Minutes - 09/20/04 Joint Wksp
CITY COUNCIL/PLANNING COMMISSION
JOINT WORK SESSION
CITY HALL COUNCIL CHAMBERS
270 MONTGOMERY STREET
WOODBURN, OR 97071
MONDAY, SEPTEMBER 20, 2004
6:30 P.M.
AGENDA
1. Call to Order and Flag Salute
2. Roll Call
3. Draft Transportation System Plan - Proposed Changes to the
Woodburn Transportation System Plan
Recommendation: Receive presentation. discuss proposed
changes, and provide guidance as appropriate.
4. Adjourn
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MEMORANDUM
CH2MHIll
Woodburn TSP - City Council and Planning
Commission Work Session #2 Planning
TO:
Jim Mulder, City of Woodburn
Randy Rohman, City of Woodburn
Terry Cole/ODOT Region 2
COPIES:
FROM:
Steve Perone, CH2MHILL and Julia Kuhn, Kittelson & Associates
September14,2004
DATE:
This memorandum contains the following materials:
· Consolidated summary table of issues based on the June 7, 2004 work session that
introduced the draft system plan to the City Council and Planning Commission
· Presentation outline for September 20, 2004 joint City Council and Planning
Commission work session
We anticipate that the work session summary table would be distributed to both the
Commission and Council in advance of the work session with the understanding that the
presentation at our September 20,2004 work session would be used to expand on key items
from the summary. Specifically, "key" items in the work session presentation will focus on
street standards and classifications.
TSP Update Overview
The City of Woodburn initiated an update of its Transportation System Plan (TSP) in 2002.
The original TSP was adopted in 1996 and forms the basis of the Transportation Element of
the Comprehensive Plan. The City is required to update the 1996 TSP to comply with Task
3B of the Comprehensive Plan Periodic Review.
This update has been prepared in collaboration with City, Marion County, ODOT, and
DLCD staff. It identifies transportation facilities and services needed to support the land
uses proposed in the Woodburn Comprehensive Plan in a manner that is consistent with the
Oregon Transportation Planning Rule and the Oregon Transportation Plan. The updated
TSP will be used to update the transportation element of the City's comprehensive plan.
Per state requirements, the TSP includes:
· Arterial and collector system plan
.
Public transit plan
Bicycle Plan
Pedestrian Plan
.
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WOODBURN TSP - WORK SESSION #2 PLANNING
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Air, water, rail, and pipeline plans
Transportation Financing plan
Policies and ordinances for implementing the TSP
In compliance with these requirements, the TSP also includes a summary of the preferred
transportation system for the Woodburn UGB to be implemented over the next 20 years.
.
.
.
Since 1996, the City has experienced significant growth. It is important for the City to plan
appropriately for its near-term and long-term transportation system needs that correspond
to these higher growth rates. In addition, since 1996, an interchange refinement plan and
environmental assessment have been prepared to address long-term capacity needs at the 1-
5/Oregon 214 interchange. These efforts are incorporated into the TSP Update.
Many of the other major facility improvement recommendations remain unchanged from
the 1996 TSP with the exception recommendations related to the I-5/Oregon 214
interchange and refinements of the transportation system needed to support the proposed
Urban Growth Boundary expansion in the vicinity of Parr Road. The primary transportation
system improvements recommended in the TSP update are summarized below.
· Reconstructing the Oregon 214/219/1-5 interchange to a Partial Cloverleaf Design.
· Widening Oregon 214/219 to a full five-lane cross section with sidewalks and bicycle
lanes between Butteville Road and Oregon 99E.
· Upgrading Oregon 99E to major arterial standards as redevelopment occurs in the
corridor.
· Upgrading Crosby, Parr and Butteville Road as new development occurs.
· Upgrading Boones Ferry, Settlemier, and Front to ensure that continuous pedestrian and
bicycle facilities are provided along the corridors.
· Extending Evergreen Road and Stacy Allison Drive to Parr Road.
· Constructing a new service collector between the Evergreen Road and Stacy Allison
Drive extensions.
· Constructing the South Arterial from Butteville Road to Oregon 99E.
· Terminating Parr Road to the east of Butteville Road and connecting it into the South
Arterial.
· Extending and upgrading Brown Street to the South Arterial.
· Improving intersections at key locations throughout the City. Examples of
improvements include signalization, adding ~m lanes, etc.
· Constructing a new loop ramp connection on Oregon 214 with Front Street in the
southwest quadrant of the existing intersection.
· Improving the fixed route transit system
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· Creating an off-street trail system along the Mill Creek and Goose Creek corridors for
pedestrians and cyclists.
The TSP recognizes the City's priority to coordinate with Marion County to provide an
extension of Crosby Road to Goudy Gardens and Oregon 99E, and to extend the southern
arterial from Oregon 99E to Oregon 214 to provide needed east-west connections and an
alternative route to the Oregon 214/1-5 interchange area in the future.
It is estimated that the improvements will cost approximately $114 million (including $50
million to reconstruct the 1-5 interchange and improve Oregon 214 between Woodland
Avenue and Oregon Way). To finance the elements of the plan, the City will need to seek
funding from state, federal, and county sources as well as local improvement districts,
urban renewal districts and traffic impact fees.
The TSP Update is also accompanied by recommended modifications to the Woodburn
Development Ordinance to comply with the implementation provisions of the
Transportation Planning Rule.
The following table presents a brief consolidated summary of issues discussed at the initial
joint planning commission and city council work session on the TSP held in June. provides a
brief summary of issues
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ISSUE Follow-up
The Evergreen Extension is shown in a location that The designation of the future Evergreen extension was identified in
traverses existing multi-family neighborhoods. This will the existing TSP at the time that the residential developments were
have adverse impacts on livability. Why are both the constructed. This extension has been planned for as roadway
Stacy Allison and Evergreen extensions needed? improvements have been made to the street as part of ongoing
development activities. Both extensions will be required to provide
the necessary infrastructure to serve the anticipated development to
the south. Adverse traffic impacts on adjacent residential
development can be mitigated through the provision of walls and
landscape buffers. For example, the Montebello subdivision was
required to have lots that back up to Evergreen Avenue to provide
separation between the homes and the street and to provide a six-
foot high block wall to provide a visual and noise buffer.
The extension of Slh Street should not be included in This extension will be needed in the future to facilitate connectivity
the TSP. This street is narrow and traverses in front of needs. This extension will also provide altemative access to the
a school. school for pedestrians, bicyclist, and autos and would intersect
Oregon 214 at a signalized intersection. This improvement may be
included as a part of any Ore~on 214 widening which would include
a signalized intersection at 5 Street/Oregon 214. There is 60 feet of
existing right-of-way available on the substandard section of 5th
Street. Options to standards for developed areas could allow for a
cross section similar to the existing improved section near Oregon
214 within the right-of-way.
There are several streets that don't meet the specified As stated in the document, upgrades to existing streets will be made
cross-section standards in the document. Further, over time as development and/or redevelopment occurs and right-of-
there is insufficient right-of-way to make these way becomes available.
changes. How will the city improve the streets? Can a A center turn lane on collectors and arterials will be necessary over
two-lane collector standard be proposed? time for safety reasons. A left-turn lane reduces the potential for
crashes at local streets and private access points and is required for
capacity reasons at major intersections. For this reason, we
recommend that the arterial and collector standards include center
turn lanes.
During the discussion, the appropriate classification of Settlemier
was questioned. Settlemier is currently a tree-lined, two lane street
that traverses through neighborhoods. The addition of a left-turn
lane would impact the trees and adjacent properties. One councilor
wondered if it could be redesignated to avoid widening in the future.
Sett/emier is designated as a minor arterial to reflect the existing and
anticipated function and needs of the street. Given the accessibility,
connectivity and mobility functions that Sett/emier must provide, it is
most appropriately designated as a minor arterial. Over time, the
absence of a left-turn lane will impact the safety of this street. These
impacts can result In adverse impacts to the travelers along the
street as well as the adjacent neighborhoods. It is much wiser to
plan for the type of street that is needed.
How does the TSP relate to the City's CIP? The City's CIP and ongoing maintenance activities address ongoing
operational and maintenance needs within the city, like striping,
signage, repairs, repaving, etc. as well as larger construction
projects. The intent of the TSP is to identify near-term and long-
range upgrades to existing facilities as well as new facilities that will
be needed over time. The City can use the TSP as a tool for
developing the CIP list of projects; however, additional operational
and maintenance projects will need to be identified as part of the
CIP process that aren't included in the TSP.
What level of service standard is being applied in the Two standards were used to identify deficiencies: ODOT's mobility
TSP? There are facilities that we consider to be standards and the City's level of service standards. These standards
deficient that aren't identified. were measured against intersection operations of collector and
arterial streets. The TSP does not include an evaluation of local
street.
Issue Summary of City Council and Planning Commission
TSP Work Session #1
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ISSUE Follow-up
ODOT measures the performance of state highways through the use
of a mobility ratio. Mobility is defined by the volume-to-capacity (vie)
ratio of a facility. In essence, the volume-to-capacity ratio is a
measure of how much of the available capacity of a street or
intersection Is being used. The acceptable mobility standards are
identified in the Oregon Highway Plan. As described in the TSP, the
acceptable mobility standard for Oregon 214, Oregon 211, and
Oregon 219 is 0.85 whereas the acceptable standard for Oregon
99E is 0.80.
Currently, the City defines level-of-service based on a scale from A
to F, with "E" being acceptable. This is a common approach used by
cities and is reflective of a balance between the need for an efficient
and safe system and fiscal constraints and economic development
implications.
At a signalized intersection, LOS "E" represents an average control
delay of less than 80 seconds whereas LOS "0" represents an
average of no less than 55 seconds. Control delay represents time
stopped at the intersection in addition to time spent slowing in
advance of the intersection.
The $114 million in improvements identified in the TSP are based on
the current state mobility standards and City level of service
standards. If the City adopts a more stringent standard than LOS
"E,' additional funding may be needed to improve intersections. This
would cerate a larger gap and perhaps inefficient allocation of
resources.
The plan includes a significant number of sidewalk and Oregon's statewide planning goals, of which there are 19 are
trail improvements. Are these necessary? achieved through local comprehensive planning. State law requires
each city and county to adopt a comprehensive plan and the zoning
and land-division ordinances needed to put the plan into effect. The
local comprehensive plans must be consistent with the statewide
planning goals.
Statewide planning Goal 12 (OAR 660-0012 "The Transportation
Planning Rule") requires that the City plan for sidewalks and/or trails
along each of its collector and arterial streets. Like roadway
upgrades, these sidewalk improvements will as development and
City public works projects occur over time.
What certainty do we have with the traffic volumes in As part of the City's periodic review process, the city identified
the document? population and employment forecasts consistent with the
Comprehensive Plan. For the purpose of the City's TSP, these
forecasts are translated to traffic volumes through the use of an
travel demand forecasting model. These models consider things like
household size and structure and categories of employment to
generate forecasts of trips and distribute them to origins (i.e. home)
and destinations (i.e. work). The process used in Woodburn
conforms to practice standards used throughout the state and
across the country for this type of planning.
An existing conditions model is calibrated and compared to actual
traffic volumes measured in Woodburn. This ensures that the model
reflects conditions that are experienced "in the field" prior to
developing 20-year volumes. This calibrated model is used to
develop future traffic volumes and therefore provides certainty that
the future forecasts are reasonable.
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Below is an outline of main presentation items to supplement the issue summary response.
Why are Improvements to Cross-Sections Needed?
Left-turn lanes needed for safety and capacity
Need appropriate facilities for bicyclists
Need appropriate facilities for pedestrians
· Local travel
· Statewide Planning Goals and Requirements
Settlemier as Example
· Limited opportunities for continuous north-south travel for cyclists
· In the future, Settlemier have same volume as Highway 214 east of Boones
Ferry does today
How will Streets be Improved to Standards?
Require improvements as adjacent properties develop
· Reduces capital costs to city
· Results in partially complete roadway cross-sections
Leave as-is until City initiates capital construction project
· Requires significant capital investment by city
· Projects prioritized and improved as funding permits
Are there Options to Standards Shown in TSP for Areas that are Developed?
Can eliminate requirement for landscape strip
Can provide turn lane at key intersections only
Can approve design exception to mitigate built environment
Should not re-classify streets. Current classification reflects:
· Intended function - local access versus through traffic mobility
· Amount and type of traffic volume
· Need for Balanced System for all users
What is the Significance of the Level-of-Service Standard?
TSP evaluated intersections as LOS "A" through "F"
· Reflects amount of congestion experienced at intersections
· Evaluated only collector/arterial intersections, not local streets
Current City standard is LOS "E"
Modification of Standard could mean
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WOODBURN TSP - CITY COUNCIL AND PlANNING COMMISSION WORK SESSION #2 PLANNING
· Less Congestion at Intersections
· More capital investment by private developers and/ or city
Why are New Streets Needed?
Create New Capacity
· Alternatives to off-load high volume streets
· Maximum anticipated traffic volume by facility type
· Example of Evergreen & Stacy Allison; Evergreen anticipated to carry 7,000 _
12,000 vpd whereas Stacy Allison will carry 5,000; one facility can't
accommodate all of the traffic
Local Connectivity for New Development
· As properties develop in UGB expansion area, need local streets to support
development that connect to arterial and collector system
Why are Pedestrian and Bicycle Improvements Needed?
Statewide Planning Goal 12 requires bicycle and pedestrian planning
Need to provide for bicycle and pedestrian movement on arterials and collectors
Need to provide a balanced sidewalk/ pathway system to provide pedestrian access
between residential neighborhoods, schools, commercial areas, and community
centers
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FOURTH DRAFT INTERCHANGE MANAGEMENT AREA OVERLAY DISTRICT
2.116
Interchange Management Area Overlal
District JIMA}
Table of Contents
2.116.01 Purpose.... ....... .......... .............. ......... ..... ......... .... ..... ......... ............. ... ........ .... 2
2.116.02 Vehicle Trip Budget. .......... .... .... .............. .............. .... .............. ............. ...... 2
Table 2.116.1. Vehicle Trip Budget by Sub-Area .................................................3
2.116.03 Administration... ....................... .... .... ................... .... .... ...... .... '" ........... ....... 5
A. Boundaries of the IMA Overlay District ............................................................ 5
B. Applicability of this Chapter. ......... .................. ......................... .......................... 5
C. TIA (Traffic Impact Analysis) Methods............................................................. 5
D. ODOT Coordination in Land Use Reviews ........................................................ 6
E. City Monitoring Responsibilities ..................... ..... ................ .............................. 6
F. Vesting and Expiration of Vehicle Trip Allocations .......................................... 6
2.116.04 Permitted, Special and Conditional Uses.................................................... 7
2.116.05 Comprehensive Plan and Zoning Map Amendments ................................. 7
A. Transportation Planning Rule Requirements. ..................................................... 7
B. Limitations on Comprehensive Plan Amendments............................................. 8
2.116.06 Interchange Capacity Preservation (ICP) Standards................................... 8
A. Mandatory Cumulative Impact Standard. ........................................................... 8
B. Mandatory Site-Specific Standard ..... ....... ............ ......... ....... ....... ........... ....... ..... 9
C. Target Employers. ........... .... ........... .... ..... .......... .... ........ ..... .... ........ ....... ............ 10
Table 2.116.2 Target Employers for Woodburn (from EOA) .............................. 10
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2.116.01 Purpose
The purpose of this overlay district is to preserve the long-term
capacity of Woodburn's 1-5 Interchange with Highway 214, in
coordination with the Oregon Department of Transportation
(0 DOT) .
Preserving the capacity of this interchange is an essential element
of the City's economic development strategy, because continued
access to 1-5 is necessary to attract and maintain basic
employment within the Woodburn Urban Growth Boundary (UGB).
This chapter complements the provisions of the Southwest
Industrial Reserve (SWIR) Overlay District by ensuring that
industrial land is retained for targeted basic employment called for
in the Woodburn Economic Opportunities Analysis (EOA). This
chapter also ensures that needed industrial, commercial and
residential land within the IMA Overlay District is protected from
commercial encroachment.
These goals are met by establishing a trip generation budget for
planned employment (commercial and industrial) land uses within
the Woodburn Urban Growth Boundary (UGB), as called for in
Transportation Policy 8 of the Woodburn Comprehensive Plan.
This budget is intended to be high enough to accommodate peak
hour trips anticipated by the 2005 Woodburn Comprehensive Plan
(WCP) and Transportation Systems Plan (TSP), but low enough to
restrict unplanned vehicle trips that could adversely affect the
interchange.
2.116.02 Vehicle Trip Budget
The vehicle trip budget is the number of projected peak hour
vehicle trips on vacant land within the IMA Overlay District - as
shown on Table 2.116.1 and Figure 1 - through the Year 2020.
1. The vehicle trip budget is applied to four sub-areas as shown in
Table 2.116.1:
· the Southwest Industrial Reserve (SWIR);
· the Parr Road Nodal Development Area;
· the North Woodburn Residential Area; and
· the remaining commercial I residential area near the 1-5
Interchange.
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2. The vehicle trip budget for each sub-area will be reduced in
proportion to actual vehicle trips generated by new
development. The City may allow development that exceeds
the vehicle trip budgets for any parcel or land use sub-area,
provided that the overall vehicle trip budget assigned to vacant
properties within the IMA Overlay District is not exceeded.
B. 2004 (Initial) Vehicle Trip BudQet bv Land Use CateQorv
Table 2.116.1 shows the initial (2004) vehicle trip budgets by
District Sub-Area:
Table 2.116.1. Vehicle rip u Iget )y ub-Area
Vacant Map and Applicable Comprehensive Plan Vacant Projected Peak
Tax Lot Number Designation Buildable Hour Vehicle
Acres Trips by Parcel
Southwest Industrial Reserve Area (SWIRl
052W 11 00100 SWIR 19
052W 11 00300 SWIR 98
052W13 01100 SWIR 19
052W14 00200 SWIR 9
052W14 00600 SWIR 14
052W 14 00700 SWIR 8
052W14 00800 SWIR 51
052W14 00900 SWIR 43
052W14 01000 SWIR 10
052W14 01100 SWIR 22
052W14 01200 SWIR 4
052W14 01300 SWIR 56
052W14 01500 SWIR 57
052W14 01600 SWIR 24
S,-btotal . ,'. ,. , , 4$4....,. .
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Parr Road Nodal Development Area
052W13 00100 Nodal Single Family Residential 104
052W13 00200 Nodal Single Family Residential 14
052W13 00300 Nodal Single Family Residential 7
052W 13 00800 Nodal Single Family Residential 24
052W 13 00900 Nodal Medium Density Residential 3
052W13 01000 Nodal Single Family Residential 17
Nodal Medium Densitv Residential 18
052W13 01200 Single Family Residential 51
Medium Density Residential 10
052W13BD 00300 Nodal Single Family Residential 0.2
052W13BD 00400 Nodal Single Family Residential 8
052W 1380 00500 Nodal Single Family Residential 1
052W13BD 00600 Nodal Medium Density Residential 2
052W13BD 00700 Nodal Medium Density Residential 7
052W13BO 00800 Nodal Medium Density Residential 2
T B d b S
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FOURTH DRAFT INTERCHANGE MANAGEMENT AREA OVERLAY DISTRICT
Vacant Map and Applicable Comprehensive Plan Vacant Projected Peak
Tax Lot Number Designation Buildable Hour Vehicle
Acres Trips by Parcel
052W 1380 00900 Nodal Medium Density Residential 2
Nodal Commercial 6
052W13BO 01100 Nodal Medium Density Residential 1
052W13BO 01200 Nodal Medium Density Residential 1
052W1380 01300 Nodal Medium Density Residential 1
052W1380 01400 Nodal Medium Density Residential 1
052W 1380 01500 Nodal Commercial 1
052W1380 01600 Nodal Commercial 1
052W 1380 01700 Nodal Commercial 1
052W 1380 01800 Nodal Commercial 1
052W14 00100 Nodal Medium Density Residential 27
Nodal Commercial 19
Subto~ft"' " .,. .~,~..( ~. . """'.'r" ,.,Xi,.'",','! ""'>,",' ..,",. ", 233" ' '<,r. "', f'
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North Woodburn Residential Area
51W06C 00100 Single Family Residential 29
51 W06C 00200 Single Family Residential 29
51 W06C 00300 Single Family Residential 32
51 W06C 00400 Nodal Single Family Residential 14
51 W06C 00800 Nodal Single Family Residential 17
51W06C 00900 Nodal Single Family Residential 1
51W06C 01000 Nodal Single Family Residential 1
51W060 00300 Single Family Residential 10
51W06D 00400 Single Family Residential 27
51W060 00500 Single Family Residential 0.2
51W060 00501 Single Family ResidentiaVOpen Space 44
51W060 00600 Single Family ResidentiaVOpen Space 0.7
51W060 00602 Single Family ResidentiaVOpen Space 33
51W060 00700 Single Family ResidentiaVOpen Space 17
51W060 00800 Single Family Residential 0.1
51W060 00801 Commercial 2
Open Space 3
51W060C 00100 Single Family Residential 1
51W06DC 00200 Single Family Residential 1
SUbtotat - " '. 280
Remaining 1-5 Interchange Commercial and Residential Properties
052W12AC 04301 Commercial 2
052Wl2AC 05100 Commercial 0.4
052W12C 00200 Commercial 0.4
052W12C 00602 Commercial 0.6
052W12C 00604 Commercial 1
052W12C 00605 Commercial 3
052W12C 01203 Commercial 0.4
052W120A 01600 Commercial 1
052W120A 03200 Commercial 1
052W12DA 03600 Commercial 1
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Vacant Map and Applicable Comprehensive Plan Vacant Projected Peak
Tax Lot Number Designation Buildable Hour Vehicle
Acres TriDs bv Parcel
052W12DA 03700 Commercial 0.2
051W07CB 07800 Medium Density Residential 0.3
051 W07CC 04400 Single Family Residential 1
051W07CC 04600 Single Family Residential 1
051W07CC 06200 Single Family Residential 0.3
051W07CC 06600 Single Family Residential 0.2
052W14 00100 Commercial 21
Subtotal, '.. 35 ,
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Budget Total- All ',' 962.
Cateaories' , , .
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2. 116.03 Administration
This chapter delineates responsibilities of the City and ODOT to
monitor and evaluate vehicle trip generation impacts on the 1-5
interchange from development approved under this chapter.
A. Boundaries of the IMA Overlay District
The IMA Overlay District is shown in Figure 1. This area includes
approximately X.~ acres of vacant land that will be served by the
1-5 Interchange via the Parr Road, Butteville Road, Crosby Road
and Highway 214. The IMA Overlay District includes the Southwest
Industrial Reserve (SWIR), the Parr Road Nodal Development
Area, the North Woodburn Residential Area, and other vacant
commercial and residential areas immediately served by the 1-5
interchange.
B. Applicability of this Chapter
This regulatory provisions of this chapter apply to any Type" - V
land use application within the IMA Overlay District that will
generate either (a) 100 or more peak hour vehicle trips or (b) 600 or
more average daily vehicle trips. The City shall determine whether
a land use application meets one of these thresholds during the
land use application completeness check, based on the results of
the required Transportation Impact Analysis (TIA).
C. TIA (Traffic Impact Analysis) Methods
The standards for preparing a TIA are found in Exhibit a,
Transportation Impact Analysis Requirements. Generally, the TIA
must meet local and ODOT administrative rule (OAR
Chapter 734, Division 51) requirements.
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D. OOOT Coordination in Land Use Reviews
For a land use application subject to the provisions of this chapter:
1. The City shall not deem the land use application complete
unless it includes a TIA prepared in accordance with Exhibit 0,
TIA Requirements.
2. The City shall provide written notification to ODOT when the
application is deemed complete. This notice shall include an
invitation to ODOT to participate in the City's facilities review
meeting. (WOO 4.101.07)
3. ODOT shall have at least 30 days to provide written comments
to the City, measured from the date completion notice was
mailed. If ODOT does not provide written comments during this
30-day period, the City staff report may be issued without
consideration of ODOT comments.
E. City Monitorina Responsibilities
The details of City and ODOT monitoring and coordination
responsibilities are found in the approved Woodburn - ODOT
Intergovernmental Agreement (IGA).
1. The City shall be responsible for maintaining a current ledger
documenting the cumulative peak hour trip generation impact
from land use applications approved under this chapter,
compared with the adopted trip generation budget.
2. The City may adjust the ledger based on actual development
and employment data, subject to review and concurrence by
ODOT.
3. The City will provide written notification to ODOT when land use
applications approved under this chapter, combined with
approved building permits, result in traffic generation estimates
that exceed 33% and 67% of the adopted trip generation
budget.
F. Vestina and Expiration of Vehicle Trip Allocations
This section recognizes that vehicle trip allocations may become
scarce towards the end of the planning period, as the 1-5
Interchange nears capacity. The following rules apply to allocations
of vehicle trips against the adopted trip budget:
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1. For residential subdivisions, manufactured dwelling parks, and
planned developments, vehicle trips allocations are vested at
the time of final plat or plan approval.
2. For commercial, industrial, multiple family and institutional land
use applications, vehicle trip allocations are vested at the time
of design review approval.
3. Vehicle trips shall not be allocated based solely on approval of a
comprehensive plan amendment or zone change, unless
consolidated with a subdivision or design review application.
4. Vesting of vehicle trip allocations shall expire at the same time
as the development decision expires, in accordance with WDO
4.102.03-04.
2.116.04 Permitted, Special and Conditional Uses
A. Generally, permitted and conditional uses allowed in the
underlying zoning district are allowed subject to other applicable
provisions of the WDO and this chapter.
B. If a proposed employment (commercial or industrial)
development will generate peak hour vehicle trips greater than
projected in Table 2.116.1 for the subject parcel, the application
shall be reviewed under Type 1\1 Conditional Use procedure.
C. If the proposed use is permitted outright in the underlying zoning
district, the review criteria shall be limited to those found in
Section 2.116.06 - Interchange Capacity Preservation
Standards.
2.116.05 Comprehensive Plan and Zoning Map Amendments
This section applies to all Comprehensive Plan Map amendments
within the IMA Overlay District. This section does not apply to
Zoning Map amendments that result in conformance with the
applicable Comprehensive Plan Map designation, such as Zoning
Map amendments that occur when land is annexed to the City.
A. Transportation Plannina Rule Reauirements.
Applications for Comprehensive Plan Map amendments, and for
Zoning Map amendments shall determine whether the proposed
change will significantly affect a collector or arterial transportation
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FOURTH DRAFT INTERCHANGE MANAGEMENT AREA OVERLAY DISTRICT
facility, and must meet the requirements of Oregon Administrative
Rule (OAR) 660-012-0060 and WOO 5.104.02-04.
B. Limitations on Comprehensive Plan Amendments.
To ensure that the remaining capacity of the 1-5 Interchange is
reserved for targeted employment opportunities identified in
Chapter 4 of the Economic Opportunities Analysis (EOA) and
needed housing, this section imposes the following prohibitions on
Comprehensive Plan Map amendments within the IMA Overlay
District:
1. Comprehensive Plan Map amendments that will increase the
net Commercial land area within the IMA Overlay District shall
be prohibited.
2. Comprehensive Plan Map amendments that allow land uses
that will generate traffic in excess of the vehicle trip budget for
the IMA Overlay District shall be prohibited.
2.116.06 Interchange Capacity Preservation (ICP) Standards
This section establishes two standards that must be met whenever
the required TIA indicates that the peak hour trip generation
threshold will be exceeded for an individual tax lot.
· Standard A applies to the cumulative traffic generation impact
for the District as a whole.
· Standard 8 applies to individual tax lots, and may allow
approval of a development that exceeds the trip generation
budget for that tax lot for targeted employment, through the
conditional use process.
A. Mandatorv Cumulative Impact Standard.
All land use applications subject to the provisions of Section
2.116.03.8 shall be subject to design review and shall meet the
following District-wide ICP standard:
1. Peak hour vehicle traffic generated from the proposed
development shall not, in combination with other approved
developments, exceed the adopted trip budget for the IMA
Overlay District found in Table 2.116.1.
2. Prior to approval of any land use application that meets the
threshold for review found in Section 2.116.03.8, the City shall
make an affirmative determination that traffic generated from the
proposed development will be within the adopted total trip
generation budget within the IMA Overlay District.
Winterbrook Planning · 9/15/04 · Page 8 of 10
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FOURTH DRAFT INTERCHANGE MANAGEMENT AREA OVERLAY DISTRICT
3. The applicant may propose, and the City may require
transportation demand management (TOM) measures through
the design review and conditional use processes. Where
proposed or required, such measures shall be a condition of
project approval and shall be subject to annual review by the
City.
B. Mandatory Site-SDecific Standard
This standard considers the site-specific development impacts on
the long-term capacity of the 1-5 interchange.
1. Exemptions:
a. Residential development shall be exempted from the
provisions of this Chapter, to provide for "needed housing"
consistent with ORS 197.303 requirements, and because the
traffic impacts of residential development are highly
predictable.
b. Proposed commercial, industrial, office, service-related and
public (Le., non-residential) development that meets the
threshold for review found in Section 2.116.03.8 and falls
below the site-specific peak hour trip budget shown on Table
2.116.1, shall not be subject to further review under this sub-
section, but shall meet transportation demand management
conditions applied through the design review process.
2. Conditional Use Reauired. Proposed non-residential
development that meets the threshold for review found in
Section 2.116.03.8 and exceeds the adopted peak hour trip
budget for any tax lot shown on Table 2.116.1 - shall be
reviewed through the Type III conditional use process. The
following site-specific review criteria shall apply:
a. Development on Industrial or Commercial Land that provides
employment opportunities listed on Table 2.116.2 below may
be permitted, if the City makes affirmative findings that the
development will contribute substantially to the economic
objectives found in Chapter 2 of the Woodburn EOA, and
transportation demand management conditions are applied
through the design review process.
b. Non-residential and non-targeted development on land
designated Commercial on the Woodburn Comprehensive
Plan shall be denied unless transportation demand
Winterbrook Planning · 9/15/04 · Page 9 of 10
l'
,.
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FOURTH DRAFT INTERCHANGE MANAGEMENT AREA OVERLAY DISTRICT
management conditions are applied through the design
review process to ensure that the site-specific standard is
not exceeded.
C. Taraet Emolovers.
Table 2.116.2 lists the 13 target employers identified in Chapter 4,
and further described in Appendix B, of the Woodburn EOA.
Winterbrook Planning · 9/15/04 · Page 10 of 10
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