Agenda - 06/29/1992 Workshop RAFFIC WORKSHOP AGENDA
Monday, June 29, 1992
2. Purpose of Roads (Access vs. Mobility), Safety & Congestion Issues,
3. Emergency Services Perspective
4. Collector and arterial policies
5. Hard facts
a) Recent Studies and Traffic Volumes in City (Randy Rohman)
b) Computer Modeling
i) Data Collection (Steve Goeckritz)
ii) Modeling Information OSHD (Del Huntington, OSHD)
6. Projects Needing Attention
7. Funding Options
8. Conclusion and Recommendations
Recommended Action 1. Arterial Policy Issue
Recommended Action 2. List of Projects needing Improvements
Recommended Action 3. Funding
9. Overall Question and Answer Period (Please hold your questions relating to
1. Opening remarks by Mayor Kyser
2. Informal Workshop - courtesy rules by Mayor Kyser
3. STAFF PRESENTATION (Frank Tiwari)
a. City-wide Traffic Issues
Growth, expectations of Woodburn residents
Individual Projects listed below for later)
10. General Remarks and Individual Project discussion
Projects: 1. Front Street north (including walkway to high school)
2. Country Club/Oregon Way alignment at Hwy 214
3. Stacy Allison Way connection to Parr Road
4. Parr/Settlemier/Front Street intersection improvement
5. Railroad crossing improvements
6. Hayes: Settlemier to Cascade and beyond
7. Evergreen extension to properties north of Hwy. 214
8. South Front Street improvement
9. Miscellaneous small street projects
I 1. Concluding Remarks by Mayor Kyser
1 2. Adjournment
MEMO
TO:
FROM:
SUBJECT:
City Council through City Admir~istrator
Public Works Director ~~ ~ ~
Proposal to Improve Traffic Flow by Improving and Constructing Certain Streets
DATE:
June 26, 1992
The purpose of this memo is to forward a recommendation on traffic related issues to the
governing body of the city for their review and decision. This memo will address the matters
that need the council's attention for important funding and policy decisions.
To facilitate the decision making process, the memo will cover the following areas:
A)
B)
C)
D)
E)
F)
G)
General Comments
Basic Purpose of Roads and General Traffic Problems
Policy Related to Collectors and Arterials
List of Street Improvements Needed for Safer, Improved Traffic Flow
Funding Methods Options
Recommendation
Appendices: X-
YI-
Y2-
Y3-
Y4-
Zl-
Z2-
Listing of Recent Traffic Studies
Traffic Counts & Projections
Graph - Classifications Functions - Mobility vs. Access
Accepted Classifications & Capacities from
Cities of Tualatin, Woodburn
Classifications & Standards
Information on West Hayes St. and Proposed Imp. Sketch
Proposed Improvement Sketches for all other Projects
SECTION A:
General Comments
1) Recently the growth of Woodburn, because of its location, has accelerated to a much
faster pace than ever before. The traffic patterns planned for the old smaller community
do not appear to function well for the larger community of Woodburn.
2) It should be noted that the high cost of infrastructure requires that it be placed in full
utilization in a reasonable time frame. Therefore, any expensive public infrastructure
cannot be constructed cost effectively too much ahead of its utilization schedule.
However, it is important to plan for upgrading of infrastructure in a timely manner to
accommodate the changes experienced by the community.
3) Historically, during the Iow growth periods there is pressure from the developers to
reduce standards for the required improvements, however, it is desirable not to do so
from the technical and long-range effect point of view.
4) Although the traffic problems do not appear as bad in Woodburn as they are in the
communities surrounding metropolitan Portland, the desire for a quiet and rural
environment makes many Woodburn people feel that the traffic problems, acceptable
around metropolitan areas, are unacceptable here. Therefore, an overall strategy needs
to be developed to address the traffic issues in line with the values of this community.
Page 1 - Traffic Flow Proposal
SECTION C: Policy Relating to Collectors and Arterials
1) In the past, the city has generally waited for the developers to construct the streets,
residential as well as collectors, with the hope that the next developer will propose and
cooperate with the planning commission to connect the streets on proper locations for
good traffic flow. Generally, this policy has worked satisfactorily for residential streets
but it has not worked as well for the collectors and arterials.
2) The city may not be able to wait for developers to construct collectors and/or arterial
streets and provide proper traffic flow. The collector and arterial streets may need to
be constructed, even prior to development of the surrounding area, by utilizing the
funds generated by 1) General obligation bond, 2) Revenue bonds, 3) Bancroft bond
and other mechanisms available to the local governments. A fair share of the project
cost could be assessed against the benefitted properties. However, the overall
community benefit may dictate that a portion of the cost be absorbed by the city prior
to allocation of assessment costs against the properties.
Although the costs that could be absorbed by the city may vary according to the
circumstances, the following list will give some general idea of the possible city participation:
i. Carrying cost: This is the most important item because the undeveloped properties
cannot afford to pay the carrying cost of funding a high-priced public works project
without the market reasonably ready to support the development of land.
ii. Preliminary engineering cost needed for decision making
iii. Costs related to creation of an assessment district
iv. Portion of final engineering cost
v. Portion of construction cost
a) Cost of utility line installation (only if surrounding area does not benefit from it)
b) Cost of selected items such as asphalt in certain cases
SECTION D: List of Street Improvements Needed for Safer, Improved Traffic Flow
These projects can be divided into two categories, namely, 1) city projects, and 2) city
coordinated projects:
1. City Projects (city has decision making authority)
a. Front Street north (including walkway to high school)
b. Country Club/Oregon Way alignment at Hwy 214
c. Stacy Allison Way connection to Parr Road
d. Parr/Settlemier/Front St intersection improvement
e. Hayes: Settlemier to Cascade and beyond
f. South Front Street improvement
g. East Hardcastle widening
h. Evergreen extension to properties north of Hwy. 214
Page 3 - Traffic Flow Proposal
City
8.
b.
C,
d.
e,
f.
g.
h.
i.
j.
k.
Coordinated Projects (city does not have decision making authority)
Traffic signal at 1)Bi-Mart/Kmart, and 2)Evergreen and Hwy 214
Railroad crossing improvements
Hwy 214 widening and sidewalk from Broughton Way to Country Club
99E widening
Pedestrian safety improvement for Boones Ferry and Hwy. 214
Arney-Woodland at Hwy 214 to Crosby connection
South by-pass
East by-pass (Cooley Rd connection to Silverton Rd)
Crosby Road connection to 99E
I-5 interchange related activities (modification of existing and proposal for a new)
Implementation of access control policies for smoother traffic flow
SECTION E: Funding Methods Options
Since most public works projects require large sums of money, and generally it is not
possible to divide most projects into affordable smaller sizes without losing the utility of the
improvement, the method of raising funds becomes quite important. Therefore, a policy
decision on the method of raising a large amount of funds must be made by the decision
makers. The following methods are generally used to fund public works projects:
A. Bonding (general obligation and/or revenue bonds)
B. Sinking fund
C. Combination of "A" and "B"
The City of Woodburn has generally utilized the "Bonding" method of funding in the past.
SECTION F:
A. The
"' 1.
2.
Recommendations
The
1.
2.
3.
4.
5.
6
7.
8.
9.
recommendation regarding the collector and arterial street policy is as follows:
City of Woodburn will try to construct and improve arterial and collector streets
although the surrounding properties may not be developed.
City of Woodburn will assess a portion of collector and arterial street improvement cost
against the benefitted property owners and will absorb certain costs proportional to the
general community benefit.
following projects are recommended for street improvement at this time:
Front Street north (including walkway to high school)
Country Club/Oregon Way alignment at Hwy 214
Stacy Allison Way connection to Parr Road
Parr/Settlemier/Front Street intersection improvement
Railroad crossing improvements
Hayes: Settlemier to Cascade and beyond
Evergreen extension to properties north of Hwy. 214
South Front Street improvement
Miscellaneous small street projects
10. Stacy Allison Connection to West Hayes (back of Wal-Mart)
11. East Hardcastle widening
12. Traffic signals: Bi-Mart/Kmart, Hwy 214 at Evergreen
13. Woodland/Arney Rd at Hwy 214 to Crosby connection
*Proposed to be done using assessment.
Total
$ 360,000
223.000
886.000
89.000
100,000
350.000
203.000
229.000
60,000
$2,500,000
75,000*
500,000 ± **
No city cost
To be analyzed
**Assessment and FAU/STP Funding similar to Cleveland Street.
Page 4 - Traffic Flow Proposal
Recommendation relating to the funding:
Since the construction costs must be paid to the contractor at the time of project
completion, the city must raise the amount of funds needed for construction before
starting the project.
The amount of funds needed to complete the first seven projects is $2,500,000.
One of the following funding options may be used to retire the bonds:
or
OPTION I - City generates required revenues by selling revenue bonds in the
amount of $2,500,000 and retires these bonds in a period of 15 years by
imposing 2.5¢/gal of additional fuel tax.
OPTION II- City generates $1,250,000 by selling revenue bonds and
$1,250,000 by selling general obligation bonds. The revenue bond of
$1,250,000 be retired in ten years at 6.5% interest by the funds generated
by an additional 1.75¢/gal of fuel tax, and general obligation bond of
$1,250,000 be retired in ten years by the revenue generated by the
additional 0.35¢/1000 of property tax. The property tax issue must be
approved by the property owners.
It is requested that the Woodburn City Council utilize one of the above options. Adoption
of Option 1, with the understanding that the additional fuel tax will be limited to 2.5¢/gal
and certain property owners benefiting from improvements will be assessed, is recommended
for approval.
The contents of this memo have been reviewed by the staff members of different
departments. It is the opinion of the staff that major traffic problems of the city can be
resolved by the adoption of the above recommendations. However, I will be available to
answer any questions relating to the contents of this memo.
Page 5 - Traffic Flow Proposal
Appendix X
Listing of Recent Traffic Studies
The following documents are available for review:
1. Computer modeling data (modeling completed by OSHD in June, 1992).
2. Traffic counts made by OSHD on state highways.
3. Traffic counts made by the city staff on city streets.
4. Special traffic studies by consultants:
a) Traffic study for Walmart
b) Traffic study for Bi-Mart
c) Traffic study for Kmart
d) Traffic study for 170-acre development south of Walmart
5. Traffic volume projections and capacities: See Appendix Y
TRAFFIC
Page 6 - Traffic Flow Proposal
Appendix X (cont'd)
COMPUTER MODEL DATA
ALL USEFUL MODELING SCENARIOS ARE NOT FINISHED YET,
HOWEVER, INFORMATION WILL BE PROVIDED BY OSHD IN
THE WORKSHOP
APPENDIX Y1
WOODBURN TRAFFIC PROBLEMS
and
Average Daily Traffic (ADT)
Woodburn is split into three sections by the Interstate and railroad which run north and
south. This fact leads to east west traffic difficulties. Currently the only roadway that
offers unimpeded travel through the City east-west is Hwy 214. This leads to it being a
major traffic problem. Other similar directional problems with collector streets are in
Senior Estates and West Woodbum. North-south travel is well supported except in the
southwestern quadrant, and certain portions of the city east of the railroad tracks.
Woodburn needs to insure a strong coordinated system of collector and minor arterial
streets are developed to efficiently move local traffic. These streets direct service to the
principal arterials. A coordinated system is required to prevent directing too much traffic
onto a street so that it starts serving above its desired functional classification. A street
which is desired to be a collector should not be allowed to accumulate so much volume
that it serves as a minor arterial. Such an occurrence means that efficiency is being lost.
With the computerized transportation model that is being developed, the city will have a
useful tool to assist in implementing a street structure that provides efficient functional
service to the residents.
The city looks at traffic volumes expressed in Average Daily Traffic (ADT) when evaluating
the street system, and how it operates functionally. The ADT is an average of four days,
usually, of weekday traffic on a street or highway. Included is current tabulation of ADTs
on Highways, Streets, and County roads in the Woodburn vicinity. City streets shown are
those that are classified as minor arterials and collectors.
There are many problem intersections in town that will tend to get worse as traffic
increases. The worst has been addressed in the construction proposal. Others such as
Cascade at Hwy 214, Park and Front at Hwy 214, Cleveland and 99E, will continue to be
a problem during peak traffic periods. As problems become more severe at some of
these locations various traffic facility improvements may be required. Examples of such
improvements include addition of turn lanes, use of two way left turn lanes, single
direction only turn lanes, median barriers, side barriers or other methods designed to
specifically address the problem area.
The city has in place access management agreements with the State on their highways
through the City. The City needs to look closely at access management on new arterials
as they are developed as the city grows. Proper access management can have a
significant effect on the capacity, speed, safety and general operational efficiency of the
roadway.
APPENDIX Y1
000000000000
000000000000
~00~~000
Z ~ 0
0 I-- ~
o ~ 0
rr Z
0 "' LU
" > 0
~ < z
APPENDIX Y1
00000000
~0000000
~~0~
0000000 0
0000000 0
~~00~ ~
00000000
00000000
0000000 0
0000000 0
o OO
0 ~o0
00000000
00000000
00~00~
00000000
00000000
~0~0~
00000000
00000000
oooooooo
00000000
~0~~0~
0000000 0
0000000 0
~00~0~ ~
0000000 0
0000000 0
0000000 0
0000000 0
0000000 0
~000000 0
0 O0
0 O0
tX) ~0
0 O0
LO O0
0 O0
0 O0
O0 Or~
0 O0
0 O0
0 ,q'~o
00000000
00000000
0000000 0
0000000 0
0 O0
0 O0
APPENDIX Y1
<~
0
0
O
APPENDIX Y2
CLASSIFICATION FUNCTIONS
MOBILITY VS. ACCESS
RELATIONSHIP OF FUNCTIONALLY CLASSIFIED SYSTEMS IN SERVING
TRAFFIC MOBILITY AND LAND ACCESS
PROPORTION OF SERVICE
.MOBILITY
............. LAND ACCE~
ARTERIALS
COLLECTORS
LOCALS
SOURCE: FHWA GUIDEBOOK
APPENDIX Y3
ACCEPTED CLASSIFICATIONS & CAPACITIES
Below there is an example taken from the "City of Tualatin Development Code" Section
11.050 describing road categories definitions.
Freeway - The highest form of roadway design. This type of facility is intended
to provide for the expeditious movement of large vol-roes of traffic between,
across, around or through a city, region or state. 'The freeway is a divided
highway with full control of access. It is not intended to provide access to
abutting land. Complete separation of conflicting traffic movements is provided.
Traffic volumes generally are higher than 30,000 vehicles per weekday.
Expressway - An expressway is intended to serve the same function as a
freeway in areas where higher capacity and costly freeway design are not
feasible. The expressway is a divided roadway with access provided only at
signalized intersections or interchanges. It differs from a freeway in that it may
have few or no grade separations. Because of this lack of grade separation, the
expressway generally has more access points and thus is more useful for shorter
trips than the freeway. Traffic vol-roes generally range between 20,000 and
40,000 vehicles per weekday.
Arterial Street - The primary function of an arterial street is to provide for the
traffic movement between areas and across portions of a city or region, direct
service to principal generators, and connect to the freeway-expressway system.
A subordinate function is the provision of direct access to abutting land. Since
the primary function of this type of street is movement of vehicles, arterial
streets are subject to regulation and control of parking, turning movements,
entrances, exits and curb uses. Control of access may also be required. Traffic
vol-roes generally range between 5,000 and 35,000 vehicles per weekday.
Collector Street - Functions to conduct traffic between arterial streets, activity
centers and neighborhoods. It is a principal traffic carrier within a
neighborhood and also provides access to abutting land. The average weekday
vol-me could range between 2,000 and 8,000 vehicles per day.
Local Street - Provides access to abutting land. These streets serve local traffic
movements and are not intended to accommodate through traffic. The traffic
vol-roes would be less than 1,200 vehicles per weekday in residential areas.
Source: CITY OF TUALATIN DEVELOPMENT CODE
Road Category Definitions
APPENDIX Y3
ACCEPTED CLASSIFICATIONS & CAPACITIES
FUNCTIONAL CLASSIFICATIONS
The functional classification of streets and highways is a system used to
separate the varying classes of streets. Streets serve two major conflict-
ing purposes; they provide access to abutting properties (local streets)
and they serve to carry high traffic volumes at high speeds between destina-
tion points (arterials). Since each type of street has a different function
they each require different design standards. The basic assumption in this
process is that in order to minimize the impacts associated with high traffic
volumes, traffic should be restricted to a few arterials to keep volumes on
the majority of streets to a minimum. In order for this classification system
to operate, arterial streets must be improved to meet demand or they will be-
come congested and traffic will seek alternative routes, often through local
neighborhood streets.
Streets, roads and highways within Woodburn are classified into four functional
classifications. These classifications were formulated with consideration for
State and County functional classifications.
The functional classifications are:
1. Freeway - A divided highway with full control of access. The Freeway is
not intended to provide access to abutting land. Traffic volumes gener-
ally exceed 30,000 vehicles per weekday.
2. Arterials - An arterial provides for traffic movement between areas and
across portions of the City or region. Directs service to principal gene-
rators and connects to the freeway-expressway system. The primary function
of arterials is the movement of vehicles rather than access to abutting land
or temporary storage of vehicles. There are two classes of arterials in
Woodburn: principal arterials-Traffic volumes are usually higher than lO,O00
vehicles daily. Minor arterials - Traffic volumes which range from 3,000 to
lO,O00 vehicles daily.
3. Collectors - The collector functions to conduct traffic between arterial
streets, activity centers and neighborhoods. This is the principal traffic
carrier within a neiqhborhood and also provides access to abutting land. Aver-
age daily volumes range between 2,000 and 8,000 vehicles.
4. Local streets - These streets provide access to abutting land. They serve
local traffic movements within neighborhoods and rural areas and are not
intended to serve through traffic. Traffic volumes are generally less than
2,000 vehicles per day.
An exception to the collector classification standards regarding paved
widths is necessary for Cleveland Street. The location of this street
next to the Southern Pacific Railroad tracks limits the improvement to
29'. A wider paved width would require al.teration of the Railroad sub-
grade and the engineering and economic difficulties in acheiving this
would set the project back indefinitely. This project is a top priority
within the Capital Improvement Program.
Please see Table I for classifications and standards.
Source: CITY OF WOODBURN
Transportation Plan
INFORMATION
on
WEST HAYES STREET
APPENDIX Z1
West Hayes Street Analysis
Sketch of Proposed Street Improvement including Cross-
Section
Sketch of Traffic Barrier Plan
(to stop east bound traffic from entering W. Hayes)
Cost Summary of Proposed Improvement That Will Affect W.
Hayes
Planning Division Historical Summary of Activities
Page 9 - Traffic Flow Proposal
APPENDIX Z1
WEST HAYES STREET ANALYSIS
BACKGROUND:
West Hayes Street was originally a gravel road maintained by Marion County. Nellie Muir
School was built along the street in 1965. City sewer and water service was placed along
the street and it was paved in the early 1960's. Smith's addition was initially platted in
1956 and Senior Estates expanded to the south of Hwy 214 in the mid 1960's.
A collector street's function is to provide access to abutting land parcels and to allow
moderate quantities of traffic to move expeditiously between local streets and arterials.
West Hayes performs this function now and has since residential development took place
around it. Local residents use the street to move to the minor arterial streets of Settlemier
and Evergreen. The connection of Smith Drive to West Hayes is a classic example of
where local streets converge to form a single street connection onto the collector. The
connection from Clackamas Circle, North Cascade, and Columbia are different in that the
local street connects directly with the collector. The location of West Hayes and the street
system around it dictate that it be a collector street.
The expected traffic volume for collector streets is from 2,000 to 5,000 cars. Traffic
volume on West Hayes in 1977 was 1,200 vehicles per day increasing to 1,500 per day
in 1984.
Traffic counts were taken on West Hayes and the Senior Estates area served by it during
October, 1991. Vehicle counts on West Hayes east of Smith Dr. were 2,265 per day while
east of Evergreen the count was 1,881. In the Senior Estates area counts were: Oregon
Way midway, 1,245; North Cascade Drive midway, 1,170; Columbia Drive north end, 457;
and West Clackamas Circle north end, 248.
West Hayes was identified as a collector street in a study done in 1971 and 1972 by a
traffic consultant to identify Woodburn streets for inclusion into what was then called the
Federal Aid Primary System. The purpose of this program was to identify streets which
carried the major portion of traffic in the city. It was also subsequently identified as a
collector in city prepared transportation plans completed in 1977 and 1984. There was a
public hearing process involved in adoption of these transportation plans.
RECENT CONCERNS:
Events and actions regarding West Hayes Street and the traffic it carries resulted from the
development of commercially zoned land at its west end. Community Development has
developed a summary of these events and actions and it is included separately.
From the initiation of the development proposal to the Planning Commission, to its approval
by the Planning Commission and City Council there was opportunity for public comment
on the development. The planning commission required completion of a traffic impact
study prior to approval. This was completed and agreements were made for roads and
improvements, such as the traffic signal at Evergreen and Hwy 214, to handle anticipated
traffic.
APPENDIX Z1
Traffic volumes on West Hayes are at the Iow end of the anticipated usage for collector
streets. A sidewalk and bikeway are available for the elementary school students.
Commercial development at the western end of the street will add some additional traffic,
approximately 650 cars per day. As land to the south of the western end of West Hayes
is developed, new north-south and east-west street options should mitigate the impact of
continued development upon West Hayes.
West Hayes does need to be improved along portions of its length to enhance the safety
of the roadway. The roadway requires improvement, curbing and drainage need to be
added to portions, sidewalks and bikeways added as required, and the intersection with
Settlemier requires reconstruction. Estimated cost of this work is $350,000.00. Copies
of drawings showing these safety improvements are attached.
CONCLUSION:
West Hayes is currently serving the function for which it was designed. We sympathize
with the concerns of residents on the increase anticipated in traffic volumes. There are
other primarily residential streets that carry as much or more traffic. As the community
grows, increased traffic is seen on all collectors and arterials. Improvements such as those
suggested elsewhere are needed to assist in handling this increased traffic and enhance the
safety of the street. In order for the traffic system to operate effectively, arterials and
collectors such as West Hayes should continue to function as planned for.
Improvements are needed, however, to increase safety features and to mitigate the impact
of future development on traffic volume on West Hayes. Improvements along West Hayes
addressed on the attached drawings will accomplish the safety improvements. The Stacy
Allison-Parr Road connection addressed elsewhere will provide relief as additional
development occurs.
WHAYES
-IYdOOS X¢13
S. ~.b~N ' IS
09G~
0~o~
866
T~E~
8L6
o~
Z
.JO
.J
I--0
H~
¥
On'
HO
0
.-
r~
Z
0
mm2 <1~
cr~ 0|
rnLd.~
> Sa /
~0 u_~ /
APPENDIX 71
COST SUMMARY OF PROPOSED IMPROVEMENTS
THAT WILL AFFECT WEST HAYES AREA
1. Hayes Street Phase 1, 2 & 3 $ 350,000
2. Stacy Allison connection to 75,000
West Hayes (behind Wal-Mart)
and blockage of east bound
traffic from Wal-Mart to
W. Hayes
3. Stacy Allison connection to 811,000
Parr Road ($886,000 less $75,000)
$1,236,000
HAYSIMPR
APPENDIX Z 1
HAYES STREET
PLANNING DIVISION ACTIVITIES
Provided by
STEVE GOECKRITZ
Council has been provided with this package of approximately 102 pages separately,
however, a summary of activities is provided in the next four pages.
INTRODUCTION
APPENDIX Zl
WOODBURN PLANNING DEPT
Staff has compiled various reports, studies and documents pertaining to the West Hayes
Mitigation Project. The amount of material gathered relating to this project is voluminous.
For this reason, staff has complied that material found to be the most pertinent to this
issue.
The attached index and staff synopsis attempts to provide an overview of the events that
took place.
It should be emphasized not all the material associated with this issue is incorporated in
this 102 page report. However, upon Council request all material in its entirety is
available for your review.
Section
2
3
4
1991
6
Pg(s)
1-5
6-7
8-10
11-12
13-14
15-20
21-25
26-37
28
29-30
31
32
33
34-39
40-45
45 a, b,
46-47
48-53
54-57
58
59-61
62
63-64
65-67
68-70
WEST HAYES STREET PROJECT INDEX
Hershber,qer Motors
Partition Case 89-01 Re: Hershberger Motors
Street DedicationNacation (Map 1&2)
Public Notice posted Re: Street dedication/vac. (Map 3)
Council Bill No. 1169/Resolution No. 958 re:
Hershberger Motors dedication/vacation
Mystery Mart
Westech Engineering SPR 91-04 Retail Store (Map 4)
only part of 27 page staff report
Public Notice mailed
Planning Commission Minutes
Transportation impact analysis, Kettleson & Assoc. Inc.
Letters of Correspondence
Letter and petition to City Council from Barbara Lucas
Letter to Barbara Lucas from Mayor Fred Kyser
Letter from Barbara Lucas to Planning Dept.
Letter to City Council from Barbara Lucas
Letter to Planning Commission from Barbara Lucas
Staff report, response to West Hayes petition
Mystery Mart Partition
Staff report, major partition #91-04 Mystery Mart
(Map 5&6)
Planning Commission minutes/partition #91-04
Ordinance Re: Hayes Vacation/development agreement
(on file)
Woodburn Crossing Proposal
Staff report (only part of a 48 pg report)
Planning Commission minutes
Traffic impact study (JHR) Woodburn crossing (Map 7)
Correspondence from Keith Robinson
West Hayes Mitiqation Proiect
West Hayes improvement project agendas
Senior Estates event calendar
Task force agenda/goals
Staff report, mitigation alternatives (see separate packet)
West Hayes Management Mitigation project info. sheet
& ballot
Participant response - West Hayes workshop
APPENDIX Zl
WOODBURN PLANNING DEPT
Date
Aug 1989
Aug 10 1989
Sep 11 1989
Apr 11 1991
Mar 21 1991
Apr 11 1991
Apr 1991
Apr 29 1991
Apr 30 1991
May 2 1991
May 6 1991
May 7 1991
May 1991
May 9 1991
May 9
May 14 1991
May 14 1991
May 1991
May 22 1991
Jun 21 1991
Jun/Jul 1991
Jul 2 1991
Jul 1991
Jul 1991
WEST HAYES STREET PROJECT INDEX
APPENDIX Zl
WOODBURN PLANNING DEPT
Section
7
Pq(s)
71-75
76
77-78
79
80-87
88-93
94
95
96
Commission Review/West Hayes
Planning Commission minutes/mitigation review
Traffic count/city
Traffic count taken by resident of Senior Estates
Letter to Barbara Lucas from Ken Husby (ODOT)
West Hayes Mitigation/traffic counts (Map 8&9)
Planning Commission Minutes
Planning Commission Minutes
Hayes Street Traffic Safety Issue
Planning Commission Minutes
Date
Sep 26 1991
Oct 2-4 1991
Oct 10 1991
Oct 23 1991
Oct 24 1991
Oct 24 1991
Nov 14 1991
Jan 3 1992
Jan 30 1992
APPENDIX Zl
STAFF REPORT
WEST HAYES STREET PROJECT
WOODBURN PLANNING DEPT
The process for street development in the southwest quadrant of the I-5 interchange actually
began in August of 1989 when the Woodburn Planning Commission approved partition case
//89-01. The request called for Hershberger Motors to shift a dedicated street that connects
Lawson Avenue to Evergreen to their south property line. This also required the extension of
Lawson Avenue (see pgs 1-5, maps I & 2). The request also included the dedication of a 30-
foot wide drainage easement 1,571.02 feet long.
Council review and approval of this request occurred in September, 1989 setting into motion
the beginning of street network improvements for the West Woodburn interchange area (pgs
8-10).
The next event that impacted the area was the city approval, on April 11, 1991, of the
"Mystery Mart" retail store to be located south of the Hershberger property (pg 12, map 4).
This approval resulted in Wal-mart Corporation negotiating the dedication of rights-of-way,
improving certain streets, and erecting a signal at Hwy 214 and Evergreen (pgs 15-20).
It was also during April, 1991 that a "Transportation Impact Analysis, Woodburn Retail Center"
was completed (pgs 21-25).
At the meeting of May 9, 1991 the Woodburn Planning Commission approved the Wal-Mart
dedication and vacation request that was then acted on by Woodburn City Council. The
Commission also approved the formation of a transportation task force made up of citizens in
the West Hayes area and Commission members to review ways to mitigate concerns regarding
West Hayes traffic. Commissioners Vallieres and Bauer volunteered to participate in this
exercise (pgs 26-33, 40-45).
In May, 1991 two additional traffic impact studies were completed regarding the West Hayes
area titled "West Hayes Street Closure, Traffic Impact Analysis" by JRH Transportation
Engineering and "Traffic Impact Study, Woodburn Crossing." The basic conclusion of the
studies are that traffic flows would not increase significantly on West Hayes (pgs 47-58).
The final stage of this project from June, 1991 to January 30, 1992 focused on task force
meetings, workshops and planning commission meetings. The overall objective of this exercise
was to attempt to reach a community consensus as to how best to mitigate increased impacts
of vehicular and pedestrian traffic flows on West Hayes Street (pgs 59-102).
The outcome, after several task force workshops and planning commission meetings, was that
the commission recommended to the city council that increased police patrols be provided this
street, the council drop Hayes Street from the FAUs list, and consider a cul-de-sac at Barclay
Square.
*Note:
Although not part of this packet, staff has available the packet of mitigation
techniques discussed during the review process between June, 1991 and
January 30, 1992.
Appendix Z2
SKETCHES
of
OTHER HIGH PRIORITY
STREET IMPROVEMENT PROJECTS
1. Front Street North
2. Country Club/Oregon Way alignment at 214
3. Stacy Allison Connection to Parr
4. Parr/Settlemier/Front Intersection Improvement
5. Railroad Crossing Improvement (no sketch)
6. Hayes (see Appendix Z1)
7. Evergreen Extension to Properties North of Hwy 214
8. South Front Street Improvement
Page 7 - Traffic Flow Proposal
oW
O~
cc=
o'~-
Z~-
n~
I
139~5
1355 J.36~;
t370
1360
i~O0
E ~
N
~ x
Z
Z
Z
LLI
LLI
LLI
i--
o
o
I"-
W
Z
_J
>.
Z
_J
~Z
r
CZ)
!,--I
N
O~OB O~BI~N¥iS
XYM NO,DUO
Z
.<~1~
I
I.t_O
0__1
ILL!
I--rr
-'r
cDn
n"<~
>--Z
fro
ZI--
HH
UU
APPENDIX Z2
PRAIRIE BLVD.
CONNECTION FROM STACY ALLISON
TO PARR ROAD
m
PROPOSED
NORTH-SOUTH
ARTERIAL
STREET PROJECT
Y
I
l
I
!
CONSTRUCT PFIAZR~E BI. VI).
70 FOOT RIgHT-OF-HAY
42 FOOT PAVED SURFACE
5 FOOT S1~I)E"N.KS i)OTHS~c.S
FU11JRE STREET
iiI
__ mm ,mm~mm
LEI
Z
0£0~
o
o
c;905
gPO¥
Otz~
0£~
I 4~00
1
I
I
OUNTRY CLUB ~ COURT
5300
200
APPENDIX Z2
5200
PROPOSED STREET CONNECTION
0
SlO0
HWAY
SEE MAP
t
I
5201
I5600
~ 5600 Al
SIGNAL NOW UNDER
CONSTRUCTION
5¢9.7S
154.t0
5700
2W 12 DB
N0.214
%.
499
5O9
562 547
OW
I
N
W
Cs)
W
Ld
Ld
o
o
O~ZZZ
U.I
CZ:
I--
Z
Z
0
i__~-~
WF--
ccW
~--
Z~--
oW
CCW
N