1985-16465-Ordinance No. 85-025 Recorded 8/14/1985ti
BEFORE THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTE
An Ordinance Amending Ordin- * ��+0
ance No. 80-216, Bend Area * Vot _.� 'J
General Plan, Adopting a
Transportation Circulation
Element, Adopting a Circula-
tion Plan Map, and Adopting a * =
Bike Path Map.
ORDINANCE NO. 85-025'`-' `*
THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY,
OREGON, ORDAINS as follows:
Section 1. That portion of Ordinance No. 80-216, Bend Area
General Plan, entitled "Circulation" is amended to read as set
forth in the Transportation Circulation Element, marked Exhibit
"A", attached hereto and by this reference incorporated herein.
Section 2. That certain map, entitled "Bike Routes, marked
Exhibit "B", attached hereto and by this reference incorporated
herein, and referred to as "Map B" is hereby adopted as the Bike
Route Map for the Bend Urban Area.
Section 3. That certain map, entitled "Circulation Plan
Map", marked Exhibit "C", attached hereto and by this reference
incorporated herein, is hereby adopted as the Circulation Plan
Map for the Bend Urban Area.
DATED this J(j day of jm.1,4 1985.
O RD OF COUNTY COMMISSIONERS
DESCHUTES COUNTY, OREGON
LAURENCE A. T TTLE, Chairman
ATTEST: LOIS B STOW P E, Commissioner
1�1-6---k.j
Rec- ordiig Secretary DICK MAUDLIN, Co issioner
1 - ORDINANCE NO. 85-025
EXHIBIT "A"
TRANSPORTATION CIRCULATION ELEMENT
BEND AREA GENERAL PLAN
INTRODUCTION
' VOL 65 WT 380
The circulation element that follows sets forth goals, policies,
and strategies for improvement to the street system in the city
and urban area. The basic goals for the street system are as
follows:
- To provide a safe, convenient means of movement for people and
goods within the urban area.
- To reduce congestion and prevent further congestion.
- To recognize and respect the natural features over which
streets pass to minimize adverse impacts on these features.
- To provide for pedestrian, bicycle, and public transportation
needs within the street"system.
- To implement needed improvements in order to foster economic
development and to promote safety and reduce congestion.
The streets included within the plan have been classified by
function as follows:
Principal Arterial - carries the major portion of trips
entering and leavl'ng the urban area (such as highways).
Arterial - a restricted access street of substantial continu-ity
w i�ilc-F primarily a traffic artery for inter -communication
among large areas, and so designated by the City of Bend.
Urban Minor Arterial - interconnects with and augments the
principa arteria system and provides service to
intra-urban/intra-community areas.
Collector - a restricted access street supplementary to the
arterial street system used or intended to be used principally
for the movement of traffic between arterials and local
streets.
Local Street - provides access to property abutting the public
rig -o -way, including vehicular and pedestrian access.
Moving traffic is a secondary function of a local street, and
it should not carry through traffic.
BEWD TRANSPORTATION ELEMENT Page -1-
BACKGROUND
VOL
65 PAcE 381
The existing street system is largely the outgrowth of the
platting that first occurred from 1905 to 1920 and the farm to
market roads that led to other communities in Central Oregon. The
principal arterials within the urban area are Highway 97 Ord
Street) and Highway 20. Both of these routes carry high traffic
volumes through the central part of the community. U.S. 97 is the
main north -south highway through the state east of the Cascades,
and U.S. 20 is a main east -west route through the state. Highway
97 carries the most traffic within the urban area and experiences
congestion from Brosterhous Road on the south to the Highway 20/97
interchange on the north.
North -south traffic volumes on 97 have increased steadily since
1980. Volumes on this street were congested during summer peak
hoiirs until the opening of Division Street from Brosterhous Road
on the south to O.B. Riley Road on the north. Division Street
provides an alternative to 3rd Street through the center of the
city. The capacity on 3rd Street is limited by the signals at
major arterial intersections.
Traffic volumes on other streets in the community have changed
over the years as improvements to the arterial system have been
made. Opening of Wilson Avenue from 15th Street to Division
Street has lowered the volumes on Franklin Avenue. The
development of Colorado Avenue has relieved
Franklin/Riverside/14th volumes and created some alternatives for
Mt. Bachelor traffic. Traffic volumes on a number of other
arterials --8th Street, Penn Avenue, Colorado Avenue, Franklin
Avenue --will continue to increase, and new traffic measures, such
as signals, will be needed.
The future growth of the community will increase traffic on all
the existing major streets. A number of studies conducted by
Oregon Department of Transportation (ODOT), the City, and the
County have modeled target population and economic activity on
existing major street network and the proposed network. These
studies have identified the following weaknesses in the system:
- A lack of continuity of existing major streets.
- A lack of capacity crossing the river and railroad.
- A lack of capacity in the north -south Highway 97 corridor.
- A lack of capacity at major intersections of Greenwood,
Franklin, and Revere with Highway 97.
BEND TRANSPORTATION ELEMENT Page -2-
of
the
L
VOL 65 PAGE
The 1990 ODOT traffic forecast indicates that there will be
inadequate capacity across the Burlington Northern Tracks, the
Deschutes River at principal intersections, and north -south along
Highway 97 for summer peak traffic. These problems are
il'iustrated in the ODOT study depicting the level of service for
the street network in 1990.
At the current rate of capital expenditures by the City, County,
and State Highway Division, it is unlikely that all the routes
shown on the Comprehensive Plan will be constructed by 1990.
Many of the arterials and collectors shown on the plan anticipate
future development which will create the need for these streets,
and the development will build the needed street. Many of these
arterials and collectors are based on spacing of one mile for
arterials and one-half mile for collectors. Precise alignment for
these streets must be defined as development occurs. In some
areas, additional collectors beyond those shown will need to be
developed as the community grows and their locations will be
established as part of the subdivision and project review process.
THE CIRCULATION PLAN
The circulation plan designates a system of major streets that are
necessary to move people and goods safely and conveniently within
the urban area. The system is depicted on the circulation plan
map as principal arterials, urban minor arterials, and collector
local streets. In many instances, the alignments depict a
corridor of need, and precise alignments will be determined after
further study and engineering analysis or during the development
of vacant properties.
Most rights-of-way for major streets in developed areas will be
minimums because of tremendous costs of acquiring abutting land.
However, in many cases, slight increases in rights-of-way can be
obtained without damage to adjacent uses. It is extremely
important that adequate rights-of-way be secured before
development occurs along streets in developing areas. These
streets shall be secured as part of the subdivision and
development process or acquired through local government agencies.
Outside of the central area, most recommendations for urban minor
arterial and collector streets were made to obtain continuity in
future alignments and a spacing of streets which would serve
anticipated growth. The circulation plan is depicted on the
attached map and is hereby incorporated into the Bend Area General
Plan.
BEND TRANSPORTATION ELEMENT Page -3-
t _.
VOL 65 Fr,LF
The map designates the major street network, and proposals are
shown that will improve both north -south and east -west circulation
in the community. Beginning with the principal arterials, the
plan shows these routes on Highway 97 and Highway 20 as they pass
through the community. As these are the major traffic carriers in
the community, efforts such as access control, channelization, and
signals will be necessary to maintain or improve their capacity.
Highway 20 needs to be widened from 12th Street east to the Urban
Growth Boundary. Highway 97 needs to be widened from south of
Hamilton Road to south of China Hat Road, and a left turn needs to
be installed. It is likely that a signal will be needed at Empire
Boulevard when Division Street is extended across Highway 97 and
north to Empire Boulevard. A tie back to Highway 97 and Highway
20 will be needed to facilitate use of Division Street.
URBAN MINOR ARTERIALS
Division Street is designated as an urban minor arterial and is
currently open from Broster-hous Road to O.B. Riley Road. It is
proposed to separately grade its extension across Highway 97 and
carry it north to intersect Empire Boulevard at Nels Anderson
Road. Then a connection is proposed back to Highway 97. This
route is proposed as a limited access route providing an alternate
to Highway 97 through the area known as the North Corridor. A
series of arterials are shown on the west side of Highway 97/20
extended north to Empire Boulevard across Highway 20 and north to
Cooley Road. The purpose is to provide access to the industrial
and commercial properties in the area. As the area west of
Highway 20 develops, additional major streets will be needed and
could take the form shown in Figure 1.
Cooley Road would provide east -west circulation from O.B. Riley
Road east to Deschutes Market Road. It will become a major access
route to the industrial reserve area acquired by Deschutes County
from the Bureau of Land Management (BLM). The existing road ends
at the edge of the BLM property and will need to be extended as
development occurs in the future.
Empire Boulevard will also provide east -west circulation from O.B.
Riley Road to Deschutes Market Road. This road extends to a point
west of the railroad. It needs to be extended across the
Burlington Northern Railroad tracks to Boyd Acres Road, providing
a better link between the Northside Industrial Area and principal
arterial system. The route would extend east on Yeoman Road to
Deschutes Market Road.
BEND TRANSPORTATION ELEMENT Page -4-
r _.
FIGURE "1" VOL 65 FacF 384
VOL 65 FACE 385
Addison Avenue is the third east -west connection across the
northern half of the community. It would connect to Mt.
Washington Drive, which provides a connection to Awbrey Butte and
extends east to Studio Road. This route is needed to provide
access into the Northside Industrial Area and the residential
community to the east of 8th Street. Modification of the
Riverhouse II plans will need to be made as shown on the North
Corridor plans.
All of these improvements collectively would relieve the pressure
on Greenwood Avenue and Franklin Avenue as east -west routes. The
Portland/Olney/Penn/Neff connection would provide an alternate
east -west route across the entire community and will provide
excellent access to St. Charles Medical Center. This route passes
by Pilot Butte Junior High and Juniper Elementary Schools, where
there are already problems with traffic and children going to
school. There is a need now for safer school crossing, and the
problem will be further aggrevated by future increases in traffic
volumes. Consideration should be given to pedestrian
overcrossings on Neff Road -to reduce the hazar"d`of children going
to and from school.
The grade of Greenwood Avenue is being lowered under the railroad
overcrossing to permit adequate clearance for all vehicles on this
major street, and Division Street is being bridged over Greenwood
Avenue. The intersection of Greenwood Avenue, Newport, and Wall
Streets has been improved, providing better east -west movements.
Franklin Avenue needs to be improved from the railroad underpass
to 3rd Street and, as traffic increases at the 8th/9th/Franklin
intersection, widening and signals will be needed. It is proposed
to extend Franklin Avenue to the east and south to connect to Bear
Creek road through the cemetery.
Colorado Avenue extends from Division Street west to 14th Street
connecting to Century Drive. Traffic volumes on this route have
increased substantially, and a signal on Division Street will be
needed, or some means developed to split the traffic and turning
movements. This is an area that needs additional study to
determine alternatives.
Both Newport Avenue and Galveston Street cross the Deschutes River
and, as growth occurs on the west side, these crossings will
become capacity constructions. Widening of these routes will be
needed as development on the west side occurs.
Wilson Avenue has been opened from 15th Street to Division Street.
It needs to be widened from Division Street east to Genna Stadium.
As growth occurs to the southwest of Division Street, Wilson
Avenue will extend to the Brookswood arterial.
BEND TRANSPORTATION ELEMENT Page -5-
VOL 65 PAGE 386
Reed Market Road extends from 27th Street west to Division Street
now, and is planned to extend west across the river and tie into
the westside arterial. This would create the third complete
east -west route across the urban area. River crossings south of
this location do not appear to be practical due to existing land
use patterns and the depth and width of the river canyon.
Knott Road is the southernmost east -west arterial. It provides a
connection between 27th Street and Highway 97 south of Burlington
Northern Railroad at Baker Road. Part of this route south of
China Hat Road extends beyond the Urban Growth Boundary and has
not been constructed. The east end needs to be realigned to
remove a bad curve and intersection with 27th Street and Rickard
Road. The plan is to provide a free flow of traffic on 27th
Street and Knott Road, with Rickard Road to tie into them. Other
east -west arterials are depicted on the plan map.
North -south arterials include Brookswood Avenue, which is shown to
extend from Wilson Avenue south to Baker Road parallel to Highway
97. It passes through an undeveloped section which is partially
identified as open space. The alignment througK-this area is
intended to be flexible to accommodate the protection of the open
space while providing for the street.
15th Street connects from Knott Road north to Bear Creek Road and
is planned to extend north to Highway 20. The extension to
Highway 20 shall not occur until both Bear Creek Road and 15th
Street from Wilson Avenue north have been widened and sidewalks
built to provide safe access to Bear Creek School. The 15th
Street/Reed Market Road intersection needs to be improved, and
15th Street south of Reed Market Road will need to be widened in
the future.
27th Street is the only street on the east side of the urban area
that has continuity for a majority of the urban area. It extends
from Knott to Butler Market Road and, with a short jog, you can
continue north on Deschutes Market Road to Deschutes Junction.
During the past reviews of the circulation plan, several
alternatives have been studied for improving the continuity of the
route north of Butler Market Road. Between Burlington Northern
Railroad and Deschutes Market Road, there is a need for another
north -south arterial to connect to Cooley Road at the industrial
reserve area. One alternative under study is to extend 27th
Street to the northwest to Cooley Road. The impact this might
have on land use is a concern.
8th and 9th Streets need to be tied together to improve the
continuity of these routes south of Franklin Avenue by realigning
9th to eliminate curves in the area of Bend High School.
BEND TRANSPORTATION ELEMENT Page -6-
VOL 65 PAGE 387
Division Street is the major north -south route paralleling Highway
97. It has proven to be a significant relief for 3rd Street
traffic. It is planned to be extended north across Highway 97 to
Empire Boulevard and eventually back to Highway 97 and Highway 20
at the interchange.
Several other north -south routes include 4th Street, Boyd Acres
Road, Wall Street, and the westside arterial. These routes are
depicted on the plan.
COLLECTOR STREETS
The extension of Murphy Road/Hamilton Road east to 15th Street
will do much to improve east -west circulation in the south part of
the urban area. This route has been revised to avoid using local
streets in several new subdivisions.
Parrell Road is designated as a collector from Brosterhous Road
south to China Hat Road. The current'intersecti-bn of China
Hat Road/Highway 97/Ponderosa and Parrell Road will be revamped to
improve safety, with Parrell Road intersecting China Hat Road, and
with China Hat Road and Ponderosa aligned across Highway 97.
Brosterhous Road is to be extended north to Reed Market Road and
Brosterhous is to be realigned through the Trap Club to eliminate
the two right angle turns, feeding directly into Highway 97 and
Division Street. This will improve safety and north -south access.
LOCAL STREETS
Local streets become a strong element in the character and quality
of the residential areas they serve. They should recognize the
character of the natural landscape through which they pass, and
modification of the design standards should be possible when
necessary to preserve this character. In addition, variations to
a standard residential street should be considered as a means of
relieving visual monotony in residential areas. However, any
design modification must accomplish the same results as would a
standard street. Changes in design standards should not be
permitted simply as a means of reducing right-of-way or paving
requirements.
BICYCLE ROUTES
Map "B" designates the bike paths within the urban area.
BEND TRANSPORTATION ELEMENT Page -7-
VOL 65 PACE 388
Appendix "B" gives the priority for improvements. Appendix "C"
-gives routes needing pedestrian improvements. The General Plan
map also depicts trail systems and the land use element also
outlines policies on bike and pedestrian system.
OTHER ELEMENTS
Plate 9 illustrates a means of reducing the visual width of paving
by placing landscaped areas in parts of the parking lanes. In
this case, sidewalks are at the curb and landscaping extends into
the street and leaves two full traffic lanes. Intersections
become green spaces and yet have ample space for turning
movements. It also illustrates a local street design which
provides parking bays and landscaping within the street
right-of-way. This design requires a 54 or 58 foot right-of-way
and provides two 12 -foot moving lanes and 15 parking spaces in 3
bays along the street. Parallel on -street parking along the curb
of a standard section of this length would yield about 20 spaces.
If an occasional house were sited far enough back from the street
to accommodate more cars in a double driveway,'the difference in
available spaces would not be significant. This kind of street
may have special application to parts of the east side of the
planning area where rock outcrops and sharp changes in terrain
elevations may lead to special consideration for street standards.
These two examples of variation in street design can add variety
and interest to single-family developments and make the street
more compatible with living areas.
Hillside areas also require special consideration in street
design. Arterial or collector streets with controlled access can
reduce the number of lanes and parking areas required, and thereby
reduce the width of the street which must be constructed on the
hillside. Divided roads with different elevations for each
direction of traffic can also reduce the scarring of the hillside.
Small one-way loop streets providing service to limited numbers of
houses will also minimize cuts and fills on hillsides.
The circulation element of this plan provides for movement within
and through the urban area and is extremely important. The
safety, character, and quality of the streets and highways has
been a tremendous influence on our daily lives. Emphasis on the
engineering aspects of streets and highways historically has been
so strong that no additional comment is needed in this report.
However, other aspects have not been so carefully considered. For
example, landscaped median srips in 3rd Street and Greenwood
Avenue could considerably improve the appearance of both these
facilities and of the City of Bend. Plate 10 illustrates a median
y_, BEND TRANSPORTATION ELEMENT Page -8-
STREET MODIFICATION
PARALLEL PARKING
I
PARKING BAYS
;j
VOL 65 FADE 389
01
PLATE 9
si
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VOL 65 rArr Int
strip in Greenwood Avenue east of 3rd Street. It should be noted
that the proposed landscape islands have little or no impact on
access to adjacent property. However, they would be visually
landscaped. This same technique could be used on 3rd Street
wherever the continuous left turn land exists.
The ease or confusion of driving affects our attitude and frame of
mind, and the areas through which we pass can be pleasant or ugly.
For example, the entrance to downtown Bend along Division and Wall
Street into the central business district provides a completely
different "sense of place" than does a drive down 3rd Street. The
entrances to the community from both the north and the south bear
no resemblance to what people think of as "Bend. The variety of
business signs, billboards, street signs, traffic signals, and
brightly colored, unrelated buildings rising from the desert
create the entrances to the community. It is hard to imagine that
this is the same community where several lovely parks grace the
banks of the Deschutes River. The appearance of 3rd Street
through the heart of the community is similar, but newer.
Approximately 25,000 cars pass through this splendid view each
day.
The daily experience of moving about the community on major
arteries does influence attitudes and values, and streets should
be more than just a place to drive cars. They should compliment
the environment through which they pass and should be attractive
as well as safe. This will require good street design as well as
control of access wherever possible, and development should be
designed to minimize unnecessary intersections and other turning
movements. The installation of landscape medians and traffic
islands on new and existing arterials can serve both safety and
beauty, and can be done in a variety of ways that will not unduly
affect the function of the street.
Awbrey Butte represents a major physical feature. Due to the
uniqueness of this hill, a master plan for the development of the
Butte has been approved. The major streets are depicted on the
plan. The standards for the development of these streets are
contained in the Awbrey Butte Master Plan Book, and are based on
the policies listed below.
The statement which follow set forth policies for the circulation
system in the community:
CIRCULATION - STATEMENTS OF INTENT OF THE PLAN
1. Concerted community efforts shall be made to improve east -west
circulation patterns in the central part of the community.
2. Rights-of-way for arterial and collector streets shall be
obtained as part of the development process.
BEND TRANSPORTATION ELEMENT Page -9-
VOL 65 PACE 392
3.. Efforts shall be made to acquire parts of rights-of-way
necessary for the correction of intersections, excessively
sharp curves, or to complete the continuity of alignment prior
to development so that the cost of acquisition to the public
will be minimized.
4. Access control shall be part of the design standards for
collectors and arterials.
5. Building setback lines shall be established along existing
major arterial streets to protect necessary future
rights-of-way from encroachment by buildings.
6. In residential areas, development shall have side yards or
rear yards along arterial streets as a means of reducing
congestion through turning movements in and out of driveways.
7. Streets and highway right-of-ways shall be adequate to allow
for sidewalks, bikeways, and reasonable and effective planter
strips.
8. Urban minor arterial streets should have landscaped median
strips wherever possible, together with left -turn refuge
lanes.
9. Public transportaton routes should be encouraged throughout
the area and, if necessary, special provisions made in street
design to accommodate bus stops.
10. Local street patterns and residential areas should be varied
and interesting wherever possible. Street widths should be
studied to determine if alternatives can be developed that
meet the public need for a safe, convenient, and
cost-effective transportation system.
11. Special development standards should be developed for hillside
areas to avoid unnecessary scarring of hillsides.
12. Special consideration shall be given to all residential
streets where appropriate to save outcrops or trees as a means
of retaining natural character of the area.
13. Loop streets shall be encouraged as a means of discouraging
through traffic and increasing residential privacy.
14. Cul-de-sacs which end in a turnaround other than a circle
should be considered as a reasonable design solution,
particularly in hillside areas.
BEND TRANSPORTATION ELEMENT Page -10-
15.
VOL 65 PAGE 393
Bikeway and pedestrian circulation plans are shown in the
General Plan.
16. Trails, bikeways, and pedestrian ways shall be developed into
a coordinated, integrated system for local movements
throughout the planning area.
17.. Pedestrian and bicycle traffic should be separated from
vehicular traffic wherever possible.
18. Trails and bikeways should be designed in a manner which will
make walking or cycling safe and interesting.
19. Any necessary revisions to community codes and ordinances
should be made to permit bicycles on sidewalks, particularly
along arterial and collector streets outside of the central
business district.
20. The circulation system of trails, bikeways.,__and pedestrian
ways shall interconnect all schools and parks within the
planning area.
21. Alterations to the community's design standards for curbs
should be made to permit bicycles to negotiate curbs at
intersections.
22. Inter -urban transportation facilities should be located in or
near the central business district.
23. Special consideration is needed to evaluate public
transportation needs and possibilities within the urban area.
The city and county will need to continually evaluate public
transportation feasibility.
24. The new Division Street extension shall be designed with
limited access to ensure its future traffic carrying capacity.
25. Prior to or concurrent with rezoning of the area designated
for standard and medium density residential between O.B. Riley
Road, Hardy Road, and Anderson Road (Norwood Road), a system
of through roads like Illustration A or equivalent to it,
shall be planned and, as development takes place, the roads or
portions thereof shall be improved to handle the traffic from
the area.
26. When the extension of Division Street north from Highway 97 is
completed, the area currently zoned IG may be rezoned to
Commercial and Light Industrial. Development in this area
shall dedicate the necessary right-of-way for the extension of
the street. Division Street shall be a designated landscaped
street with an appropriate landscaped yard required in the
Zoning Ordinance.
BEND TRANSPORTATION ELEMENT Page -11-
Appendix "B"
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Appendix "C"
VOL 65- '115
Bend Urban Area Bike Committee
Proposed Priorities
September, 1984
HAZARDS
1. Division Street at the railroad crossing just south of
Colorado. Sharp skew of railroad track needs to be
corrected.
2. Highway 20 from NE 12th Street to west end of Forbes
Road. The curve needs to have a shoulder constructed and
paint striped for a bike lane (approximately 200 yards).
3. Highway 97 from Cleveland Street south toward the movie
theater (east side of highway). Presently there is no way to
get from the north side of town to the movie theaters at this
point. A few short sections (about 1.00 ft.,.) of___.sidewalk
would work in this area.
4. Greenwood Street at railroad underpass. This underpass
is difficult to get through because of recent settlement of
the pavement from construction.
PRI6RITIES
High
1. College Way - paint stripe uphill side from Newport to 25
mph zone near College.
2. Greenwood - Division to Forbes
3. Butler Market - Mt. Vernon to NE 27th (paint stripe
needed on the north side)
4. Franklin - Division to NE 4th
5. Wilson - Division to Edgewater
6. Highway 97 - Cleveland to Wilson
7. Newport - NW 12th to Wall Street
S. 9th - Franklin to Glenwood Drive
9. Revere - Highway 97 to Division
10. 15th - Tempest to Wilson
11. Boyd Acre Road - Studio Market to Murray
VOL 65- 396
Medium
1. Revere/Deschutes Place/Hilt/Wall - Division to Newport
2. Neff Road - NE 8th to Pilot Butte Jr. High (very
difficult and expensive).
3. Bear Creek - NE 27th to NE 15th
4. 15th - Reed Market to Forest Road
5. Parrell Road - Brosterhouse to Badger.
N. Division Street north of Mountain View Mall
Low
1. NE and SE 27th
2. Butler NE 27th to Hamby
3. Aubrey Butte - to be built with subdivision
4. NE 4th - Revere to Franklin
5. Reed Market - 97th to NE 27th
6. `McKinley - Division west to Blakely
7. Blakely - McKinley to Badger
8. Badger - Blakely to Brosterhouse
9. Brosterhouse - Parrell to Sipchen
10. Murphy - Parrell to Sunnyside Blvd.
11. Sunnyside Blvd. - 97th to Knott Road
12. Knott Road - Sunnyside Blvd. to Arnold Road
13. Arno] Market - NE 27th south to McGilvray Road
14. E 15th - Forest Road to Knott
15. 9th - Wilson to Reed Market
16. Powers - Blakely to Division
17. Empire (to be constructed)
18. Boyd Acre Road - Murray to Empire
Commisioners' Journal
This record is not scanned or microfilmed.
See hard copy original in the Archive.
Record Description:
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MAP.
Related Document Microfilm Information:
379 -t-
vol. v5,, .3R(p
Ca
86-/4415