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H- Solutions Report
DKS Associates
Transportation System Solutions
Report
This report contains strategies and solutions for addressing the City of Beaverton’s transportation needs
as identified in the Future Conditions and Needs Report. This document summarizes the analysis
methodology, collection of alternatives considered, and presents a multimodal set of transportation
system solutions to be implemented through the Beaverton Transportation System Plan (TSP).
REVIEW OF NEEDS
Previous documentation1 details the existing and future 2035 transportation needs for the City of
Beaverton. System users currently experience extensive delay at many intersections and congested
corridors that do not meet City of Beaverton, Washington County or ODOT operational standards. As
the region’s population and employment continues to grow through the year 2035, the increase in
transportation system users will cause the operations of the system to further degrade.
Purpose of Alternative Analysis
Through previous planning efforts, transportation studies, and updates to the TSP, numerous
transportation solutions and improvement projects have been identified, creating an extensive set of
system solutions. These projects include those identified through the current Regional Transportation
Plan (RTP) as being financially constrained, as well as additional projects developed to meet operational
standards. While the majority of the projects identified remain applicable to existing and future needs of
the transportation system, the large set of projects cannot be funded through reasonably expected revenue
sources. Table 1 summarizes the expected revenue sources through 2035 for the City of Beaverton and
the cost for previously identified transportation projects.
1
Beaverton 2035 Transportation System Plan Update - Chapter 3 Existing Conditions, prepared by DKS Associates, April
2009. Beaverton 2035 Transportation System Plan Update Future Conditions and Needs Analysis Report, prepared by DKS
Associates, January 2009.
Beaverton 2035 Transportation System Plan Update June 2009
Task 4.1- Transportation System Solutions Report Page 1
Table 1: Beaverton Transportation Improvement 25-Year Needs and Funding Summary
Revenue/Expenditure Source Amount
Capital Project Funding*
Existing Sources $137 M
Potential New Sources $40 M
Washington County RTP Financially constrained
Revenue Subtotal $187 M
Previously Identified Project**
Capital Improvement Program (CIP) $18 M
RTP Motor Vehicle Projects (City of Beaverton) $229 M
RTP Ped/Bike/Transit/TDM/TSM Projects (City of Beaverton) $79 M
Remaining 2015/2020 TSP Roadway Projects $291 M
Remaining 2015/2020 TSP Pedestrian Projects $59 M
Remaining 2015/2020 TSP Bicycle Projects $39 M
Washington County RTP Financially constrained
Expenditure Subtotal $715 M
Total Revenues minus Expenditures through 2035 -$530 M
Notes:
*Capital project funding includes the remainder of transportation revenue after accounting for costs related to street operations,
maintenance, personnel, street lighting, etc
**Costs shown adjusted to 2009 levels using 3.5%/year increase from original amounts to account for inflation
As listed in Table 1, the costs of the identified transportation projects exceed the reasonably expected
funding levels by approximately $600 million. Since funding is not available for the entire set of
identified projects, a subset of projects that can be reasonably funded must be selected for prioritization
and implementation. The purpose of the alternatives analysis is to determine the projects and programs
that provide the greatest benefit to the transportation system through the available funding resources.
Summary of Needs Analysis
Due to funding constraints, solutions need to be focused on the larger context of corridors to improve
system mobility rather than every individual intersection movement that exceeds a performance threshold
for delay or volume to capacity ratio. Areas with the greatest amount of transportation congestion were
reviewed and considered as locations to prioritize multi-modal transportation improvements. Figure 1
summarizes the relative intensity of congestion within the study area as total vehicle-hours of delay. The
thickness of red bands (thicker is more) indicates the relative degree of vehicle-hours of delay on each
link. This performance measure is useful since it considers the cumulative effects due to locations with
both high vehicle delay and high travel demand volumes, locations that are prime candidates for
transportation improvements that benefit the system. The highest congestion corridors identified for
focused analysis include:
Walker Road – 173rd Avenue to OR 217
Jenkins Road – 170th Avenue to Cedar Hills Boulevard
TV Hwy/Canyon Road – 170th Avenue to OR 217 Ramps
BH Hwy/Farmington Road – Murray Boulevard to Scholls Ferry Road
Scholls Ferry Road – Barrows Road (west) to OR 217
Murray Boulevard – Scholls Ferry Road to US 26
US 26 – 185th Avenue to Canyon Road
OR 217 – Scholls Ferry Road to US 26
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 2
Figure 1: Systemwide Congestion (Vehicle-Hours of Delay) and Focus Locations
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 3
Analysis Methodology
Several corridors are highlighted in Figure 1 as locations with the greatest amounts of system congestion.
Other locations including Hall Boulevard, Allen Boulevard and Scholls Ferry Road at Allen Boulevard
are also recognized as contributing to congestion, but not to the overall degree as the corridors specified
in Figure 1. While the corridors identified in Figure 1 represent approximately ¼ of the total lane miles
in the study area, they account for a disproportional ½ of the total system congestion (Figure 2). Focusing
on improving mobility through these congested corridors allows the largest benefit per expended project
cost.
(a) (b)
Figure 2: Distribution of Study Area Corridor Length and Delay
Figure 2b provides a general summary of the methodology followed once the primary focus corridors had
been identified. Three primary steps were conducted to assess the benefits of various transportation
system alternatives. First, system wide transportation demand management (TDM) and transportation
system management (TSM) strategies were explored to determine the potential benefit to the Beaverton
TSP study area. A system TSM/TDM alternative was modeled (using the VISUM travel demand model
refined for the Beaverton TSP needs analysis) to analyze the potential effects of implementing TSM
measures such as access management and adaptive traffic signal systems.
Secondly, the entire list of previously identified transportation projects for the study area was compiled
from current and past versions of the RTP and City of Beaverton TSP. An initial screening of each
alternative project determined if it would benefit any of the identified focus corridors or address other
significant system needs. Projects that were identified as addressing specific focus corridors or system
needs were retained for additional analysis.
The third step included a multimodal alternative analysis of each focus mobility corridor. A summary of
the corridor use and needs was documented, and each of the alternatives retained from the screening
process was further analyzed to determine priority based on feasibility, consistency and need. Projects
identified as high priority during each of the corridor analyses are recommended to be given highest
funding priority. Low and medium projects are also included in the plan as needs but are not considered
reasonably likely to be funded given the City’s projected financial resources.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 4
Figure 2b: Overview of Alternatives Analysis Methodology
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 5
TRANSPORTATION DEMAND MANAGEMENT (TDM)
Transportation Demand Management (TDM) is the general term used to describe any action that removes
single occupant vehicle trips from the roadway network during peak travel demand periods. As growth
in the Beaverton area occurs, the number of vehicle trips and travel demand in the area will also increase.
The ability to change a users travel behavior and provide alternative mode choices will help
accommodate this growth.
Generally, TDM focuses on reducing vehicle miles traveled and promoting alternative modes of travel
for large employers of an area. This is due in part to the Employee Commute Options (ECO) rules that
were passed by the Oregon Legislature in 1993 to help protect the health of Portland area residents from
air pollution and to ensure that the area complied with the Federal Clean Air Act.2
Research has shown that a comprehensive set of complementary policies implemented over a large
geographic area can have an effect on the number of vehicle miles traveled to/from that area. 3
However, the same research indicates that in order for TDM measures to be effective, they should go
beyond the low-cost, uncontroversial measures commonly used such as carpooling, transportation
coordinators/associations, priority parking spaces, etc.
The more effective TDM measures include elements related to parking and congestion pricing, improved
services for alternative modes of travel, and other market-based measures.
However, TDM includes a wide variety of actions that are specifically tailored to the individual needs of
an area. Table 2 provides a list of several strategies outlined in the ECO program that could be
applicable to the Beaverton area.
Table 2: Transportation Demand Management Strategies
Strategy Description Potential Trip
Reduction
Telecommuting Employees perform regular work duties at home or at a work 82-91% (Full Time)
center closer to home, rather than commuting from home to
work. This can be full time or on selected workdays. This can 14-36% (1-2 day/wk)
require computer equipment to be most effective.
Compressed Work Schedule where employees work their regular scheduled number 7-9% (9day/80hr)
Week of hours in fewer days per week. 16-18% (4day/40hr)
32-36% (3day/36hr)
Transit Pass For employees who take transit to work on a regular basis, the 19-32% (full subsidy,
Subsidy employer pays for all or part of the cost of a monthly transit high transit service)
pass. 2-3% (half subsidy,
medium transit service)
Cash Out An employer that has been subsidizing parking (free parking) 8-20% (high transit
Employee Parking discontinues the subsidy and charges all employees for parking. service available)
An amount equivalent to the previous subsidy is then provided 5-9% (medium transit
to each employee, who then can decide which mode of travel to services available)
use. 2-4% (low transit
services available)
2
Oregon Administrative Rules, Chapter 340, Division 30.
3
The Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, June
1992.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 6
Strategy Description Potential Trip
Reduction
Reduced Parking Parking costs charged to employees are reduced for high 1-3%
Cost for HOVs occupancy vehicles (HOV) such as carpools and vanpools.
Alternative Mode For employees that commute to work by modes other than 21-34% (full subsidy of
Subsidy driving alone, the employer provides a monetary bonus to the cost, high alternative
employee. modes)
2-4% (half subsidy of
cost, medium
alternative modes)
Bicycle Program Provides support services to those employees that bicycle to 0-10%
work. Examples include: safe/secure bicycle storage, shower
facilities and subsidy of commute bicycle purchase.
On-site Rideshare Employees who are interested in carpooling or vanpooling 1-2%
Matching for provide information to a transportation coordinator regarding
HOVs their work hours, availability of a vehicle and place of residence.
The coordinator then matches employees who can reasonably
rideshare together.
Provide Vanpools Employees that live near each other are organized into a vanpool 15-25% (company
for their trip to work. The employer may subsidize the cost of provided van with fee)
operation and maintaining the van. 30-40% (company
subsidized van)
Gift/Awards for Employees are offered the opportunity to receive a gift or an 0-3%
Alternative Mode award for using modes other than driving alone.
Use
Walking Program Provide support services for those who walk to work. This 0-3%
could include buying walking shoes or providing lockers and
showers.
Company Cars for Employees are allowed to use company cars for business-related 0-1%
Business Travel travel during the day
Guaranteed Ride A company owned or leased vehicle or taxi fare is provided in 1-3%
Home Program case of an emergency for employees that use alternative modes.
Time off with Pay Employees are offered time off with pay as an incentive to use 1-2%
for Alternative alternative modes.
Mode Use
Source: Guidance for Estimating Trip Reductions from Commute Options, Oregon Department of Environmental
Quality, August 1996.
Redevelopment in the Beaverton area will also allow for TDM friendly development. Setting TDM goals
and policies for new development will be necessary to help implement TDM measures in the future.
With many regional trips destined to, or traveling through, the Beaverton area, region wide TDM
measures should help to reduce congestion. Metro has established non-SOV (Single Occupancy Vehicle)
mode share targets by 2040 for regional centers (similar to Gateway). These targets may also serve as
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 7
performance measures for areas that have been designated as “Areas of Special Concern” (Beaverton
Regional Center is classified by Metro as this type of area).4 The 2040 non-SOV modal target for
regional centers, town centers, station communities, main streets, and corridors is 45-55%.5
The Metro Regional Demand Model provides an analysis tool for monitoring non-SOV trip percentages
between the base 2005 and future 2035 models. The forecasted non-SOV trip percentages take into
account all RTP improvement projects (including transit, pedestrian, and bicycle system improvements),
as well as the traffic analysis zone (TAZ) performance factors listed in Table 3. Parking factors are
based on a ratio of parking costs in comparison to a South/North Draft Environmental Impact Study
(DEIS) parking survey. For example, in the RTP Priority System a person parking in the Beaverton
Regional Center would pay 30% more than a person parking in the Washington Square Regional Center.
Transit Pass factors represent the amount of full transit fare that a transit rider is expected to pay
(considering ECO rule and discount downtown fares). Fareless areas assume that free transit service
areas will be developed in the identified 2040 concept areas.
Table 3 – TDM Measures Modeled for Beaverton
2040 Grouping Group Characteristics Parking Factors Transit Pass Fareless
Factor Areas
P S FC P S FC P S FC
Regional Centers - Planned high employment and
Tier 1 housing density, with highest level
Beaverton of access by all modes. LRT exists 1.60 1.20 0.80 70% 75% 80% X X X
and current land uses approach
planned mix and densities.
Regional Centers - Planned high employment and
Tier 2 housing density, with highest level
Washington Square of access by all modes; planned 1.22 0.92 0.60 85% 90% 95% X X
LRT. Current land uses do not
reflect planned mix and densities.
Station Communities - High housing density mixed with
commercial services; highest level of
Tier 1 1.60 1.20 0.80 70% 75% 80%
access for transit, bike and walk;
Westside Corridor existing LRT.
Town Centers - Tier 2 Moderate housing and employment
West Portland density planned, with high level of
access by all modes. Currently has
Raleigh Hills some mix of uses, moderately
0.72 0.54 0.36 90% 95% 100%
Hillsdale connected street system and some
transit. Existing topography or
Sunset
physical barriers may limit bike and
pedestrian travel.
Town Centers - Tier 3 Moderate housing and employment
Farmington density planned, with high level of
access by all modes. Currently has
Cedar Mill modest mix of uses, poorly
0.55 0.41 0.28 100% 100% 100%
Tannasbourne connected street system and poor
transit. Existing topography or
physical barriers may limit bike and
pedestrian travel.
4
Based on the 2000 Metro Regional Transportation Plan, Ordinance No. 00-869A (August 10, 2000), page 1-32.
5
Based on the 2000 Metro Regional Transportation Plan, Ordinance No. 00-869A (August 10, 2000), page 1-62.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 8
2040 Grouping Group Characteristics Parking Factors Transit Pass Fareless
Factor Areas
P S FC P S FC P S FC
Town Centers - Tier 4 Moderate housing and employment
Bethany density planned, with high level of
access by all modes. Currently
Murrayhill undeveloped or developing urban
0.36 0.27 0.18 100% 100% 100%
uses, with skeletal street system and
poor transit. Existing topography or
physical barriers may limit bike and
pedestrian travel.
Mainstreets - Tier 2 Moderate housing and employment
Remaining Region density planned, with high level of
access by all modes. Currently has 0.72 0.54 0.36 100% 100% 100%
some mix of uses, moderate
connectivity and some transit.
Corridors Moderate housing and employment
Full Region density planned, with high level of
access by all modes. Currently has None None None 100% 100% 100%
modest mix of uses, moderate
connectivity and some transit.
Inner Neighborhoods Low density housing planned, with
Full Region moderate level of access by all
None None None 100% 100% 100%
modes. Currently has moderate
connectivity and some transit.
Outer Neighborhoods - Low density housing planned, with
Tier 1 moderate level of access by all
Current Urban Areas modes. Currently has poorly None None None 100% 100% 100%
connected street system and little
transit.
Employment Areas Low density employment planned,
Full Region with moderate level of access by all
modes. Currently has poorly None None None 100% 100% 100%
connected street system and limited
transit.
Industrial Areas - Tier Low density employment planned,
2 with high level of access by rail and
Beaverton truck freight, and moderate access
None None None 100% 100% 100%
by other modes. Currently has
Sunset developing street system and poor
transit.
Note:
(P) 2035 Preferred System
(S) 2035 Strategic/Priority System
(FC) 2035 Existing Resources System (roughly equivalent to the committed system)
Based upon analysis of the forecasted mode choice in 2035, an analysis was performed to determine the
level of non-single occupant vehicle (non-SOV) mode share in Beaverton. The travel model provides
estimates of the various modes of travel that can be generally assessed at the transportation analysis zone
(TAZ) level.
Figure 3 shows the change in non-SOV trip percentages by Metro TAZ between 2005 and horizon year
2035. Generally the areas served by light rail transit and frequent bus service have the highest levels of
non-SOV mode use. The forecasted rates indicate that the significant investment in RTP transportation
improvements will, in general, achieve a 2.5 percent reduction in SOV trips in the Beaverton area,
compared to the existing rates.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 9
City of Beaverton
0 750 1,500 3,000 4,500
BETHANY BLVD
Feet
FIGURE 3
NW 143RD AVE
NW
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C ORN
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SW 158TH AVE Non SOV Trip Use
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US 26
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SW DAVIS RD
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TRANSPORTATION SYSTEM MANAGEMENT (TSM)
Transportation System Management (TSM) focuses on lower cost strategies to enhance operational
performance of the transportation system by seeking solutions to immediate transportation problems,
finding ways to better manage transportation, maximizing urban mobility, and treating all modes of travel
as a coordinated system. These types of measures include such things as signal improvements, ramp
metering, traffic calming, access management, intelligent transportation systems (ITS) and programs that
enhance and smooth transit operations. Typically, the most significant measures that can provide
tangible benefits to the traveling public are traffic signal coordination and systems.
TSM measures focus primarily on region wide improvements, however there are a number of TSM
measures that could be used in a smaller scale environment such as the Beaverton area. The following
TSM measures list summarizes strategies that could be appropriate for the Beaverton 2035 TSP study
area.
Traffic monitoring
Signal coordination and optimization
Signal priority
Information availability
Incident management
Adaptive signal systems
Access management strategies
Traffic Monitoring
Traditionally, the solution to most congestion problems was to build more roadways or widen the
existing facilities. Most recently, it has been realized that urban congestion cannot be managed by
simply building roadway capacity. Better management of the existing transportation network is
necessary to help reduce congestion. This also means coordinating among various agencies in the area to
create a seamless transportation network.
As a monitoring program, the City of Beaverton and Washington County routinely collect traffic volume
data in the Beaverton area. This data is then used as a tool to compare historical growth and determine
which transportation corridors in the area are being utilized. This information is useful from a growth
perspective, however it is difficult to use this data to help enhance the existing transportation
environment on a day-by-day basis.
The use of closed circuit television cameras (CCTV) and vehicle detection systems could be used to help
monitor the transportation network during peak hours of congestion. Adjustments to signal timing can be
made from the central control room to help improve traffic flow and decrease delay. Benefits of traffic
monitoring include reduced congestion, reduced delay, reduced travel time, faster and more accurate
identification of locations of incidents, development of specific signal timing plans based on historic
trends and reductions in pollutants and wasted fuel.
Signal Coordination and Optimization
Traffic monitoring can only produce a certain amount of enhanced service along a corridor. As future
growth occurs, congestion is due to increase. Traffic signal systems that were adequate in the past
dealing with AM and PM peak hours will need to adapt to the changing environment and deal with
additional time periods of congestion.
The state-of-the-art traffic signal systems, using a central computer to communicate and coordinate
timing plans, have proven to produce substantial benefits in reducing congestion and travel time while
increasing travel speeds. In the Portland area, examples of this benefit have been seen on such corridors
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 11
as 82nd Avenue, 122nd Avenue, Martin Luther King Jr. Boulevard and SW Naito Parkway where
improved signal timing reduced travel times anywhere from 10% to 25% during peak periods. 6 In
Beaverton, a recent signal timing update on Canyon Road corridor has shown a reduction of 12% in total
delay during midday, and 11% during the weekend period. Overall, the new signal update resulted in up
to a 10% reduction in stops in the corridors and up to 11% reduction in overall delay. Side street delay in
the project corridor was also reduced from 8% to 33%
The addition of signal optimization helps to maximize the total cycle length of a signal to provide
optimal timing patterns for both the main arterial and the side street traffic. This optimization can help to
skip side street cycles if there are no vehicles present and help to increase the “green time” of a signal for
a major movement. Optimization can provide additional reliability and efficiency for the transportation
network.
Signal Priority
The provision of signal priority works for both transit vehicles and emergency vehicles. Both operate on
the same principles, which are improving the reliability and speed of the vehicles. Clearly they serve two
different purposes, but the idea benefits mobility for both.
Signal priority is achieved by establishing a communication between the approaching vehicle and the
signal. Once the communication between the two is made, the approaching vehicle will direct the traffic
signal to lengthen the green time for the light (assuming it is safe to do so) and allow for a “priority”
through the intersection. This priority is done only when it will not cause significant impact at the
intersection.
Implementation of transit signal priority may supplement bus rapid transit (BRT) to improve transit travel
along a corridor, allowing a bus to clear an intersection and begin passenger boarding/alighting
downstream of the signal. Studies indicate that with signal priority transit travel times have decreased
from 15% to 18 %, while service reliability has increased from 12% to 23% for on-time performance.7
These improvements can help cost effectiveness for transit operations.
Signal priority can also include “smart recovery” at intersections that currently operate in conjunction
with rail transit. Once a rail vehicle has passed through the intersection, the signal phasing would
“recover” to the same point it was at before the rail vehicle passed through. This could reduce the
potential for delays at intersections due to rail traffic.
Information Availability
An uninformed public can make inefficient transportation choices that could place a strain on the limited
available capacity of a transportation network. This could create more congestion in an area that is
already highly congested. By providing travelers with real-time information, the ability to make a more
informed and efficient transportation decision is available.
The variety of information services available today include hand-held devices such as cell phones and
GPS devices, as well as transit kiosks, personalized email reports, radio, television and the internet. All
of these devices are aimed at providing the traveler with the best available information for making
transportation choices.
There is another type of information available to help travelers along the roadway. These are message
signs that help inform a traveler of delays and/or help the traveler make an informed decision on a travel
route. The first type of sign is a variable message sign (VMS). A VMS is a stationary sign that can
6
City of Portland, Intelligent Transportation System Implementation Plan, June 1997.
7
Intelligent transportation system initiatives in Clark County: VAST Program, January 2001.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 12
display various messages. The second type of sign is a changeable message sign (CMS). This type of
sign is mobile and can be placed at any location along a corridor to display information.
Currently, there are cameras located on US 26 and OR 217 that show the conditions on the freeways.
These cameras are Internet accessible and help monitor traffic conditions and inform users of traffic
conditions.
Incident Management
Typically incident response is focused on freeways. However, there is also a clear need for incident
response on arterials. The time to respond to incidents in an urban area can dramatically affect the level
of congestion on a corridor.
Incident management includes detection, verification, response, site management, traffic management,
clearance time and recovery. Each of these steps takes time, during which the transportation operations
along the corridor decrease. Research indicates that effective incident management has the potential to
reduce response times by 40% and decrease fatalities by 10% in urban areas. 8 In addition, incident
management has the potential to reduce delay to users and reduce emissions from vehicles.
TSM Summary
All of the previously mentioned measures of TSM can work together in a transportation environment to
help reduce congestion and decrease travel times for travelers. Table 4 summarizes the RTP projects that
support Beaverton TSM. Beyond the RTP designated TSM projects, the City of Beaverton should
continue to coordinate with TriMet, ODOT, and Washington County in providing signal priority at
signalized intersections along rapid or frequent bus routes (TV Highway and Cedar Hills/Hall corridor –
approximately 50 intersections) to increase transit efficiently, reduce transit travel times, and promote
non-SOV person trips. Signal priority should be activated for transit vehicles that are operating behind
schedule. The implementation of additional strategies should be on a case-by-case basis and evaluated
for effectiveness.
Table 4: 2035 RTP Projects Supporting TSM
RTP Estimated Projected
Project # Description Cost Implementation
Scholls Ferry Road: Hall Boulevard to Murray Boulevard
10602 $1,190 2008-2017
Install integrated advanced traffic monitoring systems
(ATMS) and management equipment
185th Avenue: Baseline Road to US 26
10604 $1,175 2008-2017
Install integrated advanced traffic monitoring systems
(ATMS) and management equipment
Allen Boulevard, Cedar Hills Boulevard, Hall Boulevard,
Farmington Road
10642 $10,710 2018-2025
Adaptive traffic signal systems. New signals and signal
upgrades
Source: 2035 Regional Transportation Plan Financially Constrained System List of projects and Programs, Metro,
April 2008. http://www.oregonmetro.gov/index.cfm/go/by.web/id=25037
8
Intelligent Transportation System Initiatives in Clark County: VAST Program, January 2001.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 13
Systemwide TSM Alternative
A systemwide TSM alternative was analyzed to explore the benefits of TSM measures along selected
corridors. The analysis assumed increased operational capacity along the corridors through improved
access management and implementation of adaptive signal systems. The potential degree of assumed
capacity improvement varied by corridor depending on the existing level of access management, but
model lane capacities were increased up to the traditional upper limit for good access management
(typically 0-20% improvement). In addition, a 10% increase in operational capacity was assumed with
the implementation of well-coordinated adaptive signal systems. These TSM measures were applied to
the focus corridors (excluding US 26 and OR 217) as well as other locations specified in the RTP project
list (Table 4). Figure 4 shows the systemwide change in volume to capacity (v/c) levels from the 2035
RTP Financially Constrained Scenario. The impacts on specific focus corridors are summarized in the
corridor analysis.
Figure 4: Systemwide V/C Change with Focus Corridor TSM Implementation
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 14
SYSTEM AND CORRIDOR ALTERNATIVES
Multi-modal improvement alternatives were analyzed to determine which projects and programs would
best address the needs of focus corridors. As previously documented, focus corridors were selected as
locations in the study area with the highest degree of congestion (measured as vehicle-hours of delay),
while alternatives were limited to improvements that were previously recommended in past plans.
Methods
The following section describes the information presented and the general methodology that was used to
analyze the alternatives considered for each focus corridor.
Summary of Function
A description of the function and use of each corridor is provided. This summary includes a plot from
the travel demand model that shows the “travelshed” – traffic in the transportation system that ultimately
uses the specified corridor. This is similar to the concept of water flow maps showing streams that flow
into (or branch from) a river. This plot shows both the trips that use the entire length of the defined
corridor, as well as trips that only use a partial segment of the corridor. In addition, functional class,
types of trips and parallel routes are also summarized for each corridor.
TSM Alternative
The results of the system wide transportation system management alternative are summarized for each
corridor. The analysis assumed increased operational capacity along the corridors through improved
access management and implementation of adaptive signal systems. The potential degree of assumed
capacity improvement varied by corridor depending on the existing level of access management, but
model lane capacities were increased up to the traditional upper limit for good access management
(typically 0-20% improvement). In addition, a 10% increase in operational capacity was assumed with
the implementation of adaptive signal systems. These TSM measures were applied to the focus corridors
(excluding US 26 and OR 217) as well as other locations specified in the RTP project list.
For each corridor, a figure shows the localized benefits and effects of the TSM alternative measured as a
change in volume-to-capacity ratio. These modeled changes in v/c consider not only the increased
operational capacity of the corridor, but also consider the potential for increased traffic that may shift
from parallel facilities due to the increased mobility.
A description of the corridor’s potential to implement TSM measures as well as general planning cost
estimates is provided. These costs assume $50,000 per adaptive signal (as well as $30/linear foot of fiber
installation) and $10,000 per successful access modification. In many instances, access modification
would have unique issues that raise the costs above $10,000, but action would likely not be pursued in
those instances due to cost constraints. Note that the modeled TSM scenario assumes a “best case”
scenario that the entire corridor has proper access spacing. While this is an unlikely scenario, it provides
a basis for comparison with other alternatives.
Initial Alternative Screening
Transportation improvements that have been identified for addressing Beaverton’s transportation system
needs through prior studies and plans were compiled rather than repeating the process of recreating a new
set of projects. These projects (included in Appendix Table A1) were organized into a matrix of needs
and screened based on addressing the needs of a particular focus corridor or significant system needs.
Projects that were identified as potentially meeting a need for a corridor were analyzed further for the
given corridor.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 15
Non-Auto Solutions
A general assessment of the transit quality of service was performed based on service to each corridor
and system connectivity. Changes to transit routes and service are performed by TriMet during their
annual service plan process. Providing bicycle and pedestrian connectivity to existing and potential
future transit routes will facilitate existing and future ridership and is a means of supporting and
preparing for transit expansion in Beaverton. Projects to fill pedestrian and bicycle system gaps along
arterials and collectors within ¼ mile of the focus corridors were considered along with the previously
identified pedestrian and bicycle projects from prior plans.
The initial screening process identified pedestrian, bicycle and trail improvements that addressed the
needs of the focus corridors or significant system needs. These previously identified projects, as well as
additional system gaps located within ¼ mile of each focus corridor to support transit use, are
summarized in a table for each corridor. In order to determine the relative priority of these projects that
best address the system needs, figures were created that show multiple types of activity generators (such
as transit stops, schools, shopping, etc). Areas that serve the greatest number (or importance as ranked
by the Beaverton Traffic Commission) of activity generators are shown in red, while lower priority
locations are shown in green. These priority levels are listed in the table for each project that was
identified with the corridor. Figure 5 shows pedestrian system gaps and priority locations, while Figure 6
shows bicycle system gaps and priority locations.
Fully completing the pedestrian system and bicycle system by filling all identified gaps is not considered
reasonably likely to be funded through 2035 given the total cost of transportation improvements needed
to address identified needs. However, completing the pedestrian and bicycle system along all collector
and arterial roadways is consistent with City of Beaverton street design standards. The gaps locations
identified serve to map the overall pedestrian and bicycle projects in the City.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 16
City of Beaverton
0 1,320 2,640 5,280
Feet
BETHANY BLVD
FIGURE 5
NW 143RD AVE
NW
C ORN Transportation
System Plan
ELL
RD NW
CO
Pedestrian System Gaps
RN
26 EL
L
& Priority Locations
RD
SW 158TH AVE
NW
RN
BA
ES
LVD
RD
YB
SW SW
B AS WA
RRA
EL I LK ER
NE R RD
NW 185TH AVE
D
MU
SW
S BLVD
SW B
A R NE S R D
ILL
US 26
R H
SW
SW MERLO RD DA
JEN
KIN CE
SR SW
D
HWY 217
TUALAT RD
IN NYON
SW C A
VALLEY
HWY
RD
INGTON SW BEAVERTON HILLSDA
SW FARM LE HWY
N
SW WESTERN AVE
WATSO
AVE
D
HALL
YR
RR
FE
LOMBARD
BLVD
LS
H OL
SC
SW OAK ST SW ALLEN BLVD W
SW DAVIS RD
S
SW 170TH AVE
SW
SW
SW MURRAY
HALL
SW DENNEY RD
RD
SW HART RD
BLVD
SW GARDEN HOME RD
RRY
RD
SW RIGERT RD 217
S FE
ON
OLL
ES
OL
SC H
SW
AY
SW
E ENW
SW BROCKMAN ST
GR
HA
SW
SW 175TH AVE
LL
BLV
D
SW 125TH AVE
SW WEIR RD
Activity Generators
LEGEND Major Transit Stop
Bus Stop
Sidewalk Need*
Park Access
AFT
SW 121ST AVE
Highest Priority
Transit Center
DR
MAX LRT Line College
SW 135TH AVE
9 RD WES Rail Line K-12 School
e 200 E RR
Y
Jun SF Other Educational
O LL Trails
S CH Hospital
N 1/4 Mile Focus
SW Corridor Buffer Library
Lowest Priority
City Hall
Arterial/Collector * based upon 1/2-mile walking distance
without Sidewalks along existing roadways. Shopping Access
City of Beaverton
0 1,320 2,640 5,280
Feet
BETHANY BLVD
FIGURE 6
NW 143RD AVE
NW
C ORN Transportation
System Plan
ELL
RD NW
CO
Bicycle System Gaps
R
26 NE
LL
& Priority Locations
RD
SW 158TH AVE
NW
RN
BA
ES
LVD
RD
AY B
SW SW
B AS WA
EL I LK
URR
NE R ER
RD
NW 185TH AVE
D
M
SW
S BLVD
SW B
A R NE S R D
ILL
US 26
R H
SW
SW MERLO RD DA
JEN
KIN CE
SR SW
D
HWY 217
TUALAT RD
IN NYON
SW CA
VALLEY
H WY
TON RD SW BEAVERTON HILLSDA
ING
SW FARM LE HWY
N
SW WESTERN AVE
WATSO
AVE
D
HALL
R
RY
ER
SF
LOMBARD
BLVD
LL
HO
SC
SW OAK ST SW ALLEN BLVD W
SW DAVIS RD
S
SW 170TH AVE
SW
SW
SW MURRAY
HALL
SW DENNEY RD
SW HART RD
D
BLVD
YR
SW GARDEN HOME RD RD
ERR
SW RIGERT RD 217
F
ON
LLS
ES
CHO
OL
SW
S
AY
SW
E ENW
SW BROCKMAN ST
GR
HA
SW
SW 175TH AVE
LL
BLV
D
SW 125TH AVE
SW WEIR RD
Activity Generators
LEGEND Major Transit Stop
Bicycle Lane Need* Bus Stop
Highest Priority Park Access
AFT
SW 121ST AVE
Transit Center
DR
MAX LRT Line College
SW 135TH AVE
D WES Rail Line K-12 School
200
9 YR
e FE RR Other Educational
Jun L LS Trails
O Hospital
S CH 1/4 Mile Focus
N SW Corridor Buffer Lowest Priority Library
Arterial/Collector City Hall
* based upon 1-mile bicycling distance
without Bicycle Lanes along existing roadways. Shopping Access
Motor Vehicle Projects
Motor vehicle projects that were identified as potentially meeting a need for a corridor in the initial
screening process were summarized in a matrix and analyzed further for each corridor. The following
three criteria were analyzed for each project that was considered:
Feasibility - Includes issues such as right of way, land use impact, and overall cost. While not a
fatal flaw analysis, it considers the likelihood that a project could be reasonably constructed.
This measure favors projects that can be practically implemented. In some cases, projects may
include factors that make implementation difficult, however given the magnitude of benefit the
project is still considered feasible, even with the recognized challenges. In some cases regional
projects are not considered feasible for the City of Beaverton due to total cost, and feasibility is
contingent on funding partnerships with other regional agencies.
Grid & Function Consistency – Considers issues related to system design such as connectivity,
functional class of a facility, facility spacing, and consistency within the existing facility and
regional design.
Congestion – This considers if the project addresses an identified congestion issue. While
identified projects generally address a specific operational need, in some cases these projects are
local issues that do not impact the overall system or corridor need that has been identified as
providing the greatest benefit to the system. In many cases a project may have been previously
identified if the minor street delay was expected to exceed adopted performance standards.
However, funding constraints do not allow every identified project to be constructed and only the
specific focus corridor mobility is identified as the congestion need.
Each project was assigned a ranking of low, medium, or high based on the three criteria. Generally,
projects that were not considered feasible were assigned a priority of “low” since they would not be a
cost-effective solution to the problem, while projects that met all three criteria were considered high
priority. A project that was considered “feasible” and met one of the other two criteria was listed as
medium. A sample table entry and project description follows. Note that “X” marks criteria that are met
in the table for the project. Since all three criteria are met in Table 4a, the project is considered to be
high priority.
Table 4a: SAMPLE Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Walker: 185th Ave. to Widen from two to five
10570 9a Murray Boulevard lanes with bike lanes and WashCo $56,255 X X X High $11,250
sidewalks.
In addition to the table that includes project scoring, a summary of each project is provided that contains
issues related to the project priority. This background narrative provides and explanation of project
considerations and scoring that appear in the table.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 19
Walker Road
The section of Walker Road between SW 173rd Avenue and Cedar Hills Boulevard accounts for
approximately 4% of the total vehicle-hours of delay during the PM peak period in the study area.
Summary of Function
Walker Road serves as an east-west arterial route that connects OR 217 to Amberglen Parkway.
Alternate parallel facilities include Jenkins Road/Baseline Road and US 26. Due to direct access to OR
217 and the assumed widening project (RTP 10570), the model indicates that Walker Road will serve a
large portion of through traffic between Cedar Hills Boulevard and SW 173rd Avenue. Figure 8 shows
the connecting roadways used by traffic on this section of Walker Road. The facility primarily serves
traffic with trip ends north of TV Highway, but some trips do connect to the south via Murray Boulevard
and OR 217.
TSM Solutions
Implementation of TSM measures was considered as a lower cost alternative to increase traffic flow
along the corridor. Potential measures could include improving access spacing and installation of
adaptive signal timing to improve traffic flow and increase the operational capacity of the corridor.
These improvements were modeled to determine the potential increment of benefit along the corridor.
Figure 7 indicates that the combination of these improvements would improve the v/c ratio along the
corridor by approximately 0.1 to 0.2, more than offsetting the increase in volume that would be likely to
shift to the facility with improved flow.
Figure 7: Walker Road Corridor V/C Ratio Change with Modeled TSM Implementation
In order to meet the 600 foot access spacing requirement that Walker Road has as an arterial, driveways
would need to be removed or consolidated along the corridor. Some locations (such as those located in
the residential neighborhoods between Murray Boulevard and Cedar Hills Boulevard) are likely to
remain unchanged until redevelopment occurs, while locations such as sites with frontage along multiple
roads and those with multiple access points could be pursued sooner. Table 5 lists the approximate costs
for implementing TSM strategies along the corridor. One hundred achievable driveway modifications are
assumed for cost estimating purposes.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 20
Figure 8: 2035 PM Travelshed of Traffic on Walker Road between 173rd Avenue and Cedar Hills Boulevard
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 21
Table 5: Potential TSM Projects along Walker Road
Unit Cost Total Cost
TSM Improvement Description and Location (x $1,000) (x $1,000)
Access Management Combine and/or close 100 driveways $10 $1,000
Adaptive Signal Systems 8 signals and conduit $50 $950
Total $1,950
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along Walker Road.
A general assessment of the transit quality of service was performed based on service to the corridor and
system connectivity. No current bus routes serve the entire length of Walker Road between Cedar Hills
Boulevard and 173rd Avenue. However, Route 59, which has 30-40 minute PM peak headways, provides
service to the majority of the corridor but does not travel between Park Way and Cedar Hills Boulevard.
While Route 59 is the only route providing service along the corridor, other routes cross the corridor at
each arterial (158th Avenue, Murray Boulevard, and Cedar Hills Boulevard), and Route 59 provides
regional service to MAX and other buses via Sunset Transit Center.
Changes to transit routes and service are performed by TriMet during their annual service plan process.
Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate
existing and future ridership and is a means of supporting and preparing for transit expansion in
Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address Walker Road corridor needs. Additional sidewalk or bicycle lane gap
locations within ¼ mile of each focus corridor were also included. Each project was prioritized based on
the location and proximity to various activity generators including transit stops, parks and schools. Table
6 lists the previously identified pedestrian and bicycle projects and additional gap locations as well as the
overall priority based on the location analysis shown in Figures 5 and 6.
Table 6: Pedestrian and Bicycle Alternatives to Enhance Walker Road Corridor
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2020 TSP Projects
SW Park Way (gaps): Walker Road to
- Add sidewalk Low/Med
127 OR 217 Wash Co $285
- 146 Walker Road: OR 217 to Canyon Road Add sidewalk Wash Co $275 Low
Walker Road (gaps): 173rd Avenue to
- Add sidewalk Low/Med
147 Mayfield Avenue Wash Co $580
SW Butner Road (one side): Murray
- Add sidewalk Low
162 Boulevard to Park Way Wash Co $390
SW Downing Street (gaps on south
- side): Murray Boulevard to Meadow Add sidewalk Med
163 Drive Wash Co $55
Meadow Drive (one side): Downing
- Add sidewalk Med
164 Street to Walker Road Wash Co $55
- 199 Walker Road bike lanes: OR 217 to Add bike lane Wash Co $430 Low
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 22
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
Canyon Road
Wash
Walker Road bike lanes: Cedar Hills
- Add bike lane Co/Beavert High
Boulevard to Lynnfield Lane
200 on $200 $200
Walker Road bike lanes: 178th Avenue
- Add bike lane Med
201 to 185th Avenue Wash Co $410
Other Gap Locations
Downing Street: Murray Boulevard to
NA 500 Add sidewalk Wash Co Med
Meadow Drive $470
Walker Road: 173rd Avenue to 178th
NA 550 Add bike lane Wash Co Med
Avenue $205
Walker Road: Greystone Court to Koll
NA 551 Add bike lane Wash Co Med
Parkway $145
Meadow Drive: Walker Road to
NA 552 Add bike lane Wash Co Med
Downing Street $205
Downing Street/Butner Road: Meadow
NA 553 Add bike lane Wash Co Med
Drive to Commonwealth Lane $250
Park Way: Walker Road to 134th
NA 555 Add bike lane Wash Co Med
Avenue $205
Cost for High Priority Improvements $200
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address Walker Road corridor needs. These motor vehicle projects were further
analyzed to determine the level of priority given project feasibility and consistency with system design
and congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 7: Walker Road Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Walker: 185th Ave. Widen from two to five lanes with bike
10570 9a WashCo $56,255 X X X High $11,250
to Murray Boulevard lanes and sidewalks.
Walker: Murray Widen from two to five lanes with bike
10570 9b WashCo $39,735 X X Low
Boulevard to OR 217 lanes and sidewalks.
2015 TSP Projects
2 236a Walker/173rd Add EB/WB right turn lanes Wash Co $500 X X X High $500
Walker/173rd Widen Walker Road to 5 lanes; add
2 236b Wash Co $2,520 X Low
NB/SB double left turn lanes
Walker/167th Install traffic signal; add NB and SB left
8 240 Wash Co $380 X Low
turn lanes
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 23
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
Walker/158th NB/SB double left turn lanes; add EB
right turn lane; NB right turn lane; WB
10 242 through lane (2 through lanes in each Wash Co $3,400 X X X High $3,400
direction); signal phasing change to
EB/WB permitted/protected phasing
17 245a Walker/Murray Add right turn lanes on all approaches Wash Co $1,000 X X X High $1,000
Walker/Murray Add double left turn lanes on westbound
17 245b Wash Co $500 X X X High $500
Walker approach to match eastbound leg
Walker/Murray Add double left turn lanes on Murray
17 245c Wash Co $4,000 X X Med
approaches
Cedar Hills/Walker Double left turn lanes on all approaches;
31 255 Beaverton $3,780 X X Low
add EB right turn lane
Cost for High Priority Improvements $16,650
Walker Road Widening
The current 2035 RTP list includes widening Walker Road between OR 217 and 185th Avenue (RTP #
10570) to a five-lane section. Widening the corridor would provide enhanced east-west mobility to serve
anticipated future growth and congestion and would provide consistency for the arterial that currently has
five-lanes in several locations between Murray Boulevard and 173rd Avenue. This project was broken
into two project segments for the purposes of the TSP based on potential varying levels of feasibility.
Corridor frontage between OR 217 and Murray Boulevard is primarily built-out residential areas that
would have greater impacts due to the facility being widened than the section west of Murray Boulevard.
Walker Road/173rd Avenue Intersection Improvements
Two turn lane-channelization improvements at 173rd/Walker Road are included in the 2015 TSP for this
intersection of two arterials. The south leg of the intersection would be difficult to widen for purposes of
dual northbound and southbound left turn lanes. Furthermore, the projected left turn volumes do not
support dual left turn lanes, even though the lanes would increase capacity of the intersection. However,
the addition of eastbound and westbound right turn lanes is appropriate given that projected right turn
volumes exceed 200 vehicles per hour for each movement.
Walker Road/167th Avenue Intersection Improvements
A turn lane-channelization improvement and implementation of traffic signal control at 167th
Avenue/Walker Road is included in the 2015 TSP for this intersection. The northbound left turn lane has
already been constructed, while the southbound left turn lane has not been built. Adding a traffic signal
at this location would increase delay and travel time along Walker Road.
Walker Road/158th Avenue Intersection Improvements
A number of improvements at 158th Avenue/Walker Road are included in the 2015 TSP for this
intersection of two arterials. Both facilities are already constructed as five-lane sections, and further
widening to support dual northbound and southbound left turn lanes is feasible given the adjacent land
use. The projected traffic demand for each left turn movement is approximately 350-400 vehicles during
the 2035 PM peak hour, indicating that dual lanes are needed. The eastbound right turn and through
volumes on Walker Road are both sufficiently high to support the construction of an eastbound right turn
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 24
lane. However, the northbound right turn demand is not as high and a northbound right turn lane may be
difficult to construct given the adjacent water feature (which is not identified as a wetland per Metro data
contained in Figure 3-18 of the Existing Conditions Report).
Walker Road/Murray Boulevard Intersection Improvements
A number of improvements at Walker Road/Murray Boulevard are included in the 2015 TSP for this
intersection of two arterials. Right turn demand is generally high and supports the addition of right turn
lanes on each approach. Dual left turn lanes are already provided on the eastbound Walker Road
approach, and the westbound approach already has an empty median that shadows the opposing left turn
movement. Northbound and southbound left turn movements on Murray Boulevard are projected to be
200 vehicles or less during the 2035 PM peak hour, indicating that the volume levels are not sufficient to
support the widening required to align the Murray Boulevard approaches after the addition of turn lanes.
Walker Road/Cedar Hills Boulevard Intersection Improvements
Several turn lane channelization improvements at Walker Road/Cedar Hills Boulevard are included in the
2015 TSP for this intersection of two arterials. While the projected turn demand supports dual left turn
lanes for the northbound and westbound approaches, as well as the eastbound right turn movement, such
improvements would require widening that would impact the adjacent retail parking and circulation.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 25
Jenkins Road / Baseline Road
The section of Jenkins Road and Baseline Road between SW 173rd Avenue and Cedar Hills Boulevard
accounts for approximately 2% of the total vehicle-hours of delay during the PM peak period in the study
area. While the identified corridor includes both Jenkins Road and Baseline Road, it will be referred to
as Jenkins Road for consistency purposes in this section.
Summary of Function
Jenkins Road serves as an east-west arterial route that connects Cedar Hills Boulevard to 158th Avenue.
West of 158th Avenue, the facility continues westward to Hillsboro as Baseline Road. Alternate parallel
facilities include Walker Road and TV Highway. The travel demand model indicates that the most
significant use of Jenkins Road is in the vicinity of 158th Avenue. Figure 10 shows the connecting
roadways used by traffic on this section of Jenkins Road. Murray Boulevard, 158th Avenue and US 26
provide the primary connections for traffic using Jenkins Road.
TSM Solutions
Implementation of TSM measures was considered as a lower cost alternative to increase traffic flow
along the corridor. Potential measures could include improving access spacing and installation of
adaptive signal timing to improve traffic flow and increase the operational capacity of the corridor.
These improvements were modeled to determine the potential increment of benefit along the corridor.
Figure 9 indicates that the combination of these improvements would improve the v/c ratio along the
corridor by approximately 0.1 to 0.15, more than offsetting the increase in volume that would be likely to
shift to the facility with improved flow.
Figure 9: Jenkins Road Corridor V/C Ratio Change with Modeled TSM Implementation
In order to meet the 600 foot access spacing requirement that Jenkins Road has as an arterial, driveways
would need to be removed or consolidated along the corridor. Some locations (such as those located in
the residential neighborhoods between Murray Boulevard and Cedar Hills Boulevard) are likely to
remain unchanged until redevelopment occurs, while locations such as sites with frontage along multiple
roads and those with multiple access points could be pursued sooner. Table 8 lists the approximate costs
for implementing TSM strategies along the corridor. One hundred achievable driveway modifications
are assumed for cost estimating purposes.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 26
Figure 10: 2035 PM Travelshed of Traffic on Jenkins Road between 170th Avenue and Cedar Hills Boulevard
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 27
Table 8: Potential TSM Projects along Jenkins Road
Unit Cost Total Cost
TSM Improvement Description and Location (x $1,000) (x $1,000)
Access Management Combine and/or close 100 driveways $10 $1,000
Adaptive Signals 11 signals and conduit $50 $925
Total $1,925
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along Jenkins Road.
A general assessment of the transit quality of service was performed based on service to the corridor and
system connectivity. No current bus routes serve the entire length of Jenkins Road between Cedar Hills
Boulevard and 170th Avenue. However, Route 67 (30 minute PM peak period headways) and Route 62
(20 minute PM peak period headways) serve portions of the corridor between 158th Avenue and Cedar
Hills Road. Route 62 provides regional connections to bus and MAX via the Millikan Way Park and Ride
while Route 67 provides additional connections at Beaverton Transit Center. No routes serve Jenkins
Road between 158th Avenue and 170th Avenue.
Changes to transit routes and service are performed by TriMet during their annual service plan process.
Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate
existing and future ridership and is a means of supporting and preparing for transit expansion in
Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address Jenkins Road corridor needs. Additional sidewalk or bicycle lane gap
locations within ¼ mile of each focus corridor were also included. Each project was prioritized based on
the location and proximity to various activity generators including transit stops, parks and schools. Table
9 lists the previously identified pedestrian and bicycle projects and additional gap locations as well as the
overall priority based on the location analysis shown in Figures 5 and 6.
Table 9: Pedestrian and Bicycle Alternatives to Enhance Jenkins Road Corridor
Full Plan
2035
Orig. TSP Proj. Cost Overall Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
Other Gap Locations
Baseline Road: Kiley Way to 158th Add sidewalk (south
NA 501 Wash Co Low
Avenue side) $220
153rd Avenue: Jenkins Road to MAX Add sidewalk (west
NA 502 Beaverton Low
rail side) $180
Jenkins Road: Reser’s Access to Add sidewalk (south
NA 503 Wash Co Low
Murray Boulevard side) $310
Jenkins Road: Murray Boulevard to Add sidewalk (north
NA 504 Wash Co Med
Ecole Avenue side) $245
Terman Road: Murray Boulevard Add sidewalk (south
NA 506 Wash Co Med
Access to 141st Avenue side) $275
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 28
Full Plan
2035
Orig. TSP Proj. Cost Overall Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
st
Terman Road: 141 Avenue to Hocken Add sidewalk (south
NA 507 Wash Co Med
Avenue side) $165
Baseline Road: Jenkins Road to 158 th
NA 554 Add bike lane Wash Co Low
Avenue $370
Merlo Road: 170th Avenue to 158th
NA 556 Add bike lane Wash Co Low
Avenue $490
153rd Avenue: Jenkins Road to MAX
NA 557 Add bike lane Beaverton Med
rail $255
Terman Road: Murray Boulevard to
NA 560 Add bike lane Wash Co Med
Hocken Road $635
Cost for High Priority Improvements $0
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address Jenkins Road corridor needs. These motor vehicle projects were further
analyzed to determine the level of priority given project feasibility and consistency with system design
and congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 10: Jenkins Road Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Full Feasibility
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Jenkins Rd: Murray Widen roadway from three to five lanes
10561 7 $16,635 X X X High $0
Blvd. to 158th Ave. with bike lanes and sidewalks. WashCo
Merlo/158th: 170th Widen roadway to five lanes with bike
10578 11 $26,495 X Low
Ave. to Walker Rd. lanes and sidewalks WashCo
2020 TSP Projects
Fairfield: Cedar Construct a 2 lane roadway, including
0 86 $7,240 X Low
Hills to Hocken sidewalks and bike lanes Beaverton
11b 90 158th/Jenkins overlap NB RT Wash Co $165 X X X High $165
32b 103 Cedar Hills/Jenkins Jenkins to 5 lanes Beaverton $165 X Low
2015 TSP Projects
Jenkins Road:
Widen to 5 lanes including sidewalks
0 231 Murray Blvd to $5,740 X X Med
and bike lanes
Cedar Hills Blvd Wash Co
Extend new 5-lane roadway north of
Hall Boulevard:
0 234 Center to connect with Jenkins at Cedar $16,620 X Low
Center St to Jenkins
Hills including sidewalks and bike lanes Beaverton
SB double left turn lanes; signal phasing
3 237 Baseline/170th modification of NB/SB to protected $1,890 Low
phasing; add WB right turn lane Wash Co
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 29
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
Add NB right turn lane; add SB through
lane and restripe SB approach; WB
11 243 Jenkins/158th $1,510 X Low
double left turn lanes; WB through lane
(5 lanes on Jenkins) Wash Co
SB and EB double left turn lanes; add
SB right turn lane; widen Jenkins to 5
32 256 Cedar Hills/Jenkins lanes; WB right turn channel; signal Beaverton $2,645 Low
modifications to EB/WB protected
phasing
18 246a Murray/Jenkins Add southbound right turn lane Wash Co $250 X X X High $250
Add NB right turn lanes; SB double left
18 246b Murray/Jenkins Wash co $1,000 X Low
turn lanes; widen Jenkins to 5 lanes
Cost for High Priority Improvements $415
7 - Jenkins Road Widening (Murray Boulevard to 158th Avenue)
The current 2035 RTP list includes widening Jenkins Road between Murray Boulevard and 158th Avenue
(RTP # 10561) to a five-lane section. Widening the corridor would provide enhanced east-west mobility
and consistency along the arterial from the existing five-lane section (west of 158th Avenue) to Murray
Boulevard, another system arterial. The entire length of the corridor contains undeveloped frontage
along at least one side, facilitating future widening.
11 - Merlo Road/158th Avenue Widening
The current 2035 RTP list includes widening Merlo Road/158th Avenue between 170th Avenue and
Jenkins Road (RTP # 10578) to a five-lane section. While widening the corridor would be feasible, it
includes moderate frontage impacts as well as crossing the MAX rail. The arterial corridor provides
parallel routes to both Jenkins Road and 170th Avenue, and is located within ½ mile of these facilities,
less than the preferred arterial spacing of the Metro region. Furthermore, the ability of the corridor to
provide an arterial function is limited both due to the alignment and since the west end of the corridor
turns into a neighborhood route west of 170th Avenue.
86 - Fairfield Road Extension
The prior 2020 TSP included a project for extending Fairfield Road between Cedar Hills Boulevard and
Hocken Avenue. While such an extension would provide additional connectivity for the street grid, it
would require a major redevelopment of the Cedar Hills shopping area since the alignment runs right
through the complex.
90 - Jenkins Road/158th Avenue Intersection Improvements
The prior 2015 and 2020 TSP both included improvements for Jenkins Road/158th Avenue, which is the
intersection of two arterials. Several components of the prior intersection improvements have been
completed (including widening Jenkins to five lanes and adding the northbound right turn lane). The
northbound Merlo Road approach has a projected 2035 PM peak hour demand of approximately 300
vehicles. Overlapping the right turn phase would provide additional capacity to the intersection and this
arterial to arterial movement. The other lane channelization improvements listed do not address the
critical movements at the intersection based on future volume projections.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 30
103 - Jenkins Road/Cedar Hills Boulevard Intersection Improvements
The prior 2015 and 2020 TSP both included improvements for Jenkins Road/Cedar Hills Boulevard.
These improvements are contingent on the potential future extension and realignment of Hall Boulevard
to align with Jenkins Road at Cedar Hills Boulevard. The existing development configuration and future
projected travel patterns without such realignment do not support these capacity improvements.
231 - Jenkins Road Widening (Murray Boulevard to Cedar Hills Boulevard)
The 2015 TSP included a project for widening Jenkins Road between Murray Boulevard and Cedar Hills
Boulevard to a five-lane section. While the corridor is an arterial, the spacing is within ¼ to ½ mile from
an adjacent arterial (Walker Road) for the entire section, which is significantly less than the preferred
spacing of one mile between arterials. However, uncovered frontage (lots may be developed but do not
include fronting buildings) sufficient for widening the corridor likely exists along the south side.
234 - Hall Boulevard Extension (Center St to Jenkins)
The extension and realignment of Hall Boulevard to intersect with Cedar Hills Boulevard opposite of
Jenkins Road was included in the 2015 TSP. This project would promote connectivity and provide better
circulation in the area, especially between the Beaverton central business district and Jenkins Road.
However, the realignment would impact numerous residential and commercial buildings that currently
are located east of Cedar Hills Boulevard, making feasibility difficult.
237 - Baseline Road/170th Avenue Intersection Improvements
The 2015 TSP included several improvements at the location of Baseline Road and 170th Avenue, an
intersection of two arterial streets. Most of the improvements would be contingent on traffic levels
forecasted with the connection of 170th Avenue to 173rd Avenue at Walker Road, however projected
southbound left turn and westbound right turn movements were not shown to be the critical movements
requiring additional capacity. Furthermore, 170th Avenue north of Baseline Road is currently a built-out
residential area that does not have adequate right of way available to add double southbound left turn
lanes, or a westbound right turn lane.
246a/b - Jenkins Road/Murray Boulevard Intersection Improvements
Several turn lane channelization projects were included in the 2015 TSP for the arterial-arterial
intersection of Jenkins Road and Murray Boulevard. The southbound right turn movement was projected
to have a demand of almost 400 vehicles during the 2035 PM peak hour and be a critical movement at the
intersection. Adding a southbound right turn lane would be low impact and would improve the operation
at this location. The relatively low projected travel demand for the northbound right turn and southbound
left turn do not support additional turn lanes for these movements; however such improvements would
increase overall capacity at the intersection. While a northbound dual left turn lane already exists,
Jenkins Road would need to be widened east of Murray Boulevard to receive two left turn lanes from
Murray Boulevard.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 31
Canyon Road / TV Highway
The section of Canyon Road/TV Highway between SW 170th Avenue and OR 217 accounts for
approximately 5% of the total vehicle-hours of delay during the PM peak period in the study area.
Summary of Function
Canyon Road/TV Highway serves as an east-west arterial route that traverses Washington County and
connects US 26 to Forest Grove and beyond. Alternate parallel facilities include Farmington Road/BH
Highway and Jenkins Road. The travel demand model indicates that due to the regional nature of the
route, approximately 20% of the traffic at any location along the corridor is traveling through the entire
focus corridor (from OR 217 to 170th Avenue). Figure 12 shows the connecting roadways used by traffic
on this section of Canyon Road. This facility distributes trips to and from each direction, with primary
connections to US 26, OR 217, BH Highway, and Murray Boulevard.
TSM Solutions
Implementation of TSM measures was considered as a lower cost alternative to increase traffic flow
along the corridor. Potential measures could include improving access spacing and installation of
adaptive signal timing to improve traffic flow and increase the operational capacity of the corridor.
These improvements were modeled to determine the potential increment of benefit along the corridor.
Figure 11 indicates that the combination of these improvements would improve the v/c ratio along the
corridor by approximately 0.1 to 0.3 west of Hocken Road and 0.0 to 0.1 east of Hocken Road, each more
than offsetting the increase in volume that would be likely to shift to the facility with improved flow.
Figure 11: Canyon Road Corridor V/C Ratio Change with Modeled TSM Implementation
In order to meet the 350-990 foot access spacing requirement that Canyon Road/ TV Highway has as a
state facility, driveways would need to be removed or consolidated along the corridor. Some locations
are likely to remain unchanged until redevelopment occurs, while locations such as sites with frontage
along multiple roads and those with multiple access points could be pursued sooner. Table 11 lists the
approximate costs for implementing TSM strategies along the corridor. One hundred achievable
driveway modifications are assumed for cost estimating purposes.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 32
Figure 12: 2035 PM Travelshed of Traffic on Canyon Road between 170th Avenue and OR 217 Ramps
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 33
Table 11: Potential TSM Projects along Canyon Road
Unit Cost Total Cost
TSM Improvement Description and Location (x $1,000) (x $1,000)
Access Management Combine and/or close 100 driveways $10 $1,000
Adaptive Signals 13 signals and conduit $50 $1,155
Total $2,155
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along Canyon Road.
A general assessment of the transit quality of service was performed based on service to the corridor and
system connectivity. No current bus routes serve the entire length of Canyon Road between 110th and
170th Avenues. However, Route 57 (15 minute headways during the PM peak) serves the corridor west
of Lombard Avenue and provides regional connections to buses, MAX, and WES at the Beaverton
Transit Center. Several other routes serve portions of Canyon Road east of Hall Boulevard, including
Routes 58, 61, 76, and 78.
Changes to transit routes and service are performed by TriMet during their annual service plan process.
Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate
existing and future ridership and is a means of supporting and preparing for transit expansion in
Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address Canyon Road corridor needs. Additional sidewalk or bicycle lane gap
locations within ¼ mile of each focus corridor were also included. Each project was prioritized based on
the location and proximity to various activity generators including transit stops, parks and schools. Table
12 lists the previously identified pedestrian and bicycle projects and additional gap locations as well as
the overall priority based on the location analysis shown in Figures 5 and 6.
Table 12: Pedestrian and Bicycle Alternatives to Enhance Canyon Road Corridor
Full
2035 Overall
Orig. TSP Proj. Cost Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2035 RTP Projects
10645 47 117th Ave: LRT to Center St. Construct sidewalks. Beaverton $430 Med
Watson Ave: Hall Blvd. to Cedar Hills
10664 61 Construct bike lanes. Beaverton $4,820 High $4,820
Blvd.
To design and
construct a regional
Beaverton Creek Trail (Regional): SW
10811 71 trail multi-use segment THPRD $7,500
194th Ave. to Fanno Creek Trail
in a utility corridor,
10’-12’ wide paved.
Beaver Creek Trail, Bronson Creek Construct Ped/Bike
10850 74 Hillsboro $1,070
Trail Trail
2000 TSP Projects
TV Highway/Canyon Rd (gaps on one-
- 113 Add sidewalk Beaverton $620 Low/Med
side): Murray Blvd to 170th Avenue
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 34
Full
2035 Overall
Orig. TSP Proj. Cost Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
TV Highway/Canyon Road (Boulevard
- 114 Add sidewalk State $10,535 Med
Design): OR 217 to Murray Blvd
Canyon Road/TV Highway (sidewalks
- 115 Add sidewalk State $1,930 Low
and crossings): 91st Avenue to OR 217
- 116 Canyon Road: US 26 to 110th Avenue Add sidewalk State $8,890 Low
160th Avenue: TV Highway to Davis
- 140 Add sidewalk Wash Co $475 Low/Med
Road
Downtown Beaverton Connectivity
- 142 collector roadways: Hocken Avenue/ to Add sidewalk Beaverton $1,365 High $1,365
110th Avenue/
Millikan Way: Murray Boulevard to
- 174 Add bike lane Beaverton $685 Low/Med
TV Highway
Canyon Road: 142nd Avenue to 91st Med/
- 176 Add bike lane Beaverton $1,725 $1,725
Avenue High
Other Gap Locations
Dawson Road: Cedar Hills Boulevard Add sidewalk (north
NA 509 Beaverton Med
to Hocken Road side) $90
Crescent Street: Rose Biggi Avenue to Add sidewalk (north
NA 511 Beaverton Low
Hall Boulevard side) $65
113th Avenue: Cabot Street to Center Add sidewalk (east
NA 512 Beaverton Med
Street side) $40
Add sidewalk (south
NA 513 Cabot Street: 113th to east of OR 217 Beaverton Med
side) $75
Millikan Way: East Avenue to
NA 514 Add sidewalk Beaverton $ 95 High $ 95
Lombard Avenue
Watson Avenue: Millikan Way to Add sidewalk (east
NA 515 Beaverton $ 25 High $ 25
Canyon Road side)
153rd Avenue: Millikan Way to TV
NA 559 Add bike lane Beaverton $340 Med
Highway
114th Avenue: Center Street to MAX
NA 566 Add bike lane Beaverton $ 70 High $ 70
rail
Hall Boulevard: Hocken Road to Cedar
NA 583 Add bike lane Beaverton $ 115 High $ 115
Hills Boulevard
Cedar Hills Boulevard: Hall Boulevard
NA 584 Add bike lane Beaverton $ 370 High $ 370
to Farmington Road
Hall Boulevard: Watson Avenue (north
NA 588 Add bike lane Beaverton $ 220 High $ 220
couplet) to Farmington Road
Millikan Way: Rose Biggi Avenue to
NA 589 Add bike lane Beaverton $ 280 High $ 280
Lombard Avenue
Watson Avenue: Hall Boulevard (north
NA 590 Add bike lane Beaverton $ 205 High $ 205
couplet) to Farmington Road
Hocken Road: Millikan Way to Canyon
NA 591 Add bike lane Beaverton $ 170 High $ 170
Road
Dawson Road: Hocken Avenue to
NA 592 Add bike lane Beaverton $ 135 High $ 135
Cedar Hills Boulevard
Broadway Street: Canyon Road to
NA 593 Add bike lane Beaverton $630 High $630
Lombard Avenue
Cost for High Priority Improvements $10,225
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 35
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address Canyon Road corridor needs. These motor vehicle projects were further
analyzed to determine the level of priority given project feasibility and consistency with system design
and congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 13: Canyon Road Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Millikan Way: Extend 2 lane Millikan Way to 114th to
10620 26 Watson Ave. to fill a gap; add turn lanes at intersections, Beaverton $14,785 X X X High $14,785
114th Ave. sidewalks, bikeway.
New street
connection: Construct new 2 lane street with bikeway
10621 27 Beaverton $4,820 X X X High $4,820
Broadway to 115th and sidewalks.
Ave.
Electric to Whitney:
Connect existing streets and improve to
10622 28 Electric to 144th Beaverton $7,715 X X Med
standard with bikeways and sidewalks.
Ave.
Construct new multimodal street with
120th Ave: Center St.
10624 29 bikeways and sidewalks; turn lanes and Beaverton $9,535 X Low
to Canyon Rd.
signals as needed.
Rose Biggi Ave:
Construct 2 lane boulevard extension
10625 30 Tualatin Valley Hwy Beaverton $3,215 X X Low
with bikeways and sidewalks.
to Broadway
Tualaway: Electric Extend existing street to Millikan with
10627 32 Beaverton $4,180 X X Low
to Millikan bikeways and sidewalks.
Center Street and
Add sidewalks and bikelanes; add turn
10628 33 113th Ave: Hall Beaverton $5,785 X X X High $5,785
lanes where needed.
Blvd. to Cabot Street
Hall Blvd: Hocken Extend Hall Blvd. from Cedar Hills to
10630 34 Ave. to Cedar Hills Hocken to fill a gap; add turn lanes at Beaverton $5,890 Low
Blvd. intersections, sidewalks and bikeway.
Millikan Way: 141st Add turn lanes as needed, bike lanes and
10636 40 Beaverton $2,785 X X X High $2,785
Ave. to Hocken Ave. sidewalks, signalize as warranted.
2020 TSP Projects
109 97 Canyon/Lombard Add EB RT lane Beaverton $660 X Low
2000 RTP Projects
TV Hwy: Cedar Hills Add capacity based on recommendation
3025 221 $48,470
to 10th Street from refinement planning ODOT
TV Hwy: 117th
3060 222 Implement access management strategies $21,900 X X X High $11,376
Avenue to Hillsboro ODOT
TV Hwy: 209th
3061 223 Interconnect traffic signals $2,190 X X X High $1,311
Avenue to OR 217 ODOT
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 36
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2000 RTP Projects
Widen Hocken to accommodate 2
additional lanes between TV and
Hocken Rd: TV Hwy
0 227 Farmington to allow turn lanes. Widen $9,220 X Low
to Farmington Rd
TV from 141st to Hocken to allow 3
through lanes and additional turn lanes Beaverton
Widen TV Highway to 7 lanes (3
through lanes each way); widen 170th to
5 239 TV Highway/170th $1,510 X Low
5 lanes; add SB right turn lane; WB
double left turn lanes ODOT
TV Widen TV to 7 lanes; add SB and NB
12 244 $2,455 X Low
Highway/Millikan lane across intersection ODOT
Double left turn lanes on all approaches;
add NB/SB through lane (3 through
19 247 TV Highway/Murray lanes each way) DCP; install median at $2,265 X Low
TV/Railroad tracks/Farmington to
restrict driveways to right in, right out ODOT
Add EB right turn lane; restripe SB
29 253 TV Highway/Hocken approach; widen Hocken to 2 SB $4,685 X X Med
through lanes ODOT
Add SB left turn lane; signal
53 272 Canyon/Fred Meyer $190 X X Med
modification to NB/SB split phasing ODOT
Add SB left turn lane and restripe SB
60 279 Canyon/OR 217 SB $755 X X Med
lanes ODOT
35 259a Canyon/Cedar Hills Widen Canyon to 7 lanes on west leg ODOT $3,500 X Low
Add NB left turn lane; add SB left turn
35 259b Canyon/Cedar Hills $3,500 X X X High $3,500
lane ODOT
35 259c Canyon/Cedar Hills Add SB right turn lane ODOT $250 X Low
35 259d Canyon/Cedar Hills Add EB/WB left turn lane ODOT $500 X X Low
Other Identified Projects
Canyon Create a couplet through the downtown
0 285 $0 X Low
Rd/Farmington Rd area 0
Cost for High Priority Improvements $44,362
Millikan Way Extension
The extension of the current alignment of Millikan Way at Watson Avenue eastward to 114th Avenue is
included in the current 2035 RTP project list. While the roadway would have less than the typical
connector spacing between Canyon Road and Center Street, it would provide improved connectivity in
the Beaverton Regional Center and provide parallel routes to trips that use Canyon Road and/or
Farmington Road.
New Street Extension (Broadway to 115th Avenue)
This connection is very feasible since the alignment is through an existing parking lot. The connection
would increase circulation in the Regional Center and would provide an alternative parallel route to TV
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 37
Highway in a location where the corridor is expected to experience considerable vehicle queuing.
Electric Avenue to Whitney Avenue Connection
While the connection of Electric Avenue to Whitney Avenue would improve connectivity and provide
more choices for vehicle circulation, the location is not adjacent to the areas of TV Highway that have
the greatest congestion.
120th Avenue Construction
The extension of 120th Avenue from Center Street to Canyon Road is one of several projects to improve
circulation in the Regional Center. However, feasibility is difficult given the existing retail structures
that would require extensive redevelopment. Additionally, the extension would include a crossing of the
MAX rail near the Beaverton Transit Center, which would need to be considered during the design.
Rose Biggi Extension (TV Highway to Broadway)
Existing structures would need to be removed in order to connect Rose Biggi Avenue southward from the
existing alignment at Canyon Road to Broadway Street. While the connection would improve
connectivity, benefits to traffic using Rose Biggi may be limited due to difficulties crossing the congested
stretch of Canyon Road. In addition, Cedar Hills Boulevard is located 500’ to the west and minimal
spacing between the two streets could make signal progression along Canyon Road difficult.
Tualaway Extension
Extending Tualaway from Electric Street to Millikan Way would provide a parallel route for traffic
travelling to Canyon Road via Hocken Avenue. While this connection would benefit a key congested
location along the Canyon Road corridor, the alignment is through an existing apartment complex.
Center Street Modernization
Adding turn lanes in addition to bicycle and pedestrian facilities along Center Street would further
improve this corridor as an alternative parallel route to a congested section of Canyon Road. The
collector street is spaced well between two arterials (Canyon Road and Walker Road) and also includes a
grade-separated crossing on OR 217. Moderate right of way impacts may exist when developing turn
lanes at some intersections.
Hall Boulevard Extension (Cedar Hills to Hocken)
This extension of Hall Boulevard from Cedar Hills Boulevard to Hocken Avenue is included in the 2035
RTP project list and has already been constructed. However, the connection is private and not
constructed to City street design standards.
Millikan Way Modernization
Upgrading Millikan Way between 141st Avenue and Hocken will improve mobility by removing turning
vehicles out of the traveled way. This route would improve travel between the Regional Center area and
Murray Boulevard and provide an alternate route to Canyon Road. Sufficient buffer space exists
between Millikan Way and development along the south edge that would minimize impacts due to
widening.
Canyon Road/Lombard Avenue Intersection Improvements
The intersection of Canyon Road and Lombard Avenue was recently reconstructed to accommodate the
WES commuter rail connection to Beaverton Transit Center. The projected turning movements and
intersection analysis suggest that the addition of an eastbound right turn lane would not be needed at this
location.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 38
TV Highway Refinement Plan Improvements
This is a general placeholder project for recommendations provided in the TV Highway Refinement Plan.
TV Highway Access Management Strategies
The potential benefits of implementing access management strategies along TV Highway were explored
and reported in the TSM Solutions section. While such a plan would not be uniformly feasible, the
application of access management strategies in the corridor would be more feasible in some locations
than in others. Prime target locations would include areas where a site fronts a second roadway besides
Canyon Road, and those locations with multiple driveways or access to Canyon Road.
TV Highway Traffic Signal Interconnect
Traffic signal interconnect along TV Highway is another TSM project that has previously been identified
for the corridor. The corridor segment between OR 217 and Hocken Avenue is already connected and
running in a coordinated signal timing system. Implementation of the remainder of the corridor would
be feasible since minimal right of way would be required.
Hocken Avenue Widening
Widening Hocken Avenue between Canyon Road and Farmington Road would include minimal right of
way impacts since the fronting area (along the west side) is an auto lot that does not include an adjacent
structure. While the rail crossing would be an additional consideration, widening the facility may be
feasible. While widening Hocken Avenue (a collector) would provide additional queue storage between
Canyon Road and Farmington Road, the projected traffic volumes do not indicate the need for an
additional lane at Farmington Road/Hocken Avenue.
TV Highway/170th Avenue Intersection Improvements
The portion of the projects identified for the 170th Avenue approaches have already been completed at
the intersection with TV Highway. While the intersection is a key congested location (an intersection of
two arterials), additional widening on TV Highway would be difficult given the constraints of adjacent
buildings and the rail. In addition, the left turn volumes do not support the addition of a second
westbound left turn lane.
TV Highway/Millikan Way Intersection Improvements
Widening TV Highway to seven lanes at Millikan Way would be difficult given the location of the
adjacent bridge structure over the railroad tracks. Mobility benefits due to widening the single
intersection would be limited since additional bottleneck locations (ie. 170th Avenue and Murray
Boulevard) exist on each side of the intersection. The Millikan Way widening components of adding a
through lane in each direction across TV Highway have already been constructed.
TV Highway/Murray Boulevard Intersection Improvements
Widening each approach of the intersection of TV Highway/Murray Boulevard would be difficult given
the constraints presented by the adjacent railroad tracks and development. Additionally, while this
intersection of two arterials is identified for high levels of delay, none of the 2035 PM peak hour left turn
volumes are projected to be over 300 vehicles per hour. Widening Murray to seven lanes would not be
consistent with the rest of the corridor. In addition, such an improvement does not alleviate capacity
issues present at Murray Boulevard/Farmington Road.
TV Highway/Hocken Avenue Intersection Improvements
Several improvement projects for the intersection of TV Highway/Hocken Avenue were provided in the
2015 TSP. The future 2035 PM peak hour traffic volume projection indicates that the southbound
through movement will be higher than each of the southbound turn movements and that the current
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 39
striping is appropriate. The issue related to widening Hocken is addressed under the Hocken Avenue
Widening heading. While the projected eastbound right turn movement would benefit from an exclusive
eastbound right turn lane, such an improvement may be difficult given the adjacent railroad tracks.
Canyon Road/Cedar Hills Boulevard Intersection Improvements
The 2015 TSP included several intersection improvements for Canyon Road/Cedar Hills Boulevard.
While the intersection of these two arterials is a high congestion location, widening TV Highway to
seven lanes (or even to five lanes since left turns from Canyon Road are not permitted) would be difficult
given the adjacent development. Further, such a seven lane section would not be continuous with the
corridor to either immediate side of the intersection. Rather than widening Canyon Road, adding left
turn lanes to Cedar Hills Boulevard would benefit the operations of the intersection and decrease
congestion. Impacts for such widening would likely be moderate and would require obtaining frontage
that is currently used for site parking. Even with a northbound left turn lane present, the capacity benefit
may be limited by the queue storage available between Canyon Road and Farmington Road due to the
rail crossing and Broadway Street. While the addition of a southbound right turn lane would have a low
right of way impact, the projected traffic volumes and intersection operations do not suggest that the
additional lane would be appropriate.
Canyon Road/Fred Meyer Access Intersection Improvements
Several improvements related to treatment of northbound and southbound left turning vehicles at 115 th
Avenue/Canyon Road were included in the 2015 TSP. Right of way impacts of adding a southbound left
turn lane would likely be limited to site parking and would not affect structures. However, the projected
2035 PM peak hour traffic volumes do not suggest that such turn lane channelization is needed. The
northbound and southbound approaches are currently controlled by split phasing as was recommended in
the prior TSP. The additional improvements would benefit progression of vehicle flow along Canyon
Road.
Canyon Road/OR 217Southbound Ramps Intersection Improvements
The addition of a southbound left turn lane at the OR 217/Canyon Road ramps would improve operations
at the intersection by removing the nearly 200 vehicles that are projected to make the movement during
the 2035 PM peak hour from the existing shared through-left lane. The additional turn lane could likely
be constructed in the existing right of way, but may present geometric design constraints related to the
turning vehicles.
Canyon Road/Farmington Road Couplet System
While not included as a recommended or planned project in prior versions of the City of Beaverton TSP
or Metro’s RTP, past studies have considered various couplet systems to improve mobility through the
Beaverton downtown. These studies have evaluated several configurations, including a single couplet
composed of Canyon Road and Farmington Road, as well as a system of two couplets using Canyon
Road and Broadway Avenue, and another on Farmington Road and 1st Street. While one such study9
notes that advantages of a couplet system would include better utilization of the streets, reduced vehicle
conflicts, and the potential to widen pedestrian and bicycle facilities, disadvantages such as
incompatibility with the adjacent land use, increased travel distance and right of way acquisition costs
make the configurations a difficult fit for Beaverton. The railroad tracks located between Canyon Road
and Farmington Road present an additional unique issue to overcome for a single couplet system.
9
Canyon Road/Farmington Road One-Way couplet Technical Memorandum, prepared by DKS Associates, May 1992.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 40
Farmington Road / BH Highway
The section of Farmington Road/BH Highway between SW Murray Boulevard and Scholls Ferry Road
accounts for approximately 3% of the total vehicle-hours of delay during the PM peak period in the study
area.
Summary of Function
Farmington Road/BH Highway serves as an east-west arterial route that connects Highway 99W to
southwest Washington County and runs through the central business district of Beaverton. Alternate
parallel facilities include Canyon Road and Allen Boulevard. The model indicates that the Farmington
Road corridor serves a larger proportion of local trips than Canyon Road; however, many trips using
Farmington Road also traverse Canyon Road west of Murray Boulevard. Other primary connections to
the corridor include OR 217, Cedar Hills Boulevard, and Murray Boulevard. Figure 14 shows the
connecting roadways used by traffic on this section of Farmington Road.
TSM Solutions
Implementation of TSM measures was considered as a lower cost alternative to increase traffic flow
along the corridor. Potential measures could include improving access spacing and installation of
adaptive signal timing to improve traffic flow and increase the operational capacity of the corridor.
These improvements were modeled to determine the potential increment of benefit along the corridor.
Figure 13 indicates that the combination of these improvements would improve the v/c ratio along the
corridor by approximately 0.0 to 0.15, more than offsetting the increase in volume that would be likely to
shift to the facility with improved flow.
Figure 13: Farmington Rd Corridor V/C Ratio Change with Modeled TSM Implementation
In order to meet the 350-500 foot access spacing requirement BH Highway has as a state facility, and 600
foot spacing standard that Farmington Road has as an arterial (west of OR 217), driveways would need to
be removed or consolidated along the corridor. Some locations are likely to remain unchanged until
redevelopment occurs, while locations such as sites with frontage along multiple roads and those with
multiple access points could be pursued sooner. Table 14 lists the approximate costs for implementing
TSM strategies along the corridor. One hundred achievable driveway modifications are assumed for cost
estimating purposes.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 41
Figure 14: 2035 PM Travelshed of Traffic on Farmington Road between Murray Avenue and Scholls Ferry Road
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 42
Table 14: Potential TSM Projects along Farmington Road
Unit Cost Total Cost
TSM Improvement Description and Location (x $1,000) (x $1,000)
Access Management Combine and/or close 100 driveways $10 $1,000
Adaptive Signals 19 signals and conduit $50 $1,545
Total $2,545
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along Farmington Road.
A general assessment of the transit quality of service was performed based on service to the corridor and
system connectivity. No current bus routes serve the entire length of Farmington Road between Millikan
Way and Scholls Ferry Road. However, Route 52 (15 minute headways) serves areas west of Lombard
Avenue while Route 54 (20 minute headways) serves the corridor east of Lombard Avenue. Both routes
provide regional bus, MAX and WES connections via the Beaverton Transit Center. Additionally,
Routes 54, 55, and 61 provide service to the corridor east of OR 217.
Changes to transit routes and service are performed by TriMet during their annual service plan process.
Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate
existing and future ridership and is a means of supporting and preparing for transit expansion in
Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address Farmington Road corridor needs. Additional sidewalk or bicycle lane gap
locations within ¼ mile of each focus corridor were also included. Each project was prioritized based on
the location and proximity to various activity generators including transit stops, parks and schools. Table
15 lists the previously identified pedestrian and bicycle projects and additional gap locations as well as
the overall priority based on the location analysis shown in Figures 5 and 6.
Table 15: Pedestrian and Bicycle Alternatives to Enhance Farmington Road Corridor
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2035 RTP Projects
110th Ave: Beaverton Hillsdale Hwy
10644 46 Construct sidewalks. Beaverton $1,500 Complete
to Canyon Rd
Add pedestrian
Hall Blvd. / Watson Ave. pedestrian improvements at
10646 48 improvements: Cedar Hills Blvd. to intersections and Beaverton $2,570 High $2,570
Allen Blvd. amenities (lighting,
plazas).
Western Ave: 5th Street to 800 ft s/o
10650 51 Construct sidewalks. Beaverton $645 Low
5th Street
141st Ave: Farmington Rd to Allen
10652 53 Construct sidewalks. Beaverton $320 Low
Blvd
10656 56 Jamieson Rd: Pinehurst/Cypress to Construct sidewalks. Beaverton $430 Low
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 43
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
Woodlands Dr.
Laurelwood Ave., Birchwood Road,
10659 57 87th Ave: Scholls Ferry Road to Construct sidewalks. Beaverton $750 Low/Med
Canyon Road
Farmington Rd: OR 217 to Hocken
10668 65 Construct bike lanes. Beaverton $13,495 High $13,495
Ave.
Western Ave: Beaverton Hillsdale Hwy
10672 69 Construct bike lanes. Beaverton $5,355 Low/Med
to Allen Blvd.
2000 TSP Projects
Division Street: 149th Avenue to 170th
- 123 Add sidewalk Wash Co $480 Low
Avenue
Scholls Ferry Road: BH Highway to
- 126 Add sidewalk Wash Co $200 Med
Raleighwood Way
Cypress Street: Jamieson Road to Elm
- 167 Add sidewalk Beaverton $105 Low
Avenue
91st Avenue: Canyon Road to BH
- 169 Add sidewalk Wash Co $2,595 L/M
Highway
96th Avenue (one side): Canyon Road
- 170 Add sidewalk Wash Co $120 Low
to Beaverton-Hillsdale Highway
Beaverton-Hillsdale Hwy bike lanes: Med/
- 185 Add bike lane Wash Co $685 $685
OR 217 to 91st Avenue High
Beaverton-Hillsdale Hwy bike lanes:
- 186 91st Avenue to Wash. County eastern Add bike lane Wash Co $1,350 High $1,350
boundary
Scholls Ferry Road: 77th Avenue to BH
- 187 Add bike lane Wash Co $330 Med
Highway
Oleson Road: BH Highway to Terri
- 188 Add bike lane Wash Co $600 Med
Court
Scholls Ferry Road: BH Highway to
- 192 Add bike lane Wash Co $565 Med
Wash. County Bound.
Allen Boulevard bike lanes: OR 217 to Med/
- 207 Add bike lane Beaverton $390 $390
Murray Boulevard High
Allen Boulevard bike lanes: OR 217 to
- 208 approximately 200 ft west of Western Add bike lane Beaverton $145 Med
Ave
Other Gap Locations
BH Highway: Laurelwood Avenue to Add sidewalk (south
NA 517 ODOT Med
78th Avenue side) $95
Oleson Road: Dover Street to Scholls
NA 518 Add sidewalk Wash Co Med
Ferry Road $275
Add sidewalk (south
NA 519 5th Street: Alger Avenue to OR 217 Beaverton Med
side) $110
Cedar Hills Boulevard: Millikan Way Add sidewalk (east
NA 521 Beaverton Med
to MAX rail side) $45
NA 522 Farmington Road: Lombard Avenue to Add sidewalk (north Beaverton $285 Low10
10
Sidewalk already provide along business frontages on south edge and rail along north edge prevents additional
development that would be served by an additional sidewalk. Additional sidewalk may not be feasible.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 44
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
Cedar Hills Boulevard side)
Griffith Drive: 5th Street to Farmington
NA 568 Add bike lane Beaverton $ 265 High $ 265
Road
Lombard Avenue 5th Street to
NA 569 Add bike lane Beaverton $ 195 High $ 195
Farmington Road
Erickson Avenue: 6th Street to
NA 570 Add bike lane Beaverton $ 205 High $ 205
Farmington Road
Jamieson Road: BH Highway to $250
NA 571 Add bike lane Beaverton Med
Woodlands Drive
Cost for High Priority Improvements $19,155
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address Farmington Road corridor needs. These motor vehicle projects were
further analyzed to determine the level of priority given project feasibility and consistency with system
design and congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 16: Farmington Road Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Full Feasibility
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Construct turn lanes and intersection
Farmington Rd:
improvements; signalize where
10617 23 Murray Blvd. to Beaverton $9,320 X X X High $9,320
warranted; add bike lanes and sidewalks
Hocken Ave.
in gaps.
114th Ave./115th
Ave.: LRT to Construct 2 lane street with bike and
10626 31 Beaverton $10,710 X X X High $10,710
Beaverton Hillsdale pedestrian improvements.
Hwy/Griffith Drive
Widen street adding turn lanes and
Allen Blvd: OR 217
10632 36 signals where needed, construct bike Beaverton $44,565 X Low
to Murray Blvd.
lanes and sidewalks.
Widen street to 4/5 lanes adding turn
Allen Blvd: OR 217
10633 37 lanes and signals where needed, Beaverton $6,750 X X Med
to Western Ave.
construct bike lanes and sidewalks.
Allen Blvd., Cedar
Hills Blvd., Hall Adaptive Traffic Signal Systems. New
10642 44 Beaverton $10,710 X X X High $10,710
Blvd., Farmington signals and signal upgrades.
Road
Hall Blvd:
10663 60 Farmington Road to Construct bike lanes and turn lanes. Beaverton $5,570 Low
Cedar Hills Blvd.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 45
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2020 TSP Projects
Farmington/Cedar Add 2nd EB LT lane, right of way
36b 102 Beaverton $1,645 Low
Hills (ROW)
2000 RTP Projects
Scholls Ferry:
Widen to 3 lanes including sidewalks
3069 225 Hamilton to Garden Wash Co $11,680 X X Low
and bike lanes
Home
2015 TSP Projects
SB double left turn lanes (construct SB
Farmington/Cedar
36 260 right turn lane and restripe SB lanes as Beaverton $1,510 X X Low
Hills
side-by-side left turn lanes)
51 271 Farmington/Lombard Add NB right turn lane Beaverton $755 Low
BH Add EB right turn lane; add WB double
55 274 Beaverton $2,265 X X Low
Highway/Western left turn lanes; add NB through lane
Widen Allen to 5 lanes; restripe WB
approach; signal phase change for all
57 276 Allen/Scholls Ferry Beaverton $190 X X X High $190
approaches to permitted/protected
phasing
BH Highway/OR 217
61 280 Add SB left turn lane Beaverton $755 X X X High $755
SB
BH Highway/OR 217
62 281 NB double left turn lanes Beaverton $905 X X Med
NB
Double left turn lanes on all approaches,
20 248 Murray/Farmington Beaverton $3,780 X X X High $3,780
SB, EB, and WB right turn lanes
30 254a Farmington/Hocken Add WB right turn lane Beaverton $250 X Low
SB double left turn lanes (Hocken carries
30 254b Farmington/Hocken Beaverton $4,285 X Low
2 SB lanes from TV Highway)
Cost for High Priority Improvements $35,465
Farmington Road Modernization
Widening Farmington Road between Murray Boulevard to Hocken Avenue from four to five lanes is
consistent with other areas of the arterial corridor and would provide improved mobility. Right of way
impacts would be minimal, though some site parking would be reduced.
114th Avenue/115th Avenue Extension
Extending 114th Avenue and 115th Avenue through the Beaverton Town Square area would enhance
circulation between congested areas of Canyon Road and Farmington Road in the Regional Center. The
extension is feasible and general impacts would be limited to reconfiguration of the parking and
circulation of the Town Square.
Allen Boulevard Modernization (West of OR 217)
Widening Allen Boulevard between OR 217 and Murray Boulevard would have moderate to significant
right of way impacts and environmental justice issues. While this improvement would enhance mobility
to this arterial route, key locations (such as signalized intersections) are already widened to five lane
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 46
sections.
Allen Boulevard Modernization (East of OR 217)
Widening Allen Boulevard east of OR 217 to Western Avenue would be consistent with providing
mobility on the arterial corridor. However, this location is not a primary area of congestion.
Adaptive Traffic Signal Systems
Implementing adaptive traffic signal systems to Allen Boulevard, Cedar Hills Boulevard, Hall Boulevard
and Farmington Road would improve the operational capacity of the focus corridors or parallel routes.
Implementation of adaptive signal systems would be relatively easy to implement with minimal negative
impacts.
Hall Boulevard Modernization
Constructing bicycle lanes and turn lanes along Hall Boulevard between Cedar Hills Boulevard and
Farmington Road would likely have minimal impacts to motor vehicles. Most of the corridor is a one
way couplet with Watson Avenue, and in other locations major intersections already contain turn lanes.
The greatest benefit of the modernization treatment is the addition of bicycle lanes (analyzed previously).
Farmington Road/Cedar Hills Boulevard Intersection Improvements
The previous 2015 and 2020 TSPs included lane channelization improvements at the intersection of
Farmington Road/Cedar Hills Boulevard. The intersection is located next to rail, adding to the degree of
difficulty for improvements at this location. Adding a second eastbound left turn lane is not appropriate
given the projected future volume for the movement (less than 150 PM Peak hour vehicles) and that the
movement is not the critical delay for the intersection. In addition, adequately developing a second
eastbound left turn lane would be difficult given the proximity to Erickson Avenue. The southbound
approach has both the critical movement and sufficient volume to support additional lane channelization
(a separate right turn lane), however developing a right turn lane that could be utilized by drivers would
be difficult given the rail constraints and location of Broadway Street.
Scholls Ferry Road Modernization
Widening Scholls Ferry Road to three lanes between Hamilton Street and Garden Home Road would
provide improved east-west mobility along the corridor that could be an alternative route to traffic using
BH Highway. However, right of way issues exist that make such widening difficult.
Murray Boulevard/Farmington Road Intersection Improvements
The 2015 TSP included several lane channelization improvements at this intersection of arterial roads.
Providing double left turn lanes on all approaches would require widening each side of each approach,
and is currently under design. The left turn volumes are approaching levels that would support dual left
turn lanes, and right turns are suitable for additional turn lane channelization as well. While widening
approaches may be difficult and require access modification, such improvements would increase the
capacity of this critical intersection of two focus corridors.
Hocken Avenue/Farmington Road Intersection Improvements
Lane channelization improvements for the intersection of Hocken Road/Farmington Road are included in
the 2015 TSP. While fair volume to support a westbound right turn volume is projected, the movement is
not critical for the operation of the intersection and it would impact the adjacent building. The
southbound approach does not include adequate volume to justify adding an additional right turn lane,
though such a lane could be added with moderate right of way impacts.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 47
Lombard Avenue/Farmington Road Intersection Improvements
The intersection of Farmington Road/Lombard Avenue was recently reconstructed to accommodate the
WES rail. Adding a northbound right turn lane at the intersection would be difficult with the rail and
right of way issues. Further, the movement was not identified as a future congestion need.
BH Highway/Western Avenue Intersection Improvements
The 2015 TSP includes several lane channelization improvements for BH Highway/Western Avenue.
The westbound dual left turn lane would be difficult due to widening BH Highway, however the demand
volume (380 left turns in 2035 PM peak hour) and delay to support widening exists. Adding a
northbound through lane is not feasible since it would require at least one (likely two) buildings north of
BH Highway to be leveled.
Allen Boulevard/Scholls Ferry Road Intersection Improvements
Widening and signal phasing improvements at the intersection of Allen Boulevard/Scholls Ferry Road
may have some right of way impacts and affect adjacent parking and access. However, Allen Boulevard
is already a five lane section west of Scholls Ferry Road and additional through lanes to the immediate
east of the intersection are feasible given the existing wide curb width. Additional widening may be
needed to develop the approach lanes for westbound traffic and the merge lanes for eastbound traffic.
The widening would increase capacity along Allen Boulevard, allowing additional green time at the
signal for through traffic on Scholls Ferry Road as an alternative travel route to BH Highway east of OR
217.
BH Highway/OR 217 SB Ramps Intersection Improvements
The addition of a southbound left turn lane at the OR 217 SB/Farmington Road ramps would improve
operations at the intersection by removing the nearly 350 vehicles that are projected to make the
movement during the 2035 PM peak hour from the existing shared through-left lane. The additional turn
lane could likely be constructed in the existing right of way, but considerations should be given to the
turning radius of left turning vehicles and the potential need to move the stopbar of westbound left turn
vehicles back to accommodate the southbound left turns.
BH Highway/OR 217 NB Ramps Intersection Improvements
Adding a second northbound left turn lane to the OR 217 NB Ramps at BH Highway would increase
capacity and could likely be constructed within the existing right of way. The movement is not expected
to be the critical movement, though the volumes would support that the additional lane be added.
However, the approach may need to be realigned to improve the radius for left turning vehicles.
Additionally, there may be a need to move the stopbar of eastbound left turn vehicles back to
accommodate the northbound left turns.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 48
Scholls Ferry Road
The section of Scholls Ferry Road between SW 175th Avenue and OR 217 accounts for approximately
4% of the total vehicle-hours of delay during the PM peak period in the study area.
Summary of Function
Scholls Ferry Road serves as an east-west arterial route that connects southwest Washington County to
Sylvan/West Haven. The corridor runs along the south edge of Beaverton west of OR 217. Barrows
Road is a parallel facility for the west edge of the corridor, but additional parallel routes are limited. The
lack of parallel routes causes the facility to carry trips of varying distances and destinations. Figure 16
shows the connecting roadways used by traffic on this section of Scholls Ferry Road. The facility
primarily serves traffic with trip ends in Beaverton south of Farmington Road as well as Tigard.
Important regional connections include Roy Rogers Road and OR 217.
TSM Solutions
Implementation of TSM measures was considered as a lower cost alternative to increase traffic flow
along the corridor. Potential measures could include improving access spacing and installation of
adaptive signal timing to improve traffic flow and increase the operational capacity of the corridor.
These improvements were modeled to determine the potential increment of benefit along the corridor.
Figure 15 indicates that the combination of these improvements would improve the v/c ratio along the
corridor by approximately 0.1 to 0.2, more than offsetting the increase in volume that would be likely to
shift to the facility with improved flow. In addition, these benefits would aid the parallel facility,
Barrows Road.
Figure 15: Scholls Ferry Road Corridor V/C Ratio Change with TSM Implementation
In order to meet the 600 foot access spacing requirement that Scholls Ferry Road has as an arterial,
driveways would need to be removed or consolidated along the corridor. Some locations are likely to
remain unchanged until redevelopment occurs, while locations such as sites with frontage along multiple
roads and those with multiple access points could be pursued sooner. Table 17 lists the approximate
costs for implementing TSM strategies along the corridor. One hundred achievable driveway
modifications are assumed for cost estimating purposes.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 49
Figure 16: 2035 PM Travelshed on Scholls Ferry Road between Roy Rogers Road and OR 217
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 50
Table 17: Potential TSM Projects along Scholls Ferry Road
Unit Cost Total Cost
TSM Improvement Description and Location (x $1,000) (x $1,000)
Access Management Combine and/or close 100 driveways $10 $1,000
Adaptive Signals 15 signals $50 $1,295
Total $2,295
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along Scholls Ferry Road.
A general assessment of the transit quality of service was performed based on service to the corridor and
system connectivity. No current bus routes serve the entire length of Scholls Ferry Road between
Barrows Road (west) and OR 217. However, Route 62 (20 minute PM peak headways) provides service
to the corridor east of Murray Boulevard. Route 62 also provides regional connections to other buses at
the Washington Square Transit Center and to buses and MAX at the Millikan Way Park and Ride and
Sunset Transit Center. Route 45 and Route 92 also serve portions of the corridor, though no transit
service is provided to the corridor west of Teal Boulevard.
Changes to transit routes and service are performed by TriMet during their annual service plan process.
Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate
existing and future ridership and is a means of supporting and preparing for transit expansion in
Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address Scholls Ferry Road corridor needs. Additional sidewalk or bicycle lane
gap locations within ¼ mile of each focus corridor were also included. Each project was prioritized
based on the location and proximity to various activity generators including transit stops, parks and
schools. Table 18 lists the previously identified pedestrian and bicycle projects and additional gaps
locations as well as the overall priority based on the location analysis shown in Figures 5 and 6.
Table 18: Pedestrian and Bicycle Alternatives to Enhance Scholls Ferry Road Corridor
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2000 TSP Projects
Scholls Ferry Road (gaps): Barrows
- 125 Road (west end) to Beaverton-Hillsdale Add sidewalk Wash Co $2,495 Low/Med
Highway
160th Avenue: TV Highway to Davis
- 175 Add bike lane Wash Co $665 Low/Med
Road
Barrows Road: Scholls Ferry Road
- 195 Add bike lane Wash Co $1,555 Low
(east) to Scholls Ferry Road (west)
Scholls Ferry Road: Murray Boulevard
- 196 Add bike lane Wash Co $1,180 Low
to 175th Avenue
Other Gap Locations
Scholls Ferry Road: Roy Rogers Road
NA 521 Add sidewalk Wash Co $405 Low
to Barrows Road (west)
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 51
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
Barrows Road: Scholls Ferry Road Add sidewalk (south
NA 522 Beaverton Low
(west end) to Roshak Road side) $50
Davies Road: Hearthstone Access to
NA 576 Add bike lane Beaverton Med
Scholls Ferry Road $50
Haystack Drive: 130th Avenue to 135th
NA 577 Add bike lane Beaverton Med
Avenue $265
130th Avenue: Scholls Ferry Road to
NA 578 Add bike lane Beaverton Med
Conestoga Drive $255
Conestoga Drive: 130th Avenue to
NA 579 Add bike lane Beaverton Med
Scholls Ferry Road $685
Nimbus Avenue: Scholls Ferry Road to
NA 580 Add bike lane Wash Co Med
south terminus $295
Nimbus Avenue: Scholls Ferry Road to
NA 581 Add bike lane Beaverton Med
Gemini Drive (north loop) $115
Cascade Avenue: Scholls Ferry Road to
NA 582 Add bike lane Beaverton Med
Hall Boulevard $525
Cost for High Priority Improvements $0
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address Scholls Ferry Road corridor needs. These motor vehicle projects were
further analyzed to determine the level of priority given project feasibility and consistency with system
design and congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 19: Scholls Ferry Road Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Oleson Rd: south of Realign Oleson Rd. 500 feet to east and
10545 1 OR10 to Scholls reconfigure Oleson intersections with Wash Co $33,090 X X Med
Ferry OR10 and Scholls Ferry Rd.
Scholls Ferry Rd:
Widen to seven lanes with bike lanes and
10596 13 Hwy. 217 to 121st Wash Co $21,155 X X Med
sidewalks.
Ave.
Scholls Ferry: Hall
Install integrated ATMS and
10602 15 Blvd. to Murray Wash Co $1,190 X X X High $0
management equipment.
Blvd.
125th Ave:
Construct new multimodal street with
10635 39 Brockman St. to Hall Beaverton $14,890 X X Med
bike lanes and sidewalks.
Blvd.
Davies Rd: Scholls Extend 2 lane street with turn lanes, bike
10638 41 Beaverton $5,250 X X X High $5,250
Ferry Rd. to Barrows lanes and sidewalks.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 52
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
Rd.
2020 TSP Projects
Wash Co/
47b 105 Scholls Ferry/125th Overlap SB RT $165 X X Low
Beaverton
Scholls Ferry/OR 217 Add 2nd NB LT lane and a 2nd WB LT
50b 106 ODOT $1,315 X X X High $1,315
NB on ramp lane
2000 RTP Projects
OR 217
Construct a 2-lane crossing including
6052 218 Overcrossing: ODOT $36,500 X X Low
sidewalks and bike lanes
Nimbus to Mall Area
2015 TSP Projects
Scholls Ferry Rd: Widen to 5-lanes including sidewalks
0 232 Wash Co $6,045 X X X High $6,045
Teal to 175th and bike lanes
Install traffic signal; restripe SB
Scholls Wash co/
26 250 approach for separate left turn and right $380 X X Med
Ferry/Barrows (west) Beaverton
turn lanes
Wash Co/
27 251 Scholls Ferry/Davies Add NB right turn lane $380 Low
Beaverton
Scholls
28 252 Close Barrows at Scholls Ferry Wash Co $225 X X X High $225
Ferry/Barrows (east)
Add double left turn lanes on all
Wash Co/
45 266 Scholls Ferry/Hall approaches; add right turn lane on all $4,535 X X Low
State
approaches
Widen Scholls Ferry to 7 lanes (3
Scholls Wash Co/
48 268 through lanes in each direction); add NB $1,510 X Low
Ferry/Nimbus Beaverton
left turn lane; SB double left turn lanes
Channel EB right turn onto ramp and
Scholls Ferry/OR 217
49 269 modify signal to allow free movement of State $755 X Low
SB ramps
EB right turns
Channel SB right turn onto ramp and
Scholls Ferry/OR 217 modify signal to allow free movement of
50 270 State $755 X Low
NB on-ramp SB right turns; add WB through lane
onto ramp
Widen Scholls Ferry Road to 7 lanes (3 Wash Co/
47 267a Scholls Ferry/125th $755 X Low
through lanes each way) Beaverton
Wash Co/
47 267b Scholls Ferry/125th Add SB right turn lane $250 X X X High $250
Beaverton
Cost for High Priority Improvements $13,085
Oleson Road Realignment
Realigning Oleson Road to the east would improve the intersection spacing and traffic circulation in the
confluence of Oleson Road, Scholls Ferry Road, and BH Highway. While the realignment would
improve spacing of these arterials, it is located at the edge of the study area and would be limited to a
localized congestion benefit.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 53
Scholls Ferry Road Widening (OR 217 to 121st Avenue)
Widening Scholls Ferry Road to a seven lane section from OR 217 to 121st Avenue is included in
Metro’s RTP project list (#10545). Widening the section would have moderate right of way impacts that
would affect some site parking, circulation, or frontage, but would impact relatively few buildings.
While the additional capacity would serve the congested focus corridor, the section would not be
consistent with the rest of the corridor, nor with the preferred treatment of arterials in the Metro region.
Additionally, a bottleneck would exist to the west where Scholls Ferry Road remained five lanes.
Scholls Ferry ATMS
Providing advanced traffic management systems (ATMS) along Scholls Ferry Road would have minimal
impact to the existing land uses, and could be used to better manage the corridor and increase the
operational capacity.
125th Avenue Extension
Extending 125th Avenue from Brockman Street to Hall Boulevard would improve connectivity between
Hall Boulevard and Scholls Ferry Road. However, the potential arterial alignment would only be ¼ to ½
mile from the existing Greenway Drive arterial, significantly less than the preferred 1-mile arterial
spacing used in the region. While the 125th extension may serve as a better arterial connection between
Hall Boulevard and Scholls Ferry Road than Greenway Drive, the alignment contains some wetlands and
Goal 5 conservation lands (Existing Conditions Figure 3-18 and 3-19).
Davies Road Extension
Extending Davies Road from Scholls Ferry Road to Barrows Road would provide an alternative route
between Scholls Ferry Road and Barrows Road. While this connection does not include obstacles in the
form of prior development within the right of way, it does include a creek crossing. Completion of this
extension could allow further improvement to operations along Scholls Ferry Road corridor by providing
the ability to restrict access at the Barrows Road (east) connection to Scholls Ferry Road that is closely
spaced to 135th Avenue.
Scholls Ferry Road/125th Avenue Intersection Improvements
Adding a southbound right turn lane on 125th Avenue at Scholls Ferry Road would provide additional
capacity to the critical movement at the intersection without significant impacts to the adjacent land use.
Allowing an overlap for the southbound right turn movement with the eastbound protected left turn
movement would further increase the capacity for this arterial to arterial movement. The southbound
right turn overlap project is contingent upon the construction of the southbound right turn lane.
Scholls Ferry Road/OR 217 NB On Ramp Intersection Improvements
Providing dual northbound and westbound left turn lanes at the intersection of Scholls Ferry Road/OR
217 NB On Ramp would require widening all approaches at the intersection. However, such widening
would not affect adjacent buildings, and would benefit the critical northbound left turn movement that is
projected to include 390 vehicles during the 2035 PM peak hour. This capacity improvement would
allow additional through traffic on Scholls Ferry Road. Additional improvements such as adding a
southbound right turn lane and a second westbound through lane could be constructed, but would not
benefit critical movements at the intersection.
OR 217 Overcrossing (Nimbus to Washington Square)
An additional OR 217 overcrossing between Hall Boulevard and Scholls Ferry Road was included on a
prior project list but is not included in Metro’s current 2035 RTP list. While the connection from
Nimbus Avenue to Scholls Ferry Road has the potential to attract trips from congested portions of both
Hall Boulevard and Scholls Ferry Road, cost may make this project infeasible.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 54
Scholls Ferry Road Widening (Teal to 175th Avenue)
While sufficient frontage space exists to widen Scholls Ferry Road to five lanes between Teal Road and
175th avenue, grade fluctuations may limit the capacity of this corridor. Widening the arterial to five lanes
would provide consistency with the corridor located east of Teal Road and increase the capacity of the
regional connection to 175th Avenue and Roy Rogers Road. These capacity increases would address
locations identified as high congestion areas.
Scholls Ferry Road/Barrows Road (west) Intersection Improvements
The 2015 TSP included improvements consisting of signalization and lane channelization for the
intersection of Scholls Ferry Road/Barrows Road (west). The traffic signal has since been installed.
While the southbound through/right movement is a critical movement at the intersection, the southbound
volume (projected to be less than 100 vehicles in 2035 PM peak hour) is not appropriate for additional
channelization beyond the existing left turn lane.
Scholls Ferry Road/Davies Road Intersection Improvements
A traffic signal and northbound left turn lane have already been installed at the intersection of Scholls
Ferry Road and Davies Road as prescribed in the 2015 TSP. However, neither sufficient volume nor
right of way exist to support constructing a northbound right turn lane at the intersection.
Scholls Ferry Road/Barrows Road (east) Intersection Improvements
The potential closure of Barrows Road (east) at Scholls Ferry Road is contingent upon the future
extension of Davies Road to Barrows Road. The east end of Barrows Road intersects Scholls Ferry Road
approximately 300 feet from 135th Avenue, creating operational issues along Scholls Ferry Road between
these closely spaced intersections. The future closure of Barrows Road at Scholls Ferry Road would
increase the operational capacity and reduce travel time along Scholls Ferry Road.
Scholls Ferry Road/Hall Boulevard Intersection Improvements
Intersection projects in the 2015 TSP at Scholls Ferry Road/Hall Boulevard included adding dual left
turn lanes and single right turn lanes to all four approaches. Each opposing pair of left turns has a single
movement projected to exceed 350 vehicles in 2035 PM peak hour (and three of the four movements
exceed 300), while the right turn movements range from 200 to 300 vehicles. While additional lane
channelization would benefit the intersection and each of these corridors, this intersection of five lane
arterial roadways is difficult to widen due to adjacent development and access.
Scholls Ferry Road/Nimbus Avenue Intersection Improvements
Several projects that included widening for additional turn lanes were included in the 2015 TSP for the
Scholls Ferry Road/Nimbus Avenue intersection. Widening a section of the Scholls Ferry Road corridor
to a seven lane section is included as a separate RTP project (#10596). Widening Nimbus Avenue for
additional left turn lanes is probably not feasible without impacting adjacent site circulation. While both
the northbound and southbound left turns are large (610 and 370 respectively) during the PM peak hour,
dual left turns from Nimbus is not consistent with the collector function of the roadway.
Scholls Ferry Road/OR 217 SB Ramps Intersection Improvements
The intersection of Scholls Ferry Road /OR 217 Southbound On Ramps currently includes two eastbound
right turn lanes (one exclusive and one shared with the through movement on Scholls Ferry Road).
Channelizing the eastbound right turn movement into a free (non-conflicting) movement would require
adding a third receiving lane on the on ramp, which would then need to merge to two lanes before the
ramp meter and to a single lane thereafter, making the implementation infeasible.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 55
Murray Boulevard
The section of Murray Boulevard between US 26 and
Scholls Ferry Road accounts for approximately 6% of the
total vehicle-hours of delay during the PM peak period in the
study area.
Summary of Function
Murray Boulevard is a major north-south arterial route that
connects US 26 to Scholls Ferry Road. Murray Boulevard
also provides connections to several system arterials
including Walker Road, Jenkins Road, Canyon Road and
Farmington Road. Alternate parallel facilities include Cedar
Hills Boulevard, Hall Boulevard, 158th Avenue and 170th
Avenue. The model indicates that while some traffic uses
Murray Boulevard for the entirety of the corridor, many trips
use only portions of the corridor via the many feeder
roadways. Figure 18 shows the connecting roadways used
by traffic on this section of Murray Boulevard.
TSM Solutions
Implementation of TSM measures was considered as a lower
cost alternative to increase traffic flow along the corridor.
Potential measures could include improving access spacing
and installation of adaptive signal timing to improve traffic
flow and increase the operational capacity of the corridor.
These improvements were modeled to determine the
potential increment of benefit along the corridor. Figure 17
indicates that while the combination of these improvements
would have a limited impact on the majority of the corridor,
a v/c benefit of approximately 0.1 to 0.2 could be achieved
between Millikan Way and 6th Street, more than offsetting
the increase in volume that would be likely to shift to the
facility with improved flow.
In order to meet the 600 foot access spacing requirement that
Murray Boulevard has as an arterial, driveways would need
to be removed or consolidated along the corridor. Some
locations are likely to remain unchanged until
redevelopment occurs, while locations such as sites with
frontage along multiple roads and those with multiple access
points could be pursued sooner. Table 20 lists the
approximate costs for implementing TSM strategies along
the corridor. One hundred achievable driveway
modifications are assumed for cost estimating purposes.
Figure 17: Murray Boulevard
Corridor V/C Ratio Change with
Modeled TSM Implementation
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 56
Figure 18: 2035 PM Travelshed on Murray Boulevard Road between Scholls Ferry Road and US 26
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 57
Table 20: Potential TSM Projects along Murray Boulevard
Unit Cost Total Cost
TSM Improvement Description and Location (x $1,000) (x $1,000)
Access Management Combine and/or close 100 driveways $10 $1,000
Adaptive Signals 15 signals $50 $1,695
Total $ $2,695
Note: Additional traffic signals along Murray Boulevard at intersections with other focus corridors are included with
those corridors.
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along Murray Boulevard.
A general assessment of the transit quality of service was performed based on service to the corridor and
system connectivity. Route 62 (20 minute PM peak headways) nearly serves the entire Murray
Boulevard corridor, the exception being between Millikan Way and Jenkins Road where the route
detours to the Millikan Way Park and Ride to provide regional bus and MAX connections. Routes 88
and 92 also provide service to portions of the corridor; however the corridor is primarily served by Route
62. The only portion of the corridor not served by transit is between Millikan Way and Jenkins Road.
Changes to transit routes and service are performed by TriMet during their annual service plan process.
Providing bicycle and pedestrian connectivity to existing and potential future transit routes will facilitate
existing and future ridership and is a means of supporting and preparing for transit expansion in
Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address Murray Boulevard corridor needs. Additional sidewalk or bicycle lane gap
locations within ¼ mile of each focus corridor were also included. Each project was prioritized based on
the location and proximity to various activity generators including transit stops, parks and schools. Table
21 lists the previously identified pedestrian and bicycle projects and additional gap locations as well as
the overall priority based on the location analysis shown in Figures 5 and 6.
Table 21: Pedestrian and Bicycle Alternatives to Enhance Murray Boulevard Corridor
Full Plan
2035
Orig. TSP Proj. Cost Overall Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2035 RTP Projects
6th Ave: Murray Blvd. to
10665 62 Construct bike lanes. Beaverton $3,855 High $3,855
Erickson Ave.
10667 64 155th Ave: Davis Rd. to Weir Rd. Construct bike lanes ( gaps) Beaverton $5,785 Low
To design and construct a
Westside Trail (Regional): Hwy regional trail multi-use
10810 70 THPRD $4,285
26 to THPRD Nature Park segment in a utility corridor,
10’-12’ wide paved.
To design and construct a
Westside Trail (Regional):
regional trail multi-use
10813 72 Farmington Rd. to Scholls Ferry THPRD $4,285
segment in a utility corridor,
Rd.
10’-12’ wide paved.
2000 TSP Projects
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 58
Full Plan
2035
Orig. TSP Proj. Cost Overall Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
Sexton Mountain Drive (gaps):
- 168 Maverick Terrace to Nora-Beard Add sidewalk Beaverton $390 Low
Road
Murray Boulevard bike lanes:
Farmington Road to
- 181 approximately 200 ft south of TV Add bike lane Beaverton $65 Med
Highway(west side of Murray
Boulevard):
170th Avenue bike lanes:
- 203 Alexander Street to Add bike lane Beaverton $755 Med
Baseline/Jenkins
173rd Avenue bike lanes: Walker
- 204 Add bike lane Beaverton $485 Low
Road to Cornell Road
175th Avenue-Rigert Road bike
- 212 Add bike lane Wash Co $1,555 Low
lanes: 170th Avenue to ORE 210
Other Gap Locations
Terman Road Access Ramps:
NA 505 Add sidewalk Wash Co Low
Millikan Way to Terman Road $290
Millikan Way: Murray Boulevard
NA 510 Add sidewalk Beaverton Med
to Hocken Avenue $640
142nd Avenue: TV Highway to
NA 516 Add sidewalk Beaverton Med
BH Highway $205
Hart Road: Murray Boulevard to
NA 520 Add sidewalk (north side) Beaverton Med
142nd Avenue $65
153rd Avenue: MAX rail to
NA 558 Add bike lane Beaverton Low
Millikan Way $345
Cedar Hills Boulevard: Walker
NA 561 Add bike lane Beaverton $ 430 High $ 430
Road to Hall Boulevard
141st Avenue: TV Highway to
NA 562 Add bike lane Beaverton Med
Millikan Way $220
142nd Avenue: TV Highway to
NA 563 Add bike lane Beaverton Med
BH Highway $145
141st Avenue: BH Highway to
NA 564 Add bike lane Beaverton Med
Allen Boulevard $540
6th Street/149th Avenue/Division
Beaverton/
NA 565 Street: Murray Boulevard to 150th Add bike lane Med
Wash Co
Court $260
Hart Road: Murray Boulevard to
NA 572 Add bike lane Beaverton Low
Wilson Avenue $265
Sexton Mountain Drive: 146th
NA 573 Add bike lane Beaverton Low
Terrace to Murray Boulevard $45
Weir Road: Murray Boulevard to
NA 574 Add bike lane Beaverton Low
Davies Road $190
Teal Road: Murray Boulevard to
NA 575 Add bike lane Beaverton Low
Osprey Drive $240
Cost for High Priority Improvements $ 430
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 59
benefits that primarily address Murray Boulevard corridor needs. These motor vehicle projects were
further analyzed to determine the level of priority given project feasibility and consistency with system
design and congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 22: Murray Boulevard Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Widen roadway to 4 lanes with left turn
170th Ave: Alexander
10546 2 lanes at major intersections and bike WashCo $30,095 X X X High $0
St. to Merlo Rd.
lanes and sidewalks.
173rd/174th: Cornell Construct three-lane under crossing of
10547 3 WashCo $62,815 X X Low
Rd. to Bronson Rd. Hwy. 26 with bike lanes and sidewalks.
141st/142nd/144th: Connect streets, add bikeways,
10631 35 141st Ave. to 144th sidewalks, turns lanes and signalize as Beaverton $6,855 X X X High $6,855
Ave. warranted.
Cedar Hills Blvd:
Add turn lanes, bike lanes and
10634 38 Farmington Rd. to Beaverton $20,355 X X Low
sidewalks.
Walker Rd.
Murray Blvd: Hwy. 26 Widen to 5 lanes with bike lanes and
11119 79 WashCo $5,110 X Low
to Cornell Rd. sidewalks.
2020 TSP Projects
Construct an 4 lane overpass (Murray
Murray: TV Hwy to over TV Highway and Farmington),
84 Wash Co $37,550 X Low
Farmington including sidewalks, bike lanes, and
interchange connections
overlap NB RT, add 2nd NB LT lane
105 92 Murray/Cornell Wash Co $1,315 X X Low
(Cornell 5 lanes)
106 93 Murray/US 26 WB add 2nd WB RT Lane Wash Co $660 X X Low
add 2nd WB LT lane, 2nd WB RT
22b 94 Murray/Allen lane, overlap WB RT lane (signal Wash Co $1,645 X X Low
modification)
107 95 Cedar Hills/Barnes add 2nd NB lane and SB LT lane Wash Co $1,315 X Low
113 104 Murray/Brockman add WB RT lane, SB RT lane Wash Co $130 X X X High $130
2000 RTP Projects
Construct a 4-lane extension to Walnut
Murray Blvd: Scholls
6121 219 at Barrows including sidewalks and Wash Co $10,395 X Low
Ferry to Barrows
bike lanes
Murray Blvd: TV Hwy
3063 224 Interconnect traffic signals Wash Co $75 X X High $75
to Allen Blvd
158th: Walker to
3086 226 Widen to 5 lanes including bike lanes Wash Co $655 X X X High $655
Jenkins
Construct a 4-lane extension to Walnut
Murray Blvd: Scholls
6121 219 at Barrows including sidewalks and Wash Co $10,395 X Low
Ferry to Barrows
bike lanes
2015 TSP Projects
230 143rd/Meadow: Construct a new 2-lane road connection Wash Co $24,175 X X Low
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 60
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
Science Park to including a grade separation of US 26
Walker including sidewalks and bike lanes
Beard/Nora: Murray to Improve to 2-3 lanes including
0 233 Beaverton $9,975 X Low
170th sidewalks and bike lanes
Signal phase change to
permitted/protected for NB/SB
approaches and to protected phasing
4 238 Merlo/170th Wash co $2,265 X X X High $2,265
for EB/WB approaches; add NB right
turn lane; add NB, SB, and EB left turn
lanes
Widen Allen to 5 lanes to Murray (drop
22 249 Murray/Allen additional WB through lane after Wash Co $905 X X Med
Murray); add SB right turn lane
Add EB and WB right turn lanes; NB
41 262 Hall/Allen Beaverton $2,570 X X Low
and SB double left turn lanes
Cost for High Priority Improvements $9,980
170th Avenue Widening
The 170th Avenue arterial is a parallel facility to Murray Boulevard, located approximately 1 mile to the
west. Development along the facility has been set back adequately so that widening the facility to five
lanes is feasible. Widening the arterial would provide consistency with the adjacent five lane section
between Farmington Road and TV Highway. Improving the mobility of this parallel route would provide
an alternative route for trips on the congested section of Murray Boulevard between Jenkins Road and
Farmington Road.
US 26 Undercrossing (173rd/174th Avenue)
The 2035 RTP includes a project to add an additional grade-separated crossing of US 26 to be connected
to 173rd/174th Avenue. This crossing could provide an additional route for trips across US 26 and offer
relief to the existing US 26 full interchanges. The project would make 170th/173rd Avenue a more
attractive arterial facility, compliment potential widening north of TV Highway, and provide a grade
separated crossing located between the two adjacent full interchanges. However, the large cost of this
project makes feasibility questionable.
141st/142nd Avenue Realignment
The realignment of 141st/142nd Avenues across Farmington Road and Canyon Road would require some
right of way impacts, however the project would be feasible given the low number of properties affected.
The realignment would provide an improved grid system of collectors and an alternative route across
Farmington Road and TV Highway that would reduce reliance on the congested segment of Murray
Boulevard.
Cedar Hills Boulevard Modernization
Widening Cedar Hills Boulevard between Farmington Road and Walker Road to add turn lanes, bicycle
lanes and sidewalks would be difficult given the limited right of way and proximity of buildings located
along the street frontage. However, this project would enhance the arterial facility and provide north-
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 61
south mobility as an additional route to Murray Boulevard.
Murray Boulevard Modernization
Upgrading Murray Boulevard to five lanes between US 26 and Cornell Road would be difficult given the
level of adjacent development and existing buildings. While widening the segment would provide
consistency with the arterial section present along the majority of the Murray Boulevard corridor, the
location is not as congested as other areas along the corridor.
Murray Boulevard Overpass (TV Highway)
Creating a grade separated crossing of Murray Boulevard over TV Highway and Farmington Road would
reduce vehicle conflicts and increase safety and capacity in a significantly congested and high crash
location in the study area. However, such an improvement would have numerous feasibility issues
including right of way needs and total project cost.
Murray Boulevard/Cornell Road Intersection Improvements
The intersection of Murray Boulevard/Cornell Road was recently reconstructed to include a second
northbound left turn lane as well as a northbound right turn lane. The Cornell Road arterial was partially
widened to have two through lanes in the westbound direction. However, east of the intersection Cornell
Road will likely remain a three lane section as was recently constructed.
Murray Boulevard/US 26 Westbound Ramps Intersection Improvements
Adding a second westbound right turn lane from the US 26 off ramps to Murray Boulevard would
support this major, high-delay arterial movement and would be consistent with the function of the
roadway. However, there are grade, alignment, and right of way issues may make the project difficult to
pursue .
Murray Boulevard/Allen Boulevard Intersection Improvements
Several turn lane channelization improvements have been previously proposed for the arterial-arterial
intersection of Murray Boulevard/Allen Boulevard. While the volume is sufficient to support widening
the westbound approach to have two exclusive left turn lanes, the combination of adjacent buildings on
the westbound approach and the grade on the eastbound approach (which would require modification to
properly align the through lanes) make additional widening fairly difficult. Adding a southbound right
turn lane would also require dealing with the grade difference of the adjacent parking lot. The
southbound right turn is also a critical movement at the intersection, and adding the turn lane would
increase the southbound through capacity along Murray Boulevard. However, the projected volume of
approximately 130 vehicles during the 2035 PM peak hour would not support adding an exclusive right
turn lane.
Cedar Hills Boulevard/Barnes Road Intersection Improvements
Two northbound left turn lanes already exist at the arterial-arterial intersection of Cedar Hills
Boulevard/Barnes Road. Adding dual southbound left turn lanes on the opposing approach would be
feasible and would require widening the north approach only. However, the projected volumes and
intersection operations do not support adding a second southbound left turn lane.
Murray Boulevard/Brockman Avenue Intersection Improvements
A southbound right turn lane has already been constructed at the intersection of Murray
Boulevard/Brockman Road. The westbound right turn movement is the critical movement at the
intersection and the projected volume levels (170 right turn and 410 through movements) support adding
the lane. While no buildings are within the area required from widening, the project would likely require
additional right of way but is feasible.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 62
Murray Boulevard Widening (Scholls Ferry Road to Barrows Road)
Murray Boulevard was recently extended from Scholls Ferry Road to Barrows Road as a three lane
section. Due to the recent completion of this project and the inclusion of a bridge structure, widening to
four lanes is not feasible even though it would provide consistency with the section present in other
locations along the arterial.
Murray Boulevard Traffic Signal Interconnect
Interconnecting the traffic signals along Murray Boulevard between Allen Boulevard and TV Highway is
feasible given the relatively low cost and ease of implementation of this TSM improvement. Such an
improvement would be consistent with the regional approach of improving management before building
additional lanes, and the area is a high congestion section of the corridor. While feasible, the benefits of
this project may be inhibited by the high amount of turning vehicles at TV Highway and Farmington
Road that reduce the ability to platoon through movements along the corridor.
158th Avenue Widening
Widening 158th Avenue between Walker Road and Jenkins Road to five lanes would provide consistency
along the arterial corridor. The section has already been partially-widened (two lanes exist in the
northbound direction) and adequate right of way exists for completion. This arterial route is also an
alternative route to Murray Boulevard.
US 26 Grade Separated Crossing (143rd Avenue)
A grade separated crossing of US 26 at 143rd Avenue between the full interchanges located at Murray
Boulevard and Cornell Road has the potential to relieve unnecessary through traffic from the interchange
ramp terminals. While the additional crossing would relieve Murray Boulevard, the high project cost
makes the project difficult to pursue when considering a constrained transportation funding level.
Beard/Nora Modernization
Limited right of way makes widening Beard/Nora to a three lane section a challenge. The arterial
provides adequate grid spacing south of Hart Road and connects Murray Boulevard to 175th Avenue.
Merlo Road/170th Avenue Intersection Improvements
Several signal phasing and lane channelization improvements have been proposed for 170th
Avenue/Merlo Road. The addition of the turn lanes is supported based on the intersection delay,
projected turn movement volumes, and consistency with providing capacity for arterial to arterial
movements. A lack of adjacent buildings provides space to widen the intersection for turn lanes. Signal
phasing improvements can be implemented along with construction of the left turn lanes.
Hall Boulevard/Allen Boulevard Intersection Improvements
Several lane channelization improvements have been previously identified for the intersection of Hall
Boulevard/Allen Boulevard. While the intersection is projected to have several high volume turn
movements, right of way limitations and existing buildings fronting the roadway make widening
infeasible without redevelopment.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 63
OR 217
The section of OR 217 between US 26 and Scholls Ferry Road accounts for approximately 12% of the
total vehicle-hours of delay during the PM peak period in the study area.
Summary of Function
To be completed pending completion and incorporation of mobility corridor report
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along OR 217. Changes to transit routes and service are performed by TriMet during their
annual service plan process. Providing bicycle and pedestrian connectivity to existing and potential
future transit routes will facilitate existing and future ridership and is a means of supporting and
preparing for transit expansion in Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address OR 217corridor needs. Additional sidewalk or bicycle lane gap locations
within ¼ mile of each focus corridor were also included. Each project was prioritized based on the
location and proximity to various activity generators including transit stops, parks and schools. Table 23
lists the previously identified pedestrian and bicycle projects and additional gaps locations as well as the
overall priority based on the location analysis shown in Figures 5 and 6.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 64
Figure 19: 2035 PM Travelshed on OR 217 between Scholls Ferry Road and US 26
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 65
Table 23: Pedestrian and Bicycle Alternatives to Enhance OR 217 Corridor
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2035 RTP Projects
390 additional service
Frequent Bus: Line 76 – Beaverton / hours upgrade and
10929 76 TriMet $3,295
Tualatin: N/A to N/A related bus stop and
ROW improvements.
2000 TSP Projects
Link Fanno Creek Path over OR 217 at
- 111 Add sidewalk ODOT $130
Denney: OR 217 to OR 217
Study Fanno Creek Path: Rock Creek to
- 112 Add sidewalk THPRD $105
Fanno Creek Greenway
Other Gap Locations
110th Avenue: BH Highway to TV
NA 567 Add bike lane Wash Co $ 280 High $ 280
Highway
Cost for High Priority Improvements $ 280
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address OR 217 corridor needs. These motor vehicle projects were further
analyzed to determine the level priority given project feasibility and consistency with system design and
congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 24: OR 217 Road Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Nimbus Ave: Hall Extend 2 lane street with turn lanes,
10640 43 Beaverton $16,495 X X X High $16,495
Blvd. to Denney Rd. bikelanes and sidewalks.
Hall Blvd: 12th St. to
10669 66 Construct bike lanes and turn lanes. Beaverton $5,570 X Low
s/o Allen Blvd.
OR 217: Beaverton- Braid OR 217 ramps between
10875 75 Hillsdale Hwy. to Beaverton-Hillsdale Highway and Allen ODOT $85,270 X Low
Allen Blvd. Boulevard in both directions.
OR 217: US 26 to
11122 80 Widen OR 217 and structures. ODOT $40,360
OR 8
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 66
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2020 TSP Projects
Improve existing roadway and construct
new connections and intersection
103rd: Western to alignments to provide connectivity from
10641 85 WashCo $16,500 X X Low
Walker Walker to Western. This project
includes sidewalks and bike lanes and
should be built as development occurs.
2015 TSP Projects
Add capacity based on recommendations
3000 220 OR 217 ODOT $102,200 X Low
from the OR 217 corridor study
Hall Blvd: Scholls Widen to 5 lanes. Includes sidewalk and
6013 217a State $1,990 -
Ferry to Pamblad Rd bike lanes
Hall Blvd: Pamblad Widen to 5 lanes. Includes sidewalk and
6013 217b State $3,037 X X Med
Rd to Washington Dr bike lanes
Hall Blvd:
Widen to 5 lanes. Includes sidewalk and
6013 217c Washington Dr to ODOT $1,833 X Low
bike lanes
Locust St
2015 TSP Projects
OR 217:
Braid ramps between Canyon and
0 228 Walker/Cabot/Canyo ODOT $31,430 X Low
Walker/Cabot split diamond
n Ramps
OR 217:
0 229 Collector connection ODOT $12,995 X Low
Denney/Allen
NB/SB signal phasing change to
42 263 Hall/Denney Beaverton $225 X X X High $225
permitted/protected
Signal phase change to
43 264 Hall/Greenway permitted/protected phasing for EB and Beaverton $190 X X X High $190
WB approaches, overalap NB right turn
Signal phase change to
44 265 Hall/Nimbus protected/permitted phasing for NB and Beaverton $190 X X X High $190
SB approaches
Bridge deck widening; EB double right
58 277 Walker/OR 217 SB turn lanes (add right turn lane); WB ODOT $1,135 X X Low
through lane
59 278 Walker/OR 217 NB Add NB double left turn lanes ODOT $380 X Low
Add SB right turn lane (double right
lanes); EB right turn lane (channel onto
63 282 Allen/OR 217 SB ODOT $3,020 X X Low
ramp; signal modification to allow EB
right turn to go with SB left)
Add WB right turn lane; signal
64 283 Allen/OR 217 NB ODOT $755 X X X High $755
modifications to NB/SB split phasing
Cost for High Priority Improvements $1,360
OR 217 project alternative descriptions to be completed pending completion and incorporation of
mobility corridor report
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 67
US 26
The section of US 26 between Canyon Road and 185th Avenue accounts for approximately 12% of the
total vehicle-hours of delay during the PM peak period in the study area.
Summary of Function
To be completed pending completion and incorporation of mobility corridor report
Non-Auto Solutions
Pedestrian, bicycle, and transit improvements were considered as alternatives to increasing motor vehicle
capacity along US 26. Changes to transit routes and service are performed by TriMet during their annual
service plan process. Providing bicycle and pedestrian connectivity to existing and potential future
transit routes will facilitate existing and future ridership and is a means of supporting and preparing for
transit expansion in Beaverton.
Pedestrian and bicycle projects identified in previous plans were reviewed and screened to determine
which projects would address US 26 corridor needs. Additional sidewalk or bicycle lane gap locations
within ¼ mile of each focus corridor were also included. Each project was prioritized based on the
location and proximity to various activity generators including transit stops, parks and schools. Table 25
lists the previously identified pedestrian and bicycle projects and additional gaps locations as well as the
overall priority based on the location analysis shown in Figures 5 and 6.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 68
Figure 20: 2035 PM Travelshed on US 26 between 185th Avenue and Canyon Road
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 69
Table 25: Pedestrian and Bicycle Alternatives to Enhance US 26 Corridor
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2035 RTP Projects
Complete 950 feet of
Saltzman Rd: Cornell Rd. to Barnes
10610 19 bike lanes in town WashCo $885 Med
Rd.
center.
Completes 1750 feet
10613 20 Cornell Rd: Saltzman Rd. to 119th Ave. of bike lanes in town WashCo $1,110 Med
center.
2000 TSP Projects
US 26/Bethany Trail Crossing: US 26 THPRD/
- 108 Add sidewalk $130
to US 26 ODOT
Study US 26 Trail Crossings: 143rd
- 109 Add sidewalk Wash Co $105
Avenue to Canyon Road
Cedar Hills Boulevard: Butner Road to
- 117 Add sidewalk Wash Co $165 Low
US 26 WB off ramp
Barnes Road (gaps one-side): 117th
- 136 Add sidewalk Wash Co $140 Low
Avenue to Stark Street
Cornell Road (gaps one side):
Approximately 500 ft west of Science
- 138 Add sidewalk Wash Co $130 Low
Park Dr. to Approximately 500 ft east
of 153rd Ave.
Cornell Road Boulevard Improvements:
- 160 Add sidewalk Wash Co $3,020 Med
Barnes Road to Trail Street
- 211 Canyon Road: US 26 to 110th Avenue Add bike lane ODOT $8,890 Med
Cost for High Priority Improvements $0
Motor Vehicle Projects
Previously identified projects were reviewed and screened to determine which projects would provide
benefits that primarily address US 26 corridor needs. These motor vehicle projects were further analyzed
to determine the level of priority given project feasibility and consistency with system design and
congestion areas. Projects with a “high” priority level are advanced to the TSP project list.
Table 26: US 26 Corridor – Screening of Identified Project Alternatives
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Cornell Rd: Murray Widen Cornell from three to five lanes
10559 6 Wash Co $43,515 X X Low
Blvd. to Hwy. 26 with bike lanes and sidewalks.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 70
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
Barnes Rd: St.
Vincent’s Hosp. Widen from two to five lanes with bike
10572 10 Wash Co $9,570 X X Low
entrance to Leahy lanes and sidewalks.
Rd.
Barnes: Hwy. 217 to Widen to five lanes with bike lanes and
10579 12 Wash Co $32,475 X X X High $0
119th (future) sidewalks
US 26W: Cornell Rd Widen US 26 to 6 lanes from Cornell
11124 81 ODOT $22,830 X X Low
to 185th Ave. Rd. to 185th Ave.
2020 TSP Projects
102 88 Bethany/Cornell overlap SB RT Wash Co $0 X X Low
104 91 Cornell/US 26 WB add 2nd WB LT lane (structure work) ODOT $1,315 X X X High $1,315
add 2nd NB lane and SB LT lane
108 96 Cornell/Saltzman Wash Co $2,635 Low
(Cornell to 5 lanes)
103 89a Cornell/173rd add WB RT lane Beaverton $250 X Low
103 89b Cornell/173rd 2nd NB LT lane Beaverton $2,145 X Low
103 89c Cornell/173rd NB RT lane, SB RT lane Beaverton $500 X X X High $500
Cost for High Priority Improvements $1,815
US 26 project alternative descriptions to be completed pending completion and incorporation of mobility
corridor report
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 71
Additional System Projects
In addition to identifying projects that directly benefit focus corridors, other projects were identified
during the review process for meeting specific system needs not related to any of the focus corridors.
Tables 27 and 28 include those projects that address system needs and/or have committed funding.
Table 27: Pedestrian and Bicycle Alternatives to Address System Needs
Full
2035
Orig. TSP Proj. Cost Overall Plan Cost
Ref # ID Location Description Juris. ($1,000s) Priority ($1,000s)
2035 RTP Projects
Completes 7800 feet
Butner Rd: Cedar Hills Blvd. to Park
10614 21 of bike lanes to WashCo $3,775 Med
Way
transit corridor.
2000 TSP Projects
Study and Improve unsignalized trail
- 110 Add sidewalk THPRD $13,170 High $13,170
crossing of roadways in City jurisdiction
Pedestrian Access to MAX: LRT
- 143 Add sidewalk Beaverton $1,515 High $1,515
Stations
Committed Funding
170th/173rd Avenue: Baseline/Jenkins
- 171 Add sidewalk Wash Co $290 Med $290
to Walker Road
170th/173rd Avenue bike lanes: Baseline
- 214 Add bike lane Wash Co $455 Low $455
Road to Walker Road
Other Gap Locations
Hocken Avenue: Dawson Way to Hall $135
NA 508 Add sidewalk Beaverton Med
Boulevard
Cost for High Priority Improvements $ 15,430
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 72
Table 28: System Needs Motor Vehicle Projects
Overall Priority
Consistency of
Grid/Function
Congestion
Feasibility
Full
2035
Orig. TSP Proj. Cost Plan Cost
Ref# ID Location Description Juris. ($1,000s) ($1,000s)
2035 RTP Projects
Extend 2-lane Rose Biggi Ave. to Hall
Rose Biggi Ave: Blvd. (via Westgate Drive) to fill a gap;
10616 22 Crescent Street to boulevard design; add sidewalks, Beaverton $3,750 High $3,750
Hall Blvd bikeway (PE and ROW funded STIP Key
#14400).
Extend 2 lane street from Hocken via
Dawson/Westgate: Dawson and Westgate at Rose Biggi to
10618 24 Rose Biggi Avenue fill a gap; realign Dawson/Westgate at Beaverton $9,535 High $9,535
to Hocken Ave. Cedar Hills; add turn lanes at
intersections, sidewalks, bikeway.
Crescent St.
multimodal Extend 2 lane Crescent from Cedar Hills
10619 25 extension: Rose to Rose Biggi Ave. to fill a gap; add Beaverton $3,750 High $3,750
Biggi Ave. to Cedar sidewalks, bikeway.
Hills Blvd.
CIP Projects
170th Ave/173rd
Widen to 3 lanes with bike lanes and
5037 82 Ave: Baseline Rd to Beaverton $8,100 High $8,100
sidewalks.
Walker Rd
2015 TSP Projects
- 235 Various Addition of 50 traffic signals per plan Beaverton $18,890 X X High $18,890
Cost for High Priority Improvements $44,025
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 73
ACTION PLAN PROJECT LIST
Projects that were identified during the alternatives analysis as the highest priority for addressing Beaverton’s
Transportation needs are listed in Table 29. An approximate phasing schedule for implementation is provided
based on funding streams and need. To determine when projects would be needed, 5-year incremental
forecasts were developed by factoring growth in the travel demand model. The resulting link v/c plots were
reviewed to determine when corridors would generally require improvements.
Table 29: TSP Action Plan Projects
Full
2035
Orig. TSP Proj. Cost City Cost
Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s)
2035 RTP Projects Funded by Others
Widen roadway to 4 lanes with left
170th Ave: Alexander 2011-
10546 2 turn lanes at major intersections and Wash Co $30,095 $0
St. to Merlo Rd. 2015
bike lanes and sidewalks.
Jenkins Rd: Murray Widen roadway from three to five 2011-
10561 7 Wash Co $16,635 $0
Blvd. to 158th Ave. lanes with bike lanes and sidewalks. 2015
Walker Rd: 185th Ave. Widen from two to five lanes with 2016-
10570 9a Wash Co $56,255 $0
to Murray Blvd. bike lanes and sidewalks 2020
Barnes: Hwy. 217 to Widen to five lanes with bike lanes 2021-
10579 12 Wash Co $32,475 $0
119th (future) and sidewalks 2025
Scholls Ferry: Hall Install integrated ATMS and 2009-
10602 15 Wash Co $1,190 $0
Blvd. to Murray Blvd. management equipment. 2010
Complete 9100 feet of sidewalk 2011-
10607 18 Sunset TC Station Wash Co $6,435 $0
improvements. 2015
Saltzman Rd: Cornell Complete 950 feet of bike lanes in 2026-
10610 19 Wash Co $885 $0
Rd. to Barnes Rd. town center. 2030
Cornell Rd: Saltzman Completes 1750 feet of bike lanes in 2026-
10613 20 Wash Co $1,110 $0
Rd. to 119th Ave. town center. 2030
Westside Trail To design and construct a regional
2011-
10810 70 (Regional): Hwy 26 to trail multi-use segment in a utility THPRD $4,285 $0
2015
THPRD Nature Park corridor, 10’-12’ wide paved.
Beaverton Creek Trail
To design and construct a regional
(Regional): SW 194th 2016-
10811 71 trail multi-use segment in a utility THPRD $7,500 $0
Ave. to Fanno Creek 2020
corridor, 10’-12’ wide paved.
Trail
Westside Trail To design and construct a regional
2011-
10813 72 (Regional): Farmington trail multi-use segment in a utility THPRD $4,285 $0
2015
Rd. to Scholls Ferry Rd. corridor, 10’-12’ wide paved.
Beaver Creek Trail, 2016-
10850 74 Construct Ped/Bike Trail Hillsboro $1,070 $0
Bronson Creek Trail 2020
Frequent Bus: Line 76 390 additional service hours upgrade
10929 76 – Beaverton / Tualatin: and related bus stop and ROW TriMet $3,295 ongoing $0
N/A to N/A improvements.
2009-
11122 80 OR 217: US 26 to OR 8 Widen OR 217 and structures. ODOT $40,360 $0
2010
US 26W: Cornell Rd to Widen US 26 to 6 lanes from Cornell 2011-
11124 81 ODOT $22,830 $0
185th Ave. Rd. to 185th Ave. 2015
TSM Projects
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 74
Full
2035
Orig. TSP Proj. Cost City Cost
Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s)
rd
Walker Road: 173 2016-
Adaptive Signal Systems Wash Co $1,025 $0
Ave to OR 217 2020
Walker Road: 173rd 2016-
Access Management Strategies Wash Co $1,000 $0
Ave to OR 217 2020
Jenkins Road: 170th 2011-
Adaptive Signal Systems Wash Co $1,115 $0
Ave to Cedar Hills Blvd 2015
Jenkins Road: 170th 2011-
Access Management Strategies Wash Co $1,000 $0
Ave to Cedar Hills Blvd 2015
Canyon Road: 170th 2009-
Adaptive Signal Systems ODOT $1,410 $0
Ave to OR 217 2010
Canyon Road: 170th 2009-
Access Management Strategies ODOT $1,000 $0
Ave to OR 217 2010
Farmington Road:
Beaverton/ 2011-
Murray Blvd to Scholls Adaptive Signal Systems $1,845 $1,845
ODOT 2015
Ferry Rd
Farmington Road:
Beaverton/ 2011-
Murray Blvd to Scholls Access Management Strategies $1,000 $1,000
ODOT 2015
Ferry Rd
Scholls Ferry Road:
2009-
Barrows Rd (west) to Adaptive Signal Systems Wash Co $1,565 $0
2010
OR 217
Scholls Ferry Road:
2009-
Barrows Rd (west) to Access Management Strategies Wash Co $1,000 $0
2010
OR 217
Murray Boulevard:
2011-
Scholls Ferry Rd to US Adaptive Signal Systems Wash Co $2,165 $0
2015
26
Murray Boulevard:
2011-
Scholls Ferry Rd to US Access Management Strategies Wash Co $1,000 $0
2015
26
Pedestrian Projects
Downtown Beaverton
Connectivity collector
2016-
- 142 roadways: Hocken Add sidewalk Beaverton $1,365 $1,365
2020
Avenue/ to 110th
Avenue/
Millikan Way: East
2011-
NA 514 Avenue to Lombard Add sidewalk Beaverton $ 305 $ 305
2015
Avenue
Watson Avenue:
2026-
NA 515 Millikan Way to Add sidewalk (east side) Beaverton $ 325 $ 325
2030
Canyon Road
Hall Blvd. / Watson
Ave. pedestrian Add pedestrian improvements at
2021-
10646 48 improvements: Cedar intersections and amenities (lighting, Beaverton $2,570 $2,570
2025
Hills Blvd.. to Allen plazas).
Blvd.
Study and Improve
unsignalized trail
- 110 Add sidewalk Beaverton $13,170 ongoing $13,170
crossing of roadways in
City jurisdiction
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 75
Full
2035
Orig. TSP Proj. Cost City Cost
Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s)
Pedestrian Access to 2011-
- 143 Add sidewalk Beaverton $1,515 $1,515
MAX: LRT Stations 2015
170th/173rd Avenue:
- 171 Baseline/Jenkins to Add sidewalk Beaverton $290 2009- $290
Walker Road 2010
Bicycle Projects
Walker Road bike
lanes: Cedar Hills Wash Co/ 2026-
- 200 Add bike lane $200 $200
Boulevard to Lynnfield Beaverton 2030
Lane
Watson Ave: Hall Blvd. 2021-
10664 61 Construct bike lanes. Beaverton $4,820 $4,820
to Farmington Rd.. 2025
6th Ave: Murray Blvd. 2011-
10665 62 Construct bike lanes. Beaverton $3,885 $3,885
to Erickson Ave 2015
Canyon Road: 110th 2011-
- 176 Add bike lane ODOT $1,725 $0
Avenue to 91st Avenue 2015
114th Avenue: Center Add signing and pavement marking 2009-
NA 566 Beaverton $5 $5
Street to MAX rail for shared bike lane 2010
Hall Boulevard:
Add signing and pavement marking 2021-
NA 583 Hocken Road to Cedar Beaverton $ 10 $ 10
for shared bike lane 2025
Hills Boulevard
Cedar Hills Boulevard:
2026-
NA 584 Hall Boulevard to Add bike lane Beaverton $ 1,900 $ 1,900
2030
Farmington Road
Hall Boulevard: Watson
2026-
NA 588 Avenue (north couplet) Add bike lane Beaverton $ 1,130 $ 1,130
2030
to Farmington Road
Millikan Way: Rose
Add signing and pavement marking 2009-
NA 589 Biggi Avenue to Beaverton $ 25 $ 25
for shared bike lane 2010
Lombard Avenue
Hall Boulevard: Watson
2026-
NA 590 Ave (north couplet) to Add bike lane Beaverton $ 1,270 $ 1,270
2030
Cedar Hills Blvd
Hocken Avenue:
Restripe for designated bike lanes, and 2031-
NA 591 Millikan Way to Beaverton $ 275 $ 275
widen as needed at intersections 2035
Canyon Road
Dawson Way: Hocken
Add signing and pavement marking 2031-
NA 592 Avenue to Cedar Hills Beaverton $ 10 $ 10
for shared bike lane 2035
Boulevard
Broadway Street:
Add signing and pavement marking 2009-
NA 593 Canyon Road to Beaverton $25 $25
for shared bike lane 2010
Lombard Avenue
Beaverton-Hillsdale
2011-
- 185 Hwy bike lanes: OR Add bike lane ODOT $685 $0
2015
217 to 91st Avenue
Beaverton-Hillsdale
Hwy bike lanes: 91st 2031-
- 186 Add bike lane ODOT $1,350 $0
Avenue to Multnomah. 2035
County Bound.
Griffith Drive: 5th Street Add signing and pavement marking 2021-
NA 568 Beaverton $ 20 $ 20
to Farmington Road for shared bike lane 2025
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 76
Full
2035
Orig. TSP Proj. Cost City Cost
Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s)
th
Lombard Avenue 5
Add signing and pavement marking 2021-
NA 569 Street to Farmington Beaverton $ 15 $ 15
for shared bike lane 2025
Road
Erickson Avenue: 6th
Add signing and pavement marking 2021-
NA 570 Street to Farmington Beaverton $ 15 $ 15
for shared bike lane 2025
Road
Cedar Hills Boulevard:
2026-
NA 561 Walker Road to Hall Add bike lane Beaverton $ 2,210 $ 2,210
2030
Boulevard
110th Avenue: BH
2026-
NA 567 Highway to TV Add bike lane Wash Co $ 765 $0
2030
Highway
170th/173rd Avenue
2009-
- 214 bike lanes: Baseline Add bike lane Beaverton $455 $455
2010
Road to Walker Road
Add signing for Regional Center bike
route from Murray Boulevard via
Millikan Way to Lombard Street, and
Millikan Way at
connecting to Cabot Street at 110th 2011-
594 Murray Blvd to Cabot Beaverton $250 $250
Avenue via Lombard Street and 2015
Street at 110th Avenue
Center Street. Add shared pavement
markings where bike lanes do not
exist.
Motor Vehicle Projects
Extend 2-lane Rose Biggi Ave. to Hall
Rose Biggi Ave: Blvd. (via Westgate Drive) to fill a
2016-
10616 22 Crescent Street to Hall gap; boulevard design; add sidewalks, Beaverton $3,750 $3,750
2020
Blvd bikeway (PE and ROW funded STIP
Key #14400).
Construct turn lanes and intersection
Farmington Rd: Murray improvements; signalize where 2011-
10617 23 Beaverton $9,320 $9,320
Blvd. to Hocken Ave warranted; add bike lanes and 2015
sidewalks in gaps.
Extend 2 lane street from Hocken via
Dawson/Westgate: Dawson and Westgate at Rose Biggi
2021-
10618 24 Rose Biggi Avenue to to fill a gap; realign Dawson/Westgate Beaverton $9,535 $9,535
2025
Hocken Ave. at Cedar Hills; add turn lanes at
intersections, sidewalks, bikeway.
Crescent St. multimodal
Extend 2 lane Crescent from Cedar
extension: Rose Biggi 2031-
10619 25 Hills to Rose Biggi Ave. to fill a gap; Beaverton $3,750 $3,750
Ave. to Cedar Hills 2035
add sidewalks, bikeway.
Blvd.
Extend 2 lane Millikan Way to 114th
Millikan Way: Watson 2026-
10620 26 to fill a gap; add turn lanes at Beaverton $14,785 $14,785
Ave. to 114th Ave. 2030
intersections, sidewalks, bikeway.
New street connection: Construct new 2 lane street with 2031-
10621 27 Beaverton $4,820 $4,820
Broadway to 115th Ave. bikeway and sidewalks. 2035
114th Ave./115th Ave.:
LRT to Beaverton Construct 2 lane street with bike and 2026-
10626 31 Beaverton $10,710 $10,710
Hillsdale Hwy/Griffith pedestrian improvements. 2030
Drive
Center Street and 113th Add sidewalks and bikelanes; add turn 2031-
10628 33 Beaverton $5,785 $5,785
Ave: Hall Blvd. to lanes where needed. 2035
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 77
Full
2035
Orig. TSP Proj. Cost City Cost
Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s)
Cabot Street
Connect streets, add bikeways,
141st/142nd/144th: 141st 2016-
10631 35 sidewalks, turns lanes and signalize as Beaverton $6,855 $6,855
Ave. to 144th Ave. 2020
warranted.
Millikan Way: 141st Add turn lanes as needed, bike lanes 2016-
10636 40 Beaverton $2,785 $2,785
Ave. to Hocken Ave. and sidewalks, signalize as warranted. 2020
Davies Rd: Scholls
Extend 2 lane street with turn lanes, 2031-
10638 41 Ferry Rd. to Barrows Beaverton $5,250 $5,250
bike lanes and sidewalks. 2035
Rd.
125th Ave: Brockman Construct new multimodal street with 2011-
10635 39 Beaverton $14,890 $14,890
St. to Hall Blvd. bike lanes and sidewalks 2015
Allen Blvd., Cedar Hills
Adaptive Traffic Signal Systems. 2016-
10642 44 Blvd., Hall Blvd., Beaverton $10,710 $10,710
New signals and signal upgrades. 2020
Farmington Road
170th Ave/173rd Ave:
Widen to 3 lanes with bike lanes and 2009-
5037 82 Baseline Rd to Walker Beaverton $8,100 $8,100
sidewalks. 2010
Rd
2011-
11b 90 158th/Jenkins overlap NB RT Wash Co $165 $0
2015
2021-
104 91 Cornell/US 26 WB add 2nd WB LT lane (structure work) ODOT $1,315 $0
2025
2021-
113 104 Murray/Brockman add WB RT lane, ROW Wash Co $130 $0
2025
Scholls Ferry/OR 217 Add 2nd NB LT lane And a 2nd WB LT 2011-
50b 106 ODOT $1,315 $0
NB on ramp lane 2015
TV Hwy: 117th Avenue Implement access management 2016-
3060 222 ODOT $21,900 $0
to Hillsboro strategies 2020
TV Hwy: 209th Avenue 2016-
3061 223 Interconnect traffic signals ODOT $2,190 $0
to OR 217 2020
Murray Blvd: TV Hwy 2011-
3063 224 Interconnect traffic signals Wash Co $75 $0
to Allen Blvd 2015
158th: Walker to 2011-
3086 226 Widen to 5 lanes including bike lanes Wash Co $655 $0
Jenkins 2015
Scholls Ferry Rd: Teal Widen to 5-lanes including sidewalks 2026-
0 232 Wash Co $6,045 $0
to 175th and bike lanes 2030
0 235 Various Addition of 50 traffic signals per plan Beaverton $18,890 ongoing $18,890
Signal phase change to
permitted/protected for NB/SB
approaches and to protected phasing 2011-
4 238 Merlo/170th Wash Co $2,265 $0
for EB/WB approaches; add NB right 2015
turn lane; add NB, SB, and EB left
turn lanes
NB/SB double left turn lanes; add EB
right turn lane; NB right turn lane;
WB through lane (2 through lanes in 2011-
10 242 Walker/158th Wash Co $3,400 $0
each direction); signal phasing change 2015
to EB/WB permitted/protected
phasing
Scholls Ferry/Barrows 2031-
28 252 Close Barrows at Scholls Ferry Wash Co $225 $0
(east) 2035
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 78
Full
2035
Orig. TSP Proj. Cost City Cost
Ref# ID Location Description Juris. ($1,000s) Phasing ($1,000s)
Signal phase change to
permitted/protected phasing for EB 2016-
43 264 Hall/Greenway Beaverton $190 $190
and WB approaches, overalap NB 2020
right turn
Signal phase change to
2016-
44 265 Hall/Nimbus protected/permitted phasing for NB Beaverton $190 $190
2020
and SB approaches
Widen Allen to 5 lanes; restripe WB
approach; signal phase change for all 2016-
57 276 Allen/Scholls Ferry Beaverton $190 $190
approaches to permitted/protected 2020
phasing
BH Highway/OR 217 2021-
61 280 Dual SB left turn lane ODOT $755 $0
SB 2025
Double left turn lanes on all
Wash Co/ 2011-
20 248 Murray/Farmington approaches, SB, EB, and WB right $3,780 $3,780
Beaverton 2015
turn lanes
Add WB right turn lane; signal 2021-
64 283 Allen/OR 217 NB ODOT $755 $0
modifications to NB/SB split phasing 2025
2021-
2 236a Walker/173rd Add EB/WB right turn lanes Wash Co $500 $0
2025
2016-
17 245a Walker/Murray Add right turn lanes on all approaches Wash Co $1,000 $0
2020
Add double left turn lanes on NW
2016-
17 245b Walker/Murray bound Walker approach to match SE Wash Co $500 $0
2020
bound leg
2011-
18 246a Murray/Jenkins Add southbound right turn lane Wash Co $250 $0
2015
Add NB left turn lane; add SB left 2021-
35 259b Canyon/Cedar Hills Beaverton $3,500 $3,500
turn lane 2025
2031-
47 267b Scholls Ferry/125th Add SB right turn lane Beaverton $250 $250
2035
2026-
103 89c Cornell/173rd SB RT lane Beaverton $500 $500
2030
City of Beaverton Plan Cost by Mode
Other Projects $0
TSM Projects $2,845
Pedestrian Projects $ 19,540
Bicycle Projects $ 16,520
Motor Vehicle Projects $138,535
Total Cost $ 177,440
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 79
Intersection Operations with TSP Projects
Projected 2035 PM peak hour intersection turn movement volumes were analyzed using the 2000
Highway Capacity Manual11 methodology for signalized and unsignalized intersections to assess
the improvements listed in Table 29. The operational performance with improvements included
in the 2035 RTP Financially Constrained scenario is also provided as a basis for comparison.
The following sections summarize and compare the conditions in these two scenarios along
several key corridors in Beaverton.
Overall intersection level of service, average intersection delay (seconds), overall v/c, and highest
v/c for all lane groups are provided for each study intersection. The lane group with the highest
v/c is identified for each location that performance standards are exceeded for the lane group.
The lane groups are abbreviated in the tables as follows:
NBL – Northbound Left
NBT – Northbound Through
NBR – Northbound Right
SBL – Southbound Left
SBT – Southbound Through
SBR – Southbound Right
EBL – Eastbound Left
EBT – Eastbound Through
EBR – Eastbound Right
WBL – Westbound Left
WBT – Westbound Through
WBR – Westbound Right
Locations that do not meet applicable jurisdiction performance standards are shaded.
Corridor Analysis
Several arterial corridors in Beaverton were selected for detailed operational analysis. The
following sections summarize the future 2035 PM peak hour operations for each corridor.
Tables are provided in each of the following sections that list operational performance.
Murray Boulevard
Table 30 lists the intersection performance along Murray Boulevard for the 2035 RTP
Financially Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. The
intersection V/C remained relatively unchanged along the northern portion of the corridor around
US 26 in each scenario. However, the V/C ratios of intersections between Walker Road to
Millikan Road improved with the TSP Action Plan projects. Overall, average delay at the
intersections reduced with the Action Plan, and is likely due to improved mobility along the
major corridor.
11
2000 Highway Capacity Manual, Transportation Research Board, Washington DC, 2000.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 80
Table 30: 2035 PM Peak Hour Intersection Level of Service – Murray Boulevard
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Murray/Cornell F 120 1.26/1.26 F 130 1.32/1.32 0.99
(NBL, SBT, (NBL, SBT,
SBR, EBT, SBR, EBT,
WBL) WBL)
Murray/US 26 west E 70.3 1.12/1.12 E 70.3 1.12/1.12 0.85
ramps (NBL, SBR, (NBL, SBT,
WBR) WBR)
Murray/US 26 east E 65.2 1.11/1.11 E 67.0 1.13/1.13 0.85
ramps (NBT, NBR, (NBT, NBR,
SBL, EBR) SBL, EBR)
Murray/Walker F 130 1.23/1.23 E 74.6 1.12/1.12 0.99
(NBT, NBR, (NBL, SBT,
SBL, EBT, EBT, WBL)
EBR, WBL)
Murray/Jenkins F 165 1.35/1.35 E 60.8 1.08/1.08 0.99
(NBL, SBT, (NBL. SBT.
SBR, EBT, EBR. WBL)
WBL)
Murray/Millikan E 62.1 1.05/1.05 D 54.9 0.99 0.99
(NBL, SBR,
EBL, WBT,
WBR)
Murray/6th C 26.1 0.88 C 28.2 0.96 0.99
Murray/Allen E 56.5 1.02/1.02 E 58.9 1.05/1.05 0.99
(NBL, SBT, (NBL, SBT,
SBR, EBT, SBR, EBT,
EBR, WBL) EBR, WBL)
Murray/Hart E 69.4 1.10/1.10 E 60.9 1.08/1.08(NB 0.99
(NBL, SBT, L, SBT, EBL,
EBL, WBT) WBT)
Murray/Brockman/ E 78.3 1.06/1.15 D 54.2 0.93/1.02 0.99
Beard (WBT) (SBT)
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership.
***Unsignalized Intersection
Scholls Ferry Road
Table 31 lists the intersection performance along Scholls Ferry Road for the 2035 RTP
Financially Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. The
intersection operations generally marginally improved along the western and eastern extents of
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 81
the corridor with the addition of the Action Plan projects. However, the performance at some
intersections west of OR 217 would degrade without the 7-lane cross section assumed in the RTP
Financially Constrained project list.
Table 31: 2035 PM Peak Hour Intersection Level of Service - Scholls Ferry Road
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Scholls C 28.4 0.90 C 32.9 0.95 0.99
Ferry/Laurelwood
Scholls Ferry/Allen F 150 1.26/1.26 E 63.0 0.97/1.04 0.99
(NBL, SBT, (SBT, EBT)
EBT, WBL)
Scholls Ferry/Denney F 89.2 1.23/1.23 F 80.6 1.20/1.20 0.99
(NBL, SBT, (NBL, SBT,
EBL, EBR) EBL, EBR)
Scholls Ferry/Hall F 120 1.12/1.28 F 250 1.33/1.92 1.1
(SBL) (EBL)
Scholls Ferry/Hwy 217 E 75.5 1.0/1.26 E 77.3 0.81/1.27 0.85
northbound on ramp (SBT) (SBT)
Scholls Ferry/Hwy 217 B 12.8 0.74/0.76 B 12.9 0.72/0.73 0.85
northbound off ramp
Scholls Ferry/Hwy 217 C 22.8 0.75/0.91 C 18.1 0.80/0.90 0.85
southbound ramp (SBR) (SBR)
Scholls Ferry/Cascade D 37.5 0.94/1.62 F 106 1.70/>2.0 0.99
(NBL) (NBL)
Scholls Ferry/Nimbus F 260 1.38/3.65 F 112 1.23/1.48 0.99
(NBT) (SBR)
Scholls C 22.1 0.73/0.80 C 29.8 0.95/1.08 0.99
Ferry/Conestoga (WBT)
Scholls Ferry/121st C 32.8 0.81/0.94 D 29.4 0.97/1.22 0.99
(WBT)
Scholls Ferry/125th F 105 1.21/1.64 F 97.5 1.20/1.33 0.99
(SBT) (NBT)
Scholls Ferry/135th F 90.5 0.98/1.28 E 63.6 0.96/1.17 0.99
(EBT) (WBT)
Scholls Ferry/Barrows D 45.7 0.93/1.24 - - - 0.99
(WBL)
Scholls Ferry/Davies C 29.4 0.81/1.20 C 34.2 0.93/1.25 0.99
(NBL) (NBL)
Scholls Ferry/Murray F 140 1.17/1.55 F 110 1.12/1.50(WB 0.99
(WBT) T)
Scholls E 69.0 1.08/1.08 B 19.4 0.73/0.73 0.99
Ferry/Barrows(west (NBL, SBT,
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 82
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
end) SBR, EBL,
WBT, WBR)
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership.
***Unsignalized Intersection
Tualatin Valley Highway/ Canyon Road
Table 32 lists the intersection performance along TV Highway/Canyon Road for the 2035 RTP
Financially Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. The
intersection operations generally improve west of Lombard Avenue and degrade to the west. The
reduced number of system improvements in the Regional Center and increased traffic volumes
along TV Highway/Canyon Road attracted by improved travel times likely create the
performance impact west of Lombard Avenue.
Table 32: 2035 PM Peak Hour Intersection Level of Service - TV Highway/Canyon Road
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Canyon Rd /87th B 13.6 0.78 B 13.1 0.65 0.99
Canyon Rd /Hwy 217 C 31.2 0.90/0.94 C 26.7 0.84/0.88 0.85
northbound ramp (WBT) (WBT)
Canyon Rd /Hwy 217 D 46.9 0.99/1.14 C 27.4 0.89/1.00 0.85
southbound ramp (SBT) (SBT)
Canyon Rd /114th *** NA/ 23.9 0.77 - - - 45 seconds
C
Canyon Rd /117th C 33.3 0.89 C 23.9 0.65 1.1
/Broadway
Canyon Rd /Lombard B 11.1 0.71 C 25.7 0.88 1.1
Canyon Rd /Hall C 21.8 0.81 B 15.9 0.80 1.1
Canyon Rd /Watson C 32.8 0.83/1.02 C 32.4 0.88 1.1
(SBT)
Canyon Rd /Cedar D 49.6 0.97/1.23 E 58.1 1.07/1.24 1.1
Hills (NBT) (NBT)
Tualatin Valley D 49.7 0.98/1.08 E 56.2 0.98/1.07 0.99
Hwy/Canyon Rd (WBL) (WBT)
/Hocken
Tualatin Valley E 79.2 1.04/1.04 F 94.7 1.13/1.13 0.99
Hwy/Murray (NBL, SBT, (NBT, NBR,
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 83
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
EBL, EBT, SBL, EBT,
EBR, WBL, EBR, WBL)
WBT,WBR)
Tualatin Valley E 79.4 1.13/1.13 E 65.2 1.10/1.10 0.99
Hwy/160th (NBL, SBT, (NBL, SBT,
EBL, WBT) EBL, WBT)
Tualatin Valley F 145 1.24/1.24 F 140 1.27/1.27 0.99
Hwy/170th (NBL, SBT, (NBL, SBT,
SBR, EBL, SBR, EBL,
WBT) WBT)
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership. See text for details.
***Unsignalized Intersection
Beaverton Hillsdale Highway/ Farmington Road
Table 33 lists the intersection performance along BH Highway/Farmington Road for the 2035
RTP Financially Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. The
intersection operations generally improve along the corridor. However, the intersections at
Western Avenue, Cedar Hills Boulevard, and 170th Avenue degrade.
Table 33: 2035 PM Peak Hour Intersection Level of Service - Farmington Road/Beaverton-
Hillsdale Highway
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Beaverton Hillsdale C 22.1 0.83 B 18.0 0.81 0.99
Hwy/ Laurelwood
Beaverton Hillsdale D 54.8 1.09/1.13 F 82.0 1.19/1.22 0.99
Hwy/ Western (WBL) (WBL)
Beaverton Hillsdale C 25.4 0.86/0.89 C 23.6 0.82 0.85
Hwy/ Hwy 217 (EBL)
northbound ramp
Beaverton Hillsdale E 74.0 0.99/1.43 C 31.6 0.95/1.24 0.85
Hwy/ Hwy 217 (SBT) (SBR)
southbound ramp
Beaverton Hillsdale D 41.0 0.86/1.28 D 41.1 0.95/1.21 0.98
Hwy/ Griffith (WBL) (WBL)
Beaverton Hillsdale E 55.1 0.98/1.07 D 37.2 0.91 0.98
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 84
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Hwy/ Farmington Rd (WBT)
/Lombard
Farmington Rd /Hall D 45.3 0.83/1.13 D 41.5 0.87/1.08 0.98
(NBT) (NBT)
Farmington Rd B 19.0 0.80/0.89 C 20.9 0.88 0.98
/Watson
Farmington Rd /Cedar C 27.0 0.74/1.04 F 87.6 0.91/1.47(SBL 0.98
Hills (SBL) )
Farmington Rd B 16.1 0.68/0.97 B 15.4 0.75 0.98
/Hocken
Farmington Rd/ Murray F 110 1.15/1.15 D 43.3 0.89 0.98
(NBL, SBT,
SBR, EBL,
EBT, EBR,
WBL, WBT,
WBR)
Farmington Rd/170th E 68.6 1.04/1.04 F 110 1.21/1.24 0.99
(SBT, SBR, (SBT, SBR,
EBL, WBT) EBL, WBT)
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership. See text for details.
***Unsignalized Intersection
Cedar Hills Boulevard
Table 34 lists the intersection performance along Cedar Hills Boulevard for the 2035 RTP
Financially Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. The
intersection operations generally improve south of US 26. North of US 26 operations are
generally the same.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 85
Table 34: 2035 PM Peak Hour Intersection Level of Service – Cedar Hills Boulevard
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Cedar Hills F 98.5 1.25/1.25 C 27.7 0.77 0.99
Blvd/Cornell Rd (NBL, SBT,
SBR, EBT,
WBL)
Cedar Hills F 155 1.45/1.45 F 155 1.41/1.41 0.99
Blvd/Barnes (NBL, SBT, (NBL, SBT,
SBR, EBR, SBR, EBR,
WBL) WBL)
Cedar Hills Blvd/US 26 C 23.7 0.94/0.94 C 22.6 0.96/0.96 0.85
westbound ramps (NBT, NBR, (NBT, NBR,
WBR) WBR)
Cedar Hills Blvd/US 26 F 502 >2.0/>2.0 F >500 >2.0/>2.0 0.85
eastbound ramps*** (SBL, EBL, (SBL, EBL,
EBT) EBT)
Cedar Hills F 130 1.26/1.26 F 112 1.22/1.22 0.99
Blvd/Butner (NBL, SBT, (NBL, SBT,
SBR, EBL, SBR, EBL,
EBT, EBR) EBT, EBR)
Cedar Hills F 190 1.31/1.39 E 79.5 1.04/1.30 0.98
Blvd/Walker (NBL) (EBT)
Cedar Hills D 46.5 0.85 C 30.0 0.83 0.98
Blvd/Jenkins
Cedar Hills Blvd/Hall D 38.3 0.86 C 34.9 0.82 0.98
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership. See text for details.
***Unsignalized Intersection
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 86
Allen Boulevard
Table 35 lists the intersection performance along Allen Boulevard for the 2035 RTP Financially
Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. The intersection
operations improve at each of the OR 217 ramps, while operations remain relatively unchanged
at the other intersections.
Table 35: 2035 PM Peak Hour Intersection Level of Service – Allen Boulevard
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Allen Blvd/Western C 33.4 0.93 D 38.8 0.99/0.99 0.98
(SBR, EBL,
WBT)
Allen Blvd/Hwy 217 D 48.6 1.04/1.07 C 21.9 0.74 0.85
northbound ramp (EBL)
Allen Blvd/Hwy 217 D 36.8 0.95/1.03 C 20.2 0.76/0.86 0.85
southbound ramp (SBT) (EBT)
Allen Blvd/Lombard D 35.4 0.87 C 34.7 0.84 0.98
Allen Blvd/Hall F 83.0 1.12/1.19 E 73.0 1.04/1.22 0.98
(SBT) (SBT)
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership. See text for details.
***Unsignalized Intersection
Operational Analysis of Additional Locations
Table 36 lists the intersection performance at the remaining study intersections for the 2035 RTP
Financially Constrained scenario and the 2035 Beaverton TSP Action Plan scenario. While a
number of locations do improve, a significant portion of the intersections degrade compared to
the financially constrained system because the Action Plan focuses investment on other corridors.
Table 36: 2035 PM Peak Hour Intersection Level of Service - Additional Locations
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
158th/Jay C 29.4 0.91 C 29.3 0.89 0.99
th
158 /Walker F 135 1.18/1.18 F 91.4 1.11/1.16 0.99
(NBT, NBR, (NBL, SBT,
SBL, EBT, SBR, WBT,
WBL) WBR)
158th/Jenkins F 155 1.36/1.36 E 79.5 1.08/1.09 0.99
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 87
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
(NBT, NBR, (SBR, EBL,
SBL, EBL, WBT, WBR)
WBT, WBR)
170th/Baseline F 150 1.48/1.48 F 500 2.71/2.72 0.99
(NBL, EBT, (NBL, EBT,
EBR, WBL) EBR, WBL)
170th/Merlo F 275 1.35/1.59 F 125 1.29/1.31 0.99
(NBT, NBR, (SBT, SBR,
SBT, SBR, EBT, EBR,
EBT, EBR, WBL)
WBT)
170th/Oak C 33.6 0.96 D 49.4 1.09/1.09 0.99
(SBT, WBL,
WBT)
170th/Hart/Bany D 37.2 1.00/1.00 C 34.2 0.98 0.99
(NBT, EBT,
EBR)
Bethany/US 26 F 180 1.49/1.49 F 160 1.50/1.50 0.85
westbound ramp (NBT, WBR) (NBT, WBR)
Bethany/US 26 F 220 1.47/1.47 F 210 1.57/1.57 0.85
eastbound ramp (NBT, NBR, (NBT, NBR,
SBL, EBL, SBL, EBL,
EBT) EBT)
Cornell/Barnes/Saltzma E 76.7 1.05/1.05 E 73.2 1.14/1.14 0.99
n (NBL, SBT, (NBT, SBL,
EBL, WBT) EBL, WBT)
Cornell/143rd F 155 1.34/1.34 E 77.8 1.18/1.24 0.99
(NBL, SBT, (SBL, WBR)
SBR, EBL,
WBT)
Cornell/US 26 E 71.3 1.07/1.07 D 36.4 0.97/0.97 0.85
westbound ramp (NBL, SBR, (NBL, SBR,
WBL) WBT)
Cornell/US 26 C 30.9 0.96/0.96 C 28.6 0.91/0.91 0.85
eastbound ramp (NBT, SBL, (NBT, SBL,
EBL, EBT, EBL, EBT,
EBR) EBR)
Cornell/158th F 165 1.38/1.38 C 31.9 0.85 0.99
(NBR, EBT,
EBR, WBL)
Cornell/Bethany E 61.0 1.05/1.06 F 135 1.45/1.44 0.99
(NBT, NBR, (NBT. NBR,
EBL, WBT) EBL, WBR)
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 88
Intersection 2035 RTP Financially 2035 Beaverton TSP High Jurisdictional
Constrained System Priority System Standard**
LOS Delay Volume / LOS Delay Volume /
(s) Capacity* (s) Capacity*
Cornell/173rd F 335 1.67/1.67 F 190 1.59/1.59 0.99
(NBL, SBT, (NBL, SBT,
SBR, EBT, EBT, WBL)
WBL)
Denney/Hwy 217 north B 16.7 0.69 B 18.6 0.70 0.85
ramp
Denney/Hwy 217 south B 16.8 0.59 B 15.8 0.55 0.85
ramp
Garden Home/88th *** B/F 285 B/F 410 0.99
th
Greenway/125 B 11.1 0.65 F 96.8 1.19/1.19 0.98
(NBL, SBT,
SBR, EBL,
WBT, WBR)
Hall/Center C 28.2 0.91 C 26.8 0.89 0.98
Hall/Denney C 20.4 0.79 B 17.7 0.77 0.98
Hall/Greenway D 35.2 0.93 C 22.4 0.81 0.98
Hall/Nimbus D 44.2 1.00/1.00 D 47.4 1.06/1.10 0.98
(NBT, NBR, (NBT, NBR,
EBT, EBR) EBT, EBR)
Hall/Cascade/Hwy 217 D 51.8 0.98/0.98 E 63.7 0.88/0.88 0.85
south ramp (NBR, SBT, (NBR, SBT,
SBR, EBL, SBR, EBL,
WBT) WBT)
Hart Rd/Sorrento F 58.3 1.03 F 76.9 1.11 45 Seconds
Ave***
Hart/155th C 27.7 0.90 B 19.4 0.74 0.98
Oleson/Vermont B 17.8 0.81 C 20.8 0.86 0.99
Oleson/Garden Home F 83.7 1.15/1.20 F 87.6 1.17/1.24 0.99
(SBT, SBR, (SBT, SBR,
EBT,) EBT)
Walker/Hwy 217 C 23.1 0.81 C 24.7 0.67 0.85
northbound ramp
Walker/Hwy 217 D 38.8 1.04/1.04 B 18.6 0.86/0.86 0.85
southbound ramp (SBR, EBR, (SBR,
WBL) EBR,WBL)
Walker/173rd E 65.8 1.06/1.06 F 110 1.19/1.19 0.99
(NBL, SBT, (NBL, SBT,
EBT, WBL) SBR, EBL,
WBT)
*Volume to capacity reported as (average intersection V/C/ worst movement V/C)
**Operational performance standards for each intersection based on jurisdictional ownership. See text for details.
***Unsignalized Intersection
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 89
City of Beaverton
0 750 1,500 3,000 4,500
BETHANY BLVD
Feet
FIGURE 21
NW 143RD AVE
NW
Transportation
COR
N EL
L RD
System Plan
NW
CO
R
26 NE
£
¤ LL
RD 2035 TSP Network
SW 158TH AVE Demand/Capacity Ratios
NW
RN
BA
ES
LVD
RD
AY B
SW SW
BAS WA
ELI LKE
UR R
NE R R RD
NW 185TH AVE
D
M
SW
S BLV D
SW B
AR NE S R D
ILL
US 26
R H
SW
SW MERLO RD DA
JE N
KI N CE
S RD SW
HWY 217
TU ALAT RD
IN NY ON
SW CA
VA LLE Y
HWY
RD
M IN GTON SW BEAVERTON HILLSDA
LE HWY
SW FAR
N
SW WESTERN AVE
WATS O
AVE
HA LL
Y RD
RR
FE
LOMBARD
LS
BLVD
H OL
SC
SW OAK ST SW ALLEN BLVD W
SW DAVIS RD
S
SW 170TH AVE
SW
SW
SW MURRAY
HA LL
SW DENNEY RD
RD
SW HART RD
BLVD
SW GARDEN HOME RD
RY
RD
217
FER
SW RIGERT RD
N
LLS
E SO
O
OL
SC H
SW
AY
SW
E EN W
SW BROCKMAN ST
GR
HA
SW
SW 175TH AVE
LL
BLV
D
SW 125TH AVE
SW WEIR RD
AF T
LEGEND
SW 121ST AVE
DR
9 Demand / Capacity (D/C) Ratio
200
ber
tem
SW 135TH AVE
< 0.9
Sep Y RD
E RR 0.9 - 1.0
L SF
OL 1.0 - 1.2
S CH
1.2 - 1.5
SW
Ã
N > 1.5
ATTACHMENTS
Table A-1: Matrix of previously identified Beaverton TSP study area projects and needs served
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 91
Table A-1: Matrix of Previously Identified Beaverton TSP Study Area Projects and Needs Served
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
4
The following items appear in Metro’s 2035 RTP
Realign Oleson Rd. 500 feet to east
2035 Oleson Rd: south of OR10 to
10545 and reconfigure Oleson intersections MV $ 30,890 X S5
RTP Scholls Ferry
with OR10 and Scholls Ferry Rd.
2035 Widen roadway to 4 lanes with left turn
170th Ave: Alexander St. to Merlo
RTP 10546 lanes at major intersections and bike Multi $ 28,095 X
Rd.
lanes and sidewalks.
2035 173rd/174th: Cornell Rd. to Construct three-lane under crossing of
10547 Multi $ 58,640 X
RTP Bronson Rd. Hwy. 26 with bike lanes and sidewalks.
2035 Realign 143rd with Science Park Dr. @
Cornell: Science Park Dr. to 143rd
RTP 10549 Cornell as a 4-way signalized MV $ 12,400 N O T A P P L I C.
Ave.
intersection.
2035 Cornell Rd: 113th Ave. to 107th Widen from two to three lanes with bike
10558 Multi $ 9,940 N O T A P P L I C.
RTP Ave. lanes and sidewalks.
2035 Cornell Rd: Murray Blvd. to Hwy. Widen Cornell from three to five lanes
10559 Multi $ 40,620 X
RTP 26 with bike lanes and sidewalks.
2035 Jenkins Rd: Murray Blvd. to 158th Widen roadway from three to five lanes
10561 Multi $ 15,530 S X
RTP Ave. with bike lanes and sidewalks.
2035 Taylors Ferry: Oleson Rd. to Construct new two lane extension with
10567 Multi $ 4,390 N O T A P P L I C.
RTP Washington Dr. bike lanes and sidewalks
2035 Widen from two to five lanes with bike
10570 Walker: 185th Ave. to Hwy. 217 Multi $ 89,610 X
RTP lanes and sidewalks.
2035 Barnes Rd: St. Vincent’s Hosp. Widen from two to five lanes with bike
10572 Multi $ 8,935 X
RTP entrance to Leahy Rd. lanes and sidewalks.
2035 Merlo/158th: 170th Ave. to Walker Widen roadway to five lanes with bike
10578 Multi $ 24,735 X S
RTP Rd. lanes and sidewalks
2035 Widen to five lanes with bike lanes and
10579 Barnes: Hwy. 217 to 119th (future) Multi $ 30,315 X
RTP sidewalks
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 92
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2035 Scholls Ferry Rd: Hwy. 217 to Widen to seven lanes with bike lanes
10596 Multi $ 19,750 X
RTP 121st Ave. and sidewalks.
2035 Hwy. 26/Bethany Interchange: Rebuild overpass to accommodate
10601 MV $ 8,720 N O T A P P L I C.
RTP Cornell Rd. to Bronson Rd. additional northbound thru-lane.
2035 Scholls Ferry: Hall Blvd. to Murray Install integrated ATMS and
10602 TSM $ 1,110 X
RTP Blvd. management equipment.
2035 Install integrated ATMS and
10604 185th Ave: Baseline to US 26 TSM $ 1,095 N O T A P P L I C.
RTP management equipment.
2035 Washington Square Regional Complete 7400 feet of sidewalk
10606 Ped $ 8,955 N O T A P P L I C.
RTP Center improvements.
2035 Complete 9100 feet of sidewalk
10607 Sunset TC Station Ped $ 6,005 N O T A P P L I C.
RTP improvements.
2035 Saltzman Rd: Cornell Rd. to Complete 950 feet of bike lanes in town
10610 Bike $ 825 X
RTP Barnes Rd. center.
2035 Cornell Rd: Saltzman Rd. to 119th Completes 1750 feet of bike lanes in
10613 Bike $ 1,035 X
RTP Ave. town center.
2035 Butner Rd: Cedar Hills Blvd. to Completes 7800 feet of bike lanes to
10614 Bike $ 3,525 X
RTP Park Way transit corridor.
2035 Extend 2-lane Rose Biggi Ave. to Hall
RTP Rose Biggi Ave: Crescent Street Blvd. (via Westgate Drive) to fill a gap;
10616 Multi $ 3,500 X
to Hall Blvd boulevard design; add sidewalks,
bikeway (PE funded STIP Key #14400).
2035 Construct turn lanes and intersection
RTP Farmington Rd: Murray Blvd. to improvements; signalize where
10617 Multi $ 8,700 S X S
Hocken Ave warranted; add bike lanes and
sidewalks in gaps.
2035 Extend 2 lane street from Hocken via
RTP Dawson and Westgate at Rose Biggi to
Dawson/Westgate: Rose Biggi
10618 fill a gap; realign Dawson/Westgate at Multi $ 8,900 X
Avenue to Hocken Ave.
Cedar Hills; add turn lanes at
intersections, sidewalks, bikeway.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 93
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2035 Crescent St. multimodal Extend 2 lane Crescent from Cedar Hills
RTP 10619 extension: Rose Biggi Ave. to to Rose Biggi Ave. to fill a gap; add Multi $ 3,500 X
Cedar Hills Blvd. sidewalks, bikeway.
2035 Extend 2 lane Millikan Way to 114th to
Millikan Way: Watson Ave. to
RTP 10620 fill a gap; add turn lanes at Multi $ 13,800 X S
114th Ave.
intersections, sidewalks, bikeway.
2035 New street connection: Broadway Construct new 2 lane street with
10621 Multi $ 4,500 X
RTP to 115th Ave. bikeway and sidewalks.
2035 Electric to Whitney: Electric to Connect existing streets and improve to
10622 Multi $ 7,200 X
RTP 144th Ave. standard with bikeways and sidewalks.
2035 Construct new multimodal street with
120th Ave: Center St. to Canyon
RTP 10624 bikeways and sidewalks; turn lanes and Multi $ 8,900 X
Rd.
signals as needed.
2035 Rose Biggi Ave: Tualatin Valley Construct 2 lane boulevard extension
10625 Multi $ 3,000 X S
RTP Hwy to Broadway with bikeways and sidewalks.
2035 114th Ave./115th Ave.: LRT to
Construct 2 lane street with bike and
RTP 10626 Beaverton Hillsdale Hwy/Griffith Multi $ 10,000 S X
pedestrian improvements.
Drive
2035 Extend existing street to Millikan with
10627 Tualaway: Electric to Millikan Multi $ 3,900 X
RTP bikeways and sidewalks.
2035 Center Street and 113th Ave: Hall Add sidewalks and bikelanes; add turn
10628 Multi $ 5,400 X S
RTP Blvd. to Cabot Street lanes where needed.
2035 Extend Hall Blvd. from Cedar Hills to
Hall Blvd: Hocken Ave. to Cedar
RTP 10630 Hocken to fill a gap; add turn lanes at Multi $ 5,500 X S
Hills Blvd.
intersections, sidewalks and bikeway.
2035 Connect streets, add bikeways,
141st/142nd/144th: 141st Ave. to
RTP 10631 sidewalks, turns lanes and signalize as Multi $ 6,400 S S X
144th Ave.
warranted.
2035 Widen street adding turn lanes and
Allen Blvd: OR 217 to Murray
RTP 10632 signals where needed, construct bike Multi $ 41,600 S X
Blvd.
lanes and sidewalks.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 94
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2035 Widen street to 4/5 lanes adding turn
Allen Blvd: OR 217 to Western
RTP 10633 lanes and signals where needed, Multi $ 6,300 X
Ave.
construct bike lanes and sidewalks.
2035 Cedar Hills Blvd: Farmington Rd. Add turn lanes, bike lanes and
10634 Multi $ 19,000 X
RTP to Walker Rd. sidewalks.
2035 125th Ave: Brockman St. to Hall Construct new multimodal street with
10635 Multi $ 13,900 X
RTP Blvd. bike lanes and sidewalks.
st
2035 Millikan Way: 141 Ave. to Add turn lanes as needed, bike lanes
10636 Multi $ 2,600 X
RTP Hocken Ave. and sidewalks, signalize as warranted.
2035 Davies Rd: Scholls Ferry Rd. to Extend 2 lane street with turn lanes,
10638 Multi $ 4,900 X
RTP Barrows Rd. bike lanes and sidewalks.
2035 Add turn lanes, bikelanes and sidewalks
10639 Weir Rd: 155th Ave. to 175th Ave. Multi $ 4,100 N O T A P P L I C.
RTP in gaps, turn lanes.
2035 Nimbus Ave: Hall Blvd. to Denney Extend 2 lane street with turn lanes,
10640 Multi $ 15,400 X
RTP Rd. bikelanes and sidewalks.
2035 Allen Blvd., Cedar Hills Blvd., Hall Adaptive Traffic Signal Systems. New
10642 TSM $ 10,000 S X
RTP Blvd., Farmington Road signals and signal upgrades.
2035 Hall Blvd: 217 SB ramp to 740’
10643 Construct sidewalks. Ped $ 400 N O T A P P L I C.
RTP w/o ramp
2035 110th Ave: Beaverton Hillsdale
10644 Construct sidewalks. Ped $ 1,400 S X
RTP Hwy to Canyon Rd
2035
10645 117th Ave: LRT to Center St. Construct sidewalks. Ped $ 400 X
RTP
2035 Hall Blvd. / Watson Ave. Add pedestrian improvements at
RTP 10646 pedestrian improvements: Cedar intersections and amenities (lighting, Ped $ 2,400 S X
Hills Blvd.. to Allen Blvd. plazas).
2035 Denney Rd: Nimbus Rd. to
10648 Construct sidewalks. Ped $ 2,200 N O T A P P L I C.
RTP Scholls Ferry Rd.
2035 Allen Blvd: Western Ave. to Arctic
10649 Construct sidewalks. Ped $ 200 N O T A P P L I C.
RTP Dr.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 95
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
th
2035 Western Ave: 5 Street to 800 ft
10650 Construct sidewalks. Ped $ 600 X
RTP s/o 5th Street
2035 Allen Blvd: King Blvd. to Western
10651 Construct sidewalks. Ped $ 3,100 N O T A P P L I C.
RTP Ave.
2035 141st Ave: Farmington Rd to Allen
10652 Construct sidewalks. Ped $ 300 X
RTP Blvd
2035 Sexton Mountain Drive: 155th Ave. Extend 2 lane street with bikelanes and
10653 Multi $ 2,500 N O T A P P L I C.
RTP to Sexton Mountain Drive sidewalks
2035 Nora Road: 175th Ave. to 155th
10654 Construct sidewalks and bike lanes. P+B $ 2,000 N O T A P P L I C.
RTP Ave.
2035 Jamieson Rd: Pinehurst/Cypress
10656 Construct sidewalks. Ped $ 400 X
RTP to Woodlands Dr.
2035 Laurelwood Ave., Birchwood
RTP 10659 Road, 87th Ave: Scholls Ferry Construct sidewalks. Ped $ 700 S X S
Road to Canyon Road
2035
10661 155th Ave: Beard Rd. to Weir Rd. Construct sidewalks. Ped $ 2,700 N O T A P P L I C.
RTP
2035 155th Ave: Davis Rd. to Beverly
10662 Construct sidewalks. Ped $ 1,800 N O T A P P L I C.
RTP Beach Ct
2035 Hall Blvd: Farmington Road to
10663 Construct bike lanes and turn lanes. Multi $ 5,200 S X
RTP Cedar Hills Blvd.
2035 Watson Ave: Hall Blvd. to Cedar
10664 Construct bike lanes. Bike $ 4,500 X
RTP Hills Blvd.
2035 6th Ave: Murray Blvd. to Erickson
10665 Construct bike lanes. Bike $ 3,600 X
RTP Ave.
2035 Greenway Dr: Hall Blvd. to 125th
10666 Construct bike lanes. Bike $ 3,700 N O T A P P L I C.
RTP Ave.
2035
10667 155th Ave: Davis Rd. to Weir Rd. Construct bike lanes in gaps. Bike $ 5,400 X
RTP
2035 10668 Farmington Rd: OR 217 to Hocken Construct bike lanes. Bike $ 12,600 S X
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 96
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
RTP Ave.
2035 Hall Blvd: 12th St. to s/o Allen
10669 Construct bike lanes and turn lanes. Multi $ 5,200 X
RTP Blvd.
2035 Denney Rd: Hall Blvd. to Scholls
10670 Construct bike lanes. Bike $ 6,100 N O T A P P L I C.
RTP Ferry Rd.
2035 Allen Blvd: 200’ e/o Western to
10671 Construct bike lanes. Bike $ 4,300 N O T A P P L I C.
RTP Scholls Ferry Rd.
2035 Western Ave: Beaverton Hillsdale
10672 Construct bike lanes. Bike $ 5,000 X
RTP Hwy to Allen Blvd.
2035 To design and construct a regional trail
Westside Trail (Regional): Hwy 26
RTP 10810 multi-use segment in a utility corridor, P+B $ 4,000 X
to THPRD Nature Park
10’-12’ wide paved.
2035 Beaverton Creek Trail (Regional): To design and construct a regional trail
RTP 10811 SW 194th Ave. to Fanno Creek multi-use segment in a utility corridor, P+B $ 7,000 X S S
Trail 10’-12’ wide paved.
2035 Westside Trail (Regional): To design and construct a regional trail
RTP 10813 Farmington Rd. to Scholls Ferry multi-use segment in a utility corridor, P+B $ 4,000 X
Rd. 10’-12’ wide paved.
2035
10835 185th: Cornell Rd to Walker Rd Widen to 7 lanes MV $ 4,895 N O T A P P L I C.
RTP
2035 Beaver Creek Trail, Bronson
10850 Construct Ped/Bike Trail P+B $ 1,000 X S
RTP Creek Trail
2035 Braid OR 217 ramps between
OR 217: Beaverton-Hillsdale Hwy.
RTP 10875 Beaverton-Hillsdale Highway and Allen MV $ 79,600 X
to Allen Blvd.
Boulevard in both directions.
2035 390 additional service hours upgrade
Frequent Bus: Line 76 –
RTP 10929 and related bus stop and ROW Tran $ 3,075 X
Beaverton / Tualatin: N/A to N/A
improvements.
2035 Reconfigure lot in response to lease
10984 Millikan Way Park & Ride Tran $ 2,000 N O T A P P L I C.
RTP expiration.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 97
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
nd
2035 92 Ave: Garden Home Blvd. to Completes 3800 feet of sidewalk
11089 Ped $ 3,920 N O T A P P L I C.
RTP Allen Blvd. improvements to transit corridor
2035 Murray Blvd: Hwy. 26 to Cornell Widen to 5 lanes with bike lanes and
11119 Multi $ 4,770 X
RTP Rd. sidewalks.
2035
11122 OR 217: US 26 to OR 8 Widen OR 217 and structures. MV $ 37,675 X
RTP
2035 Widen US 26 to 6 lanes from Cornell
11124 US 26W: Cornell Rd to 185th Ave. MV $ 21,310 X
RTP Rd. to 185th Ave.
The following items appear in Beaverton’s CIP6
CIP 170th Ave/173rd Ave: Baseline Rd Widen to 3 lanes with bike lanes and
Multi $8,100 S X
5037 to Walker Rd sidewalks.
CIP Cornell Rd: Evergreen Pkwy to Widen to 5 lanes with bike lanes and
Multi $10,000 S X
5051 Bethany Blvd sidewalks.
The following items appear in Beaverton TSP 2000 Update7 Table 4-18
2000 Murray: TV Hwy to Farmington Construct an 4 lane overpass (Murray
TSP over TV Highway and Farmington),
Multi $ 28,517 X
including sidewalks, bike lanes, and
interchange connections
2000 Improve existing roadway and construct
TSP new connections and intersection
alignments to provide connectivity from
103rd: Western to Walker Multi $ 5,500 X
Walker to Western. This project
includes sidewalks and bike lanes and
should be built as development occurs.
2000 Construct a 2 lane roadway, including
Fairfield: Cedar Hills to Hocken Multi $ 5,500 X
TSP sidewalks and bike lanes
2000
101 Bethany/US 26 WB add 2nd WB RT Lane, NB LT Lane MV N/A N O T A P P L I C.
TSP
2000
102 Bethany/Cornell overlap SB RT MV N/A S X
TSP
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 98
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
nd
2000 add WB RT lane, 2 NB LT lane, NB
103 Cornell/173rd MV $ 2,200 S X
TSP RT lane, SB RT lane
2000
11b 158th/Jenkins overlap NB RT MV $125 X S
TSP
2000
104 Cornell/US 26 WB add 2nd WB LT lane (structure work) MV $1,000 S X
TSP
2000 overlap NB RT, add 2nd NB LT lane
105 Murray/Cornell MV $1,000 X S
TSP (Cornell 5 lanes)
2000
106 Murray/US 26 WB add 2nd WB RT Lane MV $500 X S
TSP
2000 add 2nd WB LT lane, 2nd WB RT lane,
TSP 22b Murray/Allen overlap WB RT lane (signal MV $1,250 X
modification)
2000
107 Cedar Hills/Barnes add 2nd NB lane and SB LT lane MV $1,000 X S
TSP
2000 add 2nd NB lane and SB LT lane
108 Cornell/Saltzman MV $2,000 X
TSP (Cornell to 5 lanes)
2000
109 Canyon/Lombard add EB RT lane MV $500 X S
TSP
2000
65b Denney/OR 217 SB add EB RT lane (structure work) MV $1,100 N O T A P P L I C.
TSP
2000
112 Hall/OR 217 SB/Cascade add SB RT lane MV $250 N O T A P P L I C.
TSP
2000
43b Hall/Greenway add EB RT lane MV $500 N O T A P P L I C.
TSP
2000
42b Hall/Denney add 2nd WB LT lane MV $500 N O T A P P L I C.
TSP
2000
36b Farmington/Cedar Hills add 2nd EB LT lane, ROW MV $1,250 X S
TSP
2000 32b Cedar Hills/Jenkins Jenkins to 5 lanes, overlap WB RT MV $125 X S
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 99
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
TSP
2000 add WB RT lane, SB RT lane, add 20
113 Murray/Brockman MV $100 X
TSP seconds cycle to 120 seconds, ROW
2000
47b Scholls Ferry/125th overlap SB RT TSM $125 X
TSP
nd nd
2000 add 2 NB LT lane and a 2 WB LT
50b Scholls Ferry/OR 217 NB on ramp MV $1,000 X
TSP lane
The following items appear in Beaverton TSP 2000 Update8 Table 4-9
th
2000 155 Avenue: Davis Road to
Add sidewalk Ped $410 N O T A P P L I C.
TSP Nora-Beard Road
2000 US 26/Bethany Trail Crossing: US
Add sidewalk Ped $100 S X
TSP 26 to US 26
2000 Study US 26 Trail Crossings: 143rd
Add sidewalk Ped $80 S X
TSP Avenue to Canyon Road
2000 Study and Improve unsignalized
TSP trail crossing of roadways: City Add sidewalk Ped $10,000 X S
jurisdiction to
2000 Link Fanno Creek Path over OR
Add sidewalk Ped $100 X
TSP 217 at Denney: OR 217 to OR 217
2000 Study Fanno Creek Path: Rock
Add sidewalk Ped $80 X
TSP Creek to Fanno Creek Greenway
2000 TV Highway/Canyon Road (gaps
TSP on one-side): Murray Blvd to 170th Add sidewalk Ped $470 X S S
Avenue
2000 TV Highway/Canyon Road
TSP (Boulevard Design): OR 217 to Add sidewalk Ped $8,000 X S S
Murray Blvd
2000 Canyon Road/TV Highway
TSP (sidewalks and crossings): 91st Add sidewalk Ped $1,465 X S S
Avenue to OR 217
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 100
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
th
2000 Canyon Road: US 26 to 110
Add sidewalk Ped $6,750 X S
TSP Avenue
2000 Cedar Hills Boulevard: Butner
Add sidewalk Ped $125 X
TSP Road to US 26 WB off ramp
2000 Murray Boulevard (gaps on one
TSP side): Jenkins Road to Millikan Add sidewalk Ped $100 S X
Way
2000 Murray Boulevard (gaps):
Add sidewalk Ped $115 S S X
TSP Farmington to TV Highway
2000 Denney Road: Nimbus Avenue to
Add sidewalk Ped $240 N O T A P P L I C.
TSP Scholls Ferry Road
2000 Allen Boulevard (gaps): Western
Add sidewalk Ped $70 N O T A P P L I C.
TSP Avenue to Scholls Ferry Road
2000 Western Avenue: 5th Street to 800
Add sidewalk Ped $55 X
TSP feet south of 5th
2000 Division Street: 149th Avenue to
Add sidewalk Ped $365 X
TSP 170th Avenue
2000 Davies Road (east side): Scholls
Add sidewalk Ped $75 X S
TSP Ferry Road to Hiteon Drive
2000 Scholls Ferry Road (gaps):
TSP Barrows Road (west end) to Add sidewalk Ped $1,895 S X
Beaverton-Hillsdale Highway
2000 Scholls Ferry Road: BH Highway
Add sidewalk Ped $150 X
TSP to Raleighwood Way
2000 SW Park Way (gaps): Walker
Add sidewalk Ped $215 X S
TSP Road to OR 217
2000 Cornell Road (gaps): 158th Avenue
Add sidewalk Ped $100 X
TSP to US 26 WB off ramp
2000 Barnes Road: Tuefel Lane to
Add sidewalk Ped $120 N O T A P P L I C.
TSP Viewmont Drive
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 101
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
th
2000 Garden Home Road: 77 Avenue
Add sidewalk Ped $45 N O T A P P L I C.
TSP to 76th Avenue
2000 Multnomah Boulevard: Garden
Add sidewalk Ped $200 N O T A P P L I C.
TSP Home Road to Wash. County line
2000 92nd Avenue: Allen Boulevard to
Add sidewalk Ped $300 N O T A P P L I C.
TSP Garden Home Road
2000 Garden Home Road (gaps one-
Add sidewalk Ped $245 N O T A P P L I C.
TSP side): 92nd Avenue to 77th Avenue
2000 Hall Boulevard: Cascade Avenue
Add sidewalk Ped $25 N O T A P P L I C.
TSP to OR 217 SB ramp
2000 Hall Boulevard (gaps one-side):
TSP OR 217 SB ramp to Approximately Add sidewalk Ped $35 N O T A P P L I C.
470 ft. west of ramp
2000 Barnes Road (gaps one-side):
Add sidewalk Ped $105 X
TSP 117th Avenue to Stark Street
2000 Barnes Road: Stark Street to
TSP Approximately 100 ft. west of Add sidewalk Ped $15 X
Stark St.
2000 Cornell Road (gaps one side):
TSP Approximately 500 ft west of
Add sidewalk Ped $100 X
Science Park Dr. to Approximately
500 ft east of 153rd Ave.
2000 110th Avenue (gap-one side):
TSP Beaverton-Hillsdale Hwy to Add sidewalk Ped $35 S S X
Canyon Road
2000 160th Avenue: TV Highway to
Add sidewalk Ped $360 X S
TSP Davis Road
2000 Downtown Beaverton Connectivity
TSP collector roadways: Hocken Add sidewalk Ped $1,035 X S
Avenue/ to 110th Avenue/
2000 Add sidewalk Ped $1,150 X
Pedestrian Access to MAX: LRT
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 102
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
TSP Stations
2000 Nimbus Avenue: Denney Road to
Add sidewalk Ped $140 X
TSP Cirrus Drive
2000 Walker Road: OR 217 to Canyon
Add sidewalk Ped $210 X S
TSP Road
rd
2000 Walker Road (gaps): 173 Avenue
Add sidewalk Ped $440 X
TSP to Mayfield Avenue
2000 170th Avenue: Alexander Street to
Add sidewalk Ped $365 N O T A P P L I C.
TSP Baseline/Jenkins
2000 Hart Road (gaps): Hall Boulevard
Add sidewalk Ped $50 X
TSP to Murray Boulevard
2000 Oak Street/Davis Road/Allen
TSP (gaps): 160th Avenue to 170th Add sidewalk Ped $245 N O T A P P L I C.
Avenue
2000 Allen Boulevard (gaps): Alice Lane
Add sidewalk Ped $110 N O T A P P L I C.
TSP to Western Avenue
th th
2000 175 Avenue-Rigert Road : 170
Add sidewalk Ped $755 N O T A P P L I C.
TSP Avenue to Scholls Ferry Road
2000 SW Beaverton collector roadway:
TSP Scholls Ferry Road to 175th Add sidewalk Ped $345 N O T A P P L I C.
Avenue
2000 Cornell Road Boulevard
TSP Improvements: Barnes Road to Add sidewalk Ped $2,295 X
Trail Street
2000 SW Beaverton circulation
TSP roadway: High Hill Lane to Nora- Add sidewalk Ped $275 N O T A P P L I C.
Beard Road
2000 SW Butner Road (one side):
Add sidewalk Ped $295 X
TSP Murray Boulevard to Park Way
2000 SW Downing Road (gaps on south Add sidewalk Ped $40 X
side): Murray Boulevard to
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 103
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
TSP Meadow Drive
2000 Meadow Drive (one side):
Add sidewalk Ped $40 X
TSP Downing Road to Walker Road
2000 Jamieson Road: Pinehurst
TSP Drive/Cypress to Scholls Ferry Add sidewalk Ped $205 X
Road
2000 Cypress Street: Jamieson Road to
Add sidewalk Ped $80 X
TSP Elm Avenue
2000 Sexton Mountain Drive (gaps):
TSP Maverick Terrace to Nora-Beard Add sidewalk Ped $295 X
Road
2000 91st Avenue: Canyon Road to BH
Add sidewalk Ped $1,970 S X
TSP Highway
2000 96th Avenue (one side): Canyon
TSP Road to Beaverton-Hillsdale Add sidewalk Ped $90 S X
Highway
The following items appear in Beaverton TSP 2000 Update9 Table 4-11
2000 Millikan Way: Murray Boulevard to
Add bike lane Bike $520 X S
TSP TV Highway
2000 160th Avenue: TV Highway to
Add bike lane Bike $505 S S X
TSP Davis Road
2000 Canyon Road: 142nd Avenue to
Add bike lane Bike $1,310 X S
TSP 91st Avenue
2000 Hall Boulevard bike lanes:
TSP Beaverton-Hillsdale Hwy to Cedar Add bike lane Bike $80 N O T A P P L I C.
Hills Blvd
2000 Watson Avenue bike lanes:
TSP Beaverton-Hillsdale Hwy to Hall Add bike lane Bike $70 X
Boulevard
2000 Add bike lane Bike $240 S X
6th Street bike lanes: Murray
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 104
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
TSP Boulevard to Menlo Drive
2000 Murray Boulevard bike lanes:
TSP Farmington Road to approximately
Add bike lane Bike $50 X
200 ft south of TV Highway(west
side of Murray Boulevard):
2000 Denney Road bike lanes: Hall
Add bike lane Bike $685 N O T A P P L I C.
TSP Boulevard to Scholls Ferry Road
2000 Allen Boulevard bike lanes:
TSP approximately 200 ft east of
Add bike lane Bike $220 N O T A P P L I C.
Western Avenue to Scholls Ferry
Road
2000 Western Avenue bike lanes:
TSP Beaverton-Hillsdale Hwy to Allen Add bike lane Bike $335 X
Boulevard
2000 Beaverton-Hillsdale Hwy bike
Add bike lane Bike $520 X
TSP lanes: OR 217 to 91st Avenue
2000 Beaverton-Hillsdale Hwy bike
TSP lanes: 91st Avenue to Wash. Add bike lane Bike $1,025 X
County Bound.
2000 Scholls Ferry Road: 77th Avenue
Add bike lane Bike $250 X
TSP to BH Highway
2000 Oleson Road: BH Highway to Terri
Add bike lane Bike $455 X
TSP Court
2000 92nd Avenue: Allen Boulevard to
Add bike lane Bike $375 N O T A P P L I C.
TSP Garden Home Road
2000 Garden Home Road: 92nd Avenue
Add bike lane Bike $640 N O T A P P L I C.
TSP to Oleson Road
2000 Scholls Ferry Road: Hall
Add bike lane Bike $330 N O T A P P L I C.
TSP Boulevard to Cascade Avenue
2000 Scholls Ferry Road: BH Highway
Add bike lane Bike $430 X
TSP to Wash. County Bound.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 105
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2000 Barrows Road: Scholls Ferry Road
TSP (east) to Scholls Ferry Road Add bike lane Bike $1,180 X
(west)
2000 Scholls Ferry Road: Murray
Add bike lane Bike $895 X
TSP Boulevard to 175th Avenue
2000 Farmington Road Bikeway:
Add bike lane Bike $3,215 S X
TSP Hocken Avenue to OR 217
2000 Walker Road bike lanes: OR 217
Add bike lane Bike $325 X S
TSP to Canyon Road
2000 Walker Road bike lanes: Cedar
Add bike lane Bike $150 X
TSP Hills Boulevard to Lynnfield Lane
2000 Walker Road bike lanes: 178th
Add bike lane Bike $310 X
TSP Avenue to 185th Avenue
2000 Millikan Way bike lanes: Hocken
Add bike lane Bike $90 S S X
TSP Avenue to Cedar Hills Blvd
2000 170th Avenue bike lanes:
TSP Alexander Street to Add bike lane Bike $575 S X
Baseline/Jenkins
2000 173rd Avenue bike lanes: Walker
Add bike lane Bike $370 S X
TSP Road to Cornell Road
2000 Hart Road/Bany Road bike lanes:
Add bike lane Bike $70 N O T A P P L I C.
TSP 167th Avenue to 170th Avenue
2000 Allen Boulevard bike lanes: OR
Add bike lane Bike $295 X S S
TSP 217 to Murray Boulevard
2000 Allen Boulevard bike lanes: OR
TSP 217 to approximately 200 ft west Add bike lane Bike $110 X S
of Western Ave
2000 Nora-Beard Road bike lanes: 175th
Add bike lane Bike $500 N O T A P P L I C.
TSP Avenue to 155th Avenue
2000 Weir Road: 175th Avenue to 155th Add bike lane Bike $450 N O T A P P L I C.
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 106
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
TSP Avenue
2000 Canyon Road: US 26 to 110th
Add bike lane Bike $6,750 S X
TSP Avenue
2000 175th Avenue-Rigert Road bike
Add bike lane Bike $1,180 X
TSP lanes: 170th Avenue to ORE 210
th
2000 170 Avenue bike lanes: Rigert
Add bike lane Bike $805 S X
TSP Road to Alexander Street
2000 Hart Road bike lanes: Murray Blvd
Add bike lane Bike $500 S X
TSP to 167th Avenue
in Beaverton TSP 2000 Update10
The following items appear 4-14
Table
2000 Widen to 5 lanes. Includes sidewalk
6013 Multi $ 4,700 X
RTP Hall Blvd: Scholls Ferry to Locust and bike lanes
2000 OR 217 Overcrossing: Nimbus to Construct a 2-lane crossing including
6052 Multi $25,000 X
RTP Mall Area sidewalks and bike lanes
2000 Construct a 4-lane extension to Walnut
RTP 6121 Murray Blvd: Scholls Ferry to at Barrows including sidewalks and bike Multi $7,120 X
Barrows lanes
2000 Add capacity based on
RTP 3000 recommendations from the OR 217 Multi $70,000 X
OR 217 corridor study
2000 Add capacity based on recommendation
3025 Multi $33,200 X S
RTP TV Hwy: Cedar Hills to 10th Street from refinement planning
2000 Implement access management
3060 TSM $15,000 X S
RTP TV Hwy: 117th Avenue to Hillsboro strategies
2000
3061 Interconnect traffic signals TSM $1,500 X S
RTP TV Hwy: 209th Avenue to OR 217
2000
3063 Interconnect traffic signals TSM $50 X
RTP Murray Blvd: TV Hwy to Allen Blvd
2000 3069 Scholls Ferry: Hamilton to Garden Widen to 3 lanes including sidewalks Multi $8,000 X
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 107
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
RTP Home and bike lanes
2000 th
3086 158 : Walker to Jenkins Widen to 5 lanes including bike lanes Multi $450 X
RTP
in Beaverton TSP 2000 Update11
The following items appear 4-15
Table
2015 Widen Hocken to accommodate 2
TSP additional lanes between TV and
Hocken Rd: TV Hwy to
Farmington to allow turn lanes. Widen MV $6,100 X
Farmington Rd
TV from 141st to Hocken to allow 3
through lanes and additional turn lanes
2015 OR 217: Walker/Cabot/Canyon Braid ramps between Canyon and
MV $20,800 X
TSP Ramps Walker/Cabot split diamond
2015
OR 217: Denny/Allen Collector connection MV $8,600 X
TSP
2015 Construct a new 2-lane road connection
143rd/Meadow: Science Park to
TSP including a grade separation of US 26 Multi $16,000 X S
Walker
including sidewalks and bike lanes
2015 Jenkins Road: Murray Blvd to Widen to 5 lanes including sidewalks
Multi $3,800 X
TSP Cedar Hills Blvd and bike lanes
2015 Widen to 5-lanes including sidewalks
Scholls Ferry Rd: Teal to 175th Multi $4,000 X
TSP and bike lanes
2015 Improve to 2-3 lanes including
Beard/Nora: Murray to 170th Multi $6,600 X
TSP sidewalks and bike lanes
2015 Extend new 5-lane roadway north of
Hall Boulevard: Center St to
TSP Center to connect with Jenkins at Cedar Multi $11,000 X S S S
Jenkins
Hills including sidewalks and bike lanes
2015
Various Addition of 50 traffic signals per plan TSM $12,500 X
TSP
in Beaverton TSP 2000 Update12
The following items appear 4-16
Table
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 108
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2015 Widen Walker Road to 5 lanes; add
TSP 2 Walker/173rd EB/WB right turn lanes; NB/SB double MV $2,000 X
left turn lanes
2015 SB double left turn lanes; signal phasing
TSP 3 Baseline/170th modification of NB/SB to protected MV $1,250 X
phasing; add WB right turn lane
2015 Signal phase change to
TSP permitted/protected for NB/SB
approaches and to protected phasing
4 Merlo/170th MV $1,500 S X
for EB/WB approaches; add NB right
turn lane; add NB, SB, and EB left turn
lanes
2015 Widen TV Highway to 7 lanes (3
TSP th through lanes each way); widen 170th to
5 TV Highway/170 MV $1,000 X S
5 lanes; add SB right turn lane; WB
double left turn lanes
2015 Install traffic signal; add NB and SB left
8 Walker/167th MV $250 X
TSP turn lanes
2015
9 Cornell/158th Add EB right turn lane MV $500 S X
TSP
2015 NB/SB double left turn lanes; add EB
TSP right turn lane; NB right turn lane; WB
10 Walker/158th through lane (2 through lanes in each MV $2,250 X S
direction); signal phasing change to
EB/WB permitted/protected phasing
2015 Add NB right turn lane; add SB through
TSP lane and restripe SB approach; WB
11 Jenkins/158th MV $1,000 X S
double left turn lanes; WB through lane
(5 lanes on Jenkins)
2015 Widen TV to 7 lanes; add SB and NB
12 TV Highway/Millikan MV $1,625 X
TSP lane across intersection
2015 17 Walker/Murray Add double left turn lanes on all MV $4,000 X S
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 109
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
TSP approaches; add right turn lanes on all
approaches
2015 Add NB and SB right turn lanes; NB and
TSP 18 Murray/Jenkins SB double left turn lanes; widen Jenkins MV $2,000 X S
to 5 lanes
2015 Double left turn lanes on all approaches;
TSP add NB/SB through lane (3 through
19 TV Highway/Murray lanes each way) DCP; install median at MV $1,500 X S
TV/Railroad tracks/Farmington to
restrict driveways to right in, right out
2015 Double left turn lanes on all approaches;
20 Murray/Farmington MV $2,500 X S
TSP SB, EB, and WB right turn lanes
2015 Widen Allen to 5 lanes to Murray (drop
TSP 22 Murray/Allen additional WB through lane after MV $600 X
Murray); add SB right turn lane
2015 Install traffic signal; restripe SB
TSP 26 Scholls Ferry/Barrows (west) approach for separate left turn and right MV $250 X
turn lanes
2015 Install traffic signal; restripe WB
TSP 27 Scholls Ferry/Davies approach; add NB right turn lane; add MV $250 X
NB left turn lane
2015
28 Scholls Ferry/Barrows (east) Close Barrows at Scholls Ferry MV $150 X
TSP
2015 Add EB right turn lane; restripe SB
TSP 29 TV Highway/Hocken approach; widen Hocken to 2 SB MV $3,100 X S
through lanes
2015 Add WB right turn lanes; SB double left
TSP 30 Farmington/Hocken turn lanes (Hocken carries 2 SB lanes MV $3,000 S X
from TV Highway)
2015 Double left turn lanes on all approaches;
31 Cedar Hills/Walker MV $2,500 X S
TSP add EB right turn lane
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 110
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2015 SB and EB double left turn lanes; add
TSP SB right turn lane; widen Jenkins to 5
32 Cedar Hills/Jenkins lanes; WB right turn channel; signal MV $1,750 X S
modifications to EB/WB protected
phasing
2015
33 Cedar Hills/Hall Add NB right turn lane MV $500 N O T A P P L I C.
TSP
2015
34 Cedar Hills/Westgate Add NB left turn lane MV $1,300 N O T A P P L I C.
TSP
2015 Widen Canyon to 7 lanes on west leg;
TSP add NB left turn lane; add SB left turn
35 Canyon/Cedar Hills MV $5,000 X
lane; add SB right turn lane; add EB/WB
left turn lane
2015 SB double left turn lanes (construct SB
TSP 36 Farmington/Cedar Hills right turn lane and restripe SB lanes as MV $1,000 X
side-by-side left turn lanes)
2015 Realign intersection; signal modification
37 Hall/Westgate-Center MV $250 N O T A P P L I C.
TSP to EB/WB protected/permitted phasing
2015 Add EB and WB right turn lanes; NB
41 Hall/Allen MV $1,700 X
TSP and SB double left turn lanes
2015 NB/SB signal phasing change to
42 Hall/Denney TSM $150 X
TSP permitted/protected
2015 Signal phase change to
TSP 43 Hall/Greenway permitted/protected phasing for EB and TSM $125 X
WB approaches, overalap NB right turn
2015 Signal phase change to
TSP 44 Hall/Nimbus protected/permitted phasing for NB and TSM $125 X
SB approaches
2015 Add double left turn lanes on all
TSP 45 Scholls Ferry/Hall approaches; add right turn lane on all MV $3,000 X S
approaches
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 111
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2015 Widen Scholls Ferry Road to 7 lanes (3
TSP 47 Scholls Ferry/125th through lanes each way); add SB right MV $500 X
turn lane
2015 Widen Scholls Ferry to 7 lanes (3
TSP 48 Scholls Ferry/Nimbus through lanes in each direction); add NB MV $1,000 X
left turn lane; SB double left turn lanes
2015 Channel EB right turn onto ramp and
TSP 49 Scholls Ferry/OR 217 SB ramps modify signal to allow free movement of MV $500 X S
EB right turns
2015 Channel SB right turn onto ramp and
TSP modify signal to allow free movement of
50 Scholls Ferry/OR 217 NB on-ramp MV $500 X
SB right turns; add WB through lane
onto ramp
2015
51 Farmington/Lombard Add NB right turn lane MV $500 X
TSP
2015 Add SB left turn lane; signal
53 Canyon/Fred Meyer MV $125 X
TSP modification to NB/SB split phasing
2015 Signal phasing modification to NB/SB
54 BH Highway/Griffith TSM $150 X
TSP protected/permitted phasing
2015 Add EB right turn lane; add WB double
55 BH Highway/Western MV $1,500 X
TSP left turn lanes; add NB through lane
2015 Add EB left turn lane; EB/WB signal
TSP 56 Allen/Western phasing change to permitted/protected MV $125 X
phasing
2015 Widen Allen to 5 lanes; restripe WB
TSP approach; signal phase change for all
57 Allen/Scholls Ferry MV $125 X
approaches to permitted/protected
phasing
2015 Bridge deck widening; EB double right
TSP 58 Walker/OR 217 SB turn lanes (add right turn lane); WB MV $750 S X
through lane
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 112
Farmington Rd
Project (Action Plan)
Scholls Ferry
System Need
Commitment
City Funding
Murray Blvd
Safety Need
Jenkins Rd
TSP High Priority
Canyon Rd
Walker Rd
(see note)
BH Hwy/
TV Hwy/
OR 217
US 26
Srce.
Rd
Project Doc. Cost2
1
Source Ref # Location Improvement Description Type ($1,000s) Corridor Needs3 Other Needs
2015
59 Walker/OR 217 NB Add NB double left turn lanes MV $250 S X
TSP
2015 Add SB left turn lane and restripe SB
60 Canyon/OR 217 SB MV $500 X S
TSP lanes
2015
61 BH Highway/OR 217 SB Add SB left turn lane MV $500 X S
TSP
2015
62 BH Highway/OR 217 NB NB double left turn lanes MV $600 X S
TSP
2015 Add SB right turn lane (double right
TSP lanes); EB right turn lane (channel onto
63 Allen/OR 217 SB MV $2,000 X
ramp; signal modification to allow EB
right turn to go with SB left)
2015 Add WB right turn lane; signal
64 Allen/OR 217 NB MV $500 X
TSP modifications to NB/SB split phasing
2015 Install traffic signal and EB and WB left
67 Denney/Lombard MV $1,125 N O T A P P L I C.
TSP turn lanes
in Beaverton TSP 2000 Update13
The following items appear X-X
Table
City Create a couplet through the downtown
Canyon Rd/Farmington Rd MV X S
Council area
Table Notes:
Shaded projects are not identified as benefiting any focus corridors or system needs.
1
Mode/Type are as follows:
Bike – Bicycle
MV – motor vehicle
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 113
Multi – Multimodal
P+B – Pedestrian and Bicycle enhancements
Ped – Pedestrian
Tran – Transit
TSM – Transportation System Management
2
As reported in source document. Value may be rounded to nearest $5,000.
3
X = Primary need addressed
S = Secondary/Additional need addressed
4
Final draft 2035 Regional Transportation Plan, 2035 RTP Financially Constrained System List of Projects and Programs, April 24, 2008.
http://www.oregonmetro.gov/index.cfm/go/by.web/id=25037
5
Identified as SPIS high priority location
6
Cite RTP
7
Cite RTP
8
Cite RTP
9
Cite RTP
10
Cite RTP
11
Cite RTP
12
Cite RTP
13
Cite RTP
Beaverton 2035 Transportation System Plan Update September 2009
Task 4.1- Transportation System Solutions Report Page 114
