic view corridors and vistas, and strive to maintain and enhance these visual resources for residents and users of the transportation system.

Strategy 3.1.5 Follow federal and state regulations and guidelines on reducing transportation-related noise.

Strategy 3.1.6 Work with appropriate entities to identify, avoid and/or mitigate negative impacts on the community from airport, rail freight. pipeline and electric transmission projects.

Strategy 3.1 .7 Regulate the provision of parking as identified in the Community Development Code (CDC) .

Objective 3.2 Coordinate transportation and land use planning.

Strategy 3.2 .1 Plan and provide a multi-modal transportation system that encourages the land uses, mixes and densities indicated in the Comprehensive Plan , community plans and/or other applicable, adopted land use plans.

Strategy 3.2.2 Plan for the anticipated multi-modal travel demand generated by proposed development within and near Washington County.

Strategy 3.2.3 Explore opportunities to further improve accessibility, including jobs/housing balances, through integrated transportation and land use solutions.

Objective 3.3 Use transportation investments to enhance the viability of centers.

Strategy 3.3.1 Prioritize enhanced complete street and boulevard designs with wider sidewalks and a higher level of streetscape amenities within Metro 2040 Regional Centers, Town Centers, Station Communities and Main Streets, and consolidate the TSP overlay designations of these streets.

Strategy 3.3.2 Consider developing an Urban Streetscape Toolkit that illustrates and describes the palette of available design options for streetscape projects such as sidewalks, lighting , trees, landscaping and retaining walls .

Strategy 3.3.3 Recognize the continued importance of adequate mobility for people and goods, to , from and between centers in order to create and sustain economic vitality .

Objective 3.4 Identify, limit and/or mitigate adverse impacts of transportation on rural, agricultural and resource areas in Washington County.

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Strategy 3.4.1 Consider education . enforcement and engineering solutions to mitigate conflicts between motor vehicles, bicycles and agricultural equipment on rural roads.

Strategy 3.4 .2 Involve affected property owners early in the project development process to address land use compatibility issues adjacent to roads that form the boundary between urban areas, urban reserves , rural areas and/or rural reserves on a case-by-case basis.

Strategy 3.4 .3 During the concept planning of newly-designated urban areas. strive to design the transportation system so that the traffic associated with these areas may travel primarily through the existing urban area .

Objective 3.5 Distribute transportation benefits and impacts equitably among residents, businesses, workers and visitors in Washington County.

Strategy 3.5.1 Equitably distribute the benefits and impacts of transportation improvements. maintenance and operations activities geographically across Washington County.

Strategy 3.5.2 Identify, map and periodically update the locations of transportation disadvantaged I underrepresented populations, including concentrations of children , elderly, low-income, racial/ethnic minority , English as a second language (ESL) and zero-car households, and use this information to help inform transportation investment decisions.

Strategy 3.5.3 During transportation and land use planning and implementation. consider the share of household income spent on housing and transportation .




Goal 4: Natural Environment Create and maintain a transportation system that first avoids. then

minimizes, then mitigates impacts to the natural environment.

All transportation modes, vehicle types and facilities- even electric vehicles and multi-use trails - have impacts on the natural environment, from localized habitat degradation caused by the horizontal footprint of a road or trail, to global climate change influenced by carbon emissions. The TSP divides environmental considerations into three categories: air and climate: land and water; and efficiency. (Impacts to the built environment are addressed under Goal 3: Livability .)

Air and Climate

The Portland Air Quality Maintenance Area currently meets all federal air quality health standards. However, in the past, the Portland Air Quality Maintenance Area did not meet the air quality health standards for ground-level ozone (smog) and carbon monoxide. Gasoline powered vehicles emit both carbon monoxide and ozone precursors. Therefore, the Oregon Department of Environmental Quality (DEQ) has established an emission budget for ozone precursors and carbon monoxide. These emission budgets include a mobile source (vehicle) category . For regional transportation planning purposes, the transportation network must demonstrate compliance with the mobile source emission budgets for these pollutants.

Ground-level ozone (smog) is a serious type of type of air pollution caused by a chemical reaction when nitrogen- oxides and volatile organic compounds are exposed to sunlight and warmer temperatures. Smog discolors the atmosphere and can harm human health . The ozone precursors of nitrogen- oxides and volatile organic compounds are criteria pollutants for air quality conformity determinations.

Carbon monoxide is a colorless. odorless gas that can lead to serious human health problems with prolonged exposure, or short term concentrated exposure. Carbon monoxide exposure issues may occur during winter conditions with both cold temperatures and stagnant air.

Both ground-level ozone and carbon monoxide are air quality pollutants monitored by DEQ. These and other emissions are measured hourly through an air quality surveillance network of establ ished sites throughout the region that record the chemical composition of the air.

The transportation sector further affects air quality and climate through the emission of greenhouse gases such as carbon dioxide, air-borne taxies such as benzene, and particulate matter. Both air taxies and particulate matter are known or suspected to cause cancer or other health problems. In Oregon. an estimated 34% of greenhouse gas emissions - the largest single share- can be attributed to transportation related sources. 1 Recent data from DEQ also suggest that ai r taxies are disproportionately concentrated in urban Washington County due to stagnant air.z

1 Clean Fuels Program, Oregon Department of Environmental Quality, 2012 http://www.deq.state.or.us/aq/cleanFuel/index.htm 2 Portland Air Toxics Report, Oregon Department of Environmental Quality, 2012 . http :1/www .deq. state .or. us/aq/plann ing/patsReport. htm




Clean air has been a federal mandate since the Clean Air Act of 1970. Clean Air Act Amendments in 1990 required metropolitan planning organizations to demonstrate air quality conformity in their transportation plans in order to receive federal transportation funds . The air quality/transportation connection is also part of Oregon's Statewide Planning Goal 6 (Air. Water and Land Resources Quality) , and is enforced by DEQ through OAR 340-200-0040. By developing the Washington County TSP consistent with the Metro RTP (which complies with federal and state air quality conformity regulations) , Washington County helps the region meet federal , state and regional air quality regulations.

Plan strategies that address air quality and climate change focus on (1) reducing vehicle trips and trip lengths by moving more trips to active (transit, walk and bike) modes. increasing shared ride trips, and reducing travel demand through telecommuting and land use planning , and (2) increasing and encouraging the use of fuel efficient and zero-emission vehicles.

Land and Water

Washington County is host to significant terrestrial and aquatic resources, including the Tualatin River and its tributaries. a number of regionally-significant wetlands, some of the most productive agricultural lands in Oregon, and upland areas of oak savanna and Douglas-fir forest. The value of these resources is multi-faceted : providing fish and wildlife habitat. filtering and cooling runoff. cleaning the air and adding unquantifiable aesthetic and economic value.

Washington County's Community Development Code Article VII specifically addresses the impacts of transportation projects on land and water resources. as well as other resources including cultural , visual and recreational resources. Transportation project applicants must describe anticipated impacts on the natural , built and planned environment. and propose potential mitigation measures. Land and water resources in Washington County are documented in the county 's Rural/Natural Resource Plan , and in mapping associated with Metro's Functional Plan Title 31 and Oregon 's Goal 5 (Natural Resources. Scenic and Historic Areas and Open Spaces) .

Transportation improvement projects must demonstrate compliance with applicable environmental regulations pertaining to stormwater and aquatic resources. In many areas of the county , this includes a permit from Clean Water Services. Elsewhere. appropriate city , regional, state and/or federal regulations apply- particularly when a project may disrupt a waterway , floodplain or wetland . State land use regulations also apply in Exclusive Farm (State Goal 3) and Forest Districts (State Goal 4) .

Plan strategies that address impacts to land and water resources focus on identifying natural resources through existing planning and regulatory mechanisms, avoiding impacts to these resources if possible and - if impacts are unavoidable- reducing and mitigating them through context-sensitive design features and enhancements.

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Efficiency



The TSP addresses energy and resource conservation through vehicle fleet-based strategies such as encouraging the use of fuel-efficient or zero-emission vehicles and through the use of recycled or low-impact materials in transportation projects.

Goal 4: Natural Environment Create and maintain a transportation system that first avoids, then minimizes. then mitigates

impacts to the natural environment.

Objective 4.1 Reduce negative impacts of the transportation system on air quality and global climate.

Strategy 4 .1.1 Meet regional air pollutant and greenhouse gas reduction performance targets by implementing the active transportation . travel demand management and accessibility strategies in this plan .

Strategy 4 .1.2 Help the region meet the air quality emission budgets for mobile sources for carbon monoxide and ground-level ozone precursors.

Strategy 4 .1.3 Using the Comprehensive Framework Plan and the Community Development Code, implement the Metro 2040 Growth Concept to create a compact urban form that increases the accessibility of destinations and reduces vehicle miles traveled.

Objective 4.2 Reduce and/or mitigate negative impacts of the transportation system on the natural environment.

Strategy 4.2.1 Identify, and first avoid . then limit and/or mitigate adverse impacts of transportation projects on mapped Significant Natural Resources.

Strategy 4 .2.2 Transportation improvements are to be developed consistent with Oregon statewide planning goals and administrative rules. when establishing general transportation alignments. unless a special exception is allowed .

Strategy 4 .2.3 Washington County's Department of Land Use & Transportation Project Review Committee shall review transportation project applications for completeness and compliance with applicable regulations .

Strategy 4.2.4 Consider the temporary and long-term impacts of construction and maintenance activities on the natural environment and adopt practices that mitigate these impacts.




Strategy 4.2.5 Consider and incorporate as appropriate context-sensitive design treatments that reduce and/or mitigate transportation impacts including surface stormwater management features and impervious surface reductions.

Strategy 4.2.6 In agricultural areas avoid and/or limit significant disruption of farming activities during both project implementation and maintenance, in accordance with Policy 15 of the Rural/Natural Resource Plan , as appropriate.

Strategy 4.2.7 Consider existing natural hazards, as well as potential future natural hazards, during the design and engineering of transportation improvements.

Objective 4.3 Reduce energy and resource consumption associated with transportation.

Strategy 4.3.1 Encourage the purchase of fuel -efficient vehicles when replacing county fleet vehicles to reduce energy consumption and help achieve greenhouse gas reduction goals.

Strategy 4.3.2 Encourage the use of recycled and other low-impact materials in the construction and maintenance of the transportation system.

Strategy 4.3.3 Coordinate with private and public sector partners to standardize, codify, and incentivize technological solutions to reducing energy consumption , including the installation of additional electronic vehicle charging/parking spaces throughout Washington County.

Strategy 4.3.4 Encourage the use of native vegetation in the landscaping for transportation projects.

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System Design



This section establishes the design and functional framework of the transportation system . A network of roads, freeways, trails, bicycle facilities and transit routes is envisioned to provide mobility, accessibility , connectivity and active transportation options throughout Washington County. The System Design element of the Transportation System Plan (TSP) states these concepts as goals:

• Goal 5: Mobility • Goal 6: Accessibility • Goal 7: Connectivity • Goal 8: Active Transportation

The System Design goals, objectives and strategies help implement the Guiding Principles described in the previous section : safety, economic vitality , livability and a natural environment. The System Design goals outline and guide the development. design and management of the transportation system. Specific system solutions and performance measures will be described in the modal chapters to follow.

The System Design Goals establ ish a framework for a transportation system that:

• Provides a network of multi-modal transportation facilities and operational systems intended for travel between points A and B.

• Connects and integrates land use and transportation .

• Provides multiple travel routes and connections within and between parts of the community .

• Provides for travel by al l modes including walking , bicycling and public transit.

New and improved connections, with rare exception , are to be implemented as "complete streets" within the urban area . Complete streets are roadways designed and operated with all users in mind- people walking , bicycling , using mobility devices, transit, cars and motorcycles and freight vehicles . Complete streets accommodate the safe, comfortable and convenient movement of people of all ages, abilities and means.

Transportation system design also must respond to land use patterns and community needs. Existing and future development patterns determine where homes, schools, work , shopping and other activities are located . The location and design of our communities can profoundly affect the way in wh ich we move about. Clackamas, Multnomah and Washington Counties have recently collaborated with Metro on a regional effort to help determine the shape of the Portland region over the next 40 to 50 years. The adopted Urban and Rural Reserves are intended to provide greater pred ictability for the region as to where future growth may take place both inside and outside the current Urban Growth Boundary. The transportation system must be designed and planned with these areas and futu re growth in mind .


Goal 5: Mobility



Promote the efficient and cost-effective movement of people. goods and services by all modes.

Mobility means travel between points A and B. The mobility goal calls for providing a network of multi-modal roadways and operational systems. Achieving the mobility goal entails the effective and efficient management of the existing and future roadways, including the improvement of roadways to urban standards as complete and livable streets.

The four primary objectives of the design, implementation and management for the mobility functions of the roadway system include:

1. Designation of an appropriate functional classification system and maps The Transportation System Plan calls for developing an appropriate roadway functional classification system based on travel characteristics and community aspirations. This functional classification system describes appropriate operational attributes, as well as roadway design treatments and standards. Roadway functional classification definitions are described at the end of this section .

Streets where Regional Street Design standards are to be considered are shown on the Regional Street Design Overlay Map. The intent of this map is to identify those Arterial and Collector streets where certain design treatments may be used to enhance pedestrian , bicycle and transit functions while also seeking to provide adequate motor vehicle capacity resulting in safer, modally balanced streets. The Regional Street Design Overlay Map identifies Boulevards, Boulevard Intersections and Streets, the designs for which are discussed below.

• Boulevards may have three or more lanes and may include landscaped medians, onstreet parking , landscape buffered sidewalks and enhanced pedestrian crossings. These roadways also include bicycle lanes or other bicycle treatments and wide sidewalks that can accommodate transit enhancements such as benches or bus shelters.

• Boulevard Intersections may include broad or wide sidewalks up to 12 feet in width as well as special lighting and crossing features to improve pedestrian , bicycle and transit safety and accessibility.

• Streets may range from two to more travel lanes and may include continuous two-way left turn lanes or median treatments, with landscaping where appropriate, bike lanes and landscape buffered sidewalks of six or more feet. Streets may include marked pedestrian crossings at intersections and/or may include special crossing amenities at major intersections.

2. Providing systems to manage and operate the roadway system efficiently The plan also calls for improved systems to manage and operate roadways within a constrained urban context. Access management. traffic calming and facility design are important elements of managing the transportation system. Access management reduces conflicts between through movements and vehicles turning off and onto the roadway , as wel l as conflicts between motor vehicles and pedestrians or bicyclists. Facility design addresses




roadway safety and operations with striping , geometry . turn movement channelization and other minor roadway reconstruction . Traffic ca lming devices may be applied to Local Streets and Neighborhood Routes to attempt to help protect neighborhoods from the intrusion of through-traffic, and from speed violations. Traffic calming techniques may include signage, curb extensions, traffic barriers. narrowed travel lanes. planted medians and other features.

Programs that allow better use of the existing transportation system benefit all users and improve system capacity and efficiency. Transportation System Management (TSM) is a general term used to describe techniques for increasing the efficiency, safety and capacity of a transportation facility without major new capital improvements. This may include signal improvements. facility design treatments. access management. managed lanes. turn restrictions, ramp metering , incident response. targeted traffic enforcement and/or programs that smooth transit operations. among other treatments.

3. Monitoring travel conditions with an appropriate level-of-service or other performance standard The Transportation System Plan makes the presumption that building a roadway system to accommodate all motor vehicle traffic at desired standards during the peak travel period may not be practical. Certain project(s) necessary to provide desired peak-period motor vehicle performance would be extremely difficult to build for reasons of physical impacts, costs , and conflicts with other goals or community aspirations. In the meantime. the Interim Washington County Motor Vehicle Performance Measures will continue to fulfill the important role of evaluating target and acceptable motor vehicle performance. The Interim Washington County Motor Vehicle Performance Measures table is included at the end of this section in Table 4.

4. Encouraging transportation demand management programs and partnerships Transportation Demand Management (TOM) is the general term used to describe any activity that provides an alternative to single-occupant-vehicle trips . TOM encompasses a range of strategies such as carpooling , staggered work shifts and/or telecommuting. These strategies encourage ridesharing (e.g., car- or van-pooling) , transit use (e.g., fare subsidies) . bicycle commuting (e.g., on-site showers. lockers or bike parking) , walking to work and/or flexible work hours. TOM strategies are relatively low-cost initiatives that can help reduce traffic congestion problems and improve overall mobility.

As growth in Washington County occurs. the number of vehicle trips and travel demand in the area will also increase. The ability to provide alternatives may help accommodate this growth. TOM strategies and programs have taken on increased importance and emphasis recently . This is in part due to an increased interest in improving air quality and active transportation and health . TOM strategies are encouraged by a number of organizations for these reasons. as wel l as reducing the need and expense for additional vehicle capacity . The State of Oregon requires employers with more than 50 employees to have programs in place that reduce the percentage of employees who drive alone to work.

Transportation Management Associations (TMAs) are typically public/private partnerships that have been established in some areas to coordinate and assist firms in complying with these regu lations and to be advocates for activities that reduce demands on our roadway system. TMAs play a role in reducing single-occupant-vehicle trips , reduce green-house gas emissions. foster economic vitality , improve health and enhance the efficiency of our




regional transportation network. Since 1997 the Westside Transportation Alliance (WT A) has worked with its partners and Washington County employers to offer workplace services and programs that help employees commute to work by transit, carpool, vanpool, walking and biking . More recently the WTA expanded its focus to include business services such as "last mile" connections and creation of bicycle parking resources.

Goal 5: Mobility Promote the efficient and cost-effective movement of people, goods and services by all modes.

Objective 5.1 Provide a roadway system that is cost-effective, designed to operate efficiently, and serves all travel modes.

Strategy 5.1 .1 Recognize that the functional classification system represents a continuum in which through traffic increases and provisions for vehicle access decrease in the higher classification categories (see figure 5). Designate a roadway Functional Classification Map utilizing some or all of the following criteria for defining or modifying the functional classification :

A) Expected amount, type and characteristics of vehicle traffic. B) Distance between similar roadways within the system. C) Expected needs of the community and traveling public. D) Extent of appropriate access. E) Length of the roadway. F) Land use along the roadway. G) Neighborhood and community aspirations.

Strategy 5.1 .2 Determine ultimate street design requirements and street profile for development review and/or public improvement based on the Functional Classification Map designation and/or Special Area Street Map designation; and utilize both the Regional Street Design Overlay Map, and the Lane Numbers Map to determine the appropriate right-of-way dedication and design treatment applicable within the currently adopted roadway standards (see table 3) .

Strategy 5.1.3 Address potential impacts of long-distance trips on neighborhoods or communities by:


A) Ensuring that the collectors and arterials of the transportation system are designed to adequately accommodate these trips.

B) Designing and managing local streets to accommodate local trips and to discourage long-distance trips.



Strategy 5.1.4* Prior to adding through travel lane capacity to the Lane Numbers Map. or elsewhere in the transportation system plan . consider the following strategies, in the order listed below:

A) Transportation System Management strategies. including Travel Demand Management. safety. operational and access management improvements.

B) Bicycle and pedestrian system improvements. C) Appropriate lane-markings. safety improvements, and other

operational devices to improve traffic flow. D) Land Use strategies to reduce motor vehicle congestion and

peak-period demand. E) Parallel connections and local street connectivity improvements. *Strategy 5.1.4 has been developed based on and in response to the Regional Transportation Functional Plan requirements in Title 2, 3.08 .220.

Strategy 5.1.5 Define and maintain a Countywide Roadway System that is intended to serve major travel movements. and appropriate for long-term Washington County operation and maintenance. Maintain a map which identifies county and state facilities on the Countywide Roadway System. Pursue jurisdiction of facilities identified for long-term county operation and maintenance.

Objective 5.2 Provide systems to efficiently manage and operate the roadways.

Strategy 5.2.1 Identify . evaluate. develop and enhance transportation system management and operation technology and techniques that limit congestion and maximize transportation system operating efficiency.

Strategy 5.2.2 Implement intelligent/adaptive transportation system technologies and techniques that improve the efficiency and operation of the transportation system.

Strategy 5.2.3 Coordinate efforts with regional partners to cooperatively develop subregional arterial surface street management systems and programs that include, but are not limited to, signal system coordination and optimization . video data collection . data retrieval and archiving .

Strategy 5.2.4 Coordinate with TriMet. Metro. the Oregon Department of Transportation (ODOT) and other agencies to provide appropriate signal priorities along frequent and rapid bus transit routes .

Strategy 5.2.5 Investigate managed lane treatments and other priority treatments for fre ight. transit, or other modes. in appropriate corridors and/or locations.

Strategy 5.2.6 Investigate the potential for public/private partnerships to provide driver information services (such as phone applications and/or social media).




Objective 5.3 Utilize the Interim Washington County Motor Vehicle Performance Measures to manage congestion (please note Interim Washington County Motor Vehicle Performance Measures will be the same as the volume to capacity ratio (VIC) standards adopted in 2002 (see table 4) until an analysis and update of performance standards has been completed and adopted) .

Strategy 5.3.1 Provide a transportation system that accommodates travel demand consistent with applicable performance standards for all modes of travel where feasible.

Strategy 5.3.2 Provide a roadway system that meets the mobility needs of Washington County residents and businesses, as defined by performance standards identified in Interim Washington County Motor Vehicle Performance Measures of this plan.

Strategy 5.3.3 Implement Washington County projects necessary to improve performance and reduce system design deficiencies in roadway corridors and segments that are operating or forecasted to operate at less than acceptable standards as identified in the Interim Washington County Motor Vehicle Performance Measures.

Strategy 5.3.4 Implement Washington County's Comprehensive Plan , including the review of development applications, as defined by the performance standards identified in the Interim Washington County Motor Vehicle Performance Measures of this plan.

Strategy 5.3.5 Help provide a roadway system that addresses travel demand associated with anticipated new development or redevelopment, by applying appropriate access management standards as defined and required within the Community Development Code (CDC) .

Strategy 5.3.6 Recognize that flexibility is necessary and it may not be desirable or practicable to meet the interim level-of-service standard in all cases.

Objective 5.4 Encourage Travel Demand Management efforts to reduce total vehicle travel, and vehicle travel during peak hours.

Strategy 5.4.1 Develop and emphasize Travel Demand Management and reduction strategies as mechanisms for reducing veh icle trips and shifting travel to off-peak periods.

Strategy 5.4 .2 Work with the Westside Transportation Alliance. major employers and business groups to develop and implement demand management programs to work towards the mode share targets adopted in th is plan .

Strategy 5.4 .3 Explore Washington County's role-;- with partners, in coordination and development of Transportation Demand Management programs.

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Mobility Concepts

Functional Classification



This section elaborates on the functional classification system described by Strategy 5.1.1.

There are numerous ways in which the concept of roadway functional classification is defined and interpreted. Federal, state. regional and some city definitions within Washington County may differ from the classification scheme used here. In practice. tThis is not a problem in practice. because these classification systems reflect the general process described below.

Functional classification is the process by which streets and highways are grouped into classes. or systems. according to the character of service they are intended to provide. Basic to this process is the recognition that individual roads and streets do not serve travel independently in any major way. Rather. most travel involves movement through a network of roads. It becomes necessary then to determine how this travel can be channelized within the network in a logical and efficient manner. Functional classification defines the nature of this channelization process by defining the part that any particular road or street should play in serving the flow of trips through a highway network.1

Both the Washington County Functional Classification System and Metro's Regional Transportation Plan Arterial and Throughway Network map describe a hierarchy of roadway types. their relative roles in the transportation system, and provide direction with regard to appropriate classification criteria and facility design.

As depicted in Figure 5 below, roads perform two essential functions: they facilitate mobility and they provide access to individual properties. At the top end of the system. a Freeway's main function is to provide a continuous route that enables traffic to move easily over long distances. At the bottom end. a Local Street's primary function is to provide access to individual properties. Between these extremes, roadways provide access and mobility to varying degrees. In this manner. the functional classification system represents a continuum in which through-traffic increases and provisions for access decrease in the higher classification categories.

1 FHWA Functional Class ifica tion Guidelines 1989


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NO THROUGH TRAFFIC

(less mobility)

Figure 5

MOBILITY



NO LOCAL TRAFFIC

(more mobility)

Relationship Between Functional Classification,

Mobility, and Access

Functional Classification Definitions

Principal Arterials form the backbone of the road network and are generally labeled freeways and highways. These routes connect over the longest distance (miles) and are spaced less frequently than other Arterials . These freeways and highways generally span several jurisdictions and can have statewide importance. At a minimum. highways that are classified by ODOT as Interstate or Statewide Highways are considered Principal Arterials. General characteristics of Principal Arterials can include:

• Freeways have the highest level of access control . including grade separated interchanges. No at-grade driveways or connections are allowed .

• Highways generally have limited at-grade connections. • Freeways and highways provide connections for the movement of people. services and

goods between the central city , regional centers and destinations beyond the region . • Principal Arterials that are not freeways are managed to minimize the degradation of

capacity while providing limited access to abutting properties.

Arterial streets interconnect with the Principal Arterial highway system . Arterials provide general mobility for travel within the Washington/Multnomah/Ciackamas County area . Correctly sized Arterials at appropriate intervals allow through-trips to remain on the Arterial system thereby discouraging use of Local Streets for cut-through traffic. Arterial streets link major




commercial , residential, industrial and institutional areas. General characteristics of Arterials may include:

• Arterials serve as primary connections to Principal Arterials, and connect to other Arterials. Collector and Local Streets, where appropriate.

• Arterials in the rural area provide connections to neighboring cities, and farm-to-market access between urban and rural areas. Most rural Arterials serve a mix of rural-to-urban and farm-to-market traffic. In some cases rural Arterials . especially in rural/urban fringe areas, accommodate significant amounts of urban-to-urban through-traffic during peak commuting time periods. This is not the intended function of the rural Arterial designation and is often the result of congestion on urban Arterials .

• Arterials may provide freight movement similar to Principal Arterials. • Arterials have moderate access control for cross streets and driveways. Typically ,

residential driveways are not allowed access to Arterials.

Collector Streets provide both access and circulation between residential, commercial , industrial and agricultural community areas and the Arterial system . As such . Collectors tend to carry fewer motor vehicles than Arterials. with reduced travel speeds. Collectors may serve as freight access routes, providing local connections to the Arterial network. General collector characteristics can include:

• Collectors connect neighborhoods to nearby centers , corridors , station areas, main streets and nearby destinations in the urban area . Land development should not be sited to obstruct the logical continuation of Collector streets.

• In the rural area . Collectors are a primary link between the Local Street system and Arterials for freight, people, goods and services.

• Access control on Collectors is lower than on Arterials . Commercial , industrial and institutional uses will be eligible for direct access to Collectors in accordance with the provisions of Article V of the Community Development Code. Direct access to new residential lots is not permitted .

Neighborhood Routes are located in residential neighborhoods and provide connectivity to the Collector and Arterial system. They do not serve citywide or community circulation . Because traffic needs are greater than a Local Street, certain measures should be considered to retain the neighborhood character and livability of these routes. Neighborhood traffic management measures are allowed (includ ing devices such as speed humps, traffic circles and other devices) . New Neighborhood Routes that are not in this plan may be established via the land development process.

• The Neighborhood Route designation is appropriate for urban areas where neighborhood forms are more compact and the routes are much shorter than typically occur in the rural area .

• Traffic management or ca lming measures are allowed .

Commercial/Industrial Streets are a design variant of the Collector street designation and are intended to provide access to commercial or industrial properties. The application of this designation through the development review process may require a different design standard than the underlying functional classification designation.

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Local Streets primarily provide direct access to adjacent land. While Local Streets are not intended to serve through-traffic, the aggregate effect of Local Street design can impact the effectiveness of the Arterial and Collector system when local trips are forced onto the Arterial Street network due to a lack of adequate Local Street connectivity. Local Street connectivity maps in the Community Plans identify new Local Street connections that are required by the Community Development Code in conjunction with development. New Local Streets that are not in this plan may be established via the land development process.

Rural Local Roads may be miles long because of large parcels and a relatively sparse street network. Many Rural Local Roadways are unpaved (gravel) and serviceability can vary with rainfall and maintenance. Rural Local Roads provide direct access to a variety of rural land uses including agriculture, forestry , quarry activities, low-density rural residential uses as well as rural commercial and industrial uses.

Rural Local Road characteristics include: • Paved or unpaved surfaces. • Narrow lane widths with roadside ditches to provide drainage. • No access control and access points spaced far apart. • Lack of traffic calming measures. sidewalks and illumination.

Urban Local Street characteristics include: • Traffic calming measures are allowed. • Access control is minimal with direct driveway connections permitted from all land use ~

• A connected network of Local Streets is required as set forth in the Local Street Connectivity Maps of the Community Plans and in the CDC.

• Sidewalks and street lighting.

Special Area Streets are sub-categories of Collector. Neighborhood Route, Commercial Street and Local Street underlying functional classification designations. Special Area street designations are most frequently applied in transit-oriented overlay districts within 2040 Center and Station Community Area designations. They are identified on the Special Area Street Overlay Map and also in the Community Plans. Special Area Street design standards are included in the Washington County Road Design and Construction Standards.

• Special Area Collectors are intended to link traffic from Special Area Local Streets, Special Area Neighborhood Routes, and some Special Area Commercial Streets to Arterials. Posted speeds are low to moderate. A moderate degree of non-transit oriented development traffic wou ld be acceptable for these facilities.

The design of a Special Area Collector provides multi-modal access to the Arterial system. station area employment and high density residential areas while discouraging traffic infiltration on local streets. In addition to autos, these facil ities accommodate primary and secondary bus lines. bike lanes, and sidewalks separated from the street by a landscape strip . Based on an engineering analysis, left turn lanes in medium and low density residential areas may be generally provided at intersections with Arterials.




Developments which are oriented to Special Area Collectors are generally employmentbased or multi-family residential. Single-family residential developments that abut a Special Area Collector are typically oriented away from road .

• Special Area Neighborhood Routes serve both a traffic collection and distribution function and provide access to adjacent properties. These facilities are intended to have less volume and less through-traffic than Special Area Collectors. Posted speeds are low, and a limited amount of non-transit oriented development traffic is acceptable for these facilities. New Special Area Neighborhood Routes that are not in this plan may be established via the land development process.

The design of Special Area Neighborhood Routes emphasizes neighborhood orientation by accommodating on-street parking , transit service, and bicycles in a relatively narrow paved width which includes the use of traffic calming measures. Exclusive turn lanes are not appropriate for these facilities unless needed for safety at intersections with Arterials.

Special Area Neighborhood Routes primarily serve residential land uses. Development which includes small to medium scale mixed uses is also appropriate.

• Special Area Commercial Streets serve local access and service needs associated with urban high density residential, mixed use and employment-oriented land uses. These roads are not intended to serve through-trips but may have higher traffic volumes than Special Area Neighborhood Routes. The street may not exceed two travel lanes in each direction. Speeds should be low. New Special Area Commercial Streets that are not in this plan may be established via the land development process.

The design of Special Area Commercial Streets reflects intensive localized urban use by all modes. The road must accommodate autos, trucks, buses and bicycles while also providing transit stop amenities and frequent opportunities for pedestrian crossings. Sidewalks are wide and have tree wells to encourage walking .

• Special Area Local Streets provide direct property access. They are not intended to serve through-traffic. Posted speeds are generally low. The design of Special Area Local Streets reflects the residential neighborhood function by accommodating on-street parking on a narrow paved width which can include traffic calming measures to slow down traffic. Special Area Local Streets should serve only low to medium density residential districts. New Special Area Local Streets that are not in this plan may be established via the land development process.




Table 3: Functional Classification Design Parameters

Roadway Classification Lanes 1 Bike Lanes2 Max ROW3 Max Paved Width3

7 Yes 122 Feet 98 Feet Princi(;!al Arterials & §. Yes 98 Feet 74 Feet

Arterials5 ~ Yes 90 Feet 50 Feet 2 Yes 90 Feet 48 Feet §. Yes 98 Feet 74 Feet

Collectors3•4

~ Yes 74 Feet 50 Feet 2 Yes 74 Feet 50 Feet

S(;!ecial Area Collectors5 ~ Yes 52 Feet 46 Feet 2 Yes 40 Feet 34 Feet

Neiqhborhood Routes 2 No 60 Feet 36 Feet S(;!ecial Area

~ No* 44 Feet 38 Feet Neiahborhood Routes5

1 No 70 Feet 50 Feet Commercial/Industrial ~ Yes 64 Feet 50 Feet

2 No 64 Feet 34 Feet

S!;!ecial Area Commercial 1 No* 70 Feet 64 Feet

~ No* 58 Feet 52 Feet Streets5

2 No* 46 Feet 40 Feet

Locals 24' Travel

No 60 Feet 32 Feet Wa.}j_

S(;!ecial Area Local 16' Travel No 38 Feet 32 Feet

Streets5 Wa.}j_ *While these facilities do not include bike lanes, they do include wide travel lanes of 14 feet due to constrained right-of-way width -see Footnotes 2 and 5.

Footnotes: 1. The maximum number of travel lanes that can be built without a plan amendment is identified on the "Road Lane Numbers" Map except for roads allowed to be built as provided by the Community Development Code (CDC). This plan-level decision establishes the transportation system capacity necessary to adequately serve future travel demand identified in the TSP. The number of lanes required to accommodate turning movements at intersections and interchanges will be determined through traffic analysis conducted during the transportation project development process. This project-level decision identifies physical improvements necessary at or near intersections and interchanges to safely and efficiently move toward attaining the system capacity identified in the TSP. Improvements may include turn lanes and auxi liary lanes adjoining the traveled roadway to accommodate weaving, merging , speed changes, or other purposes supplementary to through traffic movement. Auxiliary lanes to address spot area capacity and safety needs may extend between intersections (including interchanges) and beyond an intersection. Opportunities for publ ic participation are available as provided by the CDC.

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2. Bikeways or bicycle lanes are required on all urban Collectors and Arterials. including Special Area Col lectors. Six-foot wide. striped and stenciled bike lanes or other appropriate bicycle treatments shall be constructed along these facilities except where special constraints exist, as determined by the County Engineer. In those areas. five-foot wide bike lanes, 14-foot wide outside travel lanes or other appropriate facilities may be used and transitioned back to the appropriate bicycle facility when the constraint ends. Outside of the UGB. refer to the Bicycle System map to determine which facilities are intended to have bikeways. These bikeways may be a minimum of six-foot wide paved shoulders.

3. Minimum right-of-way and maximum paved widths identified here are, as a rule. the maximum that can be built on roadway segments without an amendment to the TSP. However. plan amendments will not be required when it is determined during the project development or development review processes that these maximums should be exceeded. The reasons to exceed the maximums may include te accommodationte or topography or other project-level refinements associated with safety and/or wider than standard pedestrian facilities bus pullouts; on-street parking ; project impact mitigation measures; and intersection. interchange or other project features identified as necessary for safe. efficient operation of the planned transportation system. All intersections along Arterials and Collectors shall be planned to include right-of-way necessary for turn lanes within 500-feet of intersections, based on a 20-year analysis of intersection needs. Actual right-of-way requirements may be less than the maximums specified in the table based on roadway characteristics and surrounding land uses. On two and three lane urban Collectors. right-of-way may by reduced to 60 feet and maximum paved width may be reduced to 36 feet through the land development or project development processes. Such a determination can be made when there is a finding that a turn lane is reasonably unlikely to be needed based on anticipated future development and traffic analysis, and after consideration of other related transportation facilities including storm water quality facilities . Acquiring adequate right-of-way is important to avoid unnecessary and costly future improvement impacts. In all circumstances, Arterial, Collector and Neighborhood roadways right-of-way shall be no less than the roadway width (curb to curb or back of shoulder to back of shoulder) plus 24 feet. In rural areas, the maximum right-of-way for Collectors shall be 60-feet. Article VII of the CDC identifies land use standards, public notice and involvement provisions and appeal opportunities that are provided in the land use permitting process.

4. On those Arterials and Collectors designated on the 'Regional Street Design Overlay' Map as 'Boulevards'. 'Boulevard Intersections' or 'Streets ', or located within identified 'Pedestrian Districts' on the Pedestrian System map, sidewalks widths and other design features such as planter areas shall be determined based on the applicable standards in the Community Plans, and/or CDC.

5. 'Special Area' streets (Collector, Neighborhood, Commercial or Local classifications) are shown on the 'Special Area Street Overlay' maps. Special Area Local Streets may also be designated in the appropriate Community Plans and/or by the CDC. Additional Special Area Neighborhood Routes and Special Area Local Streets may be designated using the development review process. Special Area Street designs will be determined via the development review process. While Special Area Commercial Streets do not include striped bicycle lanes, they shall include wide travel lanes of 14 feet to accommodate bicycle use. For Special Area Collectors. in addition to the right-of-way, a nine-foot minimum utility/sidewalk easement shall be dedicated on each side of the right-of-way. For Special Area Local streets, in addition to the rightof-way, a ten-foot minimum utility/sidewalk easement shall be dedicated on each side of the right-of-way. For Special Area Alleys. additional right-of-way may be required as part of development review. The rightof-way determination may include special consideration of other related transportation and water quality facilities , such as (but not limited to) : low impact water quality treatment. parking , intersection bump outs, mid-block crossings and/or trail extensions.




Interim Washington County motor vehicle Level-of-Service standard This section elaborates on the motor vehicle level-of-service standard described by Objective 5.3

Table 4: Interim Washington County Motor Vehicle Performance Measures

MAXIMUM VOLUME TO CAPACITY (VIC) RATIO STANDARDS Location" AM/PM Peak Two-hour Period

Target Performance Measures3

Acceptable Performance Measures3

First Hour4 Second Hour4 First Hour4 Second Hour4

Regional Centers Town Centers .99 .9 .99 .99 Main Streets fS.l illl fS.l fS.l Station Communities

Other Urban Areas .9 .9 .99 .9 LDJ LPJ LE;l .CPl

Rural Areas .9 .9 .9 .9 LDJ .CPl LD_l LD_l

For development review purposes, these performance standards will be used in assessing safety improvements. For plan amendment purposes, if a plan amendment is predicted to exceed the acceptable performance standard, the performance on applicable facilities will not be allowed to deteriorate further, and mitigation may be necessary. For project development purposes, these performance standards will be used to evaluate conditions beyond the transportation plan's planning horizon, as appropriate. 2 For location reference see 2040 Growth Concept Design Types Map. 3 Vehicle performance shall be determined by using volume to capacity ratios. Volume to Capacity equivalencies to Level of Service (LOS) are as follows: LOS C = V/C of 0.8 or lower; LOS D =VIC of 0.81 to 0.9; LOS E =VIC of 0.91 to 0.99. Further discussion of vehicle performance is provided in the Technical Appendix. 4 First Hour is defined as the highest hour of the day. Second hour is defined as the hour following the first hour.

Access Management This section elaborates on the access management provisions described by Strategy 5.3.5

Roadway Access: All developments shall have legal access to a county or public road . Access spacing shall be measured from existing or approved accesses on either side of a street or road . In general , no use is permitted to have direct access to a street or road except as specified below, unless otherwise specified in the CDC.

Principal Arterials: Principal Arterials shall be designed and developed as limited access facilities . Access to a Principal Arterial is subject to approval by ODOT through the State's Access Management Policy and its implementing measures.

Arterials: Direct access to Arterial roads shall be from Collector or other Arterial roadways.

Collectors: All commercial , industrial and institutional uses with one hundred fifty (150) feet or more of frontage will be permitted direct access to a Collector. Where a common access is available it shall be used, provided that such use will not result in serious operational or safety problems.




Access shall be located to provide adequate left turn refuge as required by Resolution and Order No. 86-95 as modified or updated.

Neighborhood Routes: All residential, commercial , institutional and industrial uses with seventy (70) feet or more of frontage will be permitted direct access to a Neighborhood Route. Uses with less than seventy (70) feet of frontage shall not be permitted a permanent single or separate direct access to a Neighborhood Route. Where a common access is available it shal l be used, provided that such use will not result in serious operational or safety problems.

Local Streets: Access points near an intersection of a Collector or Arterial shall be located beyond the influence of standing queues of the intersection in accordance with engineering standards.

Interim Access: Interim access onto any county road in the unincorporated or incorporated urban area shall be permitted only upon issuance of an access permit. An access permit may only be issued upon demonstration of compl iance with the provisions of the road standards and the standards of the CDC.




Goal 6: Accessibility Provide safe and efficient access to destinations within Washington County.

Accessibility provides the connection and integration between land use and transportation. The accessibility goal, and its related objectives and strategies, encourages Washington County to plan for equitable access and a barrier free transportation system, including compliance with the Americans with Disabilities Act (ADA). The transportation system should be designed to provide affordable and equitable access to travel choices that serve the needs of people and businesses, including those with low income, children, the elderly and people with disabilities. The transportation system is needed to provide access to and within all destinations, with particular emphasis on providing access to destinations essential for daily needs.

Accessibility can be measured by the ability to reach desired goods, services, activities and destinations with relative ease, and within reasonable timeframes and costs. Many factors may affect accessibility (or physical access) , including the quality, cost and affordability of transportation options, land use patterns, connectivity of the transportation system and the degree of integration between travel modes. The accessibility of a particular location can be evaluated based on distances and travel options, and how well various modes serve that location .

The Regional Transportation Plan (RTP) calls for a measurement of "basic infrastructure." This performance target is measured by the number of essential destinations accessible within 30 minutes by trails, bicycling and public transit;. or within 15 minutes by sidewalk. The RTP also calls for "access to daily needs" using the same measurement methodology, but specifically measures transportation disadvantaged populations. The RTP calls for monitoring of these performance targets to provide accountability. Decision-makers can use this information to adapt policies and investment strategies based on what is learned.

The Americans with Disabilities Act (ADA) of 1990 affects a great deal of transportation infrastructure. Many of the requirements have been implemented through the Uniform Building Code, which outlines the details of designing and implementing appropriate features for people with disabilities. Washington County sidewalks are now required to be implemented with curb-cuts at intersections. As a component of ADA compliance, TriMet operates a paratransit service called LIFT. Registered customers who have a disability or disabling health condition that prevents independent use of TriMet buses and/or trains may use this shared-ride public transportation service. Rides are by advance reservation only. The origin and destination of a trip must be located with in TriMet's service boundary and within three-quarters of a mile of fixed route transit service. TriMet's stops, stations and vehicles have accessibility features that help make it easier for people with disabilities to readily use TriMet.

Another form of accessibility is emergency response. Emergency response time fo r life-threaten ing emergencies is critical. Total response time for these events is measured in th ree elements:

• Alarm processing - the time interval from incident initiation (9-1 -1 pick-up) to dispatch. • Turnout - the time interval from dispatch to vehicle enroute for fi rst arriving unit. • Travel - the time interval enroute to arrival of first responding unit.


Goal 6: Accessibility



Provide safe and efficient access to destinations within Washington County.

Objective 6.1 Provide an accessible, multi-modal transportation system that meets the needs of the community.

Strategy 6.1.1 Coordinate with private and public developers and the public to provide access via a safe, efficient, and appropriately balanced system of complete streets.

Strategy 6.1 .2 Encourage modifications that bring driveway and other access points into compliance or closer to compliance with applicable standards.

Strategy 6.1.3 As appropriate, require development adjacent to transit routes, and within transit oriented districts, to provide direct pedestrian and bicycle access to transit, including street crossings.

Strategy 6.1.4 Provide or encourage enhanced or improved pedestrian and bicycle street crossings in locations where demand for crossing is apparent, conflicts between vehicles and pedestrians or bicycles have been observed, and safe operational conditions can be maintained for all modes after installation. Such crossings are preferred at intersections. Mid-block crossings of county roadways must meet applicable warrants.

Strategy 6.1.5 Develop performance measures that quantify the accessibility of essential destinations and work to increase the accessibility of those destinations.

Strategy 6.1.6 Consider all abilities and travel options when planning , designing and implementing transportation improvements.

Strategy 6.1.7 Provide adequate access for emergency service vehicles throughout the system. Coordinate with emergency service providers on proposed transportation improvements and/or design and placement of traffic calming devices. Consider emergency vehicle access during the review of proposed private development actions as required by the Community Development Code (CDC) .

Strategy 6.1.8 Identify opportunities, and consider actions, to improve access in underserved communities.

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Goal 7: Connectivity Provide improved and new transportation connections within and

between developed and developing areas.

Connectivity creates multiple opportunities for movement within and between neighborhoods, as well as within areas of employment and other parts of the community . The connectivity goal encourages Washington County to plan for an interconnected transportation network. Connectivity focuses on an interconnected multi-modal local street network and provision of accessways for non-motorized modes where multi-modal street connections are impractical. This encourages local travel needs so that local trips are can be made easily and efficiently, without needing to use the Arterial or Collector street system. New development and redevelopment is required to meet connectivity standards.

This goal does not necessarily require a grid street system, but is intended to provide for a development and system pattern which provides choices and convenient circulation for pedestrians. bicyclists and transit users and motorists. The Community Development Code (CDC) requires appropriate neighborhood circulation . See the CDC for more information regarding requirements and standards for both on-site and off-site circulation .

Local Street Connectivity

Local Streets are intended to provide direct property access. Local Streets should provide routes for local trips to help keep through trips on Collector and Arterial streets. While Local Streets are not intended to serve through traffic. the aggregate effect of Local Street connectivity impacts the effectiveness of the Arterial and Collector system. Therefore, a connected Local Street system should be established in order to provide for local travel needs and to help preserve the capacity of the Arterial and Collector streets for longer or regional trips. Local Street connectivity requirements are defined within the CDC.

Community Plan Local Street Connectivity Maps The Local Street system will provide a connected network that fac ilitates local travel needs, lands that have been determined to be of sufficient size and that are candidates for development or redevelopment . are identified on the Local Street Connectivity maps.,./-Local Street Connective Maps and standards are used to meet Metro's street connectivity requirements . provide a generally direct and uncircuitous pattern of streets, and to ensure the development will not preclude future street connections to lands not yet developed . The Local Street Connectivity Map indicates where. as part of development, Local Streets are requ ired to connect to the existing system. Where it is impracticable to provide a Local Street connection based on criteria in the CDC. bicycle and pedestrian accessways are required instead. The general connectivity requirements of the CDC apply to lands not on these maps.

Washington County has identified potential Local Street Connectivity Lands. These lands are defined as contiguous vacant or underdeveloped urban lands of five (five) acres or more. On these lands, new development would be subject to a shorter block length standard (530 feet vs. the existing 600 foot standard) . In addition , cui-de-sacs are limited to no more than 200 (two hundred) feet and no more than 25 dwelling units are allowed on closed end streets that cannot be extended due to physical or environmental constraints. Within areas designated as Local




Street Connectivity Lands, the connectivity standards are applicable to mixed use developments, which could includeing multi-family and/or commercial development. On such lands, sStreet connections would be required where practicable on such lands.

Circulation System Design and Transit Oriented design principles Throughout Washington County the design and location of the circulation system in a community is the key element for determining pedestrian connectivity and the arrangement of land uses. These principles and standards are of particular importance with Transit Oriented Districts. Within such Transit Oriented Districts, an urban scale block dimension and clearly delineated pedestrian system should provide direct connections to transit service. These direct pedestrian connections should be clearly marked and designed to avoid conflicts with vehicles. When developing the design, considerations may include the anticipated concentrations of employment or housing, as well as public building and common open spaces.

Goal 7: Connectivity Provide improved and new transportation connections within and

between developed and developing areas.

Objective 7.1 Provide an interconnected transportation network that offers multi-modal travel choices and minimizes out-of-direction travel for all modes.

Strategy 7.1.1 Require development to provide an interconnected local street system, as set forth in the Community Development Code and/or Community Plans, including a pedestrian and bicycle network. Require accessways in locations where street connections are undesirable or impracticable.

Strategy 7.1.2 Require development to provide connections to established or planned accessways, trails , easements and other non-motorized facil ities.

Strategy 7.1.3 Require development to address connectivity standards on lands designated on the Local Street Connectivity Maps and/or within areas designated as Transit Oriented Districts.

Strategy 7. 1.4 Prioritize projects that complete facility gaps and deficiencies as funding allows.

Strategy 7.1.5 Encourage the off-street trail networks to be integrated with on-street pedestrian and bicycle facilities .

Objective 7.2 Identify as Study Areas locations where new Arterial or Collector connections are necessary, but the specific route of the connection has not been determined.

Strategy 7.2 .1 Within designated Study Areas, require that development demonstrate how the proposal shall accomplish the needs identified by the Study Area .


•



Strategy 7.2.2 Seek to identify the specific location of the Arterial or Collector connections within Study Areas. amend the appropriate maps and remove the study area designation, as funding and resources allow.

Objective 7.3 Consider new road alignments shown on the Functional Classification System Map and Community Plans to be general and subject to modification depending on impacts and issues assessed during the project development and development review process.

Strategy 7.3 .1 Analyze and design new roads when development applications are received or funds become available.

Strategy 7.3.2 Provide flexibility at the plan and project development level to respond to location-specific considerations consistent with environmental, community and transportation system objectives.

Strategy 7.3.3 Identify on-site new and/or additional Neighborhood Routes and Special Area Local Streets through the development review process.

Strategy 7.3.4 Modify alignment of proposed roads as determined through project development and/or the development review process and consistent with the Implementation section of this plan.

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Goal 8: Active Transportation Create a built environment that encourages safe. comfortable and convenient

active transportation options that are viable for all users.

Active transportation refers to human-powered travel, including walking and bicycling . Public transit is also a component of active transportation because accessing transit stops usually involves walking or bicycling . Widespread use of the term began in the first decade of the 21 st

century as transportation policy placed increased emphasis on non-automobile modes, and as the links between human health and transportation planning became more evident.

Active transportation modes are essential components of the overall transportation system. meeting a variety of societal . environmental and economic goals. These include:

• Environmental stewardship and energy sustainability Replacing gasoline- powered automobile trips with active trips reduces the emission of greenhouse gases. air toxins and particulates. helping to maintain air quality and address energy sustainability.

• Congestion alleviation People who walk, bike and use transit reduce the number of motor vehicles vying for space on roadways and in parking lots. The active mode share for commuting from Washington County is currently estimated to be about 11% for work-related trips.1 Reduced congestion improves air quality. livability, and economic vitality .

• Health "Obesity is one of the biggest public health challenges the country has ever faced ."_g The conditions in which we live explain in part why some Americans are healthier than others, and why Americans are generally not as healthy as they could be. The social determinates of health include five key areas: Economic Stability, Education . Social and Community Context, Health Care and Neighborhood and Built Environment. The TSP sets the framework for future decisions about the last of these, the Neighborhood and Built Environment component. Due to the connection to public health and healthy outcomes. it is necessary that public health and active lifestyles are considered as we make these choices. The transportation system is necessary to provide access to health care and emergency services. Furthermore the transportation system provides the environment for an active lifestyle. Infrastructure that enhances pedestrian . bicycle and transit networks also enhances opportunities for physical activity within our communities. This may in turn help address obesity and other public health related issues.

• Safety As walking and bicycling trips increase, so does the relative safety of those modes. In Portland. for example, the bicycle crash rate (reported crashes normalized by counted bicycle trips) has shown a general downward trend in the past decade, even as daily bicycle trips have more than doubled. 3 This can be partly attributed to increased attentiveness on the part of motorists as they see more bicyclists on the road . The same trend applies to pedestrian safety.

1 American Community Survey 2010 One-Year Estimates, U.S. Census Bureau , 2011 . 2 F as in Fat: How Obesity Threatens America 's Future 2010, a report from the Trust for America 's Health . 3 2011 Bicycle Counts Report , Portland Bureau of Transportation , 2012 .

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• Efficient travel For many trips , active transportation choices are the most sensible and efficient mode. For very short trips , such as a quarter-mile trip to a convenience store, walking can be the best choice. Trips in the one to five mile range are often ideal for bicycling .

• Cost savings and social equity Some people in Washington County and nationwide cannot afford to or choose not to own or operate a private vehicle. For those who need or want to reduce their transportation costs. active transportation is a common solution.

• Attractive, efficient urban form The popularity of neighborhoods designed around a higher density urban form with active transportation facilities shows this type of community is increasingly desirable. From the historic, tree-lined streets of Forest Grove to the rapidly growing Orenco Station neighborhood, active transportation facilities like sidewalks, bike lanes and frequent transit are drawing residents and businesses. Walkable neighborhoods tend to be compact. using urban land efficiently and helping to meet other land use policies such as agricultural preservation .

Washington County has been conducting conducted active transportation planning for several decades, responding to regional and state mandates as well as the needs and desires of its populace. In addition to pedestrian , bicycle and transit components found in every major update to the Washington County Transportation Plan , the County has pursued targeted planning efforts to address active transportation needs and opportunities including :

• The Washington County Pedestrian and Bicycle Plan (201 0).;. which built upon the wealth of information collected in the 2020 Transportation Plan. this plan lists prioritizes and estimates costs for needed pedestrian and bicycle improvements.

• The Washington County Bicycle Facility Design Toolkit (2012).;. is a design guide that helps the County make informed decisions on how to incorporate context-specific bikeway facilities into roadway capital and other projects.

• The Washington County Bicycle and Pedestrian Improvement Prioritization Project (2013).;. performed a detailed gap analysis of sidewalks and bicycle facilities along Arterial and Collector roads, followed by a criteria-based prioritization of system deficiencies. This project was funded by a grant from the U.S. Department of Energy (DOE) .

• The Washington County Neighborhood Bikeways Plan.;. was developed concurrent with the TSP, and identifies low-volume, low-speed neighborhood streets in the urban unincorporated area that can accommodate a wide-array of bicycle comfort levels.

Complete Streets: ORS, OAR and the Oregon Transportation Plan establish that bicycle facilities are required on all Collector or higher classificat ion roadways (except freeways) when those roads are constructed or reconstructed . Exceptions are provided where a bikeway is not safe, where cost is excessively disproportionate to need, or where there is an absence of need due to sparse population or other factors . Likewise these requirements include constructing sidewalks along new urban streets and along exi sting urban streets when they are reconstructed . Roadways with in Washington County are required to be consistent with these complete street regulations.


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All projects are to be implemented in compliance with these and other applicable rules and regulations.

Goal 8: Active Transportation Create a built environment that encourages safe, comfortable and convenient active

transportation options that are viable for all users.

Objective 8.1 Provide a network of "complete streets" that safely and comfortably accommodate road users of all ages and abilities, including people walking, cycling, using mobility devices, taking transit and driving.

Strategy 8.1.1 Prioritize public active transportation projects that are effective at improving connectivity, filling gaps, expanding coverage of the active transportation network and positively influencing walk/bike/transit mode shares.

Strategy 8.1 .2 Early in the project development process. solicit and consider input from active transportation advocates to help optimize the design of pedestrian . bicycle and access-to-transit projects.

Strategy 8.1.3 On existing substandard streets where the construction of full street improvements is not practicable within the foreseeable future. consider the construction of interim pedestrian and bicycle facilities . as available public funding allows.

Strategy 8.1.4 Require new development to provide multi-modal complete street connections as defined in the CDC.

Objective 8.2 Provide a pedestrian network that is safe, comfortable and convenient for people of all ages and abilities.

Strategy 8.2.1 Prioritize pedestrian projects that are technically and financially feasible and that also improve connectivity. fill gaps. and/or provide safe routes to schools, community facilities . commercial areas, transit stops, or essential destinations.

Strategy 8.2.2 Prioritize pedestrian projects based on need; factors to consider may include: safety . density (residential and employment) , access to essential destinations and transit, and environmental justice factors . among others.

Strategy 8.2.3 Inside the Urban Growth Boundary , requ ire that sidewalks are constructed along new or improved streets and along street frontages of new developments.




Strategy 8.2.4 Facilitate safe. convenient and comfortable pedestrian facilities through the provision of pedestrian scale amenities as deemed appropriate and in compliance with applicable regulations.

Strategy 8.2.5 Consider enhanced pedestrian crossings treatments at intersections and at other appropriate locations, including school zones. commercial areas. major transit stops, trail crossings, Pedestrian Districts and warranted mid-block locations. using county-approved crossing treatments.

Strategy 8.2.6 In rural pedestrian activity areas. which includes recreational trail crossings. consider improvements that enhance pedestrian safety.

Objective 8.3 Expand and improve the quality of bicycling infrastructure.

Strategy 8.3.1 Refer to the guidelines set forth in the Washington County Bicycle Facility Design Toolkit when designing new or reconstructed urban and rural Principal Arterials (except for freeways) , Arterials and Collectors. and implement treatments as deemed appropriate.

Strategy 8.3.2 Develop a system of neighborhood bikeways on appropriate lowvolume streets (as defined in the Neighborhood Bikeways Plan) to supplement the system of bicycle lanes and paved shoulders on major streets.

Strategy 8.3.3 Designate a functional classification of bikeway travel, including a preferred bikeway network, considering the following criteria for defining or modifying the classification :

A) Expected amount. type and characteristics of bicycle use. B) Population density of surrounding community. C) Average daily vehicle traffic. D) Posted travel speed . E) Topography . F) Road network density. G) Land use mix.

Strategy 8.3.4 Maintain and periodically revisit bicycle parking requirements in the CDC for applicable new development.

Strategy 8.3.5 Coordinate the development of the bikeway system with other local and regional agencies and integrate it with the delivery of other transportation services.

Strategy 8.3.6 Consider developing a rural road bicycle safety study that proposes solutions and strategies to increase the safety of recreational and utilitarian cycling in the rural area . Implement recommendations as appropriate.




Objective 8.4 Assist partners in developing and maintaining an off-street trail and accessway network that serves both recreational and transportation functions.

Strategy 8.4.1 Require new development and redevelopment to provide adequate neighborhood connectivity by constructing public accessways, both within the site and connecting to adjacent land uses, in cases where street connections are not possible or not desired .

Strategy 8.4 .2 Ensure that new development and redevelopment does not preclude implementation of the planned off-street trail network shown in the TSP.

Strategy 8.4 .3 Work with Metro, Tualatin Hills Park & Recreation District (THPRD), cities, private developers and other entities to plan, map and improve countywide trail connectivity , including filling gaps in existing regional trails and planning new trails in areas lacking in these facilities .

Strategy 8.4.4 Designate a functional classification of existing and planned trails consistent with Metro and THPRD trail planning activities.

Strategy 8.4.5 For appropriate multi-use trails that are intended to serve a utilitarian function, encourage trail design and management solutions that facilitate the safe and efficient movement of trail users, including, but not limited to , the following :

A) Using surface materials that are durable, slip-resistant, watershed-friendly and resistant to pending .

B) Avoiding or addressing flood-prone areas. C) Minimizing sharp curves and out-of-direction travel that increase

travel times and create blind spots. D) In higher-density areas, installing pedestrian-scale tra il lighting

sensitive to surrounding land uses and wildlife habitat. E) Keeping trails legally open during night hours. F) Regular maintenance, surface repairs and debris clearing by the

responsible jurisdiction.

Strategy 8.4 .6 Explore trail provision and management solutions for areas of Washington County that lack a recreation district, parks department, or other provider of trails.

Objective 8.5 Improve access to and encourage the enhancement of transit service in Washington County.

Strategy 8.5.1 Provide safe, convenient pedestrian and bicycle access to existing and proposed transit stops, including pedestrian crossings and other appropriate features near Major Transit Stops.




Strategy 8.5.2 Coordinate with TriMet and other transit providers in their efforts to provide new or improved transit service to underserved locations in the urban area where concentrations of households, jobs or transitdependent populations may warrant better service.

Strategy 8.5.3 Work with Metro, TriMet and the cities to plan and implement new High Capacity Transit Corridors identified in the Regional High Capacity Transit System Plan .

Strategy 8.5.4 Work with employers. Westside Transportation Alliance. TriMet and other transit providers to identify creative solutions to bridge the "last mile" from transit stop to workplace.

Strategy 8.5.5 Encourage Ride Connection , Yamhill County Transit, Columbia County Transit and other transit providers to continue and potentially enhance operation of rural transit where it is cost-effective and warranted by demand .

Strategy 8.5.6 Facilitate TriMet LIFT service operations, and the provision of accessibility features at transit stops and on transit veh icles.

Objective 8.6 Encourage and promote the use of active transportation options through programmatic approaches.

Strategy 8.6.1 Work with transportation management associations, employers. schools. agencies that serve disadvantaged populations, and active transportation advocacy organizations, to promote walking , bicycling and transit options for residents and workers in Washington County.

Strategy 8.6.2 Consider developing a countywide Safe Routes to School program in partnership with school districts.

Strategy 8.6.3 Develop wayfinding signage guidelines in coordination with Metro. cities and THPRD, and incorporate signage into proposed Neighborhood Bikeway, trail , streetscape and other appropriate improvement projects, as funding allows.

Strategy 8.6.4 Coordinate with the Washington County Department of Health and Human Services and other health organizations to promote and measure the publ ic health benefits of active transportation .

Strategy 8.6.5 Develop active transportation performance measures. including mode share targets.


Implementation



Ultimately, the value of the Transportation System Plan (TSP) will be determined by the success of its implementation. In order to assure that the transportation system effectively meets the needs of county residents and businesses, Washington County must make the commitments necessary to pursue implementation. How the provisions are carried out is at least as important as what is in the TSP. Among the most important provisions, the TSP stresses the need for efficient management of the system over time. The TSP implementation element consists of a number of interrelated activities and processes that should be carried out on a regular basis. Implementation objectives and strategies are addressed in the following three goals:

• Goal 9 Coordination • Goal 10 Funding • Goal 11 Maintenance

Many transportation system investments are completed by the development community as conditions of development approval. Implementing the TSP includes working with the development community to provide improvements proportional to the impacts of the development and transportation related conditions of development approval reflective of the aspirations of the community .

Public capital improvement programs cover a broad range of scale and type of improvements and funding categories. Development of capital improvement and maintenance programs rely heavily on the TSP monitoring activities. Information provided by regular system monitoring is needed in order to make informed decisions regarding selection of construction and maintenance projects. Coordination with state, regional and local jurisdictions and their planning processes is imperative in order to develop unified requests for funds and to help secure optimum benefits for the transportation systems within Washington County. A periodic review of funding and maintenance should include items such as an inventory of capital and maintenance expenditures, updates of planning-level project costs, estimates of anticipated revenues and an update of the long-term revenue forecasts.

Likewise, public involvement is critical during the development and implementation of the TSP. Such public involvement ensures that transportation needs are appropriately defined and met. Engagement of interested groups and members of the public in transportation planning, programming and project development activities ensures that system implementation is reasonably and fairly carried out.

Monitoring Transportation system operating characteristics are influenced by a number of different factors, which should be reviewed regularly to determine whether changes in project lists, prioritization or general plan policies are needed. Characteristics to monitor include population and employment growth , changes in travel patterns or modes, development activity , traffic volumes and accident analysis, transportation facility construction and condition, and plan amendments that occur over time.

Periodic reviews of the TSP help Washington County achieve satisfactory transportation and land use benefits, as well as progress towards achieving regional mode share targets.




Amendments and administrative adjustments are necessary to enable Washington County to ensure implementation actions are consistent with and advancing Plan goals and objectives. Washington County amends and adjusts the TSP as necessary, according to the following procedural descriptions:

A. Legislative Amendments: Changes which involve the creation . broad scale implementation or revision of public policy, including map changes where property owners are directly affected.,.. may be processed as legislative plan amendments, including public hearings.,.. as provided for in the Community Development Code (CDC) . These include but are not limited to the Functional Classification Map and descriptions. Bicycle System Map (excluding alignment modifications to off-street pathways), Plan goals, objectives and strategies. modification to the general location of facil ities identified in the Plan.,.. and selection of the general location of a facility in a Corridor Study Area .

B. Quasi-Judicial Amendments: When property is proposed for development and is affected by (i.e .. contiguous to or traversed by) a proposed road alignment as shown on the functional classification map, a modification to the proposed road alignment may be processed as a quasi-judicial plan amendment. Such quasi-judicial plan amendments are provided for in the CDC. Quasi-judicial plan amendments may include a public hearing when the road alignment affects other properties in the immediate vicinity . Applications for quasi-judicial plan amendments may be initiated by the County Board of Commissioners, the Director of the Department of Land Use & Transportation.,.. or the owners of property affected by the proposed alignment. A quasi-judicial plan amendment may be approved only if all the · following criteria are satisfied : 1. The new alignment maintains the intent and purpose of the proposed alignment as

originally shown on the Plan maps; 2. The new alignment will not adversely affect the carrying capacity , safety, or integrity

of the transportation system ; 3. The new alignment is necessary to preserve a significant natural feature, minimize

engineering or construction constraints or would result in a significant enhancement of the development potential of the affected properties;

4. The new alignment will not significantly increase the cost or complexity of any offsite improvements;--afld

5. The new alignment does not have significant adverse affects on nearby property ; and7

6. The new alignment does not render a parcel unbuildable unless the owner consents.

C. Minor Adjustments include: 1. Adjustments to reflect minor modifications of existing roads outside an Urban

Growth Boundary (UGB) that are determined to comply with the provisions of OAR 660-12-065 .

2. Adjustments to reflect minor modification of a proposed road alignment that is part of a proposed development action with in the UGB when the proposed change is contained with in the subject site and does not adversely affect an adjacent property .




When these criteria are met, the change in alignment may be processed as part of a development application without separate notice or hearing. The Minor Adjustment criteria does not apply to adjustments of Special Area Streets.

D. For Special Area Streets. adopt road alignment corridor maps in Community Plans which allow limited movement of road centerlines through a Type II process. Modifications to streets to a greater extent than is allowed through a Type II process may be allowed through a Type Ill process subject to the criteria in the CDC. Modifications that do not meet the Type Ill criteria shall be subject to a quasi-judicial or legislative plan amendment process.

E. The Director of the Department of Land Use & Transportation shall determine if a proposed road alignment modification is legislative, quasi-judicial or a minor adjustment.




Goal 9: Coordination Implement the Transportation System Plan by working with the public,

community groups, transit providers, cities and other government agencies.

Public involvement Engaging the general public, interested stakeholders and working with state, regional and local jurisdictions is imperative to assure that the transportation system effectively meets the needs of all county residents and businesses.

Public involvement is critical during the development of the TSP and in defining how the TSP should be implemented. Public involvement is intended to ensure that transportation related needs are appropriately defined and met. Methods for engaging the public, interested stakeholders and community groups are constantly evolving. This element of the TSP ensures individuals have the opportunity to be actively involved in all phases of the planning , programming and project development processes. In addition to other outreach efforts, Washington County has an active public involvement program used during all stages of transportation planning , programming and project development.

Agency coordination In Washington County, where the State of Oregon, Metro, TriMet, 16 local governments, several special services districts, including Tualatin Hills Park & Recreation District (THPRD), and a number of private enterprises either provide or rely on the transportation system, coordination is essential.

Local governments in Washington County have been successful in coordinating and integrating transportation activities, programs and policies. Regular discussions at monthly meetings of local government leaders has strengthened consensus around identifying and responding to issues. The Washington County Coordinating Committee's (WCCC) primary purpose is to coordinate activities of Washington County local governments and to work toward positions of consensus on regional and state land use and transportation planning matters. The WCCC is composed of elected representatives from Washington County and an elected representative from each city within Washington County. The WCCC may be delegated the responsibility for reviewing and providing recommendations on local, regional and state transportation funding decisions. The WCCC is supported by the WCCC Transportation Advisory Committee (WCCC TAC) , which is composed of senior staff representatives from local governments. Submission of transportation activities, programs, and policies to the WCCC is voluntary and at the discretion of the elected representatives.

Programming and Development Review Recognizing that many types of transportation improvements are defined by law as land use decisions, the County has adopted a specific land use review process and standards for review of transportation improvements within unincorporated Washington County. The review procedures and standards are included in the Community Development Code (CDC) . Transportation development application notice requirements to the public and service providers are also listed in the CDC.




The CDC implements the Washington County Comprehensive Plan through the adoption and coordination of planning and development regulations which provide for the health, safety and general welfare of the citizens of Washington County. Standards and requirements of the Community Plans, the Rural/Natural Resource Plan, and the TSP that are applicable to development applications, including , but not limited to, urban land divisions, are specified in the CDC.

In general, Article V of the CDC identifies those public facilities and services that are necessary at a minimum level to accommodate development. including transportation facilities. Land within incorporated areas of Washington County may also be subject to Article V requirements, depending on the location of the development, and if access to county roadways is contemplated.

Article VII of the CDC identifies public transportation improvements authorized by the TSP that are subject to development review, and establishes the standards and procedures for such review. A Project Review Committee consisting of Washington County Department of Land Use & Transportation (DLUT) staff evaluates applications for completeness and provides a recommendation to the DLUT Director and/or Hearings Officer.

Goal 9: Coordination Implement the Transportation System Plan by working with the public, community groups,

transit providers, cities and other government agencies.

Objective 9.1 Improve the effectiveness of the planning process, by providing opportunities for the public to participate in the planning and development of transportation plans, processes and projects.

Strategy 9.1.1 Obtain a broad representation of public input and feedback on transportation system--related planning, capital improvement programming and project selection pursuant to Washington County's Citizen Involvement Program, by:

A) Proactively undertaking community visioning . B) Engaging citizens early and throughout the planning process . C) Utilizing Citizen Participation Organizations and the Committee for

Citizen Involvement as the primary ongoing citizen outreach forums. D) Participating in and soliciting feedback from transportation--related

interest groups.

Strategy 9.1.2 Utilize input from the Urban Road Maintenance District Advisory Committee (URMDAC) and the Rural Roads Operations and Maintenance Advisory Committee (RROMAC) . Identify needs for advisory committee membership and fill the positions.

Strategy 9.1.3 Utilize existing information programs, newsletters, and media outreach . Investigate and incorporate new technolog ical solutions to improve public participation .

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Strategy 9.1.4 Seek to involve and incorporate feedback from populations that are historically underserved by the existing transportation system or underrepresented in transportation planning in a culturally relevant and equitable manner.

Strategy 9.1.5 Ensure the availability and transparency of transportation related data resources as appropriate.

Objective 9.2 Improve internal consistency and coordination with other Washington County plans and regulations.

Strategy 9.2.1 Utilize the development review process to review development applications, apply transportation related standards (including parking and other requirements), and require transportation related improvements and/or right-of-way dedication.

Strategy 9.2.2 Resolve conflicts between the TSP and transportation elements of Community Plans or the Rural/Natural Resource Plan in favor of the TSP.

Strategy 9.2.3 Involve Project Review Committee in the project development and design process, as appropriate, and exempt from review those types of improvements which generally do not have significant impacts or which involve final engineering , design, construction , operation , maintenance, repair or preservation decisions.

Strategy 9.2.4 Require that project development and development review procedures are consistent with the goals of the TSP.

Strategy 9.2.5 When amending the TSP. utilize text in the Implementation section and use the land use ordinance process as described in Chapter X fteA.}-of the Washington County charter, to engage the public in the Planning Commission and County Board of Commissioners hearing process.

Objective 9.3 Coordinate with cities and agencies of Washington County as well as regional agencies to cooperatively plan and operate a seamless network of transportation systems and services.

Strategy 9.3.1 Work with the Washington County Coordinating Committee (WCCC) and the County Board of Commissioners for countywide transportation coordination with cities in Washington County as needed .

Strategy 9.3.2 Work with cities and other agencies to plan for transportation systems that account for Urban and Rural Reserves. For Urban Reserves, coordinate concept plans to provide transportation systems for these areas, including finance strategies to implement these plans. Coordinate the transportation planning of the urban area to avoid and or limit impacts on Ru ral Reserves areas.

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Strategy 9.3.3 Coordinate with cities and other agencies on the development of concept plans prior to annexation .

Strategy 9.3.4 Work with cities and agencies to operate the transportation system in a manner that is seamless to the traveling public. This includes, but is not limited to , design standards, the implementation of the advanced transportation control systems, operation and coordination of signal systems. signage, maintenance schedules and procedures, and repairs .

Strategy 9.3.5 Coordinate with the cities to resolve conflicts and transfer roads to the appropriate jurisdiction as urban unincorporated areas are annexed and urban expansion occurs.

Strategy 9.3.6 Where appropriate, facilitate the annexation of Neighborhood Routes and Local Roads to cities, by designating these roads as "local access" routes .

Strategy 9.3 .7 Participate in the regional technical and policy decision-making processes.

Strategy 9.3.8 Coordinate with Metro to develop, update, and comply with the Regional Transportation Plan and the Regional Transportation Functional Plan requirements .

Objective 9.4 Ensure consistency with state and federal guidelines, and coordinate planning activities, as appropriate, with state and federal agencies.

Strategy 9.4 .1 Work jointly with Oregon Department of Transportation (ODOT) to identify and resolve state/county issues.

Strategy 9.4.2 Coordinate with ODOT and Department of Land Conservation and Development and others to comply with the requirements of the Oregon Statewide Planning Goals, other state requirements, and review all plan amendment requests for consistency with the applicable provisions of the Transportation Planning Rule as set forth in OAR 660-12-060.

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Goal10: Funding Seek adequate and reliable funding for transportation.

The Transportation System Plan (TSP) reflects that transportation needs appear likely to outstrip available funding resources. The challenge then is two-fold : 1) to make the best use of existing resources1 and 2) generate the interest and support necessary to provide additional resources to implement the transportation systems and services that Washington County residents and businesses desire. The other sections of the TSP generally review the use of revenue sources: while this goal is generally focused on the revenue programs themselves.

Current Countywide Transportation Funding Strategy Washington County's transportation system funding currently uses a variety of different measures. The main principle of these measures has been the creation of a sustainable funding program to implement improvements over time. The graphic below illustrates the current countywide transportation funding structure and recent program revenue streams.

Figure 6: Three Legged Stool

Washington County Transportation Funding Strategy

"Three Legged Stool"

Existing Safety/ Capacity Deficiencies

Property Taxes (MSTIP)

• MSTIP 1: $27 million

• MSTIP 2:$60 million

• MSTIP 3: $265 million

• MSTIP 3b: $65 million

• MSTIP 3c: $138 million

• Total to dale; $555 million

• MSTIP 3d: $175 million (.2014·18) Approx. $35 million/year

l<eeping Up w ith Growth

System Maintenance Gas Tax and User Fees

• State and county fuel taxes, vehic le registration fees (Road Fund) Af,IIJI ux. $23 rnilliun/y~dl Prioritization policy fowses on major transportation system first

• Urban Road Maintenance District (Property tax) Approx. $3.7 million/year Unincorporated Area Loco/ Streets

• TIF: Averaged $14 million/year from 1990- 2009


• TDT: Projected Sl7+m/year; Actual average $5m/year • North Bethany TSDC and CSD: new



Table 5: C --·· tvwide T tation Fundina P ---- -·-··- -· -- --- -------- - ·- ·-···-Source Use 2013 Estimated Amount

For maintenance and State and County Gas Tax 01;2eration of Arterials and ~23 million annual

Collectors For maintenance and

01;2eration of unincor1;2orated Urban Road Maintenance neighborhood and local ~3.7 million annual(2ro(2erty District (URMD) streets, tax

1;2lus minor safety improvements

To meet existing deficiencies

Major Streets Trans1;2ortation on Arterials, Collectors and ~35 million annual 12rogerty

other major system tax (enacted 3three (3} times, lm1;2rovement Program

im1;2rovements as determined due to state law changes is (MSTIP}

by the Board of County now 1;2art of the general fund} . Commissioners

For future ca12acity 1;2rimarily Tax on new develo1;2ment, Trans1;2ortation Develo1;2ment on Arterials, Collectors and used for future needs. Varies Tax (TOT} other major system based on amount of

im1;2rovements. develo1;2ment. Dedicated funding for

S1;2ecial District Funding s1;2ecific im1;2rovements within, varies

Sources or that directly benefit the s1;2ecial district.

Ca1;2ital im1;2rovement 1;2rojects may be funded from a variety of federal, state and local funding wograms. There are also instances where 1;2rivate sector funding contributes. The ongoing countywide trans1;2ortation funding 1;2rograms, such as the Gas Tax, Urban Road Maintenance District (URMDh and Major Streets Trans1;2ortation lm1;2rovement Program (MSTIP} are consistent sources of revenue that can be 1;2rogrammed over a 1;2eriod of time.

The MSTIP is an innovative 12ay-as-you-go 1;2rogram that is a key 1;2iece of Washington County's trans1;2ortation funding strategy . MSTIP has been 1;2raised across the state as a smart and balanced res1;2onse to trans1;2ortation needs. By 2013, MSTIP will have built 111 multi-modal 1;2rojects (totaling $555 million} that county residents and businesses rely u1;2on every day . The 1;2rogram began as a series of serial levies (1986, 1989 and 1995}, and statewide ballot measures rolled it into Washington County's fixed tax rate in the late 1990s.

The Trans1;2ortation Develo1;2ment Tax (TOT} , which re1;2laced the 1;2revious charge known as Traffic lm1;2act Fee (TIF) in 2009, is another voter-a(2(2roved countywide 1;2rogram. This 1;2rogram collects charges from new develo1;2ment to hel1;2 address the im1;2acts of growth. The TOT is based on the estimated traffic generated by each ty1;2e of develo1;2ment. The amount of TOT revenue generated varies by the amount and ty1;2e of develo1;2ment that occurs during any given time frame. Revenue is held in a dedicated account and allocated toward trans1;2ortation ca1;2ital imwovements as revenue becomes available.

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The capital improvements must be designed to accommodate growth. Eligible projects are on major roads, including sidewalks and bike lanes. as well as transit capital projects (such as bus shelters).

New development not only pays the TOT, but also is responsible for improvements that serve the development. Such improvements often include new connections with in and/or adjacent to the development, the frontage improvements along major roadways, and safety improvements within the vicinity.

The North Bethany Transportation Funding Strategy is a special case. This funding strategy calls for a mixture of existing and new revenue sources to assure the funding for a complete transportation system for the North Bethany Subarea.

In addition to the countywide transportation funding programs. there are a number of dedicated programs within Washington County specifically targeted towards local improvements. Frequently, Local Improvement Districts (LIDs) are established to make improvements or changes to identified streets. These districts become part of the property tax dedicated to fund the improvements identified. These districts are often needed for paving or to otherwise maintain or preserve existing or new roadways. Such LIDs have been implemented in several areas to install or improve traffic management devices within neighborhoods.

Federal . state and other funding programs are often discretionary, and targeted toward specific types of eligible improvements. Washington County continues to seek out these sources of funding. Often the allocation of these funds is targeted toward a specific improvement. This type of funding tends to be unpredictable from year-to-year. Local funding programs, such as TOT, are often used as matching funds for these types of programs.

Goal 10: Funding Seek adequate and reliable funding for transportation.

Objective 10.1 Preserve existing transportation assets by providing adequate maintenance.

Strategy 1 0.1.1 Look for opportunities to reduce maintenance costs through cooperative partnerships with other agencies and private enterprises, as well as periodic reviews and evaluations of best practices.

Strategy 1 0.1.2 Consider long-term maintenance liabilities when planning and designing new transportation facil ities.

Strategy 1 0.1.3 Recognizing that recent declines in Gas Tax revenue are expected to continue. seek new or enhancement of existing funding sources for maintenance.




Objective 10.2 Promote equitable, sustainable and fiscally responsible transportation system funding.

Strategy 1 0.2.1 Strive to distribute funding so that it is balanced between the various needs of the community , including modal and geographic considerations.

Strategy 1 0.2.2 When considering the TSP or amendments to the plan. evaluate potential transportation system options with consideration for reasonable funding levels, given existing and anticipated future funding sources.

Strategy 1 0.2.3 Regularly provide transparent reports on transportation funding sources and related investments.

Strategy 1 0.2.4 ,ll,s appropriate. pPrior to allowing urban development within urban growth boundary expansion areas. develop and implement financing strategies that provide adequate funding for the transportation systems and services necessary for the anticipated urban development as appropriate.

Objective 10.3 Monitor revenue sources, to meet transportation system needs.

Strategy 1 0.3.1 Monitor Road Fund and Urban Road Maintenance District (URMD) revenue to anticipate the occurrence and magnitude of potential fund ing shortfalls.

Strategy 1 0.3.2 Monitor the Transportation Development Tax (TOT) and the proportion of the future growth needs being met by development related revenue and credits.

Strategy 1 0.3.3 Continue the commitment of the Major Streets Transportation Improvement Program (MSTIP) revenue to fund transportation needs.

Strategy 1 0.3.4 Rely upon the Road Fund to continue to maintain and operate the Arterial and Collector roadway system . as appropriate.

Objective 10.4 Strategically invest in the transportation system to accomplish the other goals within the TSP.

Strategy 1 0.4.1 Seek to establish new and/or enhance existing funding mechanisms to adequately support the capital and maintenance needs identified in the TSP.




Strategy 1 0.4.2 Work with regional and state partners to investigate alternatives to or enhancements of the Gas Tax, as appropriate.

Strategy 1 0.4.3 Seek non-traditional funding alternatives and sources to enhance the transportation system.

Strategy 1 0.4.4 Seek funding for active transportation projects and improvements (including off-street trails) from all appropriate sources of available funding.

Strategy 1 0.4.5 All funding decisions should be consistent with the TSP goals.

Objective 10.5 Seek adequate funding for transportation improvements that benefit Oregon as well as the Portland metropolitan region.

Strategy 1 0.5.1 Work with state, regional and local agencies and elected officials to leverage and increase state funding for transportation projects within Washington County.

Strategy 1 0.5.2 Coordinate with the Oregon Congressional Delegation to pursue adequate federal transportation funding for Oregon and the Portland metropolitan region .

Strategy 1 0.5.3 Seek funding for transportation projects in Washington County through the Metro Transportation Improvement Program (MTIP) and Oregon Department of Transportation 's (ODOT) Statewide Transportation Improvement Program (STIP) .

Strategy 1 0.5.4 Coordinate with other agencies and organizations to establish adequate. uniform and equitable methods for funding local transportation system needs.




Goal 11: Maintenance Adequately maintain Washington County's transportation facilities.

Preserving Washington County's investment in its transportation infrastructure is the fundamental purpose of maintenance. However. competing interests and limited funds present a challenging task for those who are charged with maintaining a complex network of static and dynamic features . The Operations & Maintenance Division COPS) strives to apply the appropriate level of resources at the right time to provide the cost-effective use of available funds while achieving the best overall condition of our transportation system assets. Adequate maintenance is critical ; it is much less expensive in the long run to maintain assets in a deliberate manner than to allow them to fail and be replaced prematurely. A well-maintained transportation system is also essential for the safety of its users.

With nearly 1300 centerline miles of paved and gravel roads, almost 200 bridges, over 3000 culverts, close to 900 miles of drainage ditches and numerous miles of roadside vegetation to maintain, achieving the best overall condition of our transportation system is a balancing act requiring cooperation, creativity , and collaboration . To help achieve this balance for roadway maintenance, OPS utilizes a variety of tools including policies, empirical analysis, professional judgment and citizen involvement to make decisions regarding road maintenance activities.

One of the important services that any transportation agency can provide is an efficient and well-maintained transportation system that serves the needs of its citizens including residents , businesses, commuters, and tourists. This is a challeng ing task and civic leaders must often make difficult choices that are sometimes unpopular. Washington County's situation of an aging infrastructure coupled with a reduced revenue stream is not unique. In fact, the difficulties facing DLUT are similar to other transportation agencies throughout the region and across the country .

Washington County's road and bridge maintenance budget is being strained by a number of competing factors . New construction and added programs are being pitted against the preservation and preventative maintenance of existing assets. Furthermore, Gas Tax revenue continues to diminish as fuel prices increase, drivers are Be±mtencouraged to reduce their vehicular trips and cars are becoming more fuel efficient.

The maintenance goal of this TSP and DLUT is to protect public safety and personal property , make effective use of available funds, and preserve the public and private investments in the transportation system. In addition , DLUT also strives to preserve and protect the natural environment.

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MAINTENANCE PRIORITIES


August20,201 3 Page 2 of 6

There are four different types of priorities associated with maintenance.

1) Emergencies/Hazards Work related to abating or managing an immediate threat to public safety, private property, or environmental resources. These occurrences may cause a road to become impassable, or an operator of a vehicle to lose control. These occurrences may require prompt action in order to protect human life or welfare and/or access.

2) Mandated Work related to regulator:y or legislative requirements that requ ire the agency to perform certain activities. The specific authorization may vary by the type of activity.

3) Essential Work that maximizes the efficiency of the transportation system but is not required , by law, to be performed. This can include general maintenance and preventative activities required to keep a road or other facil ity in good condition.

4) Non-Essential Work that is typically for aesthetic or non-functional enhancements as it relates to the movement of vehicles, bicycles and/or pedestrians. This can include both minor improvements and reconstruction . Minor improvements may go beyond general maintenance, but can be completed in conjunction with general maintenance activities. Reconstruction projects rebuild substandard or deteriorated facilities; such projects may be considered a comprehensive form of maintenance.

A long-standing tool used for selecting road maintenance activities has been the Road Maintenance Priority_ Matrix shown in Table 6. This guideline has been in place since adoption of the 1988 Transportation Plan and focuses on the functional classification of the roadway for the selection process.

Table 6: Road Maintenance Priorit:t Matrix Road Classification I Priorit\ *

Rural Neighborhood Local

Activit:t Arterial Collector Resource Route Road Route**

Emergencies I 1 1 1 1 1

Hazards Mandated 1 1 1 1 1 General

2 3 1 .Q 8 Maintenance

Minor 6 7 11 13 14

Improvements Reconstruction 9 10 12 15 16

* "1" is the highest Qriori ty; "16" is the lowest ** Resource Routes are an identified network of rural loca l roads imQortant to the economy and

connectivity. Their designation may be ad justed Qeriod ically as needed as Qart of the Board-adoQted annual maintenance Qrogram.


Target Service Levels



Each year DLUT develops the Road Maintenance Program. The County Board of Commissioners evaluates the transportation system based on available resources and risks and adopts the Road Maintenance Program. This program becomes DLUT's plan for scheduled work during the fiscal year and focuses on preservation of the existing transportation assets and safety. The target service levels provide a guideline to use when establishing the Road Maintenance Program, responding to emergencies and service requests, selecting projects and developing budgets. The target service levels supplement the Maintenance Priority Matrix to improve the process for selecting maintenance activities. The major assets that represent the foundation of the transportation system generally fall into the following categories:

1. Bridge: A structure that typically consists of vertical supports and horizontal members connecting at least two segments that allows safe and efficient passage over an obstacle such as a body of water, a road, or a railway. In some instances, large culverts are considered bridges.

2. Culvert: A structure underneath the roadway used to pass stormwater through a roadway fill section .

3. Pavement: The hard surface of a road or other facility . The pavement can be made of bituminous material (asphalt or chip seal) or Portland cement concrete.

4. Gravel Road: A facility that has crushed aggregate material as the wearing surface.

5. Ditch: An open channel adjacent to a roadway used for the collection and conveyance of storm runoff.

6. Landscaped Area: A region in the right-of-way with planted trees, shrubs, and/or ground cover intended to provide erosion control. environmental mitigation, traffic calming, and aesthetic value.

The target service levels are intended to provide staff with formal guidance associated with planning work on the transportation system. The target service levels are intended to be the nexus between the maintenance budget and the Road Maintenance Program to ensure the goals and priorities of the County Board of Commissioners are being realized. It is also important to note that the service levels identified are merely "targets" and not intended to imply that they are mandates.

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Goal 11: Maintenance Adequately maintain Washington County's transportation facilities.

Objective 11.1 Preserve the public's investment in transportation facilities.

Strategy 11 .1.1 Inspect the transportation system as necessary to identify current and future roadway maintenance and reconstruction needs.

Strategy 11 .1.2 Prioritize road maintenance and reconstruction expenditures using the Road Maintenance Priority Matrix as a guide, to be reviewed and approved by the County Board of Commissioners.

Strategy 11 .1.3 Implement an asset management program to maintain an accurate inventory and condition rating of pavements (including sidewalks and bike lanes) , bridges, culverts , gravels roads, roadside drainage facilities and landscape areas.

Strategy 11 .1.4 Design projects considering future maintenance needs and costs, including landscaping.

Strategy 11 .1.5 Evaluate best maintenance practices for financial efficiencies.

Strategy 11 .1.6 Employ a right-of-way permitting program to protect and restore road assets to full functionality and service life thereby conserving maintenance dollars.

Objective 11.2 Program maintenance activities through the annual Washington County Road Maintenance Program.

Strategy 11 .2.1 Utilize the asset management system to systematically select maintenance activities based on adopted service levels.

Strategy 11 .2.2 Review maintenance service levels and Annual Road Maintenance Program with and seek feedback from the Urban Road Maintenance District Advisory Committee (URMDAC) and the Rural Roads Operations and Maintenance Advisory Committee (RROMAC) .

Strategy 11 .2.3 Annually program transportation maintenance expenditures, as adopted by the County Board of Commissioners.

Objective 11.3 Maintain transportation facilities, within funding limitations, to adequately protect public safety, private property and the environment., and to provide a system that is structurally sound and reliable.

Strategy 11 .3.1 Utilize URMDAC to assist in evaluating the cost effectiveness and efficiency of the Urban Road Maintenance District.

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Strategy 11 .3.2 Utilize RROMAC to assist with identifying and evaluating the cost effectiveness and efficiency of maintenance program activities in the rural area.

Strategy 11 .3.3 Consult with both URMDAC and RROMAC to establish appropriate service levels for pavements (including sidewalks and bike lanes) , bridges, culverts, gravel roads, roadside drainage facilities and landscape areas.

Strategy 11 .3.4 Continue the practice of vegetation removal by county crews to address vegetation-related hazards and protect public safety.

Strategy 11 .3.5 Strive to limit soil disruption and/or damage to drainage tiles when conducting maintenance activities in rural agricultural areas.

Objective 11.4 Monitor the efficiency and cost effectiveness of transportation maintenance procedures, and revise as needed, to provide effective use of available maintenance funds.

Strategy 11.4.1 Where practicable. limit construction maintenance related administrative costs .

Strategy 11.4.2 Where practicable, implement efficient and cost effective maintenance operations by efforts to :

A) Consolidate maintenance activity geographically. B) Monitor, identify and correct failures. C) Determine cause, and modify practices. D) Take advantage of opportunities to leverage resources through

cooperative arrangements with other agencies. regional utilities, HOAs, adopt-a-road groups and local businesses.

Objective 11.5 Distinguish between countywide and local maintenance responsibilities. Address transportation system maintenance needs through mechanisms that recognize the primary responsibility of system users.

Strategy 11 .5.1 Confine countywide road maintenance and reconstruction program (i.e. Road Fund) activities to roads that have been formally accepted as "County Roads". Limit expenditures on non-county roads (i .e. local access or public roads) to those prescribed by the Oregon Revised Statutes and the direction of the County Board of Commissioners.




Strategy 11 .5.2 Where appropriate, finance the reconstruction. minor improvement or maintenance of Neighborhood Routes and Local Streets through localized funding mechanisms, such as the Urban Road Maintenance District (URMD) or Local Improvement Districts (LIDs) .

Objective 11.6 Work with partner jurisdictions and property owners to adequately maintain facilities intended for non-auto use.

Strategy 11 .6.1 When and where appropriate, maintain elements of the transportation infrastructure intended for non-auto use by:

A) Incorporating the non-auto facilities within the right-of-way into the regular maintenance program.

B) Integrating pedestrian and bicycle improvements with road maintenance projects, such as resurfacing or shoulder widening , to take advantage of cost-sharing opportunities.

Strategy 11.6.2 Consider a maintenance program to keep pedestrian facilities along County roads in adequate condition.

Strategy 11 .6.3 Consider developing supplemental funding sources for the maintenance of the non-auto system facilities .

Strategy 11 .6.4 Encourage new development to form an HOA or other group with the responsibility to maintain landscaping frontage abutting Arterials and Collectors.

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•

Glossary Definitions



2040 Growth Concept- A long-range regional growth management and urban form concept adopted by Metro in 1995. The concept classifies land into ten urban form categories, including intensely developed centers and corridors. open spaces and rural reserves intended for preservation, and neighborhood areas that will remain mostly unchanged. Local comprehensive plans must demonstrate compatibility with the concept.

Access- The ability to have direct ingress and egress to or from a specific property or other location along a roadway. Local Streets providing direct access to individual properties generally have better access than Arterial roads or Freeways. whose primary purpose is to serve through travel. Access can also apply to non-roadway facilities such as trails.

Accessibility- The relative ease with which a given destination or land use can be reached by one or more modes of travel. Locations that can be accessed by many people using a variety of modes of transportation generally have high accessibility.

Access management- Measures that regulate or restrict access to roadways from private driveways. parking lots or other roadways. Measures may include but are not limited to restrictions on the siting and quantity of driveways. restrictions on the spacing and traffic control of intersections, and use of physical devices such as medians and traffic signals to reduce the impacts of traffic intersecting or approaching the main facility .

Accessway -A paved pathway that provides pedestrian and bicycle access when a full street connection is not practicable.

Active transportation- Human powered travel. including walking. bicycling. skateboarding and the use of mobility devices such as wheelchairs (including motorized wheelchairs). Active transportation is considered to include public transit because accessing transit stops typically involves walking or bicycling .

Adaptive signal control- An intelligent transportation system technology that uses real-time traffic information collected from camera or other sensors to coordinate and optimize signal timing at multiple signalized intersections in a corridor. The primary goal of adaptive signal control is to reduce congestion . delay and travel times.

Advanced Traffic Management System (ATMS) -Traffic management techniques that use computer processing and communications technologies to optimize performance of motor vehicle . freight and public transportation systems.

American Community Survey- An ongoing statistical survey administered by the US Census Bureau that samples a small percentage of the population every year to provide demographic, socio-economic and other community information. Transportation-related data includes travel modes and travel times for the commute to work.

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Americans with Disabilities Act (ADA) - Federal civil rights legislation enacted by Congress in 1990 that mandates equal opportunity for people with disabilities in employment, transportation , public accommodation , public services and telecommunications. Transportation implications of ADA include the design of sidewalks and curb cuts , accommodation of mobil ity devices on transit vehicles, provision of door-to-door paratransit service, and availability of parking spaces for the disabled.

Arterial- A functional class of roadways intended to provide general mobility for travel within the region. Correctly sized Arterials at appropriate intervals allow through trips to remain on the Arterial system thereby discouraging use of Local Streets for cut-through traffic. Arterials link major commercial , residential, industrial and institutional areas.

Average daily traffic (ADT)- The number of motor vehicles that pass through a particular point on a roadway during an average day. ADT is a relatively generic term that may refer to one of several federally-defined traffic volume indicators, including annual average daily traffic (AADT) and annual average weekday daily traffic (AAWDT) . Because a true 365-day, 24-hour counting process is not practical in most cases. ADT is typically sampled over the course of one or more days and repeated annually or on a regular basis.

Bicycle- A vehicle having two tandem wheels (a minimum of 14 inches in diameter) propelled solely by human power, upon which a person or persons may ride. A three-wheeled adult tricycle is considered a bicycle. In Oregon, a bicycle is legally defined as a vehicle. Bicyclists have the same right to the roadways and must obey the same traffic laws as the operators of other vehicles.

Bicycle facility- A general term denoting improvements and provisions made to accommodate or encourage bicycling , including on-street bikeways, multi-use trails , bicycle parking facilities, and devices that allow bicycles to brought on transit vehicles.

Bike lane- A portion of a roadway that has been designated by striping , signing and pavement markings for the use of people riding bicycles. The Washington County Road Design and Construction Standards call for six-foot-wide bike lanes, though exceptions may be granted by the County Engineer for five- or four-foot-wide bike lanes in cases of constricted right-of-way .

Bikeway- A bikeway exists on any road that has the appropriate design treatment to accommodate bicyclists based on motor vehicle traffic volumes and speed . The basic design treatments used for bicycle travel on roads are shared roadways, shoulder bikeways and bike lanes. Enhanced versions of bikeways on roads include buffered bike lanes, cycle tracks and neighborhood bikeways (also called neighborhood greenways or bike boulevards) . Off-street shared-use paths (also called multi-use trails) are also a type of bikeway .

County Board of Commissioners (BCC or Board) - The governing body of Washington County, Oregon, consisting of five elected members, including four district representatives and an at-large chair. Washington County has a council-manager form of government, giving the Board legislative responsibility and designating administrative authority to a Board-appointed professional county administrator. The commissioners also serve as the governing board for Clean Water Services . a public utility providing wastewater, stormwater and other services.

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Boulevard -A roadway design overlay intended to improve the pedestrian environment in specified locations throughout the metropolitan area. A boulevard may have three or more lanes and may include landscaped medians, on-street parking, landscape buffered sidewalks, enhanced pedestrian crossings and special lighting. These roadways also include bicycle lanes and wide sidewalks that can accommodate transit enhancements such as benches or bus shelters.

Buffered Bike Lane- A bike lane that is further separated from automobile traffic by a two- to three-foot wide painted buffer, typically with diagonal hatching. Buffered bike lanes may be appropriate on roadways with 10.000 or more average daily vehicles and speeds of 25 mph or greater.

Bus Rapid Transit (BRT)- An enhanced bus system that operates in exclusive lanes, or in mixed traffic with bypassing capabilities. in order to combine the flexibility of buses with the efficiency of rail. By doing so, BRT generally operates at faster speeds, provides greater service reliability, and offers additional customer amenities compared to traditional bus service.

Business Access/Transit (BAT) Lane- A roadway travel lane with the dual purpose of allowing all vehicles to make turns into adjacent properties or onto intersecting streets allowing transit vehicles- typically buses or BRT vehicles- to proceed in the forward direction along the roadway and bypass traffic queues at intersections.

Capacity- The maximum number of vehicles (vehicle capacity) or people (person capacity) that can pass over a given roadway segment, intersection, transit line or pedestrian/bicycle facility in one or both directions during a given period of time under prevailing operating conditions.

Capital Improvements Program (CIP)- A document that lists projects to be undertaken in the next five- to ten-year timeframe, the estimated costs and funding sources for those projects. If funding has been committed to a project. a schedule for the funded work, which may be design, right-of-way acquisition , construction, or all three. may be included on the project list.

Carpool/Van pool- A group of two or more people who share the use and/or cost of a car or van for transportation to and from a destination.

Collector- Collector streets provide both access and circulation between residential , commercial. industrial and agricultural community areas and the Arterial system . Collectors tend to carry fewer motor vehicles than Arterials, with reduced travel speeds and may serve as freight access routes, providing local connections to the Arterial network.

Community Advisory Committee (CAC) -A group of community members representing various interests who volunteer (and in some cases are appointed) to advise the county on a specific issue, project or process. This TSP update included an 18-member CAC appointed by the County Board of Commissioners.

Community Development Code (CDC) -The component of the Washington County Comprehensive Plan that establishes standards that builders and developers must meet to protect the health , safety and welfare of citizens. Transportation facility standards are a major

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component of Article IV (Development Standards) , Article V (Public Facilities and Services), and Article VII (Public Transportation Facil ities) .

Community Plans- Reflect the Comprehensive Framework Plan policies and strategies as applied to specific situations for each Community Planning Area . The Community Plans indicate the specific land uses, significant natural and cultural resources and circulation systems, which have been determined necessary to meet the community needs.

Comprehensive Framework Plan for the Urban Area- The policies and implementing strategies related to citizen involvement, natural resources, urbanization, housing, and public facilities and services. This plan is applicable to urban unincorporated areas within Urban Growth Boundaries. (A UGB is a line around the urban area that indicates land that already is or can be developed at urban densities.) Individual Community Plans require provision of necessary "urban" services - primarily sewer, water, and a balanced transportation system - for built-up and developing areas outside cities.

Complete street- A street that is designed to serve all modes of travel. including bicycles, freight delivery vehicles, transit vehicles and pedestrians of all ages and abilities.

Corridor study - A study that is directed toward specifically defining projects and strategies for meeting identified needs in a transportation corridor. Also known as a corridor refinement plan .

County Road -A public road under the jurisdiction of Washington County that has been designated as a county road under ORS 368.016.

Cycle track- An on-street bikeway facility that provides the safety and comfort of a multi-use path within the road right-of-way. This is accomplished by combining a painted buffer with a physical barrier, a landscaped buffer, or a parking lane. The added protection further separates motor vehicles and bicyclists where travel speeds and/or motor vehicle traffic volumes are high. Variations on cycle tracks include raised cycle tracks and two-way cycle tracks.

Deficiency- A performance, design or operational constraint that limits travel by a given mode.

Deficiency area - A location where certain transportation system elements (usually referring to roadways) are expected to exceed acceptable performance measures and no appropriate feasible solution has been identified . Deficiency areas are identified through evaluation of future travel conditions based upon the projects identified the TSP. Additional strategies to address the movement of people and goods in these areas will be approached on a case--by--case basis.

Development review - The process of reviewing a proposed development action for conformance with the county 's Community Development Code (CDC) and the appl icab le standards and requirements of the Comprehensive Plan as specified by the CDC.

Director - The Director of Washington County's Department of Land Use & Transportation .

Environmental justice (EJ) populations- People living in poverty , people with low income as determined annually by the U.S. Department of Health and Human Services Low Income Index, including people of color, elderly, children , people with disabilities, and other populations protected by Title VI and related nondiscrimination statutes.




Essential destinations - Locations where people typically go to meet basic needs, including grocery stores. schools. hospitals. medical centers and social service providers.

Functional classification -A mechanism for classifying roadways according to the function they perform in the transportation system. Classifications typically range from Arterials. which are intended to facilitate relatively high speed traffic over long distances. to Local Streets. which facilitate access to properties. When properly combined. roadways with different functional classifications provide a system that meets both the access and mobility needs of the communities it serves.

Gap - Refers to a missing link or barrier in the transportation network for any mode where a connection would otherwise be expected to exist. A gap functionally prohibits travel or makes it significantly more difficult or less desirable to travel in that location.

High capacity transit (HCT) - A form of public transit that carries high volumes of passengers quickly and efficiently from one place to another. Other defining characteristics of HCT service include the ability to bypass traffic and avoid delay by operating in exclusive or semi-exclusive rights-of-way, faster overall travel speeds due to wide station spacing. frequent service. transit priority street and signal treatments, and premium station and passenger amenities. The transit modes most commonly associated with high capacity transit include light rail transit. bus rapid transit rapid streetcar and commuter rail.

High-occupancy vehicle (HOV)- A vehicle that is carrying two or more persons. including the driver. An HOV could be a carpool, vanpool, transit bus. private charter bus, or any other vehicle that meets the minimum occupancy requirements of the specific facility . Some jurisdictions have established HOV lanes on freeways, where only vehicles with two or more persons are allowed to occupy the lane during designated hours or at all times.

Inter-agency Coordinating Committee (ICC) - A technical committee consisting of representatives from cities in Washington County . Tualatin Hills Park & Recreation District TriMet Metro. Port of Portland and Oregon Department of Transportation, that provided input and advice during the development of the TSP and considered the policy implications within the jurisd ictions they represent.

lntermodal facility - A transportation element that allows passenger and/or freight connections between modes of transportation . Examples include airports , rail stations. marine terminals, and railyards that facilitate the transfer of containers or trailers.

Joint Policy Advisory Committee on Transportation -A committee of elected officials and representatives of agencies involved in transportation that make recommendations to the Metro Council on transportation needs in the Portland metropolitan region .

Lane numbers- The maximum number of vehicle travel lanes that can be built without a plan amendment as identified on the Road Lane Numbers Map in the TSP, and as subject to certain exceptions related to turn lanes and auxiliary lanes.

Level of Service (LOS) -A qualitative measure describing the operational conditions of a particular transportation facility or service based on the perception of users. and sometimes

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August 20,201 3 Page 6 of 14

supported by quantitative measures. Motor vehicle LOS describes roadway operating conditions in terms of such factors as speed , travel time, freedom to maneuver, traffic interruptions, comfort, convenience and safety. A letter score of 'A ' through 'F' is assigned based on these conditions. For motor vehicle LOS, the scores represent the following conditions on a roadway:

A. Virtually free flow; completely unimpeded B. Stable flow with slight delays; reasonably unimpeded C. Stable flow with delays; less freedom to maneuver D. High Density but stable flow E. Operating conditions at or near capacity ; unstable flow F. Forced flow, breakdown conditions

LOS can be applied to other modes as well , including pedestrian LOS, bicycle LOS and transit LOS.

Local Access Roads- A Public Road that is not a County Road , State Highway or Federal Road .

Local Improvement District (LID)- A method by which a group of property owners can share the cost of transportation infrastructure improvements such as building sidewalks. LIDs are typically created on a voluntary basis with the agreement of the majority of affected property owners. The cost of the improvements is split among these owners and typically assessed on property tax bills.

Local Street- Local Streets primarily provide direct access to adjacent land. While Local sStreets are not intended to serve through traffic, the aggregate effect of local street design impacts the effectiveness of the Arterial and Collector system when local travel is restricted by a lack of connecting routes, and local trips are forced onto the Arterial street network. In the urban area , local roadway system designs often discourage "through traffic movement",; however, in the rural area local roads are sometimes the only facilities available for access to dispersed rural land uses.

Major bus stop - Includes most Frequent Service bus stops, most transfer locations between bus lines (especially when at least one of the bus lines is a frequent service line) , stops at major ridership generators (e.g., schools, hospitals, concentrations of shopping , BF-high density employment or employment), and other high ridership bus stops. These stops may include shelters , lighting , seating , bicycle parking, or other passenger amenities and are intended to be highly accessible to adjacent buildings while providing for quick and efficient bus service.

Major Streets Transportation Improvement Program -A portion of the Washington County property tax used to construct major transportation improvements countywide. MSTIP projects commonly include road reconstructions to install pedestrian and bicycle facilities and additional travel or turn lanes, as well as new roadways to serve developing areas. MSTIP began as a series of serial levies (1986 , 1989 and 1995), and voters rolled it into the county 's fixed tax rate in the late 1990s. In 2013 the current installment of MSTIP funds wais known as MSTIP 3d1 and wil l be used to construct transportation improvements through the year 2019. MSTIP 3d also includes an Opportunity Fund that can be used to match grants or other funds for transportation improvements or programs.


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Major transit stop- Major bus stops, transit centers, light rail stations and commuter rail stations.

Metro - The regional government and designated metropolitan planning organization of the Portland metropolitan area. Metro is governed by a 7 (seven)-member Metro Council elected by and representing districts within Metro's jurisdictional boundaries - generally the urban portions of Clackamas, Multnomah and Washington counties. Metro is responsible for the Oregon Zoo, solid waste landfills, the Oregon Convention Center, and the Portland Center for the Performing Arts. Metro also establishes and maintains the Urban Growth Boundary. Metro is responsible for reg ional transportation planning activities, such as the preparation of the RTP., and the planning of regional transportation projects including High-Capacity Transit.

Minor Betterments- A Washington County transportation improvement program funded by an allocation from the Road Fund (gas taxes) and used to fund small-scale interim improvements which are beyond routine maintenance but not large enough to be programmed as capital improvements. Minor Betterment projects are site-specific enhancements to the county's transportation system. The projects are typically interim and are intended to supplement routine maintenance and capital improvements.

Minor modification- A minor modification to a roadway including channelization or realignment that does not have significant land use or traffic impacts beyond the immediate neighborhood.

Mobility- The ability to move people and goods to destinations efficiently and reliably .

Mode- Means of travel, such as driving , walking, bicycling or taking transit.

Motor vehicle- This includes automobiles, motorcycles, recreational vehicles and all types of trucks, including those used for freight. It does not include buses as those are considered an element of another mode (transit) .

Multi-modal- Accommodating or pertaining to multiple means of travel, including walking , bicycl ing . driving and taking transit.

Multi-use trail -A transportation facility that is physically separated from motor vehicle traffic by an open space or barrier for exclusive use by bicyclists and pedestrians, including persons using mobility devices, skates and skateboards. Off-street trails may be located in a road right-of--way or within an independent right-of-way or public property .

Neighborhood Route - Neighborhood Routes are in residential neighborhoods and provide connectivity to the Collector and Arterial system. Because traffic needs are greater than a Local Street, certain measures should be considered to retain the neighborhood character and livabil ity of these routes. Neighborhood traffic management measures are allowed (including devices such as speed humps, traffic circles and other devices) . New neighborhood routes may be established via the land development process.

Neighborhood bikeway- A low speed , low traffic Non-Arterial Street designated as a facility intended to accommodate bicyclists with a wide range of abilities and levels of experience.




Neighborhood bikeways are also called neighborhood greenways and bike boulevards in other jurisdictions.

Peak two-hour period -The highest hour of motor vehicle travel demand on a given facility or segment and the hour immediately following the highest hour of demand. Known more generally as the "peak period ." each weekday has a morning (AM) peak and an evening (PM) peak.

Pedestrian -A person on foot. in a mobility device such as a wheelchair or walking a bicycle.

Pedestrian facility- An improvement provided for the benefit of pedestrian travel, including sidewalks, crosswalks , illumination , signals and benches.

Pedestrian-scale- Having a proportional relationship to human dimensions, in reference to elements of the built environment such as buildings, streets and street lights.

Performance measure- A measurement derived from technical analysis aimed at determining whether a planning policy is achieving the expected outcome or intent associated with the

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Person trips - The total number of discrete trips by individuals using any mode of travel.

Planning Commission -A nine-member volunteer commission that advises the Board on land use and transportation issues.

Planning period -The period to which the Plan applies.

Placeholder projects- A "placeholder" project is used as a surrogate for a project that has not yet been defined. Placeholder projects are generally used in study areas, and serve primarily as mechanisms for estimating the impacts on the rest of the transportation system of a project that will be identified later as part of study area analysis.

Public Road - -1-s--aA road over which the public has a right to use that is a matter of public record .

Principal Arterial - Principal Arterials (Freeways and Highways) form the backbone of the motor vehicle network. These routes connect over the longest distance (often miles) and are spaced less frequently than other Arterials or Collectors. These highways generally span several jurisdictions and often have statewide importance. At a minimum , highways that are classified by ODOT as Interstate or Statewide Highways are considered Principal Arterials.

Project Review Committee - Pro ject Review Committee (PRC) acts in a technical advisory capacity for the review of all public transportation improvement applications for completeness and conformance with the applicable requirements of Article VII of the Community Development Code, the applicable Community Plan or Rural/Natural Resources Plan, and the Transportation Plan . The PRC consists of representatives of all affected Department of Land Use & Transportation divisions, and may include representatives of other county departments and affected agencies as appropriate. The PRC provides recommendations to the Review Authority .

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Queue -A line of stopped vehicles in a roadway travel lane, typically delayed by congestion at an intersection. interchange or other element of the roadway system.

Regional Street Design Overlay- Identifies Arterial and Collector streets where certain design treatments may be used to enhance pedestrian. bicycle and transit functions while also seeking to provide adeguate motor vehicle capacity resulting in safer. modally balanced streets.

Regional Transportation Functional Plan (RTFP)- The Regional Transportation Functional Plan codifies the requirements that local plans must comply with to be consistent with the Regional Transportation Plan.

Regional Transportation Plan (RTP)- The official intermodal transportation plan that is developed through a regional transportation planning process and adopted by Metro.

Right-of-Way (ROW) This term refers to pPublicly-owned land. property or interest therein, usually in a strip. within which the entire road facility (including travel lanes. medians. sidewalks, shoulders. planting areas. bikeways and utility easements) must reside. The right-of-way is usually defined in feet and is acquired for or devoted to multimodal transportation purposes including bicycle, pedestrian . public transportation and vehicular travel.

Road Design and Construction Standards- Standards set forth in the Washington County Code. The Road Design and Construction Standards set out engineering standards for road improvements, and provide guidance for the design and construction of public roads and associated improvements to the county's transportation system.

Road Fund- The State Highway funds generated by the State gasoline tax (currently 30-centsper-gallon) revenue allocated to unincorporated Washington County , plus the local Washington County gasoline tax (currently one-cent-per-gallon) . These funds are used for maintenance of the Arterial and Collector road system.

Roadway segment- A portion of a street right-of-way developed for vehicular traffic.

Rural/Natural Resource Plan -A plan that guides development outside the UGB. The plan guides conservation and development according to the potential of the land and in accordance with state and regional requirements .

Rural Reserves- land reserved to provide long-term protection for agriculture, forestry or important natural landscape features that limit urban development or help define appropriate natural boundaries of urbanization, including plant, fish and wildlife habitat, steep slopes and floodplains.

Rural Roads Operation and Maintenance Advisory Committee (RROMAC)- RROMAC works with county staff and advises the County Board of Commissioners on issues related to rural roads.

Safety Priority Index System (SPIS)- A method of compiling crash histories for identifying potential safety problems.



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Sidewalk- A walkway that is separated from the roadway by a curb. planter area or roadside ditch that is built to adopted standards.

Significant Natural Resource- Mapped components of the natural and built environments identified in the County's Comprehensive Plan. The mapped components include the Mineral Aggregate Overlay Districts, Water Areas and Wetlands, Wildlife Habitat. Water Areas, Wetland & Fish and Wildlife Habitat, Significant Natural Areas, Historic and Cultural Resources, and Scenic Resources.

Single-occupancy vehicle This term refers to vVehicles that are carrying one person .

Social and Geographic Equity- Ensuring that the benefits and impacts of transportation projects do not accrue disproportionately on any particular demographic. socio-economic group or particu lar geographic area .

Special Area Street- A sub-category of Collector, Neighborhood Route. Commercial Street and Local Street underlying functional classification designations. Special Area street designations are most frequently applied in transit-oriented overlay districts within RTP 2040 center and station community area designations with good transit service. They are identified on the Special Area Street Overlay Map as well as in the Community Plans. Special Area Street design standards are included in the Washington County Uniform Road Improvement Design Standards.

State Highway- Any road or highway designated as such by law or by the Oregon Transportation Commission pursuant to law, and includesing both primary and secondary State Highways.

Study Area- In general , study areas relate to facilities or areas for which further study is required to determine specifically how an identified need should be met. In these cases the function , proposed alignment. or other specific solution has yet to be identified. Additional analysis will need to occur before solutions to the identified traffic problems can be addressed . The purpose of each study area is defined in the study area descriptions in the modal plans.

System Development Charge (SOC) -A uniform framework for the imposition of growth and development charges that may be used for capital improvements.

Telecommute This term refers to a tA transportation demand management strategy whereby an individual substitutes working at home for commuting to a work site on either a part-time or full -time basis.

Traffic calming - Street design or operational features intended to maintain low motor vehicle travel speed to enhance safety for pedestrians. other non-motorized modes and adjacent land uses.

Traffic Impact Fee (TIF) -A former tax on development levied countywide, paid at the time of building permit, and used toward traffic improvements . Th is was the precursor of the Transportation Development Tax.

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Transit This term refers to pPublicly funded and managed transportation services and programs within the urban area, including light rail, regional rapid bus, frequent bus, primary bus, secondary bus, minibus, paratransit and park-and-ride.

Travel Demand Management (TOM) -Actions which are designed to change travel behavior in order to improve performance of transportation facilities and to reduce need for additional road capacity. Methods may include, but are not limited to, the use of alternative modes, ride-sharing and vanpool programs, and trip-reduction ordinances.

Transportation Development Tax (TOT)- A System Development Charge (SOC) levied countywide on development that replaced the Traffic Impact Fee, paid at time of building permit, and used toward transportation capital improvements.

Transportation Disadvantaged - Individuals who have difficulty accessing , using or affording transportation because of their age, income, physical or mental disability.

Transportation Management Association (TMA) This term refers to nNon-profit coalitions of local businesses and/or public agencies dedicated to reducing traffic congestion and pollution and improving commuting options for employees.

Transportation Planning Rule (TPR)- The implementing rule of statewide planning goal #12 dealing with transportation, as adopted by the state Land Conservation and Development Commission (LCDC). Among its many provisions, the rule includes requirements to preserve rural lands, reduce vehicle miles traveled (VMT) per capita by 20 percent in the next 20 years, reduce the number of parking spaces and to improve mutlti-modal transportation systems.

Transportation System Management and Operations (TSMO) -Strategies and techniques for increasing the efficiency, safety, capacity or level of service of a transportation facility without major new capital improvements. This may include signal improvements, intersection channelization , access management, HOV lanes, ramp metering , incident response, targeted traffic enforcement and programs that smooth transit operations.

TriMet Tri-County Metropolitan Transportation District, which is the primary transit provider for most urban areas in Clackamas, Multnomah and Washington counties.

Urban Growth Boundary (UGB)- The legally defined boundaries adopted by Washington County, Metro or appropriate incorporated cities , and acknowledged by LCDC, which identify and separate urbanized land from rural and natural resource land .

Urban Reserves means !Lands outside an urban growth boundary that will provide for: (a) future expansion over a long-term period ; and (b) the cost-effective provision of public facilities and services within the area when the lands are included within the urban growth boundary .

Urban Roads Maintenance District (URMD)- fs-aA county service district formed to provide road maintenance for Local Streets and Neighborhood Routes in urban unincorporated areas of Washington County . A portion of this fund has been set aside for safety improvements to any roadway with in the district boundary .

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Urban Roads Maintenance District Advisory Committee (URMDAC)- URMDAC works with county staff and advises the Board of Commissioners on issues related to services provided by the Urban Road Maintenance District (URMD) .

Vehicle Miles Traveled (VMT)- Automobile vehicle miles of travel. Automobiles. for purposes of this definition, include automobiles. light trucks, and other similar vehicles used for movement of people. The definition does not include buses. heavy trucks and trips that involve commercial movement of goods.

Walkway- A hard-surfaced transportation facility built for use by pedestrians, including persons using wheelchairs . such as a sidewalk. off-street trail, accessway or path .

Washington County Coordinating Committee (WCCC) -,A committee composed of elected representatives from Washington County and the cities within Washington County. WCCC's primary purpose is to coordinate activities of Washington County local governments and to work toward positions of consensus on regional and state land use and transportation planning matters.


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Abbreviations, Acronyms and lnitializations

ACS ADA ADT ATMS BAT BCC BRT CAC CD CDC CIP DEQ DLCD DLUT EJ EPA ESL. FHWA FRA FTA HCT HOV 1-5 ICC ITS JPACT LCDC LID LIFT LOS kY+ MAX MPH MPO MSTIP MTIP OAR ODOT OHP OPS OR ORS PMT PRC RFFA ROW

American Community Survey Americans with Disabilities Act Average Daily Traffic Advanced Traffic Management System Business Access/Transit (lane) County Board of Commissioners Bus Rapid Transit Community Advisory Committee Collector/Distributor (road) (Washington County) Community Development Code Capital Improvements Program (Oregon) Department of Environmental Quality (Oregon) Department of Land Conservation and Development (Washington County) Department of Land Use and Transportation Environmental Justice Environmental Protection Agency English as a Second Language Federal Highway Administration Federal Railroad Administration Federal Transit Administration High Capacity Transit High Occupancy Vehicle Interstate 5 Inter-agency Coordinating Committee Intelligent Transportation Systems Joint Policy Advisory Committee on Transportation (Oregon) Land Conservation and Development Commission Local Improvement District TriMet's paratransit service (not an acronym) Level-of-Service (Washington County Department oD Land Use and Transportation Metropolitan Area Express (light rail) Miles per Hour Metropolitan Planning Organization Major Streets Transportation Improvement Program Metropolitan Transportation Improvement Program Oregon Administrative Rule Oregon Department of Transportation Oregon Highway Plan (Washington County) Operations and Maintenance Division Oregon Oregon Revised Statute Project Management Team Project Review Committee Regional Flexible Fund Allocation Right-of-Way

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RROMAC RTFP RTP soc SOL SPIS STIP TOM TOT THPRO TIF TMA TPR TriMet TSOC TSMO TSP TV Highway UGB URMO URMOAC us V/C VMT WES wccc WCCC TAC WTA



Rural Road Operations and Maintenance Advisory Committee Regional Transportation Functional Plan Regional Transportation Plan System Development Charge Service District for Lighting Safety Priority Index System Statewide Transportation Improvement Program Travel Demand Management Transportation Development Tax Tualatin Hills Park and Recreation District Traffic Impact Fee Transportation Management Association Transportation Planning Rule Tri-County Metropolitan Transportation District Transportation System Development Charge Transportation System Management and Operations Transportation System Plan Tualatin Valley Highway Urban Growth Boundary Urban Road Maintenance District Urban Road Maintenance District Advisory Committee United States Volume to Capacity (ratio) Vehicle Miles Traveled Westside Express Service (commuter rail) Washington County Coordinating Committee Washington County Coordinating Committee Technical Advisory Committee Westside Transportation Alliance

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AGENDA

WASHINGTON COUNTY BOARD OF COMMISSIONERS

Agenda Category: Action - Land Use & Transoortation (CPO All

Agenda Title: ADOPT FINDINGS FOR A-ENGROSSED ORDINANCE NO. 768

Presented by: Andrew Singelakis, Director of Land Use & Transoortation

SUMMARY:

A-Engrossed Ordinance No. 768 amends the Washington County Transportation System Plan (TSP). The ordinance makes significant changes to the TSP, modifying and updating all transportation strategies and policies including reorganization into goals, objectives and strategies. A-Engrossed Ordinance No. 768 is posted on the county's land use ordinance web page at the following link:

http:/ /www.co. wash i ngton.or.us/LUT /D i v isions/LongRangePianning/20 13-land-use-ord i nances.cfm

As required by ORS 197.615, post acknowledgment comprehensive plan an1endments (e.g., amendments made to the County's Comprehensive Plan after it was acknowledged by the State Department of Land Conservation and Development as complying with the Statewide Planning Goals) must be accompanied by findings setting forth the facts and analysis showing that the amendments are consistent with the applicable Statewide Planning Goals, Oregon Revised Statutes, State Administrative Rules and the applicable provisions of Washington County's Comprehensive Plan . Additionally, as required by Title 8 of Metro's Urban Growth Management Functional Plan, any amendment to a comprehensive plan or implementing ordinance shall be consistent with the requirements of the Functional Plan.

Attached is the Resolution and Order to adopt the findings for A-Engrossed Ordinance No. 768. Prior to October I, 2013 the proposed findings will be provided to the Board, posted on the above land use ordinance web page, and will also be available at the Clerk's desk.

Clerk's Desk Item: Findings (click to access electronic copy)

Attachment: Resolution and Order

DEPARTMENT'S REQUESTED ACTION:

Adopt the findings for A-Engrossed Ordinance No. 768 and authorize the Chair to sign the Resolution and Order memorializing the action.

COUNTY ADMINISTRATOR'S RECOMMENDATION:

1 concur with the requested action.

RO \3-9b Agenda Item No.

Date:

6.a. I _1_0/Q_l/13 - _I

1 IN THE BOARD OF COUNTY COMMISSIONERS

2 FOR WASHINGTON COUNTY, OREGON

3

4

In the Matter of Adopting Legislative Findings in Support of A-Engrossed Ordinance No. 768

) ) )

RESOLUTION AND ORDER

No. 'F;o \ 3 - <1 <a

5 I This matter having come before the Washington County Board of Commissioners at its

6 I meeting of October 1, 2013; and

7 I It appearing to the Board that the findings contained in Exhibit "A" summarize relevant facts

8 I and rationales with regard to compliance with the Statewide Planning Goals, Oregon Revised

9 I Statutes and Administrative Rules, Washington County's Comprehensive Plan , and titles of Metro's

10 I Urban Growth Management Functional Plan relating to A-Engrossed Ordinance No. 768; and

11 I It appearing to the Board that the findings attached as Exhibit "A" constitute appropriate

12 I legislative findings with respect to the adopted ordinance; and

13 I It appearing to the Board that the Planning Commission, at the conclusion of its public hearing

14 I on July 17, 2013, made a recommendation to the Board, which is in the record and has been

15 I reviewed by the Board ; and

16 I It appearing to the Board that, in the course of its deliberations, the Board has considered the

17 I record which consists of all notices, testimony, staff reports, and correspondence from interested

18 I parties, together with a record of the Planning Commission 's proceedings, and other items submitted

19 I to the Planning Commission and Board regarding this ordinance; it is therefore,

20 I RESOLVED AND ORDERED that the attached findings in Exhibit "A" in support of

21 I A-Engrossed Ordinance No. 768 are hereby adopted.

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DATED th~t ~~Sb'Mr, 2013. DUYCK __ _

SCHOUTEN V MALINOWSKI 7" ROGERS tT _

A~~EDAST~ORM:

unty Counsel For Washington Cou'nty, Oregon

BOARD OF COUNTY COMMISSIONERS FOR WASHINGTON COUNTY, OREGON

Chair§4 t2.s Re4 se4?~ /¥:

EXHIBIT A

FINDINGS FOR A-ENGROSSED ORDINANCE NO. 768 AN ORDINANCE AMENDING THE TRANSPORTATION ELEMENTS OF THE

COMPREHENSIVE PLAN October 1, 2013

Part 1 GENERAL FINDINGS

A-Engrossed Ordinance No. 768 amends the Transportation Elements of the Comprehensive Plan. The ordinance makes significant changes to the TSP modifying and updating all transportation strategies and policies including reorganization into goals, objectives and strategies.

Key Ordinance Provisions

1) Respond to changes in transportation planning direction, policy and practices.

2) Comply with the updated policy framework of Metro ' s Regional Transportation Plan adopted in June 2010.

3) Address State Transportation Planning Rule requirements.

4) Identify transportation-related goals, objectives and strategies for implementing and monitoring the TSP over time.

A-Engrossed Ordinance No. 768:

~ Makes significant changes to the existing TSP, including: • Modifications to all transportation policies and strategies, including the reorganization of

the policies into goals, objectives and strategies. • Updates to the goals, objectives and strategies to reflect current and accepted practice.

~ Amends and updates the guiding principles ofthe TSP to reflect the vision of the Department of Land Use & Transportation for safety, economic vitality, livability and natural environment - providing goals, objectives and strategies to direct the development and operation of the transportation system.

~ Amends and updates the system design elements of the TSP to reflect the key attributes of the transportation system including mobility, accessibility, connectivity and active transportation (pedestrian, bicycle and transit) and provides goals, objectives and strategies on how these are intended to operate together.

~ Modifies and updates the implementation elements of the TSP including coordination, funding and maintenance - providing goals, objectives and strategies to direct plan implementation over time.

Exhibit A Findings - A-Engrossed Ordinance No. 768

October l , 201 3 Page 2 of 12

>- Applies to county facilities within cities. While the county ' s regulatory responsibilities most often are limited to the unincorporated area, the county has jurisdiction over many transportation facilities that traverse and serve cities.

>- Is expected to be the first of two ordinances to amend the TSP, with an additional TSP update ordinance to be considered in 2014. The 2014 ordinance is anticipated to update the maps including roadway designations, freight routes, transit and preferred bicycle and pedestrian networks in conjunction with the framework established by A-Engrossed Ordinance No. 768 . A-Engrossed Ordinance No. 768 will not become effective until the effective date of the corresponding map update, which is anticipated as December 1, 2014.

Because the ordinance would make changes that do not affect compliance with Oregon' s Statewide Planning Goals (Goals), it is not necessary for these findings to address the Goals with respect to each amendment. The Board of County Commissioners (Board) finds that the Goals apply to amendments covered by these findings only to the extent noted in specific responses to individual applicable Goals, and that each amendment complies with the Goals. Goals 15 (Willamette River Greenway), 16 (Estuarine Resources), 17 (Coastal Wetlands), 18 (Beaches and Dunes) and 19 (Ocean Resources) and related Oregon Administrative Rules (OAR) are not addressed because these resources are not located within Washington County.

Part 2 GOAL FINDINGS

The purpose of the findings in this document is to demonstrate that A-Engrossed Ordinance No. 768 is consistent with Statewide Planning Goals (Goals), Oregon Revised Statutes (ORS) and Oregon Administrative Rules (OAR) requirements, Metro ' s Urban Growth Management Functional Plan (UGMFP) and the Washington County Comprehensive Plan. The Washington County Comprehensive Plan was adopted to implement the aforementioned planning documents and was acknowledged by the State of Oregon. The county follows the post-acknowledgement plan amendment (PAPA) process to update the Comprehensive Plan with new state and regional regulations as necessary and relies in part upon these prior state review processes to demonstrate compliance with all necessary requirements. No Goal compliance issues were raised in the hearing proceedings described below. In addition, none of the proposed changes implicate a Goal compliance issue. The following findings are provided to demonstrate ongoing compliance.

Goal 1 - Citizen Involvement Washington County has an acknowledged citizen involvement program that provides opportunities for citizens and other interested parties to participate in all phases of the planning process. In addition, Chapter X of the County Charter sets forth specific requirements for citizen involvement during review and adoption of land use ordinances. Washington County has utilized these requirements for the adoption of A-Engrossed Ordinance No. 768.


October 1, 2013 Page 3 of 12

A-Engrossed Ordinance No. 768 was developed in consultation with staff from Metro, ODOT and the Cities and Special Districts of Washington County. An Interagency Coordinating Committee (ICC) was formed and met five times. This committee was instrumental in guiding the development of A-Engrossed Ordinance No. 768. Furthermore, an 18-member Community Advisory Committee (CAC) was appointed by the County Board of Commissioners to assist with the development of the TSP update. The CAC met eight times and was instrumental in guiding the development of A-Engrossed Ordinance No. 768. In addition to the CAC, staff solicited input from a variety of community organizations, staffed farmers markets and attended community forums and citizen participation organization meetings.

Goal2- Land Use Planning Statewide Planning Goal2 addresses Land Use Planning by requiring an adequate factual base to support a decision as well as coordination with affected governmental entities. Washington County has an acknowledged land use planning process that provides for the review and update of the various elements of the Comprehensive Plan, which includes documents such as the Rural/Natural Resource Plan, Comprehensive Framework Plan for the Urban Area (CFP), Community Development Code (CDC), Transportation Plan, Community Plans and Urban Planning Area Agreements. Washington County utilized this process to adopt A-Engrossed Ordinance No. 768. Notice was coordinated with all affected governmental entities and no comments were received from these parties regarding the ordinance.

Goal 3 - Agricultural Lands Policy 15, Implementing Strategies (a) and (f) ofthe Rural/Natural Resource Plan include provisions for the preservation of agricultural lands. Plan compliance with Goal 3 is maintained with the amendments made to the county's Transportation System Plan by A-Engrossed Ordinance No. 768 in that providing a transportation element ofthe comprehensive plan that will allow the preservation of the county's resource lands. The amendments are consistent with Goal3 ; OAR Chapter 660, Division 33 ; and the county ' s acknowledged policies for preservation of farmland.

Goal 4- Forestlands Policy 16 of the Rural/Natural Resource Plan includes provisions for the preservation of forest lands. Plan compliance with Goal4 is maintained with the amendments made to the county's Transportation System Plan by A-Engrossed Ordinance No. 768. Amendments made by A-Engrossed Ordinance No. 768 are consistent with Goal4; OAR Chapter 660, Division 06; and the county ' s acknowledged policies for preservation of forest lands.

Goal S- Natural Resources, Scenic and Historic Areas and Open Spaces Goal 5 addresses the protection of natural resources and the conservation of scenic, cultural, and historic areas and open spaces by requiring local programs to protect these resources in order to promote a healthy environment and natural landscape that contributes to Oregon's livability for present and future generations. Policies 10, 11 and 12 of the CFP, Policies 7, 9, 10, 11 , 12 and 13 of the Rural/Natural Resource Plan and various sections of the Community Plans and the CDC include provisions for the protection of Goal 5 resources.

Exhibit A Findings - A-Engrossed Ord inance No. 768

October I, 2013 Page 4 of 12

A-Engrossed Ordinance No. 768 did not amend any of the Goal 5 significant designations. The amendments made by A-Engrossed Ordinance No. 768 are consistent with the county ' s acknowledged policies and standards for the protection of Goal 5 resources as well as those set forth in OAR 660 Division 23 .

A-Engrossed Ordinance No. 768 includes text amendments to clarifY the goals, objectives and strategies of the transportation system in regard to the natural environment. Exhibit 8 identifies Goal 4 of the Transportation System Plan is to create and maintain a transportation system that first avoids, then minimizes, then mitigates impacts to the natural environment. However, because these text amendments are limited to establishment of goals, objectives and strategies that would be implemented by specific changes to the transportation system and/or clarifications regarding the transportation planning framework, they do not impact the Goal 5 related resources.

A-Engrossed Ordinance No. 768 does not amend other Comprehensive Plan policies or development regulations that would affect existing policies and standards applicable to natural resources. Plan compliance with Goal 5 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the county ' s acknowledged policies and standards for the protection of Goal 5 resources.

Goal 6 -Air, Water and Land Resources Quality Goal 6 requires the maintenance and improvement of the quality of the air, water and land resources of the state through the implementation of local plans that address waste and process discharge. Policies 4, 5, 6 and 7 in the CFP and Policies 4, 5, 6 and 7 of the Rural/Natural Resource Plan provide for the maintenance and improvement of the quality of air, water and land resources .

A-Engrossed Ordinance No. 768 does not amend the applicable Plan policies or CDC standards related to air, water or land resources which impact the county ' s compliance with Goal 6. However, as described under Goal 5 above, A-Engrossed Ordinance No. 768 does amend the Transportation System Plan goals, objectives and strategies that describe the framework for protecting the Air, Water and Land Resource Quality. A-Engrossed Ordinance No. 768 did not amend any provisions regarding Community Plan and CDC protections to significant wetlands, air quality or land resource quality .

Plan compliance with Goal 6 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the county 's acknowledged policies and standards for the protection of Goal 6 resources.

GoalS- Recreational Needs Goal 8 requires local jurisdictions to satisfY the recreational needs of citizens and visitors by planning and providing for necessary recreational facilities. Policies 33, 34 and 35 of the CFP, Policy 24 of the Rural/Natural Resource Plan and the individual Community Plans address the recreational needs of the citizens of Washington County and visitors.


October 1, 20 13 Page 5 of 12

A-Engrossed Ordinance No. 768 did not amend any Plan policies or development regulations related to parks. A-Engrossed Ordinance No. 768 does add consideration of recreational facilities into the transportation planning, implementation, maintenance and monitoring processes. Exhibit 13 identifies the planning framework to support recreational facilities on page 5. Exhibit 17 identifies the framework for the maintenance of these facilities on page 6.

Plan compliance with Goal 8 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the county' s acknowledged policies and strategies for satisfying recreational needs as required by Goal 8.

Goal 9 - Economic Development Goal 9 requires the provision of adequate opportunities throughout the state for a variety of economic activities vital to the health, welfare and prosperity of citizens. Policy 20 in the CFP and Policies 15, 16, 20 and 21 in the Rural/Natural Resource Plan set out the county ' s policies to strengthen the local economy. The CDC contributes to a sound economy by providing standards that facilitate development in an orderly and efficient fashion.

A-Engrossed Ordinance No. 768 contributes to a healthy economy in Washington County by updating the framework for transportation planning. Furthermore, Exhibit 6 establishes the Goal of Economic Vitality and provides a framework for the consideration of the economy throughout the planning, implementation, maintenance and monitoring of the transportation system. These goals, objectives, and strategies are intended to clarify how the transportation system can support and encourage the economic growth and vitality within Washington County.

Plan compliance with Goal 9 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the county ' s acknowledged policies and strategies for strengthening the local economy as required by Goal 9.

GoallO- Housing Policies 21 , 22, 23 and 24 of the Comprehensive Framework Plan for the Urban Area and Policies 19 and 25 ofthe Rural/Natural Resource Plan address the provision ofhousing in the urban and rural areas ofthe county. The Community Development Code contributes to the provision of adequate housing by establishing standards that facilitate development in an orderly and efficient fashion. Plan compliance with Goal 10 is maintained with the amendments made by A-Engrossed Ordinance No.768.

Goalll - Public Facilities and Services Goal 11 requires a plan for the orderly and efficient arrangement of public facilities and services to serve as a framework for urban and rural development. Policies 15, 25 , 26, 27, 28, 29, 30 and 31 of the CFP, and Policy 22 of the Rural/Natural Resource Plan address the provision of public facilities and services in the urban and rural areas of unincorporated Washington County.

The CDC requires that adequate public faci lities and services be available for new development. Plan compliance with Goal 11 is maintained with the amendments made by A-Engrossed



Ordinance No. 768. The amendments are consistent with the county ' s acknowledged policies and strategies for the provision of public facilities and services as required by Goal 11.

Goal 12 - Transportation Goal 12 requires the provision and encouragement of a safe, convenient, multi-modal and economic transportation system. Policy 32 ofthe Comprehensive Framework Plan, Policy 23 of the Rural/Natural Resource Plan, and in particular the Washington County Transportation Plan, describes the transportation system necessary to accommodate the transportation needs of Washington County. Implementing measures are contained in the Transportation Plan, the Community Plans and the CDC.

A-Engrossed Ordinance No. 768 amends and updates the Washington County Transportation System Plan (TSP). These amendments provide an update to the existing TSP, including modifications to all transportation policies and strategies, and the reorganization of the policies into goals, objectives, and strategies. The ordinance updates to the goals, objectives and strategies to reflect current and accepted practice consistent with the Transportation Planning Rule and the Metro Regional Transportation Plan.

A-Engrossed Ordinance No. 768 establishes the guiding principles of the TSP to reflect the vision of the community to provide for safety, economic vitality, livability and the natural environmentestablishing goals, objectives and strategies to direct the development and operation of the transportation system. The ordinance establishes system design framework that reflects key attributes of the transportation system including mobility, accessibility, connectivity and active transportation (pedestrian, bicycle and transit modes) and provides goals, objectives and strategies on how these are intended to operate together and within the context of the identified guiding principles. The ordinance also modifies and updates the implementation elements of the TSP including coordination, funding and maintenance - providing goals, objectives and strategies to direct plan implementation over time.

A-Engrossed Ordinance No. 768 establishes a framework for a roadway system of arterials and collectors and standards for the provision or modification of lower classification streets and/or other connections. This framework requires a multi-modal system of complete streets, including provisions for all modes including pedestrian, bicycle, transit and freight. A-Engrossed Ordinance No. 768 does not amend the existing transportation system maps. A-Engrossed Ordinance No. 768 is expected to be the first of two ordinances to amend the TSP, with an additional TSP update ordinance to be considered in 2014 . A-Engrossed Ordinance No. 768 will not become effective until the anticipated effective date of the corresponding system modal and funding plan and map update ordinance, which is anticipated as December 1, 2014.

The Washington County 2020 Transportation System Plan maps have been amended numerous times and continue to provide a system of transportation facilities and service adequate to meet identified transportation needs consistent with the Metro Regional Transportation Plan and the Oregon Highway Plan.



The 2014 ordinance is anticipated to contain modal plans which update the financing strategy and transportation system maps including roadway designations, freight routes, transit and bicycle and pedestrian networks consistent with the regional active transportation plan. The second phase of the transportation plan update is anticipated to work in conjunction with the framework, goals, objectives and strategies established by A-Engrossed Ordinance No. 768.

A-Engrossed Ordinance No. 768 updates the previously adopted Transportation Plan and addresses transportation goals, objectives and strategies consistent with the Regional and State transportation plans. Planned transportation facilities, services and improvements as well as planned capacities, functional classification and levels of service, have not been amended by A- Engrossed Ordinance No. 768. As described above, amendments to these elements of the Transportation System Plan are scheduled for 2014.

Brief summaries of the applicable TPR provisions are followed by findings of compliance.

660-012-0010 Provides that transportation planning be divided into two phases, transportation system planning and project development. FINDING: A-Engrossed Ordinance No. 768 constitutes Washington County ' s transportation

system plan and has been developed in compliance with all applicable provisions of Division 12. As provided under this subsection, project development is addressed separately under Article VII of the Community Development Code, which has been previously adopted and acknowledged.

660-012-0015 includes requirements for preparation and coordination oftransportation system plans. FINDING: A-Engrossed Ordinance No. 768 complies with all of the applicable requirements

for preparation, coordination and adoption of TSP' s required under this section of the TPR. • A-Engrossed Ordinance No. 768 amends and is incorporated as part of

Washington County's Comprehensive Plan. • As described above, the preparation of A-Engrossed Ordinance No. 768 was

closely coordinated with affected government agencies and service providers via the Interagency Coordinating Committee (ICC) that met five times during development of A-Engrossed Ordinance No. 768. In addition, as described above the development of A-Engrossed Ordinance No. 768 included extensive public involvement opportunities, and engagement of an active Community Advisory Committee throughout development of the ordinance.

• OAR 660-012-0015 also requires regional TSP's such as Metro ' s RTP to be coordinated with state transportation plans and policies, such as those found in the Oregon Highway Plan (OHP). Both ODOT and Metro were represented on the ICC in developing A-Engrossed Ordinance No. 768. As detailed elsewhere in these findings, A-Engrossed Ordinance 768 is consistent with the RTP and therefore with the OHP.


October I , 201 3 Page 8 of 12

660-012-0016 This section of the TPR describes coordination with Federally-Required Transportation Plans in Metropolitan Areas. FINDING: As discussed above, A-Engrossed Ordinance No. 768 was developed in

cooperation with Metro and is consistent with the Regional Transportation Plan, and therefore consistent with OAR-660-012-0016.

660-012-0020 This section of the TPR describes the elements that TSP's must contain. FINDING: A-Engrossed Ordinance No. 768, together with previously adopted and

acknowledged comprehensive plan and Community Development Code provisions, includes all of the elements required by the TPR. • As previously discussed in these findings , in developing A-Engrossed

Ordinance No. 768, Washington County coordinated with state, regional and local jurisdictions via the ICC.

• A-Engrossed Ordinance No. 768 does not modify, add or remove any extensions of existing streets; connections to existing or planned streets; the adopted public transportation plan; the adopted bicycle and pedestrian network or pedestrian activity areas; or the air, rail, water or pipeline system maps. All existing transportation system maps remain unchanged as a result of A-Engrossed Ordinance No. 768 . As described above, amendments to these elements of the Transportation System Plan are scheduled for 2014.

• Roadway, parking, public transportation, bicycle, pedestrian, air, water, pipeline and freight planning framework, goals, objectives and strategies are addressed in A-Engrossed Ordinance No. 768.

• Exhibit 10 of A-Engrossed Ordinance No. 768 includes strategies for continued implementation of transportation system management (ISM) and support for transportation demand management (TDM) programs.

• The inventory and general assessment of existing and committed transportation facilities and services as required by OAR 660-012-0020(3)(a) and its subsections are included in the existing conditions report which was attached to the staff report for September 24, 2013 .

OAR 660-012-0025 This section of the TPR describes the requirements for Goal compliance and refinement plans. FINDING: A-Engrossed Ordinance No. 768 complies with the applicable provisions of

Section 660-012-0025 of the TPR as demonstrated by the following facts. • Chapter X of the County Charter sets forth specific requirements for citizen

involvement during review and adoption of land use ordinances. Washington County has utilized these requirements for the adoption of A-Engrossed Ordinance No. 768. The findings contained herein satisfy the requirement of OAR 660-12-0025(2) and have been adopted in conjunction with A-Engrossed Ordinance No. 768. A-Engrossed Ordinance No. 768 does not include any refinement planning; OAR 660-12-0025(3) - (4) therefore does not apply .



OAR 660-012-0030 The provisions of this section set forth how needs shall be identified in TSPs. FINDING: A-Engrossed Ordinance No. 768 makes no change to previously identified

transportation needs and therefore is consistent with OAR 660-012-0030.

OAR 660-012-0035 This section of the TPR concerns how the transportation system alternatives analysis was performed. FINDING: A-Engrossed Ordinance No. 768 makes no change to previously identified

transportation system alternatives, and therefore is consistent with OAR 660-012-0035.

OAR 660-012-0040 This section of the TPR requires that a TSP must include a transportation financing program and sets forth what such a program is required to include. FINDING: A-Engrossed Ordinance No. 768 establishes a transportation funding goal,

objectives and strategies meeting the standards identified in OAR 660-012-0040. • Exhibit 16 of A-Engrossed Ordinance No. 768 discusses the funding goal,

objectives and strategies and includes an overview of existing revenue sources for capital improvements as well as operations and maintenance.

• Additional detail on the financial element and a financially constrained project list is anticipated in the 2014 ordinance.

OAR 660-012-0045 The provisions of this section concern how a TSP is implemented. FINDING: A-Engrossed Ordinance No. 768, together with previously adopted and

acknowledged ordinances fully implement all of the applicable provisions of OAR 660-012-0045 as detailed in the following findings of fact: • The Community Development Code, together with R&O 86-95 , provide a

process for coordinated review of land use decisions affecting transportation facilities, corridors and sites as well as public notice.

• Article VII of the Community Development Code which is acknowledged to be consistent with the requirements of OAR 660-012-0050. CDC Article VII provides a consolidated review process for review of land-use decisions for permitting transportation projects.

• CDC Article V includes provisions for access control as well as the Washington County Uniform Road Improvement Design Standards, provide for review and protection of roadway safety, infrastructure and operations.

• Local street connectivity standards as well as the requirements for safe and convenient pedestrian, bicycle and vehicular circulation have been adopted into the CDC.

• A-Engrossed Ordinance No. 768 updates Transit Oriented Development (TOD), Transportation System Management (TSM), Transportation Demand Management (TDM) and parking goals, objectives and strategies. These elements are also included in Article V of the Community Development Code.


October I, 201 3 Page 10 of 12

• A-Engrossed Ordinance No. 768 does not amend this process for land usereview of transportation projects and is therefore consistent with OAR 660-012-0045.

OAR 660-012-0050 This section concerns transportation project development. FINDING: A-Engrossed Ordinance No. 768, together with previously adopted and

acknowledged ordinances fully implement all of the applicable provisions of OAR 660-012-0050. • The CDC Article VII provides a consolidated review process for review of

land-use decisions for permitting transportation projects - the goals, objectives and strategies related to the natural environment are updated in exhibit 8. A-Engrossed Ordinance No. 768 does not amend the current process for land use review of transportation projects.

OAR 660-012-0055 This section sets forth timelines for adoption of TSP' s and for the specific requirements of OAR 660-012-0045(3), (4)(a)-(e) and (5)(d). FINDING: A-Engrossed Ordinance No. 768, together with previously adopted and

acknowledged ordinances is consistent with the applicable provisions of OAR 660-012-0055 . There are no other provisions in subsection - 0055 that are required to be addressed as part of these findings .

OAR 660-012-0060 This section sets forth requirements for plan and land use regulation amendments. FINDING: A-Engrossed Ordinance No. 768 is consistent with the provisions of OAR 660-

012-0060. • A-Engrossed Ordinance No. 768 provides that all plan amendments be

reviewed for compliance with OAR 660-012-060 (Exhibit 15, Strategy 9.4.2).

The amendments are consistent with the county's acknowledged policies and strategies for the provision of transportation facilities and services as required by Goal 12 (the Transportation Planning Rule or TPR, implemented via OAR Chapter 660, Division 12). A-Engrossed Ordinance No. 768 complies with all ofthe applicable requirements of OAR 660, Division 12; only those provisions of Division 12 that require specific findings are summarized and addressed herein.

Plan compliance with Goal 12 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the provision of transportation facilities and services as required by Goal 12 (the Transportation Planning Rule or TPR, implemented via OAR Chapter 660, Division 12).

Goal 13 - Energy Conservation Goal 13 requires developed land uses to be managed and controlled so as to maximize the conservation of all forms of energy, based upon sound economic principles. Policies 36, 37, 38, 39 and 40 of the CFP and Policy 25 of the Rural/Natural Resource Plan address energy conservation in the urban and rural areas of unincorporated Washington County. The CDC

Exhibit A Findings- A-Engrossed Ordinance No. 768


implements the energy conservation policies by establishing standards that promote energy efficient development, especially in Article IV.

A-Engrossed Ordinance No. 768 does not amend the applicable Plan policies or CDC standards related to energy conservation which impact the county's compliance with Goal 13. As described under Goal 5 above, Exhibit 8 of A-Engrossed Ordinance No. 768 does amend the Transportation System Plan goals, objectives and strategies that describe the framework for natural environment. As described on page 2, 3 and 4 of Exhibit 8, an element of natural environment is to reduce the energy and resource consumption associated with transportation. Furthermore, Exhibit 13 of A-Engrossed Ordinance No. 768 establishes a framework for Active Transportation systems within Washington County. As described on page 1 of Exhibit 13, a desired outcome of the active transportation goal is energy sustainability.

A-Engrossed Ordinance No. 768 did not amend any Community Plan policies and development regulations related to energy conservation. Plan compliance with Goal 13 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the county' s acknowledged policies and strategies for promoting energy conservation as required by Goal 13.

Goal14- Urbanization Goal 14 requires provisions for the orderly and efficient transition from rural to urban land use, to accommodate urban population and urban employment inside urban growth boundaries, to ensure efficient use of land and to provide for livable communities. Policies 13, 14, 16, 17, 18, 19, 41 and 42 of the CFP address urbanization within the Regional Urban Growth Boundary. The CDC implements the urbanization policies by establishing standards to promote appropriate urban development. The Community Plans implement the urbanization policies by designating sufficient land for appropriate development.

A-Engrossed Ordinance No. 768 complies with the Title 11 UGMFP provisions for the urbanization of new land. Plan compliance with Goal 14 is maintained with the amendments made by A-Engrossed Ordinance No. 768. The amendments are consistent with the county ' s acknowledged policies and strategies for urbanization as required by Goal14.

Part3 Findings of Compliance with Metro's Urban Growth Management Functional Plan for AEngrossed Ordinance No. 768

Title 8 - Compliance Procedures Title 8 sets forth Metro' s procedures for determining compliance with the Urban Growth Management Functional Plan. Included in this title are steps local jurisdictions must take to ensure that Metro has the opportunity to review amendments to Comprehensive Plans.

Title 8 requires jurisdictions to submit notice to Metro at least 45 days prior to the first evidentiary hearing for a proposed amendment to a comprehensive plan. Consistent with Title 8, staff sent a copy of proposed Ordinance No. 768 to Metro on May 3, 2013 , 47 days prior to the



first evidentiary hearing. Metro was mailed a copy of A-Engrossed Ordinance No. 768 on September 13, 2013. Metro provided no comments on A-Engrossed Ordinance No. 768 .

The findings in this document demonstrate that the amendments made by this ordinance are in compliance with the UGMFP.

Findings of Compliance with Metro's Regional Transportation Functional Plan A-Engrossed Ordinance No. 768 amends the Washington County Transportation System Plan consistent with the Title 2 "Development and Update of Transportation System Plans" of the Regional Transportation Functional Plan (RTFP) Sections 210,220 and 230.

As described in the Goal 12 findings above, A-Engrossed Ordinance No. 768 does not add any additional transportation facilities or make changes to existing transportation facilities. AEngrossed Ordinance No. 768 amends the policy framework for transportation planning in Washington County, and establishes goals, objectives, and strategies consistent with the adopted Regional Transportation Plan (RTP). Therefore, A-Engrossed Ordinance No. 768 would be consistent with the RTP and the Regional Transportation Functional Plan (RTFP).

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WASHINGTON COUNTY, OREGON

Department of Land Use & Transportation Long Range Planning Division 155 N First Avenue, Suite 350, MS 14 Hillsboro, OR 97124-3072

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Attention: Plan Amendment Specialist Department of Land Conservation &

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