In creating these connections, we envision enhanced access to the Triangle for students as a means of contributing to the identity and economy of the Triangle as a place for students to relax before, between, or after classes. They can stroll or cycle along the trailway. They could shop for groceries, clothing, and/or other goods. They may choose to settle into a cozy cafe for a coffee or tea while studying. We envision a trail that not only draws student commerce into the Triangle, but serves to reinforce the Triangle as a vibrant, collegiate community.
Tigard, but would also provide access to the Triangle from users neighboring cities who already utilize the FCT. A regional network would also allow users of the West Side Trailway (WST) and the Kruse Way Trail (KWT) increased ease of access to the Triangle area. This would likewise benefit Tigard’s local commerce and economy.
We envision a Tigard Triangle with an active, vibrant population cycling and walking on safe, tree-lined streets to access a variety of shops, services, and public spaces. Tigard’s suite of planning documents identify walkability as a core municipal goal; the Tigard Triangle Strategic Plan, in particular, converges around a vision of Tigard as “the most walkable community in the Pacific Northwest.” As the Triangle continues to improve its walkability, the Red Rock Creek trail could function as an integral component within a network of complete streets. Complete streets provide safe, comfortable access for pedestrians, cyclists, transit users, and motorists regardless of age, identity, and ability (Smart Growth America) .The trail we envision is
accessible to cyclists and pedestrians of all identities, and links to existing and incoming bicycle and pedestrian thoroughfares.
The creek intersects with existing bike lanes on 68th Parkway and Dartmouth Street. Bike lanes on 72nd Avenue do not run the full length of the street, but could connect with the creek if extended north from Southwest Baylor.
Providing bike lanes on all through-roads in the Triangle would optimize route options, and enhance cyclist access to the Red Rock Creek trail. As Tigard expands active transit infrastructure, the city should prioritize bicycle thoroughfares that can connect existing bike lanes, and ensure that street network redesign accommodates complete streets. Critical connections for initial development include closing gaps on 72nd Avenue, ensuring safe connectivity to bike lanes parallel to Highway 99, and completing connections down 68th Parkway to bike lanes along Kruse Way.
The only public transit that currently intersects with the Triangle is TriMet’s number 12 bus line, which has thirteen stops along Highway 99. While 68th Parkway and Dartmouth Street have sufficient sidewalks that could connect a trail to bus stations, sidewalks on 72nd Avenue have substantial gaps, presenting potential hazards to pedestrians.
Part of facilitating a more walkable Triangle may include street network redesign. We envision a vital Triangle in which every street is comfortable and accessible for pedestrians and cyclists. Although expanding bicycle and pedestrian infrastructure onto existing streets would go a long way toward realizing this vision, repatterning the street network to connect blocks would facilitate more route options, reduce congestion, and encourage active transit use (Transportation and Growth Management). The Tigard Triangle Lean Code suggests connecting Atlanta, Baylor, and Clinton Streets through to 72nd Avenue, connecting Elmhurst Street through to 66th Avenue, and connecting 70th Avenue through to Hampton Street. Metro’s proposed complete street projects target disadvantaged neighborhoods and minority communities. Metro solicits constituent input by facilitating connections between citizen and stakeholder organizations and public transportation authorities to ensure that plans and proposals adequately suit the needs of all involved parties. Ongoing expansion of complete street infrastructure in Portland’s Brentwood-Darlington neighborhood seeks to connect gaps in the bike lane network and improve pedestrian safety with sidewalk infill (Metro, “Active Transportation & Complete Streets Projects”).
The Neighborhood Streets Project established a guidebook for neighborhood street design, which urges the construction of narrow streets as a means of discouraging unsafe automobile speed, and enhancing pedestrian and cyclist safety and comfort. As Tigard continues to redevelop the Triangle, considering the impact of street width on transportation patterns may enable more focused, strategic street design (Neighborhood Street Design Guidelines). Other elements of street redesign that would improve the Triangle’s pedestrian access include re-orienting business frontages toward the street, locating parking behind or beneath buildings, encouraging greater density and mix of land use, and expanding publicly accessible spaces. The application of these strategies in the Triangle can ensure that a multi-use trail along Red Rock Creek is optimally usable, and serves the greatest possible proportion of Tigard’s commuters and recreational users. Other considerations in creating a more active, transit friendly area surrounding Red Rock Creek include reduction of crossing distances, timing and phasing lights to accommodate crossing.