04-12-2010 Item 10A: Design Acceptance PackageCity of Woodburn March 2010 DESIGN ACCEPTANCE PLANS PACKAGE In Association With: Kittelson & Associates, Inc. GRI Geotechnical & Environmental Consultants OBEC Consulting Engineers ESA
-Adolfson Associates, Inc. 5th Street Improvements
09-1094.207 Page i Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\TOC.doc CITY OF WOODBURN 5th Street Improvements Design Acceptance Plans Package TABLE
OF CONTENTS PAGE Section 1 – Design Narrative Introduction/Background 1 Project Purpose 2 Project Design Team & Schedule 2 Existing Conditions 2 Design Criteria 3 Public Involvement
Process 3 Open Houses 3 Citizen Advisory Committee (CAC) 4 Surveying 6 Traffic Studies 6 Environmental Studies 7 Natural Resources 7 Phase I Environmental Site Assessment 7 Noise & Air
Quality Review 8 Geotechnical Investigations & Pavement Design 9 Utility Impact Assessment 9 Underground Utilities 10 Aerial Utilities 10 Permitting 11 Preliminary Design 11 Alternatives
Analysis 11 CAC Recommendations 12 City Recommendations 12 Typical Sections 13 Signal/Striping/Signing 13 Storm Drainage 13 Right-of-Way 14 Proposed Construction Staging 14 Specifications
15 Cost Estimate 15 Final Design 15 Conclusions 15 Section 2 – Design Acceptance Plans (30% Submittal) Section 3 – Preliminary ODOT/APWA Special Provisions (30% Submittal) Section 4
– Preliminary Cost Estimate (30% Submittal)
09-1094.207 Page ii Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\TOC.doc Appendices Appendix A – Project Area Overview Figure Appendix B – Standard
Access Street Cross-Section Appendix C – CAC Meeting Materials Appendix D – Pavement Design Report Appendix E – Natural Resources Assessment Appendix F – Phase 1 Environmental Site Assessment
(ESA) Appendix G – Signal Warrant Analysis and Supporting Figures
SECTION 1
09-1094.207 Page 1 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc TECHNICAL MEMORANDUM DATE: March 31, 2010
PROJECT: 5th Street Improvements TO: Mr. Dan Brown, P.E. City of Woodburn Public Works Director 190 Garfield Street Woodburn, Oregon 97071 FROM: Gabriel E. Crop, P.E. Kevin M. Thelin,
P.E. Murray, Smith & Associates, Inc. RE: Design Acceptance Plans Package Introduction/Background The contemplated 5th Street Improvements project is located in the City of Woodburn,
Oregon between Hwy 214 and Harrison Street (See Appendix A and Preliminary Plans, Section 2 for location mapping). This project is identified in the City’s most recent 2005 Transportation
System Plan (TSP) update as one of several projects that make up the preferred alternative to address the City’s long-term transportation goals. The specific goals of the project as
identified in the TSP are to: Upgrade 5th Street to access street standards (including connection to Hwy 214). Signalize the intersection of Meridian Drive/5th Street/Oregon 214. The
purpose of this package is to document the preliminary design and public involvement processes to date. It is anticipated that the City Council for Woodburn will use this Design Acceptance
Plans (DAP) package, along with separate City staff recommendations, public testimony and other available information to decide whether the project should proceed through final design
and ultimately on to construction.
09-1094.207 Page 2 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc Project Purpose The City’s objective is to
implement the recommendations in the 2005 TSP referenced above to improve Woodburn’s overall transportation system. This project is seen by the City as a way to provide greater connectivity
(more alternative routes) and reduce traffic congestion at key locations such as on nearby Hwy 214 and Settlemier Avenue. The City staff view 5th Street as a crucial north-south access
street that will better connect the north and south sides of Woodburn such that local traffic is not forced to travel east-west on the currently congested Hwy 214. Fifth Street is currently
the City’s highest priority for local street improvements due to the relatively low estimated cost and the need for construction in preparation for the improvements to OR 214. If the
City elects to make improvements to 5th Street including the signal at Hwy 214, this improvement must be clearly defined and incorporated into the Environmental Assessment and design
of the OR 214 widening project which is currently under way. Signalizing the intersection of Meridian Drive/5th Street/Oregon 214 is similarly intended to reduce traffic congestion,
and very importantly to increase pedestrian safety by providing an additional protected pedestrian crossing of Hwy 214. Additional objectives of the project that come with upgrading
5th Street to access street standards are providing sidewalks, additional parking, street lighting, landscaping, drainage improvements and other potential improvements. Project Design
Team & Schedule In order to determine the viability of the 5th Street Improvements project, the City hired Murray, Smith & Associates, Inc. (MSA) and its subconsultant team in November
2009 to assist the City in developing preliminary (30% complete) project designs through the DAP phase. As such, the Project Design Team (PDT) for this work is comprised of City Public
Works staff and the MSA consultant team. Preliminary design and public involvement work was completed from November 2009 through March 2010. It is expected that the City Council will
vote on whether the project will proceed in April 2010. If the project proceeds, it is expected that final design would progress through the end of 2010 and construction could begin
in the spring of 2011 when the weather improves to allow excavation work to begin, although a definitive schedule has not been detemined. Existing Conditions 5th Street is currently
a local residential street throughout the project area and has a barricade serving to dead-end the street approximately 400 feet south of the intersection of 5th Street
09-1094.207 Page 3 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc and Hwy 214. This dead-end currently restricts
traffic from traveling north or south at the barricade. 5th Street between Hwy 214 and the barricade is currently 40 feet wide (two travel lanes and parallel parking on both sides) with
six foot wide sidewalks. This portion of 5th Street was constructed in the mid 1990’s as part of the Nuevo Amanecer development. Traffic from Hwy 214 can access Nuevo Amanecer and the
Seventh Day Adventist Church. The paved width of 5th Street between the barricade and Harrison Street varies in width from approximately 17 feet to 23 feet and generally narrows from
south to north as one approaches the dead-end. No sidewalks or paved parking currently exist. 5th Street in this area serves the local neighborhood bounded by Settlemier Avenue, Harrison
Street and 5th Street as there is no eastward connection from 5th Street in this area. Design Criteria The City of Woodburn has many design standards including specifications, standard
details, standard street cross-sections and other referenced standards used to design this project. Specifically for 5th Street, the PDT has used the standard access street cross-section
(See Appendix B) available in the City’s 2005 TSP as a guide and starting point in developing preliminary designs for 5th Street. As discussed in more detail below, the PDT has made
modifications to the standard access street cross-section for 5th Street based on several factors including compatibility with existing conditions, Citizen Advisory Committee (CAC) input
and to stay within existing public right-of-way. Public Involvement Process Open Houses Immediately upon beginning preliminary design work, the City initiated a public outreach effort
to engage the 5th Street neighborhood and other interested stakeholders. Three open houses were conducted on the following dates and at the following locations: 1. November 18, 2009,
Woodburn Seventh-Day Adventist Church, 1100 6th Street 2. November 19, 2009, St. Luke Catholic Church, 417 Harrison Street 3. November 23, 2009, Nuevo Amanecer, 1274 5th Street The goals
of the open houses were to promote community awareness of the 5th Street Improvements project and to invite attendees to join the CAC. Key concerns voiced by the public at these open
houses included increased traffic (and the related negative impacts to noise, air quality, congestion & safety), speed, crime, parking, property impacts, displacement and cost. A summary
of the Open Houses is included in the CAC Meeting Materials in Appendix C.
09-1094.207 Page 4 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc Citizen Advisory Committee Given the level
of public interest and the direct effect of this project on the Woodburn community, the City chose to continue engaging the community throughout the preliminary design process by forming
a Citizen Advisory Committee (CAC). The City’s goal for this committee was to provide a forum for interested citizens, most appreciably the concerned and opposed citizens to the project,
to receive accurate project information and to express their concerns to City staff and ultimately the City Council through project documentation. Participation and documentation of
CAC member discussions in this committee was seen as essential by the City to help validate the design process and to ultimately provide the City Council with the information they needed
to make an informed decision. The charge of the committee as provided to the CAC at the first CAC Meeting was as follows: “Provide feedback and input to project designers and City staff
to help formulate staff’s recommendation to the City Council regarding the feasibility of this project and an acceptable design solution, should the project move forward to final design
and construction.” All citizens who filled out an application to be on the CAC were accepted and the CAC was initially composed of 20 members. CAC members had various affiliations (see
CAC Membership list in Appendix C), with a clear majority being concerned St. Luke’s parishioners, educators and parents of students from St. Luke’s School and residents along 5th Street.
The CAC participated in four meetings and one on-site walkthrough on the following dates and at the following locations: 1. January 6, 2010, City Hall 2. January 23, 2010, 5th Street
(Site Walkthrough) 3. January 28, 2009, City Hall 4. February 18, Woodburn Police Department 5. March 11, 2010, Woodburn Police Department MSA’s public involvement subconsultant, JLA
Public Involvement, facilitated the CAC meetings. As described in more detail in the Alternatives Analysis discussion below, the PDT presented several build alternatives for the 5th
Street Improvements project to meet the goals of the project. Very generally, one alternative provided two-way traffic on 5th Street and another alternative provided for a one-way couplet
with traffic flowing in opposite directions on 5th and 3rd Streets. There were several variations of these two alternatives (see below). A no-build alternative was also presented as
an option. The PDT provided several design tools and pieces of project specific information to the CAC during the public involvement process. Generally, materials were posted on the
City’s website one week in advance of the meetings so that members had an opportunity to review
09-1094.207 Page 5 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc the information prior to the meetings. Each
member of the CAC received a three-ring binder, complete with dividers for keeping project information and materials. At the beginning of each meeting, the PDT provided guidance as to
where the new materials for the meeting should be placed. At CAC Meeting #1 (January 6th), conceptual figures depicting the various alternatives were provided along with an alternatives
comparison table that generally described the differences between the alternatives. At this first meeting, the CAC commented that a site walkthrough of 5th Street would be helpful for
the CAC to visualize the potential improvements. In response to this request, the City set up a site walkthrough (January 23rd) which several of the CAC members and the general public
attended. At CAC Meeting #2, (January 28th), the PDT presented several materials including a Traffic Flow Overview figure that listed approximate existing average daily traffic volumes
for several streets around 5th Street and trends as to whether traffic was expected to increase or decrease for those listed streets assuming 5th Street were to be connected to Hwy 214.
Based on CAC feedback from the first meeting, the PDT also presented figures showing different concepts for the Yew Street extension between 3rd Street and 5th Street as well as a “pros
& cons” table to help explain the different options. As documented in a memo by the City to the CAC, if the Yew Street extension were to be included as part of the project, the design
would extend eastward from the existing Yew Street and would require the acquisition of one single family residence on 3rd Street and the 6-plex apartments on 5th Street. A list of Key
Design Factors specific to the 5th Street project was also presented to the CAC at this meeting. The CAC was asked to perform a “dot exercise” to provide the PDT insight as to which
design factors factors were the most important to them in consideration of the 5th Street Improvements project. The results of this dot exercise were then used to develop a weighting
scale by which a decision matrix tool could be created for use in CAC Meeting #3. At CAC Meeting #3 (February 18th), the PDT presented the results of the CAC dot exercise. The factor
with the greatest number of dots was traffic congestion, followed by vehicle access, private property impacts, parking, pedestrian safety, noise, crime, property value, vehicle speed,
Yew Street connection, air quality, street lighting, temporary construction impacts, pedestrian facilities, preservation of existing features within public right-of-way, bicycle access
and stormwater management. Landscaping, project cost, transit access and utility impacts did not receive any dots. The CAC was then asked to score Alternatives 1, 2 and the no-build
alternative with a 1, 2 or 3 based on how well they thought that alternative addressed the particular design factor. The The CAC was also given several figures of Alternative 2 showing
the Yew Street connection with one-way and two-way options as well as an updated traffic flow overview figure that included estimated ranges of future traffic volumes based on engineering
judgment. Prior to CAC Meeting #4 (March 11th), the PDT asked the CAC to complete an online survey about what the CAC would like to discuss and what information should be presented before
making their final recommendations at the end of the meeting. The PDT used this
09-1094.207 Page 6 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc information to develop the agenda for the
final meeting which focused heavily on open discussion among the CAC. At this meeting, the PDT provided the scoring results using the CAC weighting factors as well as the PDT weighting
factors and scoring for comparison purposes. The PDT also provided an updated traffic flow overview figure that included results from the traffic model (see Traffic Studies discussion
below). At the end of the meeting, each CAC member provided their specific recommendations for the project which were also documented on a CAC Questionnaire. All final meeting materials,
including specific CAC member comments documented in the Meeting Summaries, Comment-Response Log and CAC Questionnaire Responses, are provided in Appendix C. Appendix C is essentially
the complete three-ring binder that each CAC member received with the addition of the summary for the last meeting, the CAC questionnaire responses and specific e-mail comments received
from individual CAC members after the last meeting. CAC recommendations and primary concerns are described below in the Alternatives Analysis Section. Surveying MSA’s surveyor, OBEC,
performed surveying services for the project. Survey work included right-of-way research to confirm property lines within the project area and extensive ground surveying work to collect
topographical and planimetric data for design. MSA has used the survey information to develop preliminary plans as provided in Section 2. Traffic Studies Traffic analysis was conducted
for this project for several purposes. First and as requested by the CAC, existing and future traffic volumes were approximated for 5th Street and the surrounding street network to see
what the anticipated effect would be on the transportation network as a whole. Approximate existing Average Daily Traffic (ADT) volumes for 5th Street and other surrounding roads were
developed based on existing traffic count information from several sources including ODOT counts on Hwy 214 and a City database of counts for the City’s roadway network. The existing
ADT for 5th Street south of the barricade is 500 vehicles. North of the barricade, the existing ADT is 1,000. Forecasting future volumes assuming 5th Street is connected to Hwy 214 required
the use of a traffic model. Due to the confluence of multiple state highways within the City of Woodburn, ODOT currently owns, maintains and operates a regional traffic model that includes
the 5th Street area. The model is a complex computer program composed of several Transportation Area Zones (TAZs) within the City that account for such factors as density, zoning requirements
(commercial, residential, industrial), assumed growth rates, etc. At the PDT’s request, ODOT ran the traffic model for opening year traffic assuming 5th Street is connected to Hwy 214.
The PDT obtained the raw data from the model and performed post-processing, which included adjusting the traffic volumes based on actual traffic counts in the area. The future volumes
are predicted to be reach up to 2,200 ADT on the portion of 5th Street south of the barricade and up to 2,700 ADT north of the barricade. These volumes are similar to those
09-1094.207 Page 7 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc currently on Astor and Park. These post-processed
volume projections, along with the estimated existing traffic volumes are shown in the Traffic Flow Overview figure dated March 11, 2010 in Appendix C. Second, a signal warrant analysis
was also developed to document the justification for a signal at Meridian Drive/5th Street/Oregon 214. Based on projected traffic volumes developed through ODOT model and post-processing
described above, a signal meets warrants for this intersection. It should be noted that meeting warrants is necessary to justify a signal, but a signal is not required to be installed
by meeting warrants. Additional documentation of “need” is also required. In this case, that includes connectivity, lack of other north-south signalized intersections in the area and
long-term City transportation network goals. The Signal Warrant Analysis memo and supporting figures showing design vehicle turning movements at each corner is provided in Appendix G.
The PDT met with the Oregon Department of Transportation (ODOT) to discuss the need for a signal at this location and the ODOT required documents and signal application request form
(SARF) for ODOT’s review and approval. If a signal is approved, the PDT will continue to work with ODOT during final design to confirm intersection corner radii and other detailed aspects
of signal design. Environmental Studies Natural Resources MSA’s environmental subconsultant, ESA Adolfson, performed a natural resource assessment for the project area. No wetlands are
present within the project area and since no federal funds will be used for this project, no federal permits will be required. Specific findings and conclusions are documented in Appendix
E. Phase I Environmental Site Assessment MSA’s subconsultant, GRI, conducted a Phase I Environmental Site Assessment (ESA) to evaluate potential sources of hazardous substances that
could could impact the project during the construction phase. For the purposes of this project, GRI evaluated the existing public rightof-way along 5th Street and the potentially affected
properties if Yew Street were extended in the future between 3rd Street and 5th Street. This ESA disclosed the presence of utility poles made from creosote treated timbers that support
electrical transformers that may contain PCBs. Care will need to be taken when handling these during construction. No other potential sources of contamination were found and no additional
work is recommended. Complete findings and recommendations regarding potential hazardous materials are documented in Appendix F and will be used during final design should the project
continue through construction.
09-1094.207 Page 8 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc Noise & Air Quality Review Specific concerns
were voiced by the public at the Open Houses and by certain members of the CAC regarding potential noise and air quality impacts to the property owners along 5th Street if the project
is completed. To address these issues and determine whether potential mitigation would be required, the PDT conducted a “worst case” noise impact assessment using the Federal Highway
Administration (FHWA) Traffic Noise Model (TNM) for the 5th Street Improvements project. Assumptions were as follows: Typical Section 3.3 (Figure 1.3 as provided in Appendix C) will
yield the worst case results from a traffic noise standpoint, due to the 12’ travel lanes, the 8’ parking strips and 6’ sidewalks on each side of the roadway. Concrete/pavement is considered
an “acoustically hard” surface that decreases the propagation rate when sound travels over it. The traffic data that would yield the worst case conditions was the ADT volume of 2,700
vehicles (see Traffic Flow Overview Figure, Appendix C). A worst case directional, or “D” Factor for traffic in a single direction of 60% was used. A bus percentage of 5%, medium trucks
of 2%, motorcycles of 2% and passenger cars of 91% were used. Using the assumptions above, the worst case traffic noise level, at a distance of approximately 30 feet from the roadway
centerline, is just under 60.0 dBA (decibels on the “A” weighted scale). ODOT indicates that a traffic noise impact will occur (and abatement consideration is necessary) to a residence,
school, park, or church at 65.0 dBA. The predicted traffic noise levels are low due to the relatively low volume of traffic, the absence of heavy trucks, and the low speed. Based on
this information, traffic noise impacts are not expected at any location along the corridor, given the data provided and the assumptions made. Regarding potential air quality degradation
from increased traffic volumes, modeling results using EPA’s SCREEN3 indicated that exposure levels to pollutants would be well below the accepted thresholds established under the National
Ambient Air Quality Standards and would not be a significant impact. Under worst-case conditions, the highest likely 8-hr concentrations of the carbon monoxide (CO) would be less than
0.3 mg/m3. The 8-hr threshold is 10 mg/m3. The very conservative assumptions are that all daily traffic use the road during a single 8-hour period and that meteorological conditions
would result in minimal dispersion of pollutants. Note that CO is the largest single pollutant from gasoline vehicles and therefore serves as the modeled element. The noise and air quality
preliminary findings documented above were generally discussed and accepted by the CAC during the CAC meetings. After further discussion, the CAC appears to be primarily concerned about
visual distraction of the students looking out the windows with additional cars driving by the school. There are no standardized methods for
09-1094.207 Page 9 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc this scenario to assess visual impacts or
determine if mitigation is warranted. Potential mitigation measures could include screening with landscaping, window shades, or other devices. Such mitigation measures and potential
funding through this project would be discretional and based on judgment. Geotechnical Investigations & Pavement Design Geotechnical investigations were conducted and a pavement design
created for the 5th Street Improvements project for use in final design efforts. The geotechnical investigations included a series of borings taken along 5th Street. Complete analysis
of the soil characteristics and existing pavement section was completed for use in designing the new pavement section. All investigations and pavement design recommendations are provided
in the report (See Appendix D). The pavement design for 5th Street is summarized below: Pavement North of Barricade (Overlay) Course Thickness Product Asphalt Overlay 2.5” Level 2, ½”
Dense Graded Hot Mix Asphalt Concrete (HMAC) N/A N/A Taper grind and match existing gutter at curb Pavement at Barricade and to the South (Reconstruct) Course Thickness Product Asphalt
Wearing Course 2.0” Level 2, ½” Dense Graded HMAC Asphalt Base Course 3.0” Level 2, ¾” Dense Graded HMAC Aggregate Base 12.0” Aggregate Base Information obtained through the borings
will also be used during final design to design the signal pole foundations at the intersection of Meridian Drive/5th Street/Oregon 214 if needed. Utility Impact Assessment MSA completed
a preliminary review of the existing utilities within the project area and potential conflicts with the proposed work. The following is a list of known utility agencies that may have
facilities in the project area: Wave Broadband Gervais Telephone Company Northwest Natural Gas Portland General Electric Willamette Broadband (recently purchased by Wave Broadband) Qwest
Local Network
09-1094.207 Page 10 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc City of Woodburn (water, sewer, drainage)
Existing underground utilities along 5th Street generally include gas (NWN), storm sewer (City), sanitary sewer (City), potable water (City) and localized power and communication service
drops. Several utilities are also located aerially on wood poles on the northwest side of 5th Street and include power (PGE) and other communications services (Wave Broadband, Gervais
Telephone, Willamette Broadband and Quest). It is expected that all non-City owned utilities currently occupy the City’s right-of-way on 5th Street by permit and can be relocated at
the utilities’ expense if proposed roadway improvements require that they be moved. Underground Utilities Since the profile of 5th Street is proposed to remain the same, excavation work
is anticipated to be limited to that necessary to rebuild the roadway section, generally two feet below existing ground. In addition to the roadway excavation, new storm sewer facilities
will need to be installed and may present potential crossing conflicts with other utilities. The existing sanitary sewer on 5th Street appears to be sufficiently deep to avoid significant
conflicts. Certain shallow laterals may need to be relocated if necessary. The existing waterline condition, size and depth is currently unknown and needs to be further researched to
confirm if any potential permanent or temporary conflicts exist with the proposed work. A minimum amount of cover over the waterline needs to be provided during construction to avoid
impacts. Gas lines along 5th Street may be in conflict with the proposed work. Although the size is not yet known, a preliminary observation from the mapping indicates that the existing
lines are likely small lines about 2” in diameter and can be relatively easily relocated if necessary. It should also be noted that certain areas of additional cut or fill to expand
the roadway or for other reasons may create localized conflicts that will be evaluated further during final design. Based upon discussions with the City, it
is understood that with the exception of the storm sewer, existing City utilities (sanitary sewer and potable water) are in sufficiently adequate condition and no additional work will
be needed beyond any minor relocations. Aerial Utilities Since the proposed 5th Street Improvements project includes new sidewalks on the northwest side of the street and utility poles
are shown to conflict with the new sidewalk location, it is expected that these poles and associated aerial utilities will need to be relocated further back near the edge of right-of-way.
The need to move these aerial utilities presents an opportunity to place them underground as part of the roadway excavation and construction work if the City desires to do so. Potential
09-1094.207 Page 11 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc undergrounding of utilities to enhance the
corridor can be evaluated further as an option during final design. In cases such as this project, the City would typically be responsible for furnishing and installing the vaults, conduit
and junction boxes and then would develop cost sharing agreements with each individual utility to move their facilities into the new underground system based on remaining service life
value of the existing facilities. Permitting Permits for this project are anticipated to include a DEQ 1200C permit and ODOT permit to occupy the state right-of-way. The DEQ 1200C permit
can be acquired by the construction contractor and MSA anticipates working closely with ODOT during design regarding all required items for ODOT to grant the permit occupy their right-of-way.
Most coordination efforts during final design will focus on the traffic signal and curb radius work on Hwy 214. As discussed above, no other environmental permits are anticipated for
this project. Preliminary Design Alternatives Analysis The project design team developed several alternatives for consideration to meet the goals of the 5th Street Improvements project.
The following alternatives were identified and evaluated: Alternative 1a: Two-way on 5th Street (See Figure 1, Appendix C) Alternative 1b: Two-way on 5th Street with two-way Yew Street
extension (See Figure 1, Appendix C) Alternative 2a: One-way couplet on 5th Street and 3rd Street with counterclockwise traffic flow (See Figure 2A, Appendix C) Alternative 2b: One-way
couplet on 5th Street and 3rd Street with clockwise traffic flow (See Figure 2B, Appendix C) Alternative 2c: One-way couplet on 5th Street and 3rd Street with counterclockwise traffic
flow and two-way traffic on Yew Street (See Figure 2C, Appendix C) Alternative 2d: One-way couplet on 5th Street and 3rd Street with clockwise traffic flow and two-way traffic on Yew
Street (See Figure 2D, Appendix C) Alternative 3: Pedestrian Bridge over Hwy 214 Alternative 4: No-Build Each alternative was evaluated by the PDT and discussed during the CAC meetings.
Although Alternative 3 for the pedestrian bridge addressed the pedestrian safety issue, it was ultimately eliminated at CAC Meeting #2 as it did not address the primary project issue
of traffic congestion and improved network connectivity. To simplify the alternative selection process, the PDT and CAC condensed the options to Alternative 1 (two-way on 5th), Alternative
2 (one-way couplet) and a no-build option as a way to focus on which concept
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that the particular variations of Alternatives 1 and 2 could be further developed during final design. CAC Recommendations At the end of the last CAC meeting as noted above, the CAC
was invited to provide their recommendations regarding their preferred alternative for the 5th Street Improvements project. Comments from each CAC member are documented in the CAC Questionnaire
Responses summary provided in Appendix C. In all, 10 CAC members voted for a no-build option and 7 CAC members voted for a build option. A breakdown of the results for the CAC voting
is provided in the table below: Alternative 1 Two-Way Traffic Alternative 2 One-way Traffic Alternative 3 No Build First Choice 4 3 10 Second Choice 4 10 3 Third Choice 9 4 4 The above
tabulated results represent the specific preferences of the 17 voting members of the CAC present at the last meeting. Those CAC members who voted for the no-build option were generally
concerned about the various perceived negative impacts to the local neighborhood such as increased traffic, traffic closer to buildings, noise, air quality, visual distraction, pedestrian
safety, etc. CAC members that voted for one of the build options generally saw the improved transportation system, pedestrian crossings of Hwy 214 and other street improvements as more
beneficial factors. The voting results summarized above and documented in Appendix C reflect the specific preferences of the CAC and are not necessarily proportional or fully representative
of the general public sentiment or City staff recommendations for this project. It is understood that the City Council will consider the recommendations made by the CAC in parallel with
recommendations made by City staff in addition to comments that may be made by the general public during the public hearing currently scheduled for April 12th. City Recommendations During
the CAC process, one of the decision tools used was a listing, weighting and scoring of the Key Design Factors associated with the 5th Street Improvements project as described above.
A total of 22 key design factors for the 5th Street Improvements project were identified. Although the weighting and scoring results from CAC feedback did not directly correlate to the
CAC voting results, the Key Design Factors Ranking Sheet was particularly useful in illustrating the City’s perspective and recommendations. The PDT assigned weighting factors to these
design factors based on the goals of the project. Each alternative was then scored based on how well that alternative addressed the particular design factor. The results from the PDT
perspective are shown in the Key Design Factors Scoring Analysis
09-1094.207 Page 13 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc using Design Team Scoring and Weighting
Factors (Appendix C). As shown in this table, the PDT viewed traffic congestion from a City-wide perspective and pedestrian safety as the two most important and heavily weighted design
factors. Project cost, vehicle access and emergency vehicle access among other factors were also incorporated into the scoring and viewed as the next most important factors. As indicated
by the results, Alternative 1 had the highest total score and represents the recommended alternative by the City staff. The City specifically recommends Alternative 1a (5th Street connection
without the Yew Street extension) as the alternative that makes the most efficient use of City funds to directly address the primary goals of the project. The project will help the City
meet its long-term goals of: 1) improved north-south connectivity across Highway 214; 2) improved pedestrian safety with signalized crossings of Hwy 214; and 3) reduced congestion on
heavily travelled portions of the transportation system by shifting some of this traffic, almost all local in nature, onto 5th Street. (Note that truck traffic will not be allowed on
5th Street if it is improved.) Additionally, emergency services are very supportive of the increased connectivity and view this project as having great importance from a time-of-response
point of view. Although the Yew Street extension would enhance connectivity, it is not seen as essential to meet the project goals and would come at additional cost for which budget
is not currently available. Additional specific reasoning for this recommendation will be given orally by City staff during the public hearing at which time the City Council will vote
on the project. Typical Sections As developed during the alternatives analysis process and presented to the CAC (see Section 2, three conceptual typical sections are shown for 5th Street.
The sections are intended to follow the City’s access street standards to the extent practical, but have been modified to fit existing conditions (such as matching the existing street
section near Hwy 214), to minimize impacts to existing features and importantly, to stay within existing City right of way. Each section includes two-way traffic with 11’-12’ wide travel
lanes, 8’ wide parking where applicable and 6’ wide sidewalks. New landscaping has not been shown as a way to preserve existing trees, yards etc. that may be desirable to maintain. Landscaping,
however, will be more fully discussed if the project moves into final design. Signal/Striping/Signing Signal, striping and signing designs will be completed during final design. A conceptual
striping design is shown in the 30% plan sheets shown in Section 2 and conceptual signal pole locations are shown in Appendix G. Storm Drainage At the City’s request and since a new
roadway is being constructed, storm system upgrades will be needed. Conceptual designs are shown as part of the 30% DAP design. Using the
09-1094.207 Page 14 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc City of Woodburn Storm Drainage Master Plan,
city mapping and the design survey, a preliminary storm system has been developed to effectively transport storm water from 5th Street to existing storm facilities. The preliminary design
generally assumes the existing storm facilities have adequate downstream capacity to accommodate the additional flows created by the street widening. Using a natural highpoint in the
street grade, 5th flows will be conveyed to existing storm facilities at the north and south ends of the project. Flows south of the highpoint will be conveyed to a connection point
near the intersection of 5th and Church Streets. Flows north of the highpoint will be conveyed to a connection point at the intersection of 5th street and Highway 214. A complete hydraulic
analysis to confirm system capacity will be completed during final design. Low impact development approaches to reduce stormwater volumes entering into the system will also be considered
if the project moves into final design. Right-of-Way Proposed street improvements will be within existing right-of-way on 5th Street. No additional right-of-way will be needed for this
project as proposed. If the Yew Street extension were to be included in the project, additional right-of-way from at least two properties would be necessary to construct the extension.
Proposed Construction Staging Recognizing that it would not be practical to close 5th Street entirely during construction due to the needs of local residents to access their property,
a construction staging plan needs to be developed and implemented as part of the design. To minimize the impact of construction work on the community, MSA recommends construction in
three stages as shown in Section 2. Stage one would involve constructing the southeast side of 5th Street (side adjacent St. Luke’s) as well as the undeveloped right-of-way where the
existing barricade is located. MSA recommends upgrading the southeast side first to reduce the impacts on existing utilities and the majority of the residents on 5th street. Only 12
feet of roadway width is recommended to be constructed on the southeast side such that most of the existing pavement can be used to the extent possible for traffic to continue traveling
on 5th Street. Although the existing roadway width would be reduced, traffic could continue travel in two directions given the relatively low volumes, or flow could be temporarily changed
to a one-way orientation if desired. Stage three would then involve constructing the remaining portion of the street on the northwest side of 5th Street. Traffic would travel on the
newly constructed roadway on the southeast side of the road. Since only 12 feet of traveled way will be available, it is likely that one-way traffic would be implemented during this
stage. With this scenario, a one-way
09-1094.207 Page 15 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 1 -5th Street Design Narrative.doc circular travel path using 5th Street, Harrison
Street, Settlemier Avenue and Hwy 214 could be used. Specifications The project will follow the ODOT/APWA standard specifications. During final design, MSA will confirm that all City
standards are captured in these specifications. Boilerplate special provisions to the standard specifications for the project based on the typical project elements to be constructed
are provided in Section 3. Specific special provisions based on project needs will be developed during final design. Cost Estimate A preliminary cost estimate assuming 25% contingency
has been developed and is provided in Section 4. Based on the proposed alternative by the City, the current construction cost including construction engineering management and administration
is estimated to be $2.0 Million. Estimated unit costs are based on recent ODOT and MSA bid tab information and represents the latest information available. MSA recognizes that bids on
recent similar construction work have been regularly coming in below engineer’s estimates. MSA’s estimated prices assume a bid in 2011 and a stabilized construction market with a return
to more historical prices. Final Design Final design for the 5th Street Improvements project has been deferred until City of Woodburn City Council determines whether or not to continue
the project. Conclusions City staff recommends that City Council approve the Design Acceptance Package as presented with Alternative 1a being the preferred alternative. This alternative
provides for two-way traffic flow on 5th Street and does not include the Yew Street connection. As such, the entire project can be constructed within existing public right-of-way. The
project will help the City meet its long-term goals of improved north-south connectivity across Highway 214, improved pedestrian safety with signalized crossings of Hwy 214 and reduced
congestion on heavily travelled portions of the transportation system by shifting some of this traffic, almost all local in nature, onto 5th Street. There are no specific technical or
environmental challenges associated with this project. While the majority of the CAC ultimately recommended the no-build alternative, the PDT recognizes that many of the members represented
fairly limited view points and gave more weight to local concerns (the immediate vicinity of 5th Street) than system-wide concerns. Additionally, emergency services are very supportive
of the increased connectivity and view this project as having great importance from a time of response point of view.
SECTION 2
SECTION 3
09-1094.207 Page 1 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SECTION 3 Preliminary ODOT /APWA
Special Provisions (30% Submittal) Per the City’s request, this project, if it proceeds to final design, will use the latest edition of Oregon Standard Specifications for Construction
as the basis for the technical specifications and special provisions. These standards, adopted by the Oregon Chapter of the American Public Works Association and the Oregon Department
of Transportation are routinely supplemented with “boiler plate” special provisions (“specials”) that allow for customization of the standards to meet the needs of each specific project.
The following are the uncustomized “specials” that we currently see as being required for this project. Typically, there is at least reference made to a special provision for each section
of the standards that covers a bid item used in the project. The specials shown below will be customized as needed as the design process advances. The orange text is standard editorial
instructions that accompany the “specials” when downloaded from the Oregon Department of Transportation website. The City has its own general conditions and non-technical contractual
documentation that will be used to develop the overall construction contract. Those documents will be used and incorporated as appropriate during final design.
09-1094.207 Page 2 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc TABLE OF CONTENTS FOR SPECIAL
PROVISIONS SECTION 00210 -MOBILIZATION ............................................................................................. 4 SECTION 00220 -ACCOMMODATIONS FOR PUBLIC TRAFFIC
............................................. 4 SECTION 00225 -WORK ZONE TRAFFIC CONTROL .............................................................. 8 SECTION 00280 -EROSION AND SEDIMENT
CONTROL ...................................................... 17 SECTION 00290 -ENVIRONMENTAL PROTECTION ............................................................. 20 SECTION 00305
-CONSTRUCTION SURVEY WORK ............................................................ 36 SECTION 00310 -REMOVAL OF STRUCTURES AND OBSTRUCTIONS .............................. 37 SECTION
00320 -CLEARING AND GRUBBING ...................................................................... 37 SECTION 00330 -EARTHWORK .......................................................................
..................... 38 SECTION 00331 -SUBGRADE STABILIZATION ..................................................................... 42 SECTION 00340 -WATERING .......................................
......................................................... 42 SECTION 00350 -GEOSYNTHETIC INSTALLATION .............................................................. 42 SECTION 00405
-TRENCH EXCAVATION, BEDDING, AND BACKFILL ................................ 44 SECTION 00440 -COMMERCIAL GRADE CONCRETE .......................................................... 44 SECTION
00445 -SANITARY, STORM, CULVERT, SIPHON, AND IRRIGATION PIPE .......... 44 SECTION 00470 -MANHOLES, CATCH BASINS, AND INLETS ............................................. 44 SECTION
00490 -WORK ON EXISTING SEWERS AND STRUCTURES ............................... 45 SECTION 00495 -TRENCH RESURFACING...........................................................................
46 SECTION 00620 -COLD PLANE PAVEMENT REMOVAL ....................................................... 47 SECTION 00641 -AGGREGATE SUBBASE, BASE, AND SHOULDERS ................................
47 SECTION 00730 -EMULSIFIED ASPHALT TACK COAT......................................................... 49 SECTION 00745 -HOT MIXED ASPHALT CONCRETE (HMAC) ...........................................
. 49 SECTION 00759 -MISCELLANEOUS PORTLAND CEMENT CONCRETE STRUCTURES ........................................................................................... 63 SECTION 00850 -COMMON
PROVISIONS FOR PAVEMENT MARKINGS ............................ 66 SECTION 00851 -PAVEMENT MARKING REMOVAL ............................................................. 67 SECTION 00855
-PAVEMENT MARKERS .............................................................................. 67 SECTION 00865 -LONGITUDINAL PAVEMENT MARKINGS -DURABLE ..............................
68 SECTION 00867 -TRANSVERSE PAVEMENT MARKINGS --LEGENDS AND BARS ............. 69 SECTION 00905 -REMOVAL AND REINSTALLATION OF EXISTING SIGNS ........................ 72 SECTION 00910
-WOOD SIGN POSTS .................................................................................. 72 SECTION 00940 -SIGNS ...........................................................................
............................. 72 SECTION 00960 -COMMON PROVISIONS FOR ELECTRICAL SYSTEMS ........................... 72 SECTION 00962 -METAL ILLUMINATION AND TRAFFIC SIGNAL SUPPORTS
.................... 73 SECTION 00990 -TRAFFIC SIGNALS ..................................................................................... 74 SECTION 01030 -SEEDING ................................
................................................................... 77 SECTION 01040 -PLANTING ..................................................................................................
81 SECTION 01070 -MAILBOX SUPPORTS ................................................................................ 82 SECTION 01140 -POTABLE WATER PIPE AND FITTINGS .................................
................. 84 SECTION 01150 -POTABLE WATER VALVES ....................................................................... 84 SECTION 01150 -POTABLE WATER VALVES ...............................
....................................... 84 SECTION 01160 -HYDRANTS AND APPURTENANCES ........................................................ 84 SECTION 01170 -POTABLE WATER SERVICE
CONNECTIONS, 2 INCH AND SMALLER ................................................................................................... 84
09-1094.207 Page 3 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SECTION 02030 -MODIFIERS ....................
........................................................................... 85 SECTION 02110 -POSTS, BLOCKS, AND BRACES ...............................................................
85 SECTION 02450 -MANHOLE AND INLET MATERIALS .......................................................... 85 SECTION 02560 -FASTENERS ..................................................................
............................ 86 SECTION 02630 -BASE AGGREGATE ................................................................................... 86 SECTION 02910 -SIGN MATERIALS ....................
................................................................. 87 SECTION 02920 -COMMON ELECTRICAL MATERIALS ........................................................ 87 SECTION 02925
-TRAFFIC SIGNAL MATERIALS .................................................................. 88
09-1094.207 Page 4 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP210 (03-31-08) SECTION 00210
-MOBILIZATION Comply with Section 00210 of the Standard Specifications. SP220 (01-14-10) SECTION 00220 -ACCOMMODATIONS FOR PUBLIC TRAFFIC (Follow all instructions. If there are no instructions
above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications
that do not apply to the project.) Comply with Section 00220 of the Standard Specifications modified as follows: (Use the following subsection .02 lead-in paragraph when adding bullets.)
00220.02 Public Safety and Mobility -Add the following bullets to the end of the bullet list: (Use the following bullet when the pre-construction speed is greater than 35 mph and there
is trench excavation or other excavation work to be performed.) • When performing trench excavation or other excavation across or adjacent to a travel lane on a roadway having a pre-construction
posted speed greater than 35 mph, backfill the excavation, install surfacing, and open the roadway to traffic by the end of each work shift. Install a "BUMP" (W8-1-48) sign approximately
100 feet before the backfilled area and a "ROUGH ROAD" (W8-8-48) sign approximately 500 feet ahead of the "BUMP" sign. If this requirement is not met, maintain all necessary lane or
shoulder closures and provide additional TCM, including flagging, at no additional cost to the Agency. Do not use temporary steel plating to reopen the roadway. (Use the following bullet
when existing walkways or bikeways may be affected by the installation of work zone signs.) • Do not place work zone signs or supports that will block existing walkways or existing bikeways.
(Use the following bullets when automated flagger assistance devices are required.) • Notify the Engineer, in writing, at least 14 calendar days in advance of using using an automated
flagger assistance device (AFAD). Include in the notification the following information: • The AFAD specifications from the manufacturer. • The TCP for the work zone incorporating the
AFAD with times, dates, location, and duration of operation.
09-1094.207 Page 5 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00220.40(e) Lane Restrictions
-Replace the paragraph that begins "Do not close any…" with the following paragraph: Do not close any traffic lanes and remove all barricades and objects from the roadway during the
following periods: (Use the following lead-in paragraph, and subsections (1) and (2) only when modifying lane restrictions. Submit a Traffic Analysis Work Request Form to the Region
Traffic Office for the lane restrictions. It's available on the web at http://www.oregon.gov/ODOT/HWY/TS/resources.shtml) Replace subsections (1) and (2) with the following: (1) Weekdays:
• Between ____ a.m. and ____ a.m. and between ____ p.m. and ____ p.m. Monday through Thursday • Between ____ a.m. and ____ a.m. Friday morning (2) Weekends -Between ____ p.m. on Friday
and midnight on Sunday. (Use the following subsection (4) to list special events. List the names, times, and dates of the events.) (4) Special Events -Add the following to the end of
this subsection: The following special events will occur during this Project: • ___________________ (Use the following lead-in paragraph when adding either of the following subsections
.40(f) or .40(g). Remove the "(s)" or remove the parentheses as needed.) Add the following subsection(s): (Use the following subsection .40(f) when blasting or when erecting bridge girders
or sign structures. Contact Traffic Analysis Unit for designated peak hours. Delete nonapplicable items in the first sentence. Do not change the subsection alpha character (keep it "(f)".)
00220.40(f) Limited Duration Road Closure -The Contractor will be permitted to close all travel lanes for periods not to exceed 20 minutes in duration during blasting or erecting bridge
girders and sign structures over the travel lanes. This work will only be permitted between the hours of _________ and _________. Succeeding roadway closures will not be allowed until
traffic clears from a preceding closure.
09-1094.207 Page 6 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.40(g) when the Rolling Slowdown Method is used to temporary close travel lanes. Use only on full access controlled highways. Obtain the information from the Traffic Control Designer.
Include a Pilot Car pay item when using this insert. Do not change the subsection alpha character (keep it "(g)".) 00220.40(g) Road Closure Using Rolling Slowdown Method (RSM) -The Contractor
will be permitted to use a RSM for slowing traffic and closing all travel lanes on the ____________ Highway for periods not to exceed 20 minutes while __________(specify type of work
here)______________. This work will be allowed only between ________ p.m. and _______ a.m. Provide written notification to the Engineer and all affected emergency services at least 14
days before using the RSM. Calculate the location where the pilot cars will begin the RSM and the speed at which the pilot cars will travel to accommodate the needed time to complete
the work within 20 minutes. Perform a RSM by using one pilot car for each lane to be slowed. Use only pilot cars to control the flow of traffic on the freeway. Use one additional pilot
car as a chase vehicle to follow the last free-flowing vehicle ahead of the blockade. The pilot cars shall enter the roadway, form a moving blockade, and reduce traffic speeds to create
a gap in traffic to accomplish the work without completely stopping traffic. When using the RSM, place a PCMS a minimum of 2,500 feet in advance of each point where the pilot cars enter
the freeway. Place flagger(s), accompanied by appropriate devices and signing, at the terminal of all closed on-ramps within the controlled delay area. Establish and utilize radio communications
to adjust the speed of the blockade, as necessary. Maintain radio communications at all times among the pilot cars,
flaggers, and the construction crew. The Contractor may begin work immediately after the chase vehicle has passed the work area. If the work within the work area is not completed when
the moving blockade reaches it, immediately cease all work except what is necessary to clear the roadway and reopen the roadway to traffic. Succeeding RSM will not be allowed until traffic
clears from a preceding RSM. (Use the following subsection .41 for bridge pavement work or bridge end work.) 00220.41 Bridge Work -Before starting any grading or pavement removal at
bridge ends or removal of pavement from bridge decks, arrange so that all equipment, labor, and materials required to complete the pavement replacement work and bridge deck waterproofing
work are on hand or are guaranteed to be delivered. Once grading and pavement removal begins, vigorously prosecute and complete this work. Complete paving and membrane waterproofing
work in the shortest possible time. Temporarily taper or bevel longitudinal and transverse grade changes or drop-offs resulting from grading and pavement removal and membrane waterproofing
work with asphalt concrete mixture to provide a smooth and safe transition. Construct and maintain a 1V:10H or flatter slope along longitudinal joints. Construct and maintain a 50 feet
per 1 inch or flatter taper across transverse joints.
09-1094.207 Page 7 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.42 when the road is to be closed to traffic during construction of bridges.) 00220.42 Bridge Site Road Closure -Close the road to traffic at the bridge site during reconstruction of
the bridge. Do not close the road until all materials and equipment are on hand or guaranteed to be delivered so that the work can be done in an efficient manner with a minimum period
of road closure. The road closure will not be allowed until the area is signed according to the TCP and the requirements of Section 00225. (Use the following lead-in paragraph and one
of the following subsection .45's with bridge work. Delete the subsections that do not apply. Obtain information from the Bridge Designer.) Add the following subsection: [ Use this subsection
.45 for bridges designed for H20, HS20 ratings or greater. ] 00220.45 Load Restrictions on Bridges -Limit the combined weight of construction vehicles, equipment, and daily material
usage to 65,000 pounds for every 1,000 square feet of surface area plus the weight of long term storage of materials to 25,000 pounds for every 100 square feet of surface area of the
bridge or a total of 200,000 pounds for each span of the bridge, whichever is less. The Contractor may request alternate loadings by submitting, 30 Calendar Days before proposed loadings,
stamped loading calculations and data according to 00150.35. [ Use this subsection .45 for bridges designed for H15, HS15 ratings. ] 00220.45 Load Restrictions on Bridges -Limit the
combined weight of construction vehicles, equipment, and daily material usage to 45,000 pounds for every 1,000 square feet of surface area plus the weight of long term storage of materials
to 18,000 pounds for every 100 square feet of surface area of the bridge or a total of 150,000 pounds for each span of the bridge, whichever is less. The Contractor may request alternate
loadings by submitting, 30 Calendar Days before proposed loadings, stamped loading calculations and data according to 00150.35. [ Use this subsection .45 for bridges on the Restricted
Bridge List or have a condition rating of 4 or less on any part of the bridge. ] 00220.45 Load Restrictions on Bridges -Structure No. ________ is on the Restricted Bridge List or has
a condition rating of 4 or less. If the Contractor will park vehicles or equipment on the bridge or store materials on the bridge submit, 30 Calendar Days before loading, stamped loading
calculations and data according to 00150.35. SP225 (04-08-10) (This Section requires SP2110. Requires SP440 when temporary traffic signals are required.)
09-1094.207 Page 8 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (NOTE: All Federal-aid projects,
including local government projects, that are advertised and awarded by ODOT require "Method 'A' Unit Basis" measurement [see Standard Specifications 00225.80].) SECTION 00225 -WORK
ZONE TRAFFIC CONTROL (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications
to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00225 of the Standard Specifications modified as follows:
00225.02 General Requirements -Add the following after the last paragraph of this subsection: (Use one of the following two paragraphs as indicated below. Delete the one that does not
apply. Fill in the blank.) [ Paragraph 1 -Use this paragraph on all ODOT-identified economic stimulus projects. ] Install a Type "W8" "PUTTING OREGON BACK TO WORK" (CG20-8S-48) sign
with a "KEEPING OREGON ON THE MOVE" rider on the _____________ Highway, according to sign spacing "A" from the "TCD Spacing Table" shown on the standard drawings, in advance of the "ROAD
WORK AHEAD" sign at each end of the Project, facing incoming traffic. [ Paragraph 2 -Use this paragraph on all other ODOT projects that have an engineer's estimate of $1 million or more,
and duration longer than one month, and an ADT of 2,000 or higher. ] Install a Type "W8" "PROJECT IDENTIFICATION" (CG20-8-48) sign with a "KEEPING OREGON ON THE MOVE" rider on the _____________
Highway, according to sign spacing "A" from the "TCD Spacing Table" shown on the standard drawings, in advance of the "ROAD WORK AHEAD" sign at each end of the Project, facing incoming
traffic. The Engineer will determine the sign legend. (Fill in the blanks with the appropriate information.) Install a "ROAD WORK AHEAD" (W20-1-48) sign with "FINES DOUBLE" (R2-6-36)
rider on the ________________ Highway, according to sign spacing "A" from the "TCD Spacing Table" shown on the standard drawings. Also, install an "END ROAD WORK" (CG20-2A-24) sign approximately
500 feet beyond each end of the Project, facing outgoing traffic. When mounting signs on concrete barrier in median areas, do not install the sign flag boards on the "FINES DOUBLE" rider
or on the "ROAD WORK AHEAD" signs.
09-1094.207 Page 9 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following paragraph
when it is necessary to reduce the overall roadway width between positive barriers [for example: concrete barrier, guardrail, and falsework] to less than 19 feet.) When the horizontal
clearance for the roadway is less than 19 feet, install horizontal clearance (CW21-12-48) signs, identifying the narrowest width of the roadway. Locate these horizontal clearance signs
as shown or as directed. (Use the following paragraph when it is necessary to reduce the overall vertical clearance to less than 15 feet 3 inches.) When the vertical clearance is less
than 15 feet 3 inches, install low clearance (W12-2-48) and (OW12-2-36) signs. The clearance shown on the signs shall be 4 inches less than the shortest height of the opening. Locate
these low clearance signs as shown or as directed. (Use the following paragraph on all freeway projects.) Install two sign flag boards above the "ROAD WORK NEXT XX MILES" and the initial
"BRIDGE/ROAD WORK AHEAD" post mounted signs as shown on the standard drawings. When mounting signs on concrete barrier in median areas, do not install the sign flag boards on the initial
"BRIDGE/ROAD WORK AHEAD" sign. 00225.05 Contractor Traffic Control Plan -Replace this subsection, except for the subsection number and title, with the following: The Contractor will
be allowed to use the Agency’s TCP, modify the Agency’s TCP, or use a different TCP. Submit the following, for approval, five calendar days before the preconstruction conference: (a)
Agency or Contractor TCP -If the Agency's TCP is used without modification, a written notification indicating that the Agency's TCP will be used without modification. If the Contractor
will be using a modified Agency TCP, or if the Contractor will not be using the Agency TCP, include the following: • Proposed TCP showing all TCM and quantities of all TCD. • Proposed
order and duration duration of the TCM. • A detailed temporary striping plan. (b) Tourist-Oriented Directional (TOD) and Business Logo Signs -Two copies of a sketch map of the Project
showing all existing tourist-oriented directional (TOD) and business logo signs and a written narrative describing how these signs will be kept in service and protected throughout all
the construction stages. If there are no TOD signs on the project, a written notification that no TOD signs exist within the project limits.
09-1094.207 Page 10 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.11 when the completion time is less than eight months after the bid opening date and on traffic signal, illumination, landscaping, or other projects when temporary signing duration
will be limited.) 00225.11 Temporary Signing -Replace the sentence that begins "Furnish new or acceptable temporary signs..." with the following sentence: Furnish temporary signs meeting
the requirements of the "Acceptable" category shown in the American Traffic Safety Services Association (ATSSA) "Quality Standards For Work Zone Traffic Control Devices" handbook and
the following: 00225.11(b-5) Square Tube Sign Supports -Replace this subsection with the following subsection: 00225.11(b-5) Perforated Steel Square Tube Sign Supports -Use perforated
steel square tube sign supports from the QPL and as shown on the standard drawings. 00225.13(d) Plastic Drums -Replace the sentence that begins "Provide drums with…" with the following
sentence: Use retroreflective drum sheeting meeting the requirements of ASTM D 4956 Type III or Type IV. (Use the following lead-in sentence and subsection .18 when automated flagger
assistance devices are required. Note: Be sure the Designer includes Standard Detail DET4700 in the TCP when AFAD's are required.) Add the following subsection: 00225.18 Automated Flagger
Assistance Device -Furnish an automated flagger assistance device (AFAD) from the QPL. (Use the following subsection .32 when there is a pay item for a traffic control supervisor.) 00225.32
Traffic Control Supervisor -Replace the bullet that begins "Prepare and sign a daily…" with the following bullet: • Prepare and sign a "TP & DT Daily Report" form (Form No. 734-2474).
Submit the report to the Engineer no later than the end of the next working day. As a minimum, include the following items in the report: (Use the following lead-in sentence and subsection
.35 when automated flagger assistance devices are required.) Add the following subsection: 00225.35 Automated Flagger Assistance Device Operator -Provide a flagger, who has been trained
in the operation of AFAD's, to operate the device. The operator shall attend the
09-1094.207 Page 11 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc AFAD at all times during the
operation of the device. The AFAD operator shall not flag traffic and operate an AFAD at the same time. 00225.41(b-5) Square Tube Sign Supports -Replace this subsection with the following
subsection: 00225.41(b-5) Perforated Steel Square Tube Sign Supports -Perforated steel square tube sign supports may be used as a substitute for wood sign posts. Install perforated steel
square tube sign supports as shown on the standard drawings. (Use the following subsection .42(c) when concrete barrier is required.) 00225.42(c) Concrete Barrier -In the flare rate
table, replace the 45 mph and the 40 mph lines with the following lines: 45 12:1 40 10:1 (Use the following subsection .43(f-1) when temporary removable tape is required.) 00225.43(f-1)
Temporary Removable Tape -Add the following sentence to the end of the paragraph: Remove the temporary removable tape before placing subsequent surfacings and after installing permanent
pavement markings. (Use the following subsection .43(g) when striping is required on new bridge decks.) 00225.43(g) Temporary Striping -Add the following paragraph after the first paragraph:
For temporary striping on new bridge deck surfaces, use temporary removable tape. (Use the following lead-in paragraph and subsection .43(j) when pavement legends or pavement bars are
required.) Add the following subsection: 00225.43(j) Pavement Legends and Bars -Before opening roadways to traffic, unless otherwise allowed, apply temporary pavement legends and bars
on pavement base courses at locations designated. Apply bead binder at a thickness of 15 mils wet and glass beads at a rate of 5 pounds per gallon of paint. (Use the following lead-in
sentence and subsection .50 when automated flagger assistance devices are required.) Add the following subsection: 00225.50 Automated Flagger Assistance Device -Install and operate the
AFAD AFAD to safely stop and control traffic through the work zone. Position the AFAD operator’s control location a safe distance from traffic. Install the AFAD according to the details
shown. Use the AFAD
09-1094.207 Page 12 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc according to manufacturer’s
recommendations. Do not use the AFAD to control more than one lane of approaching traffic. Provide illumination when used during nighttime hours. Do not use an AFAD to replace a continuously
operating temporary traffic control signal. The Engineer may order adjustments to the operation of the AFAD or substitute flagging for the AFAD based on traffic delay, field conditions,
and safety concerns. When providing AFAD for both directions of traffic, use AFAD's of the same type and from the same manufacturer. When the AFAD is not in use during a work shift,
turn it off or switch the yellow lens to flash mode and cover or remove all accompanying signing. When the AFAD is not in use for more than one work shift, remove it and all accompanying
signing from the roadway. (Use the following subsection .62(b) when impact attenuators are required.) 00225.62(b) Temporary Impact Attenuators -Replace the paragraph that begins "When
impact attenuator…" with the following paragraph: When impact attenuator, truck mounted attenuator, or narrow site attenuator systems are used, have enough modules, cartridges, components,
and replacement parts on-site to replace one complete installation or have on-site a complete replacement attenuator. Re-stock replacement items or complete replacement attenuators within
24 hours of use. All modules, cartridges, components, and replacement parts, and replacement attenuators not used remain the property of the Contractor. (Use the following subsection
.65(a) when temporary traffic signals are required.) 00225.65(a) Temporary Traffic Signals -Replace this subsection, except for the subsection number and title, with the following: After
successful turn-on of the temporary signal, except for equipment inside the controller cabinet, assume operation and maintenance of the temporary traffic signal until it is removed.
The The operation and maintenance of the equipment inside the controller cabinet will be the responsibility of the Agency, except the Contractor shall furnish replacement parts that
fail within the controller cabinet while the temporary traffic signal is in use. After notification by the Agency, if the Contractor is not able to respond to a maintenance request for
the temporary traffic signal or a request for replacement parts for the inside of the controller cabinet, Agency electricians will make repairs at the Contractor’s expense. If the temporary
traffic signal fails during operation for any reason, immediately provide flaggers to control traffic until the temporary traffic signal is operational. No additional payment will be
made for flagging as a result of a temporary traffic signal failure. (Use the following lead-in sentence and subsection .68 when automated flagger assistance devices are required.) Add
the following subsection: 00225.68 Automated Flagger Assistance Device -When repairs of the AFAD are required, take the device out of service. Flag traffic until repairs are complete
and the AFAD is re
09-1094.207 Page 13 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc installed and operational.
Use replacement stock by the same manufacturer and type, with capabilities equal to the original system, as installed. (Use the following lead-in paragraph and subsection .82(e) when
impact attenuators are required.) Add the following subsection: 00225.82(e) Temporary Impact Attenuator Repair -Temporary impact attenuator repair will be measured on the unit basis
as follows: • Sand barrel systems will be the replacement of damaged sand modules. • All other systems will be the repair or complete replacement of the attenuator system. (Use the following
subsection .83(c) when pavement legends or pavement bars are required. When only one paragraph is required remove the "s" from "paragraphs" and delete the paragraph that does not apply.)
00225.83(c) Striping -Add the paragraphs to the end of this subsection: (Use the following paragraph when pavement legends are required.) Temporary pavement legends will be measured
on the unit basis, by actual count. (Use the following paragraph when pavement bars are required.) Temporary pavement bars will be measured on the area basis, to the nearest square foot,
for each stop bar and crosswalk bar. (Use the following lead-in sentence and one of the following subsection .87(c)'s when automated flagger assistance devices are required. Delete the
subsection that does not apply.) Add the following subsection: [ Use this subsection .87(c) when AFAD's are measured on the unit basis. ] 00225.87(c) Automated Flagger Assistance Device
-Automated flagger assistance devices will be measured on the unit basis. [ Use this subsection .87(c) when AFAD's are measured on the time basis. ] 00225.87(c) Automated Flagger Assistance
Device -Automated flagger assistance devices will be measured on the time basis, of the actual number of hours, to the nearest hour, the AFAD's are operating and in use to control traffic.
(Use the following subsection .90(a-1) when impact attenuators are required.)
09-1094.207 Page 14 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00225.90(a-1) Pay Quantities
-Replace the paragraph that begins "All TCD damaged by…" with the following paragraph: All TCD damaged by public traffic and replaced by the Contractor, except temporary signing, temporary
electrical signs, and portable temporary traffic signals, will be paid for at the Contract price for the pay items listed in the Contract Schedule of Items or in approved Contract change
orders, unless otherwise specified. Payment for replacing damaged TCD will only be made when: (Use the following subsection .92 when impact attenuators are required.) 00225.92 Temporary
Barricades, Guardrail, Barrier, and Attenuators -Add the following pay item to the end of the pay item list and add the following paragraph: (n) Repair Temporary Impact Attenuator, ____
.................. Each In item (n), the words "Sand Module" or the type of attenuator, if if applicable, will be inserted in the blank. Item (n) includes replacement of sand modules
damaged by public traffic or includes repair or complete replacement of impact attenuators damaged by public traffic. Replace the paragraph that begins "No separate or additional…" with
the following paragraph: No separate or additional payment will be made for temporary impact attenuator replacements, replacement modules, cartridges, components, or replacements parts
that are required to be on-site according to 00225.62(b) or for cleaning and removing debris from impacts. (Use the following subsection .93 when pavement legends or pavement bars are
required. When only one pay item is required remove the "s" from "items" and delete the pay item that does not apply. Do not change the alpha characters (m) or (n).) 00225.93 Temporary
Traffic Delineation -Add the following pay items: (m) Temporary Pavement Legends ..................................... Each (n) Temporary Pavement Bars .....................................
Square Foot (Use the following paragraph when pavement bars are required AND when there is a pay item for legend removal.) In the paragraph that begins "Item (l) includes...", add "and
bars" between the words "legends required". (Use the following paragraph when pavement bars are required.) In the paragraph that begins "Payment for items...", replace "(g), (h), (i),
and (j)" with "(g), (h), (i), (j), and (n)". (Use the following subsection .97 when automated flagger assistance devices are required. Select the appropriate pay item. Delete the pay
item that does not apply.) 00225.97 Flagger and Flagger Station Lighting -Add the following pay item:
09-1094.207 Page 15 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc [ Use this pay item when AFAD's
are paid on the unit basis. ] (c) Automated Flagger Assistance Device ......................... Each [ Use this pay item when AFAD's are paid on the time basis. ] (c) Automated Flagger
Assistance Device ......................... Hour Item (a) includes the operation of the AFAD. Item (c) includes maintaining and moving each device, regardless of size or type. No separate
or additional payment will be made for replacement parts and components or for illumination.
09-1094.207 Page 16 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (This page is only used to
provide a list of standard drawings to the specification writer for listing on the plan title sheet. Remove this page before advance and final.) NUMBER OF TRAFFIC CONTROL PLAN SHEETS:
_____ (Add or delete Standard Drawings, as applicable.) To be accompanied by Standard Drawings: RD410 ............................ Guardrail Parts (Thrie Beam) RD420 ............................
Guardrail Non-Flared Terminal RD425 ............................ Guardrail Flared Terminal RD500 ............................ Precast Concrete Barrier RD510 ............................
Concrete Barrier Terminal RD530 ............................ Guardrail Connection to Concrete Barrier RD535 ............................ Concrete Barrier (Modified) Around Medial Obstacle
RD545 ............................ Precast Tall Concrete Barrier RD560 ............................ Cast-in-Place Tall Barrier Transition to Standard Concrete Barrier BR236 ..........................
.. Guardrail Connection to Concrete Bridge Rail TM204 ............................ Flag Board Mounting Details TM211 ............................ Signing Details US and Interstate Route
Shields TM212 ............................ Signing Details Oregon Route Signs TM570 ............................ Traffic Delineators TM575 ............................ Traffic Delineator,
Installation for Freeways TM576 ............................ Traffic Delineator, Installation for Non-Freeways TM670 ............................ Wood Post Supports Sizing Charts TM671
............................ 3 Second Gust Wind Speed Isotach TM677 ............................ Sign Mounts TM681, TM687, TM688 ... Perforated Steel Square Tube Sign Support Installation
and Foundation TM800 ............................ TCP Details TM810 ............................ TCP Temporary Reflective Pavement Markers TM820 ............................ Temporary
Barricades TM821 ............................ TCP Temporary Sign Supports TM830 ............................ Temporary Concrete Barrier & Rumble Strip Details TM831, TM832................
TCP Temporary Impact Attenuators TM840 ............................ TCP Closure Details TM841 ............................ TCP Intersection Details TM842 ............................
TCP Signalized Intersection Details TM843 ............................ TCP Multi-Lane Signalized Intersection Details TM850 ............................ TCP 2 Lane, 2-Way Roadways TM851,
TM852................ TCP Non-Freeway Multi-Lane Sections TM860, TM861, TM862 ... TCP Freeway Sections TM870 ............................ TCP Bridge Construction TM871 ............................
TCP Blasting Zones
09-1094.207 Page 17 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP280 (04-22-10) (This Section
requires SP440 when tire wash facility is required. Requires SP1030 when temporary seeding is required.) SECTION 00280 -EROSION AND SEDIMENT CONTROL (Follow all instructions. If there
are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications.
Delete specifications that do not apply to the project.) (Use the following paragraph when none of the proceeding modified subsections are used.) Comply with Section 00280 of the Standard
Specifications. (Use the following lead-in paragraph when any of the proceeding modified subsections are included in the project.) Comply with Section 00280 of the Standard Specifications
modified as follows: (Use the following lead-in paragraph and subsection .05 on projects that are within Portland city limits. Fill in the "(XXX) XX..." with the correct phone number.
Obtain the phone number from the Project Manager.) Add the following subsection: 00280.05 Project Signing -Install a minimum of two "EROSION CONCERNS? CALL (XXX) XXX-XXXX" (CG20-10)
Type "OO" signs within the Project limits. Place and mount the signs as shown on the standard drawings. Orientate the signs so they are visible to traffic, bicyclists, and pedestrians.
Install the signs before performing clearing, grading, and other land alteration activities. (Use the following subsection .14(e) when bonded fiber matrix hydraulically applied matting
is allowed. Check with the Erosion Control Designer before using this subsection.) 00280.14(e) Slope and Channel Liner Matting -Add the following paragraph to the end of this subsection:
Where shown, furnish hydraulically applied bonded fiber matrix slope protection matting that consists of fully biodegradable long fiber strands held together by a water resistant bonding
agent. (Use the following subsection .40 paragraphs and bullets on projects that are within Portland city limits.) 00280.40 Installation -Replace the paragraph that begins "Install erosion
and sediment…" with the following paragraph:
09-1094.207 Page 18 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Install erosion and sediment
control BMP as shown and according to the most current edition of the ODOT Erosion and Sediment Control Manual. Install these BMP before performing clearing, grading, or other land alteration
activities. Ensure that no visible and measurable sediment or pollutants leave the Project boundaries, enter drainage systems or waterways, or violate applicable water standards. For
purposes of this requirement, "visible and measurable" is defined as: • Deposits or tracking of mud, dirt, sediment or similar material exceeding 1/2 cubic foot in volume on any private
or public street or adjacent property, or into any storm or surface water drainage system, either by direct deposit, dropping or discharge, or as a result of erosion; or • Evidence of
concentrated flows of water over bare soils; turbid or sediment-laden flows; or evidence of on-site erosion, such as rivulets on bare slopes where the flow of water is not filtered or
captured on the site; or • Earth slides, mudflows, earth sloughing, or other earth movement off the Project site. (Use one of the following subsection .42(a)'s as instructed below.
Delete the one that does not apply. Delete both if neither apply.) [ Use this .42(a) on OTIA III projects. ] [ Begin OTIA III .42(a) ] 00280.42(a) Soil Exposure Limitations -Replace
this subsection, except for the subsection number and title, with the following: Stabilize all exposed areas within 4 Calendar Days of disturbance using methods that do not rely solely
upon germination to control erosion. (Include this paragraph on OTIA III projects within Portland city limits.) From October 1 through April 30, stabilize all areas not later than 24
hours after exposure. [ End OTIA III .42(a) ] (Use the following subsection .42(a) paragraph and bullets on projects that are not OTIA III projects and are within Portland city limits.)
00280.42(a) Soil Exposure Limitations -Add the following bullets to the end of the bullet list: • Within the City of Portland (October 1 through April 30) -Stabilize all areas immediately,
but no later than within 24 hours of exposure. • Within the City of Portland (May 1 through September 30) -Stabilize all areas as soon as practical, but no later than within seven days
of exposure.
09-1094.207 Page 19 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.42(b) on OTIA III projects.) 00280.42(b) Temporary Stabilization -Delete the bullet that begins "Every 14 days...' and delete the bullet that begins "Upon approval, active work areas...".
(Use the following lead-in paragraph and subsection .44(e-4) when bonded fiber matrix hydraulically applied matting is allowed. Obtain the fill-in the blank information from the Erosion
Control Designer.) Add the following subsection: 00280.44(e-4) Bonded Fiber Matrix Matting Placement -Apply bonded fiber matrix hydraulically at the rate of _____ pounds per acre. Apply
in successive layers from at least two directions so that 100% coverage of all exposed soil is achieved. Do not apply the bonded fiber matrix immediately before, during, or after rainfall.
Follow the manufacturer’s directions on drying so the applied product reaches the recommended state of dryness before being subjected to rainfall or other moisture. This varies from
drying completely for up to 24 hours after installation to allowances for less drying, based on characteristics of the product approved for use. Apply bonded fiber matrix using commercial
application equipment designed specifically for hydromulch application and approved by the bonded fiber matrix product manufacturer, either in printed literature or in consultation with
the manufacturer. Furnish the manufacturer’s product literature or documentation of consultation with the manufacturer upon request. (Use the following subsection .48 on projects that
require emergency materials. Obtain information from the Erosion Control Designer. Only list items that are included in the Schedule of Items.) 00280.48 Emergency Materials -Add the
following paragraphs after the paragraph that begins "Provide, stockpile, and protect...": Provide and stockpile the following emergency materials on the Project site: Item Quantity
.......................................................................................... ..........................................................................................
.......................................................................................... (Use the following subsection .70 on projects that are within Portland city limits.) 00280.70
Removal -Replace the first sentence of this paragraph with the following sentence: Within 30 days of the notification of acceptance of permanent stabilization, remove temporary erosion
and sediment control devices, materials, and erosion control signing from the area. (Use the following subsection .90 on projects that are within Portland city limits.) 00280.90 Payment
-Add the following bullet to the bullet list under the paragraph that begins "Item (a) includes…":
09-1094.207 Page 20 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Erosion control signs (Use
the following subsection .90 when bonded fiber matrix is required. Remove the subsection number and title if the number and title is included above.) 00280.90 Payment -Add the following
sentence to the paragraph that begins "Item (f) includes...": It also includes the bonded fiber matrix matting application. SP290 (05-07-09) SECTION 00290 -ENVIRONMENTAL PROTECTION (Follow
all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project
specific specifications. Delete specifications that do not apply to the project. Generally, the subsections that include instructions comply with SLOPES III requirements. Modify these
subsections only for site specific conditions.) Comply with Section 00290 of the Standard Specifications modified as follows: (Use the following subsection .10 when specific staging
areas have been approved. Delete what does not apply. Remove parentheses. Obtain information from the Environmentalist.) 00290.10 Staging and Disposal Sites -Add the following to the
end of this subsection: Use the following staging (disposal) site(s): • Site Type -__________(staging, disposal)__________ • Location -__________(Highway MP/TRS, etc.)__________ • Access
-__________(ingress/egress)__________ • Available Area -__________(acreage, etc.)__________ No other sites may be used on this Project, including non-Agency sites. Delineate the limits
of the site with orange plastic mesh fencing from the QPL for the duration of the Project. Remove the fencing when the Project is complete and the site has been restored to preconstruction
conditions. Restore the site by: • Removing all imported fabric, rock, and other construction debris. • Smoothing the ground. • Reseeding all disturbed earth.
09-1094.207 Page 21 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00290.20(c-3) Reuse, Recycle,
and Dispose of Materials -Replace the bullet that begins "Reuse demolition…" with the following bullet: • Reuse demolition debris. 00290.20(c-3-d) Concrete and Masonry -Replace the paragraph
that begins "Concrete and masonry…" with the following paragraph: Concrete and masonry, that is not recycled and does not contain hazardous substances, may be reused to fill basements
or be buried in embankments on-site, provided that the materials are broken into pieces not exceeding 15 inches in any dimension, and placed so that: 00290.20(d) Hazardous Waste Management
-In the paragraph that begins "In addition to current Laws…", replace the two bullets that begin "If the quantity of hazardous waste projected to be…" with the following three bullets:
• If the quantity of hazardous waste projected to be generated meets the requirements for a LQG, prepare a full Hazardous Waste Contingency Plan according to 40 CFR 265 Subpart D. Maintain
a copy of the Contingency Plan on-site at all times during construction activities, readily available to employees and inspectors. • If the quantity of hazardous waste projected to be
generated meets the requirements for a SQG, prepare a modified Hazardous Waste Contingency Plan according to 40 CFR 262.34(d)(5) and 40 CFR 265 Subpart C. Maintain a copy of the modified
Contingency Plan on-site at all times during construction activities, readily available to employees and inspectors. • If the quantity of hazardous waste projected to be generated meets
the requirements for a CEG, follow the contingency planning and storage requirements of the SQG unless the only potentially hazardous waste is aerosol cans smaller than 20 ounces. Limit
storage to 180 days and 2,200 pounds. Prepare a modified Hazardous Waste Contingency Plan and keep a copy on-site with emergency response procedures and contact information. 00290.20(g)
Spills and Releases -Replace the lead-in paragraph that begins "In the event…", with the following lead-in paragraph: In the event of a spill or release of a hazardous substance or hazardous
waste or the release of any other material that has the potential to harm human health or the environment, do the following: (Use the following subsection .30(a) when there is work in,
adjacent to, or over a Regulated waterway, even if there is no direct in-water work. Modify as needed for site-specific circumstances and project-specific permit conditions. Obtain information
from Environmentalist.) 00290.30(a) Pollution Control Measures -Add the following subsection and bullets: (7) Water Quality:
09-1094.207 Page 22 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Do not discharge contaminated
or sediment-laden water, including drilling fluids and waste, or water contained within a work area isolation, directly into any waters of the State or U.S. until it has been satisfactorily
treated (for example: bioswale, filter, settlement pond, pumping to vegetated upland location, bio-bags, dirt-bags). Treatment shall meet the turbidity requirements below. • Do not cause
turbidity in waters of the State or U.S. greater than 10% above background reading (up to 100 feet upstream of the Project), as measured 100 feet downstream of the Project. • During
construction, monitor in-stream turbidity and inspect all erosion controls daily during the rainy season and weekly during the dry season, or more often as necessary, to ensure the erosion
controls are working adequately meeting treatment requirements. • If construction discharge water is released using an outfall or diffuser port, do not exceed velocities more than 4
feet per second, and do not exceed an aperture size of 1 inch. • If monitoring or inspection shows that the erosion and sediment controls are ineffective, mobilize work crews immediately
to make repairs, install replacements, or install additional controls as necessary. • Underwater blasting is not allowed. • Implement containment measures adequate to prevent pollutants
or construction and demolition materials, such as waste spoils, fuel or petroleum products, concrete cured less than 24 hours, concrete cure water, silt, welding slag and grindings,
concrete saw cutting by-products and sandblasting abrasives, from entering waters of the state or U.S. • End-dumping of riprap within the waters of the state or U.S. is not allowed.
Place riprap from above the bank line. • Cease project operations under high flow conditions that may result in inundation of the project area, except for efforts to avoid or minimize
resource damage. • The Project Manager retains the authority to temporarily halt or modify the Project in case of excessive turbidity or damage to natural resources. (Use the following
subsection .30(c-3) when buildings will be demolished by the contractor.) 00290.30(c-3) Burn Restrictions -Replace the paragraph that begins "Buildings intended for demolition…" with
the following paragraph: Buildings intended for demolition may be burned by the local fire department for training purposes provided that all hazardous substances have been removed from
the building before burning. (Use the following subsection .32 on City of Portland projects where applicable.) 00290.32 Noise Control -Add the following paragraphs to the end of this
subsection: The Contractor's attention is directed to City of Portland Ordinance No. 159276 which describes noise control regulations. Comply with the applicable noise control requirements
of the ordinance for project work. Copies of the ordinance and noise control code are available at the office of the Project Manager.
09-1094.207 Page 23 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.34 when fish or fish habitat resources require protection. Modify as needed for site-specific conditions. Check to make sure applicable to project permit conditions. Obtain information
from Environmentalist.) 00290.34 Protection of Fish and Fish Habitat -Add the following paragraph: Meet with the Agency Biologist, Resource Representative, Project Manager, and inspector
on site, before moving equipment on-site or beginning any work, to ensure that all parties understand the locations of sensitive biological sites and the measures that are required to
be taken to protect them. (Use the following subsections .34(a) and .34(b) when regulated work areas are required. Fill in the blanks as necessary. Delete what does not apply. Obtain
information from the Environmentalist.) 00290.34(a) Regulated Work Areas -Add the following to the end of this subsection: The regulated work area is the area within the ordinary high
water (OHW) elevation that is shown on the plans. • For this Project, the regulated work area is the area at or below ______ feet elevation and between stations ______ and _______. •
Perform work within the regulated work area only during the in-water work period. The inwater work period is from ___(date)___ to ___(date)___. Submit a schedule to complete all work
within the regulated work area within the in-water work period at least 10 days prior to the preconstruction conference. 00290.34(b) Prohibited Operations -Add the following bullets
to the end of this subsection: • Allow entry within the Regulated Work Area or between stations _______ and _______. • Allow equipment to enter or work in or on the water. (Use the following
lead-in paragraph and subsection .34(c) to list required environmental permits. Obtain information from Environmentalist. (Include paragraphs (1) through (12) as necessary. When paragraphs
are NOT included, renumber the remaining paragraphs beginning with the appropriate number.) [ Begin subsection .34(c) ] Add the following subsection: 00290.34(c) Fish Protection Measures
Required by Environmental Permits: (1) General Equipment Requirements -Use heavy equipment as follows: • Choice of equipment must have the least adverse effects on the environment (for
example: minimally sized, low ground pressure).
09-1094.207 Page 24 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Before operations begin and
as often as necessary during operation, steam clean all equipment that will be used below the regulated work area until all visible oil, grease, mud, and other visible contaminants are
removed. Complete all cleaning in approved staging areas. • Secure absorbent material around all stationary power equipment ( for example: generators, cranes, drilling equipment) operated
within 150 feet of wetlands, waters of the State and U. S., drainage ditches, or water quality facilities to prevent leaks, unless suitable containment is provided to prevent spills
from entering waters of the state and U.S. • Do not cross directly through a stream for construction access, unless shown or approved. • Do not install fish ladders (for example: pool
and weirs, vertical slots, fishways) or fish trapping systems. • The volume of material filled or discharged into waters of the state or U.S. plus the volume excavated shall not exceed
____ cubic yards. • Do not apply surface fertilizer within 50 feet of any stream channel. (Use this subsection (2) when a work area isolation plan is required. Obtain information from
the Environmentalist.) (2) Work Area Isolation -At least 28 Calendar Days before beginning in-water work, submit a work area isolation plan for review and approval. The Plan is required
for all work within the regulated work area showing how the work area will be isolated from the active stream flow, both upstream and downstream of the work area using temporary water
management facilities (for example: inflatable bags, sandbags, sheet pilings, or similar materials), unless otherwise approved in writing by appropriate regulatory agencies through the
Project Manager. Piling may be installed without work area isolation provided all other relevant conditions are met. • The plan shall be stamped by a Professional Engineer licensed in
the State of Oregon. • Include measures to comply with these specifications, the sequencing and schedule of dewatering and re-watering activities, plan view of all isolation elements,
as well as a list of materials to adequately provide appropriate redundancy of key plan functions (for example: an operational, properly sized backup generator). • If a water withdraw
pump is used, a sizing submittal is required. • Installation and removal of work area isolation equipment, and work within the isolated work area, is allowed only during the in-water
work period. • Notify the Project Manager at least 14 Calendar Days prior to beginning of work area isolation construction. Do not begin in-stream work or work within regulated work
area prior to receiving approval. • Safe passage around or through the in-water work area must be provided for adult and juvenile native migratory fish, unless passage did not previously
exist, or as otherwise approved in writing by appropriate regulatory agencies through the Project Manager. • Coordinate fish removal by Agency or ODFW biologists prior to installing
work area isolation or conducting work within the regulated work area. Provide Agency, ODFW and qualified and permitted consultant personnel access to the regulated work area to remove
fish trapped within the isolated work areas, as directed. • Maintain water flow downstream of the isolated work area at a rate of at least 50% of upstream flow conditions for the duration
of the diversion. Control water flow as necessary to prevent de-watering downstream of the diversion.
09-1094.207 Page 25 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • If pumps are used, operate
the pumps as needed up to 24-hours a day during the diversion to prevent de-watering the stream downstream of the diversion. Keep a back up pump available in the event of failure of
the primary pump. (3) Water Intake Screening -Install, operate, and maintain fish screens on each water intake used for project construction, including pumps used to isolate an in-water
work area. When drawing or pumping water from any stream, protect fish by equipping intakes with screens having a minimum 27% open area and meeting the following requirements: • Perforated
plate openings shall be 3/32 inch or smaller. • Mesh or woven wire screen openings shall be 3/32 inch or smaller in the narrowest direction. • Profile bar screen or wedge wire openings
shall be 1/16 inch or smaller in the narrow direction. Choose size and position of screens to meet the following criteria: Type Approach Velocity 1 (Ft./Sec.) Sweeping Velocity 2 (Ft./Sec.)
Wetted Area of Screen (Sq. Ft.) Comments Ditch Screen = 0.4 Shall exceed approach velocity Divide max. water flow rate (cfs) by 0.4 fps If screen is longer than 4 feet, angle 45° or
less to stream flow Screen with proven self-cleaning system = 0.4 – Divide max. water flow rate (cfs) by 0.4 fps – Screen with no cleaning system other than manual = 0.2 – Divide max.
water flow rate (cfs) by 0.2 fps Pump rate 1 cfs or less 1 Velocity perpendicular to screen face at a distance of approximately 3 inches 2 Velocity parallel to screen Provide ditch screens
with a bypass system to transport fish safely and rapidly back to the stream. (Use the following subsection (4) when special aquatic habitats are required. Obtain information from the
Environmentalist.) (4) Special Aquatic Habitats -The following exploration or construction activities are not allowed in special aquatic habitats: • Use of pesticides and herbicides.
• Use of short pieces of plastic ribbon to determine flow patterns. • Temporary roads or drilling pads built on steep slopes, where grade, soil type, or other features suggest a likelihood
of excessive erosion or slope failure. • Exploratory drilling in estuaries that cannot be conducted from a work barge, or an existing bridge, dock, or wharf.
09-1094.207 Page 26 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Installation of a fish screen
on any permanent water diversion or intake that is not already screened. • Projects that require in-water installation of hollow steel piling greater than 24 inches in diameter, or use
of H-pile larger than designation HP24. • Drilling or sampling in an EPA-designated Superfund Site, a state-designated clean-up area, or the likely impact zone of a significant contaminant
source, as identified by historical information or U. S. Army Corps of Engineer representative. (5) Site Restoration -Restore damaged streambanks to a natural slope, pattern, and profile
suitable for establishment of permanent woody vegetation unless precluded by pre-project conditions (for example: natural rock substrate): • Replant all damaged streambanks before the
first April 15 following construction. • If use of large wood, native topsoil, or native channel material is required for the site restoration according to the roadside development plans,
stockpile all large wood, native vegetation, weed-free topsoil, and native channel material displaced by construction. Cut trees or large wood and trees into pieces of no less than 20
feet in length, or as shown on the roadside development plans or as directed. Stockpiled native wood and vegetation remain the property of the Agency. • Stabilize all disturbed soils,
including obliteration of temporary access roads, following any break in work unless construction will resume in 4 Calendar Days. (6) Surface Water Diversions -Surface water may be diverted
to meet construction needs other than work area isolation, consistent with Oregon law, only if water from sources that are already developed, such as municipal supplies, small ponds,
reservoirs, or tank trucks, is unavailable or inadequate, and meeting the following conditions: • When alternative surface sources are available, divert from the stream with the greatest
flow. • Install, operate, and maintain a temporary fish screen. • Do not exceed a pumping rate and volume of 10% of the available flow. For streams with less than 5 cubic feet per second,
do not exceed drafting of 18,000 gallons per day. Do not use more than one pump for each site. (7) Hydro-Acoustic -Hollow steel piling 24 inches in diameter or smaller and H-pile designated
as HP24 or smaller may be installed below the ordinary high water as follows: • Minimize the number and diameter of pilings, as feasible. • Repairs, upgrades, and replacement of existing
pilings consistent with these conditions are allowed. In addition, up to five single pilings or one dolphin consisting of three to five pilings may be added to an existing facility.
• Whenever feasible, use vibratory hammer for piling installation. Otherwise, use the smallest drop or hydraulic impact hammer necessary to complete the job, and set the drop height
to the minimum necessary to drive the piling. • When using an impact hammer to drive or proof steel pile, one of the following sound attenuation devices must be used to reduce sound
pressure levels by 20 dB. • Place a block of wood or other sound dampening material between the hammer and the piling being driven.
09-1094.207 Page 27 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • If water velocity is 1.7
miles per hour or less, surround the piling being driven by an unconfined bubble curtain that will distribute small air bubbles around 100% of the piling perimeter for the full depth
of the water column. Contract the Project Manager for guidance on how to deploy an effective, economical bubble curtain. • If water velocity is greater than 1.7 miles per hour, surround
the piling being driven by a confined bubble curtain (for example: a bubble ring surrounded by a fabric or metal sleeve) that will distribute air bubbles around 100% of the piling perimeter
for the full depth of the water column. • Written approval of an alternative sound attenuation plan may be requested to the U. S. Army Corps of Engineers through the Project Manager,
provided the plan will maintain sound pressure levels below 150dB rms (1 micro Pascal) for a minimum of 50% of the driver strikes, and peak sound pressure levels below 180 dB rms (1
micro Pascal) for all strikes. (8) Drilling, Boring, or Jacking -If drilling, boring, or jacking is used, the following conditions apply: • Design, build, and maintain facilities to
collect and treat all construction and drilling discharge water using the best available technology applicable to site conditions. Provide treatment to remove debris, nutrients, sediment,
petroleum hydrocarbons, metals, and other pollutants likely to be present. An alternate to treatment is collection and proper disposal offsite. • Isolate drilling operations from wetted
stream to prevent drilling fluids from contacting waters of the state and U.S. • Use casing to prevent loss of drilling fluid to the subsurface formation. Do not drill open hole. • If
it is necessary to drill through an over-water bridge deck, use containment measures to prevent drilling debris from entering the stream channel. • If drilling fluid or waste is released
to surface water, wetland or other sensitive environment, cease all drilling pending written approval from appropriate regulatory agencies through the Project Manager to resume drilling.
• Recover all waste and spoils if precipitation is falling or imminent. Recover, recycle, or dispose of all drilling fluids and waste to prevent entry into flowing water. • Recycle drilling
fluids using a tank instead of drill recovery/recycling pits, whenever feasible. • When drilling is completed, make attempts to remove the remaining drilling fluid from the sleeve (for
example: by pumping) to reduce turbidity when the sleeve is removed. (9) Treated Wood -Do not use lumber, pilings, or other wood products that are treated or preserved with pesticidal
compounds below the ordinary high water (OHW) or as part of an in-water or over-water structure, except as described below: • Store treated wood shipped to the Project out of contact
with standing water and wet soil, and protected from precipitation. • Visually inspect each load and piece piece of treated wood. Reject for use in or above aquatic environments if visible
residues, bleeding of preservative, preservativesaturated sawdust, contaminated soil, or other matter is present.
09-1094.207 Page 28 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Pilings treated with ammoniacal
copper zinc arsenate, chromated copper arsenate, or creosote may be installed below OHW provided that no more than 50 piles are used. No other use for treated wood or preservative type
is allowed below or over the OHW. • Use pre-fabrication to the extent feasible. When field fabrication is necessary, all cutting and drilling of treated wood, and field preservative
treatment of wood exposed by cutting and drilling, shall occur above the OHW. Use tarps, plastic tubs, or similar devices to contain the bulk of any fabrication debris, and wipe off
any excess field preservative. • All treated wood structures, including pilings, shall have design features to avoid or minimize impacts and abrasion by livestock, pedestrians, vehicles,
vessels, and floats. • Treated wood may be used to construct a bridge, over-water structure or an an in-water structure, provided that all surfaces exposed to leaching by precipitation,
overtopping waves, or submersion are coated with a water-proof seal or barrier are maintained. Apply and contain coatings and paint-on field treatment to prevent contamination. Surfaces
that are not exposed to precipitation or wave attack, such as parts of a timber bridge completely covered by the bridge deck, are exempt from this requirement. • During demolition of
treated wood, ensure that no treated wood debris falls into the water. If treated wood debris does fall into the water, remove it immediately. • Store removed treated wood debris in
appropriate dry storage areas, at least 150 feet away from the regulated work area. (10) Piling Removal -If a temporary or permanent piling will be removed, the following conditions
apply:
• Dislodge the piling with a vibratory hammer, whenever feasible. • Once loose, place the piling onto the construction barge or other appropriate dry storage site. • Ensure remaining
treated wood piling is broken, cut, or pushed at least 3 feet below the sediment surface and covered with a cap of clean, native substrates that match surrounding streambed materials.
• Fill holes left by each piling with clean, native sediments whenever feasible. (11) Ditch and Culvert Cleaning -Complete ditch cleaning, culvert and trash rack cleaning by working
from the top of bank, unless work area isolation would result in less habitat disturbance. • Do not work more than 20 feet upstream or downstream the culvert or trash rack. • Remove
only the minimum amount of wood, sediment, or other natural debris necessary to maintain the facility’s function, without disturbing spawning gravel or changing the configuration of
the original ditch, unless the new configuration is part of the project design. • Place all large wood, cobbles, and gravels recovered from during culvert and trash rack cleaning downstream
from the structure. • Complete drift removal in the following priority, as directed: • Pull and release whole logs logs or trees downstream. • Pull whole logs and trees and place in
the riparian area, as directed. • Remove whole logs or trees only if roadside development plans have been developed for replacement in-kind. • Pull, cut only as necessary, and release
logs and trees downstream.
09-1094.207 Page 29 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (12) Floating Structures -The
following types of over-water or in-water structures are not allowed: • boat house • boat ramp made of asphalt • buoy or float in an active anchorage or fleeting area • covered moorage
• floating storage unit • houseboat • marine • pier • non-water related facilities (including staging areas) inside riparian management areas • any other over-water structure more than
6-feet wide unless otherwise approved in writing by appropriate regulatory agencies through the Project Manager The following conditions apply to floatation structures: • Concrete boat
ramps that consist of pre-cast concrete slabs below the ordinary high water elevation, and higher elevation portions that are completed in the dry so that no wet concrete that has cured
less than 24 hours is allowed to contact any wetland or waters of the state and U.S. • Rock may be used to construct a boat ramp footing, or other protection necessary to prevent scouring,
down-cutting, or failure of the boat ramp, provided that the rock does not extend further than 4 feet from the edge of the ramp in any direction. • Any replacement roof, wall, or garage
door for covered moorages and boat houses must be made of translucent materials or skylights. In addition, each side, except the door, of the boat house shall have windows at least 4
feet wide installed the length of the boat house, subject to breaks only for structural support. • An existing marina may be modified within the existing footprint of the moorage, or
in the water more than 50 feet from the shoreline and more than 20 feet deep, except that structures may not be placed in areas that support aquatic vegetation or areas where boat operations
may damage aquatic vegetation. • Fit all pilings, mooring buoys, and navigational aides with devices to prevent perching by piscivorous birds. • Permanently encapsulate all synthetic
flotation material to prevent breakup into small pieces and dispersal in water. • Install small temporary floats less than 7 Calendar Days before a scheduled event, remove them five
days after a scheduled event is concluded, and do not leave them in place longer than 21 Calendar Days. • Install mooring buoys and temporary floats (for example: shellfish traps) more
than 300 feet from native submerged aquatic vegetation, more than 50 feet from the shoreline, and in water deeper than 20 feet deep at all times, or as necessary to ensure that gear
does not ground out unnecessarily, and boats do not prop wash the bottom. [ End subsection .34(c) ] (Use the following subsection .36(b) when there is potential disturbance to material
bat colonies. Delete what does not apply. Obtain information from Environmentalist.)
09-1094.207 Page 30 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00290.36(b) Bats -Add the following
to the end of this subsection: Protect bats by doing the following: • Schedule bridge demolition outside of the bat breeding season (___(date)___ to ___(date)___). • If this is not feasible
and if approved by the Project Manager, apply exclusionary methods prior to this date to exclude bats from accessing suitable habitat. An exclusionary device is any method that denies
birds physical access to the nest site area (for example: nets and hole blockers). • Exclusionary devices must be installed a minimum of 15 days prior to this period. • Inspect, maintain,
and repair exclusionary devices to prevent active occupancy by bats during period listed above. (Use one of the following option lead-in paragraphs and subsection .36(c)'s as directed
by instruction below. Delete the one that does not apply. Obtain information from the the Environmentalist.) [ Use this lead-in paragraph and subsection .36 when migratory birds or bats
are known to use the bridge or vegetation in the area and avoidance is feasible. Modify as needed. Delete items that do not apply. ] [ Begin option 1 subsection .36(c) ] Add the following
subsection: 00290.36(c) Avoid Nesting -Comply with Migratory Bird Treaty Act (16 U.S.C. 703-712). Submit a migratory bird protection plan for review and approval at least 10 Calendar
Days before the pre-construction conference. Include the following: • Describe measures to avoid disturbance to migratory bird nesting habitat (vegetation, structures) from March 1 to
September 1 of each year. • Do not begin work until the migratory bird protection plan is approved. • In the event the nesting birds or bats are encountered during construction, the
Engineer may suspend the work according to 00180.70 [ End option 1 subsection .36(c) ] [ Use this lead-in paragraph and subsection .36(c) when migratory birds or bats are known to use
the bridge or vegetation in the area and avoidance is NOT feasible. Modify as needed. Delete items that do not apply. ] [ Begin option 2 subsection .36(c) ] Add the following subsection:
00290.36(c) Prevent Nesting -Comply with Migratory Bird Treaty Act (16 U.S.C. 703-712). Submit a migratory bird protection plan for review and approval at least 10 Calendar Days before
the pre-construction conference. Include the following:
09-1094.207 Page 31 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Provide a list of qualified
personnel experienced in bird identification, including a summary of their qualifications. A qualified individual shall have at least 2 years of work experience identifying nesting birds
in the Pacific Northwest. • Describe measures to avoid disturbance to migratory bird nesting habitat (vegetation, structures) from March 1 to September 1 of each year. If complete avoidance
is not feasible, describe measure and method to prevent birds and bats from nesting within the Project Site. Describe measures to install, inspect, maintain, and repair exclusionary
devices and/or harassment methods, and a schedule for installing, inspecting, and removing exclusionary measures. • Do not begin work until the migratory bird protection plan and the
implementation schedule are approved. • Prevent nesting by native birds on structures to be removed or repaired and on vegetation to be removed as follows: • Install, inspect, repair
and maintain exclusionary methods or begin harassment methods to prevent nesting of native birds in, on, or under the structures and the vegetation from March 1 to September 1 of each
year. • If exclusionary measures have been installed or harassment methods have begun onsite prior to NTP, within 15 Calendar Days of the preconstruction conference, assume responsibility
for ensuring that native birds do not nest in, on, or under the structures or the vegetation, according to Agency’s migratory bird protection plan, including maintaining and inspecting
exclusionary measures. • Using qualified personnel from the list, perform inspections on the structures (and the vegetation) according to the implementation schedule for nesting activity
and effectiveness of exclusionary measures. Document inspections and maintain documentation on-site. • Remove existing bird nests only if no eggs or young are found. • Meet with the
Agency Biologist, the Engineer, and inspector on-site if nests containing eggs or young are found. • Use equivalent materials when repairing or replacing damaged exclusionary measures.
• If on-site work is completed prior to September 1, discontinue exclusionary measures or harassment methods. In the event the Contractor fails to prevent nesting of native birds, the
Engineer may suspend the work according to 00180.70. Unless authorized in writing by the Engineer, return to the Engineer, within 5 Calendar Days of removal, all exclusionary measures
applied by others prior to the NTP for the Project. [ End option 2 subsection .36(c) ] (Use the following lead-in paragraph and subsection .36(d) when there is high noise production
work near listed birds. Change "(d)" to "(c)" if either of the above (c)'s are NOT used. Obtain information from Environmentalist.) [ Begin subsection .36(d) ] Add the following subsection:
09-1094.207 Page 32 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00290.36(d) Wildlife Avoidance/Harassment
(High Noise) -For purposes of this project, "high noise" is defined as sound pressure levels greater than 10 dBA above the ambient as measured by the LAFmax and LAFeq at sensitive habitat
as shown: (Use the following bullets when suitable habitat for marbled murrelet is located within one mile of the project.) • Non-blasting high-noise producing construction activities
are not allowed between April 1 and August 5. Blasting activities within one mile of sensitive habitat shall be conducted only between September 15 and March 30. • Non-blasting high
noise producing construction activities conducted from August 6 to September 15 shall implement a daily limited operating period of daytime work being conducted from two hours after
sunrise to two hours before sunset. If night construction is needed, then activity shall be conducted one hour after sunset to one hour before sunrise. (Use the following bullet when
nesting or communal roosting sites for bald eagles are within one mile of blasting activities, 0.5 mile line of sight of construction activities, or 0.25 mile of construction activities.)
• High-noise producing activities, including blasting, are allowed only between November 1 and August 31. (Use the following bullets when there is suitable habitat for northern spotted
owl near the project site. Delete what does not apply.) • Blasting and high-noise producing activities shall be prohibited during the following critical nesting period: • March 1 to
July 7 for the North Coast Province. • March 1 to June 30 for the Rogue/Siskiyou National Forest (NF) and Medford District of U.S. Bureau of Land Management (BLM) in the Southwest Province.
• March 1 to July 15 for the Umpqua NF in the Southwest Province. • March 1 to July 15 for the Willamette Province. • March 1 to September 30 for the Deschutes NF, Fremont, and Winema
NF and unlisted areas. [ End subsection .36(d) ] (Use the following subsection .41(b) when required by relevant permits. Obtain information from the Environmentalist.) 00290.41(b) Disturbing
Wetlands -Add the following to the end of this subsection: Permits have been obtained for this project from the [US Army Corps of Engineers (Corps)] and the [Department of State Lands
(DSL)]. Keep a copy of Corps and DSL permits at the project site during construction. These permits authorize the placement of _____ cubic yards of fill within wetlands located at Station(s)_____.
A total of ____ acres of wetlands will be permanently filled and _____ acres will be temporarily impacted. Changes to the project that may increase the amount of fill placed in wetlands
or the acreage of wetlands impacted are not authorized.
09-1094.207 Page 33 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following lead-in
paragraph and subsection .42 when a work containment plan and a work containment system are required, such as for bridge demolition or paint removal. Delete items that do not apply.
Fill in the blanks as needed. Obtain information from Environmentalist.) [ Begin subsection .42 ] Add the following subsection: 00290.42 Work Containment Plan and System -A work containment
plan (WCP) and a work containment system (WCS) are required on this Project for _____ activity(ies). Develop and submit a WCP for approval at least 28 Calendar Days prior to mobilization
for ____ activity(ies). Maintain a copy of the WCP on the Project Site at all times during construction, readily available to employees and inspectors. Ensure that all employees comply
with the provisions of the WCP. Design the WCP to avoid or minimize disturbance to protected features (property, sensitive cultural or natural resources, the Regulated Work Area, or
other features identified by Agency) related to Contractor operations. Before developing the WCP, meet with Agency to review the Contractor’s activities that require a WCP and WCS and
to ensure that all parties understand the locations of protected features to be avoided and the measures needed to avoid and protect them. Notify the Project Manager at least 10 Calendar
Days before beginning WCS construction activities. The Agency reserves the right to stop work and require the Contractor to change the WCP methods and equipment before any additional
Contract work, at no additional cost to the Agency, if and when, in the opinion of the Agency, that such methods jeopardize the safety of traffic, the integrity of the new structure,
damage protected features, or destroy aquatic life or habitat in the Regulated Work Area. Provide a WCP and a WCS according to the following: (a) Work Containment Plan (WCP) -The WCP
shall identify the prevention of delivery of construction debris, material or other contaminants to protected features, caused by the Contractor's construction operations including but
not limited to mobilization, construction, maintenance, and demolition. Implement the WCP as approved. The WCP shall: • Include relevant construction, operation, or demolition activities.
• Include a work area isolation plan and a work containment system to provide complete containment measures that prevent construction waste, debris, rubble (for example: dust, concrete
debris and saw cutting by-products, welding slag, and grindings) and work materials from damaging protected features. • Not require any tree removal, clearing, or grubbing, unless approved
by the Project Manager. • Prohibit the use of treated timber. • Prohibit the use of concrete form release agents within waters of the State and U.S., wetlands, drainage ditches, water
quality facilities, or other water conveyances.
09-1094.207 Page 34 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Include full containment
of fueling procedures. • Require the WCS to be fire retardant or resistant to fire from welding slag, torch operation or any sparks from the Work. • Require the WCS to be weather resistant.
(Use one of following bullets depending on permit conditions. Delete what does not apply. Fill in the blank with stream or bridge name.) • Prohibit barge use at ________ . • Barge use
is allowed only at ______ . (In (b) below, select either "repair" or "removal" as appropriate. Delete the one that does not apply. Remove the parentheses around the word that remains.)
(b) Work Containment System (WCS) -The WCS shall consist of a containment system that is rigid and in place before (repair) (removal) work begins, as described in the WCP. Design the
containment system for not less than the system self-weight plus 25 psf live loading, or system self-weight plus debris weight plus removal equipment weight, or load combinations. Debris
weight includes the possibility of a concrete form failure, concrete spills, and any other construction material load imposed on the containment system. The WCS shall show specific attention
to the need for special care in demolition work. Provide all required shoring, bracing, barricades, fencing, and other devices that may be required, and exercise all necessary precautions
to fully protect pedestrian, vehicular, and navigation traffic, and to minimize disturbance to protected features and to prevent damage to the new bridge or other structures. The WCS
shall be designed and stamped by a registered Professional Engineer. Include all load assumptions and calculations and submit stamped working drawings to the Agency according to 00150.35.
[End subsection .42] (Use the following subsection .51 when there are known sensitive cultural sites on the project. Fill in the blanks.) 00290.51 Protection of Sensitive Cultural Sites
-Add the following to the end of this subsection: There are sensitive cultural sites on this Project. At the time of preparation of the Plans, there were _______ sites identified. (List
Tribal Representative and Agency Archaeologist below. Do not include phone numbers. Delete if not applicable.) The Tribal Representative for this Project is __________________________.
The Agency Archaeologist for this Project is __________________________.
09-1094.207 Page 35 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc All contact with the Tribe
or the Agency Archaeologist shall be through the Project Manager's office. Contractor, Inspector, ODOT Regional Environmental Coordinator and Agency Archaeologist will discuss location
of archaeological sites and high probability areas, prior to construction. Identify all No Work Zones with orange plastic mesh fencing from the QPL or lath and flagging, as shown. An
Archaeological/Tribal Monitor has been selected for this project. (Use the following subsection .90 when a work containment plan and a work containment system are required, when staging
areas are required, or when there are known sensitive cultural sites on the project. Remove the parentheses in "paragraph(s)" when more than one paragraph below is used. Remove "(s)"
when only the plastic mesh fencing paragraph is used.) 00290.90 Payment -Add the following paragraph(s) s) to the end of this subsection: (Use the following paragraphs when a work containment
plan and a work containment system are required.) The work containment plan and the work containment system will be paid for at the Contract lump sum amount for the item "Work Containment
Plan and System". Payment will be payment in full for furnishing all materials, equipment, labor, and incidentals necessary to complete the work as specified. Payment includes providing
and updating the work containment plan and for designing, constructing, maintaining, and removing the containment system. (Use the following paragraph when staging areas are required
or when there are known sensitive cultural sites on the project.) No separate or additional payment will be made for orange plastic mesh fencing.
09-1094.207 Page 36 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP305 (02-25-10) (This Section
requires SP150.) SECTION 00305 -CONSTRUCTION SURVEY WORK (Use this Section when Contractor Surveying is required. Check with Designer. Do not modify the "Construction Surveying Manual
for Contractors" in these special provisions.) Section 00305, which is not a Standard Specification, is included for this Project by Special Provision. Description 00305.00 Scope -Provide
construction survey work according to the current edition on the date of Advertisement, of the ODOT "Construction Surveying Manual for Contractors". This manual is available on the web
at: http://www.oregon.gov/ODOT/HWY/GEOMETRONICS/documents.shtml Measurement 00305.80 Measurement -No measurement of quantities will be made for construction survey work. Payment 00305.90
Payment -The accepted quantities of construction survey work will be paid for at the Contract lump sum amount for the item "Construction Survey Work". Payment will be payment in full
for furnishing all material, equipment, labor, and incidentals necessary to complete the work as specified. No separate or additional payment will be made for all temporary protection
and direction of traffic measures including flaggers and signing necessary for the performance of the construction survey work. No separate or additional payment will be made for preparing
surveying documents including but not limited to office time, preparing and checking survey notes, and all other related preparation work. Progress payments will not be in excess of
the reasonable value of the surveying work estimated by the Engineer. Costs incurred caused by survey errors will be at the Contractor's expense. These costs include price adjustments
for failure to meet requirements of the "Construction Surveying Manual for Contractors", repair or removal and replacement of deficient product, and over-run of material. SP310 (03-31-08)
09-1094.207 Page 37 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SECTION 00310 -REMOVAL OF STRUCTURES
AND OBSTRUCTIONS (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications
to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00310 of the Standard Specifications modified as follows:
00310.41(a) General -Replace this subsection, except for the subsection number and title, with the following: Where an abutting structure or part of a structure is to be left in place,
make clean, smooth, vertical cuts with a saw or other approved cutting device. Avoid operations that may damage any portion of the remaining structure. (Use the following subsection
.80 only when saw cutting is included as a pay item.) 00310.80 Measurement -Add the following to the end of the length and area bullet: Asphalt pavement cutting will be the length of
the actual cut based on a depth of 6 inches. If the depth is greater than 6 inches, the length will be adjusted by converting to an equivalent number of feet on a proportionate length
basis. (Use the following subsection .92 only when saw cutting is included as a pay item.) 00310.92 Separate Item Basis -Add the following pay item to the pay item list: (g) Asphalt
Pavement Saw Cutting .................................... Foot Item (g) applies to asphalt pavement saw cutting when shown. SP320 (04-22-10) SECTION 00320 -CLEARING AND GRUBBING (Follow
all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project
specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00320 of the Standard Specifications modified as follows: (Use the following subsection
.40(a) on OTIA III projects.) 00320.40(a) Clearing Trees and Other Vegetation -Add the following paragraphs before the paragraph that begins "Cut trees and brush so they...":
09-1094.207 Page 38 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use one of the following paragraphs
on OTIA III projects as instructed below. Delete the paragraph that does not apply. Check with environmental designer.) [ Use this paragraph when clearing operations are restricted.
] Unless approved in writing, only perform clearing operations between September 1 and February 28. When clearing will be performed in one operation, provide the Engineer with 10 Calendar
Day's notice before beginning clearing work. When clearing will be performed in stages, provide the Engineer with 10 Calendar Day's notice before beginning clearing work for each stage
of operation. [ Use this paragraph when clearing operations are NOT restricted. ] When clearing will be performed in one operation, provide the Engineer with 10 Calendar Day's notice
before beginning clearing work. When clearing will be performed in stages, provide the Engineer with 10 Calendar Day's notice before beginning clearing work for each stage of operation.
(Use the following subsection .40(b) when trees are to be saved.) 00320.40(b) Preserving and Trimming Vegetation -Add the following to the end of this subsection: (4) Trees To Be Saved
-The Engineer will identify and mark trees to be saved. Provide and place orange plastic mesh fencing, from the QPL, around critical root zones of marked trees or tree groups as directed.
Do not begin construction activity or move equipment into existing tree areas until the plastic mesh fencing is in place. Do not work within the critical root zone of marked trees unless
written approval is obtained from the Engineer. Be responsible for all damage to or for removal of marked trees. Tree damage will be determined by a certified arborist selected by the
Engineer. 00320.42 Ownership and Disposal of Matter -Replace this subsection with the following subsection: 00320.42 Disposal of Matter -Dispose of all matter and debris according to
00290.20. (Use the following subsection .90 when trees are to be saved.) 00320.90 Payment -Add the following after the first paragraph of this subsection: No separate or additional payment
will be made for plastic mesh fencing. SP330 (12-11-08) (This Section may require SP235 and SP331.) SECTION 00330 -EARTHWORK (Follow all instructions. If there are no instructions above
a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to
09-1094.207 Page 39 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc only include project specific
specifications. Delete specifications that do not apply to the project.) Comply with Section 00330 of the Standard Specifications modified as follows: (Use one of the following subsection
.03's as instructed below. Generally, choose the "Embankment Basis" subsection when the embankment quantities are greater than the excavation quantities. Choose the "Excavation Basis"
subsection when the excavation quantities are greater than the embankment quantities. Delete the one that does not apply. Check with the Designer for information.) [ Use this subsection
.03 only for "Embankment Basis" projects, modified (by filling in the blank) to exclude Ditch Excavation, Foundation Excavation or Toe Trench Excavation if any of these items are included
in the bid schedule. Delete "except for _______" if it does not apply. ] 00330.03 Basis of Performance -Add the following paragraph to the end of this subsection: Perform all earthwork
under this Section except for ______________ on the embankment basis. [ Use this subsection .03 only for "Excavation Basis" projects, modified (by filling in the blank) to exclude Stone
Embankment if it is included in the bid schedule. Delete "except for ______" if it does not apply. ] 00330.03 Basis of Performance -Add the following paragraph to the end of this subsection:
Perform all earthwork under this Section except for ______________ on the excavation basis. 00330.20 Tamping Foot Rollers -In the paragraph, replace "115 tons" with "15 tons". (Use the
following subsection .41(a-4) when excess materials are to be used on the project only when there are sufficient R/W limits. Check with Project Leader.) 00330.41(a-4) Excess Materials
-Replace this subsection, except for the subsection number and title, with the following:
If the quantities of excavated materials are greater than required to construct embankments and to do all filling and backfilling, use the remaining materials to uniformly widen embankments
or to flatten slopes in a manner satisfactory to the Engineer. (Select only one of the following three .41(a-5) subsection options as instructed below.) [ Option 1 -Use this subsection
.41(a-5) only when subsection .41(a-4) above is used. ] 00330.41(a-5) Waste Materials -Replace this subsection, except for the subsection number and title, with the following:
09-1094.207 Page 40 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Unless otherwise specifically
allowed and subject to the requirements of 00280.03, dispose of materials, classed as waste materials in 00330.41(a-3), outside and beyond the limits of the Project and Agency controlled
property according to 00290.20. Do not dispose of materials on wetlands, either public or private, or within 300 feet of rivers or streams. [ Option 2 -Use this subsection .41(a-5) only
for Agency-furnished disposal sites. Include SP235 when using this subsection. ] 00330.41(a-5) Waste Materials -Replace this subsection, except for the subsection number and title, with
the following: Dispose of waste materials according to Section 00235 of these special provisions. [ Option 3 -Use this subsection .41(a-5) only when Options 1 and 2 are NOT selected.
] 00330.41(a-5) Waste Materials -Replace this subsection, except for the subsection number and title, with the following: Unless otherwise specifically allowed and subject to the requirements
of 00280.03, dispose of materials, classed as waste materials in 00330.41(a-3) and 00330.41(a-4), outside and beyond the limits of the Project and Agency controlled property according
to 00290.20. Do not dispose of materials on wetlands, either public or private, or within 300 feet of rivers or streams. (Use the following subsection .41(a-9) on excavation projects
which include Section 00331 -Subgrade Stabilization.) 00330.41(a-9) Excavation Below Grade -Delete the bullet that begins "Unstable Subgrade…". (Use the following subsection .42(c-3)
on projects when directed by the Erosion Control Designer.) 00330.42(c-3) Embankment Slope Protection -Add the following paragraph: Construct the outer 12 inches of embankments with
suitable materials to establish slope stabilization through permanent seeding. If suitable material is not available, provide suitable materials from a Contractor-provided source which
conforms to the requirements of 00330.11 or 00330.13 and provides favorable conditions for germination of seed and growth of grass. (Use the following subsection .80 when DTM measurement
is requested by the Project Leader. Check with the Designer for the Volume type to use. Delete the types that do not apply. Also delete the parentheses.) 00330.80 Measurement -Replace
the bullet that begins "Volume basis, computed by…", with the following bullet: • Volume basis, based on the Agency's digital terrain model (DTM) calculated by (Triangular) (Grid) (End
Area) Volume, or by other methods of equivalent accuracy.
09-1094.207 Page 41 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.82 on embankment projects.) 00330.82 Embankment Basis Measurement -In the paragraph that begins "When measurement of earthwork…", replace the sentence that begins "Measurement will
be limited to…" with the following sentence: Measurement will be limited to the lines, grades, and slopes of the original ground contours established before the Contractor begins any
Work on the Project. In the paragraph that begins "The quantities of embankment measured for payment will not include…", add the following bullet after the second bullet: • Any additional
quantities required due to clearing and grubbing operations. (Use the following subsection .91(d) on excavation projects that include Section 00331 -Subgrade Stabilization.) 00330.91(d)
General Excavation -Delete the bullet that begins "Includes unsuitable material…". 00330.92 Kinds of Incidental Earthwork -Delete the bullet that reads "If shown on the plans.". (Use
the following lead-in paragraph on embankment projects or when the light grading bullet is used. Delete "(s)" when only one bullet is used. Delete the parentheses in "bullet(s)" when
both bullets are used.) Add the following bullet(s) to the end of the bullet list: (Use the following bullet on embankment projects.) • Additional quantities of materials required due
to clearing and grubbing operations and compaction requirements within embankment limits. (Use the following bullet on projects with light grading, especially on urban projects, and
when requested by the Project Leader, to eliminate separate measurement and payment for earthwork for driveways and road approaches. Do NOT use on projects involving driveways or road
approaches with significant earthwork quantities.) • Earthwork required for driveways and road approaches. Earthwork for driveways and road approaches will be that which is outside the
neat line limits shown on the typical section(s). (Use the following subsection .94 on embankment projects that include Section 00331 -Subgrade Stabilization.) 00330.94 Embankment Basis
Payment -Delete the paragraph that begins "Excavation of unsuitable…".
09-1094.207 Page 42 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP331 (12-11-08) (This Section
requires SP2630.) SECTION 00331 -SUBGRADE STABILIZATION Comply with Section 00331 of the Standard Specifications. SP340 (03-31-08) SECTION 00340 -WATERING Comply with Section 00340 of
the Standard Specifications. SP350 (03-31-08) SECTION 00350 -GEOSYNTHETIC INSTALLATION (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence,
or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the project.)
Comply with Section 00350 of the Standard Specifications modified as follows: (Place an "X" next to the appropriate geotextile types and under the appropriate level. Delete what does
not apply. Delete the level not used. Obtain Geogrid information from the Designer.) 00350.10 Materials Materials -Add the following to the end of this subsection: Provide manufacturer's
certifications complying with 02320.10(c) for the following geosynthetic(s): Certification Geotextile Level A Level B Drainage, Type 1 ....................... ......................
Drainage, Type 2 ....................... ...................... Riprap, Type 1 .......................... ...................... Riprap, Type 2 .......................... ......................
Subgrade .................................. ...................... Embankment ............................. ...................... Pavement Overlay ..................... ......................
Geogrid _______________ .................... ......................
09-1094.207 Page 43 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc _______________ ....................
......................
09-1094.207 Page 44 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP405 (12-11-08) (This Section
requires SP440, SP442, and SP2630.) SECTION 00405 -TRENCH EXCAVATION, BEDDING, AND BACKFILL Comply with Section 00405 of the Standard Specifications. SP440 (01-14-10) (This Section requires
SP2030.) SECTION 00440 -COMMERCIAL GRADE CONCRETE (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the
project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00440 of the Standard
Specifications modified as follows: 00440.10 Materials -In the list of materials, delete the "Aggregates....02690" line. (Use the following subsection .14(a) when perforated steel square
tube sign supports are required.) 00440.14(a) General -In the work item list, replace the square tube sign support line with the following line: Perforated Steel Square Tube Sign Support
Footings .......... 00920 SP445 (06-04-09) (This Section requires SP405. May require SP440 and SP495.) SECTION 00445 -SANITARY, STORM, CULVERT, SIPHON, AND IRRIGATION PIPE (Follow all
instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project
specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00445 of the Standard Specifications modified as follows: 00445.80(a) Pipes -In
the length bullet, add ", to the nearest foot" after the word "applicable". SP470 (07-16-09) (This Section requires SP440. May require SP2450.) SECTION 00470 -MANHOLES, CATCH BASINS,
AND INLETS
09-1094.207 Page 45 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Follow all instructions. If
there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications.
Delete specifications that do not apply to the project.) (Use the following lead-in paragraph when subsection 00470.10 is NOT included in the project.) Comply with Section 00470 of the
Standard Specifications. (Use the following lead-in paragraph and subsection .10 when concrete drain tile is required.) Comply with Section 00470 of the Standard Specifications modified
as follows: 00470.10 Materials -Change the subsection reference for the concrete drain tile to 02410.10(i). SP490 (06-26-08) (This Section requires SP440 and SP442.) SECTION 00490 -WORK
ON EXISTING SEWERS AND STRUCTURES (Follow all instructions. If there are no instructions instructions above a subsection, paragraph, sentence, or bullet, then include them in the project
but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the project.) (Use the following paragraph when subsections
00490.46(b-2) and .46(e) are NOT included in the project.) Comply with Section 00490 of the Standard Specifications. (Use the following lead-in paragraph when subsections 00490.46(b-2)
or .46(e) are included in the project.) Comply with Section 00490 of the Standard Specifications modified as follows: (Use the following subsection .46(b-2) when adjusting concrete and
masonry manholes is required.) 00490.46(b-2) Concrete and Masonry Manholes -In the paragraph that begins "Precast sections removed…", replace the sentence that begins "Precast items
that…" with the following sentence: Dispose of precast items, not reused on the Project, according to 00290.20. (Use the following subsection .46(e) when adjusting metal manholes is
requir
ed.) 09-1094.207 Page 46 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00490.46(e) Metal Manholes
-Replace the sentence that begins "Salvaged structures not reused…" with the following sentence: Dispose of salvaged structures, not reused on the Project, according to 00290.20. SP495
(03-31-08) SECTION 00495 -TRENCH RESURFACING (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project
but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00495 of the Standard Specifications
modified as follows: 00495.80 Measurement -In the paragraph that begins "The quantities of trench resurfacing...", replace the third sentence with the following sentence and bullets:
The width will be the nominal inside diameter of the pipe plus: • 24 inches for pipes less than 36 inch in diameter • 48 inches for pipes between 36 inch and 72 inch, inclusive
09-1094.207 Page 47 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP620 (06-26-08) SECTION 00620
-COLD PLANE PAVEMENT REMOVAL (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary
modifications to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 00620 of the Standard Specifications modified
as follows: (Use the following subsections .40 and (b) when cold planed areas are required to be paved the same day of cold plane pavement removal. Check with pavement design for use
of these subsections.) 00620.40 Pavement Removal -Replace paragraphs (b), (c), (d), and (e) with the following paragraph (b): (b) Removal and Replacement -Repave all cold-planed areas
during the same work shift. 00620.42 Disposal of Materials -Replace this subsection, except for for the subsection number and title, with the following: Dispose of all materials according
to 00290.20. (Use the following paragraph and bullet when materials are to be recycled. List stockpile sites.) When existing pavement is to be removed in more than one thickness or lift
and is to be recycled into asphalt concrete mixture, either on this Project or a future project, place the material from each thickness or lift in separate stockpiles at the following
sites: • SP641 (12-11-08) (This Section requires SP2630.) SECTION 00641 -AGGREGATE SUBBASE, BASE, AND SHOULDERS (Follow all instructions. If there are no instructions above a subsection,
paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply
to the project.) Comply with Section 00641 of the Standard Specifications modified as follows: (Use the following subsection .10 only when the Contractor has the option of using more
than one size of base aggregate. Specify sizes in the blanks. Do not use this subsection when the base aggregate size is included in the pay item name.)
09-1094.207 Page 48 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00641.10 Materials -Add the
following sentence after the first sentence: Base aggregate shall be either ____________ or ____________ size. 00641.12 Limits of Mixture -Replace this subsection, except the subsection
number and title, with the following two paragraphs: Provide a mixture of aggregate and water having a uniform moisture content sufficient to obtain the required compaction. Water may
be introduced in a mixing plant or on the grade. Proportions will be in percentages by weight and will be known as the Mix Design. Determine the proportion of aggregate and water according
to the MFTP. The amount of water for the Mix Design will be based on the dry weight of the aggregate. When introducing water at the mixing plant, furnish the mixture with a tolerance
of 2% of the optimum water content at the time of mixing. If approved, excess percentage of water water may be allowed. The Agency will treat excess percentage of water according to
00641.80(d). (Use the following subsections .20 and .41 when plant mix only is required.) 00641.20 Mixing Plant -Replace the sentence that begins "Mix aggregate and water…" with the
following two sentences: Mix aggregate and water according to paragraph (a) of this subsection. Road mix is not allowed on this Project. 00641.41 Mixing, Hauling, and Placing -Replace
the sentence that begins "Add water to the aggregate…" with the following two sentences: Add water to the aggregate while mixing to provide a moisture content according to 00641.12 and
paragraph (a) of this subsection. Road mix is not allowed on this Project. 00641.44(a-1) Dense-graded Aggregates -In the paragraph, replace "100%" with "95%".
09-1094.207 Page 49 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP730 (03-31-08) SECTION 00730
-EMULSIFIED ASPHALT TACK COAT (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary
modifications to only include project specific specifications. Delete specifications that do not apply to the project.) (Use the following paragraph when subsection 00730.90 is NOT included
in the project.) Comply with Section 00730 of the Standard Specifications. (Use the following lead-in paragraph and subsection 00730.90 on projects that have less than 10 tons of tack
coat. Obtain quantity from the Designer.) Comply with Section 00730 of the Standard Specifications modified as follows: 00730.90 Payment -Replace this subsection, except for the subsection
number and title, with the following: No separate or additional payment will be made made for emulsified asphalt tack coat. Approximately _____ tons of emulsified asphalt in tack coat
will be required on this Project. SP745 (11-12-09) (This Section requires SP730.) SECTION 00745 -HOT MIXED ASPHALT CONCRETE (HMAC) (Follow all instructions. If there are no instructions
above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications
that do not apply to the project.) Comply with Section 00745 of the Standard Specifications modified as follows: (Use the following subsection .00 when lime treatment of aggregates is
specified in the pavement design report.) 00745.00 Scope -Add the following paragraph to the end of this subsection: Lime treatment of new aggregate is required on this Project. 00745.03
Reclaimed Asphalt Pavement (RAP) Material -In the paragraph that begins "The amount of…", replace the sentence that begins "The amount of…" with the following sentence: The amount of
asphalt cement in the RAP shall be established in the mixture design phase according to ODOT TM 319 and the ODOT Contractor Mix Design Guidelines for Asphalt Concrete or other method
if approved by the Engineer.
09-1094.207 Page 50 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00745.10 Aggregate -In the
paragraph that begins "Provide and stockpile…", remove the words "and RAP aggregates". 00745.10(b-3) Grading -Replace the tolerance list with the following tolerance list: Separated
Sizes 1 1/4" -3/4" 3/4" -No. 4 3/4" -1/2" 1/2" -No. 4 Percent Passing (by Weight) Sieve Size T T T T 1 1/2" 1 1 1/4" 5 1" 10 1 1 3/4" 5 5 7 1 1/2" 8 8 5 3/8"* No. 4 3 8 8 8 No. 8 5 5
5 No. 16* -No. 30 1 3 3 3 No. 50* No 100* No 200 1.0 1.0 1.0 * Report percent passing sieve when no tolerance is listed 00745.10(c-3) Grading -Replace the tolerance list with the following
tolerance list: Separated Sizes No. 4 -0 No. 4 -No. 8 No. 8 -0 Percent Passing (by Weight) Sieve Size T T T 3/8" 1 1 No. 4 7 10 1 No. 8 7 7 10 No. 16* No. 30 7 5 8 No. 50* No. 100* No.
200 3.0 2.0 4.0 * Report percent passing sieve when no tolerance is listed 00745.10(c-4) Combination of Fine Aggregate for Testing -Replace this subsection, except for the subsection
number and title, with the following:
09-1094.207 Page 51 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Blend together fine aggregate
produced in two separate sizes at a 1:1 ratio when testing for sand equivalent. (Use the following Option 1 subsection .11(d) when latex polymer treatment of aggregate is listed as an
option in the pavement design report.) [ Begin Option 1 of .11(d) ] Add the following subsection: 00745.11(d) Aggregate Treatment -Latex Polymer -A latex polymer aggregate treatment
material may be used to treat new crushed aggregates instead of lime if Tensile Strength Ratio test results on the mixture with the latex polymer treatment at the JMF meet the minimum
criteria in 00745.13(b). (1) General: a. Provide a system to automatically meter the latex emulsion at the proper rate and apply the emulsion uniformly to the aggregate prior to the
addition of the asphalt cement. Follow manufacturer’s recommendations to set up, adjust and calibrate the the equipment. b. Demonstrate to the Engineer’s satisfaction that the required
application rate of latex solids is being met. If it is not, take corrective action. Document and notify the Engineer of the corrective action. (2) Material -Use latex polymer emulsion
concentrate meeting the following: Minimum Maximum Test Method Solids Percent 65.0 – ASTM D 1417 pH 9.0 11.0 ASTM D 1417 Brookfield Viscosity 500 3000 ASTM D 1417 Spindle 3, 20 RPM,
cPs Provide a quality compliance certificate for the polymer latex emulsion concentrate to the Engineer according to 00165.35. (3) Application Rate -Apply the latex emulsion to achieve
a minimum of 0.75 pounds of latex solids per ton of new aggregate (0.0375%) for dense graded mixtures and a minimum of 0.50 pounds of latex solids per ton of aggregate (0.025%) for open-graded
mixtures. Higher application rates may be required to meet minimum TSR limits. Determine application rate during mix design testing. (4) Treatment During HMAC Production: a. Adjust aggregate
moisture content to meet manufacturer’s recommendation for emulsion application. Apply the latex emulsion at the minimum rate specified above or at a higher rate if TSR testing indicates
a higher rate is required.
09-1094.207 Page 52 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc b. Apply the latex emulsion
to the aggregate just prior to entry into dryer drum. Mix aggregate with the emulsion in a pugmill or in the dryer drum prior to application of asphalt cement. Heat aggregates to at
least 250 °F after treatment and prior to addition of asphalt cement. [ End Option 1 of .11(d) ] (Use the following Option 2 subsection .11(d) when fibers in open-graded HMAC are specified
in the pavement design report.) [ Begin Option 2 of .11(d) ] Add the following subsection: 00745.11(d) Fiber Stabilizing Additive -Add one of the following fiber types to the open-graded
HMAC: (1) Mineral Fibers -Mineral fiber shall be made from virgin basalt, diabase, or slag. The fiber shall be added at a rate of 0.3% to 0.4% by weight of the total mix. Mineral fibers
shall meet the following: Size Analysis: • Average Fiber Length 1 1/4 inch maximum • Maximum Fiber Thickness 2 0.0002 inch • Minimum Fiber Thickness 0.00002 inch Shot Content (ASTM C612
and ASTM C1335) 3: • Retained on No. 60 sieve 15% maximum by weight • Retained on No. 230 sieve 35% maximum by weight 1 The fiber length is determined according to the Bauer McNett fractionation.
2 The fiber diameter is determined by measuring at least 200 fibers in a phase contrast microscope. 3 Shot content is a measure of non-fibrous material. Shot is material that cannot
be brushed or mechanically shaken through the specified sieves. Test according to ASTM C 1335 using the sieves specified above. (2) Cellulose Fibers -Cellulose fibers shall be added
at a rate of 0.3% to 0.4% by weight of the total mix. Cellulose fibers shall meet the following properties: Sieve Analysis: Method A -Alpine Sieve 1 Analysis: • Fiber Length 1/4 inch
maximum • Passing No. 100 sieve 60 -80% Method B -Mesh Screen 2 Analysis:
09-1094.207 Page 53 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Fiber Length 1/4 inch maximum
• Passing No. 20 sieve 80 -95% • Passing No. 40 sieve 55 -75% • Passing No. 140 sieve 20 -40% Ash Content 3 13 -23% non-volatiles pH 4 6.5 -8.5 Oil Absorption 5 4.0 -6.0 times fiber
weight Moisture Content 6 5.0% maximum 1 This test is performed using an Alpine Air Jet Sieve (Type 200LS). A representative five gram sample of fiber is sieved for 14 minutes at a controlled
vacuum of 75 Pa of water. The portion remaining on the screen is weighed. 2 This test is performed using standard No. 20, No. 40, No. 60, No. 80, No. 00, No 40 sieves, nylon brushes
and a shaker. A representative 10 gram sample of fiber is sieved, using a shaker and two nylon brushes on each screen. The amount retained on each sieve is weighed and the percentage
passing calculated. 3 A representative 2 -3 gram sample is placed in a tared crucible and heated heated between 1,100 °F and 1,200 °F for not less than two hours. The crucible and ash
are cooled in a desiccator and weighed. 4 Five grams of fiber is added to 100 ml of distilled water, stirred and let sit for 30 minutes. The pH is determined with a probe calibrated
with pH 7.0 buffer. 5 Five grams of fiber is accurately weighed and suspended in an excess of mineral spirits for not less than five minutes to ensure total saturation. It is then placed
in a screen mesh strainer (approximately 0.5 square millimeter hole size) and shaken on a wrist action shaker for ten minutes (approximately 1 1/4 inch motion at 240 shakes per minute).
The shaken mass is then transferred without touching, to a tared container and weighed. Results reported as the amount (number of times its own weight) the fibers are able to absorb.
6 Ten grams of fiber is weighed and placed in a 250 °F forced air oven for two hours. The sample is then reweighed upon removal from the oven. [ End Option 2 of .11(d) ] 00745.14 Tolerances
and Limits -Replace the tolerance list with the following tolerance list: Gradation Constituent Dense-Graded HMAC Type Open-Graded HMAC TYPE 1" 3/4" 1/2" 3/8" 3/4" 1/2" ATPB 1 1/2" JMF
± 5%* 1" 90 -100% JMF ± 5%* 99 -100% 99 -100% 3/4" JMF ± 5% 90 -100% JMF ± 5%* 85 -96% 99 -100% 85 -95%
09-1094.207 Page 54 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 1/2" JMF ± 5% JMF ± 5% 90 -100%
JMF ± 5%* 55 -71% 90 -98% 35 -68% 3/8"** 90 -100% No. 4 JMF ± 5% JMF ± 5% JMF ± 5% JMF ± 5% JMF ± 5% JMF ± 5% JMF ± 5% No. 8 JMF ± 4% JMF ± 4% JMF ± 4% JMF ± 4% JMF ± 4% JMF ± 4% JMF
± 4% No. 16** No. 30 JMF ± 4% JMF ± 4% JMF ± 4% JMF ± 4% JMF ± 4% JMF ± 4% No. 50** No. 100** No. 200 JMF ± 2.0% JMF ± 2.0% JMF ± 2.0% JMF ± 2.0% JMF ± 2.0% JMF ± 2.0% JMF ± 2.0% * Maximum
not to exceed 100% ** Report percent passing sieve when no tolerance is listed 00745.16(a-1) Personnel Requirements -Add the following bullet to the end of the bullet list: • Providing
at least one CAT-1 full-time at each plant site when producing mixture for the Project. 00745.16(a-4) Testing Frequency -Delete the paragraph that begins "After the Mix Design...". Add
the following subsection: 00745.16(a-5) Plant Calibration -Calibrate all meters and belt scales at the HMAC mixing plant according to ODOT TM 322 prior to beginning production. 00745.16(b-1)
MDV Quality Control -Replace this subsection with the following subsection: (1) MDV Quality Control: a. General -Perform MDV testing on projects with Level 2, Level 3, or Level 4 dense
graded HMAC. Perform MDV tests on every sublot and as required at start up according to 00745.16(b-1-c) and the MFTP. Perform gradation and asphalt content testing with each MDV test.
Calculate the following values for each MDV test. • Air Voids • Voids in Mineral Aggregate (VMA) • Voids Filled with Asphalt (VFA) • P No. 200/Effective AC (Pbe) Ratio The running averages
of four MDV results shall be within the limits given below: Average of Limit Air Voids 4 samples JMF Target 1.0% VMA 4 samples 11.5 -17.0 (1" Mix) 12.5 -17.0 (3/4" Mix) 13.5 -17.0 (1/2"
Mix) 14.5 -17.0 (3/8" Mix) VFA 4 samples 65 -75 (3/4" and 1/2" Mix in
09-1094.207 Page 55 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Level 2, 3 and 4) 65 -78 (3/8"
Mix in Level 2, 3 and 4) 70 -80 (1/2" and 3/8" Mix in Level 1) Passing No. 200/Pbe 4 samples 0.8 -1.6 The CDT shall provide the results from the initial control strip to the CAT
II for evaluation and comparison with the MDV results. If the MDV and density test results are contradictory, initiate an investigation. The CAT II shall recommend a plan to the Engineer
for resolving the discrepancy based on the results of the investigation. Take corrective action when required by the MDV start-up process of 00745.16(b-1-c). After the requirements of
00745.16(b-1-c) have been met, take corrective action if the MDV test results show that two consecutive running average of four samples are outside the above limits for air voids, VMA,
VFA, or P No. 200/Pbe ratio. Document the corrective action and notify the Engineer. If test results continue to be outside the tolerance, stop production and make adjustments. Restart
production only after the Engineer has approved the proposed adjustments. If the MDV test results are outside tolerance, but the mixture meets the current requirements for gradation
and asphalt content, an adjustment to the JMF targets is required. Do not start a new lot as a result of the adjustment. A request for an adjustment to the JMF targets may be made to
the Engineer by the Contractor’s CAT-II. The requested change will be reviewed and documented by the Engineer. If acceptable, a revised JMF will be allowed. Clearly document the sublot
test for which the adjusted targets are in effect. Adjustments for gradation shall not exceed the tolerances specified for the original JMF limits. Adjustments for AC content shall be
within 0.5% of the original JMF. The JMF asphalt content may only be reduced if the production VMA meets or exceeds the above requirements. Adjustments for RAP content shall be within
5% of the original JMF, but shall not exceed the requirements of 00745.03. Regardless of these tolerances, the adjusted JMF shall be within the mixture specification control points of
00745.12. If a redesign of the mixture becomes necessary, submit a new JMF according to the requirements of these specifications. Perform a Tensile Strength Ratio (TSR) test (AASHTO
T 283) on a sample obtained during the first two days of production after QC test results verify that HMAC constituents with a weighting factor greater than one according to 00745.95
are in tolerance. Provide test results to the Engineer within four working days of obtaining the sample. Stop production and make adjustments if the TSR is less than 70. Restart production
only after the Engineer has approved the proposed adjustments. b. Laboratory Compactor Selection -Use a Gyratory compactor for MDV when a Gyratory compactor is used to develop the JMF.
For all other cases, use a Gyratory compactor or Marshall compactor, as selected by the Contractor. c. MDV Requirements at at Start-Up -Perform MDV testing at the start-up of the JMF
production according to the following process: 1. Obtain a sample during the first 100 tons of production and immediately perform MDV testing.
09-1094.207 Page 56 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 2. If air voids and VMA are
within tolerance, then continue remaining MDV testing at the established random QC sublot interval. If not, then go to step "3". 3. If air voids and/or VMA are out of tolerance according
to 00745.16(b-1-a), then make adjustments and immediately obtain another sample and perform MDV testing. Go to step "4". 4. If air voids and VMA from the MDV testing in step "3" are
within tolerance, then continue remaining MDV testing at the established random QC sublot interval. If not, go to step "5". 5. If air voids from step "3" are more than 1.5% from the
target, then stop production immediately and make adjustments. If they are not, then go to step "6". Obtain approval of the Engineer before restarting production. Begin MDV testing again
at step "1". 6. If air voids from step "3" are out of tolerance and 1.5% or less from the target, or the VMA from step "3" is out of tolerance, then make adjustments and immediately
obtain another sample and perform MDV testing. Go to step "4". The initial MDV sample shall be used as the first random QC sublot test. Subsequent MDV samples required due to failure
of start-up criteria will be used for a sublot QC test if the sample is taken within 100 tons of the scheduled random QC sample location. If not, the MDV testing shall be performed separate
from, and not included in, the random QC testing program. Any required MDV testing will be completed at the Contractor’s expense. Add the following subsection: 00745.16(b-3) MDV for
Open Graded HMAC -Adjust asphalt content and gradation targets for open graded HMAC during production as directed. The Engineer will document the sublot test for which the adjusted targets
are in effect. 00745.24(a) Steel-Wheeled Rollers -Replace this subsection with the following subsection: (a) Steel-Wheeled Rollers -Provide steel-wheeled rollers with a minimum gross
static weight as follows: Level 1 and Level 2 Level 3 Level 4 Breakdown and Intermediate 8 ton 10 ton 12 ton Finish 6 ton 8 ton 10 ton 00745.40 Season and Temperature Limitations In
the table, for Surface Temperature of Dense Graded Mixes 2 inches to 2 1/2 inches, replace "50 °F" with 40 °F". (Use the following subsection .46 on all projects except "inlay only"
projects. Delete the words in parentheses if there is Contractor Surveying.)
09-1094.207 Page 57 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00745.46 Control of Line and
Grade -Add the following paragraphs to the end of this subsection: (The Engineer will) Establish references at reasonable intervals for line and grade control of placement operations
for the following: • Before placing each leveling lift. • Before placing the top base course for new construction. Line and grade for the top base course of new construction and top
leveling lift shall be within 1/2 inch of design line and grade. (Use the following subsection .48(b) when required by the pavement design report.) 00745.48(b) Depositing -Replace the
paragraph that begins "Deposit HMAC from..." with the following paragraph: Deposit HMAC from the hauling vehicles so segregation is prevented. Do not deliver the HMAC directly into the
paving machine for wearing courses where the continuous length of the panel is greater than 500 feet. Deliver the HMAC to the paving machine by either a windrow pick-up machine or an
end-dump transfer machine. 00745.49(b-1) General -In the paragraph that begins "Compliance with the density...", replace the sentence that begins "Use the MAMD method..." with the following
sentence: Use the MAMD method of compaction measurement. Replace the paragraph that begins "For Level 3 and Level 4..." with the following two paragraphs: For Level 2, Level 3, and Level
4 mixes, construct a control strip at the beginning of work on each JMF on the project according to ODOT TM 306. The purpose of the control strip is to determine the maximum density
that can be achieved for the JMF, paving conditions, and equipment on the project. Additional control strips are necessary when there is a change in compaction equipment or when JMF
targets are adjusted according to 00745.16(b-1-a). The Engineer may waive the control strip for irregular areas or areas too small to establish a reasonable roller pattern. Stop paving
if three consecutive control strips fail to achieve the specified density. Take all actions necessary to resolve compaction problems. Do not resume paving until allowed by the Engineer.
00745.49(b-3) Moving Average Maximum Density (MAMD) Method -Replace the MAMD list with the following list: Course of Construction HMAC First HMAC lift less than 3 inches placed on aggregate
base 91.0 All other 92.0
09-1094.207 Page 58 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00745.49(b-4) Control Strip
Method -Delete this subsection. 00745.49(b-5) Test Results -Renumber this subsection to b-4. (Use the following subsections 00745.70, .72 .73, and .75 when pavement smoothness specifications
are required by the pavement design report.) [ Begin subsections .70, .72, .73, and .75. ] 00745.70 Pavement Smoothness -Replace this subsection with the following subsection: 00745.70
Pavement Smoothness -Construct the pavement wearing surface of travel lanes to a profile that does not deviate from longitudinal and transverse smoothness more than the specified limits
of 00745.73. Perform smoothness testing under the supervision of the Engineer with equipment furnished and operated by the Contractor at the Contractor’s expense. Complete all required
smoothness testing no later than seven calendar days following final completion of all travel lane paving on the Project. The Contractor accepts the risk that the smoothness may be affected
by exposure to traffic between the date the travel lanes are paved and the date the smoothness testing is completed. If the Contractor elects to perform smoothness measurements on a
day other than the day the pavement is placed, additional traffic control required for smoothness measurement, and not required for other work, will be at the Contractor's expense. Add
the following subsection: 00745.72 Smoothness Testing Equipment -Furnish all equipment and supplies for determining smoothness. (a) Straightedge -Provide one 12 foot straightedge. (b)
Profilometer -Provide a profiling device that employs an accelerometer established inertial profiling reference and a laser height sensing instrument to produce a true profile of the
pavement surface. The device shall be capable of reporting elevations with a resolution of 0.004 inch or finer at an interval of 6 inches or less. The unit must also be able to generate
the equivalent California-type profilograph plot and values according to ODOT TM 770 as well as the locations and heights of bumps and dips as required in this specification. The profilometer
shall be calibrated, in good working condition, and ready for operation prior to performing smoothness measurements. Provide competent and experienced operator(s) for the equipment.
The profilometer operator shall meet with the Engineer at a mutually agreed upon time prior to beginning smoothness measurements to discuss all aspects of smoothness measurement on the
project. Add the following subsection: 00745.73 Smoothness Testing and Surface Tolerances -Test according to the following:
09-1094.207 Page 59 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (a) General -Test the base
course with a 12 foot straightedge as directed. Test the wearing course with the selected profilometer and provide a profilogram trace according to ODOT TM 770. Price adjustment for
smoothness will be made according to 00745.96. Before performing smoothness measurements on the Project, verify horizontal and vertical calibration of the profilometer according to the
manufacturer’s recommendations and run the machine twice over a 0.1 mile section of pavement with repeating results. The calibration shall be considered acceptable when the difference
in Profile Index between consecutive test runs is 0.3 inches per mile or less. Provide documentation to the Engineer verifying that the calibration and test runs have been successfully
completed. After starting paving, perform horizontal and vertical calibration checks at the frequency recommended by the manufacturer. (b) Base Course Surface Test: (1) Transverse -Test
with the 12 foot straightedge perpendicular to the centerline, as directed. The pavement surface shall not vary by more than 1/4 inch. (2) Longitudinal -Test with the 12 foot straightedge
parallel to the centerline, as directed. The pavement surface shall not vary by more than 1/4 inch. (c) Wearing Course Surface Test: (1) Transverse -Test with the 12 foot straightedge
perpendicular to the centerline, as directed. The pavement surface shall not vary by more than 1/4 inch. (2) Longitudinal -Run the profiling device over traffic lanes for the full length
of the Project and 50 feet beyond the Project ends to provide a complete graphic profile. Obtain profiles on the pavement surface in the right-hand wheelpath of the travel lane along
a line parallel to centerline. Take the profile on transition areas of entrance and exit ramps, as close to the right hand wheelpath of the through travel lane as practical. Profiles
shall initially be analyzed by the Contractor according to 00745.73(d), and the profiles and results given to the Engineer no later than eight calendar days following final completion
of all travel lane paving on the Project. Individual deviations exceeding 0.36 inches shall be addressed according to 00745.75(c). Provide an electronic copy of all raw profile data
files for the Project to the Engineer at the conclusion of the Project. Also provide an electronic copy of International Roughness Index (IRI) data in ERD format (as defined by Engineering
Research Division, University of Michigan Transportation Research Institute) to the Engineer for the same pavement sections tested for Profile Index. Provide the data on floppy disk
or CD at the conclusion of the Project. This data will be used for smoothness specification research purposes. (3) Transverse Joints -Test with the 12 foot straightedge parallel to the
centerline, as directed. The pavement surface shall not vary by more than 1/4 inch. (d) Determination of the Profile I
ndex: 09-1094.207 Page 60 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (1) General -Determine
the profile index in 0.1 mile segments and partial segments. Segments shall begin 13 feet into the Project and run consecutively in either the direction of travel or the direction of
HMAC placement, as determined by the Engineer. A segment will end as a partial segment and a new segment will begin when the segment sequence is interrupted by stage construction or
by profiled areas excluded from the smoothness requirements. The following profiled areas of pavement are excluded from smoothness requirements: • Profiles extending beyond the Project
ends. • Bridge decks and bridge panels. • First and last 13 feet at the Project ends and bridge end panels. • Pavement on horizontal curves with radii less than 950 feet. • Ramps and
auxiliary lanes. • Utility appurtenances adjusted by others. • Continuous portions of travel lanes with less than 0.05 mile between excluded areas. • Portions of the Project with posted
speed limits less than 45 mph. The party responsible for Project surveying shall locate excluded areas prior to smoothness measurement. Areas excluded from longitudinal profile measurement
shall meet the straightedge requirements of 00745.73(b-2). (2) Method of Analysis -Determine the profile index and individual deviations exceeding 0.36 inches by analyzing the profile
charts according to ODOT TM 770 and provide the profile charts and results to the Engineer for review. Partial segments less than 0.05 mile in length shall be combined with the immediately
preceding full segment for profile index determination. Partial segments 0.05 mile in length or greater shall be analyzed separately. (e) Utility Appurtenances -If the Contractor is
required to construct or adjust utility appurtenances, such as manhole covers and valve boxes, the tolerances stated in 00745.73(c-3) apply. (f) Shoulders and Paved Medians -Test the
base and wearing course with the 12 foot straightedge parallel to and perpendicular to the centerline for shoulders and paved medians. The pavement surface shall not vary by more than
1/4 inch. 00745.75 Correction of Pavement Roughness -Replace this subsection with the following subsection: 00745.75 Correction of Pavement Roughness -Should testing described in 00745.73
show the pavement does not conform to the prescribed limits of deviation, the following shall apply: (a) General -The Contractor is responsible for locating areas that require corrective
work. (b) Base Course -If the requirements of 00745.73(b) are not met, correct according to one of the following and retest.
09-1094.207 Page 61 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (1) Cold Plane Removal -Profile
with equipment meeting the requirements of Section 00620.20 to a maximum depth of 0.4 inch. (2) Grinder -Profile with abrasive grinder(s), equipped with a cutting head comprised of multiple
diamond blades to a maximum depth of 0.4 inch. (c) Wearing Course -After the Contractor has located and staked all individual deviations exceeding 0.36 inches, the Engineer and the Contractor
shall meet at a mutually agreed upon time and drive the Project together. Each deviation will be evaluated during the drivethrough to determine if corrective work will be required. Disagreements
will be resolved by the Engineer. Correct all individual deviations identified for corrective work during the drive-through and any transverse joint that exceeds the requirements of
00745.73(c-3) by one of the methods listed below to the specified limits. (1) Remove and Replace -Remove and replace the wearing surface lift. Removal and replacement is required when
the Profile Index is greater than or equal to 25 inches per mile. (2) Grind -Profile with abrasive grinder(s) equipped with a cutting head comprised of multiple diamond blades to a maximum
depth of 0.3 inch and apply an emulsion fog seal as directed. Under the observation of the Engineer, retest each location requiring corrective work according to 00745.73 with a profiling
device to verify that the deviation has been corrected to within the 0.36 inch tolerance. The Contractor may retest according to 00745.73 the entire length of all segments requiring
corrective work, under the observation of the Engineer. Perform all corrective work and profiling at the Contractor's expense, including traffic control. (d) Time Limit -Complete correction
of all surface roughness within 14 calendar days following notification, unless otherwise directed. [ End subsections .70, .72, .73, and .75 ] (Obtain the specific gravity for the project
from the Designer.) 00745.80 Measurement -The quantities of HMAC shown in the Contract Schedule of Items were computed on the basis of aggregates having a Specific Gravity of _____ .
(Use the following two paragraphs when no separate measurement will be made for the liquid asphalt. Do NOT use on NHS projects or on projects that have more than 150 tons of liquid asphalt.)
[ Begin "two paragraphs" ] Replace the paragraph that begins "The quantities of HMAC..." with the following paragraph:
09-1094.207 Page 62 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc The quantities of HMAC will
be measured on the weight basis. No separate measurement will be made for asphalt cement used in the mixture. No deduction will be made for lime or any other additive used in the mixture.
[ End "two paragraphs" ] Add the following sentence to the end of the paragraph that begins "When RAP materials are used...": For non-RAP mixtures, measurement of the total asphalt quantity
will be based on quality control tests averaged to the nearest 0.01% when the Engineer determines that payment by invoice and tank sticking is impractical. (Use the following subsection
.90 when no separate payment will be made for the liquid asphalt. Do NOT use on NHS projects or on projects that have more than 150 tons of liquid asphalt.) 00745.90 Measurement -Add
the following paragraph to the end of this subsection: No separate or additional payment will be made for asphalt cement used in the mixture. 00745.93 Other Items -Delete the bullet
that begins "Anti-stripping…". Add the following paragraph to the end of this subsection: Antistripping additives will be paid for at the Contractor’s actual documented costs with no
percentage allowance or markup allowed. (Use the following lead-in paragraph and subsection .96 when pavement smoothness is required by the pavement design report.) [ Begin subsection
.96 ] Add the following subsection: 00745.96 Smoothness Price Adjustment -No separate or additional payment will be made for smoothness testing. (a) General -A price adjustment based
on the results of the Profile Index (PI) will be made for each 0.1 mile segment or partial segment of HMAC requiring PI measurement according to 00745.73. The price adjustment made will
be applied to all wearing course material placed in the travel lane(s) subject to PI measurement. (Fill in the blanks with the appropriate pay item names.) The price adjustment will
be applied to the Contract unit price for the Pay Item(s) "___________________" and "_____________________" for the quantity of material described above according to the following: Profile
Index (inch/mile) Contract Unit Price Adjustment
09-1094.207 Page 63 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 3.0 or less + 5.0% 3.1 to 4.9
+ 2.500 x (5.0 -PI)% 5.0 to 7.0 None 7.1 to 24.9 1.396 x (7.0 -PI)% 25.0 or greater Remove and Replace 00745.96(b) will apply when corrective action is taken by the Contractor and the
corrected areas are remeasured according to 00745.75. (b) Adjustments for Sections Requiring Corrective Work -Segments or partial segments corrected and retested according to 00745.75(c)
will be subject to the price adjustments described in 00745.96(a) except that no price adjustment will be due to the Contractor for any retested sections with a PI of 7 inches per mile
or less. Segments or partial segments where one or more individual deviations are selected for corrective work according to 00745.75(c) will not be eligible for price adjustment. Segments
or partial segments where no individual deviations are selected for corrective work according according to 00745.75(c) will be eligible for price adjustment. [ End subsection .96 ] SP759
(06-04-09) (This Section requires SP440. May require SP2830.) SECTION 00759 -MISCELLANEOUS PORTLAND CEMENT CONCRETE STRUCTURES (Follow all instructions. If there are no instructions
above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications
that do not apply to the project.) (Use the following lead-in paragraph when subsections 00759.00, .10, .52, .53, .54, .80, and .90 are NOT included in the project.) Comply with Section
00759 of the Standard Specifications. (Use the following lead-in paragraph when subsections 00759.00, .10, .52, .53, .54, .80, or .90 are included in the project.) Comply with Section
00759 of the Standard Specifications modified as follows: (Use one or both of the following subsection .00's as appropriate.) [ Use this subsection .00 when metal handrail is required.
] 00759.00 Scope -Replace this subsection, except for the subsection number and title, with the following: This work consists of furnishing, placing and finishing commercial grade concrete
curbs, islands, traffic separators, driveways, walks, monolithic curb and sidewalks, miscellaneous surfaces, and
09-1094.207 Page 64 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc stairs and furnishing and installing
metal handrail in close conformity to the lines, grades and dimensions shown or established. The commercial grade concrete items in this Section will be collectively referred to as "structures".
[ Use this subsection .00 on projects that have only retrofitting existing sidewalks or existing sidewalk ramps with new sidewalk ramps. Do not use on projects that have other new sidewalk
construction. Delete the subsection number and title if it is included above. ] 00759.00 Scope -Add the following: This work consists of removing existing concrete walks and curbs, and
constructing new portland cement concrete sidewalk ramps with curbs. (Use the following subsections .10, .52, .53, .54, and .80 when metal handrail is required.) [ Begin subsections
] 00759.10 Materials -Replace the metal pipe handrail line with the following line: Metal Handrail ........................................................... 02830 00759.52 Metal Handrail
-Fabricate and assemble free standing and bolted down metal handrail as shown. 00759.53 Welding -Welding, welder qualifications, prequalification of weld details and inspection of welds
shall conform to AWS D1.1. Submit all welding procedure specifications to the Engineer for approval. 00759.54 Bolt Holes: (a) Punched Holes -Use a die with a diameter not exceeding the
diameter of the punch by more than 1/16 inch. Ream any holes that are required to be enlarged to admit the anchor bolts. Make clean cut holes without torn or ragged edges. (b) Accuracy
of Punched Holes -Locate all holes punched full size so accurately that when multiple anchor plates are stacked with the edges even, a cylindrical pin 1/8 inch smaller in diameter than
the nominal size of the punched hole may be entered perpendicular to the face of the plate without drifting in each of the connecting holes in the same plane. Non-conforming pieces will
be rejected. 00759.80 Measurement -Replace the length basis bullet with the following bullet: • Length Basis -Measurement of concrete items will be along the face of the structure, from
end to end including curb tapers or depressed lengths at driveways and ramps. Measurement of metal handrail will be along the top rail member, from center of end post to center of end
post. [ End subsections ]
09-1094.207 Page 65 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following subsection
.90 when adding pay items. Delete items that do not apply. Include pay item (l) on projects that have only retrofitting existing sidewalks or existing sidewalk ramps with new sidewalk
ramps. Do not use pay item (l) on projects that have any other new sidewalk construction.) 00759.90 Payment -Add the following pay items: Pay Item Unit of Measurement (k) Concrete Driveway
Connections ............................. Square Foot (l) Concrete Sidewalk Ramps............................................ Each (m) Metal Handrail, ____ Rails .....................................
...... Foot (Use the following paragraphs when pay item (l) is included in the project.) Delete the paragraph that reads "Items (e) and (f) include sidewalk ramps." Add the following
paragraph: Item (l) includes saw cutting and removing existing concrete walks, curbs, or ramps, and replacing them with new sidewalk ramps and curbs. (Use the following paragraph when
pay item (m) is included in the project.) In item (m), the number of rails will be inserted in the blank.
09-1094.207 Page 66 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP850 (01-14-10) (When this
Section is used on a project and when it has a completion date of September 15 or later, contact the Scheduler to determine if a separate completion date for striping is required. If
a separate completion date is required, include an interim completion date in 00180.50(h).) SECTION 00850 -COMMON PROVISIONS FOR PAVEMENT MARKINGS (Follow all instructions. If there
are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications.
Delete specifications that do not apply to the project.) Comply with Section 00850 of the Standard Specifications modified as follows: 00850.20(b) Equipment for Longitudinal Lines -Replace
the paragraph that begins "Use equipment capable of…" with the following paragraph and bullets: Provide equipment that can: • Place two parallel lines simultaneously with 4 inch minimum
to 12 inch maximum spacings between the two lines. • Place the entire width of a line in one pass. (Use the following subsection .20(c) when inlaid/grooved markings are required.) 00850.20(c)
Equipment for Inlaid/Grooved Markings -Replace this subsection, except for the subsection number and title, with the following: For thermoplastic and methyl methacrylate inlaid markings
on dense graded asphalt concrete pavement, provide
grinders with either diamond cutting heads that create smooth, flat-bottomed cuts of uniform depth or carbide cutting heads that create smooth uniform depths and uniform patterned striations
as the Contractor elects. For all other operations, provide grinders with diamond cutting heads that create smooth, flat-bottomed cuts of uniform depth or sloped cuts as shown. (Use
the following subsection .45 when inlaid/grooved markings are required.) 00850.45 Installation -Replace the paragraph that begins "After grinding..." with the following paragraph: After
grinding, obtain the Engineer's and manufacturer representative's approval before placing marking material. Clean the area with high pressure air immediately before placing the marking
material.
09-1094.207 Page 67 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00850.46 Placement Tolerance
-Replace the bullet that begins "Thickness of lines…" with the following bullet: • Thickness of flat, surface applied lines: + 1/3 of the specified thickness, 1/10 of the specified thickness
00850.47(b) Curing of Material -Replace the sentence that begins "Rate the line…" with the following sentence: Rate the line, markings, and pavement marker adhesive at the time of installation
to determine if the material has properly cured. 00850.47(c) Retroreflectivity -Replace the sentence that begins "Use a retroreflectometer…" with the following sentence: (Note to spec
writer -The metric value listed below is an industry recognized standard geometry for measuring retroreflectivity. DO NOT convert the value to an English unit.) Use a 30 meter geometry
retroreflectometer to measure the retroreflectivity within 48 hours of curing, except except for paint applications: 00850.70 Disposal of Waste -Replace this subsection with the following
subsection: 00850.70 Disposal of Materials -Dispose of all materials according to 00290.20. SP851 (03-31-08) SECTION 00851 -PAVEMENT MARKING REMOVAL Comply with Section 00851 of the
Standard Specifications. SP855 (06-12-08) (This Section requires SP850.) SECTION 00855 -PAVEMENT MARKERS (Follow all instructions. If there are no instructions above a subsection, paragraph,
sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the
project.) Comply with Section 00855 of the Standard Specifications modified as follows: 00855.40(c) Installation -In the paragraph that begins "Do not install…", replace the sentence
that begins "Adjust spacing between…" with the following two sentences:
09-1094.207 Page 68 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc To avoid longitudinal cracks
and joints, adjust pavement markers up to one half the width of the marker. To avoid transverse cracks and joints, adjust pavement markers ahead or back on line 5 inches. SP865 (01-14-10)
(This Section requires SP850.) SECTION 00865 -LONGITUDINAL PAVEMENT MARKINGS -DURABLE (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence,
or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the project.)
[NOTE: Do not call out 90 mil thickness for Methods A, B, and F markings. These are no longer used.] (Use the following paragraph when subsection 00865.45 is NOT included in the project.)
Comply with Section 00865 of the Standard Specifications. (Use the following lead-in paragraph when including subsection 00865.45) Comply with Section 00865 of the Standard Specifications
modified as follows: (Use the appropriate subsection .45's as instructed below. Delete what does not apply. Modify as instructed.) [ Use this subsection .45 when "Method B: Non-Profiled
Markings" are included in the project. ] 00865.45 Installation -Replace the bullet that begins "Method B: Non-Profiled Markings..." with the following bullet: • Method B: Non-Profiled
Markings -Apply with extrusion or ribbon type process. Sprayer applications will not be allowed. [ Use this subsection .45 when "Method C: Protected Inlaid Markings" are included in
the project. Delete the subsection number and title if Method B markings are also included in the project. ] 00865.45 Installation -Replace the bullet that begins "Method C: Protected
Inlaid Markings…" with the following bullet: • Method C: Protected Inlaid Markings -Grind the slot depth as shown. Apply the specified marking material to the slot by an extrusion process
so the slot is filled from edge to edge and the top of the marking material is recessed below the pavement surface as shown. Excluding wet weather patterns, make the marking flat or
slightly convex on top.
09-1094.207 Page 69 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc [ Use this subsection .45 when
"Grooved Installation" is included in the project. Delete the subsection number and title if Method B or Method C markings are also included in the project. ] 00865.45 Installation -Replace
the bullet that begins "Grooved Installation…" with the following bullet: • Grooved Installation -Grind slot depth to 130 to 150 mils with a smooth, uniform flat bottom. Apply tape into
slot. SP867 (01-14-10) (This Section requires SP850.) SECTION 00867 -TRANSVERSE PAVEMENT MARKINGS -LEGENDS AND BARS (Follow all instructions. If there are no instructions above a subsection,
paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply
to the project.) [NOTES: (1) Bicycle lane stencils, bike path railroad crossings, and staggered continental crosswalks require Type B-HS material only. All other markings may use Type
B-HS material as specifies by designer. (2) Do not call out Type C or Type C-HS. These are no longer used. (3) Do not call out Type D. This is no longer used.] Comply with Section 00867
of the Standard Specifications modified as follows: (Use the following subsection .40 when Type B or Type B-HS markings are required.) 00867.40 General -Delete this subsection. (Use
the following subsection .45 when Type B or Type B-HS markings are required.) 00867.45 Installation -Replace the bullet that begins "Type B: Preformed..." with the following two bullets:
• Type B: Preformed, Fused Thermoplastic Film -Install preformed, fused thermoplastic film as shown. • Type B-HS: Preformed Fused Thermoplastic Film High Skid -Install preformed fused
thermoplastic film high skid, that has intermixed reflective elements with factory installed crushed glass or aggregate on the surface for all staggered continental crosswalks, bike
lane stencils, bike path railroad crossings, and other transverse pavement markings as shown. 00867.90 Payment -Replace this subsection, except for the subsection number and title, with
the following:
09-1094.207 Page 70 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc The accepted quantities of
work performed under this Section will be paid for at the Contract unit price, per unit of measurement, for the following items: (Modify this list of pay items to only include project
specific pay items. Delete those that are not required on the project. Re-alphabetize the list starting with (a), then (b), etc. Obtain information from the Traffic Designer.) Pay Item
Unit of Measurement (a) Pavement Legend, Type ____ : Arrows ................................ Each (b) Pavement Legend, Type ____ : "ONLY" ............................... Each (c) Pavement
Legend, Type ____ : "SCHOOL" .......................... Each (d) Pavement Legend, Type ____ : "SCHOOL" Large ................ Each (e) Pavement Legend, Type ____ : "CROSSING" Large ............
Each (f) Pavement Legend, Type ____ : "X-ING" ............................... Each (g) Pavement Legend, Type ____ : "BUS" ................................. Each (h) Pavement Legend,
Type ____ : Railroad Crossing ............... Each (i) Pavement Legend, Type ____ : Railroad Crossing, Narrow .. Each (j) Pavement Legend, Type ____ : Railroad Crossing, Bike ......
Each (k) Pavement Legend, Type ____ : HOV Diamond .................... Each (l) Pavement Legend, Type ____ : Cattle Guard ....................... Each (m) Pavement Legend, Type ____
: Bicycle Lane Stencil ............ Each (n) Pavement Legend, Type ____ : Disabled Parking ................. Each (o) Pavement Legend, Type ____ : On-Street Parking ............... Each
(p) Pavement Legend, Type ____ : Yield Line Triangle .............. Each (q) Pavement Legend, Type ____ : _______________ ............. Each (r) Pavement Bar, Type____ ...............................
................Square Foot (Include only the appropriate following paragraphs for project specific items. Delete the paragraphs that do not apply to the project. Re-alphabetize the
paragraphs as appropriate to match the re-alphabetized list above.) In items (a) through (r), the type of pavement marking material will be inserted in the first blank. In item (q),
the name of the legend will be inserted in the second blank. Item (a) includes single or multiple headed arrows as required. Items (h) and (i) include the R x R symbol, two 24 inch wide
white pavement bars placed directly above and directly below the R x R symbol, and one 24 inch wide white stop bar placed prior to the tracks. Item (j) includes the R x R symbol and
one 12 inch wide white pavement bar placed above the R x R symbol. Item (m) includes the bike lane stencil and arrow. Item (n) includes the wheelchair stencil only. The 4 inch wide white
lines used to mark the disabled parking space and access aisle will be paid for according to 00860.90
09-1094.207 Page 71 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Item (o) includes the cross
style marking or the end marking. Item (p) includes one 2 by 3 foot triangle used to form the yield line. (Obtain information from the Traffic Designer to fill in the blank for item
(q).) Item (q) includes __________________ . Item (r) includes all transverse pavement markings that are defined as a "BAR", including but not limited to, stop bars, crosswalk bars,
chevron bars, transverse median bars, and transverse shoulder bars. Payment will be payment in full for furnishing and placing all materials, and for furnishing all equipment, labor,
and incidentals necessary to complete the work as specified. Payment for work under this Section will be limited to 75% of the amount due until the Agency has received the signed warranty.
09-1094.207 Page 72 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP905 (03-31-08) SECTION 00905
-REMOVAL AND REINSTALLATION OF EXISTING SIGNS Comply with Section 00905 of the Standard Specifications. SP910 (10-23-08) (This Section requires SP2110.) SECTION 00910 -WOOD SIGN POSTS
Comply with Section 00910 of the Standard Specifications. SP940 (03-31-08) (This Section may require SP937 and SP2910.) SECTION 00940 -SIGNS (Follow all instructions. If there are no
instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete
specifications that do not apply to the project.) Comply with Section 00940 of the Standard Specifications modified as follows: (Use the following subsection .00 when directed by the
Sign Designer. If used, include SP937.) 00940.00 Scope -Add the following to the end of this subsection: Paint the backs of aluminum substrate signs, and all metal sign supports, according
to Section 00937. 00940.46 Inspection -Replace the sentences that begin "Inspection will…" and "Testing for…" with the following sentence: Inspection will be for conformance to the plans
and Specifications, and for conformance to nighttime visibility. SP960 (04-08-10) (This Section requires SP440 and SP442.) SECTION 00960 -COMMON PROVISIONS FOR ELECTRICAL SYSTEMS (Follow
all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project
specific specifications. Delete specifications that do not apply to the project.)
09-1094.207 Page 73 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Comply with Section 00960 of
the Standard Specifications modified as follows: 00960.41(f) Disposition of Waste Materials -Replace this subsection with the following subsection: 00960.41(f) Disposal of Materials
-Dispose of all materials according to 00290.20. (Use the following subsection .45 when installing wire and cable.) 00960.45 Cable and Wire -In the paragraph that begins "Pull all wire...",
replace the sentence that begins "Pull all wire..." with the following sentence: Pull all wire and cable by hand and on a straight line with the conduit opening to prevent damage to
wire and cable installation. (Use the following lead-in paragraph and subsection .47 when temporary signal wood poles are required. Check with Designer.) Add the following subsection:
00960.47 Wood Poles -Submit wood pole designs according to 00960.02 including proposed ANSI 05.1 wood pole Class, guy anchor and span wire designs, and pole setting depths. SP962 (04-08-10)
(This Section requires SP440 and SP2560.) SECTION 00962 -METAL ILLUMINATION AND TRAFFIC SIGNAL SUPPORTS (Follow all instructions. If there are no instructions above a subsection, paragraph,
sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the
project.) Comply with Section 00962 of the Standard Specifications modified as follows: 00962.05(c) Illumination Supports -Add the following to the end of this subsection: The following
standard illumination pole drawings are prequalified for use on the Project: Ameron Pole Products Division Drg. OR7, Rev. C, 1/02 Drg. OR8, Rev. C, 1/02 Drg. OR9, Rev. E, 2/02 Union
Metal Corp. Drg. 71049-B18 sh 1, R3, 2/99 Drg. 71049-B18 sh 2, R3, 2/99 Drg. 71049-B19 sh 1, R3, 2/99 Drg. 71049-B19 sh 2, R3, 2/99
09-1094.207 Page 74 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Northwest Signal Supply Drg.
NWS2285M, 9/00 Valmont Industries Inc. Drg. DB00386 sh 1, Rev. B, 3/12/03 Drg. DB00386 sh 2, Rev. B, 3/12/03 Drg. DB00386 sh 3, Rev. B, 3/12/03 Drg. DB00387 sh 1, Rev. B, 3/12/03 Drg.
DB00387 sh 2, Rev. B, 3/12/03 00962.10 Materials -Add the following to the end of the material list: High-Strength Fasteners ...................................... 02560.20 00962.41(b)
Disposition of Waste Materials -Replace this subsection with the following subsection: 00962.41(b) Disposal of Materials -Dispose of all materials according to 00290.20. SP990 (04-08-10)
(This Section requires SP960, SP962, and SP2920. May require SP963 and SP2925.) SECTION 00990 -TRAFFIC SIGNALS (Follow all instructions. If there are no instructions above a subsection,
paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply
to the project.) Comply with Section 00990 of the Standard Specifications modified as follows: 00990.00 Scope -Replace this subsection, except for the subsection number and title, with
the following: In addition to the requirements of Section 00960, Section 00962, and Section 02925, install traffic signals according to the following Specifications. (Use the following
subsection .42 when audible pedestrian signals are required. Check with Signal Designer before using.) 00990.42 Indication Equipment -Add the following to the end of this subsection:
(h) Audible Pedestrian Signal (APS) -Provide a unique APS sound coincidental with the WALK indication. The APS system shall include a solid state electronic board, power supply, enclosure,
loudspeaker, and mounting hardware necessary for fulfilling the intended use and the applicable portions of Standard Specification for Microcomputer Signal Controller. (1) General -Provide
an actuated delay time button that is adjustable in one-second increments throughout the range of 0 to 15 seconds. The APS unit shall have a sound inhibit circuit capable of control
by an external device.
09-1094.207 Page 75 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (2) Electrical Requirements
-The APS unit shall operate on 95 to 130 VAC, 60Hz, = 3 W. Provide a power protection circuit consisting of both fuse and transient protection. Provide an optically isolated circuit
allowing delayed actuation of the audible signal. (3) Environmental Requirements -The APS unit shall function properly throughout an ambient air temperature range of -35 F to +165 F.
(4) Outputs -Provide voice message, including automatic repeat capability for messages up to 20 seconds in length. The audible signal shall be self-adjusting based on ambient noise during
the WALK period. The volume level at a distance of 3 feet from the APS enclosure shall be 66 dB typical, with a maximum of 90 dB. The minimum volume level shall be adjustable proportionally
from 66 dB to 90 dB without dismantling the APS unit housing. Provide two switch-selectable electronic sounds according to the following: Parameter Sound No. 1 Sound No. 2 Sound type
"Peep-peep" "Cuckoo" Method Electronic var. Electronic var. frequency tone frequency tone Period 1.0 sec. 20% 1.5 sec. 20% Duration 0.2 sec. 20% 0.6 sec. 20% Frequency Base 2800 Hz 20%
1100 Hz 20% Frequency Deviation 800 Hz 20% +120 Hz 20% (Use the following subsection .43(b-5) when installing new loops or loop feeders.) 00990.43(b-5) Resistance Testing -Add the following
paragraph to the end of this subsection: Furnish a report identifying the resistance for each loop: • Before splicing and sealing • Before splicing after sealing • After splicing and
sealing (Use the following subsection .90 when Section 00963 is included for standard mast arm pole drilled foundations or standard strain pole drilled foundations. Delete the pole foundation
type that does not apply. Remove the parentheses.)
09-1094.207 Page 76 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 00990.90 Payment -Add the following
paragraph before the paragraph that begins "No separate or additional…": Standard mast arm pole foundations (and standard strain pole foundations) will be paid for according to 00963.90.
09-1094.207 Page 77 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP1030 (04-22-10) SECTION 01030
-SEEDING (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications
to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 01030 of the Standard Specifications modified as follows:
(Use the following subsection .13(a) when alternate labeling for native plant seeds is required. Obtain information from the Erosion Control Designer.) 01030.13(a) Label -Add the following
to the end of this subsection: Provide alternate labeling for native plant seeds as follows: • (Use the following subsection .13(f) to include seed mix formulas. Obtain the information
from the Erosion Control Designer. Delete what does not apply. Detail seed mixes according to the following instructions: Use the format in .13(f) which follows. Show seeding categories
as needed: Permanent Seeding, Temporary Seeding, Wildflower Seeding, Plant Seeding, Water Quality Seeding, Wetland Seeding, or Native Plant Seeding. To add more categories, blank columns,
or lines, copy from the blank seeding category below. Fill in only the botanical and common names and the PLS seeding rate. (Purity, Germination, and Amount will be obtained from actual
seed labels submitted during construction so the PLS calculation can be made.) For Oregon Certified Seed, show an asterisk (*) at the beginning of the botanical name. For several mixes
within the same category, use (Category Name) Seed Mix No. 1, No. 2, etc. and each mix will be a bid item. When using these numbered mixes, a brief mix description may also be added
that doesn’t show in the bid item name. An example is Wetland Seeding, Mix No. 1 (Emergent Areas).) When more than one seed mix needs to be specified but quantities seem too small to
be more than one bid item, this format can be used: Under a single bid item such as Wetland Seeding, detail multiple mixes by showing Seed Mix A, Seed Mix B, etc. Give an approximate
quantity for each mix that equals the quantity of the bid item.) 01030.13(f) Types of Seed Mixes -Add the following to the end of this subsection: Provide the following seed mix formulas:
• __________________ Seeding:
09-1094.207 Page 78 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Botanical Name PLS ÷ (% Purity
x % Germination) = Amount (Common Name) (lb/acre) (minimum) (minimum) (lb/acre) _______________ (______________) ____ ____ ____ ____ _______________ (______________) ____ ____ ____ ____
_______________ (______________) ____ ____ ____ ____ _______________ (______________) ____ ____ ____ ____ _______________ (______________) ____ ____ ____ ____ * Oregon Certified Seed
• Lawn Seeding: Name PLS ÷ (% Purity x % Germination) = Amount (lb/acre) (minimum) (minimum) (lb/acre) Fine Fescue** ____ ____ ____ ____ Perennial Ryegrass** ____ ____ ____ ____ Kentucky
Bluegrass** ____ ____ ____ ____ Colonial Bentgrass** ____ ____ ____ ____ ** Acceptable varieties (All of these varieties are trademarked): Fine Fescues: Creeping Red Fescue: Fortress,
Ensylva Chewings Fescue: Banner, Highlight, Koket, and Jamestown. Pennlawn and Cascade are acceptable only in Eastern Oregon. Perennial Ryegrass: Citation, Derby, Diplomat, Manhattan,
Omega, Pennfine, Regal, and Yorktown II. Only Manhattan and Pennfine are acceptable east of the Cascades. Kentucky Bluegrass: Adelphi, Baron, Ben-Sun, Birka, Bonnieblue, Fylking, Galaxy,
Glade, Majestic, Merion, Monopoly, Primo, Sydsport, and Victa. Colonial Bentgrass: Highland, Astoria, Exeter, and Holfior. (Use the following subsection .14(b-3) on OTIA III projects.)
01030.14(b-3) Statewide, Near Water -Replace this subsection with the following subsection: 01030.14(b-3) Statewide, Sensitive Areas, and Near Water -Fertilizer is not allowed in sensitive
areas or within 50 feet of waters of the State or U.S.
09-1094.207 Page 79 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following lead-in
paragraph and subsection .14(b-4) when organic fertilizer is required. Obtain information from the Erosion Control Designer.) Add the following subsection: 01030.14(b-4) Organic Fertilizer
-Furnish organic fertilizer that analyzes __% nitrogen, __% phosphoric acid, and __% soluble potash. Furnish fertilizer that has no toxicity to sites where it will be applied. (Use the
following subsection .15 and bullet(s) to specify other types of mulch not listed in the standard specifications, such as composted yard debris. Use the generic name for the mulch and
include specifications, or cite the ODOT QPL if applicable. Obtain information from the Erosion Control Designer.) 01030.15 Mulch -Add the following paragraph and bullets to the end
of this subsection: Furnish mulch for seeding according to the following: • (Use the following subsection .15 and bullets when hydromulch may be used for erosion control seeding. Obtain
the Erosion Control Designer's approval before using. Delete the subsection number and heading if the above mulch paragraph and bullet is used.) 01030.15 Mulch -Add the following paragraph
and bullets to the end of this subsection: Furnish straw mulch for all roadside erosion control seeding except hydromulch may be used under the following conditions: • Spring planting
west of the Cascades between March 1 and May 15. • Slopes are steeper than 1V to 1.5H and longer than 16 feet. • Residential or commercial sites with low erosion potential such as sidewalk,
median, or parking lot planter strips. Projects that have variable slopes may include straw mulch and hydromulch when approved. (Use the following subsection .42 to list Specified Weeds
and plant species to be removed. Obtain list from the Erosion Control Designer.) 01030.42 Weed Control -Add the following paragraph and bullets before paragraph (a) of this subsection:
The The following Specified Weeds and plant species to be removed include the following: • (Use the following lead-in paragraph and subsection .44(c) when organic fertilizer is required.
Obtain information from the Erosion Control Designer.)
09-1094.207 Page 80 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Add the following subsection:
01030.44(c) Organic Fertilizer -Apply organic fertilizer at a rate of ___ pounds per acre at the following locations: • (Use the following subsection .60 when woody or other plant seeding
is required, when native plant seeding is required, or when wetland seeding is required. Obtain information form the Erosion Control Designer. Delete what does not apply. Remove "(s)"
or the parentheses as applicable.) 01030.60 General -Add the following sentence(s) after the last bullet: The minimum living plant coverage for woody or other plant seeding is ____ %
of ground surface. The minimum living plant coverage for native plant seeding is ____ % of ground surface. (Use the following paragraph and bullets on OTIA III projects. Obtain information
from the Erosion Control Designer.) Replace the bullet that begins "Wildflower and Wetland..." with the following two bullets: • Wildflower Seeding -70% coverage of ground surface. •
Wetland Seeding -____ coverage of ground surface. 01030.71 Waste Disposal -Replace this subsection with the following subsection: 01030.71 Disposal of Materials -Dispose of all materials
according to 00290.20.
09-1094.207 Page 81 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP1040 (05-16-08) SECTION 01040
-PLANTING (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications
to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 01040 of the Standard Specifications modified as follows:
(Use the following subsection .19(g) when a contract growing agreement is required.) 01040.19(g) Contract Growing Plant Materials -Add the following sentence to the end of this subsection:
This project requires a contract growing agreement. (Use the following subsection .20(e) when the allowable size of wood chip mulch is to be listed in the Special Provisions. Obtain
the allowable size range from the Designer.) 01040.20(e) Wood Chip Mulch -Add the following to the end of this subsection: Provide wood chip mulch in the following size range: • (Use
the following subsection .22 when pressure moisture stress sensors, time-released water, or moisture retention chemicals are required. Delete what does not apply. Remove parentheses.)
01040.22 Water -Add the following sentence to the end of this subsection: Provide a pressure moisture stress sensor device for this Project. (Provide timed-released water for this Project.)
(Provide moisture retention chemicals for this Project.) 01040.48(a) Method "A" (Cultivated Planting Areas, Non-lawn) -In the paragraph that begins "Cultivate plant beds…", replace
"2 inches" with "12 inches in the first sentence and replace "52 inches" with "2 inches" in the second sentence. (Use the following subsection .49 to include minimum watering frequencies
for trees and shrubs. Obtain information from the Designer. Delete what does not apply.) 01040.49 General Planting -Add the following to the end of this subsection: The following watering
frequencies are required: • Deciduous trees that are 1 1/2 inch and larger, water at a frequency of _______ . • Conifer trees that are over 4 feet tall, water at a frequency of ______
.
09-1094.207 Page 82 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • All shrubs, water at a frequency
of _______ . (Use the following subsection .77(d) when sod lawn is required. Obtain the schedule from the Designer.) 01040.77(d) Sod Lawn -Add the following to the end of this subsection:
Provide sod lawn feeding, mowing, and general treatment as follows: • SP1070 (05-16-08) (This Section requires SP440 when concrete collars are required.) SECTION 01070 -MAILBOX SUPPORTS
(Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include
project specific specifications. Delete specifications that do not apply to the project.) (Use the following paragraph when subsections 01070.00, .80, and .90 are NOT included in the
project.) Comply with Section 01070 of the Standard Specifications. (Use the following following lead-in paragraph when subsections 01070.00, .80, and .90 are included in the project.)
Comply with Section 01070 of the Standard Specifications modified as follows: (Use the following subsections .00, .80, and .90 when existing mailbox supports are reused. Use only when
the existing mailbox supports, brackets, hardware, and post sockets are crash worthy and meet current standards. Check with the Designer.) 01070.00 Scope -Add the following paragraph
to the end of this subsection: This work includes removing, maintaining, and reinstalling existing mailboxes and existing supports. 01070.80 Measurement -Add the following paragraph
to the end of this subsection: The quantities of mailboxes and supports removed, maintained, and reinstalled will be measured on the unit basis, regardless of type, installed in permanent
locations. 01070.90 Payment -Add the following pay item: Pay Item Unit of Measurement (d) Remove and Reinstall Mailbox Supports ...................... Each
09-1094.207 Page 83 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Item (d) includes removing
mailboxes and supports, maintaining them at temporary locations, and reinstalling them at their permanent locations.
09-1094.207 Page 84 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP1140 (05-16-08) (This Section
requires SP440 when thrust blocks are required.) SECTION 01140 -POTABLE WATER PIPE AND FITTINGS Comply with Section 01140 of the Standard Specifications. SP1150 (05-16-08) (This Section
requires SP440 when thrust blocks are required.) SECTION 01150 -POTABLE WATER VALVES Comply with Section 01150 of the Standard Specifications. SP1150 (05-16-08) (This Section requires
SP440 when thrust blocks are required.) SECTION 01150 -POTABLE WATER VALVES Comply with Section 01150 of the Standard Specifications. SP1160 (05-16-08) (This Section requires SP440 when
thrust blocks are required.) SECTION 01160 -HYDRANTS AND APPURTENANCES Comply with Section 01160 of the Standard Specifications. SP1170 (03-31-08) SECTION 01170 -POTABLE WATER SERVICE
CONNECTIONS, 2 INCH AND SMALLER Comply with Section 01170 of the Standard Specifications.
09-1094.207 Page 85 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc SP2030 (01-14-10) SECTION 02030
-MODIFIERS (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications
to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 02030 of the Standard Specifications modified as follows:
02030.10 Fly Ash -Replace this subsection with the following subsection: 02030.10 Fly Ash -Furnish Class C, Class F, or Class N fly ash from the QPL and meeting the requirements of AASHTO
M 295 (ASTM C 618). SP2110 (10-23-08) SECTION 02110 -POSTS, BLOCKS, AND BRACES (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet,
then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with
Section 02110 of the Standard Specifications modified as follows: 02110.40(a) Grading -Replace the Douglas Fir and Hem-Fir grading requirements with the following grading requirements:
Species 4" x 4" 4" x 6" 6" x 6" and Larger Douglas Fir 124-c WCLIB 123-c WCLIB 131-cc WCLIB 42.12 WWPA 62.12 WWPA 80.12 WWPA Hem-Fir 124-c WCLIB 123-c WCLIB (not allowed) 42.12 WWPA
62.12 WWPA (not allowed) SP2450 (07-16-09) (Use this Section only when inlets are required.) SECTION 02450 -MANHOLE AND INLET MATERIALS (Follow all instructions. If there are no instructions
above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications
that do not apply to the project.)
09-1094.207 Page 86 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc Comply with Section 02450 of
the Standard Specifications modified as follows: 02450.30 Metal Frames, Covers, Grates, and Ladders -Under the Projects on State Highways requirements, replace the "Inlet frames and
grates" line with the following lines: Inlet frames and grates M 306 Class 35 B M 227 (A 663) 65 M 270 (A 709) A 36 36 M 103 (A 27) 65 -35 SP2560 (04-08-10) SECTION 02560 -FASTENERS
(Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include
project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 02560 of the Standard Specifications modified as follows: 02560.70 Lubricating
Fasteners -Replace this subsection, except for the subsection number and title, with the following: Furnish all galvanized and coated fasteners with a factory applied commercial water-soluble
wax that contains a visible dye of a color that contrasts with the color of galvanizing or coating. Black fasteners shall be "oily" to the touch when installed. Field lubricate galvanized
bolts in tapped holes, galvanized anchor rods, and galvanized tie rods with a lubricant from the QPL. Apply lubricant to threads and to bearing surfaces that will turn during installation.
Protect fasteners from dirt and moisture at the job site. Clean, relubricate with a lubricant from the QPL, and retest fasteners that do not pass the field rotational capacity test.
Obtain the Manufacturer's approval before relubricating tension control fasteners that are designed to automatically provide the tension. Coat the outer surface of the collar in lock-pin
and collar fasteners with an approved Manufacturer lubricant. SP2630 (12-11-08) SECTION 02630 -BASE AGGREGATE (Follow all instructions. If there are no instructions above a subsection,
paragraph, sentence, or bullet, then include them in the project but make necessary modifications to
09-1094.207 Page 87 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc only include project specific
specifications. Delete specifications that do not apply to the project.) Comply with Section 02630 of the Standard Specifications modified as follows: 02630.10(a) Grading -In Table 02630-01,
add the following sieve size line before the No. 10 sieve size line and add the following footnote at the end to the table: No. 4 * * Report percent passing sieve when no grading requirements
are listed SP2910 (03-31-08) (Use this Section only when Type "W9" signs are required.) SECTION 02910 -SIGN MATERIALS (Follow all instructions. If there are no instructions above a subsection,
paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications. Delete specifications that do not apply
to the project.) Comply with Section 02910 of the Standard Specifications modified as follows: 02910.02 Types of Signs -Replace the "W9" sign type with the following: "W9" Silver-white
Type III or Type IV sheeting background with blue nonreflective screened or cut-out permanent legend. SP2920 (04-08-10) SECTION 02920 -COMMON ELECTRICAL MATERIALS (Follow all instructions.
If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications to only include project specific specifications.
Delete specifications that do not apply to the project.) Comply with Section 02920 of the Standard Specifications modified as follows: 02920.11 Nonmetallic Conduit -Replace the bullet
that begins "Liquid-Tight..." with the following bullet: • Liquid-Tight Flexible Nonmetallic Conduit -Meet the requirements of Article 351 of the NEC and shall be UL1660 listed. 02920.12
Conduit Fittings -Add the following bullets to the end of the bullet list:
09-1094.207 Page 88 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc • Conduit Hub -Hot-dip galvanized
malleable iron screw-on style with Neoprene "O" ring. • HDPE Fittings -Factory mechanical HDPE coupling with individual reverse locking threads and built in center stop meeting the requirements
of ASTM F 2176. (Use the following subsection .22 when standard loop feeders exceed NEC maximum fill rates on small existing conduits. Check with Signal Designer.) 02920.22 Cable -Add
the following sentence to the end of the "Loop Feeder Cable" bullet: When shown, construct loop feeder circuits of two-conductor No. 18 AWG twisted pair shielded cable with drain wire
conforming to IMSA 50-2. 02920.23 Wire -Add the following bullet to the end of the bullet list: • TFFN Wire -Insulated stranded copper wire rated for 194 °F operation in dry locations
and be UL listed as TFFN. SP2925 (04-08-10) (Use this Section only when subsections .42, .51, .64, .64(d), .64(e), .65(a-1), .65(a-2), .65(b), or .68 are required.) SECTION 02925 -TRAFFIC
SIGNAL MATERIALS (Follow all instructions. If there are no instructions above a subsection, paragraph, sentence, or bullet, then include them in the project but make necessary modifications
to only include project specific specifications. Delete specifications that do not apply to the project.) Comply with Section 02925 of the Standard Specifications modified as follows:
(Use the following subsection .42 when traffic signal control devices are required. Obtain information from the Signal Designer.) 02925.42 Traffic Signal Control Devices -Add the following
to the end of this subsection: The following changes are made to the September 2001 Standard Specifications for Microcomputer Signal Controller: (Use the following Chapter 2 lead in
sentence and 2.1.10 on all off-system, local Agency funded or developed projects.) Replace Chapter 2, Section 1, Unit 10 with the following: (Fill in the blank with CONTRACTOR, COUNTY,
CITY, etc. as appropriate.) 2.1.10 The traffic signal control program and PROMS with PROM module for the Model 170E will be furnished by the _______________
09-1094.207 Page 89 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Use the following for all
signal cabinets.) 3.1.6.1 Replace "15 amps" with "10 amps" (Use the following when auxiliary files are needed in Model 332 cabinets.) 6.1.1.1 Add the following to the listed items: Auxiliary
output file (Use the following when auxiliary files are needed in Model 334 cabinets.) 6.1.1.2 Add the following to the listed items: Auxiliary output file (Use the following if a Model
400 modem is not required in Model 332 or 334 cabinets.) 6.1.1.4 In the first sentence, remove "with Model 400 Modem". (Use the following when Model 332, 334, 336, 336S, 340, or 344
cabinets are used.) 6.4.2.5.7.1 Replace all with the following: The Model 206 Power Supply Module shall comply with the California Department of Transportation TEES 2009 model 206L.
(Use the following when Model 332 or 334 cabinets are used.) 6.5.2.1 Replace the last sentence with with the following: All spade connectors on wires connecting to the input panel (terminal
blocks TB1 through TB10 and DC ground bus) and/or input files (terminal blocks T1 through T15) shall be crimped and soldered to the wires. (Use the following when auxiliary files are
needed in Model 336s intersection cabinets.) 7.1.1.1 Add the following to the listed items: Auxiliary output file (Use the following when auxiliary files are needed in Model 336S ramp
meter cabinets.) 7.1.1.2 Add the following to the listed items: Auxiliary output file (Use the following if a Model 400 modem is not required in Model 336 or 336S cabinets.) 7.1.1.4
In the first sentence, remove "with Model 400 Modem". (Use the following when Model 336 or 336S cabinets are used.) 7.5.2.1 Replace the last sentence with the following:
09-1094.207 Page 90 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc All spade connectors on wires
connecting to the input panel (terminal blocks TB1, TB2, and DC ground bus) and/or input files (terminal blocks T1 through T15) shall be crimped and soldered to the wires. (Use the following
Chapter 8, Section 3 on projects with phone equipped cabinets. Choose either phone line or cellular phone line. Delete the method that does not apply.) Add the following new Section
to Chapter 8: SECTION 3 -TELEPHONE EQUIPPED CABINETS 8.3.1 General Requirements (Use the following 8.3.1.1 and 8.3.1.2 for cellular phone lines.) 8.3.1.1 Provide and install equipment
as shown on Standard Drawing TM423, (Telephone equipped cabinet). Use the following amended parts list: MC 480 installation kit -#FLN3181 Cellular connector -#S1936C Transceiver-#19024NAASC.
8.3.1.2 Cellular phone shall have local phone number for the "Installed Signal" location. location. (Use the following 8.3.1.1 for phone lines (non-cellular).) 8.3.1.1 Data transmission
between the controller and the remote control locations shall be by standard dial-up telephone line. Transmission rate shall support a variable transmission rate determined by autosyncing
of the modem. The modem shall operate with the controller at any speed or settings the modem establishes with the external source. The remote station shall have a dial-up telephone line
at the remote control. Provide one auto-dial/auto-answer external modem (28,000 bps minimum) for the controller. (Use the following lead-in paragraph and Chapter 9 on projects when 2070L
controllers are required.) Add the following new Chapter 9: CHAPTER 9 -MODEL 2070 CONTROLLER UNIT SECTION 1 -MODEL 2070L CONTROLLER 9.1.1 Unit Chassis 9.1.1.1 The 2070L Controller shall
consist of a 2070 Chassis meeting the following requirements: 1. Lite Cage
09-1094.207 Page 91 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 2. 2070-1B CPU Module 3. 2070-2A
C1 Field I/O Connector Module 4. 2070-4A or 4B Power Supply Module 5. 2070-3B 8x40 LCD Display Module 6. 2070-6A 1200 baud Modem Module 7. Two 2Mb Data Key 9.1.2 Controller and Module
9.1.2.1 The 2070L Controller and module shall meet the following specifications: 1. Caltrans 2002 TEES 2. TEES Errata 1, October 27, 2003 3. TEES Errata 2. June 8, 2004 4. OS-9 Operating
System version 3.3 (Ethernet Capable) 5. Controller Boot Code Compatible with NW Signal Voyage Controller Firmware and all included features 6. Tested and approved Boot Codes are: a.
Econolite -Boot Code 2002 V1.01.08.02d NW or later b. Simens/Eagle -Boot Code OS0 V3.3.0 Operating System 7.0.0.0.0.15 or later c. McCain -Boot Code 01.97 (Use the following subsection
.51 on projects when new vehicle signals or when new pedestrian signals are required. Check with Signal Designer before using.) 02925.51 Traffic Signal Lamps -Add the following to the
end of this subsection: Provide the following LED modules: Vehicle Signals Indication 8 Inch Lens 12 Inch Lens Color Type Type Red LED 1 LED 1 Yellow LED 1 LED 1 Green LED 1 LED 1 Pedestrian
Signals 2 Indication Side by Side Countdown Color Type Type Hand LED 3 LED 4 Walking Man LED 3 LED 4 Numbers LED 4 1 Flange mount LED modules.
09-1094.207 Page 92 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc 2 Pedestrian signal LED modules
may be a combination of indication in one module or single indication in separate modules. 3 Side by side LED modules are a combination of indication (both the hand and walking man in
one module). 4 Countdown LED modules are a combination of indication (both the hand and walking man overlaid on the left with numbers on the right in one module). (Use the following
subsections .64, .64(d), and .64(e) on projects when polycarbonate vehicle signals are used.) [ Begin subsections .64, .64(d) and .64(e) ] 02925.64 Vehicle Signal -Replace the sentence
that begins "Construct vehicle signal..." with the following sentence" Construct vehicle signal housings and doors of polycarbonate. 02925.64(d) Visors -Replace the sentence that begins
"Construct visors of sheet..." with the following sentence: Construct visors of polycarbonate. 02925.64(e) Backboards -Replace the sentence that begins "Construct backboards of..." and
the sentence that begins "All backboards shall be..." with the following sentence: Construct non-louvered backboards made of polycarbonate. [ End subsections .64, .64(d) and .64(e) ]
(Use the following subsections .65(a-1), .65(a-2), and .65(b) on projects when new pedestrian signals are required. Check with Signal Designer before using.) [ Begin subsections .65(a-1),
.65(a-2) and .65(b) ] 02925.65(a-1) Standard -Replace this subsection with the following subsection: (1) Standard -The standard light source shall meet the requirements of 02925.51.
02925.65(a-2) Count Down -Replace this subsection with the following subsection: (2) Count Down -The count down shall meet the requirements of 02925.51. (Use this .65(b) when polycarbonate
pedestrian signals are used.) 02925.65(b) Housing and Door -In the bullet that begins "Use a one-piece...", replace the words "die-cast aluminum alloy" with the word "polycarbonate".
09-1094.207 Page 93 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Section 3 -Preliminary ODOT-APWA Special Provisions.doc (Remove the following subsection
number and title when the above paragraph is used.) 02925.65(b) Housing and Door -Add the following bullets to the end of the bullet list: • When pedestrian signal heads are not utilizing
the bottom opening for mounting, be installed with a hex head pipe plug with 1/4 inch drain hole drilled in the bottom of the plug. • Be installed with terminal blocks to accommodate
wire terminations. [ End subsections .65(a-1), .65(a-2) and .65(b) ] (Use the following lead-in paragraph and subsection .68 on projects when new vehicle signals or new pedestrian signals
are required. Check with Signal Designer before using.) Add the following subsection: 02925.68 Signal Head Covers -Provide signal head covers that: • Are yellow prefabricated nylon.
• Completely cover visors and can cover the backplate. • Include a fine mesh insert for signal testing. • Have integral elastic bands and clips to secure the covers to the signal.
SECTION 4
5th Street Improvements Preliminary Cost Estimate 5th Street Improvements Between Harrison and OR 214 Client: City of Woodburn Entire Length Marion County Street Reconstruction & Upgrade
to Access Street Standards 3/31/2010 Entered by: CDA Checked By: GEC UNIT QUANTITY UNIT (US) (US) COST (US) TEMPORARY FEATURES AND APPURTENANCES 1 LS 1 $80,000.00 $80,000.00 2 LS 1 $20,000.00
$20,000.00 Subtotal $100,000.00 3 LS 1 $40,000.00 $40,000.00 4 CY 3,300 $25.00 $82,500.00 5 12 INCH SUBGRADE STABILIZATION SQYD 1,200 $20.00 $24,000.00 Subtotal $146,500.00 6 LF 328
$50.00 $16,400.00 7 LF 676 $65.00 $43,940.00 8 CONCRETE STORM SEWER MANHOLES EA 5 $3,000.00 $15,000.00 9 CONCRETE INLETS, TYPE CG-1 EA 12 $1,500.00 $18,000.00 10 MINOR ADJUSTMENT OF
MANHOLES EA 5 $1,000.00 $5,000.00 11 ADJUSTMENT OF CITY UTILITIES (SANITARY, WATER, ETC.) LS 1 $40,000.00 $40,000.00 Subtotal $138,340.00 12 SY 800 $5.00 $4,000.00 13 AGGREGATE BASE
CY 2200 $30.00 $66,000.00 Subtotal $70,000.00 14 TON 800 $80.00 $64,000.00 15 LEVEL 2, 3/4 INCH DENSE MHMAC MIXTURE TON 1000 $80.00 $80,000.00 Subtotal $144,000.00 16 LF 2800 $15.00
$42,000.00 17 SF 10500 $4.00 $42,000.00 18 SF 4300 $6.00 $25,800.00 19 EA 10 $1,000.00 $10,000.00 Subtotal $119,800.00 20 SQFT 400 $8.00 $3,200.00 21 EA 10 $250.00 $2,500.00 22 LF 7000
$3.00 $21,000.00 Subtotal $26,700.00 23 LS 1 $2,000.00 $2,000.00 24 FBM 1000 $7.00 $7,000.00 25 SF 300 $20.00 $6,000.00 26 LS 1 $100,000.00 $100,000.00 27 LS 1 $300,000.00 $300,000.00
Subtotal $415,000.00 28 LS 1 $50,000.00 $50,000.00 29 WATER QUALITY IMPROVEMENTS LS 1 $100,000.00 $100,000.00 Subtotal $150,000.00 30 EA 2 $2,000.00 $4,000.00 31 EA 2 $1,500.00 $3,000.00
32 RECONNECTING EXISTING HYDRANTS EA 2 $500.00 $1,000.00 Subtotal $8,000.00 $1,318,340.00 33 LS 1 10% $131,834.00 $1,450,174.00 LS 1 $0.00 $0.00 25% $362,543.50 $1,812,717.50 10% $181,271.75
$2,000,000.00 CONSTRUCTION ENGINEERING SUBTOTAL FOR CONSTRUCTION RIGHT OF WAY ACQUISITION CONTINGENCIES TOTAL FOR CONSTRUCTION INCLUDING CONTINGENCIES SUBTOTAL FOR CONSTRUCTION W/O MOBILIZATION
MOBILIZATION RESETTING EXISTING HYDRANTS MOVING EXISTING HYDRANTS RIGHT OF WAY DEVELOPMENT AND CONTROL WATER SUPPLY SYSTEMS PERMANENT TRAFFIC CONTROL AND ILLUMINATION SYSTEMS SIGNS STREET
LIGHTING SYSTEM TRAFFIC SIGNAL INSTALLATION DURABLE LONGITUDINAL STRIPING WOOD SIGN POSTS REMOVE EXISTING SIGNS CURB AND SIDEWALK CONCRETE CURBS, CURB AND GUTTER CONCRETE WALKS ADA RAMPS
PERMANENT TRAFFIC SAFETY AND GUIDANCE DEVICES PAVEMENT BAR CONCRETE DRIVEWAYS 8 INCH STORM SEWER PIPE, 5 FT DEPTH BASES WEARING SURFACES LEVEL 2, 1/2 INCH DENSE MHMAC MIIXTURE COLD PLANE
PAVEMENT REMOVAL, 0 -2-1/2 INCHES DEEP 12 INCH STORM SEWER PIPE, 5 FT DEPTH ROADWORK CONSTRUCTION SURVEY WORK GENERAL EXCAVATION DRAINAGE AND SEWERS 5th Street Improvements -Option 1:
Parking on Both Sides of 5th Street TRAFFIC CONTROL EROSION CONTROL ITEM ENGINEER'S ESTIMATE (US) LANDSCAPING PAVEMENT LEGEND, ARROWS TOTAL FOR CONSTRUCTION INCLUDING CONTINGENCIES AND
CE (ROUNDED) Project Description: Corridor Section: Location: Description: Date: G:\09\1094\212 Quantities and Cost Estimates\Spreadsheets\Preliminary Cost Estimate Woodburn 5th Street
Improvements 3-10-10
APPENDIX A PROJECT AREA OVERVIEW FIGURE
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix A -Project Area Overview Figure.doc APPENDIX A PROJECT AREA OVERVIEW FIGURE The following
Project Area Overview Figure gives a bird’s eye perspective of the project limits. The project limits shown in dashed yellow correspond to the existing right-of-way. A slight variation
of this figure was shown at the Public Open Houses. It included the possible Yew Street Extension, which would have required acquisition of private properties.
APPENDIX B STANDARD ACCESS STREET CROSS-SECTION
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix B -Standard Access Street Cross Section.doc APPENDIX B STANDARD ACCESS STREET CROSS-SECTION
The following sheet is an excerpt from the City’s 2005 Transportation System Plan (TSP). On the sheet, a standard access street cross-section is circled. 5th Street is proposed to be
upgraded to access street standards and generally follow the guidelines set forth by this standard section. The PDT has made modifications to this standard access street crosssection
for 5th Street based on several factors including compatibility with existing conditions, Citizen Advisory Committee (CAC) input and to stay within existing public right-of-way. A design
exception to allow for a narrower than standard cross-section will be sought. The typical proposed cross-section for the project will fit within the existing 60 foot wide public right
of way. Additional background information regarding the City’s transportation system can be referenced in the TSP.
APPENDIX C CAC MEETING MATERIALS
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix C -CAC Meeting Materials.doc APPENDIX C CAC MEETING MATERIALS The following compilation
of documents includes the final versions of the information that was presented to the Citizen Advisory Committee (CAC) for consideration during the CAC meeting process from December
2009 through March 2010. All CAC members were given a binder to hold these documents. New and updated documents were given to the CAC at each of the four CAC meetings with discussion
about where to place each new piece of information. This appendix C is essentially the complete three-ring binder that each CAC member received with the addition of the summary for the
last meeting, the CAC questionnaire responses and specific e-mail comments received from individual CAC members after the last meeting.
Citizen’s Advisory Committee (CAC) Meeting Binder for the 5TH STREET IMPROVEMENTS PROJECT January 2010
CAC Binder Table of Contents 1) Committee Info CAC Charge and Guidelines Roster of CAC Members 2) Project Background Project Purpose Handout Decision-Making Diagram Project Schedule
Updated FAQ Sheet 3) Meeting Agendas Agenda for Meeting #1, January 6, 2010 Agenda for Meeting #2, January 28, 2010 Agenda for Meeting #3, February 18, 2010 Agenda for Meeting #4, March
11, 2010 4) Meeting Summaries Open House Summary CAC Meeting #1 Summary Walking Tour Summary CAC Meeting #2 Summary CAC Meeting #3 Summary CAC Meeting #4 Summary 5) Technical Documents
Alternatives Comparison Table Yew Street Extension Pros/Cons Table 2005 TSP Update Excerpts Yew Street Memo w/Updated Attachments Key Design Factors Blank Scoring Sheet Key Design Factors
Evaluation Worksheet CAC Survey Results Summary Key Design Factors Scoring -CAC Weighting and Scoring Key Design Factors Scoring -CAC Weighting and Design Team Scoring Key Design Factors
Scoring -Design Team Weighting and Scoring CAC Questionnaire
6) Maps Conceptual Alternative Figures Yew Street Extension Options Figures Traffic Flow Overview Figure Updated Figures 2a Through 2d 7) Comment Log Open House Comment/Response Log
CAC Meeting #1 Comment/Response Log Walking Tour and CAC Meeting #2 Comment/Response Log CAC Meeting #3 Comment/Response Log 8) Notes Key Design Factors CAC Questionnaire Responses CAC
E-mail Comments
Committee Info
Woodburn 5th Street Improvements Project Citizen Advisory Committee Charge Statement: Provide feedback and input to project designers and City staff to help formulate staff’s recommendation
to the City Council regarding the feasibility of this project and an acceptable design solution, should the project move forward to final design and construction. Group Guidelines: Come
to every meeting The group has a short time together and needs to make the most of every meeting. Using meeting time to bring members back up to speed after an absence will waste valuable
time. Listen until the speaker finishes* This guideline will help us remain respectful of each other. Focus on the agenda Our time together is short, we will need everyone’s help addressing
each meeting’s objectives. Participate in the spirit of dialogue and negotiation The meeting room is not a battlefield, we want to identify ways to work together, and find a middle
ground if we can, or at least understand each other’s point of view. Bring concerns to the table so we can find a solution together We can’t fix what we don’t know about. If you talk
about an issue out in the community, but don’t bring it to the group, we lose the opportunity to find a solution together. Speak from your own experience We can only speak about what
we know. We can’t address issues that no one at the table understands or has the power to change. You can still speak from your experience if you represent a group of people—say, “I
have seen… or I have heard that… or I have been told …” Turn off your ringer; don’t answer the phone at the table I don’t think this requires explanation. Phones can be disruptive—it
is a good reminder. *The facilitator has permission to break this rule when necessary. Decision-making: This committee is not a decision-making body. When it becomes important to see
where individual members are on a particular topic, the group’s opinions will be assessed using a set of colored cards. This tool will help identify different perspectives to discuss
and record. “Majority rules” will never be used to take a group position on a topic, because every perspective at the table is important.
Woodburn 5th Street CAC Applicant List Application # Name Affiliation Address City/State/Zip 1 Cindy Wurdinger-Kelly St. Luke Parish/School 16751 Boones Ferry Road NE Woodburn, OR 97071
2 Myrna L. Wagner Seventh Day Adventist Church 3246 Nekia Street Woodburn, OR 97071 3 Tom Lonenger St. Luke Parish 10519 Crosby Road Woodburn, OR 97071 4 Mario S. Magana St Luke Parish
3232 Senecal Creek Dr. Woodburn, OR 97071 5 Caroline Sanchez-Ruiz St. Luke School 1266 Arlington Avenue Woodburn, OR 97071 6 Linda Wilmes-Smith St Luke Parish/School 2514 Colewood Drive
Woodburn, OR 97071 7 Ed Krupicka St Luke School PO Box 390 Woodburn, OR 97071 8 Christine M. Vistica St. Luke Parish/School 12100 Monitor McKee Road NE Woodburn, OR 97071 9 Tom Welch
Community Church of Christ 8158 Crosby Road NE Woodburn, OR 97071 10 Jaime Estrada City of Woodburn/Concerned Citizen 468 Marshall Street Woodburn, OR 97071 11 Dave Christoff Real Estate
Business in Woodburn 745 Glatt Circle Woodburn, OR 97071 12 Jerry Ambris St. Luke Parish 1277 25th St. NE Woodburn, OR 97071 13 Peppi Kosikowski Resident 611 Harrison Street Woodburn,
OR 97071 14 Robert J. Carney Resident 2017 Meridian Drive Woodburn, OR 97071 15 Barbara Jean Burt 5th Street Resident 1035 5th Street Woodburn, OR 97071 16 Casey Robles 5th Street Resident
951 N 5th Street Woodburn, OR 97071 17 Paul Iverson Woodburn Fire District 1776 Newberg Highway Woodburn, OR 97071 18 Jessy Olsen Nuevo Amanecer 1274 5th Street Ste. 1-A Woodburn, OR
97071 19 Don Judson Woodburn Chamber of Commerce P.O. Box 194 /124 W. Lincoln Woodburn, OR 97071 20 Sean Baird Woodburn Ambulance P.O. Box 584 Woodburn, OR 97071
Project Background
? Upgrade 5th Street to “Access Street” standards as described in the Woodburn TSP: “Primary function is to connect residential neighborhoods with service collectors or arterials. On-street
parking and access to adjacent properties is prevalent. Slower speeds should be provided to ensure community livability and safety for pedestrians and cyclists. In many cases, cyclists
can „share the road? with motor vehicles because of low traffic volumes and speeds. Sidewalks or pathways should be provided for pedestrians.” ? Provide an overall benefit to the community.
? Provide an alternative traffic route to alleviate congestion on nearby streets where backups regularly occur during peak hours. ? Provide a traffic signal at 5th Street and Hwy 214
to allow protected vehicle turning movements from 5th Street and Meridian Drive onto Hwy 214 as well as protected pedestrian crossings of Hwy 214. PROJECT PURPOSE 5th Street Improvements
Project
5th Street Improvements Project
ect PROJECT Proje SCHEDULE as of 1/14/10 5th Street Improvements
Frequently Asked Questions From the Open Houses 1. Why is this project needed as compared to other City priorities? Traffic congestion on nearby streets such as Settlemier and Hwy 214
is the primary reason for this project. The existing orientation of 5th Street and available right-of-way present an opportunity to effectively and efficiently address the congestion
issue by providing another connection to Hwy 214. 2. Is there another solution that doesn’t change the existing street? Several conceptual options were discussed and reviewed during
the planning stage and development of the City’s TSP. Concepts such a pedestrian bridge over Hwy 214, signals at other intersections, or connecting other roads to Hwy 214 would not provide
the desired outcome of relieving traffic congestion around Settlemier and Hwy 214. 3. Why wasn’t the public notified earlier? What can I do if I oppose the project? This project was
first identified in the City's TSP which is available on the City's website for the public to view. No No work beyond what was presented in the TSP has been completed until now. The
public will have many opportunities throughout the CAC meeting process to provide comments and influence the proposed design leading up to the 30% design level. 4. What are the benefits
of the project for those on 5th compared to the rest of the community? The project will benefit a large portion of the City. Residents within the neighborhood around 5th Street will
benefit from new pedestrian facilities, improved drainage system, landscaping, street lighting, new pavement, signing, striping and a new signal at Hwy 214 to improve turning movements.
Residents of the broader community will also benefit through the reduction in congestion at key intersections, most notably Hwy 214 and Settlemier. 5. How much would traffic and speed
increase? A comprehensive traffic analysis is currently being completed to estimate changes in traffic and speed for 5th Street and all affected surrounding streets. The speed limit
will kept the same at 20-25 mph. Preliminary results of the traffic analysis are expected to be available for the second CAC meeting. 6. Air pollution and noise would increase. How much?
Preliminary modeling results using EPA's SCREEN3 indicate that exposure levels to pollutants from increased traffic on 5th Street would be well below the accepted thresholds established
under the National Ambient Air Quality Standards and would not be a significant impact. Noise impacts are being investigated. Relative increase in noise will be well below that required
for mitigation (an increase in 10 dBA Leq or a peak hour level of 65 dBA Leq). 7. I’m concerned about the safety of the children and other pedestrians. Wouldn’t this project increase
the danger for pedestrians because of the added traffic? One of the project goals is to provide enhanced pedestrian safety with new sidewalks, ADA ramps, crosswalks, curb extensions,
street lighting, and traffic calming devices to maintain speed limit and balance the increase in traffic volume. The traffic analysis currently being completed will include an assessment
of traffic safety based on a review of the City's TSP and other available planning documents. 8. How would parking be affected? Several options are available for parking on 5th Street
as presented in the conceptual cross sections. Parallel parking on one or both sides of the street, similar to Front Street, is possible. Angle parking is another option that would be
well suited when paired with a one way couplet option. Overall, the project design team’s goal is to increase parking capacity with this project. 9. What would happen to the crime levels?
A new street lighting system and other enhanced facilities are expected to have a positive overall impact on crime although the overall project affect on crime levels is difficult to
predict. 10. How would properties along 5th be affected including property values? All proposed roadway improvements on 5th Street, including sidewalk and landscaping, would be within
existing publicly owned right-of-way. Some properties with frontages on 5th Street have front yards that extend into the 5th Street right-of-way. The portion of these yards that are
within the right-of-way may be converted into landscaping and sidewalk areas as part of this project. Although we cannot predict future property values, new sidewalks and street trees
as are planned with this project have been found to increase property values in other communities. 5th Street Improvements Project
Meeting Agendas
Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #1 -January 6, 2010 Meeting Objectives: Present group’s charge statement Establish committee guidelines Review
project timeline Develop a shared understanding of the project purpose Review log of comments, concerns and questions Review list of project alternatives and receive preliminary feedback
Agenda: Agenda Item Action Lead Welcome Dan Brown, Public Works Director Introductions Eryn Kehe, Facilitator CAC Role /Process Schedule Acceptance Dan Brown, Public Works Director Meeting
Guidelines Acceptance Eryn Kehe, Facilitator Project Background & Purpose Question/Answer Kevin Thelin, Murray, Smith & Assoc. Public Feedback Additional comments since Open Houses (only
new information) Discussion Eryn Kehe, Facilitator Preliminary Alternatives Benefits and Challenges Staff perspective Discussion Gabe Crop, Murray, Smith & Assoc. Eric Liljequist, Asst.
City Engineer Public Comment Eryn Kehe, Facilitator Wrap-up Eryn Kehe, Facilitator
Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #2 Meeting Objectives: Briefly review log of comments, concerns and questions at last meeting Review and confirm
feedback received at field walkthrough Present available traffic information Review list of project alternatives and receive preliminary feedback Present Yew Street extension alternatives
Present staff perspective on project alternatives Receive sufficient feedback from the CAC to develop two primary alternatives Agenda: Agenda Item Action Lead Welcome & Introductions
Information Eryn Kehe, Facilitator Accept Meeting Summary #1. Review Comment Log and Notes From Field Walkthrough Action Eryn Kehe, Facilitator Preliminary Alternatives TSP Review Traffic
Information Presentation of Alternatives Yew Street Extension Staff Perspective Ranking Key Design Factors Discussion Gabe Crop, Murray Smith & Assoc. Eric Liljequist, Asst. City Engineer
Public Comment Eryn Kehe, Facilitator Wrap-up Eryn Kehe, Facilitator The next CAC meeting is scheduled for February 18, 2010
Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #3 Meeting Objectives: • Continue committee’s forward momentum • Present and understand traffic information.
• Understand and provide feedback on couplet options studied by consultant team. • Introduce the Key Design Factors worksheet. Agenda: Agenda Item Action Lead Welcome & Introductions
Eryn Kehe, Facilitator • Meeting #2 Summary • Updated Comment Log • Tukwila HOA Meeting Action Yew Street Options Action Eric Liljequist, City of Woodburn Traffic Information Information/Questions
Kevin Thelin, Murray Smith & Assoc. Two-Way and Couplet Alternatives Discussion Kevin Thelin, Murray Smith & Assoc. Key Design Factors Information Kevin Thelin Public Comment Eryn Kehe,
Facilitator Wrap-up Eryn Kehe, Facilitator The next CAC meeting is scheduled for March 11, 2010
Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #4 6:00 PM – 9:00 PM Meeting Objectives: Discuss Results of Committee Survey Present new Information from
Design Factors Evaluation and Discuss Provide any Necessary Technical Data to the Committee In Preparation for Their Decision Collect Individual and Committee Recommendation of Alternatives
for Council Consideration Agenda: Agenda Item Action Lead Welcome & Introductions Information Eryn Kehe, Facilitator Accept Meeting Summary #1 Review Comment Log Action Information Eryn
Kehe, Facilitator CAC Survey Results Discussion Eryn Kehe, Facilitator Traffic Volumes Confirmation Discussion Gabe Crop, Murray, Smith & Assoc. Key Design Factors -CAC and Design Team
Scoring Results Information/Discussion Gabe Crop, Murray, Smith & Assoc. Next Steps –Process Information Eryn Kehe, Facilitator Final Individual and Committee Recommendations to City
Action Eryn Kehe, Facilitator Public Comment Eryn Kehe, Facilitator Wrap-up Eryn Kehe, Facilitato
r Meeting Summaries
1 Presentation at the St. Luke Open House Woodburn 5th Street Improvement Project Open House Summary November, 2009 Background The City of Woodburn sponsored a series of three open houses
to initiate the public involvement process for the 5th Street Improvement project. The open houses brought people to three locations on 5th Street. A total of 153 people signed in at
the three meetings. Total attendance was likely even higher because not everyone who attended signed-in. Estimated attendance per meeting was 30 on November 18, 120 on November 19, and
50 on November 23. Meetings were held at the following locations: 1. November 18, 2009 Woodburn Seventh-day Adventist Church-1100 6th Street 2. November 19, 2009 St. Luke Catholic Church-417
Harrison Street 3. November 23, 2009 Nuevo Amanecer-12745th Street The purpose of the meetings was to introduce the project, seek initial input from the community and invite participation
in the project’s Citizen Advisory Committee. Meeting Notice The City of Woodburn sent a a letter on Friday November 13, 2009 to 228 addresses announcing the first two November open houses
and providing general project information. Another postcard followed on with an invitation to the third open house. A media release sent Monday November 16th provided project information
and meeting announcements to the Woodburn Independent, Community Television, PCUN radio and La Pantera radio. The Woodburn Independent published an article announcing all three open
houses on Tuesday November 17, 2009. Both St. Luke and Woodburn Seventh-day Adventist Church announced the meeting in the Sunday bulletins. Staff from Nuevo Amanecer provided additional
notice of the November 23 event in advance of the meeting. Meeting Format Each meeting started at 6:00 p.m. The material presented at each meeting was the same. At each meeting, a series
of boards provided basic project information including project location, project purpose and need, a process schedule, decision-making structure and information about the Citizen Ad
visory 2 Sign-in Table at Nuevo Amanecer Committee (CAC). The boards provided information in English and in Spanish. Additionally, a project handout provided at the door answered frequently
asked questions. English versions of these boards and handouts are provided at the end of this report. Each meeting included a short presentation from Dan Brown, Woodburn Public Works
Director. He discussed the purpose of the meeting, stressed the City’s interest in public input, and talked about the project and its purpose. He also invited participation in the project’s
CAC (CAC applications were provided at the meeting). At the November 19 and November 23 meetings, direct interpretation was used to communicate the presentation in English and in Spanish.
The City of Woodburn staff provided the live interpretation services. After the presentation, questions and comments were welcomed from the public. Most of the question and answer period
on November 19 was translated into Spanish, until it was determined that everyone in the room could participate in English.1 Spanish was the dominant language used during the question
and comment period on November 23. The notes were scribed in Spanish. The questions and comments were interpreted for the English speakers on the project team. An officer (Officer Tlusty)
from the police department was also present at each meeting. Several additional tools elicited and recorded feedback from those in attendance at the open house events. A large, white
“graffiti board” was posted on the wall and marking pens allowed participants to share their thoughts with everyone. A sign nearby invited participants to write on the board what they
wanted to say about the project and what details they thought the designers should know about the project. Post-it notes and pens were provided near a map of the area. A sign invited
participants to share ideas by writing on a post-it note and sticking it on the map. Comment cards in both English and Spanish provided a final means of sharing input about the project.
Comment cards and pens were available at the door. There were several boxes placed around the room to collect completed forms, and each form also included the City’s address and instructions
for mailing. Feedback Received The following is a summary of the feedback received at the November 18, 19 and 23 Open Houses for the Woodburn 5th Street Improvement Project. As discussed
above, feedback was received on one of the feedback boards, written during the question and comment period or received on a comment card. Fifty-one community members completed comment
forms. A complete record of feedback received is included in the appendix of this report. 1 St Luke’s Priest attended the meeting and after approximately a half hour of questions, instructed
City staff that interpretation into Spanish was unnecessary.
3 Some attendees shared that they thought the street should be opened and that it offered benefits to individuals and the community. A couple of different people agreed that a new traffic
signal at 5th Street and Hwy 214 would be a benefit. Some shared that the benefit to the entire community makes the project worthwhile. One participant pointed out that you can never
please everyone. The primary areas of concern shared by attendees during the meeting were safety, increased traffic, impact to property owners and loss of parking. In general, many participants
expressed a concern that opening 5th Street to through-traffic would negatively impact neighbors, members of local churches and children more than any benefit to them or the community
as a whole. Specific concerns can be categorized in the following areas: ? Increased Traffic (noise, air quality, congestion and safety): Many concerns expressed related to the projected
increase in traffic (which at this early stage in the process, the project team could not quantify specifically). Many people expressed concern about the safety of children in the area.
With more cars traveling on 5th Street, this was particularly a concern because of all the children who attend St. Luke School. Staff was clear to point out that trucks would be limited
on 5th Street. Increased noise and decreased air quality were mentioned as additional concerns related to the increased number of cars. It was pointed out that more cars near the school
would create a distraction for students. Some were concerned about congestion on the street, particularly at the intersection at Harrison where traffic must turn. It was pointed out
that this area is a bus stop area and is particularly busy during pick-up and drop-off times. The public buses also travel through the area on Harrison. Multiple people expressed concern
about where southbound traffic would go as 5th Street jogs to the west at Harrison Street and wondered if this would cause more congestion in the community rather than reducing it. A
A few people were concerned about increased wear and tear on other nearby streets like Fir Street. An individual expressed the concern that if a lot of traffic was attracted to 5th Street,
it would divide the community. There is also a community rabbit that lives in the area. A few people expressed concern about its safety. ? Speed: Another topic of concern was community
safety. As mentioned above, there were concerns about whether more cars on 5th Street would mean reduced safety for pedestrians and children from the neighborhood or the school because
of increased speeds. ? Crime: The concern raised was whether opening the street would increase crime in the area. ? Parking Loss: A few local residents and members of St. Luke’s parish
expressed concern about losing parking on 5th Street. Parking is needed by parishioners of the church, particularly during services or special events. Currently, the parish uses the
unimproved right-of-way along 5th Street for overflow parking.
4 ? Property Impacts: Property owners and others wanted to know how wide the new street would be and how this would impact existing owners. Although it was explained that the new street
would be inside the existing public right-of-way (which is wider than the existing pavement), owners expressed concern about their landscaping. Others talked specifically about the Yew
Street extension and expressed concern about what this would mean to the church and nearby homes if a new road were built there. Other concerns related to property impacts were about
property values. Attendees were concerned that their property values would be negatively impacted by the project and they may have a hard time selling their home. Others expressed concern
that the project would result in increased property taxes. ? Displacement: As was mentioned earlier, the possible extension of Yew Street is a concern to property owners in the area
where property acquisition would be required. ? Cost: Some shared a concern about the high cost of of doing this study. Others asked if this was the best use of Woodburn’s money given
the potential negative impacts and the current state of the economy. According to feedback received on the comment forms, most people heard about the open houses by mail or through the
newspaper. Others heard about the events through St. Luke’s Church or the Nuevo Amanecer office. Most respondents noted that the most effective way to stay in touch with them in the
future is through postal mailings. Alternatively, email and the Woodburn Independent are also effective. Most people who completed a survey said that their questions and concerns were
addressed through the open house; however, many said that their concerns were only somewhat addressed. Below is a list of attendees’ suggestions for improving the process: Provide a
pros and cons list for the project. Make a detailed map with accurate depiction of right of ways and how they affect given properties. The City seems to be set on the opening and "selling"
it, rather than than truly being open to the community’s concerns. Need someone to explain the project better in Spanish. Don’t use overly technical vocabulary at the committee meetings.
Listen to citizen comments. Let us know the final decision. Twenty-four people reported on their comment form that something else could have been done to more effectively inform community
members about the open houses. Some of their suggestions include: Have Woodburn Independent rep at meetings so paper can report info to population. Earlier notification, more complete
information on flier. Have a meeting earlier than this o Public meeting before it was awarded for design Larger info in newspaper.
5 Announce the meeting by telephone. Flyers distributed to wider audience (all property owners).
Welcome to the Open House for the 5th Street Improvements Project THANK YOU FOR ATTENDING
PROJECT BACKGROUND ject ?? Project identified in nts Proj Woodburn’s comprehensive 2005 Transportation System Plan ( TSP) vemen) ?? Woodburn TSP describes need to disperse traffic between
multiple mprovroutes to alleviate congestion and backups on the current routes treet Im ?? Upgrade of 5th Street to an “Access” Street would relieve traffic congestion and improve 5th
St circulation in the City
PROJECT PURPOSE ?? Provide an alternative route to ject alleviate traffic congestion, specifically on Settlemier Ave. and at intersection of Settlemier Ave. and Hwy 214 h b k l l nts
Pro where backups regularly occur during peak hours. ?? To provide signalized and protected left turn movements from 5th Street and Meridian Drive onto Hwy 214. vemen ?? The design should
meet “Access Street” standards defined in the Woodburn TSP as follows: “Primary function is to connect residential neighborhoods with service collectors or arterials On street parking
and access to adjacent properties is mprov arterials. On-prevalent. Slower speeds should be provided to ensure community livability and safety for pedestrians and cyclists. In many cases,
cyclists can ‘share the road’ with motor vehicles because of low traffic volumes and speeds Sidewalks or pathways should be provided for pedestrians ” treet Im speeds. pedestrians. ??
The project should provide an overall benefit to the surrounding neighborhood. 5th St
BENEFITS OF THE PROJECT ject ?? New traffic signal at nts Pro5th Street/Meridian Drive and Highway 214 vemen?? Pedestrian facilities for improved safety (ADA ramps, sidewalks, crosswalks,
etc.) ?? Improved “green” drainage system on 5th Street mprovgreen ?? Landscaping that integrates existing features treet Im ?? Street lighting ?? New pavement section 5th St ?? New
signing and striping
PROJECT DEVELOPMENT PROCESS ject ?? A Citizen Advisory Committee nts ProC t e dv so y Co ttee (CAC) will be established to work with City staff and designers on the project vemen ??
City staff will collect, record, and address all suggestions from the CAC as part of the design process mprov?? The design team will develop and consider multiple alternatives, incorporating
CAC treet Im suggestions, to establish a conceptual design for final design ?? At approximately 30% design completion the 5th St completion, City Council will vote whether to proceed
with final design
CITIZEN ADVISORY COMMITTEE (CAC) nts Project ?? The CAC will: • Discuss neighbor concerns • Work with City staff and designers to vemeny g incorporate neighbor needs into the project
• Meet 4 -6 times from mid-December to early Spring 2010 mprov ?? Meetings will likely be 2 hours long and held at City Hall, unless a local venue is identified treet Im ?? The CAC will
provide suggestions, although the City Council will be the final decision-maker 5th St ?? CAC applications are available at tonight’s meeting and are due by 5pm on November 25, 2009
5th Street Improvements Project
ect PROJECT Proje SCHEDULE 5th Street Improvements
5th Street Improvements Project Welcome to the 5th Street Project Open House Thank you for taking the time to join us. Tonight we want to share information about the street improvement
project the City of Woodburn is considering for 5th Street. Included for your convenience is project information and a set of Frequently Asked Questions. Staff is here to provide information
and answer questions. Comment forms are available at the meeting for your suggestions about the project. Project staff are wearing name badges and are available to discuss the project
with you. Staff will be here to speak with you from 6:00 to 8:00 p.m.: Thank you for visiting with us tonight!
Frequently Asked Questions 1. Why is this project needed? Woodburn’s transportation system suffers from congestion that is anticipated to worsen over time. The intersection of Settlemier
and Hwy 214 is particularly difficult because it must handle people traveling to downtown businesses, nearby neighborhoods and those headed further South. The best way to deal with the
congestion at this location is to widen Hwy 214, something that is already planned, and provide alternatives for local travelers staying inside Woodburn. Opening 5th Street to through
traffic provides just such an alternative for people traveling to downtown businesses, homes or nearby Churches. 2. Why open Fifth Street instead of a different street? Fifth Street
right-of-way is already established to provide this connection (previously open to Hwy 214) as compared to other nearby streets that would require more extensive modifications. 3. How
much would traffic increase on 5th Street if it were opened to Hwy 214? 5th Street is designated as an Access Street in the City’s TSP, which is the next street classification above
a Local Street and below the Service Collector and Arterial classifications. Once reconstructed, this roadway should carry traffic volumes similar to other Access Streets in the City
(Astor, Country Club, Park, etc.). A traffic model will be developed during preliminary design to help project anticipated volumes. 4. Who would pay for improvements? The City would
finance the project as designed, including all suggested improvements. 5. What if the project has an impact on my existing landscaping or fencing? If your landscaping or fence is on
your
property, and the construction of the project damages it, the City would replace it. The project will include new landscaping within the public right-of-way (yet to be designed) but
would not strictly replace existing landscaping or improvements built in the public right-of-way. 6. Will existing street trees be removed? Depending on the design, some street trees
may require removal. However, the design team will attempt to keep existing trees where possible. For example, it appears that most trees on the east side of the street along the St.
Luke property would remain. 7. Will parking spaces be lost on 5th Street? The design process will determine the location and amount of on-street parking. Project staff will seek input
from the Citizen Advisory Committee to determine how to best meet this need. 8. Will the City have to purchase property from private owners? Possibly. Property acquisition would be required
to open Yew Street from 3rd to 5th Street. However, property acquisition is not anticipated on 5th Street or 3rd Street. 9. It is difficult to turn off 5th Street onto Hwy 214 today.
How would the project address this? A new signal on Highway 214 is planned as part of the project and would accommodate in and out movements on 5th Street. 10. What would the project
mean for a property owner on the street? Improvements that are planned for the project include new sidewalks, curbs, gutters, landscaping, storm water facilities, landscaping, street
lighting, new pavement, signage and striping. The Citizen Advisory Committee will work with project staff to design the new streetscape. Opening 5th Street to through traffic would likely
increase the flow of traffic on the street and make it more comparable to Astor, Country Club, or Park Street. 5th Street Improvements Project
Appendix A: Full log of comments received at the November 2009 Open Houses
Public Comment from Woodburn Open House November 18, 2009 • What will street parking look like? Will it be like Front Street? • What will the speed limit be? • How about the school on
5th St? • Potential safety issue for kids going home from St. Luke’s School • Potential safety issue for kids living and playing in the neighborhood? • Why does it have to be so wide?
• Will this increase or decrease property value? • Why can’t there be an off-ramp redesign at Front St. overpass? • Yew Street extension: people would be displaced if it is put through
to 5th. • Does model include school buses? Transit buses? • Bulb-outs at 214 may be an impediment to truck movements. • I would like to see a list of pros/cons in order to make a better
evaluation of the worth of this project. • Parking (loss) • Safety of children • Increased traffic • Community rabbit endangerment • The project will divide the community in half • A
signal at 5th and 214 would make it easier to get in and out of this church • Increased wear and tear on adjacent streets such as Fir St. • Stop play between local children • Bring the
street up next to the St. Luke’s school • Dump traffic into small neighborhood. Flip Chart Notes P1. What is traffic impact on Meridian? Consider the traffic impact on Meridian! Worried
about too many cars Interchange improvements at I-5 and 214 widening are needed now! What is planned at SALUD? There is no crosswalk at Harrison and Settlemier, why? Will traffic be
rerouted down Meridian? How much? What about parking? Bike lanes? P2. How much traffic would be relieved on Settlemier? 30% reduction means more traffic on 5th Street Would there be
sidewalks on both sides of 5th?(yes) Bike lanes? (no) Will 5th need to be widened at Hwy 214? (It may, but it will be minimal) What about the system on Harrison… 5th will become a “choke”
Buses on Harrison line up in morning and other buses line 5th Street. P3. The St. Luke Parish need a lot of parking. Why didn’t front street improvements solve the problem? Will you
improve Ogle?... please! How will this direct traffic to Harrison? Won’t it just back up at Settlemier? Is the 5th St. project tied to the 214 widening? (No… we are working to plan ahead.)
Would we get the intersection at 5th and 214 if 5th isn’t open? (No. would likely result in no left turn allowed.) P4. What are ODOT’s standards to approve a signal? It needs to be 4-way
street It would be a state funded signal.
Woodburn 5th Street Improvements Open House November 19, 2009 Idea Board Comments -I am worried about increased traffic on 5th street. -Are speed bumps feasible on 5th? -Is this really
necessary? -A signal is needed at Hwy 214 and 5th -Who is going to pay for it? Will those who pay really get a positive benefit from the cost they bear? -Will Fir be improved too? -Who
really benefits from this change and who is being asked to sacrifice for this change? Does the benefit really justify the difficulties it causes? Flipchart Notes • Fumes • Loud music
• Less safe because of more traffic at 5th and Harrison P1. • Council approval? Preliminary? o (move forward, make changes move forward, no go) • Planning commission (no LU decision)
• Why? Project (scope) • Why current barrier? About 20 years ago temp, traffic from 214. 28 years ago was no barrier. Concerns: • Increased traffic • Noise/music • Air • Proximity to
school • Safety concern with school • Cost? Who pays • Who wants/needs • 5th didn’t originally connect to highway Process: • Why not earlier meeting on whether project happens/starts
P2.
• 1800 residents, 111 families/182 students > + 5th street residents > more affected/concerned • Weight concerns? • Traffic/safety of routing next to school biggest concern • Beautification
not as much a concern • Purpose of connection? • 5th hits Harrison – what is accomplished? (not a total solution) • Future development on 2nd – how will that be addressed? • Looking
at various concepts, alternate access, one way couplet, event parking, etc. • Funding? Transportation system development charges and other sources • Multiple funding, safe routes (federal
government grants) • Public $ won’t enhance school, all in public ROW • Other alternatives to 5th Street? No other street in TSP connects to 214, look at alternates focused on 5th •
ODOT – we can’t just access anywhere • Concern about “promise” to ODOT/FED formality (“formally?”) amend TSP P3. March/April council decision. • ? complement campus/only in ROW what
about mitigation on campus property? • 182 kids • Project can identify mitigation if meets certain certain warrants • Concern about noise/air/window issues • Public $ can’t fund private
school? • 30% of peak traffic – Dan’s comment • Will do study/analyse during this process • Width of road? Proximity to school? o 60 feet available to work with o 1 way or 2 way questions
to answer o Can look at various ways to address concerns • Safety – children at school, access/drop-offs • 5th street too small for this type of access o No reason to use 5th to access
• Heavy truck traffic? Restricted • If 214 is “fixed”/widened, don’t need 5th project • Can you have 3-leg intersection and allow ped access? • Bypass 214 P4. • Stop light at 214 and
5th will slow traffic/back up. o (synch signals) how do you synch when peds activate crosswalk?
• Why would peds cross? o Mothers/children crossing for medical centers. • Keeping Woodburn green o Keep green zone o Concern about air pollution • Divert autos to Butteville and Crosby
• Safety of area, property of St. Luke’s property. • Parking for St. Luke’s o Mass, events, weekend traffic issues, no parking • Noise, area is now fairly quiet. • Current speeds high,
officer -please report when/where • How do highschool kids cross? Ped activated. • 214 is only access to I-5. Butteville & Crosby > bigger problem. • Ped overcrossing? At 5th • Harrison
already has backups in morning from left turns. Harrison to Settlemeir. • 5th and Harrison too small for increased traffic. P5. • Safety of children • Not best use of Woodburn money
• Project not thought through • Concern at Salud • Park Avenue would be a better use/place for ped signal (full signal), Salud (Park doesn’t meet traffic warrants, pedestrian activated
signal going in) • Property taxes, concern (“up” arrow) • Ability to resell home/property • Maintenance of landscaping • High/fir sidewalks, no $ • Backups with bus stops • Heritage
trees • Noise (windows) • City received federal funds? No state/fed • No light at 5th/214 if not through-street? Would not meet “warrants” • Why 5th since a T intersection at Harrison?
• Opening 5th will increase crime from people outside of area. P6. • Do you own 60 feet of ROW? o 5th and some property at Harrison • We won’t be able to do wide streets, need to disperse
• Left turns from 5th/Harrison (size of intersection) • Moving problem? • Funding/economy
• Pedestrian overcrossing/bridge? • Couplet, bad idea, faster on one way streets • Not a done deal – write all 6 council • One-way not beneficial • Thru traffic not benefit for school,
church, community • Council can amend TSP? Yes. • 5th Street not good location for moving N-S traffic • Purpose connectivity on signal on 214 Both • Progress meet warrants – no. P7.
• What happens to these comments? o Addressed in process, CAC will look at comments will be typed up, city website o Give these comments to council o Capture emotion, not just logical
in decision making • Students look out windows at cars now o 9 year old student viewpoint • Community burden factored into decision? • Why will 5th meet warrants, but not Park? o Oregon
law can’t put a signal at Park o Ped-activated signal going in at Park to address problem, Spring 2010 o No signal ever at Progress o At 5th – vehicle and ped (if open) given enough
traffic to warrant signal • What will vehicle count be? • Meridian goes to Tukwila – it is a thru street • When would signal go in? P8. • TSP had two options to 5th • Sidewalks not issue
now since not much traffic • CAC applications available tonight • CAC meetings open to the public • 3rd Street/Yew connections concern • Preservation district affected • Church and houses/residents
been here long time, longer than street • Left turns and right full signal at 214/5th (if no signal, difficult left turn to 214/Nuevo Ave.) • Church-mass traffic/bus traffic (we’ll look
at that, how to improve) • Need another i-5/Woodburn interchange • Health issues/allergies, air quality issues, student issues (we’ll collect some info) • Live in Woodburn to be on CAC?
Flip Chart Notes and Citizen Comments Woodburn 5th Street Improvements Open House November 23, 2009 Nuevo Amanecer Idea Board Comments -What about Yew Street? This was not addressed.
5th Street jogs at Harrison, and is not a thru street. Will that be addressed? -Will property be condemned for this project? Especially pushing Yew through. -What is the benefit of this
project for our children? This project will get rid of an area where our children currently play. They like to play at Nuevo Amanecer right next to 5th Street. -As the project team considers
5th Street, they should also consider a project to put in a traffic signal in front of the clinic. -What is going to happen to the school bus stop at Nuevo Amanecer? -I am worried about
the crosswalk at the high school -What will we do while you guys work on the roads? Will it be safe? -City of Woodburn, listen to my comments please! -I am worried about the high school
students that will walk through the property? How would they cross safely to the streets to get to Settlemier? -Concern about traffic on 5th Street that won’t let residents from Nuevo
Amanecer leave as scheduled and delay exiting -Where will the bus stop be for Nuevo Amanecer children? Will that change? Presentation Comments and Concerns -What are the plans for buses?
-If 5th Street is not opened, does that mean there won’t be a traffic signal? -Is there a plan to open 5th Street more? What about Harrison? No! -The biggest concern is traffic, buses,
and traffic backups on Harrison. -What will happen with the traffic flow? -An analysis will cost a lot. -It would be good to have a traffic signal to cross the road. -Concern about children
crossing -Limits to reduce speed -Concern for children who go to St. Luke’s, etc. -How will you protect 5th Street from delinquents if they have more access? -If the only issue is lighting,
put in more lights -Traffic is a problem -There are lots of open streets. Why choose 5th Street and not Settlemeir? -This project will only move traffic from one place to another. There
will always be traffic. -This will benefit other families and communities, not us -Need more diagonal parking on Yew Street -Should put a stop sign where there is currently a barricade
roadblock
-Concern that the committee will talk using very technical vocabulary that is difficult to understand -Should consider the pros and cons of this project -You can’t please everyone -Is
there a plan to change the bus stops?
Woodburn 5th Street Improvement Project Comment Card Responses November 18, 19 and 23, 2009 – Open Houses Summary of Comments Collected Fiftyone community members completed comment forms
at the November 18, 19 and 23 Open Houses for the Woodburn 5th Street Improvement Project. The following is a summary of their feedback. Comments and Questions about the Project: Comment
or Concern Number Responses • Do not agree that 5th Street should be opened 10 • Agree that 5th street should be opened 3 • Concern that project will have a negative impact on the safety
of neighborhood children, especially when they exit school buses 8 • Need traffic light or crosswalk at Hwy 214 and Fifth Street to protect pedestrian traffic 9 • Concern about impact
on school (noise, fumes, student safety, etc.) 4 • Who will this project benefit? It does not seem like it will benefit the neighborhood 3 • Concern that St. Luke’s church will be negatively
impacted and lose parking spaces 3 • In agreement with any project that is good for the whole community. 3 • This project will create more traffic in the area 3 • A light should be installed
outside of Nuevo Amanecer at Hwy 214 2 • What is going to happen to the school bus stop located at Nuevo Amanecer? 1 • Opening Commercial to 214 would be a better option. 1 • This project
will improve safety and livability of Woodburn as a whole 1
Communication Most people heard about the open houses by mail or newspaper. Many also received information through the Nuevo Amanecer office, or through St. Luke’s Church announcement
or bulletin. Most respondents noted that the most effective way to stay in touch with them in the future is through postal mailings. Alternatively, email and the Woodburn Independent
are effective. Quality of Information Most people felt that their questions and concerns had been addressed through the open house. Nineteen said that staff had addressed their concerns,
fifteen responded that their concerns were somewhat addressed, and seven felt that their concerns were not addressed. Suggestions and concerns include: • Make a detailed map with accurate
depiction of right of ways and their effect on properties. • A Woodburn Independent representative should attend meetings and report information to the community. • Staff seems to be
set on the opening and "selling" the project, rather than truly being open to the community’s concerns. • It would have been helpful if the meeting had started with an explanation of
the project and the reasons for it. The speaker used too much technical language. • Questions were answered, but not satisfactorily. People are concerned about safety, children, noise,
traffic, necessity of this road. Suggestions for future open houses and outreach Twenty-four people thought that something else could have been done to more effectively inform community
members about the open houses. Some of their suggestions include: • Earlier notification of meeting with more complete information. (4 comments) • Should have had a public meeting before
the project entered this phase. (2 comments) • Announce the meeting by telephone. (2 comments) • Place a larger ad in newspaper to announce meeting. • Hold more community meetings. •
Mail all affected property owners of the plan. • Should first give a brief presentation, and then open the meeting to the drop-in open house style. • Should distribute flyers to wider
audience. • Need someone to explain the project better in Spanish. • Let us know the final decision.
Appendix of All Responses 1) Comments and Questions about the Project: • I think that a traffic light or crosswalk is really needed at 214 and Park Ave by Salud. It is very important.
It is very dangerous to cross, especially with kids. We don't need accidents!!! Please do something about it ASAP!!! • If pedestrian safety is the issue, do, instead of opening Fifth,
a PEDESTRIAN BRIDGE over 214. Opening 5th will NOT benefit the entire city, it will only benefit those people north of 214 and south of 214 in the neighborhood of 5th in Tukwila. • To
whom will it benefit? On Sundays we are already very busy traffic from everywhere. Just please think what is or to whom's good for. • I am unconvinced that this project is necessary
at this time. There was nothing presented that "confirms" the ODOT project will occur in the near future and the addition of a traffic light will create more congestion. The school impact
issues must be addressed > noise, fumes, student safety. • I can understand opposition from neighborhood, but safety and livability to other 19,800 citizens of the community should take
precedence over the objectives and inconvenience of 200. • The street should not be opened because it would harm us, the school children, and the children living at Nuevo Amanecer. •
Opening the street would be dangerous for children getting off of buses because when they cross the street they don't always look to see if cars are coming. • This project might adversely
affect the apartment complex because it will open the street to more traffic and might be dangerous for the children. If 5th Street is opened, a light should be installed outside of
the apartment complex at Hwy 214. • Crosswalks and safer crossing at 5th and 214 is very necessary. • What is going to happen to the school bus stop located on 5th Street in front of
the apartment offices? • I agree that 5th Street should be opened. • We do not agree with the plan to open 5th Street because it will be dangerous for the children exiting school buses
on the street. • • I do not agree with the plan to open 5th Street. • I feel that opening Commercial to 214 would be a better option. • I think this project is a good idea. I hope it
brings down crime rates. • I am very concerned that there is no traffic signal at Hwy 214 because my son crosses there to go to the French Prairie school. A traffic signal is needed
so that children don't fear getting hit by cars. • It is not a good idea to open Fifth Street. I do not agree with the project because there will likely be more accidents and more danger
for small children. This project will affect our children. When a child dies, he will never return. The life of a child is much more important than opening a street. I do not agree with
this project. • When will Yew St. part be designed, implemented, etc? It appears that the church on 5th will lose its parking lot and part of the building.
• If the project team finds that this project is necessary, please put a light at the exit/entrance of Nuevo Amanecer onto the street. • Opening 5th Street will be dangerous for our
children trying to cross the streets. There is already lots of traffic, and with this project it will worsen. It would be better to just put a light between 5th Street and Hwy 214 and
a crosswalk for the safety of the community." • Thank you so much for providing this communication opportunity for our community. "Communication is the heart of community." Thank you
for that. We will be searching for a win-win solution to the growth and development of our community. I am in favor of building pedestrian overpasses as an option in Woodburn. • This
project will probably bring more traffic in front of Nuevo Amaecer, and might create more crimes in the area. I don't agree with this project because it will create more traffic, which
will impact the children. • Putting the traffic signal in will be important. • I am worried about the children who attend the school because they may be distracted by construction noise.
I am also worried about the effects of smoke and construction on human health. The Church would also lose parking spaces. Fifth Street is not a major road. If the suggested improvements
are made, traffic will worsen. It would be better to put in sidewalks rather than open the road. • It is a bad idea to open Fifth Street. I don't believe there will be any benefit in
fixing the road and putting in sidewalks. • My family asks that you consider the effects of construction on the children's safety, and that you not damage the church. Thank you. • But
am opposed because of amount of traffic to already congested area -air quality and noise at school. • There are other alternatives for pedestrian safety to cross 214. How about a pedestrian
overpass? • From the bottleneck at 214 in senior citizen area and the threats of harm to pedestrians and both St. Luke and Woodburn area. I feel it would be less stressful to Woodburn
to run 214 from 99E/214 straight than to Hwy 5. Traffic, such as trucks, would benefit straight instead of zig zag 214 to 99E to 214. • Should have done this years ago before someone
gets killed. Too many cars trying to get onto 214 and way too many women with children trying to cross the road with multiple children in tow. Miracle nobody killed already. • I am completely
in agreement with anything that does good for the community. • I don't see this as a traffic priority. # the school bus will stop in the main road and let kids off. They should go around
the 5th street corner. ODOT just spent big tax $ at Settlemier. 6 way they (ODOT) backed traffic up by putting in the useless bike lane and not allow R free turn onto Scholl's Ferry
Road. The biggest congestion is at I-5 and exit 27. That whole interchange is poorly managed. Putting a thru 5th street in a heavy residential area is putting children at risk -increased
risk. • I am for whatever is better for the community as a whole.
2) How did you hear about today's meeting? Type Number Responses Mail 15 Email 1 Word of Mouth 7 Newspaper 10 Other 20 “Other” responses included: • Through Church (7) • Through School
(2) • Nuevo Amanecer office or announcement (5) 3) What is the most effective way to stay in touch with you? Type Number Responses Mailing 35 Email 11 City Website 4 Woodburn Independent
12 Other 3 4) Has staff answered your concerns? Yes 19 Somewhat 15 No 7 Comments: • Make a detailed map with accurate depiction of right of ways and how they affect given properties.
• Have Woodburn Independent rep at meetings so paper can report info to population. • They seem to be set on the opening and "selling" it, rather than truly being open to the community’s
concerns. • It would have been helpful if the meeting had started with an explanation of the project and the reasons for it (the posters were somewhat helpful). The speaker used too
much technical language.
• Will have comments next time • Questions were answered, but not satisfactorily. People are concerned about safety, children, noise, traffic, necessity of this road. • For people to
make an unbiased opinion, they need to see all the components of it including pros/cons. • Staff, thank you (Dan Brown) for your work! very appreciated! "Green" vs. "dirty gas" really
important! air quality survey. Imagine/consider every car as a buffalo, we in our city want to keep our neighborhood protected by a shield/fence, we do not want the buffalo stampeding
through our village. 5) Could something have been done differently to better convey information? Yes 24 No 9 Comments: • Mail ALL affected property owners of the plan -officially by
mail. Our property owner has yet to hear from you. • Have advanced warning of meeting so more could attend. Knew only 4 days prior. • Earlier notification, more complete information
on flier. • Have a meeting earlier than this. • see above • Larger info in newspaper. EARLIER. • Timeline -earlier notification of project, earlier notification about meeting. Other:
Feels like a done deal. • More community meetings. • Public meeting before it was awarded for design. • Announce the meeting by telephone • Brief presentation first, then "open house"
plan. • Flyers distributed to wider audience. I didn't receive one and only heard about it at another meeting. • Need someone to explain the project better in Spanish. • Keep up the
good work of increasing communication in our community. • Should contact us by telephone or text messages. • Let us know the final decision
1 Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting# 1 January 6, 2010 Committee Members present Cindy Wurdinger-Kelly Tom Lonenger Mario Magana Caroline Sanchez-Ruiz
Linda Wilmes-Smith Ed Krupicka Christine Vistica Tom Welch Dave Christoff Peppi Kosikowski Robert Carney Casey Robles Paul Iverson Jessy Olsen Don Judson Shawn Baird Committee Members
absent Myrna Wagner Jaime Estrada Barbara Jean Burt Jerry Ambris Staff Dan Brown, City of Woodburn Public Works Director Eric Liljequist, City of Woodburn Kevin Thelin, Murray, Smith
& Associates, Inc. Gabe Crop, Murray, Smith & Associates, Inc. Duane Barrick, City of Woodburn Facilitation Team Eryn Deeming Kehe, JLA Public Involvement Sylvia Ciborowski, JLA Public
Involvement Other Attendees Mel Schmidt John Smith Welcome and Introductions Dan Brown began the meeting and introduced staff. He thanked members for their participation in the public
involvement process. Eryn Deeming Kehe introduced herself as facilitator for the Woodburn Fifth Street Citizen Advisory Committee meetings. Gabe Crop and Kevin Thelin of Murray, Smith
and Associates introduced themselves. CAC members then made self introduction. Eryn directed members to look through their meeting binders, and reviewed the agenda.
2 CAC Role/Process Schedule Committee Charge Eryn read the charge statement of the CAC and discussed the role of the group. She explained that members have been assembled to work with
the project team to design the best project possible. Members’ ideas will be recorded and shared with project team and staff. City staff will make a recommendation to City Council, which
will include CAC feedback. City Council will ultimately decide whether or not the project will move forward. The CAC is not a decisionmaking body. Members’ participation in the CAC does
not exclude them from participating in other parts of the Woodburn 5th Street public process. A committee member asked whether City staff is required to comply with the CAC recommendation
if the group comes to a majority consensus. Dan Brown replied that staff is not required to make a decision in tune with CAC feedback. However, CAC feedback will be forwarded to City
Council along with the staff recommendation. City Council also understands that the CAC is made up of people who are mostly opposed to the project. The City Council does not apply a
rigid system in weighing CAC feedback versus the staff recommendation. City Council understands that the CAC represents a small percentage of the community, though it does include a
good portion of the people most affected by the project. Committee members accepted their charge by unanimous feedback. Project Schedule Eryn explained the CAC meeting schedule. The
group will meet four times, with flexibility to have five or six meetings if needed. The Council hearing could be as early as April 2010. Eric Liljequist is the main contact for this
committee, and members should send comments and questions to Eric by email at eric.liljequist@ci.woodburn.or.us or by phone by calling 503-982-5241. Meeting Guidelines Eryn read the
meeting guidelines which lay out ground rules for the committee. Committee members discussed the guidelines, and contributed the following additions: Members may send an alternate if
they are not available for a meeting. Staff will distribute information from the meeting as soon as possible, at least the Friday before the next meeting. Subsequent to the meeting,
it was determined that future meetings would be held on Thursday evenings. As such, the project design team requests that information be made available no later than the Monday afternoon
prior to each meeting so the weekend can be utilized if needed to finish the materials. This will
be discussed and confirmed at the next meeting. Committee members accepted the meeting guidelines.
3 Project Background and Purpose Dan Brown reviewed the purpose of the 5th Street Improvements Project. He explained that the main motivation driving the project is opportunity. ODOT
is currently in the planning phase for a project to widen Highway 214 to five lanes, which means that City now has a good opportunity to work on the 5th Street project in conjunction
with the ODOT project. Extending 5th Street has always been a part of Woodburn’s Transportation System Plan (TSP), and the opportunity to move ahead has pushed the project to a higher
priority. A committee member asked about the likelihood of the Hwy 214 widening project moving forward. Dan responded that the project is currently in the environmental assessment process,
and that ODOT is spending considerable sums of money on the project, indicating that it will probably move forward. However, there is not yet funding for construction, which is at least
$45 million. Committee members asked questions about the project’s relationship to the TSP and transportation planning. Dan Brown explained that there originally were three alternatives
for the area, but that the 2005 TSP no longer lists the other two alternatives because they are no longer being considered. He clarified that there was no TSP in place until the 1990s.
Since then, extending 5th Street has been in the works. A Committee member asked how the project will be funded. Dan explained that, if approved, the project will be funded by system
development charges (SDCs). Developers are required to contribute to the SDC fund. No grant money will be used, and community members’ taxes will not be affected. No property taxes are
applied towards transportation projects, and property owners along 5th Street will not be allocated any portion of the cost. A committee member asked about the benefit of the 5th Street
project. Dan explained that improved access, connectivity, and public safety are the main goals of this project. The project will provide a needed alternate North-South route through
the city, and allow traffic to move across Hwy 214 with a signalized intersection. The City believes that connecting 5th Street and Meridian is important to the long-term interest of
the city. A major congestion problem in Woodburn is created because traffic that moves North-South must first move East-West by entering either Hwy 214 or Hwy 99. The project aims to
keep some local traffic off of these major highways to limit competition with regional traffic. Dan explained that a later CAC meeting will include a presentation on the City’s traffic
analysis to understand how traffic is really moving. Observations also indicate that as many as 150 pedestrians per day try to cross Hwy 214 at 5th and Meridian. Traffic engineers will
provide a more detailed analysis on pedestrian traffic counts, and CAC members will receive copies of this data when it is available. Dan noted that $1.3 million has been earmarked for
the 5th Street Improvements Project. Committee members asked about congestion, and which streets are considered congested. Dan explained that congestion is measured by volume of traffic
and capacity of a road. The Settlemier
4 Ave/Hwy 214 intersection and Meridian/Hwy 214 intersection are both congested at certain times of day. Settlemier Ave, Harrison Street, and Lincoln Street are considered congested.
Hwy 214 from Hwy 99 to I-5 is extremely congested. Public Feedback Log Eryn directed the group to the last tab in their binder, which includes a comment/response log. This log contains
all public comments that City staff has heard regarding the project. Eryn asked members to read this in order to see if there are any comments or concerns missing. Members should report
any gaps to Eric Liljequist prior to or at the next CAC meeting. The consultant team will keep this log as a living document, and record all public comments. Preliminary Alternatives
Gabe Crop of Murray, Smith & Associates reviewed the preliminary alternatives for the 5th Street Improvements Project. He directed members to the technical documents and maps included
in their binders. The first table lists the various alternatives along with the general community concerns about each. Gabriel explained that the project purpose is partially to alleviate
traffic. There will be other potential benefits, such as pedestrian safety (if the Hwy214/5th Street intersection is signalized), new sidewalks on 5th Street, parking opportunities,
and new facilities that will enhance the appearance of 5th Street. There are currently two main alternatives for the project, with variations of each. There is also a pedestrian bridge
alternative, and a no-build option. The alternatives include: Alternative 1: Two-way traffic option on 5th Street, with 5th street connected to Hwy 214. -Alternative 1b: two-way traffic
option plus a Yew Street extension between 3rd and 5th streets. The Yew Street extension would likely require a 50 ft wide rightof-way, which would require acquisition of one single-family
residence on 3rd Street, the 6-plex of apartments on 5th Street, and part of the parking lot of the Community Church. Alternative 2: Couplet option. 5th Street and 3rd would become one-way
streets in opposite directions. -Alternative 2a: Counterclockwise movement of traffic. -Alternative 2b: Clockwise movement of traffic. -Alternatives 2a and 2b would require the Yew Street
extension, but may allow for construction of a narrower street. Alternative 3: Pedestrian Bridge over Hwy 214 -This would not get at the purpose of the project, but would improve pedestrian
safety. The project team has not focused on this alternative because it does not address the traffic issue and is very expensive. Alternative 4: No-build option, which would leave 5th
Street as-is.
5 Gabe explained that cost estimates for the alternatives are very preliminary, and that $1.3 million was approved in the budget. Acquisition of right-of-way (ROW) is one of the huge
expenses, especially for the Yew Street extension acquisitions. Committee members discussed the project alternatives. One committee member suggested using the street on the backside
of the Nuevo Amanecer apartment complex rather than extending Yew Street. Dan Brown responded that this might remove a lot of multi-family parking or create other issues. The Yew Street
extension was evaluated as a good option from a traffic point of view because it extends a street already in existence, rather than possibly creating a zigzag street. The project team
will investigate the suggestion of creating a new public street by utilizing the paved roadway in the Nuevo Amanecer development instead of extending Yew Street to determine its feasibility.
Another committee member asked at what point ROW acquisitions would be discussed. Dan replied that the ROW acquisition process for this project will follow Oregon statutory requirements,
using fair market value and appraisals in a public ROW acquisition process. Staff will have to come up with enough benefits to justify ROW acquisitions to extend Yew Street. The City
can use typical appraised values to create cost estimates for ROW acquisitions to be forwarded to City Council as part of the project budget. Gabe explained that, if the 5th Street Improvements
Project is approved, the design team needs to know the community priorities for the project design. The team will need CAC and community feedback to answer various design priority questions,
such as: Which trees would the community like to preserve, and which would be okay to remove? Should sidewalks be constructed on one or both sides of 5th Street? Where is parking needed?
Gabe explained some of the figures included in the binder which illustrate what the street could potentially look like. “Flexible design areas” in the figures indicate areas where there
is the opportunity to do something different based on interests of the community. Committee members are encouraged to look at these figures and email staff with their design priorities.
Committee members asked questions, made comments, and requested information on the following topics to be included in the next meetings: ? Staff was asked to provide copies of 2005 TSP
update which eliminated the two other alternatives. ? Request information about the impact of creating a new public street inside of Nuevo Amanecer instead of extending Yew Street to
determine its feasibility. ? Request for traffic information for the following streets: Harrison, Settlemier, Boones Ferry, and Lincoln between downtown and Settlemier. ? What is the
proposed circulation pattern and plan for Harrison Street? ? Suggest extending Yew Street all the way to Front Street, instead of dumping traffic onto Harrison. The proposed traffic
light on Hwy 214 at 5th Street seems to be most beneficial to the businesses and community on Meridian North of Hwy 214. If traffic is going to be
6 shuttled onto Harrison, it just seems like a bottleneck will be moved from one location to another. ? Request for more information about fire, emergency response and public safety
analysis. ? Request for information about how far 5th Street will be extended onto property when widened. ? The committee discussed a field trip for those members and community members
who would like to walk along 5th Street to more clearly visualize proposed improvements.
1 Woodburn 5th Street Walking Tour Saturday, January 23, 2010 10:00 am to 11:30 am In Attendance: Public Alan Condit Angel Espinoza Bruce Reddick Dave Guile Diana Guzman John Smith Julianie
Simanovicki Margarito Rivera Michele Palmer Renee Perdue Rick Lytle Rob Smith CAC Members Casey Robles Cindy Wurdinger-Kelly Dave Christoff Ed Krupicka Jaime Estrada Jerry Ambris Linda
Wilmes-Smith Paul Iverson Peppi Kosikowski Tom Lonergan Project Team Dan Brown, City of Woodburn Duane Barrick, City of Woodburn Eric Linquist, City of Woodburn Marta Carrillo, City
of Woodburn Eryn Kehe, JLA Public Involvement Gabe Crop, MSA Kevin Thelin, MSA Background: City staff organized a walking tour in response to a suggestion by a member of the CAC at their
first meeting on January 6, 2010. Postcards announcing the event in English and Spanish were sent to all CAC members and to 224 homes on and around 5th Street. Twenty-two people attended
the event, including ten CAC members. The consultant team marked the public right-of-way at at several locations along 5th Street. The tour began at Harrison and stopped at approximately
six separate locations where the team pointed out the publically owned property and discussed design options for the location of sidewalks, parking and landscaping. Those in attendance
shared several comments and questions which are recorded below. Questions necessitating responses from the Project Design Team were provided and follow below in italic text. Comments
and Questions Received: Define “right-of-way”. Right-of-way as referred to in the context of this project means the publicly owned space that can be used for improvements. The right-ofway
for 5th Street is 60 feet wide. I live here; it doesn’t make sense to create a one-way couplet. Question about radius of corner at Harrison. It is expected that the curb radius at the
corners of Harrison and 5th Street will be reconstructed and rounded as part of this project to better allow for buses to turn without using the entire roadway.
2 What other options have been considered other than 5th? Several options were considered during development of the City’s TSP to improve the transportation system. The 5th Street improvements
project was identified as a key improvement. Can we reduce the size of sidewalks and landscaping to keep the road out of people’s yards? Generally yes. The flexible design areas shown
in the preliminary figures, which include parking, sidewalks and landscaping can be designed to best fit within the available space to reduce impacts to existing features within the
public right-of-way such as existing landscaping. Consider 4 foot sidewalks if we include them on both sides. What are minimum standards for local streets? 5th Street is proposed to
become and “Access” street as defined in the TSP. Typical standards for Access streets include 12 foot wide travel lanes, 8 foot wide parking on both sides, 6 foot wide landscaping strips
on both sides and 6 foot wide sidewalks on both sides. These are “typical” dimensions rather than “minimum” dimensions and the City expects to adjust these typical features and dimensions
for this project. Traffic calming is going to be needed. Can we design the street differently in different parts of 5th street? Yes, certain features and dimensions of features and be
adjusted accordingly, although some level of consistency is desirable along the street. How do you decide when to install a crosswalk and when do you install one with flashing lights?
Several factors must be considered prior to installing a crosswalk or crosswalk with flashing lights including volume of pedestrian traffic, speed, other nearby crossing locations etc.
It is expected that crosswalk locations would be determined during final design. The signs in advance of a crosswalk help me as a driver know when to watch for pedestrians. Need advance
signage to communicate the truck restriction. This is currently a problem on Settlemier. Is there money left to resurface Fir Street? This project needs to consider the impact on increased
traffic on side streets. Funds for this project will be limited to improvements on 5th Street and Yew Street if the Yew Street connection is made. Funds for resurfacing other side streets
will come from the City’s ongoing maintenance funds and are subject to the priorities of which streets have the most need. What happens to the traffic once it hits Harrison? Traffic
will flow similar to the current configuration with right or left turn movements. Traffic analysis will be completed to determine if potential congestion would occur. From Fir Street,
north it would be best to keep curb line where it is to protect front yards. Do we have to have on-street parking on both sides? No. Parking can be designed on one side only, although
the City would prefer to have parking on at least one side of the street. Limit parking to one side in the more narrow areas of 5th Street. It is obvious that the neighborhood needs
parking in the north area of 5th Street.
3 Discussion about Yew St. and various alternatives. The potential Yew Street extension will be discussed in more detail at CAC Meeting #2. Do we have to have a planter between the sidewalk
and the pavement? No, although the benefit of this orientation is separation of the pedestrian from traffic thereby increasing pedestrian safety. Keep apartments because there is a need
for affordable housing and drug abuse housing. Thank you for doing this! I am open to this. All I ask for is speed humps on adjoining streets like High St., Church St. between 5th and
Settlemier. Starting at the Church, run 4’ sidewalk on one side of the street for the length of the project without parallel parking. Parallel parking on the opposite side with curb.
Save mature trees and front yards. Convert the 6-plex to low income or affordable housing (A&D housing/sex offender stock). Cut into Church parking area for the extension to 3rd Street
to keep the 6-plex.
1 Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #2 January 28, 2010 Committee Members present Cindy Wurdinger-Kelly Tom Lonerger Mario Magana Caroline Sanchez-Ruiz
Ed Krupicka Christine Vistica Tom Welch Jaime Estrada Dave Christoff Jerry Ambris Peppi Kosikowski Robert Carney Casey Robles Paul Iverson Jessy Olsen Laura E. Isiordia Committee Members
absent Myrna Wagner Barbara Jean Burt Linda Wilmes-Smith Shawn Baird Staff Dan Brown, City of Woodburn Public Works Director Eric Liljequist, City of Woodburn Duane Barrick, City of
Woodburn Marta Carrillo, City of Woodburn Kevin Thelin, Murray, Smith & Associates, Inc. Gabe Crop, Murray, Smith & Associates, Inc. Eryn Deeming Kehe, JLA Public Involvement Sam Beresky,
JLA Public Involvement Eleven members of the public attended this meeting. Welcome and Introductions Eryn Deeming Kehe welcomed the group, reviewed use and purpose of the “decision cards”
and reviewed the agenda. The main purpose of the meeting was to review the comment/response log, concerns and questions, review the list of project alternatives, hear staff perspective
and to receive preliminary feedback from the CAC. Staff, the public and CAC members introduced themselves. The CAC approved the Meeting #1 Summary. Eryn reviewed the walking tour that
took place on January 23, 2010. She said approximately 20 people participated in the walk of the project area. Flags were placed along the right-of-way (ROW) for CAC members and the
public to get a better idea of the ROW dimensions. Six foot wide plastic sheeting to represent sidewalk was laid out for participants to gauge potential
2 sidewalk width. On the tour, the group discussed the need for the design to fit the environment and noticed the narrowing of 5th Street to the north, closer to the barrier. The public
was notified of the Walking Tour through a postcard sent January 14th sent to every address within a 250-foot radius of the project area. The tour announcement was also posted on the
project website and in the St. Luke’s parish bulletin. Review Comment/Response Log Gabe Crop let the committee know that the project team will continue to review comments from the Open
Houses and will add comments from the committee and the public from each CAC meeting. Eryn mentioned that the comment log is meant to be a register of comments the project team has heard
throughout the project. She said that comments can also be emailed directly to Eric Liljequist at the City of Woodburn at eric.liljequist@ci.woodburn.or.us or by phone by calling 503-982-5241.
Preliminary Alternatives (CAC and Public Questions appear in italics) Transportation System Plan (TSP) Review: Gabe gave a brief review of the excerpt (Chapter 5) from the Transportation
System Plan (TSP) provided in each packet to CAC members. The entire TSP can be found on the city website. The TSP concludes with the recommendation that the series of projects defined
as Alternative 2 be completed. What were the criteria for selecting Alternative 2 in the TSP? Dan Brown responded and said that the adoption of the TSP was the result of a separate public
process with final adoption by the Woodburn City Council. It was adopted in 2005 with Alternative 2 providing an improved level of connectivity for Woodburn and access across 214. Have
any of the projects in Alternative 2 in the TSP been completed? Dan Brown said there is a current backlog of TSP projects because of a lack of funding. The 5th Street Improvements rose
to the top of the TSP due to state funding for the widening of 214. Ideally, the 5th Street Improvements should be completed prior to the 214 improvements. If the city does not improve
5th Street, could they get fined by ODOT? No, but already allocated federal and state dollars are being spent to explore widening Hwy 214 assuming 5th Street is opened per the TSP. The
lack of follow through by the City could have ramifications if it ended up not being opened. Who will be paying for the Hwy 214 project? ODOT and Federal dollars will be spent to widen
214 and these plans could be compromised or changed if 5th street is not opened. Traffic Information:
3 Gabe gave a brief overview of the traffic flow analysis, including current traffic counts (hand out). The project team is planning to return at the next meeting with the results of
the traffic modeling so the CAC will be able to compare the current traffic counts with the estimates for the area in the future. Availability of the results depends on how quickly ODOT
(“owner” of the model) is able to complete the model run. Preliminary Alternatives: Gabe gave a short overview of 5th Street Alternatives 1a and 1b: • Alternative 1a: Two-way traffic
option on 5th Street, with 5th street connected to Hwy 214. • Alternative 1b: Two-way traffic option on 5th Street same as Alternative 1A plus the Yew Street extension between 3rd and
5th streets. In regards to cross-section A-A, if there was a 4-foot sidewalk instead of a 6-foot sidewalk, the traffic lanes could be 12 feet instead of 11 feet. Yes, there is some flexibility
on the width of elements like this. As things vary from the City’s standard they need to be approved on a case-by-case basis. Would the trees along the side of St. Luke’s survive? As
currently drawn, the intent would be to save the trees. However, an arborist would be consulted to determine if damage to the root system would occur during and after construction. Should
the lanes be a consistent width along the length of the street? Ideally, yes. There are instances that could lead to exceptions of this, however, such as a existing features determined
to be essential to keep. Gabe gave a short overview of Alternative 2a and 2b: • Alternative 2: Couplet option. 5th Street and 3rd would become one-way streets in opposite directions.
-Alternative 2a: Counterclockwise movement of traffic. -Alternative 2b: Clockwise movement of traffic. -Alternatives 2a and 2b would require the Yew Street extension, but may allow for
construction of a narrower street. Clockwise motion makes the most sense because of the connection at Harrison. Would Harrison remain a 2-way street? Yes. It seems that any one-way option
would increase traffic, as any resident on either 3rd or 5th will have to complete the entire loop each time they leave or return home. Event traffic at St. Luke’s should be accounted
for. A one-way street does not make sense when event traffic is considered. Both school busses and public busses need to be considered.
4 The current drop-off and pick-up rotation at St. Luke’s has drivers entering off of 5th Street and exiting on 3rd Street. School busses currently have a difficult time turning the
corner onto 5th from Harrison. How many parking spaces will be provided near the school with Alternative 2? (Cross Section EE) The number of spaces will be approximately as shown on
Figure 2, although a few of the spaces shown will likely be removed to allow for better turning movements. Will the sidewalk continue on 5th street all the way to 214? Yes. Why will
there be a sidewalk and parking provided on Yew Street if no-one lives on that street? For connectivity and access. Yew Street Extension: Gabe gave a brief description of the Yew Street
Connection Options and the other 5th to 3rd connection options. The intent of the Green Option (#4) was to align it along the properties adjacent to Nuevo Amanecer not on the parking
of Nuevo Amanecer. It could be eventually connected all the way to 1st. With any Yew Street connection, Yew Yew should be extended east to 1st to make an easy connection to downtown
Woodburn. An extension of Yew St. to 1st Street is not currently planned as part of this project and is not part of the TSP. Such an extension would not be connected to 1st because there
is an already planned and approved housing development between 1st and 2nd Streets. It seems that any option will put more traffic on 3rd and 5th and subsequently Harrison. The project
team will have the modeling numbers at the next CAC meeting so the group will have a better understanding of potential traffic numbers. The city wants to put a traffic signal at 5th
so it does not matter which alternative we select, the city will complete what it wants regardless of our desires. If that were the case, the city hopes to receive feedback to help ensure
that the proposed project is the best possible option for all. Recall that there is a “no build” option that is being considered along with the other options. If the city goes ahead
with the 5th Street Improvements, would the traffic signal at 214 not be completed until ODOT widens the highway? If the project moves ahead and traffic signal warrants are met, the
city could construct a traffic signal at the intersection prior to the widening of 214.
5 The pros and cons are outlined for each of the options; the pros and cons should be outlined for the entire project. One purpose for the dot exercise that is next on the agenda, is
to begin the process of creating just such a list. Who will be traveling, coming to and from where, along the new 5th Street Improvements? The project will provide improved access and
options from the surrounding neighborhood to and from 214 as well as improved options and access to downtown for those than do not live in the neighborhood. Will it provide improved
access to downtown for non-residents as well? Yes. The Green and Yellow options would be very expensive for property acquisition and road building. Taking any portion of property of
the Woodburn Community Church of Christ could negatively impact the entire property causing a complete relocation. The Church could not function without the parking lot and there are
plans to use the back corner field as a playground, ballpark or food bank. Making a connection as far east as possible makes the most sense from a connectivity and emergency access standpoint.
Currently there is so little traffic on 5th and 3rd Streets that these are safe streets for children so any option will eliminate space for children. As a possible mitigation, the project
could also pay for a playground on the Woodburn Community Church of Christ property. Eric gave a brief description of how the Pedestrian Bridge option does not address the connectivity
goals of the project. Eryn gave voting instructions to the CAC (Red Card: Against, Yellow Card: Reservations, Green Card: Yes). The group voted unanimously to remove the Pedestrian Bridge
option. Eric gave a brief description of why staff recommended the removal of the Green, Orange and Revised Green options. They do not improve the connectivity, are prohibitively cost
due to property acquisition, have environmental justice issues in routing a street near low-income housing and the loss of potential community uses of the Church of Christ property.
There was a a vote to remove the options from consideration. There were 6 Red Cards, 2 Yellow Cards and the rest Green. CAC members expressed that they should vote on removing one option
at a time. Vote to remove the Green option included 4 Red Cards. CAC reasons for Red Cards included: o All the justification for removal of these options are applicable to the project
as a whole o Many CAC members felt that it is too early to remove an option and that it should be analyzed further
6 Vote to remove the Revised Green option (adjacent to Nuevo Amanecer, not on the Nuevo Amanecer property) included 6 Yellow Cards and 1 Red card. CAC reasons for Red and Yellow Cards
included: o Would like to see more data on crime and connectivity o Many CAC members expressed concern that more information is needed -future traffic numbers and fire/emergency access
concerns Vote to remove the Orange option included 1 Yellow Card and 1 Red Card. CAC reasons for Red and Yellow Cards included: o More time is needed for a decision o Not comfortable
eliminating an option this early in the process, it needs to be analyzed further Eric let the group know that due to time constraints, the project team will need to move forward soon.
The CAC will need to make some difficult decisions in future meetings. He invited members to write letters that outline their concerns. The letters would be entered into the official
project record. Public Comment A member of the public expressed concern about the effect of the project project on her parent’s property on Yew. They recently spent more than $40,000
on remodeling and don’t want the project to negatively impact their improvements. A member of the public expressed a concern for safety, speed and cut-through traffic. There was extra
concern expressed about potential increased speeds on the one-way options. Eric responded and mentioned that there would be school zone signs and traffic calming measures instituted
that would reduce speeds with any option. Also, Safe Routes to Schools designs would be incorporated into any option. There was a concern expressed about potential commuter cut-through
traffic, not just local traffic that would negatively impact the neighborhood. A member of the public mentioned that he has lived in Woodburn for more than 40 years and does not see
a need for the project at all. Ranking Key Design Factors Dot Exercise Each committee member
was provided with 10 dots to place on a large printout of key project factors. Committee members were allowed to place more than one dot on any particular factor in order to show the
relative importance of each factor to the CAC as a whole. The design team will tally the results and show at the next meeting how well/poorly the proposed alternatives address the factors
based on the “scoring”. Results were: 26 – Traffic Congestion 18 – Vehicle Access
7 15 – Emergency Response Access 14 – Private Property Impacts 13 – Parking 12 – Pedestrian Safety 11 – Noise 10 – Crime 9 – Property Value 9 – Vehicle Speed 9 – Yew Street Connection
8 – Air Quality 4 – Street Lighting 4 – Temporary Construction Impacts 3 – Pedestrian Facilities 3 – Preservation of Existing Features Within Public Right-of-Way 1 – Stormwater Management
1 – Bicycle Access 0 – Transit Access 0 – Utility Impacts 0 – Landscaping 0 – Project Cost 1 2
8 Wrap Up Eryn thanked the group for attending, reminded them of the next meeting on February 18. 3 4
1 Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #3 February 18, 2010 Committee Members present Cindy Wurdinger-Kelly Linda Wilmes-Smith Ed Krupicka Christine
Vistica Tom Welch Jaime Estrada Dave Christoff Peppi Kosikowski Robert Carney Casey Robles Paul Iverson Laura E. Isiordia Shawn Baird Committee Members absent Tom Lonerger Mario Magana
Caroline Sanchez-Ruiz Jerry Ambris Jessy Olsen Myrna Wagner Barbara Jean Burt Staff Dan Brown, City of Woodburn Public Works Director Eric Liljequist, City of Woodburn Kevin Thelin,
Murray, Smith & Associates Gabe Crop, Murray, Smith & Associates Duane Barrick, City of Woodburn Marta Corrilia, City of Woodburn Eryn Deeming Kehe, JLA Public Involvement Sam Beresky,
JLA Public Involvement Five members of the public attended this meeting. Welcome and Introductions Eryn Deeming Kehe welcomed the group, reviewed the binder materials, meeting logistics,
agenda and reminded the group about the comment response log. Eryn mentioned that the comment log is meant to be a register of comments the project team has heard throughout the project.
She said that comments can be emailed directly to Eric Liljequist at the City of Woodburn at eric.liljequist@ci.woodburn.or.us or by phone by calling 503-982-5241. The overall purpose
of the meeting was to present traffic information, to understand and provide feedback on couplet options and to introduce the Key Design Factors worksheet.
2 The CAC approved the Meeting #2 Summary. CAC Member Robert Carney gave a short presentation to the group. He mentioned that he gave a short presentation to the Tukwila Neighborhood
Association. He gave a brief overview of the location of the Tukwila Neighborhood in relation to the project area and reviewed the concerns expressed by the people who attended this
recent meeting of the Association. He said there were many concerns with the potential of extra traffic through the Tukwila Neighborhood by people that will want to avoid congestion.
He said that citizens were not necessarily opposed to the project as they see a benefit of a new stoplight at 5th but are concerned about the potential of increased traffic through their
neighborhood as a way to avoid congestion on 214 or Boones Ferry. Yew Street Options (CAC and Public Questions appear in italics) Eric reviewed a memo sent to CAC members that outlined
the City’s desire to eliminate Yew Street options 1, 3 and 4. He mentioned that all three of those options have more property impacts and higher project costs. What is the budget for
the project? Dan Brown responded and said that the City had allocated money that will cover the project design and some property costs. The City has a responsibility to finish the project
with the least amount of cost possible. Options 1, 3 and 4 were all more expensive than Option 2 and did not provide any significant benefit over Option 2. Currently the projected cost
is estimated at about twice the original estimates. The Woodburn City Council will have to budget for this project. He said that 45% ($1.3 Million available) of the project will be paid
for with System Development Charges. There were CAC concerns with where the 55% costs of the project will come from that will not come from SDCs. Dan responded that he will need to look
further into the availability of funding to better address this concern. Eryn asked the group to vote on the elimination of the Yew Street Options 1, 3 and 4. She let the committee know
that they are not voting for a single option for final approval but by eliminating Yew Street Options 1, 3 and 4, the CAC are voting on setting a direction. There was one Yellow Card
and the rest Green, voting to eliminate Yew Street Options 1, 3 and 4. CAC member Casey Robles had concerns with property acquisition and will not support any option that requires a
forced sale of property. CAC member Cindy Wurdinger-Kelly had the only yellow card. She felt that the City did not fully analyze the options. She felt that the Yew Street Option in general
is okay but felt that the
3 City should have fully analyzed all of the options, in particular those that could connect to 1st in the future. Traffic Information (CAC and Public Questions appear in italics) Kevin
gave a brief overview of the Traffic Flow Overview handout that was provided to the CAC. He also gave a brief overview of what a traffic model is. He mentioned that the project team
did not receive the most recent numbers from the ODOT model until the evening before the meeting so they have not had time to fully analyze the data but felt that the traffic numbers
presented to the CAC in the Traffic Flow Overview Figure based on engineering judgment where roughly 75% to 80% accurate. There was some general discussion between the CAC and the project
team about the traffic numbers presented and what they meant. Kevin mentioned that the numbers represented the Average Daily Traffic over a 24-hour period but that Woodburn uses peak
hour traffic numbers to design for capital improvements. He also said that event traffic is also a critical element to look at but that infrastructure is not usually built to accommodate
for event traffic, as it would be too expensive and not practical. It is a reasonable assumption that the majority of new traffic through the project area will be peak hour traffic.
Are the numbers shown in the near or distant future? The numbers shown are within months after the completed project but are assuming 2009 behaviors. ODOT has completed a model for 2035.
That model shows that as infrastructure improves over time, there will be less pressure for people to seek alternate routes, or routes that cut through neighborhoods to avoid congestion
on state highway bottlenecks. It was stated that the purpose of the project was to relieve traffic congestion on Settlemier but the numbers show that there is little to no improvement.
Is the project being completed for only 500 cars a day? Roughly 25% of the traffic using the opened 5th Street will be from within the immediate area, about 35% will be from north of
214 and the majority of the potential 500 fewer cars along Settlemier will be during peak hour which would have significant impact. The estimated guess is good but it also seems that
if the 5th Street project is not completed that the numbers along Settlemier would be greatly increased. The CAC requested a list of streets in Woodburn that have similar traffic numbers
to the potential numbers for an opened 5th Street so they could get a first hand idea of what their street might be like. Houses are closer to the streets on 5th than on other busy streets
like Harrison. The St. Luke’s families use 5th Street 400 times a day, a couplet will make the pick up and drop off flow better.
4 Key Design Factors (CAC and Public Questions appear in italics) Kevin reviewed the results (hand out) of the key design factors voting from the last CAC meeting. He mentioned that
some design factors could be seen as either good or bad depending on the perspective of the person voting. It was requested that when the information is presented to the City Council
that it would be presented the same way it was originally presented to the CAC (with no differentiation between the traffic congestion categories). It was also mentioned that, depending
on your perspective, the first four categories could be congestion related (local traffic congestion, system-wide traffic congestion, vehicle access and emergency response access). Eryn
said that the exercise is a tool to help the CAC better understand the different options and to organize the CAC’s thoughts. She explained the handout and asked for feedback from the
CAC on the design factors. The worksheet is boiled down to simple options and leaves out more specific specific elements like the direction of a couplet or where stop signs should be
placed. She said that the CAC members could fill out the form at the meeting or take it with them and return it at a later date. Dan Brown mentioned that part of the purpose was to help
educate the CAC about the complexities of the project and part of the purpose was for the project team to learn what the important factors are for the CAC. It was requested that the
CAC be allowed to re-vote on their priorities as the process moves forward as members’ perspectives change. Kevin reviewed the major differences between a couplet and a 2-way 5th Street
option and explained the differences of the options in relation to traffic congestion, vehicle access and parking. The clockwise couplet introduces a left turn movement at Yew and 5th,
which would automatically create traffic issues. Are there currently any one-way streets in Woodburn? There is a modified one-way street for truck traffic. Dan Brown mentioned that there
is a strong aversion to one-way streets in Woodburn in general. Is emergency vehicle access reduced in the one-way option? CAC member Paul Iverson responded and said that he does not
like one-way streets as they can potentially increase response times. Dan Brown mentioned that response times are important but should not be used solely to make a final decision. Response
times of the different options compared to current response times should be analyzed. He also mentioned that, given enough room, most emergency responders could access the streets going
against the flow of traffic if the emergency required it. It should be noted that opening 5th Street is a major factor in improving response times.
5 Dan Brown let the group know that the City knows a couplet option will be more expensive and introducing one-way streets is more controversial in Woodburn but mentioned that there
are also benefits to a couplet. In regards to private property impacts and perceived private property impacts, the couplet will impact properties for the Yew Street connection while
the two-way 5th Street option will stay within the current ROW. That option could impact landscaping associated with the homes along 5th Street even though no property will be taken.
The project should improve property values. If the Front Street project is looked at as an example, parking, a new street, new curbs and new sidewalks improve property values and with
improved appearance, people generally take better care of their property, further improving property values. One CAC member felt that private property impacts also include the livability
inside homes and the impacts of living on a busier street. It was mentioned that nobody wants cars driving by their home all day. Dan Brown said that the city will consider the impact
to property owners, even when the property in front of their house is actually publically owned. Public Comment A member of the public asked if delay is accounted for in the traffic
model. Kevin said that delay is not addressed in the raw traffic volume numbers from the model, but is evaluated during the traffic analysis process for intersections of concern. The
traffic numbers along the local streets in the project area normally low enough that they do not cause much concern. Dan Brown mentioned that volume to capacity is how the traffic flow
is more often communicated. Wrap Up Eryn thanked the group for attending and for their feedback. The CAC voted to attend a 5th meeting if needed, although the project design team will
attempt to finish the process at the 4th meeting. Dan Brown said that he hoped to take the recommendations to City Council by April 1. A CAC member expressed the need for the project
team to ask for their opinions on the options, as the meeting format does not leave much room for opinions to be expressed. The project team reminded the group that they can email or
send concerns and opinions at any time to Eric.
1 Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #4 March 11, 2010 Committee Members present Cindy Wurdinger-Kelly Linda Wilmes-Smith Ed Krupicka Christine
Vistica Tom Welch Jaime Estrada Dave Christoff Jessy Olsen Tom Lonerger Mario Magana Caroline Sanchez-Ruiz Jerry Ambris Peppi Kosikowski Robert Carney Casey Robles Paul Iverson Shawn
Baird Committee Members absent Myrna Wagner Barbara Jean Burt Don Judson Laura E. Isiordia Staff Dan Brown, City of Woodburn Public Works Director Eric Liljequist, City of Woodburn Kevin
Thelin, Murray, Smith & Associates Gabe Crop, Murray, Smith & Associates Duane Barrick, City of Woodburn Eryn Deeming Kehe, JLA Public Involvement Sam Beresky, JLA Public Involvement
Five members of the public attended this meeting. Welcome and Introductions Eryn Deeming Kehe welcomed the group, reviewed the binder materials, meeting logistics and agenda and reminded
the group about the comment response log. The overall purpose of the meeting was to discuss the results of the committee survey, present and discuss new information from the design factors
evaluation, provide any necessary technical data to the committee and to collect individual and committee recommendation of alternatives for council consideration. Eryn mentioned that
there would be opportunities for every CAC member to express their views both verbally and with a written questionnaire. The CAC approved the Meeting #3 Summary.
2 Dan Brown told the group that he was not expecting consensus but he wanted to let the CAC know that the project team will accurately present to City Council the varied views and perspectives
of the CAC. He also mentioned that there would be other opportunities to express viewpoints during the public hearing process. CAC Survey Results (CAC and Public Questions/Comments appear
in italics) Eryn gave a brief overview of the Survey Summary (handout) and then invited committee discussion. What will be the impact to the intersection at 5th and Harrison of the increased
traffic with a 2-way option? Harrison Street feeds into the rest of the traffic system, and it is estimated that this option will result in a better distribution of the traffic. The
couplet option will distribute the traffic better but the volume to capacity ratio will still be within reasonable standards under both scenarios and the intersection will not be a failing
intersection. Two CAC members “begged to differ” and remain concerned that the intersection would experience congestion if 5th were opened. It seems that the one-way option would dump
more traffic onto Harrison. Dan Brown responded that the couplet option would distribute the traffic. Even at peak hour, the level of congestion would be within standards. Have there
been any conversations with St. Luke’s about the pick-up and drop off routes? There have not been as the project has not been decided upon yet. The details of what would need to be done
differently could be addressed if the project moves forward. There was a general CAC discussion speculating about the safety and efficiency of the pick up and drop off routes at St.
Luke in regards to different alternatives. On the newly designed Front Street improvements, a bus can not make an easy turn onto Harrison so there are doubts that a newly designed corner
at 5th and Harrison would have an adequate turning radius for busses but also account for the safety of the pedestrians using the intersection. Dan Brown mentioned that the intersection
on Front was designed that way intentionally. There is a constrained right-of-way and pedestrian safety was purposefully designed for rather than turning capabilities of buses. The City
knew that buses would have a difficult time at that intersection. The 5th Street project will be designed with bus movements in mind but will also account for the safety of pedestrians.
A CAC member exchanged emails with David Warren from ODOT Region 2. Mr. Warren told them that 5th Street at 214 may meet warrants to have a traffic signal without 5th Street open. Dan
Brown responded and said that there was concern in ODOT that even with 5th Street open that the intersection would not meet warrants for a traffic signal. He mentioned that putting a
3 stop light at an intersection on a state highway was a complicated process and that David Warren at ODOT was using an older Transportation System Plan to make this assumption. A second
CAC member mentioned that he had phone conversations with ODOT employees and that those employees informed him that warrants could be met without an opened 5th Street. Dan Brown mentioned
that ODOT has not gone through a complete analysis of the intersection. Gabe Crop said that in preliminary analysis completed by MSA, none of the warrants would be met for the existing
conditions. ODOT goes through a tremendous amount of work to give informed answers. Dan Brown said that ODOT was not using current data and that their answer was not accurate. Kevin
Thelin added that a demonstrated need must be shown as well. Part of the demonstrated need would be North/South, system-wide traffic continuity. A member expressed that they feel misled
by some of the seemingly contradicting information and feel that the whole process was driven by the need to install a light at 5th Street while 5th might not even need to be opened
to get a light at 5th Street. Dan Brown reiterated that the City’s intent was to open 5th Street and was always viewed as essential in order for ODOT to approve a signal at the intersection
of 5th and 214. Eryn reminded the group that only one of the four project purposes was to install a traffic signal at 5th. She directed the CAC to review the project purpose sheet in
the CAC folder. Is it true that even if 5th Street is open and warrants are met to justify a signal, it could still be years before a signal is installed? Dan Brown responded that the
City would not open 5th Street without a signal as part of the same project. It was stated that congestion relief on Settlemier was one of the driving forces to justify the project but
the statistics don’t back that up. Eryn asked that the CAC wait to see the most current traffic information to be presented that will show modeled effects on Settlemier to be less with
the connection. Dan Brown mentioned that there are some disconnected assumptions in the traffic model but that traffic on alternative routes would most likely decrease over time as ODOT
makes improvements to the overall system and there is less need to find alternative routes. He said that ODOT unnecessarily complicated and confused the process by answering questions
without a full analysis and without having all the current information. He asked the CAC to trust the project team. He said that the team is being honest and transparent and is sharing
all information with the CAC. Front Street needed improvements but there were many mistakes in the design. If 5th Street is open, the neighborhood will not be the same. Also, it doesn’t
seem that anybody knows for sure about the traffic signal issue with the conflicting information being given the CAC. The 150 pedestrians per day as documented by the pedestrian count
on Hwy 214 seems too high.
4 The pedestrian survey was done in 2007 and 2009 on individual days over 16 hours. The peak counts were 65 people in one hour crossing Hwy 214 near 5th Street, which is not enough to
meet the pedestrian warrants for a traffic signal at 5th. The pedestrian numbers seem valid as there are always people trying to cross there, often children, confirmed someone who has
an office. All of the time and energy that the City has put into the CAC should have been spent on getting a traffic signal at 5th without 5th Street opening. Please consider the effects
of an open 5th Street on the homeowners, their families and home values on 5th Street. The City’s end in mind all along was a 2-way street on 5th with a traffic signal at 214 and that
is why they didn’t fully analyze any other option. The project will destroy a section of the community. A signal at 5th Street is okay, just don’t open 5th Street. Traffic Volumes Information
Updated (CAC and Public Questions/Comments appear in italics) Gabe Crop gave a brief presentation that included the updated traffic flow figures (handout) and a brief review of the traffic
model. He mentioned that the traffic system in Woodburn is currently not functioning properly so that in areas of congestion, or to avoid areas of congestion, drivers are seeking alternate
routes. If 5th Street is opened, in the short term, the model shows that it will act like a release valve providing a route for drivers to avoid congestion. In the long term, there will
be overall system improvements, decreasing the need for drivers to seek alternate routes, which will lead to less traffic in the long term on 5th. He also listed local streets with similar
traffic volumes to an open 5th Street: Park Street @Alexandra Astor Way Brown Street @Warren Way Currently Harrison has 2900 cars a day, which is more than what 5th would carry. Has
ODOT been involved in this process so far? Dan Brown responded and said that the project team has been conversing with ODOT for while. Their first in person meeting to discuss the the
traffic model and signal warrants occurred on March 10. He mentioned that the traffic model is ODOT’s, so they have been involved in generating the numbers presented, which has been
almost a year long process. The next part of the process will involve post-processing the traffic data, which will adjust the modeled traffic numbers using the current traffic counts.
Why were there recent pedestrian improvements along 214 if it was known that the highway would be expanded, ruining those improvements? Dan Brown responded and said that the pedestrian
improvements (sidewalks) were much needed along the highway. They were constructed with the knowledge that the highway would
5 eventually be expanded but the timeline for the expansion was not known and there was a safety concern so the improvements were pushed forward by the City. There will be a doubling
of the number of cars going by my house every day. That is a huge impact and it will be horrible. Speed bumps are a must have along 5th if it is opened. Also, where will the kids play?
A playground is needed if 5th Street is opened. The barricade along 5th should remain in place until a traffic signal is placed at 214. What will be the impacts on mail and garbage service
if 5th Street opens? If it is a one-way couplet? There are fears that there will not be money for street improvements on connecting streets that will have increased traffic if 5th Street
is opened. It is often desirable to live on a street with little or no traffic and is often why people choose to live where they do so opening 5th Street could be devastating to some
of the homeowners. CAC and Project Team Scoring Results (CAC and Public Questions/Comments appear in italics) Gabe gave a brief review of the key design factors scoring exercise (handout).
Eryn mentioned that it was not scientific, but should be viewed as a way to reflect how the CAC felt about the different alternatives in relation to the importance of the design factors
weighted by the CAC at meeting #2. Using the CAC weighting factors and CAC scoring, it was mentioned that Alternative 1 scored the highest in the exercise. It does not mean that the
CAC selected Alternative 1; it indicates a reflection of the values identified by the CAC. Alternative 1 was also the highest scoring alternative using the CAC weighting and scoring.
Gabe reviewed the key design factors scoring exercise as completed by the project team. Will there be a sidewalk in Alternative 2? Yes, both alternatives will have a sidewalks added
on 5th Street. Although Alternative 2 utilizes 3rd street to complete the couplet, no sidewalk improvements are planned to 3rd since sidewalks already exist there. Increased traffic
will bring more noise. Gabe mentioned that most increased traffic would be during peak times so it wouldn’t necessarily effect the quiet times people expect at home or school. Dan Brown
said that there are thresholds for noise associated with a project and mitigation would likely not be strictly required since it is very unlikely that any noise would go beyond those
thresholds. He mentioned that the project team had not gotten to that level of analysis yet but most likely the noise thresholds would not be met.
6 The school has no air conditioning and windows need to be opened during many months of the year. Any increase in traffic, noise or pollution will greatly disrupt the educational environment.
A former instructor at St. Luke’s mentioned that it isn’t noise or pollution that are the ultimate concerns, the City Council should understand that it is the distraction caused by more
cars and everything associated with more cars that is of real concern. Students continually being distracted are the real concerns. The school has no money to pay for any changes to
the school that would help mitigate the extra distractions in the classroom environment. Some mitigation would be bushes or other plants that would block the view of traffic but the
school is also on a corner and there are height restrictions on what can be placed on a corner so some mitigation efforts would not be allowed or effective. Gabe mentioned that the project
team scored the two build alternatives lower than no-built alternative with respect to noise to reflect the noise concerns. It was mentioned that there would be traffic calming measures
put in place and when combined with enforcement, would ensure that reasonable and legal speeds would be maintained on 5th Street if it were opened. Window improvements to the east side
of the school were more than $70,000 and it was estimated that an air conditioning system would be more than $100,000. If 5th Street is opened, an air conditioning system would have
to be installed because the classrooms could no longer open the windows to provide for cooling and air movement. St. Luke’s is a small school and cannot afford to install an air conditioning
system. Is there money available to help mitigate some of the impacts to private property? Dan Brown said that is a public policy decision that would be made by the City Council. Completely
independent of this project, the City does have a program that provides low interest rehab loans for home improvements but it is for residential properties only. Why would there be no
new sidewalks along 3rd if Alternative 2 was selected? There would be no frontage improvements along 3rd but there is currently a sidewalk on one side of 3rd. Final Individual and Committee
Recommendations (CAC and Public Questions/Comments appear in italics) Dan let the CAC know that the team would be presenting a staff recommendation to the City Council. He will present
all aspects considered by the project team including a full summary of the CAC process and perspectives, a design acceptance package and if the team feels it is a viable option. He mentioned
that all alternatives are still options, including the No Build option,
7 but that staff will be recommending Alternative 1. He said that beyond the presentation to council, there would be a public hearing process as well and he encouraged the CAC’s participation
during that process. Eryn encouraged each CAC member to fill out the supplied questionnaire with the individual committee member recommendations, reasons and feedback on the project
process. If the staff is already going to recommend Alternative 1, there is no point in the CAC giving their opinions. Dan said that staff will still communicate to council how the CAC
voted and the reasons for their vote. He ensured the CAC that the City Council will still learn of the CAC views on the project regardless of what
staff or the CAC recommends. Eryn lead a “round-robin” style report back where every committee member was invited to share his or her individual position on the project. Their feedback
is reported in turn: First Choice: No Build Second Choice: No Build There is no other option, the school is great and I don’t want to see it negatively impacted. Proper signage on existing
streets can improve traffic flow and a traffic signal at 5th and 214 can exist without opening 5th. First Choice: No build Second Choice: Alternative 1 This project is not a good fit
for 5th Street from a safety standpoint, from the well being of the children of the neighborhood and the school. Safety is the number one concern with any project that would open 5th
Street. First Choice: No Build Second Choice: Alternative 2 The safety of the children in the neighborhood and at the school is very important. Agrees with other reasons already given.
First Choice: Alternative 1 Second Choice: Alternative 2 People drive by the barricade on 5th Street already, creating safety issues. Improvements to 5th will improve safety, providing
access and improving emergency access. First Choice: Alternative 2 Second Choice: No Build Agree with the improved safety and access but the traffic impacts will be dispersed with a
couplet. First Choice: No Build Second Choice: Alternative 2 (clockwise)
8 For reasons already stated and for the disruptions to the educational process. Harrison is already a street in bad shape and adding more traffic to it is not a good idea. This is not
a valid project. First Choice: Alternative 2 Second Choice: Alternative 1 Safety is very important and the project will improve safety and the long term planning and development of Woodburn.
First Choice: Alternative 1 Second Choice: No Build Long-term traffic flows and improvements are important. No Build as second choice because of concerns for residents along 5th Street.
First Choice: No Build Second Choice: Alternative 2 (clockwise) Agree with reasons previously stated. First Choice: No Build Second Choice: Alternative 1 Agree with reasons previously
stated. A traffic signal at 5th and 214 can happen without 5th being opened. First Choice: Alternative 2 (counter-clockwise) Second Choice: No Build Share the concerns of others but
long-term solutions to the traffic system are important. Counter-clockwise couplet will reduce reduce the impacts to 5th street and will provide the best traffic flow. First Choice:
No Build Second Choice: Alternative 2 The couplet will allow for more parking. Other reasons have been stated. First Choice: No Build Second Choice: Alternative 2 The couplet will allow
for a larger barrier between the school and increased traffic. First Choice: No Build Second Choice: Alternative 1 with a Yew Street extension Reasons already stated. Extension to Yew
on Alternative 1 will help keep some traffic off of 5th and improve the connectivity of the city. First Choice: No Build Second Choice: Alternative 1
9 Believe the project will benefit the city and the neighborhood but the people most impacted by the project, the residents along 5th, will feel the least amount of value in the project.
Would have originally preferred Alternative 1 but felt the impacts to residents were too great. First Choice: Alternative 1 Second Choice: Alternative 2 Provide the greatest improvement
to connectivity and either alternative would improve the emergency response times. First Choice: Alternative 1 Second Choice: Alternative 2 Same reasons as above. Eryn shared the final
results with the group. Of the seventeen members who participated, ten members selected No Build as their first option and seven members selected one of the build alternatives. The results
summarized below reflect the results from the written form. Alternative 1 Two-Way Traffic Alternative 2 One-way Traffic Alternative 3 No Build First Choice 4 3 10 Second Choice 5 8 4
The barricade removal and traffic signal should be mutually exclusive; the street should not not open without a traffic signal. Eryn proposed a vote in response to a CAC comment: If
5th Street is opened, there must be a traffic signal. There were fifteen green cards and two red cards. The red cards were from the emergency responder members of the CAC who felt that
opening 5th Street was the most important need to would improve their response times. They would rather have it opened without a light than to wait for the light before opening the street.
Next Steps Dan said that there would be a staff report, including the documentation of the CAC. There would be a minimum of two weeks available for the public to review the report before
the report goes to council. The team would notify the CAC of the report by email and it would also be on the website. The date of the public hearing is not set yet but staff is aiming
for April 12th. Dan thanked the group for their participation, input and points of view. He said it was a difficult decision and would be a difficult decision for the City Council. The
project team did its best to inform the CAC and to have a transparent process. He was confident that the CAC was as knowledgeable about the project as anybody on the project team and
thanked them for their civic responsibility. He said the members were examples for the rest of Woodburn. He thanked the group for their contributions to make the project better and help
shape their community.
10 Many members of the CAC thanked Dan, the City, MSA and JLA for the valuable information throughout the meetings and they appreciated the process. City Councilor Eric Morris of Ward
6 was present in the audience. He encouraged the CAC members to contact their City Councilors and share their views prior to the public hearing. The Councilor’s contact information is
on the City website. He also thanked the CAC for their insights and participation.
Technical Documents
5th Street Improvements Project Alternatives Comparison Relative to Community Concerns January 6th, 2010 COMMUNITY CONCERNS Alternative 1a -Two Way on 5th, Harrison to Hwy 214 Alternative
1b -Two Way on 5th, Harrison to Hwy 214 with Yew Street Extension Alternative 2a -Couplet, SW traffic on 5th and NE traffic on 3rd with Yew Street Extension Alternative 2b -Couplet,
NE traffic on 5th and SW traffic on 3rd with Yew Street Extension Alternative 3 -Pedestrian Bridge over Hwy 214 Alternative 4 -No Build Traffic Traffic could be similar to current traffic
on Astor, Country Club or Park Streets. Most of the new traffic is anticipated to be from residents adjacent to 5th Street and Meridian Street. 5th Street will not attract cross-town
traffic like Settlemier or Front Street given the low speed limit, residential nature, and lack of a straight through-route south of Harrison or north of Hazelnut.) A traffic model is
currently being developed to estimate changes to ADT and truck percentage on 5th and the surrounding streets. Traffic could be similar to current traffic on Astor, Country Club or Park
Streets. Most of the new traffic is anticipated to be from residents adjacent to 5th Street and Meridian Street. 5th Street will not attract cross-town traffic like Settlemier or Front
Street given the low speed limit, residential nature, and lack of a straight through-route south of Harrison or north of Hazelnut.) A traffic model is currently being developed to estimate
changes to ADT and truck percentage on 5th and the surrounding streets. Increased traffic stated for Alternative 1 will be split between 3rd and 5th Streets. Access to residences and
streets from 3rd and 5th will be limited from a single direction with a one way system. Increased traffic stated for Alternative 1 will be split between 3rd and 5th Streets. Access to
residences and streets from 3rd and 5th will be limited from a single direction with a one way system. No change compared to existing conditions. Congestion will continue to increase
on adjacent adjacent streets such as Settlemier. No change compared to existing conditions. Congestion will continue to increase on adjacent streets such as Settlemier. Air Quality Preliminary
modeling results using EPA's SCREEN3 indicate that exposure levels to pollutants from increased traffic on 5th Street would be well below the accepted thresholds established under the
National Ambient Air Quality Standards and would not be a significant impact. Carbon monoxide (CO), the largest single criteria pollutant emitted from gasoline vehicles, does not approach
concentrations anywhere near the 8-hour threshold of 10 mg per cubic meter of air. Preliminary modeling results using EPA's SCREEN3 indicate that exposure levels to pollutants from increased
traffic on 5th Street would be well below the accepted thresholds established under the National Ambient Air Quality Standards and would not be a significant impact. Carbon monoxide
(CO), the largest single criteria pollutant emitted from gasoline vehicles, does not approach concentrations anywhere near the 8-hour threshold of 10 mg per cubic meter of air. Split
of traffic between 3rd Street and 5th Street lessens the air quality impact on 5th Street as compared to the two-way options on 5th described to the left. Split of traffic between 3rd
Street and 5th Street lessens the air quality impact on 5th Street as compared to the two-way options on 5th described to the left. No change compared to existing conditions. No change
compared to existing conditions. Noise Noise impacts are being investigated. Relative increase in noise will be well below that required for mitigation (an increase in 10 dBA Leq or
a peak hour level of 65 dBA Leq). As an example, exterior noise levels recently measured at residences near the I-5/1-205 junction range between 61 and 74 dBA Leq. Noise impacts are
being investigated. Relative increase in noise will be well below that required for mitigation (an increase in 10 dBA Leq or a peak hour level of 65 dBA Leq). As an example, exterior
noise levels recently measured at residences near the I-5/1-205 junction range between 61 and 74 dBA Leq. Split of traffic between 3rd Street and 5th Street lessens the noise impact
on 5th Street as compared to the two-way options on 5th described to the left. Split of traffic between 3rd Street and 5th Street lessens the noise impact on 5th Street as compared to
the two-way options on 5th described to the left. No change compared to existing conditions. No change compared to existing conditions. Pedestrian Safety Signalized crossings at Hwy
214 would allow protected passage across the highway. Along 5th Street, project amenities such as sidewalks, ADA ramps, crosswalks, curb extensions, street lighting, and other potential
pedestrian facilities would enhance pedestrian safety. Final locations and orientations of these items will be determined during final design. The geometric and streetscape designs can
be tailored to foster appropriate speeds and lessen the impacts from the increase in traffic volume. Signalized crossings at at Hwy 214 would allow protected passage across the highway.
Along 5th Street, project amenities such as sidewalks, ADA ramps, crosswalks, curb extensions, street lighting, and other potential pedestrian facilities would enhance pedestrian safety.
Final locations and orientations of these items will be determined during final design. The geometric and streetscape designs can be tailored to foster appropriate speeds and lessen
the impacts from the increase in traffic volume. Signalized crossings at Hwy 214 would allow protected passage across the highway. Along 5th Street, there would be more potential for
improved pedestrian safety compared to a two way alternative as pedestrians would only need to cross a single lane and direction of traffic. Sidewalks would typically be further removed
from traffic as compared to Alternatives 1a and 1b. This alternative also offers the potential to incorporate a bike lane. Signalized crossings at Hwy 214 would allow protected passage
across the highway. Along 5th Street, there would be more potential for improved pedestrian safety compared to a two way alternative as pedestrians would only need to cross a single
lane and direction of traffic. Sidewalks would typically be further removed from traffic as compared to Alternatives 1a and 1b. This alternative also offers the potential to incorporate
a bike lane. Addresses pedestrian crossing need at Hwy 214. No change on 5th Street compared to existing conditions. No change compared to existing conditions. Crime New street lighting
system and other enhanced facilities are expected to have a positive overall impact on crime. Additionally, police patrol vehicles would be able to circulate in the area more freely.
The current dead-end configuration provides opportunity for isolation and unfavorable activities. New street lighting system and other enhanced facilities are expected to have a positive
overall impact on crime. Additionally, police patrol vehicles would be able to circulate in the area more freely. The current dead-end configuration provides opportunity for isolation
and unfavorable activities. New street lighting system and other enhanced facilities are expected to have a positive overall impact on crime. Additionally, police patrol vehicles would
be able to circulate in the area more freely. The current dead-end configuration provides opportunity for isolation and unfavorable activities. New street lighting system and other enhanced
facilities are expected to have a positive overall impact on crime. Additionally, police patrol vehicles would be able to circulate in the area more freely. The current dead-end configuration
provides opportunity for isolation and unfavorable activities. No change compared to existing conditions. No change compared to existing conditions. Vehicle Speed Speed limit is proposed
to remain the same (20 in school zone when children are present and 25 mph at other times and elsewhere). Traffic calming measures will be implemented where appropriate to help maintain
low speeds. Speed limit is proposed to remain the same (20 in school zone when children are present and 25 mph at other times and elsewhere). Traffic calming measures will be implemented
where appropriate to help maintain low speeds. Speed limit is proposed to remain the same (20 in school zone when children are present and 25 mph at other times and elsewhere). Traffic
calming measures will be implemented where appropriate to help maintain low speeds. Speed limit is proposed to remain the same (20 in school zone when children are present and 25 mph
at other times and elsewhere). Traffic calming measures will be implemented where appropriate to help maintain low speeds. No change compared to existing conditions. No change compared
to existing conditions. Parking Parallel parking on at least one side of 5th street would be provided. Parking on both sides of street may be possible and parking orientations can can
be adjusted to best meet neighboorhood needs. Parallel parking on at least one side of 5th street would be provided. Parking on both sides of street may be possible and parking orientations
can can be adjusted to best meet neighboorhood needs. Parking options will be more limited on Yew Street due to narrower right-of-way. Greater parking flexibility as compared to two-way
traffic alternative on 5th due to single lane traffic. Different combinations of parallel and angle parking on one or both sides of 3rd and 5th Street can be provided at appropriate
locations. Parking options will be more limited on Yew Street due to narrower right-of-way. Greater parking flexibility as compared to two-way traffic alternative on 5th due to single
lane traffic. Different combinations of parallel and angle parking on one or both sides of 3rd and 5th Street can be provided at appropriate locations. Parking options will be more limited
on Yew Street due to narrower right-of-way. No change compared to existing conditions. No change compared to existing conditions. Landscaping Goal is to preserve existing trees and landscaping
to the extent practical. New landscaping strips between sidewalks and curbs can be provided where desired or omitted to provide greater parking capacity or meet other community needs.
Existing landscaping in public right-of-way may be affected by other project elements such as sidewalks. Goal is to preserve existing trees and landscaping to the extent practical. New
landscaping strips between sidewalks and curbs can be provided where desired or omitted to provide greater parking capacity or meet other community needs. Existing landscaping in public
right-of-way may be affected by other project elements such as sidewalks. Same goals as two-way alternative on 5th, but greater flexibility to incorporate existing landscaping into design
due to reduced need for street width with only one lane of traffic. Same goals as two-way alternative on 5th, but greater flexibility to incorporate existing landscaping into design
due to reduced need for street width with only one lane of traffic. No change compared to existing conditions. No change compared to to existing conditions. Right-of-way No additional
right-of-way would be required. Additional right-of-way would be required to connect Yew Street between 3rd and 5th Street. Additional right-of-way would be required to connect Yew Street
between 3rd and 5th Street. Additional right-of-way would be required to connect Yew Street between 3rd and 5th Street. No additional right-of-way would be required. No additional right-of-way
would be required. Property Value The results could be variable depending on the particular residence. Experience on other projects shows that increased public amenities generally improve
overall neighborhood values. The results could be variable depending on the particular residence. Experience on other projects shows that increased public amenities generally improve
overall neighborhood values. The results could be variable depending on the particular residence. Experience on other projects shows that increased public amenities generally improve
overall neighborhood values. The results could be variable depending on the particular residence. Experience on other projects shows that increased public amenities generally improve
overall neighborhood values. Unknown. No change compared to existing conditions. Encroachment on Residences No encroachment would occur on private property, but because residential landscaping
currently continues past the right-of-way line, it may appear that the 5th Street project elements encroach on residences. No encroachment would occur on private property, with the exception
of the properties between 3rd and 5th. As noted for Alternative 1a, because residential landscaping currently continues past the right-of-way line, it may appear that the 5th Street
project elements encroach on residences. No encroachment would occur on private property, with the exception of the properties between 3rd and 5th. As noted for Alternative 1a, because
residential landscaping currently continues past the right-of-way line, it may appear that the 5th Street project elements encroach on residences. No encroachment would occur on private
property, with the exception of the properties between 3rd and 5th. As noted for Alternative 1a, because residential landscaping currently continues past the right-of-way line, it may
appear that the 5th Street project elements encroach on residences. No change compared to existing conditions. No change compared to existing conditions. Estimated project cost Approximately
$2.1 Million for construction and construction administration Approximately $3.0 Million for construction, construction administration and right-of-way acquisition Approximately $3.0
Million for construction, construction administration and right-of-way acquisition Approximately $3.0 Million for construction, construction administration and right-of-way acquisition
Unknown. No change compared to existing conditions. G:\09\1094\205 Preliminary Design\Spreadsheets\5th Street Improvements Alternatives Comparison 1-6-10
5th Street Improvements Project Yew Street Extension Options Pros/Cons January 28th, 2010 Option Description Pros Cons -Favorable roadway geometry (straight road with 90 degree turning
angles). -Displaces one single family home on 3rd. -Direct connection from existing Yew Street. -Displaces 6-plex apartments on 5th. -Consistent 50 foot wide right-of-way on both sides
of 3rd Street. -Takes a portion of Woodburn Community of Christ church parking lot. -Increases connectivity. -Creates potential for couplet. Approximate Cost: -Avoids Community of Christ
Church parking impacts. -Displaces one single family home on 3rd. -Direct connection from existing Yew Street. -Displaces 6-plex apartments on 5th. -Increases connectivity. -Curved roadway
not consistent with other local streets. -Creates potential for couplet. Approximate Cost: -Displaces one single family home on 3rd. -Requires acquisition of a portion of Woodburn Community
of Christ church property. -Increases connectivity (lesser extent). -Does not directly directly connect to Yew Street (less desireable skewed travel path to Hwy 214 due to more turning
movements and longer travel time). -Creates potential for couplet. -Parking availability. -Requires relocation of one Nuevo Amanecer driveway to come off of the new street connection
rather than 5th Street. Approximate Cost: -No displacement of residents would be needed. -Requires acquisition of Nuevo Amanecer access road. -Increases connectivity (lesser extent).
-Increases overall project risk by potentially affecting up to 92 apartments in complex. -Creates potential for couplet. -Need for negotiations with Nuevo Amanecer regarding potential
City acquisition of parking and sidewalk areas. -Parking impacts and need for special agreement between City and Nuevo Amanecer. -Pedestrian and children safety concerns of roadway immediately
adjacent to complex. -Does not directly connect to Yew Street (less desireable skewed travel path to Hwy 214 due to more turning movements and longer travel time). -Tight turning angles
at current 3rd Street dead end. -Limited design options to minimize impact to Nuevo Amanecer. Approximate Cost: Yew Street Extension 1234 $900,000 $800,000 $600,000 $400,000 (keep existing
access road) to $600,000 (reconstruct travel lanes) Skewed Yew Street Extension Connection between Yew Street and Nuevo Amanecer -Reduces property impacts relative to Options 1 and 2
(only displaces one single family residence and takes "nonessential" portion of Woodburn Community of Christ property). Nuevo Amanecer Connection G:\09\1094\205 Preliminary Design\Spreadsheets\Yew
Street Extension Pros & Cons
5th Street Improvements Project Yew Street Extension Options Pros/Cons Updated February 5th, 2010 Option Description Pros Cons -Favorable roadway geometry (straight road with 90 degree
turning angles). -Displaces one single family home on 3rd. -Direct connection from existing Yew Street. -Displaces 6-plex apartments on 5th. -Consistent 50 foot wide right-of-way on
both sides of 3rd Street. -Takes a portion of Woodburn Community of Christ church parking lot. -Increases connectivity. -Creates potential for couplet. Approximate Cost: -Avoids Community
of Christ Church parking impacts. -Displaces one single family home on 3rd. -Direct connection from existing Yew Street. -Displaces 6-plex apartments on 5th. -Increases connectivity.
-Curved roadway not consistent with other local streets. -Creates potential for couplet. Approximate Cost: -Displaces one single family home on 3rd. -Seeks to reduce property impacts
by taking open land on Woodburn Community of Christ Church property, although Church would seek full property acquisition with this option as described to the right. -Requires acquisition
of at least a portion of Woodburn Community of Christ church property. Per discussions with church pastor at CAC Meeting #2, the church would seek to be entirely bought out with this
option (although City would not be required to purchase entire property by law). Costs below reflect assumption of purchasing entire property. -Increases connectivity (lesser extent).
-Does not directly connect to Yew Street (less desireable skewed travel path to Hwy 214 due to more turning movements and longer travel time). -Creates potential for couplet. -Parking
availability reduced. -Requires relocation of one Nuevo Amanecer driveway to come off of the new street connection rather than 5th Street, thereby likely adversely affecting the vehicle
travel path of up to 92 residences. Approximate Cost: -CAC requested option that CAC members proposed could be extended to 1st or Front St. -Requires acquisition of Community of Christ
Church property, at least one residential property and at least portions of two more residential properties between 5th and 3rd Streets. -Increases connectivity (lesser extent). -The
new affordable housing project between 2nd and 1st streets (already planned and approved) would keep this extension from going past 2nd. Extending the connection eventually from 3rd
to 2nd Street would require acquisition of at least two more private homes. -Creates potential for couplet. -Does not directly connect to Yew Street (less desireable skewed travel path
to Hwy 214 due to more turning movements and longer travel time). -Tight turning angles at current 3rd Street dead end. Approximate Cost: $800,000 $750,000 $800,000 $900,000 Skewed Yew
Street Extension Connection between Yew Street and Nuevo Amanecer Connection South of (adjacent to) Nuevo Amanecer Yew Street Extension 1234 G:\09\1094\205 Preliminary Design\Spreadsheets\Yew
Street Extension Pros & Cons Updated 2-4-10
5th Street Improvements Project Key Design Factors January 28th, 2010 As Scored at CAC Meeting #2 Traffic Congestion (Local)2 26 15.29 Traffic Congestion (System)2 26 15.29 Vehicle Access
18 10.59 Emergency Response Access 15 8.82 Private Property Impacts 14 8.24 Parking 13 7.65 Pedestrian Safety 12 7.06 Noise 11 6.47 Crime 10 5.88 Property Value 9 5.29 Vehicle Speed
9 5.29 Yew Street Connection 9 5.29 Air Quality 8 4.71 Street Lighting 4 2.35 Temporary Construction Impacts 4 2.35 Pedestrian Facilities 3 1.76 Preservation of Existing Features Within
Public Right-of-Way (Trees, Yards, etc.) 3 1.76 Bicycle Access 1 0.59 Stormwater Management 1 0.59 Landscaping 0 0.00 Project Cost 0 0.00 Transit Access 0 0.00 Utility Impacts 0 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Weighted score determined as the percentage of total "dots" received by a particular design factor. 2 Traffic
congestion can be viewed on a local (immediate 5th street area) or system wide basis, i.e. how does an alternative impact 5th Street and how does an alternative impact the city's transportation
network As such, two totals have been developed to represent these different view points. Weighted Value (With Congestion as Local) Weighted Value (With Congestion as System Wide) Key
Design Factors Dot Scoring Weighted Score1 % No Build Alternative Alternative 1A 5th Street 2-way Alternative 1B 5th Street 2-way Yew Two-Way Alternative 2A Counterclockwise 5th/3rd
Couplet Yew One-Way Alternative 2B Clockwise 5th/3rd Couplet Yew One-Way Alternative 2C Counterclockwise 5th/3rd Couplet Yew Two-Way Alternative 2D Clockwise 5th/3rd Couplet Yew Two-Way
5th Street Improvements Project Key Design Factors: Evaluation Worksheet Key Design Factors No build Alternative 1: Two-way Alternative 2: One-way (Couplet) Traffic Congestion (local)
Traffic Congestion (system-wide) Vehicle Access Emergency Response Access Private Property Impacts Parking Pedestrian Safety Noise Crime Property Value Vehicle Speed Yew Street Connection
Air Quality Street Lighting Temporary Construction Impacts Pedestrian Facilities Preserving Existing Features Bicycle Access Stormwater Management Landscaping Project Costs Transit Access
Utility Impacts Rating System: Best= ? Good= ? Bad/No Effect= ?
[A tick mark after a comment represents the total number of times that same comment was made] 5th Street Improvement Project Wrap-up Survey Nine completed surveys were received between
February 26, 2010 and March 5, 2010. 1. List the primary strengths and weaknesses of each alternative from your perspective? Alternative 1: Two-way Traffic Strengths Weaknesses Emergency
Response IIIIIIII Vehicle Access (2-ways in and out) IIII Traffic Congestion (System)IIII reduced on 5th reduced peak traffic congestion at Settlemier & 214 “good traffic flow” Property
Values Private Property Impacts Vehicle Speed (may slow traffic)
No strengths from my perspective The street will be repaved (it needs it) Traffic Congestion (local) will increase IIIII Private Property Impacts IIIII Has largest footprint; need to
minimize Vehicle Speed III Noise II Air Quality II Parking IIII Property Values II Pedestrian Safety Crime 2. What stands out as the major differences between Alternative 1 and the other
alternatives? Alternative 1 meets the primary goal of community access and egress. The others, particularly the one-way options complicate the system unnecessarily and would be better
saved as alternatives to later plans when and if one-way street grids are established for the core area. It’s the most natural and change resistant. Alt 1 allows for better and quicker
access to all properties. It is the preferred design. Alternative #1 -will insure that ALL increased traffic loading impacts the majority of 5th street and its flanking properties. Provides
traffic flow in all directions especially for local residents and emergency responders. This would give the most people the most accessibility, if that is what we want, which I don't
want. I'm not considering traffic congestion from a system standpoint because that isn't how the group interpreted "traffic congestion". Traffic Congestion (system) was the City staff's
view. Project will cause many negative impacts for residents of 5th. The negative impacts include: additional traffic, speeders, noise, less play space for children and possible additional
crime. The additional traffic. It uses the most of the right away. Maximum flexibility for traffic congestion relief.
[A tick mark after a comment represents the total number of times that same comment was made] Alternative 2: One-way Traffic (Couplet) Strengths Weaknesses Parking enhanced III Private
property impacts (5th St) minimized II Traffic Congestion (Local) II Property Values Pedestrian safety better on one-way control None Traffic Congestion (System) Divide traffic between
3rd and 5th Lowest Impact on residences and school on 5th The street will be repaved (it needs it) More control over traffic flow Private Property Impact IIIIII Emergency Vehicle Access
IIIIII Yew Street Construction III Traffic Congestion (Local) III Vehicle Access II new one way system in localized area Vehicle Speed II Noise II Air Quality “I don’t like anything
about it” Confusion for drivers Cost Crime 3. What stands out as the major differences between Alternative 2 and the other alternatives? The one-way nature, in a city without other one-way
streets may prove confusing. It introduces a new traffic control issue between Yew St and 5th St. which could be particularly a problem with the clockwise flow pattern. Least natural
and emergency response is an issue. I do not like anything about the YEW Street connection. I would eliminate it entirely. More traffic congestion because vehicles have to circle the
block to get to or out of residences. Alternative #2 -reduces the increased vehicle loading impact on the majority of 5th street and the subsequent effect of that increased traffic upon
the private properties which abut 5th street. This alternative also serves to provide the maximum amount of on-street parking for the project. If this project had to move forward, this
option has the least impact on the general 5th street area. A one way street does not seem as desirable to live on. It would create more traffic on Church, High, Fir. There does not
seem to be any money to improve those streets. No Build: Strengths Weaknesses Least Private Property Impact IIIII Property Values II Noise II Air Quality II Vehicle Speed II Traffic
Congestion (Local) II Crime Parking None (Project is definitely needed) Yew Street Connections Emergency Vehicle Access III Pedestrian Safety (no sidewalks) II Missed opportunity to
Increase property values Area will continue to become more blighted Vehicle Access Traffic Congestion (System) Parking The street will not be repaved Loss of future ODOT improvement
to highway
[A tick mark after a comment represents the total number of times that same comment was made] Safer for people Pedestrian Safety I will still feel comfortable in my home St Lukes will
not be impacted 4. What stands out as the major differences between the No Build option and the other alternatives? It appears obvious to me that the "no-build" option is really not
an option. Pushing 5th through is a must for the traffic we already have and the more we will have. Yew St. I am ambivalent about. The neighborhood has an opportunity to improve its
values with no LID cost and NO BUILD takes that away. This is not a favorable option. The emergency response agencies will support better access option to improve the service the community.
The "No Build" option doesn't solve the problem! Traffic congestion ,pedestrian safety. The local 5th Street community; residences, school/church members don't want a "newimproved" street
that looks nice. We want a quiet street with limited traffic to provide an ideal environment for for our children to learn and not be distracted. 5th remains the same. The stop light
could not be put in on the highway. 5. If you were Public Works Director for the City of Woodburn, what else would you direct the consultants to consider in their preliminary designs?
More consideration needs to be given to the impact on the citizens living in the immediate area and see what they want. Pushing 5th St through is a must. With that, the design that would
facilitate the safest and most direct access and egress to the area is my choice. Minimizing displacement of residents (Hunts & Apartment renters relocated) in an economically fair way
(if Yew St. is adopted). Crosswalks and traffic control especially about the school. Traffic flow for residence in the subject neighborhood will benefit the most. A light at the 214
intersection is a needed safety feature. The amount of traffic generated will most likely happen during peak hours, and would result in slower traffic at those times. Provides another
circulation pattern for LOCAL residents. Although neighbors benefit the most it is a City wide traffic system benefit as well. I believe the connection is important to increase the connectivity
of Woodburn. This connection would help reduce the peak congestion at Settlemier and 214. Considering that the traffic light at the Meridian Drive/5th Street and SR-214 intersection
will ultimately be built as part of the Oregon Traffic Improvement plan for the Woodburn/I-5 Freeway Interchange --choosing the "No Build" option presents an unreasonably limiting and
counter-intuitive solution to helping solve such system-wide traffic congestion challenges that may develop as a result of the project's successful completion. I suggest that the 5th
Street Project move-ahead as Alternative #2 while suitable safeguards are recognized to be necessary,
[A tick mark after a comment represents the total number of times that same comment was made] by our City Council and that such safeguards are designed and implemented by our Woodburn
Public Works Department to insure that the citizens living in the neighborhoods above and below the new subject intersection/traffic light are not subjected to auto "shortcut seekers"
wishing to use our local neighborhood's (25 MPH) residential roads to bypass congestion points east and west of those same neighborhoods. I would be willing and eager to serve with any
study group or on any committee that the Woodburn Public Works Department elects to establish for that purpose. I believe that this project is not complete until this step is attempted
and implemented. I also believe that our Public Works Director should be equally concerned about this situation. None I would really listen to the Committee and what they are trying
to tell you. The Public Works staff are "road builders", and that is what they are trying to do is build an attractive road. Several people on the committee are educators and parents
and they don't care about attractive roads -they care about the physical environment that their children are subjected to while they are trying to learn. As Director I would need to
put the politics aside and capture and carry the Committee's message to the Council without my bias interfering with that process. Opening up 5th Street and having all of the traffic
"dead-end" onto Harrison just does not make sense and has never made sense to me. The stop light seems important in the transportation plan, but I would find a way for the intersection
on 214 to meet warrants for the light without opening 5th. I would replace the play space that I am considering taking away from the children. I would consider the impacts of opening
5th as if it were me being impacted. It is important to offer assistance to home owners who do not wish to remain living on the street if it is opened also home owners who will need
help with things such as new windows when traffic causes too much noise. Improved traffic flow city wide, not missing future opportunities with ODOT projects, improved emergency vehicle
access. 6. Is there something you wish you knew more about that would help you determine your preferred alternative? What is the driving force for the project? I do not view it as easing
congestion on Hwy 214. Not really, all models have their positives and negatives. Choosing the least negatives will be the task. I believe that we have been given adequate information
to make an informed decision. No, I believe I understand the problem before us. No. No, I am real clear on my preferred alternative. Yes, will Yew street for sure be a part of the project?
I don't think the city should even consider opening 5th if Yew will not also be opened up. No. 7. What topics would you like to talk about with your fellow CAC members before the group
makes its final recommendation to Public Works staff and the City Council? Open dialogue with facts.
[A tick mark after a comment represents the total number of times that same comment was made] The Public works Director needs to make it clear to the City Council what the citizens want
and not white wash it into the program he wants. Eliminate the no-build option. (I think this would be a positive step in public support for the project if we can come to consensus that
not building is really counterproductive to the efficient development of the traffic system in Woodburn. The "No Build" option, in detail --the body-language and verbal dynamics of our
Committee membership indicate that some of us have not been able to move beyond a personal commitment to the "No Build" option. I suggest that such a conversation is an essential step
before final decision making is complete. Those opposed must be given the opportunity to voice their opposition in detail, before our assembled team, in-order to insure that this Committee
and this "Process" remains legitimate and will tolerate the scrutiny of the citizens of Woodburn. Concerns regarding local resident directly affected. I want a non-judgmental environment
so each committee member will honestly and openly share where they are at with the 3 different alternatives. I want them to know that as a home owner I support the no build option because
I need to think about what is best for my family. We would not have purchased our home on 5th if we had known this project would be completed. I think the field trip we took really made
me aware of the impacts on the residents of 5th. I realize we (the residents of 5th) are only a tiny portion of the population of Woodburn but believe that we have the right to keep
the quality of home life that we currently have. Already covered my areas of concern 8. Other Comments Curbs, sidewalk and repaving of the street would improve property values and increase
pride of ownership. It would organize parking during special events. I have concerns that some neighbors want this but are afraid to speak up for fear of being targeted as negative to
to the interest of those who have been outspoken against the project. I do not like anything about the YEW Street connection. I would eliminate it entirely.
5th Street Improvements Project Key Design Factor Scoring Analysis March 4th, 2010 As Determined Using CAC Member Scoring And Weight Factors CAC Avg. Score2 Weighted Score3 CAC Avg.
Score2 Weighted Score3 CAC Avg. Score2 Weighted Score3 Traffic Congestion (Local)4 26 15.29 2.00 30.59 2.43 37.14 2.18 33.37 Traffic Congestion (System)4 26 15.29 1.57 24.03 2.67 40.78
2.14 32.77 Vehicle Access 18 10.59 1.89 20.00 2.80 29.65 2.11 22.35 Emergency Response Access 15 8.82 1.50 13.24 3.00 26.47 1.75 15.44 Private Property Impacts 14 8.24 2.80 23.06 2.29
18.82 2.11 17.39 Parking 13 7.65 2.00 15.29 2.43 18.57 2.60 19.88 Pedestrian Safety 12 7.06 1.86 13.11 2.44 17.25 2.50 17.65 Noise 11 6.47 2.38 15.37 1.17 7.55 1.83 11.86 Crime 10 5.88
1.71 10.08 2.17 12.75 2.00 11.76 Property Value 9 5.29 1.75 9.26 3.00 15.88 2.67 14.12 Vehicle Speed 9 5.29 2.67 14.12 2.00 10.59 1.63 8.60 Yew Street Connection 9 5.29 2.00 10.59 3.00
15.88 2.38 12.57 Air Quality 8 4.71 2.11 9.93 1.43 6.72 1.88 8.82 Street Lighting 4 2.35 1.00 2.35 3.00 7.06 2.50 5.88 Temporary Construction Impacts 4 2.35 1.80 4.24 1.50 3.53 1.50
3.53 Pedestrian Facilities 3 1.76 1.00 1.76 3.00 5.29 2.60 4.59 Preservation of Existing Features Within Public Right-of-Way (Trees, Yards, etc.) 3 1.76 2.50 4.41 1.50 2.65 1.75 3.09
Bicycle Access 1 0.59 1.00 0.59 3.00 1.76 2.50 1.47 Stormwater Management 1 0.59 1.00 0.59 2.50 1.47 2.25 1.32 Landscaping 0 0.00 1.50 0.00 3.00 0.00 3.00 0.00 Project Cost 0 0.00 2.00
0.00 2.50 0.00 1.75 0.00 Transit Access 0 0.00 1.00 0.00 3.00 0.00 2.40 0.00 Utility Impacts 0 0.00 1.00 0.00 2.50 0.00 2.25 0.00 38.46 198.58 53.65 239.04 48.13 213.71 38.03 192.03
53.89 242.69 48.09 213.11 1 Weighted factor was determined as the percentage of total "dots" received by a particular design factor. 2 Scoring was determined by assigning a value of
3 for each "best" vote; 2 for each "Good" vote; and 1 for each "Bad" vote. The votes were then totaled and divided by the number of total votes to obtain an average score. 3 Weighted
score = "Weighted Factor" multiplied by the "CAC Avg. Score" (for each key design factor) 4 Traffic congestion can be viewed on a local (immediate 5th street area) or system wide basis,
i.e.. how does an alternative impact 5th Street and how does an alternative impact the city's transportation network. As such, two totals have been developed to represent these different
view points. Alternative 1 5th Street 2-way Alternative 2 5th/3rd Couplet Total Weighted Score (With Congestion as Local)4 Total Weighted Score (With Congestion as System Wide)4 Key
Design Factors Dot Scoring Weighted Factor1 No Build Alternative
5th Street Improvements Project Key Design Factor Scoring Analysis March 4th, 2010 As Determined Using Design Team Scoring And CAC Member Weight Factors Des. Team Score2 Weighted Score3
Des. Team Score2 Weighted Score3 Des. Team Score2 Weighted Score3 Traffic Congestion (Local)4 26 15.29 3.00 45.88 1.00 15.29 1.00 15.29 Traffic Congestion (System)4 26 15.29 1.00 15.29
3.00 45.88 3.00 45.88 Vehicle Access 18 10.59 1.00 10.59 3.00 31.76 2.00 21.18 Emergency Response Access 15 8.82 1.00 8.82 3.00 26.47 2.00 17.65 Private Property Impacts 14 8.24 3.00
24.71 2.00 16.47 1.00 8.24 Parking 13 7.65 1.00 7.65 2.00 15.29 3.00 22.94 Pedestrian Safety 12 7.06 2.00 14.12 3.00 21.18 3.00 21.18 Noise 11 6.47 2.00 12.94 1.00 6.47 1.00 6.47 Crime
10 5.88 1.00 5.88 2.00 11.76 2.00 11.76 Property Value 9 5.29 1.00 5.29 2.00 10.59 2.00 10.59 Vehicle Speed 9 5.29 2.00 10.59 2.00 10.59 2.00 10.59 Yew Street Connection 9 5.29 1.00
5.29 2.00 10.59 3.00 15.88 Air Quality 8 4.71 3.00 14.12 2.00 9.41 2.00 9.41 Street Lighting 4 2.35 1.00 2.35 3.00 7.06 3.00 7.06 Temporary Construction Impacts 4 2.35 3.00 7.06 1.00
2.35 1.00 2.35 Pedestrian Facilities 3 1.76 1.00 1.76 2.00 3.53 3.00 5.29 Preservation of Existing Features Within Public Right-of-Way (Trees, Yards, etc.) 3 1.76 3.00 5.29 1.00 1.76
2.00 3.53 Bicycle Access 1 0.59 2.00 1.18 3.00 1.76 1.00 0.59 Stormwater Management 1 0.59 1.00 0.59 2.00 1.18 2.00 1.18 Landscaping 0 0.00 2.00 0.00 2.00 0.00 2.00 0.00 Project Cost
0 0.00 3.00 0.00 2.00 0.00 1.00 0.00 Transit Access 0 0.00 1.00 0.00 3.00 0.00 2.00 0.00 Utility Impacts 0 0.00 3.00 0.00 2.00 0.00 2.00 0.00 41.00 184.12 46.00 203.53 43.00 191.18 39.00
153.53 48.00 234.12 45.00 221.76 1 Weighted factor was determined as the percentage of total "dots" received by a particular design factor. 2 The design factor score was determined by
assigning a value of 3 for each "best" option; 2 for each "Good" option; and 1 for each "Bad" option. 3 Weighted score = "Weighted Factor" multiplied by the "Des. Team Score" (for each
key design factor) 4 Traffic congestion can be viewed on a local (immediate 5th street area) or system wide basis, i.e.. how does an alternative impact 5th Street and how does an alternative
impact the city's transportation network. As such, two totals have been developed to represent these different view points. Alternative 1 5th Street 2-way Alternative 2 Key Design Factors
5th/3rd Couplet Dot Scoring Weighted Factor1 Total Weighted Score (With Congestion as Local)4 Total Weighted Score (With Congestion as System Wide)4 No Build Alternative
5th Street Improvements Project Key Design Factor Scoring Analysis March 4th, 2010 As Determined by Using Design Team Scoring And Weight Factors Des. Team Score2 Weighted Score3 Des.
Team Score2 Weighted Score3 Des. Team Score2 Weighted Score3 Traffic Congestion (System)4 38.00 1.00 38.00 3.00 114.00 3.00 114.00 Pedestrian Safety 19.00 2.00 38.00 3.00 57.00 3.00
57.00 Project Cost 9.00 3.00 27.00 2.00 18.00 1.00 9.00 Vehicle Access 5.00 1.00 5.00 3.00 15.00 2.00 10.00 Emergency Response Access 5.00 1.00 5.00 3.00 15.00 2.00 10.00 Pedestrian
Facilities 4.00 1.00 4.00 2.00 8.00 3.00 12.00 Parking 4.00 1.00 4.00 2.00 8.00 3.00 12.00 Private Property Impacts 4.00 3.00 12.00 2.00 8.00 1.00 4.00 Street Lighting 2.00 1.00 2.00
3.00 6.00 3.00 6.00 Stormwater Management 2.00 1.00 2.00 2.00 4.00 2.00 4.00 Bicycle Access 2.00 2.00 4.00 3.00 6.00 1.00 2.00 Vehicle Speed 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Preservation
of Existing Features Within Public Right-of-Way (Trees, Yards, etc.) 1.00 3.00 3.00 1.00 1.00 2.00 2.00 2.00 Yew Street Connection 1.00 1.00 1.00 2.00 2.00 3.00 3.00 Landscaping 1.00
2.00 2.00 2.00 2.00 2.00 2.00 Temporary Construction Impacts 1.00 3.00 3.00 1.00 1.00 1.00 1.00 Transit Access 1.00 1.00 1.00 3.00 3.00 2.00 2.00 Air Quality 0.00 3.00 0.00 2.00 0.00
2.00 0.00 Noise 0.00 2.00 0.00 1.00 0.00 1.00 0.00 Crime 0.00 1.00 0.00 2.00 0.00 2.00 0.00 Property Value 0.00 1.00 0.00 2.00 0.00 2.00 0.00 Utility Impacts 0.00 3.00 0.00 2.00 0.00
2.00 0.00 39.00 153.00 48.00 270.00 45.00 252.00 1 Weighted factor as determined by the design team. 2 The design factor score was determined by assigning a value of 3 for each "best"
option; 2 for each "Good" option; and 1 for each "Bad" option. 3 Weighted score = "Weighted Factor" multiplied by the "Des. Team Score" (for each key design factor) 4 Traffic congestion
can be viewed on a local (immediate 5th street area) or system wide basis, i.e.. how does an alternative impact 5th Street and how does an alternative impact the city's transportation
network. The City's goal is to enhance the transportation network. As such, the weighting factors and scoring were developed with this criteria in mind. Alternative 2 Key Design Factors
5th/3rd Couplet Weighted Factor1 Total Weighted Score4 No Build Alternative Alternative 1 5th Street 2-way
Murray, Smith & Associates, Inc. CITIZEN ADVISORY COMMITTEE (CAC) 5th Street Improvements Project Questionnaire As discussed during CAC meeting #3, the project design team is seeking
committee input to help prioritize the preliminary design alternatives. Please take a few minutes to fill out this questionnaire. Your response and feedback is greatly appreciated. Completed
questionnaires will be included with the information presented to City Council for this project. Thank you for your participation. Date: CAC Member Name: _____________________________________________
__________ Design Alternatives Of the alternatives listed above and as presented by the project design team at the CAC Meetings, please prioritize the three alternatives in the spaces
provided below. If you were given the role of Public Works Director, how would you explain the selection of your first choice alternative? Please respond in the comment section provided
below. First Choice : ______ Second Choice: ______ Third Choice: ______ Comment:__________________________________________________________________ ____________________________________________________
_____________________ __________________________________________________________________________ __________________________________________________________________________ ___________________________
______________________________________________ __________________________________________________________________________ __________________________________________________________________________
__________________________________________________________________________ __________________________________________________________________________ _________________________________________________
________________________ __________________________________________________________________________ __________________________________________________________________________ ________________________
_________________________________________________ Please provide a few comments on the value of the CAC process for this project: _____________________________________________________________________
____ __________________________________________________________________________ __________________________________________________________________________ ____________________________________________
_____________________________ Alternative 1 5th Street Two-Way Alternative 2 5th/3rd Street Couplet Alternative 3 No Build
Maps
Comment Log
1 General Is this project necessary? The need for the 5th Street Improvements project was identified and described in the City of Woodburn's Transportation System Plan (TSP) with the
goal of relieving traffic congestion on nearby streets. Please see project purpose sheet also provided in the binder material. 2 Speed Speeds would be worse on a couplet The speed limit
on 3rd and 5th Street is proposed to be maintained at 20 (school zone) to 25 mph. The traffic analysis being completed will make general comparative summaries regarding expected travel
speeds along 5th and 3rd for a couplet alternative vs. a two-way alternative on 5th. Traffic calming devices to help keep traffic speeds down. Example devices could include speed humps,
curb extensions, channelized striping, additional signing, increased law enforcement, speed radar signs, etc. 3 Speed There should be limits to control speed See response to comment
#2 above. 4 Parking St. Luke School needs a lot of street parking The project design team will look at a variety of parking configurations on 5th Street adjacent to St. Luke School.
On-street parking capacity could increase with this project. 5 Parking More diagonal parking is needed on Yew Street Yew Street is currently a narrow road between 2nd and 3rd Street.
This project will not change the current configuration for this stretch of Yew Street as it is outside the project limits. If Yew Street is extended between 3rd Street and 5th Street,
the project design team will explore the opportunity for parking on the extended portion. Parking availability will be largely dependent upon how much, if any, right-of-way can be acquired
for the extension. 6 Parking What will parking on the new street look like? Would it be similar to Front Street? Several options are available for parking on 5th Street as presented
in the conceptual cross-sections. Parallel parking on one or both sides of the street, similar to Front Street, is possible. Angle parking is another option that would be well-suited
when paired with a one-way couplet option. 7 Property Impacts Decrease in property value Although we cannot predict future property values, new sidewalks and street trees as are planned
with this project have been found to increase property values in other communities. 8 Property Impacts Increased property taxes Although we cannot predict property tax increases, funds
are already available for this specific project. Taxes would not be increased to pay for the project. 9 Property Impacts Decreased ability to sell/resell property on 5th Street See response
to comment #7 above. 10 Property Impacts Ongoing maintenance of public landscaping Landscaping for this project is anticipated to be primarily within planting strips between the curb
and sidewalks or where most practical to preserve existing trees or based on other design variables. The project design team will seek to achieve a low maintenance design. Similar to
other residential neighborhoods in the City, maintenance will generally be the responsibility of the adjacent property owner. 11 Property Impacts Loss of trees The project design team
will seek to preserve as many existing mature trees as practical as part of the design. Many existing trees appear to be outside the future roadway limits and may be able to be incorporated
into the landscaping design. 12 Property Impacts Impact of properties by wider street, sidewalk, landscaping All proposed roadway improvements on 5th Street, including sidewalk and landscaping,
would be within existing publicly owned right-of-way. Some properties with frontages on 5th Street have front yards that extend into the 5th Street right-of-way. The portion of these
yards that are within the right-of-way may be converted into landscaping and sidewalk areas as part of this project. 13 Yew Street Extension Displacement of people (property acquisition)
as a result of the Yew Street extension If the decision were made to extend Yew Street, additional right-of-way will be needed between 3rd Street and 5th Street. The amount of rightof-way
needed to complete the extension is yet to be determined. There are three properties potentially affected by the proposed Yew Street extension including the Woodburn Community of Christ
church and 6-plex apartments on 5th Street and a single family residence on 3rd Street. COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 &
11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING G:\09\1094\202 Public Involvement\CAC\Meetings\CAC Meeting #1\Materials Development\Open House Comment 1 of
7 -Response Log 12-30-09 Murray, Smith & Associates, Inc. Engineers/Planners
COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 & 11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING 14 Yew Street
Extension Loss of parking at Community Christ Church If the decision were made to extend Yew Street, right-of-way from the Community Christ Church will be needed. The right-of-way needed
would include a portion of the existing church parking. If right-of-way is decided to be acquired, the project design team will work with the CAC and church to develop a design that
addresses parking needs for the church. Possible solutions include additional on-street parking or an extension of the existing parking lot. 15 Buses School buses and public transit
causing traffic back-up at Harrison and 5th in the morning One of the project goals is to improve the overall bus routing with this project. Current routes could remain unchanged or
be modified to more efficiently use the proposed connection with Hwy 214. The project design team will work with administrators of the school and public transit system to design a project
that meets the needs of each bus system. Potential congestion at 5th and Harrison will be reviewed as part of the traffic analysis and will be considered when evaluating adjustments
to the bus routes. 16 Buses Loss of the existing bus stop at Nuevo Amanecer See response to comment #15 above. 17 Construction Air quality impacts during construction As with any construction
project, there would be some short term inconveniences during construction. Construction equipment and asphalt fumes, for example, are part of the typical construction process. Dust
can be minimized with watering trucks. 18 Construction Distraction of students at school during construction The construction timeframe has not been determined, although typically the
best time
to complete roadway work as part of this project is during the summer when students are on summer vacation. 19 Crime Increased crime due to better access to houses New street lighting
system system and other enhanced facilities are expected to have a positive overall impact on crime although the overall project affect on crime levels is difficult to predict. 20 Traffic
Truck traffic on 5th Street The traffic analysis currently being completed will forecast future traffic volumes on 5th Street as well as along key adjacent roadways within the neighborhood
with and without the 5th Street improvement project. The analysis will include using and adjusting an established regional transportation model that is also being used as part of the
potential highway 214 widening project. This analysis will also include projecting truck traffic volumes along 5th Street and other adjacent roadways. Preliminary results of the analysis
are expected to be available at the second CAC meeting. 21 Traffic Increased traffic on 5th Street See response to comment #20 above. 22 Traffic Impact on Meridian Drive See response
to comment #20 above. 23 Traffic Impact on Harrison Street, which is already congested See response response to comment #20 above. 24 Traffic Project will divide the community It appears
the concern is that neighbors across the street from each other will have reduced access. Although this project would increase traffic volume on 5th Street, neighbors would still be
able to safely cross the street. Building sidewalks and planting trees might actually make walking through the neighborhood more comfortable. The project would create better connections
within the greater Woodburn community by providing another safe way to cross Hwy 214. Providing this type of connection is a primary goal of the project. 25 Traffic Safety for the neighborhood
rabbit Construction activities will likely pose some unavoidable short term risks to the rabbit's safety and increased traffic volume after construction will increase the long-term risks.
26 Traffic Safety for children crossing the street Signalized crossings at Hwy 214 would allow protected passage across the highway. Along 5th Street, project amenities such as sidewalks,
ADA ramps, crosswalks, curb extensions, street lighting, and other potential pedestrian facilities would enhance pedestrian safety. Final locations and orientations of these items will
be determined during final design. The geometric and streetscape designs can be tailored to foster appropriate speeds and lessen the impacts from the increase in traffic volume. The
traffic analysis currently being completed will include an assessment of traffic safety based on a review of the City's TSP and other available planning documents. It will also include
an evaluation of historical crash data along Highway 214 at the study intersections. 27 Traffic Safety around St. Luke's School (particularly at pick-up and drop-off times) See response
to comment #26 above. G:\09\1094\202 Public Involvement\CAC\Meetings\CAC Meeting #1\Materials Development\Open House Comment 2 of 7 -Response Log 12-30-09 Murray, Smith & Associates,
Inc. Engineers/Planners
COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 & 11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING 28 Traffic Safety
for kids in the neighborhood -kids at Nuevo Amanecer currently play near 5th Street See response to comment #26 above. 29 Traffic Local children will not be able to play together There
are several locations for children to play on either end of 5th Street including St. Luke's playground and fields as well as the Nuevo Amancecer community area. 30 Traffic Decreased
ability to pull out of the driveway at Nuevo Amanecer The traffic analysis currently being completed will evaluate driveway operations at the Nuevo Amencer as part of the overall traffic
operations analysis of Highway 214/5th Street. 31 Traffic There will always be traffic and this project only moves it from one place to another It is true that the goal of this project
is to disperse traffic such that congestion is relieved at other critical locations. The goal of the project is not to reduce traffic volumes, but to better manage the flow patterns
by providing the proposed 5th Street connection. 32 Traffic Increased wear and tear on adjacent streets (particularly Fir Street) The proposed improvements should actually reduce the
total wear and tear (vehicle miles traveled) on adjacent streets by providing a shorter optional path for vehicles to take to access Hwy 214 as compared to the route vehicles currently
take. For instance, a resident on 5th Street can drive directly to Hwy 214 rather than a more circular path to Harrison, Settlemier and then to Hwy 214. 33 Traffic 5th Street is too
small to handle this great an increase in traffic It is true that 5th Street in its current condition does not have sufficient width to handle the increased traffic. The proposed 5th
Street improvements would provide adequate lane widths for one-or two-way traffic within the existing public right-of-way 34 Traffic The intersection of 5th and Harrison is too small
for the amount of new traffic See response to comment #33 above. 35 Traffic Flow Traffic will be choked at Harrison Street since 5th jogs there See response to comment #20 above. 36
Traffic Flow Where will traffic go? This is not a complete route This project will allow local residential traffic another option to access Hwy 214 without having to use another route
like Settlemier or Front Street. 5th Street is not intended to be a complete through-route from one end of the City to another, but rather an "access" street that connects other collectors
and arterials. 37 Traffic Flow Will the project include improvements to more north-south streets south of 5th Street? No. This project is intended to address 5th Street (and possibly
3rd Street) between Hwy 214 and Harrison. 38 Traffic Flow The project is not "thought through" An entire project design process to address the various concerns has not yet been completed.
At this stage, the project need and purpose have been established. In order to determine the feasibility for the project, designs will be completed to the 30% design level. The City
Council will then vote to determine whether the project should continue through final design and construction. 39 Proximity to School Increased air pollution Preliminary modeling results
using EPA's SCREEN3 indicate that exposure levels to pollutants from increased traffic on 5th Street would be well below the accepted thresholds established under the National Ambient
Air Quality Standards and would not be a significant impact. Carbon monoxide (CO), the largest single criteria pollutant emitted from gasoline vehicles, does not approach concentrations
anywhere near the 8-hour threshold of 10 mg per cubic meter of air. 40 Proximity to School Health issues, allergies See response to comment #39 above. 41 Proximity to School Increased
road noise Noise impacts are being investigated. Relative increase in noise will be well below that required for mitigation (an increase in 10 dBA Leq or a peak hour level of 65 dBA
Leq). As an example, exterior noise noise levels recently measured at residences near the I-5/1-205 junction range between 61 and 74 dBA Leq. 42 Proximity to School Loud music from car
stereos See response to comment #41 above. 43 Proximity to School Distraction to students in class at St. Luke's School See response to comment #39 and #41 above. 44 General Keeping
Woodburn green (green zone) "Green" concepts are inherently part of the project design such as preserving existing mature trees, inclusion of new landscaping strips, and potential low
impact development approaches to the management of stormwater runoff. As project designs progress, the project design team will look for other opportunities to effectively include green
stewardship concepts. G:\09\1094\202 Public Involvement\CAC\Meetings\CAC Meeting #1\Materials Development\Open House Comment 3 of 7 -Response Log 12-30-09 Murray, Smith & Associates,
Inc. Engineers/Planners
COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 & 11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING 45 Cost The
study will be expensive The City is investing in preliminary design efforts to determine the project feasibility prior to committing a larger amount of funds to the project. The relative
cost to complete preliminary design is a small percentage (on the order of 5%) of the total design and construction costs. 46 Cost This is not the best use of City of Woodburn money
This project is identified in the City's Transportation System Plan, which is a planning document identifying deficiencies in the existing transportation network and recommended actions
to address those deficiencies. This project is one of the recommended actions to merge the two segregated sections of 5th Street to allow neighborhood traffic to access the churches,
businesses, and the Woodburn High School. Funds have already been raised by the City for the purpose of completing this project. 47 Cost Who will pay; what will the source of funding
be? The City of Woodburn is funding this project through already established funding mechanisms. 48 Cost Who will benefit from the costs they bear? The project will benefit a large portion
of the City. Residents within the neighborhood around 5th Street will benefit from new pedestrian facilities, improved drainage system, landscaping, street lighting, new pavement, signing,
striping and a new signal at Hwy 214 to improve turning movements. Residents of the broader community will also benefit through the reduction in congestion at key intersections, most
notably Hwy 214 and Settlemier. 49 Cost Does the benefit really justify the difficulties it causes? The project design team believes the numerous benefits of this project to the community
outweigh the difficulties. 50 Cost The economy is bad at this time Although the economy is indeed struggling, funding for this project has already been established. This project is actually
anticipated to help the local economy in the short-term by providing jobs and in the longterm by reducing congestion and the number vehicle miles traveled (reduced gas consumption and
time spent on the road). 51 General Through-traffic is not a benefit to the neighborhood, the church (St. Luke's), or the school; it will only benefit other families The traffic analysis
currently being completed will summarize the expected users of 5th Street to better indentify who will benefit from the connection to Hwy 214. Although increased traffic can been seen
as undesireable for the neiborhood, the neighborhood would benefit in other ways such as improved pedestrian facilities, landscaping, increased parking, etc. 52 Process The public should
have been involved sooner This project was first identified in the City's Transportation System Plan as a potential project to meet a transporation need. The TSP is available on the
City's website for the public to view. It was not until recently that funds became available to consider implementing this project. Since no work beyond what was presented in the TSP
has been completed, there was insufficient information to present to the public beyond what was already publicly available in the TSP. The public will have many opportunities throughout
the Open Houses and CAC meeting process to provide comments and influence the proposed design leading up to the 30% design level. The City Council will hold a public hearing at that
point where public testimony will be accepted and then vote on whether to proceed with the project. 53 Traffic One-way streets are not beneficial One-way streets have several benefits
and tradeoffs as compared to two-way streets depending on the priorities of the community. A oneway system on 5th and 3rd Streets for instance would allow for increased space for parking,
sidewalks, landscaping, etc. since only one lane of traffic would be needed. However, local accessibility to residences would be limited as traffic could only approach from one direction.
The traffic analysis being completed will summarize the pros and cons of converting 5th and 3rd Streets from two-way roadways to a one-way couplet. The project design team is interested
to hear all comments and opinions from the CAC in this regard during the alternatives analysis discussion. 54 General Impact to the preservation district The City believes the Fifth
Street Improvement Project is consistent with the Transportation System Plan and the Comprehensive Plan. The historic preservation district overlay was established to preserve the architectural
features of structures constructed between 1890 and 1940. The Fifth Street project will not impact any historical structure. G:\09\1094\202 Public Involvement\CAC\Meetings\CAC Meeting
#1\Materials Development\Open House Comment 4 of 7 -Response Log 12-30-09 Murray, Smith & Associates, Inc. Engineers/Planners
COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 & 11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING 55 General 5th
Street did not originally connect to the highway; the Church and residents have been here longer than the street It is true that many residences and St. Luke's Church existed prior to
and during the evolution of 5th Street into its current state. The current proposal to connect 5th Street to Hwy 214 would indeed create a new connection where one has not been previously
available. As documented in the TSP, the City believes there would be several benefits to nearby residents, the churches and this region of the City as a whole through this project that
will be discussed and evaluated during the CAC process. 56 General Impact of the new development on 2nd Street The City believes that the 5th Street project will provide an alternate
access for new development on 2nd Street. Access to this new development is marginal because of the current condition of 2nd Street and the 5th Street project is not anticipated to significantly
contribute to this problem. 57 Traffic A new signal on Hwy 214 at 5th Street will back up traffic on the highway See response to comment #20 above. Potential for traffic queuing on Hwy
214 will be included as part of the traffic analysis. 58 Pedestrian Pedestrians do not want to cross the highway at 5th Street because there is not much to visit along Meridian Drive.
The traffic analysis being completed will summarize the existing and future pedestrian crossings at the Highway 214/5th/Meridian intersection. 59 TSP Butteville and Crosby are a bigger
problem The intersection of Butteville and Crosby is located approximately 2 miles to the northeast of 5th and Hwy 214. Traffic congestion at that location can be addressed as part of
future Transportation System Plan updates. The proposed 5th Street improvements are being considered to address traffic congestion in a more focused area of the City around 5th Street.
60 Design Bulb-outs may impede truck/bus traffic. Bulb-outs can indeed limit truck and bus turning movements. Bulb-outs also have several potential benefits such as shortening pedestrian
crossing distances and providing a traffic calming effect. The project design team will seek input regarding truck/bus routing and turning movements to properly locate and design bulb-outs
during the final design process if the project is approved by the City Council at the 30% design level. 61 Signal A signal is needed at Hwy 214 and 5th Street for pedestrian safety A
signal at this intersection would enhance pedestrian safety. The traffic analysis will evaluate multiple traffic signal warrants at the Highway 214/5th/Meridian intersection, including
warrants based on pedestrians and safety. 62 Signal A signal would make it easier to get in and out of the Seventh Day Adventist Church A signal at this intersection would allow for
consistent and safer vehicle turning movements between Hwy 214 and 5th Street. 63 Process-Specific Specific You will never please everyone Consensus is not the goal of the project. 64
Community Interests The safety and livability of 19,800 other citizens of the community should take precedence over the objectives and inconvenience of 200 The project design team will
seek to design a project that maximizes benefits for all who are affected by this project. Benefits and impacts for residents on 5th Street will be viewed differently than those who
use the transportation system but don't live directly on 5th. 65 Community Interests I support whatever is better for the community as a whole Design team will seek a community oriented
solution to propose to the council. 66 Traffic Flow I agree that 5th Street should be opened See response to comment #20 above. 67 Crime I think this project is a good idea and I hope
it brings down crime rates See response to comment #19 above. 68 Process-Specific A pros and cons list for the project The project design team is developing an alternatives spreadsheet
to show how each alternative responds to the primary community concerns and engineering objectives. Perceived pros and cons are often subjective. The project design team will give examples
of benefits at the first meeting and will seek feedback from the CAC members to expand the pros and cons list for further evaluation at the second meeting. 69 Process-Specific Make a
detailed map with accurate depiction of right of way limits and how they affect given properties Plan view alternatives will be provided. These figures will show right-ofway considerations
among several other items. As feedback is obtained from the CAC members, the project design team will provide additional detail on these figures for continued evaluation. 70 Process-Specific
Do not use overly technical vocabulary at committee meetings The project design team will attempt to phrase the discussion in an understandable way. 71 Process-Specific Listen to citizen
comments The project design team is very interested and committed to listening to citizen comments through the CAC meeting process. 72 Process-Specific Have a Woodburn Independent rep
at the meetings so the paper can report the information to the population The newspaper was provided information about the open house events so they could attend, but they chose not
to. Reporters are welcome to attend CAC meetings. G:\09\1094\202 Public Involvement\CAC\Meetings\CAC Meeting #1\Materials Development\Open House Comment 5 of 7 -Response Log 12-30-09
Murray, Smith & Associates, Inc. Engineers/Planners
COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 & 11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING 73 Process-Specific
It seems to have already been decided that the project will happen, and the focus seems to be on selling the project to the public, rather than truly being open to the community's concerns
The City has only committed to developing a project design to the 30% design level in order to determine the project feasibility. The project will be voted on by the City Council at
the 30% design level to determine if the project will continue through final design and construction. The project design team will actively listen to the community concerns throughout
the preliminary design process. 74 Process-Specific Earlier notification, more complete information on fliers See response to comment #52 above. 75 Process-Specific Have a meeting earlier
than this; get the public involved before the project is awarded for design See response to comment #52 and #73 above. 76 Process-Specific More information in the local newspaper The
project design team will make information available to the Woodburn Independent , although it will be the decision of the newspaper as to what information will be published. 77 Process-Specific
Announce the meeting by telephone The City does not have a record of personal phone numbers, but if citizens share their phone number or email with the project team, they will be notified
of the next public hearing on the project. 78 Process-Specific Need someone to explain the project better in Spanish The project team will work to improve how we provide project information
in Spanish. Your specific feedback on how we can improve is greatly appreciated. 79 Process-Specific Let us know the final decision See response to comment #73 above. 80 Process-Specific
Distribute fliers to a wider audience (all property owners) The City is committed to providing project information to all property owners and residents along 5th Street. Any omissions
in the past were unintentional. 81 Traffic Consider a stop sign on 5th Street where the barrier is now The traffic analysis will evaluate operations at intersections along 5th Street
and recommend traffic control devices as appropriate, including stop signs. 82 Signals Consider a traffic signal at Salud Medical Center/Park Ave While this intersection might meet warrants
for signalization, it is located outside the project limits. A signal at this intersection could be evaluated as part of the Hwy 214 widening project or seprately as another future City
project. 83 Traffic Consider speed humps on 5th Street Speed humps are one of many traffic calming devices that could be included and will be evaluated during the design of 5th Street.
84 Pedestrian Consider a pedestrian crossing over Hwy 214 instead of opening up 5th Street The traffic analysis will evaluate the pedestrian volumes crossing Highway 214 to determine
the feasibility for a crossing; however, this feature is likely outside the scope of this project. A pedestrian crossing over Hwy 214 would likely improve pedestrian safety, although
it would not address the traffic congestion issues that led to the inclusion of this proposed project in the City's TSP. See alternatives comparison table for additional information.
85 TSP Consider alternatives to 5th Street Please see alternatives comparison table for additional information. 86 TSP Amend the TSP to remove 5th Street as a through street If at the
30% design level the City Council votes to not proceed with this project, future updates to the TSP will recognize this decision. 87 TSP Consider a by-pass of Hwy 214 to provide an alternative
for local traffic A potential bypass of Hwy 214 would be a significant undertaking (hundreds of millions of dollars) and is outside the scope of this project. This type of alternative
might be considered as part of the Hwy 214 widening evaluation that is currently being worked on. 88 TSP Opening Commerce Way to Hwy 214 would be a better option Opening 5th Street to
Hwy 214 is intended to provide a neighborhood connection that will relieve traffic congestion on nearby streets. Since Commerce Way is 5 blocks away and adjacent to Front Street which
also has a connection to Hwy 214, connecting Commerce Way to Hwy 214 is not expected to provide the same level of traffic relief to the streets around 5th Street. 89 Signals Please put
a light at the exit/entrance of Nuevo Amanecer onto 5th Street The traffic analysis will include review the volumes at this access; however, signalization is highly unlikely at this
location given the close proximity to the Highway 214/5th/Meridian intersection. 90 General What is the benefit for our children? Potentially shorter street crossings with crosswalks
(couplet option), signalized crossings of Hwy 214, street lighting, sidewalks and ADA ramps are all examples of proposed facilities that can be seen as benefits for the children and
all pedestrians. G:\09\1094\202 Public Involvement\CAC\Meetings\CAC Meeting #1\Materials Development\Open House Comment 6 of 7 -Response Log 12-30-09 Murray, Smith & Associates, Inc.
Engineers/Planners
COMMENTS RESPONSE DATE RESPONSE COMMENT/RESPONSE LOG NOVEMBER 2009 OPEN HOUSES (11/18, 11/19 & 11/23) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING 91 General If
5th Street is not opened, does that mean there won't be a traffic signal? The traffic analysis will include a signal warrant study at the Highway 214/5th/Meridian intersection to determine
if it is warranted with or without the 5th Street connection. However, it is very unlikely that ODOT would accept a standalone signal project if 5th Street is not opened even if warrants
were met (meeting a warrant is a necessary, but not sufficient condition to install a traffic signal on a highway). 92 General If Hwy 214 is widened, do we really need this project?
Widening of Hwy 214 is not yet certain, and if it is widened, it may not happen for several years. This proposed project is anticipated to provide more immediate traffic relief for the
streets around 5th Street and will continue to provide better traffic dispersion if/when Hwy 214 is widened. 93 General Why 5th Street and not another street like Settlemier Ave? Settlemier
Street has already been developed to a large extent and 5th Street provides a good opportunity to help relieve traffic congestion in the area at a relatively low cost. 94 Process Will
the Planning Commission vote on the project? See response to comment #73 above. 95 Process There are many people impacted negatively; how will you weigh their concerns against the needs
of the entire community? For those people who feel they are negatively impacted, the design team will record their specific concerns through the CAC process. The project design team
will determine how to address these concerns within the scope of the project and suggest possible options and design solutions during the meeting process. Concerns will be weighed and
addressed differently depending on the degree of impact and whether practical solutions can be found. 96 Funding Can the City pay for improvements to the school property to mitigate
noise and air quality impacts? See response to comment #39 and #41 above. 97 Design How wide will the road be? The road width has not yet been determined. The project design team will
present several options at the CAC meetings for consideration. The road width may change along 5th Street depending on community needs. All improvements are planned to remain within
the existing 60 foot right-of-way and a maximum of two travel lanes are being considered for this project. 98 Design How close will the road be to the school building? See response to
comment #97 above. 99 Funding Has the City received Federal funds for this project? No. All funds will be through the City. 100 Traffic Aren't we just moving the problem from one place
to another? The goal of this project is to relieve congestion to streets adjacent to 5th Street without surpassing the capacity of 5th Street itself. 101 Traffic What will the new vehicle
count of 5th Street be? See response to comment #20 above. 102 Construction Schedule When would the signal at Hwy 214 and 5th Street be installed? If a traffic signal is warranted, the
signal would be installed when 5th Street is improved. A construction schedule for this project has not yet been completed. If the City Council votes to continue with this project, construction
would likely be in 2011. 103 Traffic How much traffic will this project remove from Settlemier Ave? See response to comment #20 above. 104 Signals What are ODOT's standards to approve
a signal? In order to construct a signal on ODOT right-of-way, ODOT requires that a traffic signal warrant analysis be completed. There are several criteria that are used during this
analysis to determine if a traffic signal meets "warrants" such that it can be justified. When a traffic signal meets warrants, it means that a signal can be justified at that location,
although it is not required. As noted above, meeting warrants is a necessary but not sufficient condition for signal installation. G:\09\1094\202 Public Involvement\CAC\Meetings\CAC
Meeting #1\Materials Development\Open House Comment 7 of 7 -Response Log 12-30-09 Murray, Smith & Associates, Inc. Engineers/Planners
105 TSP Provide copies of the 2005 TSP update to the CAC so they can see the other options that were previously eliminated. Due to the number of pages in the 2005 TSP update, applicable
excerpts from this document will be provided to all CAC members to conserve resources. Two complete copies of the TSP will be available for reference at CAC Meeting #2 and complete copies
can be provided to any CAC member upon request. 106 Yew Street Extension Provide information on the impact of creating a new public street inside of Nuevo Amanecer instead of extending
Yew
Street to determine its feasibility. MSA will present four different options to connect 3rd Street to 5th Street including a new public street inside the Nuevo Amanecer. These options
will be shown on a plan sheet and include a list of pros & cons regarding the impacts as well as budget level cost estimates to be used for comparison purposes. 107 Traffic Provide traffic
information for the following streets: Harrison, Settlemier, Boones Ferry and Lincoln between downtown and Settlemier. Approximate existing traffic volumes and post project traffic trends
based on engineering judgment will be shown in a figure for the requested streets and several other streets in the vicinity of 5th Street. The project design team is currently coordinating
with ODOT to establish and reach acceptance on the post project traffic volumes to be used to perform the traffic analysis. ODOT is currently reviewing the model and are anticipated
to release results in the first half of February. 108 Traffic Flow What is the proposed circulation pattern and plan for Harrison Street? Harrison Street would remain a two-way street
per the existing conditions under any of the proposed 5th Street improvement alternatives. The circulation pattern under Alternative 1 (two-way on 5th) would remain the same although
turning volumes at 5th and Harrison are expected to increase. Under Alternative 2 (one-way on 3rd and 5th), turning movements to and from 3rd and 5th Street would change to correspond
correspond with either a clockwise or counterclockwise pattern. Once post project traffic volumes are established (see comment #108 above), turning movements at Harrison will be evaluated
for all alternatives to determine if potential congestion would occur. 109 Yew Street Extension Extend Yew St. all the way to Front St. instead of dumping traffic onto Harrison. Extending
and improving Yew Street to Front Street would likely have a positive effect on the transportation system as proposed, but to do so would require several property acquisitions (at least
5 parcels) at an additional cost of about $2 million. Such an extension is outside the scope and budget of this project but could be considered as part of future TSP updates. 110 Signal
The proposed traffic light on Hwy 214 at 5th St. seems to be most beneficial to the businesses and community on Meridian, north of Hwy 214. If traffic is going to be shuttled onto Harrison,
it just seems like a bottleneck will be moved from one location to another. Assuming Assuming the 5th Street connection to Hwy 214 is made, the project design team believes a signal
at 5th and Hwy 214 will provide a benefit for the community on both sides of Hwy 214. Once traffic volumes are modeled and agreed upon with ODOT, the project design team and CAC memebers
will be able to see and compare the volume of traffic on both sides of Hwy 214. Also, the project design team will be able to analyze the impact at 5th and Harrison to determine if congestion
or a "bottleneck" would occur at that location. 111 Emergency Response Provide more information about fire, emergency response and public safety analysis. It is expected that as the
alternatives are presented and feedback is provided by the CAC, emergency response representatives on the CAC will be able to provide their perspective. In general, connecting 5th Street
to Hwy 214 is seen as a benefit for emergency response as it provides another viable route through the City. 112 Community Interests Provide more information about how far 5th St. will
be extended onto property when widened. The 5th Street improvements will be within existing public right-of-way and will not be widened onto private property. Several residences currently
have yards and driveways that extend into the public right-ofway that may be affected. The project design team can design the improvements to limit impacts to certain areas within the
pubic right-ofway that are desired to be maintained. Preliminary cross sections showing these effects have been provided and will be updated and refined with CAC input. As discussed
below in comment #113, the project design team will conduct a field walk-through to better demonstrate to CAC members the options for widening 5th Street. 113 Community Interests Organize
a field trip for members of the community who would like to walk along 5th St. to more clearly visualize proposed improvements. A field trip has been scheduled for Saturday, January
23rd at 10 AM to satisfy this request. COMMENT/RESPONSE LOG CITIZEN ADVISORY COMMITTEE MEETING #1 (1/6/2010) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING COMMENTS
RESPONSE DATE RESPONSE 1 of 1 Murray, Smith & Associates, Inc. Engineers/Planners
114 1/23/2010 (Walking Tour) Property impacts Define “right-of-way”. Right-of-way as referred to in the context of this project means the publicly owned space that can be used for improvements.
The right-ofway for 5th Street is 60 feet wide 115 1/23/2010 (Walking Tour) Community Interests I live here; it doesn’t make sense to create a oneway couplet. Comment noted. 116 1/23/2010
(Walking Tour) Traffic Flow Question about radius of corner at Harrison. It is expected that the curb radius at the corners of Harrison and 5th Street will be reconstructed and rounded
as part of this project to better allow for buses to turn without using the entire roadway. 117 1/23/2010 (Walking Tour) Design What other options have been considered other than 5th?
Several options were considered during development of the City’s TSP to improve the transportation system. The 5th Street improvements project was identified as a key improvement. 118
1/23/2010 (Walking Tour) Design Can we reduce the size of sidewalks and landscaping to keep the road out of people’s yards? Generally yes. The flexible design areas shown in the preliminary
figures, which include parking, sidewalks and landscaping can be designed to best fit within the available space to reduce impacts to existing features within the public right-of-way
such as existing landscaping. 119 1/23/2010 (Walking Tour) Design Consider 4 foot sidewalks if we include them on both sides. Comment noted. 120 1/23/2010 (Walking Tour) Design What
are minimum standards for local streets? 5th Street is proposed to become and “Access” street as defined in the TSP. Typical standards for Access streets include 12 foot wide travel
lanes, 8 foot wide parking on both sides, 6 foot wide landscaping strips on both sides and 6 foot wide sidewalks on both sides. These are “typical” dimensions rather than “minimum” dimensions
and the City expects to adjust these typical features and dimensions for this project. 121 1/23/2010 (Walking Tour) Design Traffic calming is going to be needed. Traffic calming devices
will be considered and implemented during the final design phase. 122 1/23/2010 (Walking Tour) Design Can we design the street differently in different parts of 5th street? Yes, certain
features and dimensions of features and be adjusted accordingly, although some level of consistency is desirable along the street. 123 1/23/2010 (Walking Tour) Design How do you decide
when to install a crosswalk and when do you install one with flashing lights? Several factors must be considered prior to installing a crosswalk or crosswalk with flashing lights including
volume of pedestrian traffic, speed, other nearby crossing locations etc. It is expected that crosswalk locations would be determined during final design. 124 1/23/2010 (Walking Tour)
Design The signs in advance of a crosswalk help me as a driver know when to watch for pedestrians. Comment noted. 125 1/23/2010 (Walking Tour) Design Need advance signage to communicate
the truck restriction. This is currently a problem on Settlemier. Comment noted. 126 1/23/2010 (Walking Tour) Funding Is there money left to resurface Fir Street? This project needs
to consider the impact on increased traffic on side streets. Funds for this project will be limited to improvements on 5th Street and Yew Street if the Yew Street connection is made.
Funds for resurfacing other side streets will come from the City’s ongoing maintenance funds and are subject to the priorities of which streets have the most need. 127 1/23/2010 (Walking
Tour) Traffic Flow What happens to the traffic once it hits Harrison? Traffic will flow similar to the current configuration with right or left turn movements. Traffic analysis will
be completed to determine if potential congestion would occur. 128 1/23/2010 (Walking Tour) Design From Fir Street, north it would be best to keep curb line where it is to protect front
yards. Comment noted. 129 1/23/2010 (Walking Tour) Design Do we have to have on-street parking on both sides? No. Parking can be designed on one side only, although the City would prefer
to have parking on at least one side of the street. 130 1/23/2010 (Walking Tour) Design Limit parking to one side in the more narrow areas of 5th Street. Comment noted. 131 1/23/2010
(Walking Tour) Design It is obvious that the neighborhood needs parking in the north area of 5th Street. Comment noted. 132 1/23/2010 (Walking Tour) Yew Street Extension Discussion about
Yew St. and various alternatives. The potential Yew Street extension will be discussed in more detail at CAC Meeting #2. 133 1/23/2010 (Walking Tour) Design Do we have to have a planter
between the sidewalk and the pavement? No, although the benefit of this orientation is separation of the pedestrian from traffic thereby increasing pedestrian safety. COMMENT/RESPONSE
LOG WALKING TOUR AND CITIZEN ADVISORY COMMITTEE MEETING #2 (1/28/2010) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING COMMENTS RESPONSE COMMENT DATE 1 of 4 Murray,
Smith & Associates, Inc. Engineers/Planners
COMMENT/RESPONSE LOG WALKING TOUR AND CITIZEN ADVISORY COMMITTEE MEETING #2 (1/28/2010) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING COMMENTS RESPONSE COMMENT
DATE 134 1/23/2010 (Walking Tour) Community Interests Keep apartments because there is a need for affordable housing and drug abuse housing. Comment noted. 135 1/23/2010 Community Thank
you for doing this! Comment noted. 136 1/23/2010 (Walking Tour) Community Interests I am open to this. All I ask for is speed humps on adjoining streets like High St., Church St. between
5th and Settlemier. Comment noted. 137 1/23/2010 (Walking Tour) Community Interests /Design Starting at the Church, run 4’ sidewalk on one side of the street for the length of the project
without parallel parking. Parallel parking on the opposite side with curb. Save mature trees and front yards. Convert the 6-plex to low income or affordable housing (A&D housing/sex
offender stock). Cut into Church parking area for the extension to 3rd Street to keep the 6-plex. plex. Comment noted. 138 1/28/2010 (CAC #2) TSP What were the criteria for selecting
Alternative 2 in the TSP? Dan Brown responded and said that the adoption of the TSP was the result of a separate public process with final adoption by the Woodburn City Council. It was
adopted in 2005 with Alternative 2 providing an improved level of connectivity for Woodburn and access across 214. 139 1/28/2010 (CAC #2) TSP Have any of the projects in Alternative
2 in the TSP been completed? Dan Brown said there is a current backlog of TSP projects because of a lack of funding. The 5th Street Improvements rose to the top of the TSP due to state
funding for the widening of 214. Ideally, the 5th Street Improvements should be completed prior to the 214 improvements. 140 1/28/2010 (CAC #2) TSP If the city does not improve 5th Street,
could they get fined by ODOT? No, but already allocated federal and state dollars are being spent to explore widening Hwy 214 assuming 5th Street is opened per the TSP. The lack of follow
through by the City could have ramifications if it ended up not being opened. 141 1/28/2010 (CAC #2) Funding Who will be paying for the Hwy 214 project? ODOT and Federal dollars will
be spent to widen 214 and these plans could be compromised or changed if 5th street is not opened. 142 1/28/2010 (CAC #2) Design In regards to cross-section A-A, if there was a 4-foot
sidewalk instead of a 6-foot sidewalk, the traffic lanes could be 12 feet instead of 11 feet. Yes, there is some flexibility on the width of elements like this. As things vary from the
City’s standard they need to be approved on a case-by-case basis. 143 1/28/2010 (CAC #2) Design Would the trees along the side of St. Luke’s survive? As currently drawn, the intent would
be to save the trees. However, an arborist would be consulted to determine if damage to the root system would occur during and after construction. 144 1/28/2010 (CAC #2) Design Should
the lanes be a consistent width along the length of the street? Ideally, yes. There are instances that could could lead to exceptions of this, however, such as a existing features determined
to be essential to keep. 145 1/28/2010 (CAC #2) Design Clockwise motion makes the most sense because of the connection at Harrison. Comment noted. 146 1/28/2010 (CAC #2) Design Would
Harrison remain a 2-way street? Yes. 147 1/28/2010 (CAC #2) Design It seems that any one-way option would increase traffic, as any resident on either 3rd or 5th will have to complete
the entire loop each time they leave or return home. Comment noted. 148 1/28/2010 (CAC #2) Design Event traffic at St. Luke’s should be accounted for. A one-way street does not make
sense when event traffic is considered. Comment noted. 149 1/28/2010 (CAC #2) Design Both school busses and public busses need to be considered. Comment noted. 150 1/28/2010 (CAC #2)
Design The current drop-off and pick-up rotation at St. Luke’s has drivers entering off of 5th Street and exiting on 3rd Street. Comment noted. 151 1/28/2010 (CAC #2) Design School busses
currently have a difficult time turning the corner onto 5th from Harrison. Comment noted. 152 1/28/2010 (CAC #2) Design How many parking spaces will be provided near the school with
Alternative 2? (Cross Section E-E) The number of spaces will be approximately as shown on Figure 2, although a few of the spaces shown will likely be removed to allow for better turning
movements. 153 1/28/2010 (CAC #2) Design Will the sidewalk continue on 5th street all the way to 214? Yes. 154 1/28/2010 (CAC #2) Yew Street Extension Why will there be a sidewalk and
parking provided on Yew Street if no-one lives on that street? For connectivity and access. 2 of 4 Murray, Smith & Associates, Inc. Engineers/Planners
COMMENT/RESPONSE LOG WALKING TOUR AND CITIZEN ADVISORY COMMITTEE MEETING #2 (1/28/2010) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING COMMENTS RESPONSE COMMENT
DATE 155 1/28/2010 (CAC #2) Design The intent of the Green Option (#4) was to align it along the properties adjacent to Nuevo Amanecer not on the parking of Nuevo Amanecer. It could
be eventually connected all the way to 1st . The "Green Option" has been updated on Figure 3 as provided as an attachment to the City's Memo regarding the Yew Street Extension on February
5th, 2010. 156 1/28/2010 (CAC #2) Yew Street Extension With any Yew Street connection, Yew should be extended east to 1st to make an easy connection to downtown Woodburn. An extension
of Yew St. to 1st Street is not currently planned as part of this project and is not part of the TSP. Such an extension would not be connected to 1st because there is an already planned
and approved housing development between 1st and 2nd Streets. 157 1/28/2010 (CAC #2) TSP It seems that any option will put more traffic on 3rd and 5th and subsequently Harrison. The
project team will have the modeling numbers at the next CAC meeting so the group will have a better understanding of potential traffic numbers. 158 1/28/2010 (CAC #2) TSP The city wants
to put a traffic signal at 5th so it does not matter which alternative we select, the city will complete what it wants regardless of our desires. If that were the case, the city hopes
to receive feedback to help ensure that the proposed project is the best possible option for all. Recall that there is a “no build” option that is being considered along with the other
options. 159 1/28/2010 (CAC #2) Design If the city goes ahead with the 5th Street Improvements, would the traffic signal at 214 not be completed until ODOT widens the highway? If the
project moves ahead and traffic signal warrants are met, the city could construct a traffic signal at the intersection prior to the widening of 214. 160 1/28/2010 (CAC #2) Community
Interests The pros and cons are outlined for each of the options; the pros and cons should be outlined for the entire project. One purpose for the dot exercise that is next on the agenda,
is to begin the process of creating just such a list. 161 1/28/2010 (CAC #2) TSP Who will be traveling, coming to and from where, along the new 5th Street Improvements? The project will
provide improved access and options from the surrounding neighborhood to and from 214 as well as improved options and access to downtown for those than do not live in the neighborhood.
162 1/28/2010 (CAC #2) TSP Will it provide improved access to downtown for non-residents as well? Yes. 163 1/28/2010 (CAC #2) TSP The Green and Yellow options would be very expensive
for property acquisition and road building. Taking any portion of property of the Woodburn Community Church of Christ could negatively impact the entire property causing a complete relocation.
The Church could not function without the parking lot and there are plans to use the back corner field as a playground, ballpark or food bank. Comment noted. 164 1/28/2010 (CAC #2) TSP
Making a connection as far east as possible makes the most sense from a connectivity and emergency access standpoint. Comment noted. 165 1/28/2010 (CAC #2) Community Interests Currently
there is so little traffic on 5th and 3rd Streets that these are safe streets for children so any option will eliminate space for children. As a possible mitigation, the project could
also pay for a playground on the Woodburn Community Church of Christ property. Comment noted. 166 1/28/2010 (CAC #2) Community Interests A member of the public expressed concern about
the effect of the project on her parent’s property on Yew. They recently spent more than $40,000 on remodeling and don’t want the project to negatively impact their improvements. Comment
noted. 167 1/28/2010 (CAC #2) Community Interests A member of the public expressed a concern for safety, speed and cut-through traffic. There was extra concern expressed about potential
increased speeds on the one-way options. Eric responded and mentioned that there would be school zone signs and traffic calming measures instituted that would reduce speeds with any
option. Also, Safe Routes to Schools designs would be incorporated into any option. 168 1/28/2010 (CAC #2) Community Interests There was a concern expressed about potential commuter
cut-through traffic, not just local traffic that would negatively impact the neighborhood. Comment noted. The pending traffic modeling information is expected to help show whether this
phenomenon would occur. 169 1/28/2010 (CAC #2) Community Interests A member of the public mentioned that he has lived in Woodburn for more than 40 years and does not see a need for the
project at all. Comment noted. 3 of 4 Murray, Smith & Associates, Inc. Engineers/Planners
COMMENT/RESPONSE LOG WALKING TOUR AND CITIZEN ADVISORY COMMITTEE MEETING #2 (1/28/2010) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. REGARDING COMMENTS RESPONSE COMMENT
DATE 170 2/5/2010 (Peppi Kosikowski email) Yew Street Extension With regard to Yew, why is it only shown as a two way street? If we consider the couplet option, wouldn’t Yew be one way?
If Yew was a one way street would it be narrow enough so the Hunt’s property would not have to be acquired? So then we would still have two Yew options? Thanks for taking time to look
at the CAC memo and for your questions. At this point in the design, we need to consider the worse case scenario with regard to property impacts. Therefore, we are looking at acquiring
the full 50 feet of R/W necessary to construct a twoway local residential street per the current City of Woodburn TSP. This would require the acquisition of the Hunt’s property and the
apartment complex. A two-way street will more effectively distribute traffic to points east of Fifth Fifth Street and provide a more direct connection to OR 214. Therefore, even with
the couplet option, Yew Street could still be configured as a two-way street. The four Yew Street options were “alignment” options. There is still work to be done to complete the actual
configuration and amenities of Yew Street and Fifth Street. We will be discussing the influence of Yew St and its configuration further as we examine Alternative 2 in more depth at the
upcoming CAC meetings. 171 2/12/2010 (Casey Robles email) Property impacts Property Impacts -Please clarify if these homes will be presented with additional yearly property taxes due
to the road improvement increasing the value of their home. Will there be any assistance for families that cannot afford? We cannot predict the outcome of any future tax assessments
that may or may not occur on the properties along 5th Street. Historical data indicates that property values generally increase after a street improvement project such as this one. The
City does not know if (or when) the County tax assessor’s office would reassess the subject properties after the project is completed (if the project is approved). 172 2/12/2010 (Casey
Robles email) Property impacts Property impacts -states that "maintenance will generally be the responsibility of the adjacent property owner". Please clarify further. Does this mean
if the homeowner doesn't maintain -then the landscaping gets run down. What if the property owner does not have the ability to maintain the landscaping due to health, finances or work
schedule? It is the City’s position that homeowners have the responsibility to maintain the landscaping that is adjacent to their property. 173 2/12/2010 (Casey Robles email) Traffic
Traffic -This response states that St. Lukes playground is an option for neighborhood children to go for play. This is not true, it is closed to public and marked with no trespassing
signs. You are correct. I will have our project delivery team make this modification in the comment/response log. If the project is approved and constructed, the new street lighting
and other enhanced facilities are expected to decrease crime activity in the neighborhood. After this occurs, you and your neighbors may want to petition St. Luke’s owners to reinstate
playground privileges for children in the neighborhood. 174 2/12/2010 (Casey Robles email) Signals Signals -How may the intersection at Salud and Park Ave. meet warrants for a signal?
From my understanding, the present intersection at OR 214 and Park Avenue will likely not meet warrants for a traffic signal due to the configuration of the intersection. However, ODOT
will be installing a pedestrian activated signal on the upcoming OR 214: Front Street Ramp to Progress Way Project in the next few months to facilitate pedestrian safety. 175 2/12/2010
(Casey Robles email) Funding Funding -I do not feel like this question was answered. I do want to know if the City will be helping the school and home owners with improvements that become
necessary due to the increased traffic traffic on 5th. What is available for home owners who feel like they need new windows because of the additional noise? The City will follow all
Federal Highway Administration requirements regarding the mitigation of increased noise or increased air quality on the Fifth Street Project as it is warranted. 176 2/12/2010 (Casey
Robles email) Design Also, I realize that not all traffic reports are completed, but I would like to know how much traffic is estimated to be traveling 5th on a daily basis. I have only
seen one traffic count take place on 5th. Will another one be happening soon? We have updated the City website to include the latest estimated traffic counts for Fifth Street and the
street surrounding the project location. If the design team needs additional traffic count information, they will obtain it in the upcoming weeks. 4 of 4 Murray, Smith & Associates,
Inc. Engineers/Planners
177 2/18/2010 (CAC #3) Funding What is the budget for the project? Dan Brown responded and said that the City had allocated money that will cover the project design and some property
costs. The City has a responsibility to finish the project with the least amount of cost possible. Options 1, 3 and 4 were all more expensive than Option 2 and did not provide any significant
benefit over Option 2. Currently the projected cost is estimated at about twice the original estimates. The Woodburn City Council will have to budget for this project. He said that 45%
($1.3 Million available) of the project will be paid for with System Development Charges. 178 2/18/2010 (CAC #3) Funding There were CAC concerns with where the 55% costs of the project
will come from that will not come from SDCs. Dan responded that he will need to look further into the availability of funding to better address this concern. 179 2/18/2010 (CAC #3) Property
impacts CAC member Casey Robles had concerns with property acquisition and will not support any option that requires a forced sale of property. Comment noted. 180 2/18/2010 (CAC #3)
Yew Street Extension CAC member Cindy Wurdinger-Kelly had the only yellow card (in regards to voting to eliminate Options 1, 3 and 4 for Yew Street). She felt that the City did not fully
analyze the options. She felt that the Yew Street Option in general is okay but felt that the City should have fully analyzed all of the options, in particular those that could connect
to 1st in the future. Comment noted. 181 2/18/2010 (CAC #3) Design It is a reasonable assumption that the majority of new traffic through the project area will be peak hour traffic.
Comment noted. 182 2/18/2010 (CAC #3) Traffic Are the numbers shown in the near or distant future? The numbers shown are within months after the completed project but are assuming 2009
behaviors. ODOT has completed a model for 2035. That model shows that as infrastructure improves over time, there will be less pressure for people to seek alternate routes, or routes
that cut through neighborhoods to avoid congestion on state highway bottlenecks. 183 2/18/2010 (CAC #3) Traffic It was stated that the purpose of the project was to relieve traffic congestion
on Settlemier but the numbers show that there is little to no improvement. Is the project being completed for only 500 cars a day? Roughly 25% of the traffic using the opened 5th Street
will be from within the immediate area, about 35% will be from north of 214 and the majority of the potential 500 fewer cars along Settlemier will be during peak hour which would have
significant impact. 184 2/18/2010 (CAC #3) Traffic Volumes The estimated guess is good but it also seems that if the 5th Street project is not completed that the numbers along Settlemier
would be greatly increased. Comment noted. 185 2/18/2010 (CAC #3) Property impacts Houses are closer to the streets on 5th than on other busy streets like Harrison. Comment noted. 186
2/18/2010 (CAC #3) Traffic Flow The St. Luke’s families use 5th Street 400 times a day, a couplet will make the pick up and drop off flow better. Comment noted. 187 2/18/2010 (CAC #3)
Design It was requested that when the information is presented to the City Council that it would be presented the same way it was originally presented to the CAC (with no differentiation
between the traffic congestion categories). It was also mentioned that, depending on your perspective, the first four categories could be congestion related (local traffic congestion,
system-wide traffic congestion, vehicle access and emergency response access). Comment noted. 188 2/18/2010 (CAC #3) Design It was requested that the CAC be allowed to revote on their
priorities as the process moves forward as members’ perspectives change. Comment noted. 189 2/18/2010 (CAC #3) Traffic Flow The clockwise couplet introduces a left turn movement at Yew
and 5th, which would automatically create traffic issues. Comment noted. 190 2/18/2010 (CAC #3) Design Are there currently any one-way streets in Woodburn? There is a modified one-way
street for truck traffic. Dan Brown mentioned that there is a strong aversion to one-way streets in Woodburn in general. COMMENT/RESPONSE LOG CITIZEN ADVISORY COMMITTEE MEETING #3 (2/18/2010)
5TH STREET IMPROVEMENTS
PROJECT CITY OF WOODBURN ITEM NO. COMMENT DATE REGARDING COMMENTS RESPONSE 1 of 2 Murray, Smith & Associates, Inc. Engineers/Planners
COMMENT/RESPONSE LOG CITIZEN ADVISORY COMMITTEE MEETING #3 (2/18/2010) 5TH STREET IMPROVEMENTS PROJECT CITY OF WOODBURN ITEM NO. COMMENT DATE REGARDING COMMENTS RESPONSE 191 2/18/2010
(CAC #3) Traffic Flow Is emergency vehicle access reduced in the oneway option? CAC member Paul Iverson responded and said that he does not like one-way streets as they can potentially
increase response times. Dan Brown mentioned that response times are important but should not be used solely to make a final decision. Response times of the different options compared
to current response times should be analyzed. He also mentioned that, given enough room, most emergency responders could access the streets going against the flow of traffic if the emergency
required it. 192 2/18/2010 (CAC #3) Traffic Flow It should be noted that opening 5th Street is a major factor in improving response times. Comment noted. 193 2/18/2010 (CAC #3) Property
impacts The project should improve property values. If the Front Street project is looked at at as an example, parking, a new street, new curbs and new sidewalks improve property values
and with improved appearance, people generally take better care of their property, further improving property values. Comment noted. 194 2/18/2010 (CAC #3) Community Interests One CAC
member felt that private property impacts also include the livability inside homes and the impacts of living on a busier street. It was mentioned that nobody wants cars driving by their
home all day. Comment noted. 195 2/18/2010 (CAC #3) Traffic A member of the public asked if delay is accounted for in the traffic model. Kevin said that delay is not addressed in the
raw traffic volume numbers from the model, but is evaluated during the traffic analysis process for intersections of concern. The traffic numbers along the local streets in the project
area normally low enough that they do not cause much concern. Dan Brown mentioned that volume to capacity is how the traffic flow is more often communicated. 196 2/18/2010 (CAC #3) Community
Interests A CAC member expressed the need for the project team to ask for their opinions on the options, as the meeting format does not leave much room for opinions to be expressed Comment
noted. 2 of 2 Murray, Smith & Associates, Inc. Engineers/Planners
Notes
5th Street Improvements Project Key Design Factors January 28th, 2010 Key Design Factors Scoring (TBD) Traffic Congestion Vehicle Access Vehicle Speed Air Quality Noise Pedestrian Safety
Crime Private Property Impacts Preservation of Existing Features Within Public Right-of-Way (Trees, Yards, etc.) Property Value Project Cost Yew Street Connection Pedestrian Facilities
Parking Landscaping Stormwater Management Utility Impacts Street Lighting Temporary Construction Impacts Bicycle Access Transit Access Emergency Response Access
1 Woodburn 5th Street Improvements Project Citizen Advisory Committee Meeting #4 Alternatives Questionnaire Responses March 11, 2010 FINAL RESULTS Alternative 1 Two-Way Traffic Alternative
2 One-way Traffic Alternative 3 No Build First Choice 4 3 10 Second Choice 4 10 3 Third Choice 9 4 4 Total response received: 17 3/11/10 Linda Wilmes-Smith First: Alternative 3 Second:
Alternative 2 Third: Alternative 1 I don’t believe dumping traffic on to Harrison Street is beneficial. It doesn’t serve the purpose of increasing “connectivity” north or south as the
City is trying to do. There will be a bottleneck at Harrison and that doesn’t serve the citizens of Woodburn. ODOT has not approved a light at 5th and 214 and they may never approve
it. Why would you disrupt 5th street for a light that may never happen. Process: Positive process, necessary for the citizen. 3/11/10 Jaime Estrada First: Alternative 1 Second: Alternative
3 Third: Alternative 2 Very good traffic flow in all directions. Local residents can drive north onto 214 without too much inconvenience. They can also drive south to downtown without
any difficulty. People who are not familiar with the area can turn around very easy at any intersection if they pass their destination. Process: The process was very informative. The
engineers can city staff did a wonderful job providing the information that committee members requested. The group was made of a very good cross section of the community.
2 3/11/10 Jessy Olson First: Alternative 2 Second: Alternative 1 Third: Alternative 3 I think the 5th Street extension definitely needs to happen. As a representative of Nuevo Amencer
and FHDC, we think it will improve safety and help with access and traffic congestion. Even though it is not an option here, I think the Yew Street connection is a good idea. Process:
Very fair process – great facilitation 3/11/10 Mario S. Magana First: Alternative 3 Second: Alternative 1 Third: Alternative 2 I’m a member of St. Luke’s Church. I am very concerned
about the school students, since our school building lacks AC and we have no financial means to install it. I strongly believe that most of the CAC members are in favor of the No Build
alternative. Alternative 1 would be my second choice because it is more practical for traffic than Alternative 2. Process: We need more time available for discussion. 3/11/10 Caroline
Sanchez Ruiz First: Alternative 3 Second: Alternative 2 Third: Alternative 1 Although aesthetically, this would be an excellent improvement project for the 5th Street homeowners, this
is not, nor in my mind, will it ever be a fair or equitable exchange. The risk factors for safety, air quality, noise and P/U and D/O are all hugely impacted. This project in and of
itself is a good one. I don’t feel it’s a good one for the residents or parishioners/students/families of St. Luke Church and school. My children’s safety as well as that of all St.
Luke school students, faculty and staff are of grave concern to me and my family. I see the number of fatalities and accidents that happen near schools and in congested/restricted streets
and that is a chance I refuse to take or expose my children to. Please find an alternative street(s) for this project. There is no good reason to waste or discard all of your work, research
and time you’ve invested in this so far. Process: I appreciate the opportunity of having my opinion heard and taken into account. Thank you.
3 3/11/10 Christine M. Vistica First: Alternative 3 Second: Alternative 2 Third: Alternative 1 We have a school that I feel is the best in Woodburn (check our state scores), any build
besides the “no build” will impact our school greatly. We are talking about our future leaders, our future “Dan Brown’s and Mayor Figley’s”. We have several routes to downtown now that
can be used with proper signage and lights. We have 99 Park Avenue, and Settlemier. You don’t need 5th to have your light on 214 if that is what you want. You will be heading down to
a “dead end” on Harrison and we really don’t have the money to help our school improve to offset these changes. 3/11/10 Rob Carney First: Alternative 2 Second: Alternative 3 Third: Alternative
1 I believe that Alternative 2 offers the least distress to the residents on Harrison and 5th. I do not believe we should proceed with a two-way option and prefer to install a traffic
signal at Meridian and 5th and not open the barrier before a more suitable solution is discovered. Process: Very professional and effective. 3/11/10 Anonymous First: Alternative 2 Second:
Alternative 3 Third: Alternative 1 I feel that Alternative 2 would benefit the school and the church the best as it would cut the traffic in half and would give adequate parking. It
would also help the 5th street residents with traffic congestion by splitting the traffic flow between 5th and 3rd. If the couplet idea is not chosen, I feel the “no build” will be my
next choice because Alternative 1 will be too much traffic coming into and going out Harrison and 5th. Process: I like it. The meetings seem to run smoothly. For the most part everyone
could talk freely. I feel there could have been more work done on the other options.
4 3/11/10 Tom Lonergan First: Alternative 3 Second: Alternative 2 Third: Alternative 1 I am for the no build option because of the disruption to the educational process at St. Lukes.
I feel the school needs the windows open due to heat and air quality about 4 to 6 months out of the year and with the visual and noise distraction the 1000 more cars would bring to 5th
street. This would be a major educational distraction. Also, I see more traffic congestion at the intersection of 5th and Harrison. Process: This was a very good value the city did a
fin job educating us and giving us in formation on the project. 3/11/10 Anonymous First: Alternative 1 Second: Alternative: 2 Third: Alternative 3 Alternative one provides the greatest
level of improvement citywide. Most gain for residents/users equals best value. Highly favorable, moves traffic, provides pedestrian safety and emergency vehicle access. The negatives
can be addressed at the specific design phase Process: Useful but seemed to be to long, could have shortened it up. Excellent facilitator. 3/11/10 Anonymous First: Alternative 1 Second:
Alternative 2 Third: Alternative 3 Alternative 1 gives the most access to increase connectivity of the city. It will enhance vehicle access. It should reduce peak flows on Settlemeir
and 214. Consideration needs to be taken to minimize impacts on private property. Alternative 2: it works okay but It increases impacts on private property rights. It will increase access
and connectivity of the community. Process: The process went well. I strongly believe that the city did a good job trying to get citizen comments.
5 3/11/10 Ed Krupicka First: Alternative 3 Second: Alternative 1 Third: Alternative 2 Initially this project was presented as required to get a traffic light on 214. According to ODOT
personnel, opening 5th street is not the determining factor. This will have a negative impact on the livability of residents in the area. This will have a dramatic negative impact on
St. Luke school regarding safety, noise, distracting for students and air quality – all caused by the increased traffic. Putting all the traffic on Harrison street will cause traffic
congestion in that area. Efforts should be made with ODOT to put in the traffic light without opening 5th street. Process: The process did provide much more information than we would
have had without the meetings. It also gave a good insight by the other committee members. 3/11/10 Tom Welch First: Alternative 1 Second: Alternative 2 Third: Alternative 3 Projecting
the inevitable increases in traffic, there seems to me no choice but to open 5th street – to provide additional routing options to both motor vehicle traffic and pedestrian traffic,
especially onto off of 214, other than Settlemier or Boones Ferry Rd. Opening 5th to 214 and placing crossing signals, crosswalk at 214/5th, sidewalks and crossing controls along 5th
to Harrison will address the current and future needs to traffic flow. Access to that part of town to emergency vehicle response will be dramatically improved. Some people/properties
will see negative impact which (unfortunately) cannot be engineered out. Process: The CAC process is too heavily weighted with only 1 special interest group – St. Luke’s School. The
results need to be weighted to give more accurate suggestions to the council. We don’t want this report to be deemed St. Luke’s School vs. the City of Woodburn. Try weighting the responses
giving each person only that amount of score they deserve – as it’s towards row data would suggest no build was the recommendation but it is really not necessarily so, the majority of
the CAC were imported homeowners and St. Luke’s School only – all are emotionally compromised and not enough unbiased input came to the CAC meetings to balance the issues.
6 3/11/10 Casey Robles First: Alternative 3 Second: Alternative 1 (with Yew open) Third: Alternative 2 (north on 5th) I support no build because I live there and don’t see any way we
can move any time soon. I think it is going to limit play space for children and create much traffic that will actually be dangerous for the kids that are used to playing there. I think
cars will short cut through 5th and traffic speeds will be dangerously high. Two way street must have Yew open. Process: Good – at least my voice was heard here in the room. Hope we
come up with something that works for everyone. 3/11/10 Peppi Kosikowski First: Alternative 3 Second: Alternative 2 Third: Alternative 1 This will change the area where I live in a very
negative way. 3/11/10 Jerry Ambris First: Alternative 3 Second: Alternative 2 Third: Alternative 1 No build is my recommendation due to safety, distractions and parking. If traffic is
extended to Morrison (needs resurfacing), 3rd Street (needs widening or other side streets (Fir and High need resurfacing)) – this could be a disaster. House owners do not want this,
the school does not want this, and the church does not want this. During the CAC meetings the City has failed to convince me that the gains are great enough to disrupt community, families
and church goers. Process: This process should be utilized as often as possible to hear the voice of those most and first impacted.
7 3/11/10 Dave Christoff First: Alternative 3 Second: Alternative 1 Third: Alternative 2 I initially felt and still do that the most benefitted residents of W.D. were those living in
and involved in the neighborhood. However, given the dialog from those most impacted and most vested. It is too emotional an issue and for that reason it would be politically impractical.
It would be better to let the system fail than attempt to proceed with this. 1. Because not enough of the entire city benefits 2. Too much fear of the unknown 3. Too complex to grasp
until it becomes more obvious in the future Since those impacted the most do not perceive the value, I strongly recommend NO BUILD.
APPENDIX D PAVEMENT DESIGN REPORT
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix D -Pavement Design Report.doc APPENDIX D PAVEMENT DESIGN REPORT The following Pavement
Design Report was prepared by GRI, a geotechnical engineering firm serving as a subconsultant to Murray, Smith & Associates, Inc. This report includes information obtained through on-site
geotechnical investigations and provides recommendations regarding earthwork and the pavement section for 5th Street. Boring information in this report is planned to also be used to
design signal pole foundations during final design.
March 30, 2010 5066 PAVEMENT RPT Murray, Smith & Associates, Inc. 121 SW Salmon Street, Suite 900 Portland, OR 97204 Attention: Kevin Thelin, PE, and Gabe Crop, PE SUBJECT: Pavement
Investigation 5th Street Improvements, Including Extension of Yew Street Between 3rd and 5th Streets Woodburn, Oregon At your request, GRI has conducted a pavement investigation for
the proposed improvements to 5th Street between Harrison Street and OR Highway 214, and the extension of Yew Street between 3rd and 5th streets in Woodburn, Oregon. The general location
of the improvement area is shown on the Vicinity Map, Figure 1. The investigation was conducted to evaluate subsurface and subgrade materials and conditions at the site and develop recommendations
for earthwork and pavement design. The investigation included subsurface explorations, laboratory testing, and engineering analyses. This report describes the work accomplished and provides
our conclusions and recommendations for use in the design and construction of the improvements. PROJECT DESCRIPTION The project consists of improvements to 5th Street between Harrison
Street and OR Highway 214, about 1,800 ft length of roadway. The approximate location of the improvements is shown on the Site Plan, Figure 2. The current preferred alternative includes
opening the entire alignment for two-way traffic. The 5th Street project includes new asphaltic-concrete (AC) pavements; landscaping; signage, including new signalization for the intersection
of OR Highway 214, 5th Street, and Meridian Drive; and storm sewer lines. Reconstruction and overlay were both considered for the rehabilitation of the 5th Street pavement. It is anticipated
that minor grading will be required to establish site grades, and the maximum depth of trenches for the storm sewer will be less than about 5 ft. We understand 5th Street is currently
classified by the City of Woodburn (City) as a local residential street and, following the planned improvements, will be classified as an access street. Traffic information provided
by Murray, Smith & Associates, Inc. (MSA) indicates 5th Street will be subjected to a maximum of 2,700 ADT, which is expected to decrease after the construction of improvements to the
Interstate 5 /OR Highway 214 interchange and widening of OR Highway 214. For the purpose of design, it is assumed the traffic is relatively evenly split in the two directions of traffic
on 5th Street, with the design lane subjected to 1,350 ADT. It is also estimated that truck traffic will be comprised of 2% medium-size (2-axle, 6-tire) trucks, 1% transit buses, and
4% school buses. Since it is not known when the improvements to the Interstate 5 /OR Highway 214 interchange and widening of OR Highway 214 will occur, 0% growth of traffic is assumed
over the 20-year design life of the pavement.
2 For long-term planning purposes, consideration is also being given to developing 3rd and 5th streets as a couplet with Yew Street as a connector between the two roadways. If developed
as a couplet, 3rd and 5th streets would be developed as one-way, one-lane streets subjected to the above traffic; Yew Street would be developed as one-way, one-lane or a two-way street.
SITE DESCRIPTION Topography and Surface Conditions Visual observations indicate 5th Street, between OR Highway 214 and the undeveloped segment, slopes gently downward toward the highway.
The remaining portion of 5th Street slopes gently downward toward the intersection of 5th and High streets. The AC pavement extending from OR Highway 214 to the undeveloped segment,
which has a length of about 350 ft, is in good condition. No obvious indications of cracking and/or rutting were observed. Information provided by the City to MSA indicates this portion
of 5th Street was constructed at about the same time the adjacent apartment complex was completed. The City has as-built plans for the apartment complex dated March 1, 1994, and estimates
this segment of 5th Street was likely constructed in 1993 or 1994. The undeveloped segment of 5th Street is about 50 ft long and vegetated with grass and scattered shrubs. South of the
undeveloped segment, the existing AC pavements of 5th Street and the intersection of 3rd and Yew streets have numerous cracks and areas of alligator cracking, and are generally in poor
condition. The potential future extension of Yew Street is presently developed with single-and multifamily housing and associated landscaping. Geology Geologic units in the vicinity
of the project site consist of Pleistocene-age lacustrine deposits (Willamette Silt Formation) overlying the Troutdale Formation. Willamette Silt generally consists of sandy and clayey
silt soils that are up to 100 ft thick. The silt often contains interbedded layers of sand. The Troutdale Formation in this area can consist of alternating layers of clay, silt, sand
and gravel, and can locally contain boulders. SUBSURFACE CONDITIONS General Subsurface and subgrade materials and conditions at the site were investigated on December 16, 2009, with
seven borings, designated B-1 through B-7. The borings were advanced to depths of 6.5 to 21.5 ft at the locations shown on Figure 2. The field exploration and laboratory testing programs
completed for this study are discussed in detail in Appendix A. Logs of the borings are shown on Figures 1A through 7A. The terms used to describe the soils encountered in the borings
are defined in Table 1A. Soils For the purpose of discussion, the materials disclosed by the borings have been grouped into the following categories based on their physical characteristics
and engineering properties. Listed as they were encountered from the ground surface downward, the units are: 1. PAVEMENT 2. FILL 3. SILT
3 1. PAVEMENT. AC pavement was encountered at the ground surface in all of the borings. The thickness of the AC ranges from about 1.5 to 4 in., and is typically 2.5 to 3 in. The pavement
in borings B-1 and B-2 was cored to permit recovery of samples of the AC for evaluation and consideration of overlay design. The AC is underlain by crushed rock base (CRB), typically
of 1-in.-minus gradation, and ranging from 4.5 to 12.5 in. thick. Our observations at the time of drilling indicate the CRB in borings B-1 and B-2, which underlies the portion of 5th
Street that is in good condition, contains a trace of fines (silt and clay). In the remaining borings, the fines content of the CRB is variable, ranging from a trace to some fines. 2.
FILL. Fill was encountered beneath the pavement in borings B-5 and B-6. The fill in boring B-5 extends to a depth of about 3.5 ft and consists of dark brown silt containing a trace of
clay and fine-grained sand. A Torvane shear strength value of 0.20 tsf indicates the relative consistency of the silt fill is soft. The fill in boring B-6 extends to a depth of about
2.6 ft and consists of reddish-brown silt that contains a trace of finegrained sand. Our observations of the action of the drill rig at the time of the exploration indicate the relative
consistency of the silt fill is typically medium stiff. 3. SILT. Silt was encountered beneath the pavement and fill in all of the borings, which were terminated in the silt at depths
of 6.5 to 21.5 ft. The silt is typically brown to brown mottled rust and/or gray, and contains varying percentages of fine-grained sand, generally ranging from none to sandy, and a trace
of clay. N-values of 4 to 15 blows/ft and Torvane shear strengths of 0.15 to 0.30 tsf indicate the relative consistency of the silt ranges from soft to stiff, and is typically medium
stiff to stiff. The natural moisture content of the silt ranges from about 30 to 42%. The dry unit weight of four undisturbed samples of silt obtained from depths of 3.5 to 10.4 ft ranges
from about 84 to 89 pcf at moisture contents of about 26 to 37%. Atterberg limits testing of three samples of the silt indicates the material is of low plasticity, see Figure 8A. Groundwater
We anticipate the groundwater level at the site will fluctuate in response to precipitation and may approach the ground surface during the wet, winter months. Groundwater was encountered
during drilling at depths of 12 and 9.5 ft in borings B-1 and B-5, respectively, and was not encountered in borings B-2 through B-4, B-6, and B-7. CONCLUSIONS AND RECOMMENDATIONS General
Borings made for this investigation and our observations at the site indicate the pavement of 5th Street, from OR Highway 214 extending about 350 ft south to the undeveloped segment,
is in good condition. South of the undeveloped segment to Harrison Street, and at the intersection of 3rd and Yew streets, the existing pavement is in poor condition. A 1.5-to 2.5-ft
thickness of fill was encountered beneath the pavement in two borings in the southern portion of 5th Street. The borings disclosed silt soils beneath the pavement and fill to a depth
of at least 21.5 ft, the maximum depth explored. Groundwater was encountered in two of the borings at depths of 9.5 and 12 ft. We anticipate that groundwater levels at the site may approach
the ground surface during periods of intense or prolonged precipitation. In our opinion, the existing AC-paved roadway surface on 5th Street, extending from OR Highway 214 to the undeveloped
segment, can be suitably reconditioned with an AC overlay or, alternatively, replaced with new AC over the existing CRB, provided the additional thickness can be accommodated. The
4 remaining AC pavement on 5th Street, within the project limits, is in poor condition and should be reconstructed. In addition, the CRB underlying the poor-condition AC contains a variable
content of fines and is likely not suitable for re-use as CRB beneath new pavements. The primary soils and subgrade considerations associated with construction of the proposed improvements
are the presence of moisture-sensitive silt soils and the potential for high groundwater levels. The following sections of this report provide our conclusions and recommendations concerning
design and construction of the project. Site Preparation and Grading The ground surface within the limits of new pavement and areas to be filled should be stripped of vegetation, surface
organics, and loose surface soils. Stripping should generally be accomplished to remove the heavily rooted zone of the vegetation, which will likely be to a depth of about 3 to 4 in.
in the grassy areas. Greater or lesser amounts of stripping may be required locally. In our opinion, the loose, organic surface soils should be removed from the site or stockpiled on
site for use in landscaped areas. Where the existing roadway will be reconstructed, the existing AC should be removed. In our opinion, the removed AC can be recycled by grinding or crushing
to a maximum nominal size of 11/2 in. and used in pavement areas as structural fill, trench backfill, or a substitution for a portion of the CRB. Consideration should be given to using
portions of the existing AC-paved areas as a temporary work pad or haul road during construction. The existing CRB beneath areas of poor-condition AC may be contaminated with fines,
making it unacceptable for reuse as CRB. However, it may be possible to re-use the material as general structural fill. Following removal of the AC, the existing CRB should be evaluated
by the geotechnical engineer, and the contaminated CRB removed to the depth of subgrade elevation for the new pavement. Following stripping or excavation to subgrade level within pavement
areas and areas to receive fill, the subgrade should be evaluated by a geotechnical engineer. Proof rolling with a loaded 10cy dump truck may be part of the evaluation. Soft areas or
unsuitable materials should be overexcavated and replaced with structural fill as described below. In particular, areas of possible uncontrolled fill exposed during site preparation
should be evaluated, which may include shallow test pits. During and following stripping and excavation, the contractor must use care to protect the underlying silt subgrade from disturbance
by construction traffic. The fine-grained soils disclosed by the subsurface investigation are sensitive to moisture content. Typically, when these soils are in excess of 4 to 5% of their
optimum moisture content, they become weak, unstable, and softened when subjected to construction traffic. For this reason, site preparation and earthwork will be more straightforward
and less costly if accomplished during the dry, summer months, typically extending from mid-May to mid-October. It has been our experience that even during periods of extended warm,
dry weather, the moisture content of the soils below existing pavement will remain relatively unchanged and well above the optimum moisture content. As shown on the boring logs, the
in situ moisture content of the silt soils is typically 30 to 45%. The optimum moisture content of the on-site silt soils is anticipated to be about 20%. As a result, even during warm,
dry, favorable working conditions, the earthwork contractor will need to exercise care to avoid disturbance and softening of the subgrade.
5 If construction is to proceed during the wet months of the year, we recommend that all construction traffic be limited to movement on granular work pads. We further recommend that
any excavation during wet ground conditions be performed using large hydraulic excavators (backhoes), in lieu of scrapers and/or bulldozers, to prevent softening of the subgrade soils.
Also, the contractor should plan the earthwork operations such that construction equipment, i.e., bulldozers, dump trucks, etc., does not traffic the finegrained subgrade soils. This
will require the placement of imported granular fill for a working pad as the earthwork progresses. If the subgrade is disturbed during construction, soft, disturbed soils should be
overexcavated to firm soil and backfilled with granular structural fill. In our opinion,
a 12-in.-thick granular work pad should be sufficient to prevent disturbance of the subgrade by lighter construction equipment and limited traffic by dump trucks. Haul roads and other
high-density traffic areas will require an 18-to 24-in. thickness of fragmental rock to reduce the risk of subgrade deterioration. Any subgrade soils disturbed by construction activity
should be overexcavated to firm soil and backfilled with structural fill placed and compacted as recommended in the following section. Geotextile fabrics may be used between the granular
work pad materials and the underlying fine-grained subgrade soils as a separation filter to prevent the movement of fines into the fragmental rock. Use of these fabrics may improve haul
road performance and reduce maintenance, particularly during wet-weather conditions. Permanent cut and fill slopes should be no steeper than 2H:1V. Temporary cut and fill slopes should
be constructed at 1H:1V, or flatter. Structural Fill We understand the maximum thickness of compacted structural fills will be less than a few feet. All fill placed beneath pavement,
sidewalk areas, and other structures, should be compacted as structural fill. Onsite or imported organic-free soils approved by the geotechnical engineer may be used to construct structural
fills. However, on-site and imported silt soils are sensitive to moisture content and can be placed and compacted as structural fill only during dry conditions when the moisture content
can be controlled. It should be noted that any existing CRB to be reused as structural fill and containing more than about 15% fines will behave more like a fine-grained soil, and its
re-use will likely be limited to the drier months of the year. During the wet, winter and spring months, fills should be constructed using relatively clean, granular materials, or recycled
AC. All structural fills should extend a minimum horizontal distance of 2 ft beyond the edge of pavement and sidewalk areas. Slopes constructed of structural fill should be no steeper
than 2H:1V. We anticipate the settlement due to placement of fills up to approximately 2 to 3 ft thick, placed in accordance with our recommendations, will be about 1/2 in. The majority
of the settlement will occur during placement of the fill. Approved, organic-free, fine-grained soils used to construct structural fills should be placed in 9-in.-thick lifts (loose)
and compacted to at least 95% of the maximum dry density as determined by ASTM D 698. In our opinion, the moisture content of fine-grained soils used to construct structural fill should
be controlled to within 3% of optimum at the time of compaction. Some aeration and drying of the on-site, fine-grained soils may be required to achieve the compaction criteria. We recommend
that fill placed in landscaped areas be compacted to about 88 to 90% of the maximum dry density as determined by ASTM D 698. We anticipate that segmented pad rollers will be most effective
for compacting fine-grained (silt) soils.
6 Granular material used to construct structural fills or work pads during wet weather can consist of sand, sandy gravel, fragmental rock, or recycled AC or concrete, with a maximum
size of up to about 2 in. with not more than about 5% passing the No. 200 sieve (washed analysis). The first lift of granular fill material placed over the silt subgrade should be in
the range of 12 to 18 in. thick (loose). Subsequent lifts should be placed 12 in. thick (loose). Granular material less than 2-in. maximum size should be compacted to at least 95% of
the maximum dry density as determined by ASTM D 698. Coarse granular material should be compacted until well keyed. Generally, at least four passes with a medium-weight, smooth-drum
vibratory roller are required to achieve compaction. Recycled, on-site or imported AC grindings or crushed concrete with a maximum nominal size of about 11/2 in. may be used as structural
fill, trench backfill, or for a portion of the granular base course section in pavement areas. Utilities Utilities In our opinion, there are three major considerations in the design
and construction of new utilities. 1) Provide stable excavation side slopes or support for trench sidewalls to minimize loss of ground. 2) Provide a safe working environment during construction.
3) Minimize post-construction settlement of the utility and ground surface. The method of excavation and design of trench support are the responsibility of the contractor and subject
to applicable local, state, and federal safety regulation, including the current OSHA excavation and trench safety standards. The means, methods, and sequencing of construction operations
and site safety are also the responsibility of the contractor. The information provided below is for the use of our client and should not be interpreted to mean that we are assuming
responsibility for the contractor’s actions or site safety. According to the most recent OSHA regulations, the majority of the fine-grained soils materials encountered within the explorations
may be classified as Type C. In our opinion, trenches less than 4 ft deep may be cut vertically and left unsupported during the normal construction sequence, i.e., assuming trenches
are excavated and backfilled in the shortest possible sequence, and excavations are not allowed to remain open longer than 8 hrs. Excavations more than 4 ft deep should be laterally
supported or alternatively provided with stable side slopes of 1H:1V or flatter. In our opinion, adequate lateral support may be provided by common methods, such as the use of a trench
shield or hydraulic shoring systems. If utility construction is performed during the wetter months of the year or if significant groundwater seepage is encountered during construction,
some overexcavation of the trench bottom may be necessary to permit the installation of stabilization material. Clean, 4-in.-minus crushed rock is typically used for this purpose. The
actual required depth of overexcavation will depend on the contractor’s method of operation and the conditions conditions encountered, and should be established at the time of construction.
We anticipate that any groundwater inflow encountered can be controlled by pumping from sumps. All backfill placed in utility trench excavations within the limits of pavement, sidewalk
areas, or other structures, should consist of granular material, such as sand, sand and gravel, crushed rock, or recycled AC or crushed concrete, with a maximum size of up to 2 in. and
not more than about 8% passing the No. 200
7 sieve (washed analysis). The granular backfill should be placed in lifts and compacted using vibratory compactors or tamping units to at least 95% of the maximum dry density as determined
by ASTM D 698. Flooding or jetting to compact the backfill should not be permitted. Pavements We understand that AC pavement will be used for the roadway improvements of this project.
The pavement is to have a design life of 20 years. The following sections provide a discussion of our assumptions and methodology for estimation of traffic over the design life and recommended
pavement designs. The recommended pavement sections provided below are based on the assumption that all workmanship and materials will conform to the applicable specifications used by
the Oregon Department of Transportation (ODOT). Traffic. We understand 5th Street is presently classified as a local residential street and, following the planned improvements, will
be classified as an access street. Studies conducted for this project indicate 5th Street Street will be subjected to a maximum of 2,700 ADT, which is expected to decrease after the
construction of improvements to the Interstate 5 /OR Highway 214 interchange and widening of OR Highway 214. For the purpose of design, it is assumed the traffic is relatively evenly
split in the two directions of traffic, with the design lane subjected to 1,350 ADT. It is also estimated that truck traffic will be comprised of 2% medium-size (2-axle, 6-tire) trucks,
1% transit buses, and 4% school buses. Since it is not known when the improvements to the Interstate 5 /OR Highway 214 interchange and widening of OR Highway 214 will occur, 0% growth
of traffic was assumed over the 20-year design life of the pavement. Applying conversion factors to the truck traffic, we estimate the pavement will be subjected to a one-way truck volume
of about 350,000 ESALs. Flexible Pavement Design Studies. Flexible pavement design studies were conducted using the results of our investigation, our experience, and the traffic information
information developed in the section above. The resilient modulus for the existing base course and silty subgrade soils were estimated on the basis of subsurface conditions disclosed
in the borings and our experience with similar soils. The following factors were used in the AASHTO method of pavement thickness design. INPUT FACTORS FOR THE AASHTO METHOD OF PAVEMENT
THICKNESS DESIGN Design Parameter Symbol Value Reliability Factor R(%) 80 Overall Standard Deviation S? 0.45 Traffic W18 (millions) 0.35 Resilient Modulus Crushed Rock Base Silt Subgrade
MR 20,000 psi 5,000 psi Design Serviceability Loss ? psi 1.7 Asphalt Factor New AC Existing AC a1 0.42 0.34 Granular Base Factor a2 0.10 Drainage Factor m2 1.0
8 The results of our analyses indicate the minimum new pavement section to support the 20-year design traffic on 5th Street as a two-way street or one-lane, one-way couplet will be 4.5
in. of AC over 14 in. of aggregate base. However, the City’s minimum pavement section for an access street requires a minimum 5-in. thickness of AC. In this regard, we recommend 5th
Street be reconstructed with a pavement section of 5 in. of AC over 12 in. CRB. In our opinion, the existing pavement of 5th Street, between OR Highway 214 and the dead end, can also
be rehabilitated with an overlay of new AC if the additional thickness can be accommodated. Our review of the existing pavement condition at the northern end of 5th Street indicates
the existing pavement has an effective AC thickness (i.e., equivalent thickness to new AC) of about 2.5 in. and could be improved with a 2.5 in. overlay of new AC to provide support
for the design traffic. Alternatively, the 3-in. thickness of existing AC can be removed and replaced with a a 5 in. thickness of new AC over 12 in. of CRB. The existing CRB can remain
in place if grades can be raised 2 in. For the purpose of long-term planning, we also evaluated the pavement design for Yew Street. If Yew Street will support two-way local traffic,
we recommend it be developed with the City’s minimum pavement section for a local residential street of 4 in. AC over 8 in. of CRB. If Yew Street will serve as a couplet connector between
3rd and 5th streets, we recommend it be developed with the same new pavement section selected for the reconstruction of 5th Street. At the transition between new full-depth pavement
and overlay areas, we recommend the final lift of paving be continuous between the two sections; however, the lower layers of new pavement can abut the existing pavement. We recommend
the new AC pavement consist of dense-graded hot-mix asphaltic concrete (HMAC). Based on the anticipated design traffic of 350,000 ESALs, we recommend using a mix design level 2 for the
design of the AC. The surface wearing course should consist of dense HMAC with a maximum particle size of 1/2 in., placed in a single 2-in.-thick lift. The underlying AC base course(s)
should consist of dense AC with a maximum particle size of 1/2 or 3/4 in. placed in lifts of 2 to 3 in. In addition, we recommend the asphalt binder consist of PG 70-22 asphalt. A tack
coat should be placed between existing AC and any new AC overlay. We recommend the upper 3 in. of new CRB have a maximum nominal size of about 3/4 in. for leveling and paving purposes,
and the remaining thickness of CRB should have a maximum nominal size of 11/2 in. The full thickness of the CRB could consist of 3/4-in.-minus crushed rock. Construction Considerations.
Prior to placing CRB, and during favorable weather conditions, subgrade areas should be proof rolled with a fully loaded, 10-cy dump truck. Any soft areas detected by the proof rolling
should be overexcavated to firm ground and backfilled with compacted structural fill. In those areas where the pavement will be placed over a granular work pad, it will probably only
be necessary to remove the contaminated surface material, i.e., the upper few inches, and replace with crushed rock base course prior to paving. However, prior to any grading or paving,
the granular work pad should be proof rolled with a fully loaded, 10-cy dump truck. Any soft and/or wet areas should be overexcavated and backfilled with compacted structural fill.
9 If recycled AC grindings or crushed concrete is used to replace a portion of the CRB, we recommend placing these materials in the lower portion of the base course layer and capping
it with at least 4 in. of CRB. Sidewalks Fill placed beneath sidewalks should be placed as compacted structural fill. We recommend that sidewalks be underlain by a 4-to 6-in. thickness
of compacted crushed rock. Crushed rock of 3/4-or 1-in.-minus gradation would be suitable for this purpose. Soft areas of subgrade should be repaired prior to placement and compaction
of the CRB. Design Review and Construction Services We welcome the opportunity to review and discuss construction plans and specifications for this project as they are being developed.
In addition, GRI should be retained to review all geotechnical-related portions of the plans and specifications to evaluate whether they are in conformance with the recommendations provided
in our report. In addition, to observe compliance with the intent of our recommendations, design concepts, and the plans and specifications, we are of the opinion that all construction
operations dealing with earthwork and pavements should be observed by a GRI representative. Our construction-phase services will allow for timely design changes if site conditions are
encountered that are different from those described in our report. If we do not have the opportunity to confirm our interpretations, assumptions, and analyses during construction, we
cannot be responsible for the application of our recommendations to subsurface conditions that are different from those described in this report. LIMITATIONS This report has been prepared
to aid the project team in the design of the roadway improvements. The scope is limited to the specific project and location described herein, and our description of the project represents
our understanding of the significant aspects of the project relevant to the design and construction of the earthwork, and pavements. In the event that any changes in the design and location
location of the project elements as outlined in this report are planned, we should be given the opportunity to review the changes and to modify or reaffirm the conclusions and recommendations
of this report in writing. The conclusions and recommendations submitted in this report are based on the data obtained from the borings made at the locations indicated on Figure 2 and
from other sources of information discussed in this report. In the performance of subsurface investigations, specific information is obtained at specific locations at specific times.
However, it is acknowledged that variations in soil conditions may exist between exploration locations. This report does not reflect any variations that may occur between these explorations.
The nature and extent of variation may not become evident until construction. If, during construction, subsurface conditions different from those encountered in the explorations are
observed or encountered, we should be advised at once so that we can observe and review these conditions and reconsider our recommendations where necessary.
10 Submitted for GRI, Dwight J. Hardin, PE Gene M. Tupper, PE, GE Principal Senior Engineer This document has been submitted electronically.
G R I VICINITY MAP MAR. 2010 JOB NO. 5066 FIG. 1 0 1/2 1 MILE North DELORME 3-D TOPOQUADS, OREGON WOODBURN, OREG. (3ca) 2004 MURRAY, SMITH & ASSOCIATES, INC. WOODBURN 5th STREET IMPROVEMENTS
SITE PLAN MAR. 2010 JOB NO. 5066 FIG. 2 MURRAY, SMITH & ASSOCIATES, INC. WOODBURN 5th STREET IMPROVEMENTS 0 320 FT North BORING MADE BY GRI (DECEMBER 16, 2009) SITE PLAN FROM FILE BY
MURRAY, SMITH & ASSOCIATES, INC., DATED MARCH 23, 2010 160 G R I B-1 B-2 B-3 B-4 B-5 B-6 B-7
APPENDIX A Field Explorations and Laboratory Testing
A-1 APPENDIX A FIELD EXPLORATIONS AND LABORATORY TESTING FIELD EXPLORATIONS Subsurface materials and conditions at the site were investigated by GRI on December 16, 2009, with seven
borings, designated B-1 through B-7, at the locations shown on Figure 2. The borings were advanced to depths of 6.5 to 21.5 ft with solid-stem auger drilling techniques using a trailer-mounted
drill rig provided and operated by Greg Vandehey Soil Sampling of Forest Grove, Oregon. Disturbed and undisturbed soil samples were typically obtained from the borings at 2.5-to 5-ft
intervals of depth. Disturbed samples were obtained using a standard split-spoon sampler. The Standard Penetration Test was conducted at the time of sampling. This test consists of driving
a standard split-spoon sampler into the soil a distance of 18 in. using a 140-lb hammer dropped 30 in. The number of blows required to drive the sampler the last 12 in. is known as the
Standard Penetration Resistance, or N-value. The N-values provide a measure of the relative density of granular soils, such as sand, and the relative stiffness of cohesive soils, such
as silt. Undisturbed samples were obtained by pushing Shelby tubes using the drill rig. All of the split-spoon samples were saved in airtight jars and the Shelby tubes were sealed with
plastic caps. All samples were returned to our laboratory for further examination and testing. The pavement in borings B-1 and B-2, located in the northern portion of 5th Street, was
initially cored with a 6-in.-diameter core barrel. The pavement cores were labeled in the field and returned to our laboratory for future examination. Logs of the borings are provided
on Figures 1A through 7A. Each log provides a descriptive summary of the various types of materials encountered in the borings and notes the depths at which the materials and characteristics
of the material change. To the right of the descriptive summary, the numbers and types of samples taken during the drilling operation are indicated. Farther to the right, N-values are
shown graphically, along with the natural moisture contents, Torvane shear strength values, and fines content (percent passing No. 200 sieve). The terms used to describe the soils encountered
in the borings are defined in Table 1A. LABORATORY TESTING The samples obtained from the borings were examined in our laboratory where the physical characteristics of the samples were
noted, and the field classifications were modified where appropriate. At the time of classification, the natural moisture content of each sample was determined. Additional testing included
determinations of undisturbed unit weight, washed sieve analyses, Torvane shear strength, and Atterberg limits determinations. The following sections describe the testing program in
more detail. Natural Moisture Content Natural moisture content determinations were made in conformance with ASTM D 2216 and are summarized on Figures 1A through 7A.
A-2 Grain Size Analysis (Washed Sieve) Washed sieve analyses were performed on representative samples of the soils to assist in their classification. The test is performed by taking
a sample of known dry weight and washing it over a No. 200 sieve. The material retained on the No. 200 sieve is oven-dried and re-weighed, and the percentage of material (by weight)
that passed the No. 200 sieve is calculated. The test results are tabulated below. SUMMARY OF WASHED SIEVE ANALYSES Percent Passing Location Sample Depth, ft No. 200 Sieve Soil Type
B-1 S-1 2.5 85 SILT S-2 6.5 58 Sandy SILT S-3 7 77 SILT; some sand S-4 10.8 93 SILT S-5 12 76 SILT; some sand S-6 15 90 SILT; trace to some sand S-7 20 99 SILT B-2 S-2 5 85 SILT; some
sand B-3 S-2 5 83 SILT; some sand S-4 9.5 99 SILT B-4 S-1 2.5 98 SILT; trace sand B-5 S-2 4.5 87 SILT; some sand S-4 10 81 SILT; some sand B-7 S-3 7.5 69 SILT; some sand to sandy Torvane
Shear Strength The approximate undrained shear strength of soil in relatively undisturbed soil samples was determined using a Torvane shear device. The Torvane is a hand-held apparatus
with vanes that are inserted into the soil. The torque required to fail the soil in shear around the vanes is measured using a calibrated spring. The results of the Torvane shear strength
tests are shown on Figures 1A through 7A. Undisturbed Unit Weight The unit weight, or density, of undisturbed soil samples was determined in the laboratory in substantial conformance
with ASTM D 2937. Test results and corresponding soil classifications are summarized below. SUMMARY OF UNIT WEIGHT DETERMINATIONS Boring Sample Depth, ft Natural Moisture Content, %
Dry Unit Weight, pcf Soil Type B-1 S-2 5.3 37 84 SILT; trace to some sand, trace clay S-4 10.4 37 86 SILT; trace to some sand B-3 S-3 8.0 34 89 SILT; some sand B-5 S-1 3.5 26 87 SILT;
trace sand and clay
A-3 Atterberg Limits Atterberg limits determinations were performed in substantial conformance with ASTM D 4318 on samples obtained from borings B-1 and B-3. The test data are used for
soil classification purposes and as indicators of engineering properties of the fine-grained soils at the site. The results of the Atterberg limit determinations are shown on the Plasticity
Chart, Figure 8A.
Table 1A GUIDELINES FOR CLASSIFICATION OF SOIL Description of Relative Density for Granular Soil Standard Penetration Resistance Relative Density (N-values) blows per foot very loose
0 -4 loose 4 -10 medium dense 10 -30 dense 30 -50 very dense Over 50 Description of Consistency for Fine-Grained (Cohesive) Soils Standard Penetration Torvane Resistance (N-values) Undrained
Shear Consistency blows per foot Strength, tsf very soft 2 less than 0.125 soft 2 -4 0.125 -0.25 medium stiff 4 -8 0.25 -0.50 stiff 8 -15 0.50 -1.0 very stiff 15 -30 1.0 -2.0 hard over
30 over 2.0 Sandy silt materials, which exhibit general properties of granular soils, are given relative density description. Grain-Size Classification Modifier for Subclassification
Boulders Percentage of 12 -36 in. Other Material Adjective In Total Sample Cobbles 3 -12 in. clean 0 -2 Gravel trace 2 -10 1/4 -3/4 in. (fine) 3/4 -3 in. (coarse) some 10 -30 Sand sandy,
silty, 30 -50 No. 200 -No. 40 sieve (fine) clayey, etc. No. 40 -No. 10 sieve (medium) No. 10 --No. 4 sieve (coarse) Silt/Clay -pass No. 200 sieve
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ?? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ?? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT, 30-IN.
DROP) BLOWS PER FOOT MOISTURE CONTENT, % ?? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-1 MAR. 2010 JOB NO.
5066 FIG. 1A S-2 S-6 S-1 S-7 7 (12/16/2009) 21.5 S-3 ?? 5 ??7 ?? 15?? S-4 S-5 7 ?? Asphaltic-concrete PAVEMENT (3 in.) over crushed rock BASE COURSE (12 in.) Medium stiff, brown to gray
mottled rust SILT; trace to some fine-grained sand, trace clay -------sandy at 6.5 ft ----------sand absent below 7 ft ----------trace to some sand, clay absent below 10 ft ----------sandy
below 12 ft ----------trace to some sand below 15 ft ----------stiff below 17 ft ----------trace clay below 20 ft 1.3 0.20?? 0.15?? ??(12/16/09)
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ?? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ?? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT, 30-IN.
DROP) BLOWS PER FOOT MOISTURE CONTENT, % ?? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-2 MAR. 2010 JOB NO.
5066 FIG. 2A S-2 S-1 12 (12/16/2009) Groundwater not encountered during drilling 6.5 ?? 10 ?? Asphaltic-concrete PAVEMENT (2.5 in.) over crushed rock BASE COURSE (12.5 in.) Stiff, brown
SILT; some fine-grained sand 1.3
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT, 30-IN.
DROP) BLOWS PER FOOT MOISTURE CONTENT, % ? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-3 MAR. 2010 JOB NO.
5066 FIG. 3A S-2 S-1 7 (12/16/2009) Groundwater not encountered during drilling 11.0 ? 11 ? S-3 S-4 7 ? Asphaltic-concrete PAVEMENT (2.5 in.) over crushed rock BASE COURSE (9.5 in.)
Medium stiff to stiff, brown to gray mottled rust SILT; some finegrained sand ----------brown below 5 ft ----------trace sand below 8.5 ft ----------sand absent, trace clay below 9.5
ft 1.0 0.30?
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ?? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ?? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT, 30-IN.
DROP) BLOWS PER FOOT MOISTURE CONTENT, % ?? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-4 MAR. 2010 JOB NO.
5066 FIG. 4A S-2 S-1 13 (12/16/2009) Groundwater not encountered during drilling 6.5 ??8?? Asphaltic-concrete PAVEMENT (2.5 in.) over crushed rock BASE COURSE (4.5 in.) Medium stiff
to stiff, brown SILT; trace fine-grained sand 0.6
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ?? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ?? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT, 30-IN.
DROP) BLOWS PER FOOT MOISTURE CONTENT, % ?? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-5 MAR. 2010 JOB NO.
5066 FIG. 5A (12/16/2009) 11.5 S-3 S-4 5?? 13 ?? S-1 S-2 5?? Asphaltic-concrete PAVEMENT (4 in.) over crushed rock BASE COURSE (7 in.) FILL: Soft, dark brown SILT; trace clay and fine-grained
sand 0.9 Medium stiff, brown SILT; trace clay and fine-grained sand ----------gray mottled rust below 7.5 ft ----------trace to some fine-grained sand below 10 ft 3.5 0.20?? ??0.30 ??(12/16/09)
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ?? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ?? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT, 30-IN.
DROP) BLOWS PER FOOT MOISTURE CONTENT, % ?? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-6 MAR. 2010 JOB NO.
5066 FIG. 6A S-2 S-1 6 (12/16/2009) Groundwater not encountered during drilling 6.5 ??8?? Asphaltic-concrete PAVEMENT (1.5 in.) over crushed rock BASE COURSE (10.5 in.) FILL: Medium
stiff, reddish-brown SILT; trace fine-grained sand 1.0 Medium stiff to stiff, brown SILT; trace fine-grained sand 2.6 -------trace clay below 5 ft
CLASSIFICATION OF MATERIAL DEPTH, FT 2-IN.-OD SPLIT-SPOON SAMPLER 3-IN.-OD THIN-WALLED SAMPLER TORVANE SHEAR STRENGTH, TSF ?? PERCENT PASSING NO. 200 SIEVE GRAPHIC LOG GROUNDWATER DEPTH,
FT SAMPLES ?? Water Level (date) SLOTTED PVC PIPE NX CORE RUN GRAB SAMPLE OF DRILL CUTTINGS Liquid Limit Plastic Limit Moisture Content STD PENETRATION RESISTANCE (140-LB WEIGHT,
30-IN. DROP) BLOWS PER FOOT MOISTURE CONTENT, % ?? 5 10 15 20 25 30 35 40 G 0 0.5 1.0 (TONS PER FT 2) 0 50 100 * NO RECOVERY G R I SURFACE ELEVATION NOT AVAILABLE BORING B-7 MAR. 2010
JOB NO. 5066 FIG. 7A S-2 S-1 14 (12/16/2009) Groundwater not encountered during drilling 11.5 S-3 S-4 ?? 8 ??4??7 ?? Asphaltic-concrete PAVEMENT (3 in.) over crushed rock BASE COURSE
(5 in.) Medium stiff to stiff, brown mottled rust SILT; trace fine-grained sand 0.7 ----------medium stiff, brown below 5 ft ----------sandy below 7.5 ft
MAR. 2010 JOB NO. 5066 FIG. 8A 10 20 40 50 60 70 80 90 100 047 GROUP SYMBOL UNIFIED SOIL CLASSIFICATION FINE-GRAINED SOIL GROUPS OL ML CL OH MH CH INORGANIC CLAYEY SILTS TO VERY FINE
SANDS OF SLIGHT PLASTICITY ORGANIC CLAYS OF MEDIUM TO HIGH PLASTICITY, ORGANIC SILTS INORGANIC SILTS AND CLAYEY SILT INORGANIC CLAYS OF HIGH PLASTICITY MH or OH ML or OL CL CH CL -ML
10 20 30 40 50 60 70 80 90 100 A-LINE ORGANIC SILTS AND ORGANIC SILTY CLAYS OF LOW PLASTICITY INORGANIC CLAYS OF LOW TO MEDIUM PLASTICITY 30 PLASTICITY CHART PLASTICITY INDEX, % LIQUID
LIMIT, % G R I MOISTURE SYMBOL LOCATION SAMPLE CONTENT,% SOIL DESCRIPTION B-1 S-3 34 BROWN SILT; TRACE CLAY B-1 S-6 42 BROWN SILT; SOME FINE-GRAINED SAND ?? B-3 S-4 38 BROWN SILT; TRACE
CLAY ???? ?? ?? ??
APPENDIX E NATURAL RESOURCES ASSESSMENT
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix E -Natural Resources Assessment.doc APPENDIX E NATURAL RESOURCES ASSESSMENT The following
Natural Resources Assessment was developed to address potential natural resource issues with this project if the project moves on to final design and construction. Preliminary research
was conducted for the project area and no natural resource issues were identified. Key areas addressed are waters of the State, wetlands, sensitive biological species; or other natural
resources protected by federal, state or local regulations.
522 SW Fifth Avenue Suite 820 Portland, OR 97204 503.226.8018 phone 503.226.8017 fax www.adolfson.com memorandum date March 26, 2010 to Kevin Thelin and Gabriel Crop, MSA from Sarah
Hartung and John Gordon subject City of Woodburn: Natural Resource Assessment; ESA Project Number D209670.00 1. Introduction In preparation for proposed improvements to North Fifth Street,
ESA Adolfson under contract to Murray Smith & Associates (MSA) conducted this assessment of natural resources for the City of Woodburn. The scope of the assessment included a review
of available information and an on-site investigation of existing conditions. The purpose of the assessment was to determine the potential for proposed street improvements to affect
Waters of the U.S. and/or Waters of the State; sensitive species; or other natural resources protected by federal, state or local regulations. The section of North Fifth Street proposed
for improvement is in central Woodburn, Oregon (Figure 1, attached). It extends from Harrison Street at the south end, north east to Newburg Highway (Figure 2, attached). A barricade
crosses an un-constructed section of the street one block south of Newburg Highway. An unconstructed section of Yew Street extends from North Fifth Street, east to North Third Street,
near the barricade. Between Harrison Street and the barricade, there are no sidewalks, curbs, gutters, or drainage facilities along North Fifth Street. These same appurtenances are present
between the barricade and Newburg Highway. Proposed improvements include but are not limited to the following: • Remove the barricade; • Surface the street at the location of the barricade;
and • Add sidewalks, curbs, drainage facilities and parking between Harrison Street and the location of the barricade. 2. Methods ESA Adolfson reviewed readily available information
to develop preliminary knowledge of natural resources in the project vicinity. Information sources include the following:
2 • Woodburn 7.5 minute series topographic quadrangle (U.S. Geological Survey); • Soil survey data, [Natural Resources Conservation Service (NRCS) 2010]; • Hydric soils of Marion County,
Oregon, (NRCS, 2009); • City of Woodburn Local Wetland Inventory [Oregon Department of State Lands (DSL), 2000]; and • Color aerial photographs. A biologist from ESA Adolfson reviewed
existing conditions on and near the project site on March 23, 2010. Conditions along North Fifth Street were observed and recorded. A drainage channel in a vacant lot to the east of
the site, but west of North Third Street, was observed and traced to determine its downstream connection to other waters. This feature is included in the study because stormwater from
proposed improvements would be added to this drainage channel. One wetland determination sample plot was documented adjacent to the drainage channel in the vacant lot. Figures 1 to 5
and photographs 1 to 4 are attached. 3. Findings Waters of the U.S. and Waters of the State North Fifth Street does not have curbs, gutters or street side drainage ditches (except the
area between the barricaded north end and Newburg Highway has curbs). Stormwater either runs off the street onto the shoulders, which are variously grassy, gravelly, or landscaped, or
is piped off-site to the east from the intersection of Church Street and North Fifth Street. Consequently there are no drainage ditches or any other features that could be considered
wetlands or Waters of the U.S. or Waters of the State along North Fifth Street. Hydric soils are mapped for a narrow portion of North Fifth Street, but the Local Wetland Inventory does
not depict any wetlands on or along North Fifth Street (Figures 3 and 4, attached). Typical conditions are depicted in photographs 1, 2 and 3. Stormwater from the intersection of Church
Street and North Fifth Street is piped off-site to the east and daylights through a drainage channel across the vacant lot west of North Third Street. The drainage channel is in the
lowest point of the surrounding landscape. Standing water was observed in the bottom of the drainage channel, but the water was not flowing. A potentially jurisdictional wetland is present
on both sides of the channel and is characterized in sample plot 1 (data form attached). The wetland is dominated by emergent vegetation and covers approximately 0.1 acre to 0.2 acre.
The City would require a 50-foot undisturbed buffer around the wetland. The drainage channel occurs in an area mapped as Woodburn silt loam, a non-hydric soil. The soil mapping appears
to be incorrect because a band of Dayton silt loam, a hydric soil that is typically found in low spots, is mapped parallel with and approximately 200 feet south of the drainage channel,
which occurs in the lowest point in the landscape. Another possibility is that the channel was re-aligned so that it occurs outside of the band of hydric (Dayton) soil. The path of the
drainage channel was traced to determine if it connects with other water features (Figure 5, attached). It flows into a culvert at the west side of North Third Street and resurfaces
at the southeast quadrant of the intersection of North Second Street and No Name. It flows east along the south side of No Name, and enters a culvert to pass under North First Street.
It resurfaces again on the east side of North First Street, and flows east across the south edge of a grassy lot. This lot may occasionally fill with stormwater, as there was a bare
spot in
3 the center that may indicate that flooding delays the growth of grass in this area. In combination, the drainage along No Name and the drainage between First Street and Front Street
comprise Wetland MC-4 on the City of Woodburn LWI (Figure 4, attached). Storm catchments at the southeast and northeast corners of this lot pass water into culverts, and under Front
North Street, railroad tracks, and Commerce Way north of Hardcastle. It daylights on the east side of Commerce Way, and flows through a channel in an undeveloped swale, eventually merging
with another drainage that connects to Mill Creek. This feature is mapped as wetland MC-5 on the City of Woodburn LWI (Figure 4, attached). Biological Resources As depicted in photographs
1 and 2 (attached), the margins of North Fifth Street are graveled, landscaped, or overgrown with more-or-less maintained grass, and in many places are used for parking. There are no
undisturbed or relatively natural conditions along the street. Consequently there is no habitat for sensitive species to utilize. The unconstructed section of Yew Street is landscaped.
It is being utilized as residential yards. Landscaping includes maintained turf, trees and shrubs. No native species were observed in the landscaping. 4. Conclusions There are no wetlands
or other Waters of the U.S. or Waters of the State along North Fifth Street within the project area. There are no sensitive species or natural habitat along North Fifth Street within
the project area. The drainage channel and wetland in the vacant lot west of North Third Street would likely be considered Waters of the State and regulated by the Oregon Department
of State Lands (DSL). The City would require a 50-foot undisturbed buffer around the wetland. If no permanent structures or impervious surfaces are proposed within the wetland buffer
as part of this project, then no local environmental review would be required. The drainage channel conveys water that eventually flows into Mill Creek. It is unlikely that the drainage
channel and associated wetland would be regulated by the U.S. Army Corps of Engineers (Corps) because of a lack of persistent hydrologic connection to navigable waters. The drainage
channel does not appear to meet the criteria for conveying relatively permanent flow, which is generally interpreted to be continuous flow for three months. 5. Recommendations If no
fill or excavation is proposed in the drainage channel and potential jurisdictional wetland in the vacant lot west of Third Street; and no construction is proposed within 50 feet of
the estimated wetland boundaries, then no additional work is recommended. Proposed stormwater treatment for the project would need to be consistent with the City’s Implementation Plan
for the Molalla-Pudding River Subbasin Total Maximum Daily Load (TMDL). The TMDL was approved by the Department of Environmental Quality (DEQ) in 2008. The City is a Designated Management
Agency (DMA) of the Molalla-Pudding River TMDL and is required to submit an Implementation Plan by June 2010 that addre
sses 4 several components of meeting water quality standards in the subbasin including post-construction stormwater management (Nancy Gramlich, DEQ, personal communication, October 23,
2009). Measures may include incorporating Low Impact Development Approaches (LIDA) such as the ones proposed for the North Fifth Street Project. There is no apparent federal nexus for
the project, as there is no federal funding nor is a federal permit (Section 404 wetland permit) needed. Therefore there is no apparent need to prepare a No Effect Letter. A NE Letter
is a requirement of Section 7 of the Endangered Species Act, which is triggered by a federal nexus (which is lacking in this case). Similarly, the project would not require a State Removal-Fill
permit or a Section 404 fill permit as no fill or excavation is proposed in Waters of the State or Waters of the U.S. 6. Limitations Wetland boundaries depicted and described in this
memorandum are not delineated wetland boundaries; they are approximate limits of wetland characteristics. This study was conducted in accordance with practices described in the contract
scope of work. The results and conclusions of this report represent the authors' best professional judgment, based upon information provided by the project proponent in addition to that
obtained during the course of this study. Final wetland jurisdictional determinations can only be made by the Corps and DSL. Wetland boundaries depicted on figures or maps in this report
are approximate and are neither accurate enough nor adequately documented to use as delineated wetland boundaries. No other warranty, expressed or implied, is made. 7. References Gramlich,
N. 2009. Department of Environmental Quality (DEQ), Portland Office. Personal communication with Sarah Hartung, ESA Adolfson on October 23, 2009. Natural Resources Conservation Service
(NRCS). 2009. Hydric Soils List – Marion County, Oregon. ftp://ftpfc.sc.egov.usda.gov/MO1/hydric_pdf/oregon/OR643_hydric.pdf Natural Resources Conservation Service (NRCS). 2010. Web
Soil Survey. http://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx. Oregon Department of State Lands (DSL). 2000. City of Woodburn Local Wetland Inventory. Compiled by Shapiro and
Associates, Inc.
North Fifth Street Improvements Project . 209670.00 Figure 4 Woodburn Local Wetland Inventory Map Woodburn, Oregon SOURCE: Oregon Department of State Lands, 2000. N NOT TO SCALE
North Fifth Street Improvements Project . 202607 Figure 5 Wetland/Waterway Map Woodburn, Oregon SOURCE: ESRI, 2009. N N 1st St N 5th St Drainage Channel Harrison St N Front St Commerce
Way No Name Approximate Wetland Extent Sample Plot
City of Woodburn Fifth Street Improvements Project ESA Project No. D209670.00 Natural Resource Assessment Memorandum March 2010 1 Photo 1. Typical conditions along North Fifth Street,
viewed to the north from near Harrison Street. Note the absence of curbs, gutters, and ditches.
City of Woodburn Fifth Street Improvements Project ESA Project No. D209670.00 Natural Resource Assessment Memorandum March 2010 2 Photo 2. Typical conditions along North Fifth Street,
viewed to the north from just south of Fir Street. Note the absence of curbs, gutters, and ditches. Photo 3. Typical conditions along North Fifth Street, viewed to the north from the
barricade.
City of Woodburn Fifth Street Improvements Project ESA Project No. D209670.00 Natural Resource Assessment Memorandum March 2010 3 Photo 4. Drainage channel and wetland in vacant lot
on west side of North Third Street. Yellow line indicates approximate extent of wetland conditions. Pointer indicates location of wetland sample plot.
APPENDIX F PHASE 1 ENVIRONMENTAL SITE ASSESSMENT (ESA)
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix F -Phase 1 ESA.doc APPENDIX F PHASE 1 ENVIRONMENTAL SITE ASSESSMENT (ESA) The following
Phase 1 Environmental Site Assessment (ESA) was conducted to evaluate potential sources of hazardous substances that could impact construction of the 5th Street Improvements project.
The study area included the public right-of-way along 5th Street between Harrison and Hwy 214 as well as two private properties between 3rd Street and 5th Street where Yew Street was
contemplated to be extended. The report indicates that the likelihood of hazardous materials impacting the project is low.
DRAFT Phase I Environmental Site Assessment (ESA) 5th Street Between Harrison Street and OR Hwy 214, Including an Extension of Yew Street Between 5th Street and 3rd Street March 31,
2010 GRI 9725 SW Beaverton-Hillsdale Highway, Suite 140, Beaverton, OR 97005
i Executive Summary GRI, as a subconsultant to Murray Smith and Associates, Inc. (MSA), has conducted a Phase I Environmental Site Assessment (ESA) of the 5th Street Improvements area
between Harrison Street and OR Hwy 214, including an extension of Yew Street between 5th Street and 3rd Street in Woodburn, Oregon. The purpose of the work was to evaluate potential
sources of hazardous substances that could impact the project footprint. The project right-of-way (ROW) extends through a mostly residential area Within the improvement area, utility
poles made from creosote-treated timbers support electrical transformers that may contain PCBs. In our opinion, this ESA has not disclosed any other potential for hazardous substance
environmental conditions. Based on the findings of this ESA, we do not recommend additional work to evaluate specific hazardous substance environmental conditions. Care should be taken
with the treated timbers, electrical transformers, and surface soils around them to minimize worker and environmental impact. The project team should be aware that if work plans require
the relocation or removal of utility poles, they should be properly disposed of in accordance with City of Woodburn and DEQ standards.
ii Table of Contents 1. INTRODUCTION............................................................................................................................. 1 1.1 PURPOSE .......................
................................................................................................................ 1 1.2 PROJECT SITE LOCATION ..........................................................
.................................................... 1 1.3 LIMITATIONS ................................................................................................................................
1 2. SITE INVESTIGATION.................................................................................................................. 1 2.1 PROJECT SITE OBSERVATIONS ............................
.......................................................................... 2 2.2 PHYSICAL SETTING .....................................................................................................
.................. 2 2.3 POTENTIAL SOURCES OF HAZARDOUS SUBSTANCES WITHIN EXISTING STREET RIGHTS-OF-WAY ..............................................................................
2 2.4 POTENTIAL SOURCES OF HAZARDOUS SUBSTANCES ADJACENT TO THE EXISTING STREET RIGHTS-OF-WAY ............................................................................... 3 2.5 INTERVIEW
..................................................................................................................................... 3 3 HISTORIC RECORDS ............................................
......................................................................... 4 3.1 PROJECT SITE OWNERSHIP AND OTHER OWNERS/OPERATORS ...................................................
4 3.2 ENVIRONMENTAL LIENS ................................................................................................................ 4 3.3 LOCAL GOVERNMENT RECORDS .............................
..................................................................... 4 3.4 AERIAL PHOTOGRAPHS ........................................................................................................
......... 4 3.5 SANBORN MAPS ............................................................................................................................. 5 4 ENVIRONMENTAL RECORDS...................
................................................................................. 5 4.1 FEDERAL AND STATE DATABASES ...................................................................................
............ 5 4.2 LOCAL RECORDS ............................................................................................................................ 6 5 FINDINGS AND CONCLUSIONS
.................................................................................................. 6 6 SIGNATURES OF ENVIRONMENTAL PROFESSIONALS ....................................................
6 Tables TABLE 1: POTENTIAL SOURCES OF HAZARDOUS SUBSTANCES WITHIN EXISTING STREET RIGHTS-OF-WAY ..................................................................... 3 TABLE 2: DATABASE
SEARCH DISTANCES AND NUMBERS OF SITES FOUND .................................. 5 Appendices APPENDIX A FIGURES APPENDIX B SUPPORTING DOCUMENTATION
1 1. Introduction This ESA was conducted by GRI as a subconsultant to MSA and evaluates the following project: 5th Street Improvements Between Harrison Street and OR Hwy 214, Including
an Extension of Yew Street Between 5th Street and 3rd Street The ESA practice is intended primarily as an approach to identifying potential sources of contamination that could impact
the Project Site. The work for this ESA report was conducted in accordance with our professional services agreement with MSA and was completed in general conformance with the American
Society for Testing and Materials (ASTM) standard E 1527-05, except where noted. This report has been prepared in general conformance with Oregon Department of Transportation (ODOT)
guidelines for ESA reports. 1.1 Purpose The purpose of this assessment is to evaluate identified possible sources of hazardous substances that have the potential to impact the Project
Site. Proposed construction activities at the Project Site include the following: ? New pavement, sidewalks, landscaping, and signage ? New storm sewer lines 1.2 Project Site Location
As shown on the Vicinity Map, Figure 1 in Appendix A, the Project Site is located in Woodburn, Oregon, in Township 5S, Range 1W, Section 7. The Project Site includes the 5th Street right-of-way
(ROW) between Harrison Street to the southwest and OR Highway 214 to the north, and the extension of Yew Street between 5th Street to the northwest and 3rd Street to the southeast. The
5th Street segment is discontinuous and approximately 1,800 ft long, and the Yew Street extension is approximately 380 ft long. The project area is shown on the Site Plan, Figure 2 in
Appendix A. 1.3 Limitations This report is presented as current at the time of publication; however, site conditions are subject to change. Based on ASTM standards and our experience,
it is our opinion this ESA constitutes appropriate inquiry into the previous uses of the Project Site consistent with good commercial or customary practices. However, no environmental
site assessment can wholly eliminate uncertainty regarding the potential for environmental conditions in connection with a property. Performance of an ESA is intended to reduce but not
eliminate uncertainty regarding the existence of environmental conditions in connection with the Project Site. Any questions in this regard should be addressed to MSA and GRI. 2. Site
Investigation A Project Site reconnaissance was conducted on March 24, 2010, by Teresa Nowicki, RG, of GRI. The groundlevel reconnaissance consisted of viewing the majority of the Project
Site from the 5th Street ROW. The Yew Street extension was viewed from 5th and 3rd streets. Visual reconnaissance of adjoining properties was limited to areas and facilities that were
readily observable from the Project Site or from public areas. Site photographs taken during the reconnaissance are provided in Appendix B.
2 2.1 Project Site Observations The Project Site is located in a residential area in Woodburn, Oregon. Fifth Street is a two-lane, asphaltic concrete (AC)-paved street extending from
Harrison Street on the southwest to a dead end at the location of the Yew Street extension. From Highway 214, 5th Street extends to the south to this dead end. The Yew Street alignment
is not developed between 3rd and 5th streets. The remaining roads in the vicinity are two-lane, stop sign-controlled, asphalt-paved roads. As shown on Figure 2, private residences are
located along the northwest side of 5th Street. At the corner of 5th Street and Harrison Street, a school and playground are present along the southeast side of the street. Residences,
including multi-family duplexes and small apartment buildings extend from the school to the dead end. There are no sidewalks between Harrison Street and the dead end. A narrow shoulder
is present between the poorly maintained asphalt pavement and the privately maintained landscaping. The street ROW extends into the landscaped areas between the residences and the pavement.
A church and apartment complex are present at the corner of Highway 214 and 5th Street. In this area, 5th Street has sidewalks and curbs and has been improved more recently. The Yew
Street extension is located on a lawn area between two residences along 3rd Street and the parking lot of a church at the dead end on the 5th Street side. A utility pole is located on
3rd Street at the approximate location of the proposed Yew Street extension. Utilities in the surrounding areas include overhead and underground electric lines, street lighting, and
natural gas, telecommunication, water, and sewer lines. Overhead street lighting, power transformers, and power lines were observed along 5th Street north of Harrison Street. Obvious
indications of transformer leakage or spillage were not observed. Seven borings were completed within the Project Site as part of a concurrent geotechnical investigation by GRI. Obvious
indications of soil contamination were not observed in the borings. 2.2 Physical Setting According to the U.S. Geological Survey topographic map (1956, photo-revised 1985) of the Woodburn,
Oregon, quadrangle, the ground surface throughout the project is relatively flat and lies at about elevation 180 ft (NGVD). GRI completed seven borings along the Project Site during
a geotechnical investigation in December 2009; and the borings encountered silt soils (GRI, 2010). The site is outside the 500-year floodplain as mapped by the Federal Emergency Management
Agency. Groundwater was encountered at depths of approximately 10 to 15 ft in boring drilled by GRI. The 1956 (photorevised 1985) USGS topographic map shows an intermittent stream crossing
the site and joining Mill Creek east of the Project Site. This stream has since been channelized and buried. Based on the historic perennial stream flow direction, groundwater in the
area likely flows to the east. However, local subsurface geologic and manmade features can affect groundwater flow; therefore, this groundwater flow interpretation is only an estimate
based on surface observations. 2.3 Potential Sources of Hazardous Substances Within Existing Street Rights-of-Way Table 1 below summarizes potential sources of hazardous substances identified
within the existing street rights-ofway. Table 1 does not include private property adjacent to the existing 5th and proposed Yew Street extension rights-of-way.
3 Table 1: Potential Sources of Hazardous Substances Within Existing Street Rights-of-Way Heating oil tanks Y /N Above-ground Storage Tanks Y /N USTs, fill and vent pipes, fuel dispensers
Y /N Other hazardous substance containers Y /N Hazardous waste generation Y /N Oil water separators, drywells or floor/storm drains Y /N Septic systems Y /N Stains or odors Y /N Stressed
vegetation Y /N Solid waste Y /N Suspect asbestos-containing materials Y /N Suspect lead-based paint Y /N Potential polychlorinated biphenyl (PCB) containing equipment Y /N Fluorescent
or mercury vapor light bulbs Y /N Treated timbers Y /N Water wells or monitoring wells Y /N Potential PCB-containing equipment, fluorescent or mercury vapor light bulbs, and treated
timbers: Treated wood utility poles (timbers) are located throughout the Project Site area. These poles are used for street lighting and electrical service, including electrical transformers.
Some of the electrical transformers may contain PCBs. Potential activities that would impact the utility poles for the project include locations where the pole will be replaced during
roadway reconstruction. Where treated timbers are removed, they should be properly disposed of in accordance with City of Woodburn and DEQ standards. Care should be taken with the treated
timbers, street lights, and electrical transformers and surface soils around them to minimize worker and environmental impact. 2.4 Potential Sources of Hazardous Substances Adjacent
to the Existing Street Rights-of-Way Generalized land use adjacent to the Project Site is shown on Figure 2. The Project Site is in developed residential land. The land use surrounding
the Project Site is residential. 2.5 Interview On March 26, 2010, GRI interviewed Matt Gwynn with the City of Woodburn Public Works Department regarding past activities at the Project
Site. He has been employed by the City since 1979 and currently serves as Public Works Maintenance and Support Services Manager. The City of Woodburn has an herbicide program using Roundup
Roundup to control weeds in curb sides in the general neighborhood. To his knowledge, he was unaware of records of significant chemical spill or environmental incidents that could have
affected the Project Site.
4 On March 25, 2010, GRI contacted PGE regarding the pole-mounted utilities in the area. Luann Berkey with PGE stated the pole-mounted lights were high-pressure sodium. Tracy Sanders
with PGE stated the transformers at 5th and High streets and at 3rd and Yew streets were manufactured with less than 1 ppm PCB. The transformer at 5th and Fir streets was installed in
1985
and has not been tested for PCBs. It should be noted that the owner of the transformer is typically responsible for any cleanup in the event of a transformer leak of PCB fluid. 3 Historic
Records 3.1 Project Site Ownership and Other Owners/Operators We understand the existing street rights-of-way within the Project Site are within Woodburn City limits and are owned by
the City of Woodburn. We are not aware of other owners/operators within the Project Site. 3.2 Environmental Liens Environmental liens are an encumbrance upon title to a property to secure
the payment of damages or debt arising out of environmental response actions. No environmental liens or property-use limitations were identified in the Environmental FirstSearch (EFS)
report for the Project Site referenced in Section 4.1. 3.3 Local Government Records As previously noted, the City of Woodburn does not have records regarding hazardous materials for
the Project Site. 3.4 Aerial Photographs GRI reviewed aerial photographs dated 1936, 1944, 1958, 1963, 1970, 1980, 1990, 1996, and 2005 that were obtained from the University of Oregon.
Land uses based on interpretation of the photographs are described below. A copy of the photographs is provided in Appendix B. ? 1939: The Project Site and surrounding areas are used
for residential and agricultural purposes. 5th Street appears unpaved and extends from Harrison Street northeast. The road extends to approximately the location of the current dead end
separating the two segments of 5th Street. North of 5th Street is a large field. The intermittent stream shown in the USGS topographic map appears as a shallow ditch crossing the Project
Site. ? ? 1944: 5th Street appears to have been straightened and paved. No other significant changes were noted within the Project Site or in the surrounding areas. ? 1958: The house
to the east of the intersection of 5th and Harrison streets has been replaced by a long, low building that appears to be the school that now occupies that lot. Significant residential
infill is visible within the Project Site and in the surrounding areas. ? 1963: The vacant lot to the northeast of the school appears to be used as a park and has baseball diamonds.
Additional residential infill is visible within the Project site and surrounding area. ? 1970: The roof of the school has been replaced. No other significant changes are visible within
the Project Site or the surrounding area. ? 1980: Highway 214 north of the Project Site is visible. Short amount of pavement and sidewalk of 5th Street is present south of Highway 214.
An unpaved road connects both segments of 5th Street.
5 ? 1990: The church located southwest of the intersection of Highway 214 and 5th Street has been built. Apartment blocks and support buildings located southeast of the intersection
of Highway 214 and 5th Street have started construction. The unpaved path connecting the segments of 5th Street is now only a walking path. No significant changes are visible in the
surrounding area. ? 1996: 5th Street has been extended south from Highway 214 to its current dead end at the location of the planned Yew Street extension. Additional apartment blocks
have been built south of Highway 214. No significant changes are visible in the surrounding area. ? 2005: The church located south of Highway 214 has built a parking lot. Additional
apartment blocks are present south of Highway 214. No significant changes are visible in the surrounding area. 3.5 Sanborn Maps Sanborn maps for the Project Site were reviewed online
through the Multnomah County Library system. Maps from 1906 and 1913 only show the east corner of Harrison and and 5th streets. A residence is located at the intersection. 5th Street
is not present on the 1906 map, but is shown on the 1913 map. The 1928 and 1931 maps show the Project Site from Harrison Street to Yew Street. Residences are present along 5th and 3rd
streets. 4 Environmental Records 4.1 Federal and State Databases GRI subcontracted with Environmental FirstSearch (EFS) to compile government agency database information for listings
of facilities or locations with recognized environmental conditions. The record review was completed on March 23, 2010, and dates of the database updates are included in the report.
A copy of the EFS report is provided in Appendix B. The following database listings were compiled by EFS and reviewed by GRI for the listed search distances from the site: Table 2: Database
Search Distances and Number of Sites Found Database Record Search Distance, miles Total Sites Found On or Adjoining Project Site US EPA National Priorities List (NPL) 1.0 0 0 US EPA
Region 10 Comprehensive Environmental Response, Compensation, and Liability Act List (CERCLIS) 0.50 0 0 US EPA Emergency Response Notification System (ERNS) 0.12 0 0 US EPA Resource
Conservation and Recovery Act (RCRA) 1.0 0 0 US EPA RCRA waste generators 0.25 3 0 Oregon Department of Environmental Quality (DEQ) Environmental Cleanup Site Information (ECSI) 1.0
4 0 DEQ Solid Waste Landfill (SWL) 0.50 5 0 DEQ registered underground storage tanks (USTs) 0.25 8 0 DEQ leaking USTs 0.50 27 0 DEQ list of reportable spills 0.12 30 0
6 Two residences along 5th Street are listed in the report for leaking USTs. These listings are for heating oil tanks and both have received regulatory closure. Based upon the nature
of the listings, in our opinion, the likelihood that these facilities could affect the Project Site is low. Numerous unmapped facilities and spill reports were found for the area near
the Project Site and are listed on the EFS report (Appendix B). None of the unmapped facilities was noted in the immediate vicinity of the site. In our opinion, the likelihood that these
facilities could affect the Project Site is low. 4.2 Local Records As noted in Section 2.5, we are not aware of local records indicating that environmental incidents could have affected
the Project Site. 5 Findings and Conclusions Utility poles made from treated timbers may support PCB-containing electrical transformers. In our opinion, this ESA has not disclosed any
other potential for hazardous substance environmental conditions. Based on the findings of this ESA, we do not recommend additional work to evaluate specific hazardous substance environmental
conditions. Care should be taken with the treated timbers, electrical transformers, and surface soils around them to minimize worker and environmental impact. The project team should
be aware that if work plans require the relocation or removal of utility poles, the poles should be properly disposed of in accordance with City of Woodburn and DEQ standards. 6 Signatures
of Environmental Professionals Field Investigation, Records Review, and Interviews were conducted by Teresa A. Nowicki, RG Signature: Date: March 31, 2010 Technical and Corporate report
reviews were conducted by George A. Freitag, CEG Signature: Date: March 31, 2010 Reference: GRI, March 30, 2010, Pavement Investigation, 5th Street Improvements, Including Extension
of Yew Street Between 3rd and 5th Streets, Woodburn, Oregon; prepared for Murray, Smith & Associates, Inc. (GRI Project No. 5066) (5066-E PHASE I ESA RPT)
APPENDIX A FIGURES
G R I VICINITY MAP MAR. 2010 JOB NO. 5066-E FIG. 1 0 1/2 1 MILE North DELORME 3-D TOPOQUADS, OREGON WOODBURN, OREG. (3ca) 2004 MURRAY, SMITH & ASSOCIATES, INC. WOODBURN 5th STREET IMPROVEMENTS
G R I SITE PLAN MAR. 2010 JOB NO. 5066-E FIG. 2 MURRAY, SMITH & ASSOCIATES, INC. WOODBURN 5th STREET IMPROVEMENTS 0 500 FT North BORING MADE BY GRI (DECEMBER 16, 2009) SITE PLAN FROM
FILE BY MURRAY, SMITH & ASSOCIATES, INC., DATED MARCH 23, 2010 250 B-1 B-2 B-7 B-3 B-4 B-5 B-6 Newberg Hwy. SCHOOL CHURCH CHURCH RESIDENTIALRESIDENTIAL CHURCH MULTI-FAMILYRESIDENTIAL
MULTI-FAMILYRESIDENTIAL
APPENDIX B SUPPORTING DOCUMENTATION
Environmental FirstSearch Report TM Target Property: 5TH ST WOODBURN OR 97071 Job Number: 5066E PREPARED FOR: Geotechnical Resources, Inc. 9725 SW Beaverton-Hillsdale Hwy. Beaverton,
OR 97005 03-23-10 Tel: (866) 664-9981 Fax: (818) 249-4227 Environmental FirstSearch is a registered trademark of FirstSearch Technology Corporation. All rights reserved.
Environmental FirstSearch Search Summary Report Target Site: 5TH ST WOODBURN OR 97071 FirstSearch Summary Database Sel Updated Radius Site 1/8 1/4 1/2 1/2> ZIP TOTALS NPL Y 02-23-10
1.00 0 0 0 0 0 0 0 NPL Delisted Y 02-23-10 0.50 0 0 0 0 -0 0 CERCLIS Y 01-29-10 0.50 0 0 0 0 -0 0 NFRAP Y 01-29-10 0.50 0 0 0 0 -0 0 RCRA COR ACT Y 01-13-10 1.00 0 0 0 0 0 0 0 RCRA TSD
Y 01-13-10 0.50 0 0 0 0 -0 0 RCRA GEN Y 01-13-10 0.25 0 0 0 --3 3 RCRA NLR Y 12-11-09 0.12 0 0 ---7 7 Federal IC /EC Y 01-19-10 0.25 0 0 0 --0 0 ERNS Y 02-08-10 0.12 0 0 ---6 6 Tribal
Lands Y 12-01-05 1.00 0 0 0 0 0 1 1 State/Tribal Sites Y 01-01-10 1.00 0 0 1 0 0 3 4 State Spills 90 Y 05-01-06 0.12 0 0 ---30 30 State/Tribal SWL Y 01-25-10 0.50 0 0 0 0 -5 5 State/Tribal
LUST Y 01-01-10 0.50 0 4 6 10 -7 27 State/Tribal UST/AST Y 01-05-10 0.25 0 0 5 --3 8 State/Tribal EC Y NA 0.25 0 0 0 --0 0 State/Tribal IC Y NA 0.25 0 0 0 --0 0 State/Tribal VCP Y NA
0.50 0 0 0 0 -0 0 State/Tribal Brownfields Y 01-01-10 0.50 0 0 0 0 -0 0 -TOTALS -0 4 12 10 0 65 91 Notice of Disclaimer Due to the limitations, constraints, inaccuracies and incompleteness
of government information and computer mapping data currently available to TRACK Info Services, certain conventions have been utilized in preparing the locations of all federal, state
and local agency sites residing in TRACK Info Services's databases. All EPA NPL and state landfill sites are depicted by a rectangle approximating their location and size. The boundaries
of the rectangles represent the eastern and western most longitudes; the northern and southern most latitudes. As such, the mapped areas may exceed the actual areas and do not represent
the actual boundaries of these properties. All other sites are depicted by a point representing their approximate address location and make no attempt to represent the actual areas of
the associated property. Actual boundaries and locations of individual properties can be found in the files residing at the agency responsible for such information. Waiver of Liability
Although TRACK Info Services uses its best efforts to research the actual location of each site, TRACK Info Services does not and can not warrant the accuracy of these sites with regard
to exact location and size. All authorized users of TRACK Info Services's services proceeding are signifying an understanding of TRACK Info Services's searching and mapping conventions,
and agree to waive any and all liability claims associated with search and map results showing incomplete and or inaccurate site locations.
Environmental FirstSearch Site Information Report Request Date: 03-23-10 Search Type: LINEAR Requestor Name: Teresa Nowicki 0.43 mile(s) Standard: ASTM-05 Job Number: 5066E Target Site:
5TH ST WOODBURN OR 97071 Demographics Sites: 91 Non-Geocoded: 65 Population: NA Radon: NA Site Location Degrees (Decimal) Degrees (Min/Sec) UTMs Longitude: -122.856077 -122:51:22 Easting:
511314.327 Latitude: 45.14851 45:8:55 Northing: 4999240.948 Zone: 10 Comment Comment: Additional Requests/Services Adjacent ZIP Codes: 0 Mile(s) Services: ZIP Code City Name ST Dist/Dir
Sel Requested? Date Sanborns No Aerial Photographs No Historical Topos No City Directories No Title Search/Env Liens No Municipal Reports No Online Topos No
Environmental FirstSearch Sites Summary Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 TOTAL: 91 GEOCODED: 26 NON GEOCODED: 65 SELECTED: 6 Page No. DB Type Site Name/ID/Status
Address Dist/Dir Map ID 1 LUST ENGLISH MARK 1000 5TH STREET 0.01 SE 1 24-07-0636/NOT REPORTED WOODBURN OR 97071 1 LUST KRIER JOHN 951 N 5TH ST 0.03 NW 2 24-00-4046/NOT REPORTED WOODBURN
OR 97071 2 LUST WESTERN DISTRICT CHURCH EXTENSION 612 4TH ST 0.06 SE 3 24-08-0649/NOT REPORTED WOODBURN OR 97071 N/A LUST BROSNAN PATTY 690 3RD ST 0.11 SE 4 24-04-1352/NOT REPORTED WOODBURN
OR 97071 N/A LUST LIZER GEORGE and PAVITT RAY 540 N SETTLEMEIER 0.16 SW 5 24-00-6439/NOT REPORTED WOODBURN OR 97071 N/A UST MCINNIS, DAVID and POLLY 625 N 1ST 0.19 SE 6 9218/NOT REPORTED
WOODBURN OR 97071 N/A LUST WOODBURN FERTILIZER II 868 N FRONT 0.21 SE 7 24-93-4156/NOT REPORTED WOODBURN OR 97071 N/A LUST WOODBURN FERTILIZER INC. 868 N FRONT ST 0.21 SE 7 24-93-4053/NOT
REPORTED WOODBURN OR 97071 3 STATE WOODBURN FERTILIZER 868 N FRONT ST. 0.21 SE 7 ESCI1496/SUSPECT WOODBURN OR 97071 N/A UST WOODBURN FERTILIZER and GRAIN INC 868 N FRONT ST 0.21 SE 7
7943/NOT REPORTED WOODBURN OR 97071 N/A LUST CENTRO GAS and MARKET 173 GRANT ST 0.22 SE 8 24-02-4004/NOT REPORTED WOODBURN OR 97071 6 LUST SAUVAIN MOTOR CO. 689 N FRONT STREET 0.22 SE
9 24-91-4347/NOT REPORTED WOODBURN OR 97071 N/A UST SAUVAIN MOTOR CO 689 N FRONT ST 0.22 SE 9 8949/NOT REPORTED WOODBURN OR 97071 N/A UST CENTRO GAS and MARKET 173 GRANT ST 0.22 SE 8
294/NOT REPORTED WOODBURN OR 97071 N/A LUST DIOCESE OF OREGON 510 GARFIELD ST 0.22 SW 10 24-00-6128/NOT REPORTED WOODBURN OR 97071 N/A UST WOODBURN SCHOOL DIST SHOP 965 N BOONES FERRY
RD 0.23 NW 11 7970/NOT REPORTED WOODBURN OR 97071 N/A LUST KIRK ROGER 220 N 3RD ST 0.27 SW 12 24-09-0082/NOT REPORTED WOODBURN OR 97071 N/A LUST WELLS FARGO BANK 190 GARFIELD STREET
0.28 SE 13 24-98-4058/NOT REPORTED WOODBURN OR 97071 N/A LUST WILL TERRY 471 MONTGOMERY ST 0.29 SW 14 24-07-0752/NOT REPORTED WOODBURN OR 97071 N/A LUST PREMIER FINANCIAL SERVICES 456
MONTGOMERY ST 0.30 SW 15 24-02-1396/NOT REPORTED WOODBURN OR 97071 N/A LUST BOWMAN NANCY 111 N SETTLEMEIR AVE 0.33 SW 16 24-09-0831/NOT REPORTED WOODBURN OR 97071
Environmental FirstSearch Sites Summary Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 TOTAL: 91 GEOCODED: 26 NON GEOCODED: 65 SELECTED: 6 Page No. DB Type Site Name/ID/Status
Address Dist/Dir Map ID N/A LUST WOODBURN LUMBER CO. 245 YOUNG ST 0.38 SE 17 24-90-4283/NOT REPORTED WOODBURN OR 97071 N/A LUST JABER PROPERTY 111 N FRONT ST 0.38 SE 18 24-92-4023/NOT
REPORTED WOODBURN OR 97071 N/A LUST WOLFER S INC. 290 YOUNG STREET 0.40 SE 19 24-91-4006/NOT REPORTED WOODBURN OR 97071 N/A LUST CITY OF WOODBURN SWIM CTR 1ST AND OAK 0.40 SW 20 24-94-4168/NOT
REPORTED WOODBURN OR 97071 N/A LUST CITY OF WOODBURN LIFT PUMP 140 NEWBERG HWY 0.44 NE 21 24-98-4150/NOT REPORTED WOODBURN OR 97071
Environmental FirstSearch Sites Summary Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 TOTAL: 91 GEOCODED: 26 NON GEOCODED: 65 SELECTED: 6 Page No. DB Type Site Name/ID/Status
Address Dist/Dir Map ID N/A ERNS 350 SOUTH PACIFIC HWY 350 SOUTH PACIFIC HWY NON GC NRC-911718/FIXED WOODBURN OR N/A ERNS UNION PACIFIC NON GC 624015/RAILROAD WOODBURN OR 6 ERNS SUBURBAN
PROPANE HWY 214 NON GC 159197/HIGHWAY RELATED WOODBURN OR N/A ERNS ROLLINS TRUCK LEASING I-5 NORTHBOUND AT WEIGHSTAT NON GC 253262/HIGHWAY RELATED WOODBURN OR N/A ERNS NEAR THE YOUNG
STREET CROSSING YOUNG STREET NON GC NRC-723381/RAILROAD NON-RELEASE WOODBURN OR N/A ERNS MAIN LINE MAIN LINE NON GC NRC-916451/RAILROAD NON-RELEASE WOODBURN OR N/A LUST MOPS and POPS
GROCERY 15324 MONITOR-WOODBURN RD NON GC 24-96-4088/NOT REPORTED WOODBURN OR 97071 N/A LUST SCHIEDLER BOB 839 E LINCOLN NON GC 24-06-0642/NOT REPORTED WOODBURN OR 97071 N/A LUST KVOKOV
LEANNE 290 W HARDCASTLE AVE NON GC 24-05-0114/NOT REPORTED WOODBURN OR 97071 N/A LUST WOODBURN CO RT. 1 BOX 221A NON GC 24-92-4249/NOT REPORTED WOODBURN OR 97071 N/A LUST BRACKEN DON
11808 NE JONES RD NE NON GC 24-08-0320/NOT REPORTED WOODBURN OR 97071 N/A LUST LENON IMPLEMENT 2175 N PACIFIC HWY NON GC 24-08-0704/NOT REPORTED WOODBURN OR 97071 N/A LUST CITY OF WOODBURN-WELL
9 1084 COUNTRY CLUB RD NON GC 24-94-4155/NOT REPORTED WOODBURN OR 97071 N/A RCRAGN PATRICK INDUSTRIES INC 3099 N PACIFIC HWY NON GC ORQ000001370/VGN WOODBURN OR 97071 N/A RCRAGN WINCO
FOODS LLC 400 WOODLAND AVE NON GC ORQ000027661/LGN WOODBURN OR 97071 N/A RCRAGN ARCO 4413 O DONNELL ENT INC 2720 NEWBERG HWY STE A NON GC ORQ000025666/VGN WOODBURN OR 97071 N/A RCRANLR
SUNWEST SPA 13201 WILCO HWY NE NON GC ORSTATE06315/NLR WOODBURN OR 97071 N/A RCRANLR WESTVIEW TEXACO II 100 ARNEY RD NE NON GC OR0000452946/NLR WOODBURN OR 97071 N/A RCRANLR MATT NORTON
PAINTING CORNER TUKWILA DR and FAIRW NON GC ORQ000020198/NLR WOODBURN OR 97071 N/A RCRANLR LEADTEK 27555 SW BOONES FERRY RD NON GC ORSTATE06551/NLR WILSONVILLE OR 97071
Environmental FirstSearch Sites Summary Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 TOTAL: 91 GEOCODED: 26 NON GEOCODED: 65 SELECTED: 6 Page No. DB Type Site Name/ID/Status
Address Dist/Dir Map ID N/A RCRANLR HILLYER FORD 3000 HILLYER LANE NON GC ORSTATE07000/NLR WOODBURN OR 97071 N/A RCRANLR CROSBY SHOP 8648 CROSBY RD NE NON GC ORSTATE07176/NLR WOODBURN
OR 97071 N/A RCRANLR OMARK INDUSTRIES INC 1275 NATIONAL WAY NON GC ORD980980890/NLR WOODBURN OR 97071 N/A SPILLS RESP. CO.: NORTH PARK PLAZA NON GC FM:03-416-880020/NOT REPORTED WOODBURN
OR 97071 N/A SPILLS RESP. CO.: I-5 N NEWBERG HWY NON GC FM:03-416-900181/NOT REPORTED WOODBURN OR 97071 N/A SPILLS RESP. CO.: HWY 219 and BUTTEVILLE ROAD NON GC FM:03-416-940068/NOT
REPORTED WOODBURN OR 97071 N/A SPILLS RESP. CO.: I5 NB, MP 269 NON GC FM:03-219-950214/NOT REPORTED WOODBURN OR 97071 N/A SPILLS NONE 99 EAST AND WACONDA NON GC 4480/NOT REPORTED WOODBURN
OR N/A SPILLS MP740 NON GC 3783/NOT REPORTED WOODBURN OR N/A SPILLS MP740 NON GC 576624/NOT REPORTED WOODBURN OR N/A SPILLS I-5 SOUTH BOUND MP 271 TO 265 NON GC 5011/NOT REPORTED WOODBURN
OR N/A SPILLS CITY OF WOODBURN, POLICE CITY OF WOODBURN POLICE DEP NON GC 809/NOT REPORTED WOODBURN OR N/A SPILLS LABURN RD NON GC 5316/NOT REPORTED WOODBURN OR N/A SPILLS RESP. CO.:
YOUNG ST and BIRDS EYE AVE NON GC FM:03-416-860013/NOT REPORTED WOODBURN OR 97071 N/A SPILLS HWY 99E HWY 51 and I-5 NON GC 4756/NOT REPORTED WOODBURN OR N/A SPILLS HWY 214 MP 44 NON
GC 2694/NOT REPORTED WOODBURN OR 97071 N/A SPILLS BONNEY RD and WOODBURN -MO NON GC 4205/NOT REPORTED WOODBURN OR N/A SPILLS 6370 HWY 219 NON GC 4935/NOT REPORTED WOODBURN OR N/A SPILLS
ARBOR GROVE RD and HWY 219 NON GC 4170/NOT REPORTED WOODBURN OR N/A SPILLS BONNEY RD and WOODBURN -MO NON GC 682018/NOT REPORTED WOODBURN OR
Environmental FirstSearch Sites Summary Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 TOTAL: 91 GEOCODED: 26 NON GEOCODED: 65 SELECTED: 6 Page No. DB Type Site Name/ID/Status
Address Dist/Dir Map ID N/A SPILLS I-5 EXIT 272 NON GC 6370/NOT REPORTED WOODBURN OR N/A SPILLS RESP. CO.: AGRI-PAC, INC SOUTH PACIFIC HWY NON GC FM:03-416-890355/NOT REPORTED WOODBURN
OR 97071 N/A SPILLS I-5 MP 269-270 NON GC 6240/NOT REPORTED WOODBURN OR N/A SPILLS ARBOR GROVE RD and HWY 219 NON GC 686503/NOT REPORTED WOODBURN OR N/A SPILLS RESP. CO.: ARROW TRANSPORT
CO I-5 SO-BOUND PORT OF ENTRY NON GC FM:03-416-860010/NOT REPORTED PORTLAND OR 97071 N/A SPILLS HWY 214 MP 41 NON GC 5502/NOT REPORTED WOODBURN OR N/A SPILLS RESP. CO.: ARROW TRANSPORT
STATE HWY 219 NON GC FM:03-416-930517/NOT REPORTED WOODBURN OR 97071 N/A SPILLS WOODBURN FIRE DEPT. PORTLAND RD. AND HOWELL PRA NON GC 195/NOT REPORTED WOODBURN OR 97071 N/A SPILLS RESP.
CO.: LYNN TRANSPORTATION I-5 M/P 274 NON GC FM:03-416-920044/NOT REPORTED WOODBURN OR 97071 N/A SPILLS RESP. CO.: TNT BALING HWY 217 and I-5 OVERPASS NON GC FM:03-416-880148/NOT REPORTED
WOODBURN OR 97071 N/A SPILLS RESP. CO.: WALMART 3007 STACEY ALLISON WAY NON GC FM:HM-09-930143/NOT REPORTED WOODBURN OR 97071 N/A SPILLS RESP. CO.: WALMART 3007 STACEY ALLISON NON GC
FM:03-416-930078/NOT REPORTED WOODBURN OR 97071 N/A SPILLS RESP. CO.: WOODBURN SWIM POOL 945 OAK ST NON GC FM:03-416-890215/NOT REPORTED WOODBURN OR 97071 N/A STATE MARION COUNTY 1973
LANDFILL 3 MILES NW OF WOODBURN NON GC ESCI3913/SUSPECT WOODBURN OR 97071 N/A STATE WOODBURN AREA GROUNDWATER CONTAMIN 5S/1W/S17 NON GC ESCI1162/SUSPECT WOODBURN OR 97071 N/A STATE WOODBURN
CITY SHOPS (FORMER) 1750 PARK AVENUE NON GC ESCI4918/SUSPECT WOODBURN OR 97071 N/A SWL MARION COUNTY SOIL RECYCLING FACIL NON GC 1169/NOT REPORTED WOODBURN OR 97071 N/A SWL NORTH MARION
COUNTY DISPOSAL FACIL SEC 31 T4S R1W NON GC 240/ACTIVE AND PERMITTED WOODBURN OR 97071 N/A SWL NORTH MARION COUNTY RECYCLING andT 17827 WHITNEY LN NE NON GC 1348/ACTIVE AND PERMITTED
PERMITTED WOODBURN OR 97071 N/A SWL WOODBURN RECYCLE CENTER and TS 2215 N FRONT ST NON GC 381/ACTIVE AND PERMITTED WOODBURN OR 97071
Environmental FirstSearch Sites Summary Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 TOTAL: 91 GEOCODED: 26 NON GEOCODED: 65 SELECTED: 6 Page No. DB Type Site Name/ID/Status
Address Dist/Dir Map ID N/A SWL DENNIS CARLIN HAULING 7260 S GIBSON RD NON GC 1295/ACTIVE AND PERMITTED WOODBURN OR 97071 N/A TRIBALLAND BUREAU OF INDIAN AFFAIRS CONTACT I UNKNOWN NON
GC BIA-97071 OR 97071 N/A UST MOP-POPS GRO 15324 MONITOR WOODBURN RD NON GC 9278/NOT REPORTED WOODBURN OR 97071 N/A UST SAFEWAY INC 1976 HIGHWAY 211 AT US HIGHWAY 9 NON GC 12136/NOT
REPORTED WOODBURN OR 97071 N/A UST WOODBURN, CITY OF -WELL 9 1084 COUNTRY CLUB RD NON GC 9251/NOT REPORTED WOODBURN OR 97071
Environmental FirstSearch Site Detail Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 LEAKING UNDERGROUND STORAGE TANKS SEARCH ID: 13 DIST/DIR: 0.01 SE MAP ID: 1 NAME: ENGLISH
MARK REV: 01/01/10 ADDRESS: 1000 5TH STREET ID1: 24-07-0636 WOODBURN OR 97071 ID2: STATUS: NOT REPORTED CONTACT: PHONE: REGION: WR CLEANUP START DATE: CLEANUP RECEIVED DATE: 5/10/2007
SITE WORK COMPLETION DATE: 5/23/2007 LEAKING UNDERGROUND STORAGE TANKS SEARCH ID: 16 DIST/DIR: 0.03 NW MAP ID: 2 NAME: KRIER JOHN REV: 01/01/10 ADDRESS: 951 N 5TH ST ID1: 24-00-4046
WOODBURN OR 97071 ID2: STATUS: NOT REPORTED CONTACT: PHONE: REGION: WR CLEANUP START DATE: 3/16/2000 CLEANUP RECEIVED DATE: 3/16/2000 SITE WORK COMPLETION DATE: 5/25/2000 Selected Site
Details Page -1
Environmental FirstSearch Site Detail Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 LEAKING UNDERGROUND STORAGE TANKS SEARCH ID: 21 DIST/DIR: 0.06 SE MAP ID: 3 NAME: WESTERN
DISTRICT CHURCH EXTENSION REV: 01/01/10 ADDRESS: 612 4TH ST ID1: 24-08-0649 WOODBURN OR 97071 ID2: STATUS: NOT REPORTED CONTACT: PHONE: REGION: WR CLEANUP START DATE: CLEANUP RECEIVED
DATE: 6/2/2008 SITE WORK COMPLETION DATE: 6/23/2008 Selected Site Details Page -2
Environmental FirstSearch Site Detail Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 STATE SEARCH ID: 1 DIST/DIR: 0.21 SE MAP ID: 7 NAME: WOODBURN FERTILIZER REV: 01/01/10
ADDRESS: 868 N FRONT ST. ID1: ESCI1496 WOODBURN OR 97071 ID2: OR MARI STATUS: SUSPECT CONTACT: PHONE: Alias Name GENERAL SITE INFORMATION: NPL Site: 0 CERCLIS ID: Investigative Status:
Suspect Orphan Site: 0 Study Area: 0 Size Of Site: 8.75 acres Tax Lots: Township/Range Coordinates: 5.00/1.00 Section/Quarter Section Coordinates: 7/Agency Latitude Coordinate: 45.1451
Agency Longitude Coordinate: -122.8524 ADMINISTRATIVE ACTIONS Administrative Action: Site added to database Agency: Department of Environmental Quality Subprogram: SAS Region: Start
Date: 01/18/1994 Completion Date: Rank Value: 0 FRT Action Priority: Comments: Administrative Action: State Basic Preliminary Assessment recommended (PA) Agency: Department of Environmental
Quality Subprogram: SAS Region: Start Date: 04/09/1993 Completion Date: 04/09/1993 Rank Value: 0 FRT Action Priority: Low Comments: Administrative Action: SITE EVALUATION Agency: Department
of Environmental Quality Subprogram: SAS Region: Start Date: 04/06/1993 Completion Date: 04/06/1993 Rank Value: 0 FRT Action Priority: Comments: Administrative Action: Listing Review
completed -Continued on next page -Selected Site Details Page -3
Environmental FirstSearch Site Detail Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 STATE SEARCH ID: 1 DIST/DIR: 0.21 SE MAP ID: 7 NAME: WOODBURN FERTILIZER REV: 01/01/10
ADDRESS: 868 N FRONT ST. ID1: ESCI1496 WOODBURN OR 97071 ID2: OR MARI STATUS: SUSPECT CONTACT: PHONE: Agency: Department of Environmental Quality Subprogram: SAS Region: Start Date:
04/07/1993 Completion Date: 04/07/1993 Rank Value: 0 FRT Action Priority: Comments: Administrative Action: Insufficient information to list Agency: Department of Environmental Quality
Subprogram: SAS Region: Start Date: 04/08/1993 Completion Date: Rank Value: 0 FRT Action Priority: Comments: PERMIT INFORMATION Permit Number: 24-9145 Agency Name: DEQ Comments: Permit
Number: ORD027807791 Agency Name: DEQ Comments: OPERATIONS INFORMATION Years of Operation: 1940s to present Status: Active Comment: Fertilizer blending and commercial grass seed cleaning
HAZARDOUS SUBSTANCE RELEASED AGENCY COMMENTS ON HAZARDS RELEASED CONTAMINATION (4/9/93 SMF) Woodburn Fertilizer has operated at the site for over 50 years. The facility currently blends
fertilizers, cleans commercial grass seed, and acts as a retail outlet for fertilizers and pesticides. Feed milling operations and grain cleaning and storage have also, in the past,
been conducted on-site. Grain handling was discontinued in 1991. Over the years, the site has been the focus of a large number of environmental quality complaints. Early complaints focused
on dusts generated from grass-seed handling and cleaning. With the installation of new dust control equipment, most complaints are now directed at noise emissions associated with seed
cleaning. The facility may handle as much as 1,450,000 pounds of pesticides each year. DATA SOURCES DISPOSALS -Continued on next page -Selected Site Details Page -4
Environmental FirstSearch Site Detail Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 STATE SEARCH ID: 1 DIST/DIR: 0.21 SE MAP ID: 7 NAME: WOODBURN FERTILIZER REV: 01/01/10
ADDRESS: 868 N FRONT ST. ID1: ESCI1496 WOODBURN OR 97071 ID2: OR MARI STATUS: SUSPECT CONTACT: PHONE: GENERAL SITE DESCRIPTION HAZARDOUS SUBSTANCE/WASTE TYPES pesticides (of particular
concern are EPA Category I pesticides) HEALTH THREATS LAND USE (CURRENT/REASONABLY LIKELY) MANNER OF RELEASE Suspected releases because of quantities and diversity of materials handled.
Time of release: unknown MEDIA CONTAMINATION PATHWAYS and OTHER HAZARDS (4/9/93 SMF) Mill Creek lies about 800 feet to the east. An unnamed tributary to Mill Creek lies immediately to
the north of the site, with a drainage ditch that lies to the immediate west. Shallow groundwater is available from the Willamette Silt formation. The Willamette Silt formation (75-100
feet thick) overlies the much more productive Troutdale formation. Numerous nearby domestic wells, including City of Woodburn municipal wells, apparently withdraw groundwater from the
Troutdale formation. A few nearby domestic wells withdraw groundwater from the Willamette Silt formation. Local static water levels are typically as shallow as 4-25 feet bgs. Static
water levels for the Troutdale aquifer suggest a sizable upward flow gradient. Horizontal groundwater flow directions in the vicinity of the site appear quite complex. PROJECT ACTIVITY
STATUS PROJECT ISSUES SUMMARY PROJECT TYPE QUARTERLY PLANNING SUMMARY REMEDIAL ACTION (4/9/93 SMF) This site was screened for EPA as part of the EPA/GIS screening process evaluation.
Although the facility annually handles a sizable inventory of pesticides and other farm chemicals, and has been in business for over 50 years, the site owner/operator reports that there
have been no hazardous material releases at the site. However, based strictly upon the potential threat to nearby residential areas and municipal wells, it is recommended that a low
priority Preliminary Assessment be conducted for the site. RESIDUAL RISK ASSESSMENT SITE CONTACTS SITE LOCATION SITE OWNERSHIP SUBSTANCES OF CONCERN WATER USE (CURRENT/REASONABLY LIKELY)
SAMPLING RESULTS STUDY AREA INFORMATION Selected Site Details Page -5
Environmental FirstSearch Site Detail Report Target Property: 5TH ST JOB: 5066E WOODBURN OR 97071 LEAKING UNDERGROUND STORAGE TANKS SEARCH ID: 19 DIST/DIR: 0.22 SE MAP ID: 9 NAME: SAUVAIN
MOTOR CO. REV: 01/01/10 ADDRESS: 689 N FRONT STREET ID1: 24-91-4347 WOODBURN OR 97071 ID2: STATUS: NOT REPORTED CONTACT: PHONE: REGION: WR CLEANUP START DATE: 11/8/1991 CLEANUP RECEIVED
DATE: 11/15/1991 SITE WORK COMPLETION DATE: EMERGENCY RESPONSE NOTIFICATION SITE SEARCH ID: 41 DIST/DIR: NON GC MAP ID: NAME: SUBURBAN PROPANE REV: 1/30/1990 ADDRESS: HWY 214 ID1: 159197
WOODBURN OR ID2: MARION STATUS: HIGHWAY RELATED CONTACT: PHONE: DETAILS NOT AVAILABLE Selected Site Details Page -6
Environmental FirstSearch Descriptions NPL: EPA NATIONAL PRIORITY LIST -Database of confirmed and proposed Superfund sites. NPL Delisted: EPA NATIONAL PRIORITY LIST Subset -Database
of delisted Superfund sites. CERCLIS: EPA COMPREHENSIVE ENVIRONMENTAL RESPONSE COMPENSATION
AND LIABILITY INFORMATION SYSTEM -Database of current and potential Superfund sites currently or previously under investigation. NFRAP: EPA COMPREHENSIVE ENVIRONMENTAL RESPONSE COMPENSATION
AND LIABILITY INFORMATION SYSTEM ARCHIVED SITES -database of Archive designated CERCLA sites that, to the best of EPA's knowledge, assessment has been completed and has determined no
further steps will be taken to list this site on the National Priorities List (NPL). This decision does not necessarily mean that there is no hazard associated with a given site; it
only means that, based upon available information, the location is not judged to be a potential NPL site. RCRA COR ACT: EPA RESOURCE CONSERVATION AND RECOVERY INFORMATION SYSTEM SITES
-Database Database of RCRA facilities with reported violations and subject to corrective actions. RCRA TSD: EPA RESOURCE CONSERVATION AND RECOVERY INFORMATION SYSTEM TREATMENT, STORAGE,
and DISPOSAL FACILITIES. -Database of facilities licensed to store, treat and dispose of hazardous waste materials. RCRA GEN: EPA RESOURCE CONSERVATION AND RECOVERY INFORMATION SYSTEM
SITES -Database of facilities that generate or transport hazardous waste or meet other RCRA requirements. LGN -Large Quantity Generators SGN -Small Quantity Generators VGN – Conditionally
Exempt Generator. Included are RAATS (RCRA Administrative Action Tracking System) and CMEL (Compliance Monitoring & Enforcement List) facilities. RCRA NLR: EPA RESOURCE CONSERVATION
AND RECOVERY INFORMATION SYSTEM SITES -Database of facilities not currently classified by the EPA but are still included in the RCRIS database. Reasons for non classification: Failure
to report in a timely matter. No longer in business. No longer in business at the listed address. No longer generating hazardous waste materials in quantities which require reporting.
Federal IC /EC: EPA BROWNFIELD MANAGEMENT SYSTEM (BMS) -database designed to assist EPA in collecting, tracking, and updating information, as well as reporting on the major activities
and accomplishments of the various Brownfield grant Programs. FEDERAL ENGINEERING AND INSTITUTIONAL CONTROLS-Superfund sites that have either an engineering or an institutional control.
The data includes the control and the media contaminated. ERNS: EPA/NRC EMERGENCY RESPONSE NOTIFICATION SYSTEM -Database of emergency response actions. Data since January 2001 has been
received from the National Response System database as the EPA no longer maintains this data. Tribal Lands: DOI/BIA INDIAN LANDS OF THE UNITED STATES -Database of areas with boundaries
established by treaty, statute, and (or) executive or court order, recognized by the Federal Government as territory in which American Indian tribes have primary governmental authority.
The Indian Lands of the United States map layer shows areas of 640 acres or more, administered by the Bureau of Indian Affairs. Included are Federally-administered lands within a reservation
which may or may not be considered part of the reservation. State/Tribal Sites: OR DEQ The DEQ adds sites that are or may be contaminated and may require cleanup to its Environmental
Cleanup Site Information system (ECSI), and electronic filing system. DEQ adds these sites to the CRL and Inventory when it determines they meet the respective criteria for listing,
described above. Sites
may be added to the CRL any time after they are added to the ECSI; they may be added to the Inventory only after a preliminary assessment is completed. Sites added to the Inventory are
either already on the CRL or added to both lists at the same time. The CRL, Inventory, and Voluntary Cleanups are all subsets of information derived from the ECSI system. Each of those
lists are described below and included in the ECSI information in the First Search reports. ODEQ maintains individual lists for each of these subsets but they have minimal details on
sites listed and duplicate the information in ECSI.In order to avoid unnecessary duplication of records, and because the three categories are subsets of ECSI an extensive amount of details
on ECSI sites are included in the First Search reports. It is much more comprehensive that what is provided on the individual lists and enables the report user to easily determine if
a site falls into multiple categories.To determine which lists a site is affiliated with look at the "Administrative Actions" section in the details of the First Search report for each
ECSI site your are concerned with. ST: CONFIRMED RELEASE LIST (CRL: included in ECSI)Oregon legislature has directed the Department of Environmental Quality (DEQ) to implement a comprehensive
site discovery program to: A. Identify and assess releases or threats of releases of hazardous substances that may require removal or remedial action; B. Publish two separate lists of
facilities, or sites, where releases of hazardous substances have been confirmed: I. A Confirmed Release List (CRL), including all facilities with a confirmed release; and II.an inventory,
including facilities with a confirmed release which, in addition, based on a preliminary assessment, DEQ has determined require further investigation, removal, remedial action, or related
long-term environmental or institutional controls: and C. Rank facilities on the Inventory based on the long and short-term threats they pose to public health and the environment.ST:
ST: VOLUNTARY CLEANUP SUB-PROGRAM (included in ECSI)There are a number of sites on both the CRL and Inventory where responsible parties have entered into an agreement with DEQ to voluntarily
address contamination associated with their property. Under DEQ’s Voluntary Cleanup Program, responsible parties may obtain DEQ oversight of assessment and cleanup actions leading to
a No Further Action (NFA) determination from the agency. New voluntary cleanup projects are initiated as soon as resources become available. The initial VCS under the Current Program
header on the CRL and Inventory is an indicator that the specified site has entered into the Voluntary Cleanup Program. The initials SRS indicate that the specified site may be facing
enforcement action through the DEQ Site Response Program.The initials SAS would indicate that the site is still under investigation through the DEQ Site Assessment Program.The CRL and
Inventory do not include all sites in Oregon that are in the voluntary cleanup process. At some sites, responsible parties will perform cleanup on their own without DEQ oversight. The
requirements for this comprehensive site discovery program are established in Oregon’s Environmental Cleanup Law, ORS 465.215 through 245, and DEQ’s administrative rules, OAR 340-122-410-470.
State Spills 90: OR SP STATE SPILLS State/Tribal SWL: OR DEQ ODEQ maintains separate lists of various solid waste facilities including: permitted, closed and municipal. State/Tribal
LUST: OR DEQ/EPA OR DEQ LEAKING UNDERGROUND STORAGE TANKS LISTING-ODEQ maintains a list of leaking underground tanks reported leaking, under investigation or cleanup indicating cleanup
start date, lead, and completion date. INDIAN LANDS LEAKING UNDERGROUND STORAGE TANKS LISTING-The US EPA Region 10 maintains an inventory of Indian Land leaking underground storage tanks
currently under federal administration. For further information regarding this program or specific sites, please call Charlotte Boulind at the number listed with the source information.
State/Tribal UST/AST: OR DEQ/EPA OR DEQ UNDERGROUND STORAGE TANKS LISTING-ODEQ maintains an inventory of registered active and decommissioned underground storage tanks. INDIAN LANDS
UNDERGROUND STORAGE TANKS LISTING-The US EPA Region 10 maintains an inventory of Indian Land underground storage tanks currently under federal administration. For further information
regarding this program or specific sites, please call Charlotte Boulind at the number listed with the source information. State/Tribal Brownfields: OR DEQ/EPA ODEQ maintains a list of
Brownfields sites as part of its Environmental Cleanup Site Information System. The ODEQ defines a brownfield site as "real property where expansion or redevelopment is complicated by
actual or perceived environmental contamination." Brownfields Management System (BMS) is an analytical database designed to assist EPA in collecting, tracking, and updating information,
as well as reporting on the major activities and accomplishments of the various Brownfield grant Programs. RADON: NTIS NATIONAL RADON DATABASE -EPA radon data from 1990-1991 national
radon project collected for a variety of zip codes across the United States.
Environmental FirstSearch 1 Mile Radius from Line ASTM Map: NPL, RCRACOR, STATE Sites 5TH ST, WOODBURN OR 97071 Source: U.S. Census TIGER Files Linear Search Line ....................................
....................................................... Identified Site, Multiple Sites, Receptor .......................................................... NPL, DELNPL, Brownfield,
Solid Waste Landfill (SWL), Hazardous Waste Triballand............................................................................................................ Railroads ..........................
................................................................................
Environmental FirstSearch .5 Mile Radius from Line ASTM Map: CERCLIS, RCRATSD, LUST, SWL 5TH ST, WOODBURN OR 97071 Source: U.S. Census TIGER Files Linear Search Line .................................
.......................................................... Identified Site, Multiple Sites, Receptor .......................................................... NPL, DELNPL, Brownfield,
Solid Waste Landfill (SWL), Hazardous Waste Triballand............................................................................................................ Railroads ..........................
................................................................................
Environmental FirstSearch .25 Mile Radius from Line ASTM Map: RCRAGEN, ERNS, UST 5TH ST, WOODBURN OR 97071 Source: U.S. Census TIGER Files Linear Search Line .........................................
.................................................. Identified Site, Multiple Sites, Receptor .......................................................... NPL, DELNPL, Brownfield, Solid
Waste Landfill (SWL), Hazardous Waste Triballand............................................................................................................ Railroads ................................
..........................................................................
Woodburn 5th Street Improvements – Phase I ESA 1 Site Photographs (March 24, 2010) 5th Street at Harrison. Photograph taken looking northeast. Dead end on 5th Street at location of Yew
Street extension. Photograph taken looking northeast.
Woodburn 5th Street Improvements – Phase I ESA 2 Site Photographs (March 24, 2010) 5th Street looking towards Highway 214. Photograph taken looking north. Utility pole with transformer
and high pressure sodium light. Pole located at 5th and High Streets.
Woodburn 5th Street Improvements – Phase I ESA 3 Site Photographs (March 24, 2010) View from dead end of church parking. Parking lot is possible Yew Street extension location. View from
5th Street looking southeast. View of possible Yew Street extension location. Photograph taken from 3rd Street looking northwest.
Woodburn 5th Street Improvements – Phase I ESA 1 Aerial Photographs 1936 1944
Woodburn 5th Street Improvements – Phase I ESA 2 Aerial Photographs 1958 1963
Woodburn 5th Street Improvements – Phase I ESA 3 Aerial Photographs 1970 1980
Woodburn 5th Street Improvements – Phase I ESA 4 Aerial Photographs 1990 1996
Woodburn 5th Street Improvements – Phase I ESA 5 Aerial Photographs 2005
APPENDIX G SIGNAL WARRANT ANALYSIS AND SUPPORTING FIGURES
09-1094.207 Design Acceptance Plans Package March 2010 City of Woodburn G:\09\1094\207 DAP\Appendix G -Signal Warrant Analysis and Suppporting Figures.doc APPENDIX G SIGNAL WARRANT ANALYISIS
AND SUPPORTING FIGURES The following Signal Warrant Analysis has been developed for ODOT review and approval of a signal at 5th Street and Hwy 214. The six supporting figures show design
vehicle (city transit bus and fire-truck) turning movements along with proposed curb radius and striping improvements to allow those turning movements to occur without conflict for the
transit bus.
5th Street Extension Project #: 10438.0 March 29, 2010 Page 2 Kittelson & Associates, Inc. Portland, Oregon southbound left-turn movement is the critical movement at this intersection.
The TSP includes three build alternatives for the City; all three of them include signalizing this intersection while two of them specify making improvements to 5th Street. • Improve
north-south connectivity – Within the vicinity of this project, north-south travel under existing conditions is primarily served by the major north-south routes of Settlemeir Avenue-Boones
Ferry Road and Front Street. During peak traffic conditions, heavy congestion can be experienced along these north-south routes at the intersections of OR 214, which are located approximately
three-quarters of a mile apart from one another. Land uses immediately south of OR 214 are primarily residential, while north of the highway the primary land uses are commercial, office,
medical/dental, schools, and recreation (i.e. golf). With the extension of 5th Street and signalization of the OR 214/5th Street-Meridian Drive intersection, the new connection will
provide an alternative north-south route to alleviate congestion at the major adjacent intersections and provide a direct connection between land uses north and south of OR 214. • Improve
pedestrian safety -OR 214 is currently three lanes near the 5th Street-Meridian Drive intersection and historical pedestrian counts show a moderate level of pedestrians crossing OR 214
at this location. With the future widening of OR 214 from three to five-lanes, crossing OR 214 will become more difficult and potentially less safe due to the longer crossing distance
and increased exposure to vehicles. The City’s desire is to improve pedestrian safety at this location in anticipation of the OR 214 widening. • Improve emergency response times and
transit access – By connecting 5th Street to OR 214 and providing a signalized intersection with larger curb radii at the corners, this project will provide enhanced emergency vehicle
and transit bus access to the neighborhood around 5th Street. As part of the 5th Street extension project, this analysis evaluated the opportunity to install signalized traffic control
at the OR 214/5th Street-Meridian Drive intersection. As such, this memorandum includes a full signal warrant analysis at the OR 214/5th Street-Meridian Drive intersection per ODOT requirements.
EXISTING AND FUTURE TRAFFIC VOLUMES ODOT provided existing 16-hour turning movement counts for the OR 214/5th Street-Meridian Drive intersection. ODOT collected the traffic counts on
a weekday in May 2007 and July 2009. Year 2010 forecast traffic volumes at this intersection (assuming the 5th Street extension) were developed using existing traffic volumes and traffic
model data provided by ODOT’s Transportation Planning and Analysis Unit (TPAU). The forecast traffic volumes were derived by applying the procedure described in National Cooperative
Highway Research Program (NCHRP) Report 255, to the combination of existing traffic counts, 2009 model results, and 2009 model forecasts assuming the 5th Street extension. Appendix “A”
includes all traffic volume data used for the signal warrant analysis.
5th Street Extension Project #: 10438.0 March 29, 2010 Page 3 Kittelson & Associates, Inc. Portland, Oregon SIGNAL WARRANT ANALYSIS A signal warrant analysis was conducted at the OR
214/5th Street-Meridian Drive intersection for existing conditions (without 5th Street extension) and future conditions assuming the 5th Street extension. The signal warrant analysis
used the guidelines outlined in the ODOT Traffic Manual (Reference 2) and the ODOT Analysis Procedures Manual (APM) (Reference 3). Based on this procedure, the analysis evaluated the
following Manual on Uniform Traffic Control Devices (MUTCD) (Reference 4) signal warrants. • Warrant 1, Eight-Hour Vehicular Volume • Warrant 2, Four-Hour Vehicular Volume • Warrant
3, Peak Hour • Warrant 4, Pedestrian Volume • Warrant 5, School Crossing • Warrant 6, Coordinated Signal System • Warrant 7, Crash Experience • Warrant 8, Roadway Network Detailed descriptions
of each signal warrant are provided in the MUTCD, Chapter 4C Traffic Control Signal Needs Studies. Results of the signal warrant analysis identified that the MUTCD Signal Warrants 2
and 3 are met with the 5th Street extension. The following is a summary of each signal warrant. Vehicular Volume Warrants 1, 2, and 3 For the traffic volume-based signal warrants 1,
2, and 3, the analysis was conducted using both the 16-hour traffic volume data and forecast future volumes assuming the 5th Street extension, and a 100-percent reduction of right turns1
from the minor streets (5th Street and Meridian Drive). Table 1 shows the results of the volume-based signal warrants. Table 1 Traffic Volume-Based Signal Warrant Summary Warrant Met?
Warrant Existing (without 5th Street extension) 2010 Forecast (with 5th Street extension) Warrant 1 – Eight-Hour Vehicular Volume No No Warrant 2 – Four-Hour Vehicular Volume No Yes
Warrant 3 – Peak Hour No Yes A review of the existing 16-hour turning movement volumes and the forecast 2010 traffic volumes at this location indicates that installation of a traffic
signal is warranted at at the study intersection 1Based on the 85-percent capacity for the movement being greater than the right-turn volume, per the Analysis Procedures Manual, section
7.4.
5th Street Extension Project #: 10438.0 March 29, 2010 Page 4 Kittelson & Associates, Inc. Portland, Oregon based on the forecast four-hour and peak hour vehicular volumes. Appendix
“B” includes the signal warrant analysis worksheet. In addition to those warrants based on traffic volume, Signal Warrants 4 through 8 were also reviewed to determine the need for a
traffic signal at the study intersection. Warrant 4 -Pedestrian Volume: Based on the traffic volume data collected in May 2007 and July 2009 at the OR 214/5th Street-Meridian Drive intersection,
average hourly pedestrian volumes observed crossing the major street ranged between 5 and 15, with the peak pedestrian volume being 65. The pedestrian volumes are lower than the thresholds
for the pedestrian warrant; therefore, installation of a traffic signal based on pedestrian volume is not warranted. Warrant 5 -School Crossing: Several schools exist within approximately
a quarter-mile from the OR 214/5th Street-Meridian Drive intersection. Pedestrian crossings are currently provided near each school at either a signalized intersection (OR 214/Settlemeir
Avenue-Boones Ferry Road) or a marked crossing (OR 214/Bulldog Drive). With the planned widening of OR 214 from three to five-lanes, the ability for pedestrians to cross the highway
will be impacted; therefore, installation of a traffic signal may be warranted at the OR 214/5th Street-Meridian Drive intersection based on future consideration for a school crossing.
As previously mentioned, with the future widening of OR 214 from three to five-lanes, crossing OR 214 will become more difficult and potentially less safe due to the longer crossing
distance and increased exposure to vehicles. The City’s desire is to improve pedestrian safety at this location in anticipation of the OR 214 widening. Warrant 6 -Coordinated Signal
System: The distances to the adjacent traffic signals west and east of the OR 214/5th Street-Meridian Drive intersection are approximately 1,400 feet and 4,900 feet, respectively, and
these signals are not currently coordinated; therefore, installation of a traffic signal is not warranted at the intersection based on consideration for a coordinated signal system.
Also, based on discussions with ODOT staff a signal progression analysis is not being required as part of this project due to the close proximity of this intersection to only one other
existing signalized intersection (OR 214/Settlemeir Avenue-Boones Ferry Road). Typically, a progression analysis is performed for three or more signals as not much benefit comes from
coordinating only two signals.
5th Street Extension Project #: 10438.0 March 29, 2010 Page 5 Kittelson & Associates, Inc. Portland, Oregon Warrant 7 -Crash Experience: The crash history of the OR 214/5th Street-Meridian
Drive intersection was reviewed in an effort to identify potential intersection safety issues. Crash records were obtained from David Evans and Associates’ Revised Technical Memorandum:
Existing Transportation Conditions Analysis dated December 2009 (Reference 5) for the five-year period from January 1, 2003 through December 31, 2007. Table 2 summarizes the type of
crashes and severity at the intersection throughout the analysis period. Table 2 Intersection Crash History (January 1, 2003 through December 31, 2007) Collision Type Severity Intersection
Rear-End Turning Angle Other PDO1 Injury Total Crash Rate3 (per MEV2) 5th Street/OR-214 5 2 1 1 5 4 9 0.29 1 PDO – property damage only 2 MEV – million entering vehicles (daily entering
vehicles = 10 x Peak Hour Volume) 3 Crash Rate = (Total Crashes) /(4 years x 365 days/year year x daily entering vehicles /1,000,000) As illustrated in Table 2, based on crash experience
at the OR 214/5th Street-Meridian Drive intersection, installation of a traffic signal is not warranted. Although warrant 7 is not met under the current configuration of 5th Street (i.e.
without the 5th Street extension), because the 5th Street extension will alter traffic patterns and likely increase vehicle demand at the OR 214/5th Street-Meridian Drive intersection,
a review of the existing crash history does not necessarily provide an accurate assessment of future crash patterns assuming the 5th Street extension. Warrant 8 -Roadway Network: According
to the City’s TSP, OR 214 is classified as a District Highway and both 5th Street and Meridian Drive are classified as an Access Street. Although the existing entering volume at the
OR 214/5th Street-Meridian Drive intersection is greater than 1,000 vehicles per hour during the peak hour of a typical weekday, and Warrants 2 and 3 are met under near-term forecast
traffic conditions, MUTCD warrant 8 is not met because 5th Street is not considered a “major route” per the characteristics outlined in the MUTCD. However, with the 5th Street extension
both 5th Street and Meridian Drive will play a vital role in the overall transportation network as these streets will serve as a potential major north-south route connecting residential
land uses south of OR 214 to commercial office and public uses north of OR 214. CONCLUSION Based on the analysis and review of existing and forecast traffic conditions, pedestrian characteristics,
and physical characteristics of the intersection, installation of a traffic signal is warranted at the OR 214/5th Street-Meridian Drive intersection.
5th Street Extension Project #: 10438.0 March 29, 2010 Page 6 Kittelson & Associates, Inc. Portland, Oregon As described above, a signal warrant analysis was conducted for all eight
warrants specified in the MUTCD and the ODOT APM to determine the need for a traffic signal installation at the OR 214/5th Street-Meridian Drive intersection. Results of the signal warrant
analysis identified that the MUTCD Signal Warrants 2 and 3 are met under future build-out conditions with the 5th Street extension. Furthermore, the City of Woodburn has identified this
project as a vital component to improve the overall transportation network as it is needed to 1) accommodate existing and forecast traffic along OR 214 and adjacent intersections; 2)
improve north-south connectivity by providing an alternative route to Settlemeir Avenue-Boones Ferry Road, Front Street, and OR 214; 3) improve the pedestrian environment within the
project vicinity; and 4) improve emergency response times and transit access. We trust this memorandum adequately addressed the traffic signal warrant analysis for the OR 214/5th Street-Meridian
Drive intersection. If you have any questions, please contact us at (503) 228-5230.
5th Street Extension Project #: 10438.0 March 29, 2010 Page 7 Kittelson & Associates, Inc. Portland, Oregon REFERENCES 1. CH2MHill and Kittelson & Associates, Inc. Woodburn Transportation
System Plan. October 2005. 2. Oregon Department of Transportation. ODOT Traffic Manual. July 2009. 3. Oregon Department of Transportation. ODOT Analysis and Procedures Manual. July 2009.
4. Federal Highway Administration. Manual on Uniform Traffic Control Devices, 2003 Edition. 2003. 5. David Evans and Associates, Inc. Revised Technical Memorandum: Existing Transportation
Conditions Analysis, OR-214: Broughton Way – Park Avenue (Woodburn), Environmental Assessment and Access Management Plan. December 2009. APPENDICES Appendix A – Traffic Volume Data Appendix
B – Signal Warrant Analysis Worksheet
Appendix A Traffic Volume Data
Appendix B Signal Warrant Analysis Worksheet
KITTELSON & ASSOCIATES, INC. 610 SW Alder, Suite 700 Portland, Oregon 97205 Begin End EB WB NB SB (503) 228-5230 5:00 PM 6:00 PM 667 790 34 105 Fax: (503) 273-8169 2nd Highest Hour 640
758 33 101 3rd Highest Hour 627 743 32 99 Project #: 4th Highest Hour 534 632 27 84 Project Name: 5th Highest Hour 507 600 26 80 Analyst: 6th Highest Hour 454 537 23 71 Date: 7th Highest
Hour 420 498 21 66 File: 8th Highest Hour 400 474 20 63 9th Highest Hour 320 379 16 50 Intersection: 10th Highest Hour 300 356 15 47 Scenario: 11th Highest Hour 300 356 15 47 12th Highest
Hour 287 340 15 45 13th Highest Hour 260 308 13 41 14th Highest Hour 240 284 12 38 15th Highest Hour 240 284 12 38 Warrant Name Analyzed? Met? 16th Highest Hour 233 277 12 37 #1 Eight-Hour
Vehicular Volume Yes No 17th Highest Hour 133 158 7 21 #2 Four-Hour Vehicular volume Yes Yes 18th Highest Hour 73 87 4 12 #3 Peak Hour Yes Yes 19th Highest Hour 67 79 3 11 #4 Pedestrian
Volume No -20th Highest Hour 27 32 1 4 #5 School Crossing No -21st Highest Hour 20 24 1 1 3 #6 Coordinated Signal System No -22nd Highest Hour 20 24 1 3 #7 Crash Experience No -23rd
Highest Hour 13 16 1 2 #8 Roadway Network No -24th Highest Hour 13 16 1 2 Begin End EB WB NB SB Volume Adjustment Factor = 1.0 5:00 PM 6:00 PM 667 790 34 105 North-South Approach = Minor
2nd Highest Hour 640 758 33 101 East-West Approach = Major 3rd Highest Hour 627 743 32 99 Major Street Thru Lanes = 1 4th Highest Hour 534 632 27 84 Minor Street Thru Lanes = 1 5th Highest
Hour 507 600 26 80 Speed > 40 mph? No 6th Highest Hour 454 537 23 71 Population < 10,000? No 7th Highest Hour 420 498 21 66 Warrant Factor 100% 8th Highest Hour 400 474 20 63 Peak Hour
or Daily Count? Peak Hour 9th Highest Hour 320 379 16 50 10th Highest Hour 300 356 15 47 Major Street: 4th-Highest Hour /Peak Hour 80% 11th Highest Hour 300 356 15 47 Major Street: 8th-Highest
Hour /Peak Hour 60% 12th Highest Hour 287 340 15 45 Minor Street: 4th-Highest Hour /Peak Hour 80% 13th Highest Hour 260 308 13 41 Minor Street: 8th-Highest Hour /Peak Hour 60% 14th Highest
Hour 240 284 12 38 15th Highest Hour 240 284 12 38 16th Highest Hour 233 277 12 37 17th Highest Hour 133 158 7 21 18th Highest Hour 73 87 4 12 19th Highest Hour 67 79 3 11 20th Highest
Hour 27 32 1 4 21st Highest Hour 20 24 1 3 22nd Highest Hour 20 24 1 3 23rd Highest Hour 13 16 1 2 24th Highest Hour 13 16 1 2 Input Parameters Raw Traffic Volumes Hour Major Street
Minor Street Hour Major Street Minor Street Analysis Traffic Volumes OR-214/5th St-Meridian Dr Warrant Summary 2010 w/5th St -Weekday PM Peak Hour 10438 5th Street Extension NEB 3/23/2010
H:\projfile\10438 -5th St Improvements -Woodburn\excel\sigwar\[10438_sigwar_OR214-5th_2009w5th.xls]Warrant Warrant Summary