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Tigard presents 70 Second Avenue predesign: curb‑separated bike lanes, protected crossings and TriMet FX coordination
Summary
City staff presented 10%–30% predesign plans for 70 Second Ave., proposing curb‑separated cycle tracks, on‑street parking, protected intersections, new mid‑block crossings and coordination with TriMet on future frequent‑express (FX) bus stops; staff said construction depends on external funding applications.
Tigard — City staff briefed the council on the 70 Second Avenue predesign project, laying out proposed curb‑separated bicycle facilities, protected intersections, new crossings and planned coordination with TriMet for future frequent‑express (FX) transit service.
Principal transportation planner Tiffany Gerke and principal engineer Courtney Fuhrman presented the corridor plan, which covers 70 Second Avenue from Highway 99 West (Pacific Highway) to OR‑217. The design calls for a consistent cross section for most of the corridor featuring a curb‑separated two‑way cycle track, a landscaped buffer, on‑street parking on both sides and one travel lane in each direction. Fuhrman said minor cross‑section changes are proposed near the creek crossing at the north end to accommodate the waterway.
Public outreach — including stakeholder interviews, targeted outreach at corridor locations and a neighborhood meeting — informed the design. Gerke noted a recurring community request for a physically separated bike facility: "They wanted to see a separated bike facility ... physically separated, bike facility, not just buffered bike lanes," she said.
Key design elements include: protected intersection treatments at several signalized junctions; new rectangular rapid flashing beacon (RRFB) crossings at two mid‑block locations (between Baylor and Clinton and near Red Rock Creek); curb extensions and high‑visibility crosswalks to shorten crossings for pedestrians; and transit stop landings designed to accommodate TriMet’s proposed FX service.
Staff explained coordination with TriMet. The agency has proposed rerouting the existing Route 76 to use Dartmouth and 70 Second Avenue and is studying whether segments could support FX service. Fuhrman said FX stops require in‑lane landings, level boarding and more space than typical bus stops; the predesign accommodates those requirements to keep the corridor eligible for high‑capacity transit.
The project team is preparing cost estimates and applied for federal BUILD funding and a Metro RFA; staff said results of some grant rounds may be known soon. The full corridor has 10% design complete and the project team is advancing a 30% design for the northern segment with an eye to sequencing construction as funding becomes available. Fuhrman and Gerke also noted opportunities for future development to help build pieces of the corridor design.
No formal council action was required at the briefing. Councilors asked several technical questions about parking counts, how crossings will slow traffic and design orientation for combined pedestrian and bicycle facilities; staff said they would provide parking totals and further design clarifications in follow‑up materials.
