Ord. 2575 - Adopt TSP And Comp Plan Amendments (LA 2018-04) COUNCIL BILL NO. 3108
ORDINANCE NO. 2575
AN ORDINANCE ADOPTING AN UPDATED TRANSPORTATION SYSTEM PLAN AND
ASSOCIATED WOODBURN COMPREHENSIVE PLAN TEXT AMENDMENTS (LA 2018-
04)
WHEREAS, ORS 197.175 requires cities to prepare, adopt and implement
Comprehensive Plans consistent with statewide planning goals adopted by the
Land Conservation and Development Commission; and
WHEREAS, Oregon Statewide Planning Goal 12 requires cities, counties
and the state to create a transportation system plan that takes into account all
relevant modes of transportation: mass transit, air, water, rail, highway, bicycle
and pedestrian; and
WHEREAS, the City applied for and received a grant from the State's
Transportation and Growth Management Program to complete an update to
the City's Transportation System Plan ("TSP") with associated Comprehensive
Plan text amendments; and
WHEREAS, on August 9, 2019, the Planning Commission in conformance
with WDO 4.01 .09B. and 4.01 .10B. held a public hearing and recommended
approval of the TSP and certain text amendments to the Comprehensive Plan;
and
WHEREAS, on September 9, 2019, the City Council held a public hearing,
reviewed the record, accepted testimony and requested this Ordinance
effecting the amendment (LA 2018-04); NOW, THEREFORE,
THE CITY OF WOODBURN ORDAINS AS FOLLOWS:
Section 1. The Woodburn Transportation System Plan (September 2019) is
hereby adopted as an element of the City's Comprehensive Plan as provided
in Exhibit A which is attached hereto and incorporated herein.
Section 2. The former Woodburn Transportation System Plan (October
2005) is hereby repealed and replaced.
Section 3. The Comprehensive Plan is amended as specified in Exhibit B
which is attached hereto and incorporated herein.
Page - 1 - Council Bill No. 3108
Ordinance No. 2575
Section 4. For purposes of the Comprehensive Plan amendment (See
Exhibit B), all new text is shown as underline (i.e. new text) and all deleted text is
shown as stricken (i.e. deleted-T ). After this ordinance amendment is
adopted, the Community Development Director shall correct the
Comprehensive Plan to incorporate all revisions contained herein.
Section 5. The legislative action taken by the Ordinance is explained and
justified by the Findings and Analysis in Exhibit C which is attached hereto and
incorporated herein.
Approved as to form: /-2
City Attorney Datef
Approved: 6; -
Eric Swenson, Mayor
Passed by the Council 0s,
Submitted to the Mayor , , , l
Approved by the Mayor I
Filed in the Office of the Recorder ,
ATTEST:
u
Heather Pierson, City Recorder
City of Woodburn, Oregon
Page - 2 - Council Bill No. 3108
Ordinance No. 2575
Exhibit A
Exhibit A
Page 1 of 102
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Exhibit A
Page 2 of 102
Exhibit A
Page 3 of 102
WOODBURN
TRANSPORTATION SYSTEM
PLAN
Prepared For:
City of Woodburn
270 Montgomery Street
Woodburn, Oregon 97071
(503) 982-5246
Prepared By:
Kitt elson&Associates, Inc.
851 SW 6'h Avenue, Suite 600
Portland, OR 97204
(503) 228-5230
FINAL
September 2019
This Project is partially funded by a grant from the Transportation and Growth Management
("TGM") Program, a joint program of the Oregon Department of Transportation and the Oregon
Department of Land Conservation and Development.This TGM grant is financed, in part, by
federal Fixing America's Surface Transportation Act ("FAST Act"), local government, and the State
of Oregon funds.
The contents of this document do not necessarily reflect views or policies of the State of Oregon.
Exhibit A
Page 4 of 102
Acknowledgeis
The development of the Woodburn Transportation System Plan was guided by the Project
Management Team (PMT) a Technical Advisory Committee, and a volunteer Citizen Advisory
Committee (CAC). The City of Woodburn would like to thank each of these individuals who
devoted their time, expertise, and insight into the development of the plan.
Project Management Team (PM7)
• Chris Kerr, City of Woodburn
• Eric Liljequist, P.E., City of Woodburn
• Michael Duncan, ODOT
Citizens Advisory Committee (CAC)
• Dawn Cole- Estates Officer
• Mark Hester- Business Representative
• Kari Pankey- Parks Board
• Charlie Piper- Planning Commission Chairperson
• Sharon Schaub-City Councilor
• Peter Skei- Industrial Property Representative
• Sheryl Southwell- Industrial Property Representative
• Elias Villegas-Chemeketa College
• John Zobrist-Citizen
Consultant Team Members
• Matt Hughart, AICP, Kittelson & Associates, Inc.
• Molly McCormick, Kittelson &Associates, Inc.
• Julia Kuhn, P.E., Kittelson &Associates, Inc.
• Adrienne DeDona, JLA Public Involvement
• Clinton "CJ" Doxsee, Angelo Planning Group
• Darci Rudzinski, AICP, Angelo Planning Group
Exhibit A
Pa e 5 of 102
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Table of Contents
INTRODUCTION...................................................................................................................................................9
WHY CREATE A TRANSPORTATION SYSTEM PLAN?.......................................................................................................9
WOODBURN2019 .....................................................................................................................................................9
TSPUPDATE PROCESS...............................................................................................................................................13
TSPORGANIZATION .................................................................................................................................................14
SETTING THE VISION FOR WOODBURN'S TRANSPORTATION SYSTEM .......................................................17
GOALS AND OBJECTIVES...........................................................................................................................................17
MOTOR VEHICLE SYSTEM ................................................................................................................................23
FUNCTIONAL CLASSIFICATIONSYSTEM.......................................................................................................................23
ROADWAYPLAN ......................................................................................................................................................29
FREIGHTPLAN...........................................................................................................................................................37
TRAFFICSAFETY PLAN................................................................................................................................................41
LOCAL STREET CONNECTIVITY PLAN..........................................................................................................................42
TRANSITSYSTEM................................................................................................................................................47
EXISTING TRANSITSERVICE.........................................................................................................................................47
TRANSIT PLAN PROJECTS AND PROGRAMS................................................................................................................51
PEDESTRIANSYSTEM.........................................................................................................................................57
PEDESTRIAN FACILITIES...............................................................................................................................................57
PEDESTRIAN PLAN PROJECTS.....................................................................................................................................59
BICYCLESYSTEM...............................................................................................................................................71
BICYCLEFACILITIES....................................................................................................................................................71
BICYCLE PLAN PROJECTS..........................................................................................................................................73
OTHER TRAVEL MODES.....................................................................................................................................81
TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS (TSMO) PLAN............................................................81
RAILPLAN.................................................................................................................................................................85
AIRTRANSPORTATION...............................................................................................................................................85
MARINE TRANSPORTATION........................................................................................................................................85
PIPELINE....................................................................................................................................................................85
FUNDING............................................................................................................................................................89
FUNDING PROGRAMS AND REVENUE........................................................................................................................89
PLANNED TRANSPORTATION SYSTEM COSTSUMMARY...............................................................................................91
GLOSSARYOF TERMS.......................................................................................................................................95
Exhibit A
Page 6 of 102
WOODBURN CFFY OF WOODBURN I TRANSPORTA'MN SYSTEM PLA14 UPDATE
List of Tables
TABLE 1: FUNCTIONAL CLASSIFICATION COMPARISON BY JURISDICTION.......................................................................27
TABLE 2: ROADWAY PLAN PROJECTS............................................................................................................................31
TABLE 3:TRAFFIC SAFETY PROJECTS..............................................................................................................................41
TABLE4:TRANSIT PLAN..................................................................................................................................................51
TABLE 5: PEDESTRIAN PLAN PROJECTS..........................................................................................................................60
TABLE 6: BICYCLE PLAN PROJECTS................................................................................................................................73
TABLE 7:TRANSPORTATION DEMAND MANAGEMENT PROGRAM STRATEGIES...............................................................82
TABLE 8: LAND USE PROJECTS.......................................................................................................................................83
TABLE 9:ACCESS MANAGEMENT PROJECTS.................................................................................................................84
TABLE10: RAIL PROJECTS.............................................................................................................................................85
TABLE 11:CITY OF WOODBURN REVENUE HISTORY.......................................................................................................89
TABLE 12: POTENTIAL GRANT SOURCES AND PARTNERING OPPORTUNITIES...................................................................90
TABLE 13: POTENTIAL NEW FUNDING SOURCES FOR CONSIDERATION BY THE CITY OF WOODBURN..............................90
TABLE 14: PLANNED TRANSPORTATION SYSTEM COST SUMMARY...................................................................................91
Exhibit A
Page 7 of 102
List of Figures
FIGURE1: REGIONAL MAP............................................................................................................................................11
FIGURE 2: FUNCTIONAL ROADWAY CLASSIFICATION.....................................................................................................24
FIGURE 3: ROADWAY PLAN PROJECTS..........................................................................................................................35
FIGURE 4: FREIGHT ROUTES...........................................................................................................................................39
FIGURE 5:TRAFFIC SAFETY PROJECTS............................................................................................................................43
FIGURE 6: LOCAL STREET CONNECTIVITY.......................................................................................................................44
FIGURE 7: EXISTING TRANSIT FACILITIES..........................................................................................................................49
FIGURE H: PEDESTRIAN PLAN PROJECTS........................................................................................................................67
FIGURE 9: BICYCLE PLAN PROJECTS .............................................................................................................................77
Exhibit A
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INTRODUCTION
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The Woodburn Transportation System Plan (TSP) is a long-range plan that sets the vision for the
city's transportation system, facilities and services to meet state, regional, and local needs for
the next 20 years. The TSP was developed through community and stakeholder input and is
based on the system's existing needs, opportunities, and anticipated available funding. The plan
also serves as the Transportation Element of the Woodburn Comprehensive Plan. The purpose of
the 2019 TSP update is to address regulatory changes that have occurred in the region since the
previous 2005 TSP, as well as to provide an updated list of projects to address local transportation
needs and deficiencies.
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Pedestrians in Downtown Woodburn Playground Located Along the Existing
Section of Mill Creek Greenway
The TSP addresses compliance with new or amended Federal, State, and local plans policies,
and regulations including the Oregon Transportation Plan (OTP), the State's Transportation
Planning Rule (TPR), the Oregon Highway Plan (OHP), and presents the investments and priorities
for the Pedestrian, Bicycle, Transit, and Motor Vehicle System.
W001DIBLYRIN 2019
As shown in Figure 1, the City of Woodburn lies in the Willamette Valley in Marion County,
approximately 30 miles south of Portland and approximately 20 miles north of Salem. Initially
starting as land purchased for a tree nursery, construction of the railroad led to rapid
development and incorporation as a city in 1889. Further growth occurred as additional tracks
and 1-5 were constructed. Based on information from the Portland State University Population
Research Center (PRC), Woodburn has an estimated 2016 population of 24,795 people,
comprising 7.40 of Marion County's 333,950 residents. The community is known for its tourism,
local events, and young and diverse population. Big attractions include the Woodburn Premium
Outlets, several golf courses, Tulip Festival, Fiesta Mexicana, and the Woodburn Dragstrip with
over 4.5 million visitors to the area each year.
Exhibit A
Page 12 of 102
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Woodburn TSP Update
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The TSP update process began with a review of local, regional, and statewide plans and policies
that guide land use and transportation planning in the city. Goals and objectives were then
developed collaboratively with the project's Citizens Advisory Committee (CAC) to guide the
evaluation of the existing and future transportation system conditions as well as the
development of planned improvements. An inventory of the multimodal transportation system
was conducted to serve as the basis for the existing and future conditions analyses. The existing
and future condition analyses focused on identifying gaps and deficiencies in the multimodal
transportation system based on current and forecast future performances. For each gap and
deficiency, a solution, or set of potential solutions, was identified to address the system needs.
The solutions were then evaluated to determine the preferred solutions, which were prioritized
through the public involvement process and organized into planned project lists. The
culmination of the TSP update process is this document, which presents the plans and solutions
identified to address the existing and future gaps and deficiencies in the city's transportation
system.
Committees
The project team developed the TSP update in close coordination with city staff, along with
representatives from the local community. One formal committee, referred to as the Citizens
Advisory Committee (CAC), had a significant role in the TSP update process. The CAC consisted
of local residents with an interest in transportation. The CAC provided technical guidance and
coordination throughout the project. CAC members reviewed and commented on technical
memorandums and participated in committee meetings and community meetings. The CAC
served as the voice of the community and the caretakers of the goals and objectives of the TSP
update.
Public Involvement
The Woodburn TSP is the result of a collaboration among various public agencies, the
community, and the project team of city staff, Oregon Department of Transportation (ODOT),
and consultants. The public involvement process consisted of continuous face-to-face
interactions at multiple events. These events included three drop-in style and three on-line open
houses spaced over the course of key project milestones. A detailed summary of the open
house outreach methods and feedback is provided in the technical companion document to
the TSP. At the deliverable level, the project was supported by Citizens Advisory Committee
(CAC) made up of interested citizens, business representatives, and Planning Commission
members.
Exhibit A
Page 16 of 102
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The Woodburn TSP is comprised of the main TSP summary document (Volume 1) and a volume of
supporting technical appendices and other supporting documentation (Volume 11). Volume I
(this document) is organized into the following sections:
• Chapter 1 - Introduction
• Chapter 2-Setting The Vision for Woodburn's Transportation System
• Chapter 3-Motor Vehicle System
• Chapter 4-Transit System
• Chapter 5 - Pedestrian System
• Chapter 6- Bicycle System
• Chapter 7- Other Travel Modes
• Chapter 8- Funding and Implementation Outline
• Chapter 9-Glossary of Terms
Volume 11 (under separate cover) contains the technical memorandums prepared during the
development of the TSP including the detailed data and technical analyses that informed the
plan.
Exhibit A
Page 17 of 102
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Exhibit A
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SETTING THE VISION FOR W URN 'S
TRANSPORTATION SYSTEM
Setting a vision for a city's transportation system is an essential first step in maintaining the existing
system and establishing the framework to accommodate potential growth. The public
involvement process for the TSP provided a forum for the community to express their vision for
the future of Woodburn's transportation network. The community advisory committee and other
community members expressed a desire for a transportation system that maintains community
livability, enhances existing transportation infrastructure, increases safety for all users, and
provides a framework for potential growth.
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The project team developed goals and objectives for the TSP update to help guide the review
and documentation of the preferred future Woodburn transportation system. As described in
Technical Memorandum #6: Preferred Alternatives, the goals and objectives through a range of
evaluation criteria that were applied to select preferred alternatives and priority rankings among
the identified projects. In compliance with state, regional, and local planning requirements, the
goals and objective below emphasize a multimodal system that supports all modes and users.
Goal 1 - Multimodal Mobility
Provide a multimodal transportation system that avoids or reduces a reliance on one form of
transportation and minimizes energy consumption and air quality impacts.
Objective 1
Develop an expanded intracity bus transit system that provides added service and route
coverage to improve the mobility and accessibility of the transportation disadvantaged
and to attract traditional auto users to use the system.
Objective 1
Develop a plan for providing travel options between Woodburn and Portland or Salem,
including intercity bus service and potential bus/carpool park-and-ride facilities.
Objective 1
Develop a comprehensive low stress network of bicycle lanes and routes that link major
activity centers such as residential neighborhoods, schools, parks, commercial areas,
and employment centers.
Exhibit A
Page 20 of 102
Objective 1
Develop a comprehensive network of sidewalks and off-street pathways that improve
pedestrian mobility within neighborhoods and link residential areas to schools, parks,
commercial areas, and employment centers.
Objective 1 E
Maintain adequate intersection and roadway capacity on the key east-west and north-
south arterials.
Goal 2 - Connectivity
Provide an interconnected street system that is adequately sized to accommodate existing and
projected traffic demands in the Woodburn area.
Objective 2
Verify and Incorporate the relevant strategies and infrastructure projects from the existing
TSP, I-5/OR 214 IAMP, and 99E Refinement Plan
Objective 2
Identify new east-west and north-south collector/minor arterial streets within the City to
relieve traffic demands on Oregon 219/214, 211, and 99E, and coordinate with Marion
County to construct the street connections needed outside of the urban growth
boundary (UGB).
Objective 2
Develop updated street design standards for arterials, collectors, and local streets.
Goal 3 - Safety
Provide a transportation system that enhances the safety and security of all transportation
modes in the Woodburn area.
Objective
Address existing and potential future safety issues by identifying high collision locations
and locations near schools or with a history of fatal, severe injury, and/or
pedestrian/bicycle-related crashes and developing strategies to address those issues.
Exhibit A
Page 21 of 102
Objective
Identify street and railroad crossings in need of improvement, as well as those that should
be closed or relocated.
Objective
Develop a plan for designated truck routes through the City, and a plan to handle truck
and rail hazardous cargoes
Goal 4 - Strategic Investment
Provide a financially sustainable transportation system through responsible stewardship of assets
and financial resources.
Objective
Identify new and innovative funding sources for transportation improvements
Objective 4B
Preserve and maintain the existing transportation system assets to extend their useful life.
Goal 5 - Land UseTransportation Integration
Review and update land use standards and ordinances to create a balanced built environment
where existing and planned land uses are supported by an efficient multi-modal transportation
system.
Objective
Identify a range of potential Transportation Demand Management (TDM) strategies that
can be used to improve the efficiency of the transportation system by shifting single-
occupant vehicle trips to other modes and reducing automobile reliance at times of
peak traffic volumes.
Objective 5B
Identify revisions to the Woodburn Zoning Ordinance for compliance with the
Transportation Planning Rule
Exhibit A
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Exhibit A
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MOTOR VEHICLE SYSTEM
Streets serve a majority of all trips within Woodburn across all travel modes. In addition to
motorists in private vehicles, pedestrians, bicyclists, and public transit riders use streets to access
areas locally and regionally. This section summarizes the updated functional classification
system, roadway plan, freight plan, safety plan, and local street connectivity plan that make up
Woodburn's motor vehicle system.
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A street's functional classification defines its role in the transportation system and reflects desired
operational and design characteristics such as right-of-way requirements, pavement widths,
pedestrian and bicycle features, and driveway (access) spacing standards.
Figure 2 illustrates the functional classification of streets within Woodburn, which includes the
following designations as defined by the current Woodburn TSP:
• Freeways-The primary function of the interstate is mobility, because freeways connect
major cities, regions within Oregon, and other states, and serve as major freight routes.
The freeway should provide "safe and efficient high-speed continuous flow." The
freeway has full access control with access limited to the interchange. Only motorized
vehicle traffic is served.
• Major Arterials- Primary functions are to serve local and through traffic as it enters and
leaves the urban area, connect Woodburn with other urban centers and regions, and
provide connections to major activity centers within the UGB. Emphasis should be on
traffic flow, pedestrian and bicycle movements. On-street bicycle lanes and sidewalks
should be provided.
• Minor Arterials - Primary functions are to connection major activity centers and
neighborhoods within the UGB and to support the major arterial system. Minor arterials
should have a higher degree of access, shorter trip lengths, lesser traffic volumes, and
lower travel speeds than major arterials. Like major arterials, emphasis should be on
traffic flow, pedestrian and bicycle movements. On-street bicycle lanes and sidewalks
should be provided.
• Service Collector- Primary function is to provide connections between neighborhoods
and major activity centers and the arterial street system. Some degree of access is
provided to adjacent properties,while maintaining circulation and mobility for all users.
Service collectors carry lower traffic volumes at slower speeds than major and minor
arterials. On-street bicycle lanes and sidewalks should be provided.
Exhibit A
Page 26 of 102
• Access Streets- 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.
• Local Streets- Primary function is to provide direct access to adjacent land uses.Short
roadway distances, slow speeds, and low traffic volumes characterize local streets.
Cyclists can share the road with motor vehicles. Sidewalks or pathways should be
provided for pedestrians.
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Table 1 summarizes the functional classifications of the major arterial, minor arterial, and service
collector streets within Woodburn and identifies the overlapping ownership/maintenance and
jurisdictional relationships that exist.
The functional classifications used in local TSPS should be consistent with other regional planning
efforts. As shown in Table 1, there are several streets that currently have conflicting
classifications.
Woodburn TSP Update
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Exhibit A
Page 28 of 102
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Exhibit A
Page 29 of 102
Table 1: Functional Classification Comparison by Jurisdiction
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Butteville Road County Minor Arterial Major Major No
(north of OR 219 and south of OR 219) Collector Collector
Butteville Road
ODOT Minor Arterial Minor Arterial Yes
(segment where aligned with OR 219)
OR 219(Butteville Road to Woodland ODOT Major Arterial Minor Arterial No
Avenue)
OR 219(Woodland Avenue to 1-5) ODOT Major Arterial Principal No
Arterial
Woodland Avenue City Access Street Major No
Collector
Arney Road City/Private Service Major No
Collector Collector
1-5 ODOT Freeway Interstate Yes
OR 214(1-5 to OR 99E) ODOT Major Arterial Principal Yes
Arterial
OR 214(OR 99E to UGB east limits) ODOT Major Arterial Minor Arterial No
Stacy Allison Way City Service Local No
Collector
Center Street City ServiceLocal No
Collector
Evergreen Road (OR 219 to Boean Major
City Minor Arterial No
Lane) Collector
Evergreen Road (Boean Lane to end City Minor Arterial Local No
of road)
Harvard Drive City Access Street Local No
Stubb Road County Access Street No Local No
Designation
Parr Road County/City Service Major Major No
Collector Collector Collector
Hayes Street City Service Major No
Collector Collector
Oregon Way City Access Street Major No
Collector
Astor Way City Access Street Major
No
Collector
Country Club Road City Access Street Major
No
Collector
Boones Ferry Road/Settlemier Avenue County/City Minor Arterial Arterial Minor Arterial Yes
(north of Parr Road)
Boones Ferry Road/Settlemier Avenue County/City Minor Arterial Major Minor Arterial Yes
(south of Parr Road) Collector
Exhibit A
Page 30 of 102
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Tukwila Drive City Access Street Major No
Collector
Hazelnut Drive City Access Street Major No
Collector
5th Street City Access Street Major No
Collector
Harrison Street City Service Major No
Collector Collector
Lincoln Street County/City Service Local Major No
Collector Collector
Garfield Street City Minor Arterial Minor Arterial Yes
Young Street City Minor Arterial Minor Arterial Yes
Cleveland Street City Service Major No
Collector Collector
Front Street City Minor Arterial Minor Arterial Yes
Industrial Avenue City Service Major No
Collector Collector
Progress Way City Service Major No
Collector Collector
OR 211 ODOT Major Arterial Minor Arterial Yes
Park Avenue City Access Street Major No
Collector
Hardcastle Avenue County/City Service No Major No
Collector Designation Collector
Gatch Street City Access Street Major No
Collector
Brown Street City Service Major No
Collector Collector
OR 99E
(north of OR 214 and south of Young ODOT Major Arterial Minor Arterial No
Street)
OR 99E(segment where aligned with Principal
OR 214) ODOT Major Arterial Arterial No
Cooley Road County Service Local Major No
Collector Collector
Roadway Cross-section t
A functional classification system as shown in Figure 2 has to work together with roadway cross-
section standards to allow for standardization of key characteristics within roadway
classifications while also providing some flexibility based on context. A roadway's cross-section
and design will vary between streets and between segments based on adjacent land uses and
demands, but the overall street network should also be considered. The Woodburn
Exhibit A
Page 31 of 102
Development Ordinance Section 3.01.041 contains the current roadway cross-sections standards
for the city that work together with the identified functional classification system shown in Figure
2.
Y II...'II.....A IN
Roadway Facilities
The roadway facility types that are currently utilized or that are recommended through the
roadway plan projects are described below.
Turn Lanes
Separate left-and right-turn lanes, as well as two-way left-turn lanes (TWLTL) can provide
separation between slowed or stopped vehicles waiting to turn and through vehicles. The design
of turn lanes is largely determined based on a traffic study that identifies the storage length
needed to accommodate vehicle queues. Turn lanes are commonly used at intersections where
the turning volumes warrant the need for separation.
Traffic Signals
Traffic signals allow opposing streams of traffic to proceed in an alternating pattern. National
and state guidance indicates when it is appropriate to install traffic signals at intersections. When
used, traffic signals can effectively manage high traffic volumes and provide dedicated times in
which pedestrians and cyclists can cross roadways. Because they continuously draw from a
power source and must be periodically re-timed, signals typically have higher maintenance
costs than other types of intersection control. Signals can improve safety at intersections where
signal warrants are met, however, they may result in an increase in rear-end crashes compared
to other solutions. Signals have a significant range in costs depending on the number of
approaches, how many through and turn lanes each approach has, and if it is located in an
urban or rural area. The cost of a new traffic signal ranges from approximately$250,000 in rural
areas to $500,000 in urban areas.
Signal Timing/Phasing Modifications
Signal retiming and optimization offers a relatively low-cost option to increase system efficiency.
Retiming and optimization refers to updating timing plans to better match prevailing traffic
conditions and coordinating signals. Timing optimization can be applied to existing systems or
may include upgrading signal technology, such as signal communication infrastructure, signal
controllers, or cabinets. Signal retiming can reduce travel times and be especially beneficial to
improving travel time reliability. In high pedestrian or desired pedestrian areas, signal retiming
can facilitate pedestrian movements through intersections by increasing minimum green times
to give pedestrians time to cross during each cycle, which may create additional delay for other
I https://www.woodburn-or.00v/dev-planning/paae/woodburn-development-ordinance-wdo
Exhibit A
Page 32 of 102
intersection users. Signals can also facilitate bicycle movements with the inclusion of bicycle
detectors.
Signal upgrades often come at a higher cost than signal timing and phasing modifications and
usually require further coordination between jurisdictions. However, upgrading signals provides
the opportunity to incorporate advanced signal systems to further improve the efficiency of a
transportation network. Strategies include coordinated signal operations across jurisdictions,
centralized control of traffic signals, adaptive or active signal control, and transit or freight signal
priority as further described in the Transportation System Management and Operations (TSMO)
section. These advanced signal systems can reduce delay, travel time, and the number of stops
for transit, freight, and other vehicles. In addition, these systems may help reduce vehicle
emissions and improve travel time reliability.
Roundabouts
Roundabouts are circular intersections where entering vehicles yield to vehicles already in the
circle. They are designed to slow vehicle speeds to 20 to 30 mph or less before they enter the
intersection, which promotes a more comfortable environment for pedestrians, bicyclists, and
other non-motorized users. Roundabouts have fewer conflict-points and have been shown to
reduce the severity of crashes, as compared to signalized intersections. Roundabouts can be
more costly to design and install when compared to other intersection control types, but they
have a lower operating and maintenance cost than traffic signals. Topography must be
carefully evaluated in considering a roundabout, given that slope characteristics at an
intersection may render a roundabout infeasible. The cost of a new roundabouts ranges from
approximately$2 million to$4 million depending upon the number of lanes and the slope
conditions.
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Through Lanes
When the demand per lane on a roadway segment has reached saturation, a potential solution
is to construct additional through lanes. Although this theoretically adds capacity to the corridor,
Exhibit A
Page 33 of 102
added lanes can allow latent demand from the system to show an increase in demand. Added
lanes may also create induced demand where drivers see that roadway as less of a barrier with
its increased capacity, drawing in additional new demand and potentially maintaining or
worsening the rate of congestion.
When a roadway does not have a consistent number of travel lanes per direction along a
corridor, an added through lane may provide a consistent cross-section allowing for less
weaving by vehicles traveling the corridor.
Roadway Plan Projects
The projects developed for the roadway plan are summarized in Table 2 and shown in Figure 3.
These projects are intended to address existing and projected future transportation system
needs for motor vehicles as well as all other modes of transportation that depend on the
roadway system for travel, such as pedestrians, bicyclists, transit users, and truck freight.
Table 2: Roadway Plan Projects
EN Noll,11111111
Southern OR
219/ButtevillerState/ Intersection Enhanced traffic control (traffic signal,
R1 Road geometric roundabout,or other appropriate geometric High $2,750,000 considerations enhancements) in coordination with ODOT
Intersection
Widen roadway to include two lanes in each
OR 219 from direction and a two-way left-turn lane (in $1,700,000
R2 Butteville Road State Street design conjunction with pedestrian and bicycle High (Cost
to Willow Road facility improvements) incoordination with includes 31
ODOT and Pl)
Widen roadway to include two lanes in each
direction and a two-way left-turn lane,
OR 214 from including changes to signal timing as $20,300,000
R3 Cascade Drive State Street design Medium
to OR 99E appropriate,in coordination with ODOT (and (Cost
in conjunction with bicycle facility includes 32)
improvements)
As identified in the Highway 99E Corridor
Plan,widen roadway to provide a
OR 99E from continuous two-way left-turn lane and wider $12,300,000
(Cost
R4 Lincoln Street to State Street design shoulders,including changes to signal timing Medium includes B3,
south UGB as appropriate,in coordination with ODOT
(and in conjunction with pedestrian and B4,P3,and
bicycle facility improvements) P4)
$01
Parr Road from Upgrade to Service Collector urban (Project
R5 western UGB to County Street design standards including bicycle and pedestrian Low includes
western City
Boundary enhancements B21 and
P1 5)
Upgrade to Minor Arterial urban standards $0
Butteville Road pg (Project
R6 from OR 219 to County Street design including bicycle and pedestrian Low includes B t
southern UGB enhancements and P6)
Exhibit A
Page 34 of 102
im Noll,i�
Brown Street Upgrade to Service Collector urban $0
R7 from Comstock City Street design standards including bicycle and pedestrian Low (Project
Avenue to end includes
of roadway enhancements P20
OR 214/1-5 Investigate corridor signal timing and
Southbound Traffic signal
R8 Ram State timing coordination adjustments in coordination Medium $15,000
Ramp g with ODOT
Intersection
OR 214/1-5 Investigate corridor signal timing and
Northbound Traffic signal
R9 Ram State timing coordination adjustments in coordination Medium $15,000
Ramp g with ODOT
Intersection
OR Investigate corridor signal timing and
214/Evergreen Traffic signal
R10 State coordination adjustments in coordination Medium $15,000
Road timing with ODOT
Intersection
OR 214/Oregon Investigate corridor signal timing and
Way/CountryTraffic signal
Rl 1 State coordination adjustments in coordination Medium $15,000
Club Road timing
Intersection with ODOT
Install intersection capacity improvement
OR Front such as traffic signal (if warranted),turn
R12 Streeett Ramp State Traffic control Medium $1,000,000
Intersection lanes,or roundabout in coordination with
ODOT
Install intersection capacity improvement
OR 214/1"ark such as traffic signal (if warranted),turn
R13 Street State Traffic control Medium $1,000,000
Intersection lanes,or roundabout in coordination with
ODOT
OR 214/OR Intersection-
Install a second left-turn lane on the
southbound approach,install a second
R14 211/OR 99E State geometric Medium $900,000
Intersection considerations
receiving lane on the east leg,and update
signal timing in coordination with ODOT
Parr Road/ Install intersection capacity improvement
R15 Settlemier City Traffic control such as traffic signal (if warranted),turn Low $500,000
Avenue
Intersection lanes,or roundabout
OR Intersection- Reconfigure the westbound approach to
R16 99E/Hardcastle State geometric incorporate one left-turn lane and one thru- Medium $50,000
Avenue
Intersection considerations right turn lane in coordination with ODOT
OR 99E/Lincoln Intersection-
Install a shared through-right turn lane on the
eastbound approach and reconfigure the
R17 Street State geometric existing approach lane as a separate left- Medium $500,000
Intersection considerations
turn lane in coordination with ODOT
As identified in the Highway 99E Corridor
OR 99E/Young Intersection-
Plan,install a third westbound lane to
provide separate left,thru,and right turn
R18 Street State geometric lMedium $550,000
Intersection considerations lanes in coordination with ODOT.Implement
protected-permissive left-turn phasing on the
eastbound and westbound approaches.
Exhibit A
Page 35 of 102
III III A 111111 1111111 di 11111 ,,, III
Install intersection capacity improvement
such as traffic signal (if warranted),turn
OR lanes,or roundabout in coordination with
R19 99E/Cleveland State Traffic control ODOT.Consideration should be given to Medium $1,000,000
Street
Intersection railroad preemption and the proximity to the
signalized intersection at OR 99E and Young
Street.
Extend Ben Brown Lane to Evergreen Road
R20 Ben Brown Lane City New roadway Medium $5,100,000
as an Access Street
R21 Evergreen Road City New roadway Extend south to Parr Road High $4,750,000
R22 Stacy Allison City New roadway Extend south to UGB Medium $7,300,000
R23 Brown Street City New roadway Extend south to the South Arterial Medium $800,000
R24 Woodland City New roadway Extend west to Butteville Road Medium $2,450,000
Avenue
East-west Construct a new Local Industrial Street
R25 Connection in City New roadway connecting the southern extensions of Stacy Medium $1,800,000
Southwest Allison Way and Evergreen Road
Woodburn
Stubb Road Street design Upgrade the existing roadway to Access
from Harvard Street standards and extend north to
R26 Drive to Parr County and new Harvard Drive including bicycle and Medium $1,900,000
Road roadway
pedestrian enhancements
North-south
Connection in Construct a new Access Street connecting
R27 Southwest City New roadway Hayes Street to Stubb Street Medium $5,150,000
Woodburn
ORIntersection- Evaluate the intersection layout,control,
99E/Industrial signing,and striping,including any sight
R28 State/City geometric Medium $100,000
Avenue distance constraints in coordination with
Intersection considerations ODOT
Construct the Southern Arterial from
R29 South Arterial City New roadway Medium
Evergreen Road to OR 99E(2 lanes) $12,250,000
Woodland Intersection- Modify the intersection layout to address
R30 Avenue Curve City geometric truck turning movement constraints Medium $100,000
Modification considerations
George As identified in the Highway 99E Corridor
Street/Hillsboro Intersection- Plan,close vehicular access to George
R31 Silverton State/City geometric Street from Hillsboro Silverton Highway when Medium $60,000
Highway considerations future local street access is provided to the
Intersection east
TOTAL High Priority Costs $9,200,000
TOTAL Medium Priority Costs $74,670,000
TOTAL Low Priority Costs $500,000
TOTAL Program Costs(20 years) $84,370,000
1.Project to be funded by others
2.The cost estimates presented to not include costs associated with right-of-way acquisition due to its high variability
depending on location, parcel sizes,and other characteristics.
Exhibit A
Page 36 of 102
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Page 38 of 102
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Exhibit A
Page 39 of 102
IF�RI[:::::II G 111.LT' 11=1 IL....A IN
Efficient truck movement plays a vital role in the economical movement of raw materials and
finished products. The designation of freight routes provides for this efficient movement while at
the same time maintaining neighborhood livability, public safety, and minimizing maintenance
costs of the roadway system. Per the Oregon Highway Plan (OHP), the only designated freight
route in Woodburn is 1-5. In addition, OR 214 is designated a National Network Truck Route per
ODOT TransGIS information online. Freight routes are shown on Figure 4, identifying freight routes
and freight ways throughout Woodburn that facilitate the movement of freight in the city.
National Highway System Routes
The National Highway System (NHS)is designated by the US Department of Transportation
Federal Highway Administration and includes roadways that are "important to the nation's
economy, defense, and mobility."2 Within Woodburn, 1-5 is part of the Eisenhower Interstate
System and OR 219, OR 214, and OR 99E are classified as MAP-21 NHS Principal Arterials.
2 https: www.fhwa.dot.00v/planning/national highway system/
Exhibit A
Page 40 of 102
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Exhibit A
Page 42 of 102
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Exhibit A
Page 43 of 102
TISA I I II C SAIII::::::1 Y 11:=1 II.....A IN
Traffic safety has a significant impact on how people use the transportation system within
Woodburn, particularly in areas where real or perceived safety risks prevent people from using
more active travel modes, such as walking, biking, and taking transit. Table 3 identifies the traffic
safety projects that will be included in the Woodburn TSP update. Additional safety projects and
improvements are identified as part of the pedestrian, bicycle, and transit plans later in the
document, in addition to the safety-related projects already discussed in the roadway plan
previously in this section. Figure 5 illustrates the traffic safety plan projects.
Table 3:Traffic Safety Projects
Southern OR Intersection- Enhanced traffic control (traffic signal, Clin
S1 219/Butteville State/County geometric roundabout,or other appropriate High include
Road considerations geometric enhancements) if/when Rl
warranted and in coordination with ODOT
Northern ORIntersection- Enhanced traffic control (traffic signal,
S2
214/Butteville State/County geometric roundabout,or other appropriate Medium $500,000 to
Road geometric enhancements) if/when $2,000,0001
Intersection considerations
warranted and in coordination with ODOT
Front Enhanced signs and pavement markings
S3 Street/Lincoln City Intersection (e.g.stop signs,warning signs,and/or Medium $50,000
Street
Intersection beacons)
Front Evaluate the intersection layout,signing,
Street/Young Intersection- and striping in correlation to the railroad
S4 Street/Garfield City geometric tracks. Provide clarification for westbound High $100,000
Street considerations drivers trying to proceed through the
Intersection intersection
As identified in the Highway 99E Corridor
S5 OR 99E Cit Lighting Plan,update roadway lighting to meet Medium
City g g ODOT roadway lighting standards in $2,150,000
coordination with ODOT
As identified in the Highway 99E Corridor
Plan and in coordination with ODOT:
Restrict left-turn movements and eventually
close the Silverton Avenue intersection on
OR 99E and vacate the segment of
OR 99E access Silverton Avenue between OR 99E and
between Birds Eye Avenue
S6 Young Street State Intersection Medium $60,000
and Cleveland
Street Restrict left-turn movements onto Birds Eye
Avenue from Hillsboro Silverton Highway
and eventually close the Birds Eye Avenue
intersection on Hillsboro Silverton Highway
and vacate the segment of Birds Eye
Avenue between Hillsboro Silverton
Highway and Silverton Avenue
Exhibit A
Page 44 of 102
11111111111111111 filli
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Evaluate the intersection layout,signing,
Intersection- and striping in coordination with ODOT,
S7 Avenue nueTomlin State geometric including any sight distance constraints. High $100,000
Avenue
considerations Consider restricting the southbound left-
turn movement
Butteville Intersection
Modify intersection to address existing sight
S8 Road/Parr County geometric distance and geometric limitations Medium $1,000,000
Road considerations
Evaluate traffic safety along OR 99E,OR
State/ 219/OR214,Front Street, Evergreen Road,
S9 City-wide County/City Study and other key corridors to identify Low $100,000
appropriate countermeasures
Settlemier Intersection- Enhanced traffic control (traffic signal,
S10 Avenue/Hayes City geometric roundabout,or other appropriate High $ 0,0to
0
Street considerations geometric enhancements) $2,000,0001
TOTAL High Priority Costs $2,200,000
TOTAL Medium Priority Costs $5,260,000
TOTAL Low Priority Costs $100,000
TOTAL Program Costs(20 years) $7,560,000
1.A cost estimate range is provided to allow for a design project to determine the appropriate intersection control using
additional data,such as right-of-way information and surrounding environmental conditions.$500,000 is the planning-
level cost estimate if a traffic signal is determined,and$2,000,000 is the planning-level cost estimate if a roundabout is
determined.The higher cost estimate was included in all totals.
2.The cost estimates presented to not include costs associated with right-of-way acquisition due to its high variability
depending on location, parcel sizes,and other characteristics.
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As indicated above, the street system within Woodburn is largely built-out. Therefore, there are
limited opportunities for new arterial, Service Collector, or Access Streets. However, there are
opportunities for new local streets in select areas throughout the city that could improve access
and circulation for all travel modes.
Figure 6 illustrates the general location of the local street connections identified for the
Woodburn TSP update. Roadway alignments for each connection are not provided as they are
anticipated to be determined as part of future development. Costs are not provided for these
projects as they are anticipated to be constructed by future development. Any local street
connectivity projects that are desired to be city-initiated projects should be identified as a high
priority and included in the cost-constrained plan.
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Page 48 of 102
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Exhibit A
Page 49 of 102
TRANSIT SYSTEM
Public transportation can provide important connections to destinations for people that do not
drive or bike and can provide an additional option for all transportation system users. Transit
complements walking, bicycling, or driving trips: users can walk to and from transit stops and
their homes, shopping or work places, people can drive to park-and-ride locations to access a
bus, or people can bring their bikes on transit vehicles and bicycle from a transit stop to their
final destination.
ING .TRA I &11" Sl�:::::R V II C II::::::
The transit system within Woodburn consists of fixed-route and paratransit services as well as
school and shuttle bus service.
Fixed-RoutFixed-Route Service
Public transportation in Woodburn today is provided by Woodburn Transit Service, Cherriots
Regional, and Canby Area Transit, as described below. Figure 7 shows the existing transit
facilities.
Woodburn Transit Service
Woodburn Transit Service operates a fixed-route bus line in Woodburn, providing connections
throughout town as shown in Figure 7. As shown, fixed-route transit service is provided along the
major east-west corridors linking neighborhoods to all major retail and commercial areas. The
route also connects to the Woodburn Memorial Transit Facility located off of OR 214. Service is
provided from 7:00 AM to 7:00 PM at approximately 1-hour headways.
Cherriots Regional
Cherriots Regional operates the IOX Woodburn/Salem Express bus line that provides weekday
service between Salem and Woodburn along the 99E corridor. Stops are located along Front
Street, OR 214, Settlemier Avenue and Downtown Woodburn. Cherriots Regional also operates
the 20X N. Marion Co./Salem Express bus line that provides weekday services between Salem,
Silverton, and Woodburn. Stops are located along OR 214 and 99E. The service operates
Monday- Friday from 7:30 AM -7:00 PM with 2 to 2.5 hour headways.
Canby Area Transit
Canby Area Transit (CAT) operates the Route 99 bus line which provides daily bus service
between Woodburn and Canby along the 99E corridor. The Woodburn stop is located near the
99E/OR 214 intersection. The service operates Monday- Friday from 6:30 AM-8:00 PM with
headways that range from 1 to 2.5 hours.
Exhibit A
Page 50 of 102
Dial-A-Ride Service
Woodburn provides Dial-A-Ride service for people with disabilities and the elderly living within
Woodburn who are not able to utilize the fixed route bus. The service operates Monday- Friday
from 7:00 AM - 7:00 PM and utilizes a fully accessible van. The van provides door to door service
for any purpose to any location within the Woodburn City limits.
The Dial-A-Ride program also arranges for volunteer drivers to take elderly Woodburn residents
and those with disabilities to medical appointments in all areas between Portland and Salem.
Requests for service must be made at least one day in advance.
Other rvi
Greyhound
The Greyhound bus service provides a regional transportation option, with buses to Portland
from Woodburn three times per day. The station is located on Front Street and is open from 9
a.m. to 8 p.m. everyday.
Park-and-Rides
The Woodburn Memorial Transit Facility (Park& Ride) is located off of Evergreen Road north of OR
214. Woodburn Transit Service regularly stops at the park & ride facility. The Cascades POINT bus
service, operated by MTR Western in partnership with ODOT, makes 2 daily northbound stops
and 2 daily southbound stops at the new transit facility. Riders can buy tickets to go as far as
Eugene to the south, and Portland to the north. Schedule and ticket information is available at
the website and the Amtrak Cascades site.
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Exhibit A
Page 52 of 102
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Exhibit A
Page 53 of 102
T'IR IN S II.T. II::.1 II.....AIN II::.1 IR T::::::.C"T' I I 1:::1RO&RAMS
S
Public transit service within Woodburn is provided by Woodburn Transit Service, supplemented
by regional service provided by Cherriots Regional and Canby Area Transit. In addition to
coordinating as needed with local and regional transit agencies to help implement their
planned service enhancements, the City of Woodburn can support improved transit service by
providing easy and safe walking and bicycling connections between key roadways,
neighborhoods, and local destinations; by providing amenities, such as shelters and benches, at
transit stops; by encouraging an appropriate mix and density of uses that support public transit;
and by providing and planning for park-and-ride locations. Table 4 summarizes the transit plan
identified for Woodburn.
Table 4:Transit Plan
Coordinate with Woodburn Transit to deliver service i7
enhancements funded through the STIF:
Woodburn Woodburn
Tl Medium $5,000
Fleet Transit/City Purchase of Category B and C vehicles(1 each)for use in
the City's expanded transit services. (100%funding level
2020-21)
Coordinate with Woodburn Transit to deliver service
enhancements funded through the STIF:
Woodburn Woodburn
T2 Fleet Transit/City Purchase a Category B vehicle that will replace the second Medium $5,000
oldest full-size vehicle in the WTS fleet;will be used for the
City's existing local fixed route circulator. (130%funding level
2021)
Coordinate with Woodburn Transit to deliver service
enhancements funded through the STIF:
Woodburn Woodburn
T3 Fixed Route Transit/City Addition of weekend service for Woodburn Transit Service Medium $5,000
fixed route and paratransit services(Sat.9am-5pm,
Sun.9am-3pm) by up to 2,156 revenue hours(FY20-21).
(100%funding level 2020-21)
Coordinate with Woodburn Transit to deliver service
enhancements funded through the STIF:
Woodburn Woodburn Modify the existing 60-minute fixed route loop;add an
T4 Medium $5,000
Fixed Route Transit/City additional 30-minute route that will serve high frequency
stops on weekdays(7am-7pm)within the Woodburn city
limits.Total additional service will be up to 6,192 revenue
hours(FY20-21). (100%funding level 2020-21)
Coordinate with Woodburn Transit to deliver service
enhancements funded through the STIF:
Woodburn Woodburn Modify the existing 60-min.fixed route by adding a new 30
T5 Fixed Route Transit/City min.route that serves high frequency stops(up to 1,456 Medium $5,000
revenue hours);this service will operate Saturdays (9am-
5pm) and Sundays(9am-3pm).Also includes Dial-a-Ride
(DAR) service. (130%funding level 2020-21)
Exhibit A
Page 54 of 102
Woodburn Woodburn
T6 Fixed Route Transit Increase frequency of existing route to 30 minutes Medium $0'
Woodburn Woodburn
T7 Fixed Route Transit Convert existing route to two-way operations Medium $0'
Work with Woodburn Transit as growth occurs to provide
new or re-routed service to other areas of Woodburn
including:
• Parr Road via an extension of Evergreen Road
• Crosby Road
Woodburn Butteville Road
T8 City-wide Transit/City The employment center southwest of the I-5/OR Medium $5,000
214 interchange
• Woodburn Industrial Park along the Progress Way
and Industrial Avenue corridors
• Gateway subarea between Front Street and Mill
Creek
• Neighborhoods in southeast Woodburn
Coordinate with Woodburn Transit to establish a free shuttle
Woodburn Woodburn between the Woodburn Company Stores and Downtown
T9 Company Transit/City Woodburn,hourly during peak shopping and entertainment Medium $5,000
Stores hours
Woodburn Coordinate with Woodburn Transit and major employers to
T10 City-wide Transit/City establish a peak-only employer shuttle Medium $5,000
Coordinate with Cherriots to deliver service enhancements
funded through the STIF:
Urban and
Rural Cherriots Expand service for up to 7,557 revenue hours on urban&
T11 Cherriots/City Medium $5,000
Regional rural Regional services.Includes startup costs for hiring new
Services employees,and coordination of schedules with connecting
services.Also establishes a Youth fare category(ages 6-
18).(100%funding level 2020-21)
Coordinate with Cherriots to deliver service enhancements
funded through the STIF:
Keizer to Establish one new Regional route from Keizer to Wilsonville
T12 Cherriots/City Medium $5,000
Wilsonville with a stop at the Woodburn Memorial Park and Ride.
Increase service on weekdays by 30 percent on urban&
rural Regional services by up to 5,245 revenue hours. (130%
funding level 2020-21)
Coordinate with Cherriots to deliver service enhancements
Urban and funded through the STIF:
Rural Cherriots
T13 Regional Cherriots/City Add Saturday service to urban&rural Cherriots Regional Medium $5,000
services with up to 3,919 revenue hours of new service
Services
(FY20-21). Includes coordination of schedules with other
connecting services. (100%funding level 2020-21)
Exhibit A
Page 55 of 102
Coordinate with Cherriots to deliver service enhancements 01
funded through the STIF:
Urban and
Rural Cherriots Add 30 percent more Saturday service to urban&rural
Tl 4 Cherriots/City Regional Regional services by up to 215 revenue hours(FY20-21). In Medium $5,000
Services FY21,adds 6 holidays to the same routes.Includes
coordination of schedules with connecting services. (130%
funding level 2020-21)
Woodburn
Coordinate transfers between the different agency services
T15 City-wide Transit/ Medium $5,000
Cherriots/City in Woodburn
Coordinate with Cherriots to provide a stop in Woodburn for
T16 Woodburn Cherriots/City SMART Route 1X,providing service to WES station in Medium $5,000
Wilsonville and downtown Salem
Coordinate with Cherriots to consider further new service
connections for Woodburn including:
Woodburn to 0 Service to Portland-connect to TriMet via the
T17 Portland Cherriots/City Tualatin Park-and-Ride,directly into downtown Medium $5,000
Portland, or the MAX Orange Line light rail service.
• Demand-responsive service to Hubbard one day
per week
Woodburn Evaluate all bus stops to verify static bus route information
T18 City-wide Transit/ signage is visible and accessible and that bike racks are Medium $25,000
Cherriots available at major bus stops
T19 Stop 755016: Woodburn New shelter Low $5,000
Walmart Transit
T20 Stop 20419: Woodburn New shelter Low $5,000
Garfield Street Transit
Woodburn Investigate transferring the paratransit system to a local
T21 City-wide Low $5,000
Transit social service agency
TOTAL High Priority Costs $0
TOTAL Medium Priority Costs $100,000
TOTAL Low Priority Costs $15,000
TOTAL Program Costs(20 years) $115,000
1.Project to be funded by others.
Exhibit A
Page 56 of 102
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Exhibit A
Page 58 of 102
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Exhibit A
Page 59 of 102
PEDESTRIAN SYSTEM
Woodburn's pedestrian system consists of sidewalks, pedestrian crossings, and multi-use paths. A
majority of city streets currently have sidewalks on at least one side of the roadway. The
pedestrian plan includes several projects to construct new sidewalks where they are lacking and
to fill in the gaps in the existing sidewalks along the city's streets. Although many of the
pedestrian projects are located on Service Collector streets or higher, a few local street
pedestrian projects are included to provide access to essential destinations such as schools,
parks, churches, and other land uses. The pedestrian plan also includes several enhanced
pedestrian crossings, multi-use paths, and accessways that support the pedestrian system.
J:::) I S'TRAIN FA C II IL....II II
This section summarizes the facility types integrated into the pedestrian plan, addressing gaps
and deficiencies identified in the existing system and forecast as part of future needs.
Sidewalks
Sidewalks are the fundamental building blocks of the pedestrian system. They enable people to
walk comfortably, conveniently, and safely from place to place. They also provide an important
means of mobility for people with disabilities, families with strollers, and others who may not be
able to travel on an unimproved roadside surface. Sidewalks are usually 6 to 8-feet wide and
constructed from concrete. They are also frequently separated from the roadway by a curb,
landscaping, and/or on-street parking. Sidewalks are widely used in urban and suburban
settings. Ideally, sidewalks could be provided along both sides of the roadway; however, some
areas with physical or right-of-way constraints may require that sidewalk be located on only one
side. Sidewalk solutions include:
• Fill in the gaps
• Install sidewalks on one-side of the roadway
• Install sidewalks on both sides of the roadway
• Re-construct existing sidewalks with appropriate width and buffer
• Improve existing sidewalks with appropriate lighting
Accessways
Non-vehicular connections between cul-de-sacs and adjacent roadways can significantly
reduce travel distances for pedestrians, thereby encouraging more people to walk. Woodburn
has a few existing accessways that create connections between neighborhoods and pedestrian
and bicycle routes. Potential new connections could use existing City right-of-way between cul-
de-sacs or unconnected roadways to provide a paved path, unpaved path, or trail for non-
motorized use.
Exhibit A
Page 60 of 102
OWr
„ vs
,� hliiiiiiuuuuuuuuuuuuuuuuuiiiilliiiuuuuuumiiii°mm um
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Sidewalk Gap Sidewalk Improvements
Multi-use t s and Trails
Multi-use paths are paved, bi-directional trails that can serve both pedestrians and bicyclists.
Multi-use paths and trails can be constructed adjacent to roadways where the topography,
right-of-way, or other issues don't allow for the construction of sidewalks and bike facilities. A
minimum width of 10 feet is recommended for low-pedestrian/bicycle-traffic contexts; 12 to 20
feet should be considered in areas with moderate to high levels of bicycle and pedestrian
traffic. Multi-use paths can be used to create longer-distance links within and between
communities. They play an integral role in recreation, commuting, and accessibility due to their
appeal to users of all ages and skill levels.
i d
N
r i
Accessways
Multi-use Paths and Trails
Exhibit A
Page 61 of 102
Enhanced Pedestrian Crossings
Pedestrian crossing facilities enable pedestrians to safely cross streets, railroad tracks, and other
transportation facilities. Planning for appropriate pedestrian crossings requires the community to
balance vehicular mobility needs with providing crossing locations for desired routes of walkers.
Enhanced pedestrian crossing treatments include:
• Median refuge islands Curb extensions
• High visibility pavement markings and Pedestrian signals
signs Pedestrian countdown
• Rapid rectangular flashing beacons heads
(RRFB) Leading Pedestrian
• Pedestrian Hybrid Beacons interval
Many of the treatments listed above can be applied together at one crossing location to further
alert drivers of the presence of pedestrians in the roadway. See Attachment "A" for a detailed
description of enhanced pedestrian crossing treatments.
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Enhanced Pedestrian Crossing with RRFBs Enhanced Pedestrian Crossing with Pedestrian
Signal
J:::) ID :S T'IR IIA IN II::.)IL....A IN II::.)
Table 5 identifies the pedestrian plan projects for the Woodburn TSP update. As shown, the
projects are separated into projects based on roadway classification, as well as projects at
intersections and in other locations throughout the city.The priorities shown in Table 5 are based
on the project evaluation criteria as well as input from the project team and the general public.
The cost estimates are based on average unit costs for roadway improvements. Table 8
illustrates the location of the pedestrian plan projects.
Exhibit A
Page 62 of 102
Table 5: Pedestrian Plan Projects
im
Major Arterials
OR 219 from Cost
Pi Butteville Road State New sidewalks Install new sidewalks in coordination with Medium included in
to Willow ODOT R22
Avenue
OR 99E from Cost
Lincoln Street to Remove existing sidewalks and install new
P2 State New sidewalks Medium included in
southern City sidewalks in coordination with ODOT R42
Boundary
OR 99E from Cost
P3 southern City State New sidewalks Install new sidewalks in coordination with Low included in
Boundary to ODOT
southern UGB R42
Minor Arterials
Butteville
Road/OR 219 Install new sidewalks in coordination with
P4 from northern State/County New sidewalks ODOT Medium $1,500,000
UGB to OR 219
Butteville Road Cost
P5 from OR 219 to County New sidewalks Install new sidewalks Medium included in
southern UGB R62
Evergreen Road
P6 from Stacy City Sidewalks-Fill Fill in the gaps High $200,000
Allison Way to in gaps
Boean Lane
Boones Ferry
P7 Road from County/City New sidewalks Install new sidewalks on one side Medium $150,000
northern UGB to
Hazelnut Drive
Install new sidewalks on one side.This
Settlemier project improves safe routes to school for
P8 Avenue from City New sidewalks Nellie Muir Elementary School,Heritage High $300,000
Oak Street to
Parr Road Elementary School,and Valor Middle
School
Boones Ferry Install new sidewalks.This project improves
Road from Parr safe routes to school for Heritage
P9 Road to County/City New sidewalks Elementary School and Valor Middle High $800,000
southern UGB School
Front Street from Install new sidewalks on one side.This
P10 northern UGB to City New sidewalks project improves safe routes to school for High $400,000
Hazelnut Drive Woodburn High School
P11 Young Street City Sidewalks-Fill Fill in the gaps Medium $200,000
in gaps
OR 211 from OR Install new sidewalks in coordination with
P12 99E to eastern State New sidewalks ODOT Medium $500,000
UGB
Exhibit A
Page 63 of 102
OPINION
wpm
Service Collectors
Hayes Street
from Harvard Sidewalks-Fill Fill in the gaps.This project improves safe
P13 Drive to City in gaps routes to school for Nellie Muir Elementary High $600,000
Settlemier gpSchool
Avenue
Parr Road from Install new sidewalks.This project improves
safe routes to school for Heritage Cost
P14 western UGB to County New sidewalks g High included in
western City Elementary School and Valor Middle R52
Boundary School
Lincoln Street Sidewalks-Fill Fill in the gaps.This project improves safe
P15 from Cascade City routes to school for Washington High $450,000
Drive to OR 99E in gaps Elementary School
Industrial
P16 Avenue from City New sidewalks Install new sidewalks Medium $500,000
Progress Way to
OR 99E
Progress Way
P17 from Industrial City New sidewalks Install new sidewalks Medium $850,000
Avenue to OR
214
Hardcastle Fill in the gaps.This project improves safe
Avenue from Sidewalks-Fill
P18 Front Street to City in gaps routes to school for Washington High $450,000
Cooley Road Elementary School
Brown Street Cost
P19 from Cleveland City Sidewalks-Fill Fill in the gaps Medium included in
Street to end of in gaps R72
roadway
Cooley Road
from OR 211 to Sidewalks-Fill
P20 County Fill in the gaps Medium $650,000
Hardcastle in gaps
Avenue
Access Streets
Woodland
P21 Avenue from City New sidewalks Install new sidewalks on one side Medium $250,000
Jory Street to
Arney Road
Stubb Road Cost
P22 from Harvard County New sidewalks Install new sidewalks Medium included in
Drive to Parr
Road R262
Oregon Way
P23 from Country City New sidewalks Install new sidewalks Medium $250,000
Club Road to
OR 214
Hazelnut Drive Fill in the gaps.This project improves safe
from Graystone Sidewalks-Fill
P24 City routes to school for Woodburn High High $150,000
Drive to Front in gaps
Street School
Exhibit A
Page 64 of 102
pill 111111 1111 111 11 111 111�1 III 111 11 1 1111 1 gi 1111111 A 111111iiiiiiiii I III
„w� m
Gatch Street Fill in the gaps.This project improves safe
from Hardcastle Sidewalks-Fill
P25 Road to City in gaps routes to school for Washington High $350,000
g p Elementary School
Cleveland Street
Park Avenue Install new sidewalks on one side.This
P26 from Hardcastle City New sidewalks project improves safe routes to school for High $65,000
Avenue to
Lincoln Street Washington Elementary School
Local Streets
Willow Avenue
P27 from McNaught City New sidewalks Install new sidewalks on both sides Medium $350,000
Road to OR 219
Cascade Drive Install new sidewalks.This project improves
P28 from OR 214 to City New sidewalks safe routes to school for Nellie Muir High $400,000
Hayes Street Elementary School
Ben Brown Lane
from end of Sidewalks-Fill
P29 roadway to City in gaps Fill in the gaps Medium $200,000
Boones Ferry
Road
Oak Street from
P30 Boones Ferry City New sidewalks Install new sidewalks on one side Medium $150,000
Road to Front
Street
Ogle Street from
P31 Cleveland Street City New sidewalks Install new sidewalks on one side Medium $900,000
to Boones Ferry
Road
Pedestrian Crossing Enhancements
Front Enhanced Construct ADA-compliant ramps and
P32 Street/Young City sidewalks on the east leg of the Medium $15,000
Street crossing intersection
Construct ADA-compliant ramps and
Front Enhanced sidewalks on the east leg of the
P33 Street/Lincoln City crossing intersection.This project improves safe High $15,000
Street
routes to school for St Luke's School
Cascade Enhanced Install an enhanced pedestrian crossing.
P34 Drive/Hayes City This project improves safe routes to school High $65,000
Street crossing for Nellie Muir Elementary School
Park Enhanced Install an enhanced pedestrian crossing.
P35 Avenue/Legion City This project improves access to Legion Medium $65,000
Park Driveway crossing Park
Hazelnut Drive/ Install an enhanced pedestrian crossing.
Broadmoor Enhanced
P36 Place City crossing This project improves safe routes to school High $65,000
Accessway for Woodburn High School
Exhibit A
Page 65 of 102
pill 111111 1111 111 11 111 111�1 III 111 11 1 1111 1 1111111111 1111111111111111111
„w� m
As identified in the Woodburn OR 214/OR
99E Pedestrian Safety Study,update the
existing crossing to an enhanced
Enhanced pedestrian crossing with a pedestrian
Bulldog D
P37 OR 21 g Drive crossing State/City hybrid beacon coordinated with the High $150,000
surrounding traffic signals in coordination
with ODOT.This project improves safe
routes to school for Woodburn High
School
As identified in the Highway 99E Corridor
Plan,install countdown pedestrian timers
Enhanced and construct ADA enhancements at key
OR 99E from OR crossing signalized intersections along OR 99E in
P38 214 to Young State/City Signalized coordination with ODOT,including: Medium $605,000
Streetintersection 0OR 214/OR 211
• Hardcastle Avenue
• Lincoln Road
• Young Street
As identified in the Highway 99E Corridor
Plan,install curb extensions on minor street
legs of intersections(curb extensions to
shorten pedestrian crossing distances
parallel to OR 99E,not for crossing of OR
99E) between Arlington Street and
OR 99E from OR Enhanced Cleveland Street(up to 8 locations) in
P39 214 to Young State/City coordination with ODOT.Potential Medium $950,000
Street crossing locations include:
• Alexandria Avenue
• James Street
• Williams Street
• Blaine Street
• Aztec Drive
• Laurel Avenue
• Tomlin Avenue
As identified in the Woodburn OR 214/OR
99E Pedestrian Safety Study,install an
Enhanced enhanced pedestrian crossing in
WilliamsP40 OR a Street E, north of State/City crossing coordination with ODOT,that may include High $75,000
raised median refuge island,sidewalk infill,
supplemental street lighting,and a
potential RRFB (RRFB cost not included).
As identified in the Woodburn OR 214/OR
OR 99E, 99E Pedestrian Safety Study,install an
between NE Enhanced enhanced pedestrian crossing in
P41 Laurel Avenue State/City coordination with ODOT,that may include High $75,000
and Tomlin crossing raised median refuge island,sidewalk infill,
Avenue supplemental street lighting,and a
potential RRFB (RRFB cost not included).
Exhibit A
Page 66 of 102
pill 111111 1111 111 11 111 111�1 III 111 11 1 1111 1 1111111111 11 111111H11111111 I III
„w� m
As identified in the Woodburn OR 214/OR
99E Pedestrian Safety Study,install an
OR 99E, enhanced pedestrian crossing in
between Blaine Enhanced
P42 Street and Aztec State/City crossing coordination with ODOT,that may include High $75,000
Drive raised median refuge island,sidewalk infill,
supplemental street lighting,and a
potential RRFB (RRFB cost not included).
As identified in the Woodburn OR 214/OR
99E Pedestrian Safety Study,install an
OR 99E, north of Enhanced enhanced pedestrian crossing in
P43 Mount Jefferson State/City crossing coordination with ODOT,that may include Medium $75,000
Avenue raised median refuge island,sidewalk infill,
supplemental street lighting,and a
potential RRFB (RRFB cost not included).
As identified in the Woodburn OR 214/OR
99E Pedestrian Safety Study,install an
OR 99E, north of Enhanced enhanced pedestrian crossing in
P44 James Street State/City crossing coordination with ODOT,that may include Medium $75,000
raised median refuge island,sidewalk infill,
supplemental street lighting,and a
potential RRFB (RRFB cost not included).
Boones Ferry
Road/ Enhanced Install an enhanced pedestrian crossing.
P45 Constitution City This project improves safe routes to school High $65,000
Avenue/Tukwila crossing for Woodburn High School
Drive
Multi-use Pathways
As identified in the Mill Creek Greenway
Master Plan,construct a multi-use path
including at-grade mid-block crossing
treatments at the following street
connections:
• Hazelnut Drive
• Bulldog Drive (east crossing)
Mill Creek Multi-use OR 214 state highway)
High $2,000,000
P46 Greenway City pathway 0 Hardcastle Avenue
• Lincoln Street
• Young Street
• Cleveland Street and railroad
tracks
This project improves safe routes to school
for Woodburn High School
Exhibit A
Page 67 of 102
pill 111111 1111 111 11 111 111�1 III 111 11 1 1111 1 1111111111 11 111111H11111111 I III
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As identified in the Mill Creek Greenway
Master Plan,construct a multi-use path
including at-grade mid-block crossing
treatments at the following street
connections:
Mill Creek • Bulldog Drive (west crossing)
Greenway- Multi-use
P47 Northern City pathway Meridian Drive Medium $700,000
tributary Boones Ferry Road
This project improves safe routes to school
for Woodburn High School, Lincoln
Elementary School,and French Prairie
Middle School
As identified in the Mill Creek Greenway
Master Plan,construct a multi-use path
including at-grade mid-block crossing
treatments at the following street
Mill Creek connections:
Greenway- Multi-use 0Parr Road
P48 Western City pathway Ben Brown Lane Medium $900,000
tributary Settlemier Avenue
• Front Street and railroad tracks
This project improves safe routes to school
for Heritage Elementary School and Valor
Middle School
Evergreen Road Multi-use
Construct a multi-use path extending from
P49 Multi-Use Path City pathway Evergreen Road south to planned Mill Medium $150,000
Creek Greenway
As identified in the Mill Creek Greenway
Master Plan,construct a north-south multi-
Washington use path connection between Hardcastle
Elementary Multi-use
P50 School Multi-Use City pathway Avenue and Lincoln Street,west of Medium $90,000
Path Washington Elementary School.This
project improves safe routes to school for
Washington Elementary School
Mill Creek As identified in the Highway 99E Corridor
Greenway Multi-use Plan,construct extension of Mill Creek
P51 Southern City pathway Greenway multi-use path to Belle Passi Medium $90,000
extension Road
Construct a connection between the
Evergreen Road Multi-use Evergreen Road multi-use path and
P52 Pedestrian City pathway pedestrian facilities that are part of future Medium $20,000
Connection
development to the south
Construct a connection between the
Centennial Park Multi-use Centennial Park multi-use path and
P53 Pedestrian City pathway pedestrian facilities that are part of future Medium $20,000
Connection
development to the west
Santiam Drive Multi-use Construct a connection between Santiam
P54 Pedestrian City pathway Drive and pedestrian facilities that are Medium $20,000
Connection part of future development to the south
Exhibit A
Page 68 of 102
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As identified in the Highway 99E Corridor
Plan and in coordination with ODOT,install
June WayMulti-use a new accessway to OR 99E(near the
P55 Accessway State/City pathway Audrey Way intersection),may not Low $80,000
connect directly as it runs parallel to OR
99E
Johnson Street Multi-use
As identified in the Highway 99E Corridor
P56 Accessway State/City pathway Plan and in coordination with ODOT,install Low $45,000
a new accessway to OR 99E
As identified in the Highway 99E Corridor
Elm Street Multi-use
Plan and in coordination with ODOT,install
P57 Accessway State/City pathway a new accessway to OR 99E,may not Low $25,000
connect directly as it runs parallel to OR
99E
Wilson Street Multi-use
As identified in the Highway 99E Corridor
P58 Accessway State/City pathway Plan and in coordination with ODOT,install Low $55,000
a new accessway to OR 99E
As identified in the Highway 99E Corridor
Plan and in coordination with ODOT,install
Hawley Street Multi-use a new accessway to OR 99E(possibly part
P59 Accessway State/City pathway of future street extension),may not Low $55,000
connect directly as it runs parallel to OR
99E
A Street Multi-use Install a new accessway that connects A
P60 Accessway City pathway Street north to Cleveland Street and/or Low $25,000
Mill Creek Greenway(western tributary).
Greenview Drive Multi-use Construct a multi-use path extending from
P61 Multi-use Path City pathway Greenview Drive west to OR 99E Low $70,000
Provide wayfinding to bike routes,multi-
P621 City-wide City Wayfinding use paths,parks,schools,and other Medium $30,000
essential destinations
TOTAL High Priority Costs $6,750,000
TOTAL Medium Priority Costs $10,300,000
TOTAL Low Priority Costs $355,000
TOTAL Program Costs(20 years) $17,405,000
1.Project not shown on Pedestrian Plan Map
2.Cost estimates are not included for projects that would be completed as part of a roadway project,such as locations
where roadway widening will relocate the curb and require new sidewalks to be installed.The cost for these projects is
included in the corresponding roadway projects described later in the memo.
3. The cost estimates presented to not include costs associated with right-of-way acquisition due
to its high variability depending on location, parcel sizes, and other characteristics.
Woodburn TSP Update
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Exhibit A
Page 70 of 102
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Exhibit A
Page 72 of 102
This page intentionally left blank
Exhibit A
Page 73 of 102
BICYCLE SYSTEM
Woodburn's bicycle system consists of on-street bike lanes and other bicycle provided on a few
roadways within the city. The bicycle plan includes several projects along the city's Major and
Minor Arterial and Service Collector streets for connectivity throughout the city. The bicycle plan
also includes projects on access and local street that provide direct access to essential
destinations.
NI C Y C II FACHI IL....II II l�::::
Alternative t
Designate an alternative route along a parallel street that provides a more comfortable
environment for cyclists with the same level of connectivity. The alternative route could be
identified by wayfinding signs, which could also be used to identify essential destinations that
can be reached by the route. The alternative route may provide shared-lane pavement
markings and signs, on-street bike lanes, or other bicycle facilities.
Shared Lane Pavement Markings and Signs
Shared-lane pavement markings (often called "sharrows") are not a bicycle facility, but a tool
designed to help accommodate bicyclists on roadways where bike lanes are desirable but
infeasible to construct. Sharrows indicate a shared roadway space for cyclists and motorists and
are typically centered in the travel lane or approximately four feet from the edge of the
travelway. Sharrows are suitable on roadways with relatively low travel speeds (<35 mph) and
low ADT (<3,000 ADT); however, they may also be used to transition between discontinuous
bicycle facilities. Sharrows could be applied along a variety of streets within Woodburn where
room for on-street bike lanes is limited.
On-Street i lanes
On-street bike lanes are striped lanes on the roadway dedicated for the exclusive use of cyclists.
Bike lanes are typically placed at the outer edge of pavement (but to the inside of right-turn
lanes and/or on-street parking). Bicycle lanes can improve safety and security of cyclists and (if
comprehensive) can provide direct connections between origins and destinations. On-street
bike lanes could be applied along a variety of streets within Woodburn where space allows.
Separated i Facilities
Separated bike facilities include buffered bike lanes and separated bike lanes, or cycle tracks.
Buffered bike lanes are on-street bike lanes that include an additional striped buffer of typically
2-3 feet between the bicycle lane and the vehicle travel lane and/or between the bicycle lane
and the vehicle parking lane. They are typically located along streets that require a higher level
of separation to improve the comfort of bicycling.Separated bike lanes, also known as cycle
tracks, are bicycle facilities that are separated from motor vehicle traffic by a buffer and a
physical barrier, such as planters, flexible posts, parked cars, or a mountable curb. One-way
Exhibit A
Page 74 of 102
separated bike lanes are typically found on each side of the street, like a standard bike lane,
while two-way separated bike lanes are typically found on one side of the street.
ray
J
On-street Bike Lanes Buffered Bike Lanes
Enhanced Crossings
Enhanced bicycle crossing facilities enable cyclists to safely cross streets, railroad tracks, and
other transportation facilities. Planning for appropriate bicycle crossings requires the community
to balance vehicular mobility needs with providing crossing locations that the desired routes of
cyclists. Enhanced bicycle crossings include:
• Bike Boxes - designated space at an intersection that allows cyclists to wait in front of
motor vehicles while waiting to turn or continue through the intersection.
• Two-Stage Left-turn Boxes - designated space at a signalized intersection outside of the
travel lane that provides cyclists with a place to wait while making a two-stage left-turn.
• Pavement marking through intersections-pavement markings that extend and bike lane
through an intersection.
• Bike Only Signals-A traffic signal that is dedicated for cyclists
• Bicycle Detection-Vehicle detection for bicycles
Additional information on the enhanced bicycle crossing treatments is provided in Technical
Memorandum 5: Alternative Analysis and Funding.
Wayfinding Signs
Wayfinding signs are signs located along roadways or at intersections that direct bicyclists
towards destinations in the area and/or to define a bicycle route. They typically include
distances and average walk/cycle times. Wayfinding signs are generally used on primary
bicycle routes and multi-use paths.
Exhibit A
Page 75 of 102
BC Y C IL....I[::::: II::.)11 AIN II::.)II S( J II::::::C"F
Table 6 identifies the bicycle plan projects for the Woodburn TSP update. As shown, the projects
are separated based on roadway classification. The priorities shown in Table 6 are based on the
project evaluation criteria as well as input from the project team and the general public. The
cost estimates are based on average unit costs for roadway improvements. Figure 9 illustrates
the location of the bicycle plan projects.
Table 6: Bicycle Plan Projects
Major Arterials
OR 219 from Cost
Butteville Road State Bike lanes Widen roadway and install bike lanes in Medium included in
Bl to Willow coordination with ODOT
Avenue R2z
OR 214 from Cost
B2 Progress Way State Bike lanes Widen roadway and install bike lanes in Medium included in
to OR 99E coordination with ODOT R32
OR 99E from Cost
B3 Lincoln Street State Bike lanes Widen roadway and install bike lanes in Medium included in
to southern coordination with ODOT
City Boundary Roz
OR 99E from Cost
B4 southern City State Bike lanes Widen roadway and install buffered bike Medium included in
Boundary to lanes in coordination with ODOT R42
southern UGB
Minor Arterials
OR 219 from Widen roadway and install bike lanes in
B5 western UGB to State Bike lanes Medium $1,000,000
Butteville Road coordination with ODOT
Butteville
Road/OR 219 Widen roadway and install bike lanes in
B6 from northern State/County Bike lanes coordination with ODOT Medium $3,200,000
UGB to OR 219
Butteville Road Cost
B7 from OR 219 to County Bike lanes Widen roadway and install bike lanes Medium included in
southern UGB R62
Evergreen
B8 Road from OR City Bike lanes Widen roadway and install bike lanes Medium $500,000
214 to Hayes
Street
Boones Ferry
Road from
B9 northern UGB County/City Bike lanes Widen roadway and install bike lanes Medium $500,000
to Hazelnut
Drive
Settlemier Install shared lane markings and signs.This
Avenue from project improves safe routes to school for
B10 Harrison Street City Shared street Nellie Muir Elementary School, Heritage Medium $25,000
to railroad Elementary School,Valor Middle School,
tracks and St. Luke's School
Exhibit A
Page 76 of 102
III 11111111,1,11111 11 11 111 di 111111
M sm
Boones Ferry
311 Road from County/City Bike lanes Widen roadway and install bike lanes Medium $1,500,000
Dahlia Street to
southern UGB
Widen roadway and install bike lanes.This
Front Street project improves safe routes to school for
B12 from northern City Bike lanes Woodburn High School, Heritage High $8,050,000
UGB to Boones
Ferry Road Elementary School,Valor Middle School,
and St. Luke's School
Garfield Street
B13 from 3rd Street City Shared street Install shared lane markings and signs Low $10,000
to Front Street
Garfield Street
B14 from Smith City Shared street Install shared lane markings and signs Low $10,000
Drive to 3rd
Street
Perform a corridor evaluation that would
3151 Young Street City Study consider design treatments to improve Medium $15,000
bicycle comfort and safety such as
striping,signing,and wayfinding
OR 211 from Widen roadway and install bike lanes in
B16 OR 99E to State Bike lanes Medium $1,000,000
eastern UGB coordination with ODOT
Service Collectors
Arney Road
from Robin Install shared lane markings and signs in
317 Avenue to OR State Shared street coordination with ODOT Low $5,000
219
Harvard Drive Enhance the parallel route of Harvard
from Stacy Drive from Stacy Allison Way to Evergreen
B18 Allison Way to City Bike lanes Road in place of Stacy Allison Way. Install Medium $15,000
Evergreen buffered bike lane striping on both sides
Road of the roadway
Hayes Street Install bike lane striping.This project
B19 from Harvard City Bike lanes improves safe routes to school for Nellie Medium $35,000
Drive to
Cascade Drive Muir Elementary School
Hayes Street
from Cascade Widen roadway and install bike lanes.This
B20 Drive to City Bike lanes project improves safe routes to school for Medium $3,000,000
Settlemier Nellie Muir Elementary School
Avenue
Parr Road from Widen roadway and install bike lanes.This
western UGB to project improves safe routes to school for Cost
p
321 western City County Bike lanes Heritage Elementary School and Valor High included in
Boundary Middle School R52
Lincoln Street Install shared lane markings and signs.This
B22 from Cascade City Shared street project improves safe routes to school for Medium $20,000
Drive to Front
Street Washington Elementary School
Exhibit A
Page 77 of 102
III 11111111,1,11111 11 11 111 di 11,11,
M sm
Lincoln Street Install bike lane striping.This project
B23 from Front city Bike lanes improves safe routes to school for High $55,000
Street to OR
99E Washington Elementary School
Cleveland
B24 Street from City Shared street Install shared lane markings and signs Low $15,000
Front Street to
OR 99E
Hardcastle Install shared lane markings and signs.This
B25 Avenue from City Shared street project improves safe routes to school for High $15,000
Front Street to
OR 99E Washington Elementary School
Brown Street
from
B26 Cleveland City Shared street Install shared lane markings and signs Low $20,000
Street to end
of roadway
Cooley Road
B27 from OR 211 to County Bike lanes Widen roadway and install bike lanes Medium $1,300,000
Aubrey Way
Cooley Road
from Aubrey
B28 Way to County Bike lanes Install bike lane striping Medium $15,000
Hardcastle
Avenue
Access Streets
Stubb Road Cost
B29 from Harvard County Shared street Install shared lane markings and signs Low included in
Drive to Parr
Road R262
Astor Way from
B30 Country Club City Bike lanes Install bike lane striping Low $25,000
Road to OR
214
Tukwila Drive
B31 from Boones City Shared street Install shared lane markings and signs Low $5,000
Ferry Road to
Hazelnut Drive
5th Street from Install shared lane markings and signs.This
B32 OR 214 to City Shared street project improves safe routes to school for Medium $20,000
Garfield Street St Luke's School
Gatch Street
from Install shared lane markings and signs.This
B33 Hardcastle City Shared street project improves safe routes to school for Medium $15,000
Road to
Cleveland Washington Elementary School
Street
Park Avenue Install shared lane markings and signs.This
B34 from OR 214 to City Shared street project improves safe routes to school for Medium $20,000
Lincoln Street Washington Elementary School
Evergreen
Road from
B35 Country Club City Shared street Install shared lane markings and signs Low $10,000
Court to OR
214
Exhibit A
Page 78 of 102
Local Streets
Country Club
Road from
B36 Evergreen City Bike lanes Install bike lane striping Medium $40,000
Road to Astor
Way
Cascade Drive Install shared lane markings and signs.This
B37 from OR 214 to City Shared street project improves safe routes to school for Medium $10,000
Hayes Street Nellie Muir Elementary School
Smith Drive Install shared lane markings and signs.This
B38 from Hayes City Shared street project improves safe routes to school for Medium $5,000
Street to
Garfield Street Nellie Muir Elementary School
Meridian Drive
B39 from Hazelnut City Shared street Install shared lane markings and signs Low $10,000
Drive to OR 214
1 st Street from
B40 Harrison Street City Shared street Install shared lane markings and signs Medium $15,000
to Cleveland
Street
Provide wayfinding to bike routes,multi-
B401 City-wide City Wayfinding use paths, parks,schools,and other Medium $30,000
essential destinations
TOTAL High Priority Costs $8,125,000
TOTAL Medium Priority Costs $12,280,000
TOTAL Low Priority Costs $110,000
TOTAL Program Costs(20 years) $20,515,000
1.Project not shown on Bicycle Plan Map.
2.Cost estimates are not included for projects that would be completed as part of a roadway project,such as locations
where additional roadway width is needed to install bike lanes.The cost for these projects is included in the
corresponding roadway projects described later in the memo.
3.The cost estimates presented to not include costs associated with right-of-way acquisition due to its high variability
depending on location,parcel sizes,and other characteristics.
Woodburn TSP Update
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Exhibit A
Page 80 of 102
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Exhibit A
Page 82 of 102
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Exhibit A
Page 83 of 102
OTHER TRAVEL MODES
This section summarizes the plans for other travel modes in Woodburn.
TRA INS 11:::'0 R"I..A..-II O II SYS.T.II:::: A IIA G II:::::: II::::::II .T. AINID (S II::.)II:::RA.T] IN
(..I..5 O) II::.)II.....A IN
Transportation System Management and Operations (TSMO) is a set of integrated transportation
solutions intended to improve the performance of existing transportation infrastructure.
Transportation Demand Management (TDM) and Transportation System Management (TSM)
strategies are two complementary approaches to managing transportation and maximizing the
efficiency of the existing system. TDM addresses the demand on the system: the number of
vehicles traveling on the roadways each day. TDM measures include any method intended to
shift travel demand from single occupant vehicles to non-auto modes or carpooling, travel at
less congested times of the day, etc. TSM addresses the supply of the system: using strategies to
improve the system efficiency without increasing roadway widths or building new roads. TSM
measures are focused on improving operations by enhancing capacity during peak times,
typically with advanced technologies to improve traffic operations.
Transportation
Transportation System Management (TSM) focuses on low cost strategies that can be
implemented within the existing transportation infrastructure to enhance operational
performance. Finding ways to better manage transportation while maximizing urban mobility
and treating all modes of travel as a coordinated system is a priority. TSM strategies include
traffic signal timing and phasing, traffic signal coordination, traffic calming, access
management, local street connectivity and intelligent transportation systems (ITS). Traffic signal
coordination and ITS typically provide the most significant tangible benefits to the traveling
public. The primary focus of TSM measures are region-wide improvements, however there are a
number of TSM measures that could be used in a smaller-scale environment such as within the
City of Woodburn. TSM projects and programs that are recommended for the City of Woodburn
to explore include the following:
• Update signal timing plans and coordinate signals to better match prevailing traffic
conditions
o OR 99E from Hardcastle Avenue to Young Street (or to the potential future
Cleveland Street traffic signal) is one candidate corridor for coordination
• Implement truck signal priority at key signalized intersections along OR 214 and OR 99E.
Truck signal priority can reduce delay, travel time, and the number of stops for freight
vehicles, helping reduce vehicle emissions and improve travel time reliability.
• Work with ODOT to develop and implement a Traffic Management Plan for the OR 99E
corridor that responds to increased congestion resulting from incidents on 1-5 and
regional events
Exhibit A
Page 84 of 102
Transportation
Transportation Demand Management (TDM) is a policy tool as well as a general term used to
describe any action that removes single occupant vehicle trips from the roadway during peak
travel demand periods. As growth in the City of Woodburn occurs, the number of vehicle trips
and travel demand in the area will also increase. The ability to change a user's travel behavior
and provide alternative mode choices will help accommodate this potential growth in trips.
Technical Memorandum 5: Alternative Analysis and Funding identifies several policies and
programs that may be effective for managing transportation demand in the City of Woodburn,
especially within the next 10 to 20 years. Table 7 summarizes the strategies that best meet the
goals and objectives of the TSP update. As with all new public and private investments, the
implementation of TDM strategies is sure to draw opposition from some. Given Woodburn's lack
of experience with TDM strategies, it is important that decision-makers understand their long-term
costs and benefits and are able evaluate these along-side arguments from opponents in
achieving outcomes that best reflect the City's vision and goals while effectively reducing travel
demand.
Table 7:Transportation Demand Management Program Strategies
..... ......M 11 M
Carpool/Vanpool Coordinate a rid eshare/carpool/vanpool program
TDMI Match Services County/City that regional commuters can use to find other High $5,000/year
commuters with similar routes to work
Carpool/Vanpool Coordinate with employers to designate
TDM2 Parking Program City carpool/vanpool preferential parking Low $5,000/year
Work with nearby cities,employers,transit service
TDM3 Collaborative County/Cit providers,and developers to collaborate on Medium
Marketing y marketing for transportation options that provide an $5,000/year
alternative to single-occupancy vehicles
Limited and/or Update the Woodburn Development Ordinance to
TDM4 Flexible Parking City include strategies that encourage multi-modal High $25,000
Requirements transportation
Parking Modify the City's current parking policy to allow for
IDMS Management City the potential to charge for parking Low $10,000
Transit Fare City/ Work with Woodburn Transit to provide transit fare
TDM6 Subsidies Woodburn subsidies Low $5,000
Transit
Work with employers to encourage TDM measures
Employer TDM such as allowing employees to work at home one day
TDM7 Measures City a week and scheduling shift changes to occur Low $5,000/year
outside of peak travel periods
TOTAL High Priority Costs $125,000
TOTAL Medium Priority Costs $100,000
TOTAL Low Priority Costs $215,000
TOTAL Program Costs(20 years) $440,000
Exhibit A
Page 85 of 102
Other potential TDM projects include:
• Encourage the development of high-speed communication in all part of the city (fiber
optic,digital cable, DSL, etc).The objective would be to allow employers and residents
the maximum opportunity to rely upon other systems for conducting business and
activities than the transportation system during peak periods.
• Encourage developments that effectively mix land uses to reduce vehicle trip
generation. These plans may include development linkages (particularly non-auto)
that support greater use of alternative modes.
Land 5
The types and intensities of land uses are closely correlated with travel demand. Land use
patterns in many areas of the city are suburban in nature with low densities throughout the city
and more industrial and commercial uses in the eastern part of the city near OR 99E. In the
future the city will continue to have a mixture of housing and industrial densities, as well as areas
of mixed-use development (i.e., a mix of residential, retail, commercial and/or office uses).
Technical Memorandum 5: Alternative Analysis and Funding identifies several land use strategies
that could be implemented in Woodburn. Table 8 summarizes the strategies that best meet the
goals and objectives of the TSP update.
Table 8: Land Use Projects
Commercial and Establish neighborhood commercial and mixed-use
LU 1 Mixed-use Nodes City nodes within the city Low $25,000
Alternative Work with ODOT to develop alternative mobility
LU2 Mobility Targets State/City targets at critical intersections along state highways. Low $25,000
Through development,right-of-way dedications
Right-of-way should be provided to facilitate the future planned
LU3 Dedications C�y transportation system in the vicinity of the proposed Low $0
development
Through development, half-street improvements
Half-street (sidewalks,curb and gutter,bicycle lanes/paths,
LU4 Improvements City and/or travel lanes) should be provided along all site High $01
frontages that do not have full buildout improvements
in place at the time of development
TOTAL High Priority Costs $0
TOTAL Medium Priority Costs $0
TOTAL Low Priority Costs $50,000
TOTAL Program Costs(20 years) $50,000
1.Project to be funded by others.
Exhibit A
Page 86 of 102
Access Management Plan
Numerous driveways or street intersections increase the number of conflicts and potential for
collisions and decrease mobility and traffic flow. The City of Woodburn, as with every city, needs
a balance of streets that provide access with streets that serve mobility. Access management is
a set of measures regulating access to streets, roads, and highways, from public roads and
private driveways. It is a policy tool which seeks to balance mobility, the need to provide
efficient, safe and timely travel with the ability to allow access to individual properties. Proper
implementation of access management techniques should guarantee reduced congestion,
reduced collision rates, less need for roadway widening, conservation of energy, and reduced
air pollution. Measures may include but are not limited to restrictions on the type and amount of
access to roadways, and use of physical controls, such as signals and channelization including
raised medians, to reduce impacts of approach road traffic on the main facility.
City of Woodburn access spacing standards can be found in the Woodburn Development
Ordinance Section 3.04.02 and OAR Division 51, which specifies access management spacing
standards for ODOT facilities. In coordination with the access spacing standards presented in
these documents, Table 9 summarizes the access management projects identified to help
Woodburn balance access and mobility throughout the city.
Table 9:Access Management Projects
Develop access management standards that reflect
Access Spacing functional classification of the roadway and that
AMl Standard City coordinate with the ODOT standards that regulate Low $25,000
Modification
several major roadways in Woodburn
Investigate and implement opportunities to provide
Alternative alternative access to nonstate facilities when
AM2 Access City reasonable access can occur(consistent with the Low $25,000
State's Division 51 access management standards)
Access Variance Define a variance process for when the standard
AM3 Process City cannot be met Low $25,000
Establish an approach for access consolidation over
time to move in the direction of the standards at
Access each opportunity.Cross-over easements should be
AM4 Consolidation City provided on all compatible parcels(topography, Low $25,000
access,and land use) to facilitate future access
between adjacent parcels and inter-parcel
circulation.
Access Consider opportunities to restrict certain turning
AM5 Movement City movements at accesses(such as a right in-right out Low $25,000
Restrictions access)
TOTAL High Priority Costs $0
TOTAL Medium Priority Costs $0
TOTAL Low Priority Costs $125,000
TOTAL Program Costs(20 years) $125,000
Exhibit A
Page 87 of 102
ISA II IL.... 11:=1 IL....A IN
The existing rail system in Woodburn includes freight rail, while there are currently no passenger
rail terminals. Union Pacific Railroad operates a Class I rail line through Woodburn. These tracks
parallel the east side of Front Street. A total of five at-grade crossings and one grade separated
crossing exist along the rail line. Willamette Valley Railway operates a Shortline Railroad track
that parallels the north side of Cleveland Street in the south side of town. A total of five public
at-grade crossings exist along this rail line. In addition to these crossings, the rail line serves
multiple local businesses along the corridor. Table 10 summarizes the rail system projects that
best meet the identified goals and objectives of this plan.
Table 10: Rail Projects
Ma' EM
Establish a downtown Amtrak passenger rail stop
along Front Street in downtown Woodburn, potentially
RA 1 Front Street City as a public-private partnership at the"Y"property Low $10,000
adjacent to Locomotive Park
Front Street and Investigate the opportunity to remove private grade
RA2 Cleveland Street City railroad crossings by providing alternative access to Medium $10,000
parcels as development and redevelopment occurs
Butteville Road, State/County/ Explore a passenger rail stop if commuter rail is
RA north of OR 219 City extended between Wilsonville and Beaverton down Low $5,000
to Salem
TOTAL High Priority Costs $0
TOTAL Medium Priority Costs $10,000
TOTAL Low Priority Costs $15,000
TOTAL Program Costs(20 years) $25,000
I IR T'IR A IN S 11:::'0 IR T.A T'10 I
There are no airports located within the city limits. The closest airports include the Aurora State
Airport (classified as an Urban General Aviation Airport) located approximately 8 miles to the
north via OR 99E and OR 551 and the Mulino Airport located approximately 14 miles to the
northeast via OR 211 and OR 213. No air projects or programs were identified as part of the TSP
process.
IR II II:::: T'IRA INS 11:::'0 R'T'A'T]0 I
Marine transportation is not available within the City of Woodburn, and no marine projects or
programs were identified as part of the TSP process.
There are no major pipeline transport facilities within the Woodburn UGB, and no pipeline
projects or programs were identified as part of the TSP process.
Exhibit A
Page 88 of 102
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Page 90 of 102
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Exhibit A
Page 91 of 102
FUNDING
F 9J I IIING II:=1 IR GRS S AI I
The City of Woodburn has historically relied upon multiple revenue sources to fund the
maintenance of its transportation network and make capital improvements. These local gas tax
revenue, inter-governmental (primarily state gas tax revenue), franchise fees, and other
miscellaneous revenue. Table 11 displays the total revenue by source used to fund
transportation projects within Woodburn over the most recent seven years that comprehensive
data was available.
Table 11: City of Woodburn Revenue History
I I
Taxes $129,412 $115,692 $102,517 $101,761 $106,537 $182,109 $121,1
Inter
Government $1,480,082 $1,454,076 $1,409,311 $1,384,277 $1,597,518 $1,312,024 $1,116, $1,393,328
Franchise $359,820 $357,983 $336,707 $360,046 $353,381 $326,713 $347,621 $348,896
Transportation
SDC Fees $33,396 $183,698 $440,595 $521,933 $411,527 $400,172 $153,268 $306,370
Other $69,856 $59,518 $49,532 $319,086 $49,457 $88,767 $27,147 $94,766
Revenue Total $2,072,566 $2,170,967 $2,338,662 $2,687,103 $2,518,420 $2,309,785 $1,765,243 $2,266,107
Taxes=Local Gas Tax revenue
Inter-Government=State Gas Tax,State Fund Exchange
Other=Misc.revenue,interest income
Based on the information shown in Table 11, the City of Woodburn has generated an average of
approximately$2,266,107 per year in total revenue for transportation-related
maintenance/projects.
Potential Funding Sources
The projected transportation funding analysis shows that the City of Woodburn will have a
limited source of funds that can solely dedicated to transportation-related capital improvement
projects over the next twenty years. As such, Woodburn will likely need to seek additional funds
via transportation improvement grants, partnerships with regional and state agencies, and other
funding sources to help implement future transportation-related improvements. Table 12
identifies a list of potential Grant sources and Partnering Opportunities to consider during the
course of the 20-year planning horizon. Following Table 12, Table 13 identifies a list of potential
new funding sources for Woodburn to consider in an effort to bolster funds for additional capital
improvement projects.
Exhibit A
Page 92 of 102
Table 12: Potential Grant Sources and Partnering Opportunities
The Statewide Transportation Improvement The next STIP (2018-2021)will be
Statewide Program (STIP)is Oregon's 4-year capital Streets organized into two different
improvement program for major state and categories that focus on projects
Improvement Bike lanes
Transportation regional transportation facilities.This scheduling Sidewalks that will fix/preserve the existing
-
Program (STIP) and funding document is updated every two Trails transportation network and
years. Projects included on the STIP are enhance/improve the transportation
allocated into the five different ODOT regions. network.
Federal Funding Large trails or trail networks with a transportation Multi-Use Trails Projects in urban areas have
purpose can compete for TIGER grant awards. traditionally been funded at a
Additional significant federal funding sources minimum of$10,000,000 and rural
include TAP,STP and CMAQ.Depending upon trails of lower project costs are
the location and purpose,trails can also be considered for TIGER funding.
funded by HUD CDBG funds, USDA rural
development programs,or EPA funding.
Oregon Bicycle The Oregon Pedestrian and Bicycle Grant See STIP above See STIP above.
and Pedestrian program ended as a standalone solicitation
Program process in 2012.Grant monies are now
distributed through the "Enhance" process in the
STIP program noted above.
ATV Grant Operation and maintenance,law enforcement, Multi-Use Trails http://www.oregoru.gov/o[2rd/ATV/12
Program emergency medical services,land acquisition, ages/grants.aspx
leases,planning,development and safety
education in Oregon's OHV (off-highway vehicle
recreation areas).
Table 13: Potential New Funding Sources for Consideration by the City of Woodburn
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1116 111111 11111
Fees tacked onto a monthly utility bill or tied to The cost of implementing such a
the annual registration of a vehicle to pay for system could be prohibitive given
improvements,expansion,and maintenance to the need to track the number of
the street system.This may be a more equitable Primarily Street
vehicle miles traveled in every
User Fees vehicle.Additionally,a user fee
assessment given the varying fuel efficiency of Improvements
vehicles.Regardless of fuel efficiency, specific to a single jurisdiction does
passenger vehicles do equal damage to the not account for the street use from
street system. vehicles registered in other
jurisdictions.
The fee is based on the number of trips a
Preservation,restoration,
particular land use generates and is usually
Street Utility collected through a regular utility bill.For the and reconstruction of Other cities have adopted street
Fees/Road communities in Oregon that have adopted this existing paved residential maintenance utility fees at varying
streets. Includes amounts charged to residential
Maintenance approach,it provides a stable source of
sidewalks,ramps,curbs meters.Woodburn could consider a
Fee revenue to pay for street maintenance allowing
for safe and efficient movement of people, and gutters,and utility similar program.
relocation.
goods,and services.
A tax that is paid at the option of the taxpayer
to fund improvements. Usually not alegislative -Streets The voluntary nature of the tax limits
Optional Tax requirement to pay the tax and paid at the time -Sidewalks the reliability and stableness of the
other taxes are collected,optional taxes are Bike lanes funding source.
Exhibit A
Page 93 of 102
usually less controversial and easily collected Multi-Use Trails
since they require the taxpayer to decide Transit
whether or not to pay the additional tax.
Sponsorship has primarily been used
Financial backing of a project by a private by transit providers to help offset the
Sponsorship corporation or public interest group,as a means Multi-Use Trails cost of providing transit services and
of enhancing its corporate image. maintaining transit related
improvements.
Trails with a transportation purpose can Projects in urban areas have
compete for TIGER grant awards. Depending traditionally been funded at a
Federal Funding upon the location and purpose,trails can also Trails minimum of$10,000,000 and rural
be funded by HUD,CDBG funds,USDA rural trails of lower project costs are
development programs,or EPA funding. considered for TIGER funding.
��::. ��..... I I II::I "F II I A I , II::.'( II�"I"A.I..II( IN 6 Y .T II : .T. (WMARY
Table 14 provides a summary of the full cost of the planned and financially constrained
transportation systems. As shown, the full cost of the planned system is approximately$130.6
million over the 20-year period, including $26.4 million in high priority projects, $102.7 million in
medium priority projects, and $1.5 million in low priority projects. Based on the anticipated funds
available for capital improvement projects, the financially constrained plan includes all of the
high priority projects. This leaves no forecasted funding for the City to complete medium and
low priority projects over the 20-year period.
Table 14: Planned Transportation System Cost Summary
Planned Transportation System
Bicycle $8,125,000 $12,280,000 $110,000 $20,515,000
Pedestrian $6,750,000 $10,300,000 $355,000 $17,405,000
Roadway $9,200,000 $74,670,000 $500,000 $84,370,000
Safety $2,200,000 $5,260,000 $100,000 $7,560,000
Transit $100,000 $15,000 $115,000
TDM I $125,000 $100,000 $215,000 $440,000
Land Use $50,000 $50,000
Access Management $125,000 $125,000
Rail $10,000 $15,000 $25,000
Total $26,400,000 $102,720,000 $1,485,000 $130,605,000
Available Funding
Total $6,550,000 $6,550,000 $13,100,000 $26,200,000
TDM:Transportation Demand Management
1:Includes annual costs occurred every year.
Exhibit A
Page 94 of 102
II M 11:='IL....I[::::: I[:::::IN.. ...10 IN
The Transportation Planning Rule (TPR), as codified in Oregon Administrative Rules (OAR) 660-012-
0045, requires that local jurisdictions identify and adopt land use regulations and code
amendments needed to implement the TSP. The land use regulations and code amendments
are provided under separate cover.
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Exhibit A
Page 96 of 102
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Exhibit A
Page 97 of 102
GLOSSARY OF TERMS
The following terms are applicable only to the Woodburn Transportation System Plan and shall
be construed as defined herein.
Access f: Refers to measures regulating access to streets, roads and highways
from public roads and private driveways. Measures may include but are not limited to restrictions
on the type and amount of access to roadways and use of physical controls such as signals and
channelization including raised medians, to reduce impacts of approach road traffic on the
main facility.
Access (Street): A street designated in the functional classification system that's primary
purpose 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.
Accessway: Refers to a walkway that provides pedestrian and or bicycle passage either
between streets or from a street to a building or other destination such as a school, park, or
transit stop.
Alternative Mods: Transportation alternatives other than single-occupant automobiles such
as rail, transit, bicycles and walking.
Americans with Disabilities Act : A civil rights law that prohibits discrimination
against individuals with disabilities in all areas of public life, including jobs, schools, transportation,
and all public and private places that are open to the general public.
Average Annual Daily ffi : A measure used primarily in transportation planning
and traffic engineering that represents the total volume of vehicular traffic on a highway or
roadway for a year divided by 365 days.
Average Daily ffi : This is the measurement of the average number of vehicles
passing a certain point each day on a highway, road or street.
Bicycle Facility: Any facility provided for the benefit of bicycle travel, including bikeways and
parking facilities.
Bicycle Network: A system of connected bikeways that provide access to and from local
and regional destinations.
Bicycle Boulevard: Lower-order, lower-volume streets with various treatments to promote
safe and convenient bicycle travel. Usually accommodates bicyclists and motorists in the same
travel lanes, often with no specific vehicle or bike lane delineation. Assigns higher priority to
through bicyclists, with secondary priority assigned to motorists. Also includes treatments to slow
vehicle traffic to enhance the bicycling environment.
Lane:Bike Area within street right-of-way designated specifically for bicycle use.
Exhibit A
Page 98 of 102
Capital Improvement I I : A community planning and fiscal management tool used
to coordinate the location, timing and financing of capital improvements over a multi-year
period.
Capacity: The maximum number of vehicles or individuals that can traverse a given segment
of a transportation facility with prevailing roadway and traffic conditions.
Citizen Vis itt : An advisory committee consisting of volunteer citizens
from the community they represent.
Congestion itl tl / it Quality (CMAQ): A program within the federal ISTEA and TEA-
21 regulations that address congestion and transportation-related air pollution.
Crosswalk: Portion of a roadway designated for pedestrian crossing and can be either
marked or unmarked. Unmarked crosswalks are the national extension of the shoulder, curb line
or sidewalk.
Cycle Track: An exclusive bike facility that combines the user experience of a separated path
with the on-street infrastructure of a conventional bike lane. A cycle track is physically separated
from motor traffic and distinct from the sidewalk.
Demand Management: Refers to actions which are designed to change travel behavior in
order to improve performance of transportation facilities and to reduce need for additional
road capacity. Methods may include subsidizing transit for the journey to work trip, charging for
parking, starting a van or carpool system, or instituting flexible work hours.
Department of Environmental Quality (DEQ): A regulatory agency whose job is to
protect the quality of Oregon's environment.
Department of Land ConservationI t : A public agency that
helps communities and citizens plan for, protect and improve the built and natural systems that
provide a high quality of life.
Driveway : A short road leading from a public road to a private business or residence.
Eastbound : Leading or traveling toward the east.
Fiscal Year : A year as reckoned for taxing or accounting purposes.
Geographic Information Syst s (GIS): A system designed to capture, store, manipulate,
analyze, manage, and present all types of spatial or geographical data.
Grade: A measure of the steepness of a roadway, bikeway or walkway, usually expressed in a
percentage form of the ratio between vertical rise to horizontal distance, (e.g. a 5%grade
means that the facility rises 5 feet in height over 100 feet in length.)
Grade Separation: The vertical separation of conflicting travelways.
High Capacity r sit : A form of public transit distinguished from local service transit
such as bus lines by higher speeds, fewer stops, more passengers, and more frequent service.
Exhibit A
Page 99 of 102
Highway Design I : A manual that provides uniform standards and
procedures for the design of new roadways and the major reconstruction, rehabilitation,
restoration, and resurfacing of existing roadways.
Intelligent r s rt tf sf s (ITS): the application of advanced technologies and
proven management techniques to relieve congestion, enhance safety, provide services to
travelers and assist transportation system operators in implementing suitable traffic management
strategies.
Level of Service : A qualitative measure describing the perception of operation
conditions within a traffic steam by motorists and or passengers. An LOS rating of"A" to "F"
describes the traffic flow on streets and at intersections, ranging from LOS A, representing
virtually free flow conditions and no impedance to LOS F representing forced flow conditions
and congestion.
Local (Street): A street designated in the functional classification system that's primary
purpose is to provide direct access to adjacent land uses. Short roadway distances, slow speeds,
and low traffic volumes characterize local streets.
Major Arterial (Street): A street designated in the functional classification system that's
primary functions are to serve local and through traffic as it enters and leaves the urban area,
connect Woodburn with other urban centers and regions, and provide connections to major
activity centers within the UGB.
Manual on Uniform i Control Devices : A document issued by the
Federal Highway Administration (FHWA) of the United States Department of Transportation
(USDOT) to specify the standards by which traffic signs, road surface markings, and signals are
designed, installed, and used.
Minor Arterial (Street): A street designated in the functional classification system that's
primary functions are to connection major activity centers and neighborhoods within the UGB
and to support the major arterial system.
Multi-Modal: Involving several modes of transportation including bus, rail, bicycle, motor
vehicle etc.
Multi-Use Path: Off-street route (typically recreationally focused) that can be used by several
transportation modes, including bicycles, pedestrians and other non-motorized modes (i.e.
skateboards, roller blades, etc.)
National Highway System : The National Highway System is interconnected urban
and rural principal arterial and highways that serve major population centers, ports, airports and
other major travel destinations, meet national defense requirements and serve interstate and
interregional travel.
Northbound : Traveling or leading toward the north.
Oregon I istr ti Rules : The official compilation of rules and regulations
having the force of law in the U.S. state of Oregon. It is the regulatory and administrative
corollary to Oregon Revised Statutes and is published pursuant to ORS 183.360 (3).
Exhibit A
Page 100 of 102
Oregon rt t of Transportation : ODOT is a public agency that helps
provide a safe, efficient transportation system that supports economic opportunity and livable
communities throughout Oregon. ODOT owns and operates two roadways (OR 213 and OR 21 1)
that are located in Molalla or provide access to the city. There are street design and operational
standards for these roadways which supersede Molalla's street design and operational
standards.
Oregon I I : The document that establishes long range policies and
investment strategies for the state highway system in Oregon.
Oregon vised Statutes : The codified body of statutory law governing the U.S. state
of Oregon, as enacted by the Oregon Legislative Assembly, and occasionally by citizen
initiative. The statutes are subordinate to the Oregon Constitution.
Peak Period : The period of the day with the highest number of travelers. This is
normally between 4:00 p.m. to 6:00 p.m. on weekdays.
Pedestrian Connection: A continuous, unobstructed, reasonability direct route between two
points that is intended and suitable for pedestrian use. These connections could include
sidewalks, walkways, accessways, stairways and pedestrian bridges.
Pedestrian Facility: A facility provided for the benefit of pedestrian travel, including
walkways, crosswalks, signs, signals and benches.
Pedestrian Scale: Site and building design elements that are oriented to the pedestrian and
are dimensionally less than those sites designed to accommodate automobile traffic.
Regional Transportation Functional Plan (RTFP): A planning document that contains
policies and guidelines to help local jurisdictions implement the policies in the Regional
Transportation Plan (RTP) and its modal plans, include those for active transportation, freight
movement, and high capacity transit.
Regional Transportation I : The transportation plan for the Portland Metro region.
Right-Of-Way r R/W): A general term denoting publicly owned land or property
upon which public facilities and infrastructure is placed.
Safety Priority Index System (SPIS): An indexing system used by Oregon Department of
Transportation to prioritize safety improvements based on crash frequency and severity on state
facilities.
Service Collector (Street): A street designated in the functional classification system that's
primary function is to provide connections between neighborhoods and major activity centers
and the arterial street system. Some degree of access is provided to adjacent properties, while
maintaining circulation and mobility for all users.
Shared : Roadways where bicyclists and autos share the same travel lane. May
include a wider outside lane and/or bicycle boulevard treatment (priority to through bikes on
local streets).
Exhibit A
Page 101 of 102
Single-Occupancy i te or Single-Occupant Vehicle (SOV): A vehicle containing
only a single occupant, the driver.
Southbound : Traveling or leading toward the south.
Statewide Tras rt ti Improvement Plan (STIP): The capital improvement program
that identifies founding and schedule of statewide projects.
System Development Charge (SDC): Fees that are collected when new development
occurs in the city and are used to fund a portion of new streets, sanitary sewers, parks and
water.
Technical Advisory Committee : An advisory committee consisting of state, county,
and city staff that review and provide feedback on technical memorandums.
Technical Memorandum : A document that is specifically targeted to technically
capable persons, such as practicing engineers or engineering managers, who are interested in
the technical details of the project or task.
Traffic tr I Devices: Signs, signals or other fixtures placed on or adjacent to a travelway
that regulates, warns or guides traffic. Can be either permanent or temporary.
Transportation Analysis : A geographic sub-area used to assess travel demands
using a travel demand forecasting model. Often defined by the transportation network and US
Census blocks.
Transportation Demand Managf : A policy tool as well as any action that
removes single-occupant vehicle trips from the roadway network during peak travel demand
periods.
Transportation and Growth t : A program of the Oregon Department
of Transportation (ODOT) that supports community efforts to expand transportation choices. By
linking land use and transportation planning, TGM works in partnership with local governments to
create vibrant, livable places in which people can walk, bike, take transit or drive where they
want to go.
Transportation Managemet Area (TMA): A Transportation Management Area is an area
designated by the Secretary of Transportation, having an urbanized area population of over
200,000, or upon special request from the Governor and the MPO designated for the area.
Transportation Planning I : A series of Oregon Administrative Rules intended to
coordinate land use and transportation planning efforts to ensure that the planned
transportation system supports a pattern of travel and land use in urban areas that will avoid the
air pollution, traffic and livability problems faced by other large urban areas of the country
through measures designed to increase transportation choices and make more efficient use of
the existing transportation system.
Transportation Sst t : Management strategies such as signal
improvements, traffic signal coordination, traffic calming, access management, local street
connectivity, and intelligent transportation systems
Exhibit A
Page 102 of 102
Transportation Sst t and Operations : An integrated program
to optimize the performance of existing multimodal infrastructure through implementation of
systems, services, and projects to preserve capacity and improve the security, safety, and
reliability of our transportation system.
Transportation Ss I : Is a comprehensive plan that is developed to provide a
coordinated, seamless integration of continuity between modes at the local level as well as
integration with the regional transportation system.
Stop r I : An intersection, where one or more approaches is stop
controlled and must yield the right-of-way to one or more approaches that are not stop
controlled.
Area:Urban The area immediately surrounding an incorporated city or rural community that is
urban in character, regardless of size.
Urban Growth : A regional boundary, set in an attempt to control urban
sprawl by mandating that the area inside the boundary be used for higher density urban
development and the area outside be used for lower density development.
Vehicle Miles Traveled (VMT): The cumulative distance a vehicle travels, regardless of
number of occupants.
Volume to iRatio (V/C): A measure that reflects mobility and quality of travel of a
roadway or a section of a roadway. It compares roadway demand (vehicle volumes) with
roadway supply (carrying capacity).
Westbound : Leading or traveling toward the west.
Exhibit B
Exhibit B
Page 1 of 8
Text that is recommended to be added is shown as underlined,and text recommended to be removed
is shown in �+rte ikeaRt
A. Comprehensive Plan Designations and Implementation
Plan Implementation
Transportation Plan
The Tr-;;ASPqFtatiqn Systern Plan (TSP) (2005) 4.va-r Fevi-red te- Fpflpr# Changes in pepulatien,
e.... ..-pp
ded to satisfy thefeFeeasted gFewtb. The
Esta .1irhpr, +L.., f -Rr#iRR;,I .,f -,.Jr, ;;AH stFeets
+rt;;A l-,rd ft,r.,-,c6, f Ac-- t,.,-,I rr-,+it,.,
tFanspeFtatien i
the Highway DOC eeFFide+-.
The Woodburn Transportation System Plan (TSP) is a long-range plan that sets the vision for the City's
transportation system, facilities and services to meet state, regional, and local needs for the next 20
years.The TSP was developed through community and stakeholder input and is based on the system's
existing needs, opportunities, and anticipated available funding. The plan also serves as the
Transportation Element of the Woodburn Comprehensive Plan.The purpose of the 2019 TSP update
is to address regulatory changes that have occurred in the region since the adoption of the 2005 TSP,
as well as to provide an updated list of projects to address local transportation needs and deficiencies.
The TSP addresses compliance with new or amended Federal, State, and local plans policies, and
regulations, including the Oregon Transportation Plan (OTP),the State's Transportation Planning Rule
(TPR),the Oregon Highway Plan (OHP).The TSP presents the investments and priorities for the City's
Pedestrian, Bicycle,Transit, and Motor Vehicle Systems.
Exhibit B
Page 2 of 8
H.Transportation
"
AUrinA
The goals and policies adopted in this Section are used to guide long range planning, future land use
and development decisions, and management of the City's transportation system. They incorporate
and build upon previous transportation goals and policies and are intended to be consistent with
other adopted City plans. City transportation policy also reflects and is consistent with regional and
statewide planning rules and policy, including the requirement for a multi-modal, balanced approach
to transportation policy.
Goal H-1—Multimodal Mobility
Develop a Multi-m-a-dWal UanspeFtatien system that avaids or reduces a reliance an a P form of
Provide a multimodal
transportation system that avoids or reduces a reliance on one form of transportation and minimizes
energy consumption and air quality impacts.
H-1.1 Develop an expanded intracity bus transit system that provides added service and route coverage
to improve the mobility and accessibility of the transportation disadvantaged and to attract traditional
auto users to use the system.
H-1.2 n,,.,, lep a .,ice. f9F pFeyidiRg tFav,i ,,bees; t,„+,.,,,,,., IA.4eA. bu.P.. a..d Penland er Sale iReludipg
Encourage alternative travel options between Woodburn, Portland and Salem.
(a) Implement a Carpool/Vanpool Parking Program.
(b) Coordinate Woodburn Transit Service with other regional service provided by Cherriots Regional and
Canby Area Transit.
H-1.3 Develop a bikeway system that pFevid-es; reutes; amd_ faeilities; that allew bieyr=lists te tFawel frem
Peas. low stress network of
bicycle lanes and routes that link major activity centers such as residential neighborhoods, schools, parks,
commercial areas, and employment centers. Identify off-street facilities in City greenway and park areas.
Ensure all new collector and arterial streets are constructed with bicycle lanes.
H-1.4
^ighbeFh^^�'� amd_ betty^^^ Develop a comprehensive network of sidewalks and off-street pathways.
Identify key connections to improve pedestrian mobility within neighborhoods and link residential areas
Exhibit B
Page 3 of 8
to schools, parks,employment centers,and commercial areas. Ensure all new collector and arterial streets
are constructed with sidewalks.
H-1.5 Maintain adequate intersection and roadway capacity on the key east-west and north-south
arterials. Periodically review arterials capacity to meet current and future demands.
Goal H-2—Connectivity
Develop a StFeet system whirsh will handle pFejeGted VeaF 2020 traffic---dGemandEss iR the WeeedbWn aFea,
tFaRSP9Ftatie„ fae+'ifies, Provide an interconnected street system that is adequately sized to
accommodate existing and Proiected traffic demands in the Woodburn area.
H-2.1
desigRatie^ of majeF s4eets i ap chap area Develop and implement updated street design standards
for arterials, collectors, and local streets. Ensure new standards and development is consistent with the
functional classification plan in the TSP.
H-2.42 Maintain and enhance IdeRt east-west and north-south collector/minor arterial streets
within the City to relieve traffic demands on Oregon 219/214, 211, and 99E and coordinate with Marion
County to construct the street connections needed outside of the urban growth boundary (UGB). Where
development of new collector/minor arterial streets is not possible within the near future, such as when
an alignment runs outside of the UGB, work with property owners during subdivision to provide local
street connections to improve connectivity in the interim.
H-2.63
Encourage multi-
model transportation options including park-and-ride facilities, carpooling, and use of transit services.
H-2.-74 Develop and implement a capital improvement program CIP that fulfills the transportation goals
established by the community and pursues new funding sources for the CIP projects.
H-2.5 Provide inter-parcel circulation through cross-over easements,frontage or backage roads,or shared
parking lots where feasible.
Goal H-3—Safety
Exhibit B
Page 4 of 8
Provide
a transportation system that enhances the safety and security of all transportation modes in the
Woodburn area.
H-3.1 I.A.fArk With QI)QT te impreve safety GR StAtP fAGilWPr WithiA thP City. Develep aGGess management
214 hetween Interstate 9 ('-9) and r,rr„dn .„
Highway ooG CA-Fr;,-„r Plan. Continue coordination with ODOT to improve safety on state facilities within
the City and citywide access management strategies.
H-3.2 Implement strategies to address Develep a ^'a^ {^F impFe ^^R pedestrian and bicycle safety issues,
specifically for travel to and from local schools, commercial areas, and major activity centers.
H-3.3 Identify street and railroad crossings in need of improvement, as well as those that should be closed
or relocated. Remove private grade crossings by providing alternative access to parcels as development
and redevelopment occurs.
H-3.4 Develop a plan for designated truck routes through the City and a ^'a^ to ha^,_'^ +Y„^'- ^,- rail
h.azz.ard-e ^aFgees Prioritize movement of goods on designated freight and truck routes.
Goal H-4-Strategic Investment
Develop a set of reli ble funding seurnes that aaR he a plied to fuRd fi-ture tr RSPOFtatien
iMPF9yeme_Rt__; the`" eedhwrR are Provide a financially sustainable transportation system through
responsible stewardship of assets and financial resources.
H-4.1 Evaluate the feasibility of the full .a Rge of fuRdiRg ....,,,.hapisms fe-F tFaRspgFtati,. ,. .,.,., Rts
Evaluate the feasibility of various funding mechanisms, including new and innovative sources.
H-4.2 .
Preserve and maintain the existing transportation system assets to extend their useful life.
tFaRspeFta
Goal H-5—.Land Use and Transportation Integration
WSP ^f males Of tFaRsp^runt'^^ ether *""^ the temeh01^ Periodically review and update land use
standards and ordinances to create a balanced built environment where existing and planned land uses
are supported by an efficient multi-modal transportation system.
Exhibit B
Page 5 of 8
H-5.1 Implement, where appropriate, identify a range of potential Transportation Demand Management
(TDM)strategies that can be used to improve the efficiency of the transportation system by shifting single-
occupant vehicle trips to other models and reducing automobile reliance at times of peak traffic volumes.
Goal H-6—Coordination with State, Regional, and Local Partners
Coardiwate with MarieR County in planRiRg f9F a safe and efficient Gownty wide tFaRSPOFtatien system
Develop and maintain a transportation system that is consistent with the City's adopted comprehensive
plan and adopted plans of state, regional,and other local jurisdictions.
H-6.1 s Ensure plans coordinate with state, regional, and local planning rules and
regulations. Consider land use, financial, and environment planning when prioritize strategic
transportation investments. i^iRtly .,I^., ,.,ith the eeupty to meet the tFaRspeFtati,,., Reeds; ip the fi-Wre
W 6.2\A/eedb,,,..,will .,I.,m eRt plans a .ided i., the\A/eed_b,,,..,TCD
aer=-gess..
Exhibit B
Page 6 of 8
H-6.32 Support Marion County efforts to provide transit connections within and between
cities. The Woodburn TSP shall include transportation plans for the Woodburn Transit System that is
consistent with the population and employment projections in the Woodburn Comprehensive Plan and
coordinated with the "preferred alternative" found in the County's Rural Transportation System Plan
RTSP F..,...,,,wE)FI. DI-,.
H-6.43 pr,,vide fer a G,,m.,I,,m,ntary mix of land „s„s apd- +ra.spertati n systems
Promote multi-modal transportation options—by providing for mixed use districts and overlays.
Inns nib and- the nl„,-aI -bevel ,.,,, ent Qyerlay(t DQ) distriGts
H-6-5 I.A.feed-h-urn shall tra4iG Galming ef threugh tra4iG in neigh h-A-.rhA-A-dr— I.A.fe-ed.h.-RA v.44
•
H-6.64 Coordinate with Marion County in planning for freight movement by both rail and
truck.
H-6.5 Comprehensive Plan amendments from Industrial to Commercial shall be prohibited, regardless of
transportation impacts or proposed mitigation,within the SWIR Overlay.
Coordinate %-A-;ith the QFegen Department of T-FanspeFtatien (OPOT-) to maintain highway and
(a) Developing and adopting peFf9Fn;;-anr---e- st-and-aF&I and
(b) PFGhibitiRg GOMPFehensive plan aMeRd-MeRt-q that do Rat meet adopted peFfeFmaRGe Uandards
.teRtial app- a.JyeFse impar-As to the I [ !RteFehaRge
(a) Peak hebiF tFip geReFatie.p esti.m.ates; .;;Rd- Au.m.e.rieal eeiliRgs based- A—A uses peFmitted by the 2005
sideFi.,g the e bila+iye 7 arts . f existiRg and Hew deyelepmeRt
Exhibit B
Page 7 of 8
shall be pFehihited
L /IID ,
impact cith�yL�,'Mirthe PA
d-e-fieie-Reies a4eetiRg state highway faeilities thFebigh the Pe-Fie dirc Review pFeeess.
W :7.2 The City shall implenqe.pt te.rm rce-Rise.rvatieR measures te limit aeeess te Highways 214 and
21-9. Su� -'rTde, but+-;hall Ret b e limitpd+.,.
z �ircc^r5t��=c�5-;hall
r
/b,1 /\ I b,li .J .J
�r.,�-,-cEE255 Com,=r�KAT "S-Orr-pcfnrrE-�"�ppTvcrE�1C5;-i�r;vr
Int Raised me-diaps Fri.w. +i. /lrr,geR Way aleRg Highways 219 and 2147
W :7.3 Te eRsbiFe safety and IeRg FaRge mebility 9H Highway 99E, the City shall be g6lided by the fellewiRg
aeeess ..+ eb,•.,r-+•.
Exhibit B
Page 8 of 8
sha;ll ... ptaiR safe step. iRg sight dist,Ree aleRg the highway.
to Fae717tate Ia Fge tr r_-k ;.,.Jalatipp
Exhibit C
Exhibit C
Page 1 of 3
Analyses & Findings
Section references are to the Woodburn Comprehensive Plan, Oregon
Administrative Rules or W�'.x.xlbsim DeveI�::)pDLi
..............................::......................................................................eveIl
Legislative Amendment Provisions of the WDO
4.01 Decision-Making Procedures
4.01.02E. Type V Decisions (Legislative): Type V decisions involve legislative
actions where the City Council enacts or amends the City's land use regulations,
comprehensive plan, Official Zoning Map or some component of these
documents. Type V decisions may only be initiated by the City Council. The
Planning Commission holds an initial public hearing on the proposal before
making a recommendation to the City Council. The City Council then holds a final
public hearing and renders a decision. Public notice is provided for all public
hearings (Section 4.01.14). The City Council's decision is the City's final decision
and is appealable to LUBA within 21 days after it becomes final.
This is a legislative amendment to the Comprehensive Plan and qualifies as a Type
V decision. Staff completed the public notices for the Commission hearing date
of August 8, 2019, specifically a newspaper ad in the Woodburn independent and
mailed notice to select agencies - including Marion County, the Woodburn Fire
and School Districts, and the Oregon Department of Transportation (ODOT).
Notice was also provide to the Department of Land Conservation and
Development (DLCD) in accordance with state statutes. The Planning
Commission's recommendation will be forwarded to the City Council for
consideration for adoption.
Comprehensive Plan Policies, OAR's & Statewide Planning Goals
Comprehensive Plan
H. Transportation
Exhibit C
Page 2 of 3
Goal 1.9 To ensure that growth is orderly and efficient, the City shall phase the
needed public services in accordance with the expected growth. Extensions of
the existing public services should be in accordance with the facility master plans
and Public Facility Plan in this Comprehensive Plan.
The proposed TSP provides for orderly and efficient growth in accordance with
expected growth over the next 20 years. It includes plans for all modes of
transportation with estimated costs for each project.
B-2. Woodburn shall coordinate with affected state agencies regarding proposed
comprehensive plan and land use regulation amendments, as required by state
law.
This project was funded by state grant and coordination was achieved by
including representatives from State, County and regional entities on the
technical and project management teams. All parties were notified of the
proposed amendments pursuant to state law.
H-6.2 Woodburn will implement plans as provided in the Woodburn TSP.
(b) The TSP shall include a map depicting future street connections for areas to be
urbanized. This is especially important in Nodal Development Overlay and
Southwest Industrial Reserve overlay areas.
The TSP includes a detailed local street connections map that includes both
Overlay districts. Additionally, it includes all transportation improvements
included in the most recently approved Master Plans for the Nodal and SWIR
Overlays.
H-6.3 Woodburn will support Marion County efforts to provide transit connections
within and between cities. The Woodburn TSP shall include transportation plans
for the Woodburn Transit System that is consistent with the population and
employment projections in the Woodburn Comprehensive Plan and coordinated
with the "preferred alternative" found in the County Framework Plan.
The TSP includes a specific Transit Plan that incorporates inter-jurisdictional transit
connections and it is based on the latest adopted population and employment
projections.
Exhibit C
Page 3of3
Statewide Planning Goals
Goal 14 Urbanization [OAR 660-015-000OjL41]
To provide for an orderly and efficient transition from rural to urban land use, to
accommodate urban population and urban employment inside urban growth
boundaries, to ensure efficient use of land, and to provide for livable communities.
The proposal furthers this goal by ensuring efficient use of land and providing for
livable communities by planning for infrastructure to address future growth within
the city's UGB.
Oregon Administrative Rules:
660-012 Transportation Planning Rule ("TPR")
Local TSP's and amendments to Plans must comply with the provisions of this rule.
One of the objectives of completing this update was to review the existing TSP for
compliance. Table 2 of the Attachment 103 includes an itemized list of
recommended amendments specifically ensuring compliance with TPR
requirements.
CONCLUSION
Based on the above Findings, Staff finds that the proposal is consistent with all
applicable Comprehensive Plan, Development Ordinance and state provisions
for adoption. It is recommended that the City Council ultimately adopt the 2019
Transportation System Plan and Plan amendments (LA 2018-04)