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Res 989 - Revised Trans Dev Pro COUNCIL BIll NO. 1210 RESOLUTION NO. 989 A RESOLUTION APPROVING THE REVISED TRANSIT DEVELOPMENT PROGRAM PREPARED BY THE WOODBURN TRANSIT SYSTEM. WHEREAS, the Public Transit Division, Oregon Department of Transportation, requires that an approved, revised Transit Development Program be submitted with the Small City and Rural Area Capital Assistance Grant Application, NOW, THEREFORE THE CITY OF WOODBURN RESOLVES AS FOllOWS: Section 1. The City of Woodburn approves the revised Transit Development Program, which is attached as Exhibit "A" and by this reference incorporated herein, for submittal to the Public Transit Division, Oregon Department of Transportation as a portion of the Small City and Rural Area Transit Grant Application. Approved as to form:?J,--r\) M~ City Attorney 7/20/90 I Date APPROVED: ~A~~ NANCY A. KIRKSEY, MAY / Passed by the Council March 26, 1990 March 27, 1990 March 27, 1990 March 27, 1990 Submitted to the Mayor Approved by the Mayor Filed in the office of the Recorder ATTEST: -z;: ANT, DEPUTY RECORDER oodburn, Oregon Page 1 - COUNCIL BILL NO. 1210 RESOLUTION NO. 989 ~ "-r. ___"__'+_ __"__"4_'_._~____. TRANSIT DBVELOPMENT PROGRAM TABL~ OF CONTENTS PART I GOAL STATEMENT PART II SERVICE AREA MAP > PART III ANALYSIS OF SERVICE AREA PART IV TRANSIT PROVIDERS PART V NEEDS ANALYSIS PART VI SYSTEM DESCRIPTION PART VII ENERGY CONSERVATION AND CONTINGENCY PLANNING PART VIII SIX YEAR TRANSIT PROGRAM PART IX PLAN MAINTENANCE ExH/~rr Il {j .i,jf / ~ " ... -' -- -"----"",,,"-' ....~. _..._.._....."-_..--._"..._----.~.,,._---_..."-----....--~_.._--, .---.. PART I GOAL STATEMENT The Transit Development Program (TOP) for the City of Woodburn is the long-range planning document tha,t guides the development of the city's public transportation services, which consists of two parts, the Woodburn Transit System, a fixed-route public transportation program, and Dial-A-Ride, a demand/response transportation'program for the elderly and disabled. This document serves as a managerial tool that assists the City in establishing goals that will integrate transportation modes, coordinate similar types of programs, and plan for the next six years of service within the local community. The current goals of the Woodburn Transit System are as follows: 1. To coordinate existing transit services with projected requirements for new transportation services in the urban growth area to produce a safe, reliable, and efficient system that meets the future needs of the area, 2. To provide transportation that is accessible to the transporationally disadvantaged and those who are disabled. 3. To provide transportation that is accessible to commuters in order to decrease traffic congestion, fuel consumption and need for parking, ~VJ.VAIT /} 4 P 01/7' .'i -.... The current goals of Woodburn OiaJ-A-Ride program are as follows: 1. To coordinate existing demand/response transportation service wi th projected requirements in the urban growth area to provide safe. reliable. and efficient means to satisfy the future medical and shopping transportation needs of the > elderly and disabled. 2, To provide demand/response transportation to elderly and disabled residents for medical and shopping related activity trips within the urban growth area. 3. To provide demand/response transportation to the elderly and disabled residents for medically require visits to facilities located outside the urban growth area. The services of volunteer drivers are coordinated to provide this service to those who require it. H#lll1T )). f?, 3' 01- /9 PART II ,~)/ ~~ ~ . ...11' lj ~ ill .- .; ~, ~ - ~ I ."'80""''' PJ <I, ; / ....-... ..... .__ _~c: ~~~' . PART HI ANALYSIS OF STUDY AREA The City of Woodburn was incorporated in 1889. Jesse Settlemier, the town's first mayor, purchased a large parc~l of land to start a nursery. Part of that parcel is now downtown Woodburn. Settlemier was successful in convincing the railroad to construct a flag station at Woodburn, giving the town major status, and > allowing the town to start its early history around the rail transportation of passengers and goods. The town grew slowly and population stabilized at about 2,000 in the 1930's. The City's population mushroomed in the 1960's and 70's, There were several reasons, First, Interstate 5 was completed on the west side of the city. This, coupled with existing strong railway access, lead to the development of industrial growth, The development of Woodburn Senior Estates, a community of 1,400 privately owned homes, built for seniors 50 years of age or older, was begun next to the new Interstate. Lastly, about 1,000 Russian Old Believers settled in the city bringing their culture, dress and religion. Woodburn has always had a traditionally strong agricultural industry which today includes crops such as grass seed, hops, berries, nursery plants, Christmas trees, vegetables, and dairy products, A large Hispanic community grew in Woodburn originally around agricultural labor needs, Woodburn is now home to several Hispanic businesses. During the harvest season Woodburn and its surrounding area is home to several thousand mostly Hispanic EM!,,!, It A 5' ~I- /7 'I 'r seasonal agricultural workers, Woodburn's population during the 1980 census was 11,200. Current estimated population is 12,100. Population breakdowns were derived from Bureau of Census data from > 1980. Studies during the 1980's by the Center for Population Research at Portland State University have indicated that the basic percentages listed have changed little since the 1980 data was obtained, Following are the breakdowns: TOTAL POPULATION 11,196 Persons 18 and under 2,961 26.4% Persons 65 and over 3,204 28.6% Persons 50 and over 4,046 36.1% Persons with a disability 328 2.9% ETHNIC POPULATION BACKGROUND A) Black 24 Less than 1% B) Hispanic 2,035 18.1% C) Asian or Pacific Islander 95 Less than 1% D) American Indian or Alaskan Native 57 Less than 1% E) Old Believer Russian 1,015 9.2% NOTE: During the agricultural growing season Woodburn's population is increased by an estimated two to three thousand mostly Hispanic migrant laborers, PERSONS WITH INCOME BELOW POVERTY LEVEL 1,514 13.5% &#/tl/I A ~q {, ()-f If ,~,-,--~--->--,,-,-,--,--'-" . PART IV TRANSIT ~ROVIDERS In January 1962, a detailed survey of local transportation providers was completed by agencies and organizations that provide public and private transportation to Woodburn and the surrounding communities. Information from this survey was updated for this plan. A general description of the providers, their schedules, and ~ primary routes is included on the next two pages. - /I -? ..t /9 '1' T F1lOVIDER w:xJDBURN IDIDBURN 0REmN M:XJNT VOI1JNTEER. 'lRANSIT DIAIr-A-RIDE HOOSm:; MoGEL svcs & J\SSOC. 'ID'IERS (AFS-CSO) SERVICES TYPE Fixed Demand/Response Fixed Route Fixed Demand/ Route Route Response TYPE OF Bus Paratransit Paratransit Van & Volunteers VEliICLE Van Bus Car & Volunteers . t OF 2 1 5 3 Varies VEliICLES Varies APPROXIMATE 23 Van - 10 15 Van - 14 Varies CAPACITY Car - 1 Car - 5 AGE (yrs) 12 3 & 8 Varies 1 to 4 2 to 8 Varies DAYS/HOURS M-F Tue - 'Ih M-F M-S As required OF SERVICE 9 - 5 9: 30 - 4 7:30 " 5 10 - 5 As needed SERVICE Woodblli'Tl Woodburn Marion Marion Marion AREA Salem Portland County County County TYPE OF Gen, Public Elderly & Gen Public Residents Elderly CLIENTELE Elderly Disabled Elderly Disabled Disabled FARES $0.50 $1.00 Varies None None or donation ANNUAL PASSm;ERS 32,000 5,000 40,000 4,000 5,000 ~ OF 100 E:[DERLY 33 77 50 100 ~ OF 0 0 )ISI\BLED 8 23 45 rxlf/6rr It I?j 8 of- /7 '1 T PART V NEEDS ANALYSIS The City of Woodburn can be grouped into six different segments to show why a substantial need for public transit exists and how the needs differ among groups. There are some real needs for transportation that are essential. The important factor to remember is this; every individual within the community has some ~ level of transportation need. If any portion of the community is excluded and cannot gain access to the transportation system. the whole community suffers. the whole community is affected. THE ELDERLY. Woodburn has become a popular retirement community. Housing projects, residential care facilities, and full care nursing homes have attracted senior citizens to the area. Recreation and social events for the elderly. Woodburn's friendly people, and the slow pace all create a feeling of security. Unfortunately, limited mobility often accompanies old age, While not true in all cases. many of our senior citizens are limited by poor health or declining physical condition. Loss of vision, coordination, and reflexes reduce the number of elderly drivers. The need for transportation does not end when the physical or financial ability to drive does. Elderly people's needs include doctor visits. shopping and grocery needs, banking and other business needs. social visits. and recreation. LOW INCOME. Most communities have some amount of people whose income is below poverty level, Some are unemployed or non- employable. Woodburn also receives a large volume of seasonal ,.- L1 L2 9" -f /'1 l' or agricultural workers and miQrants during the aqricultural growing and harvest seasons. Young couples with small children, elderly on fixed incomes and, students might also be included in this segment. Limited mobility is the result of a lack of financial ability to own or drive a car and households haVing only one car. Insurance, fuel and maintenance are costly. The transportation needs of this , segment are similar to the first shopping and grocery needs, banking and other business, social visits, school, recreation, and to reach their place of employment. DISABLED. Physical barriers are the limiting factors to this segment. Those restricted to wheelchairs require special equipment to drive or to be transported. Some members of this segment are prevented from driving because of blindness or mental disorders. Their ability to function and survive in the community is not limited, only their mobility is. The needs of this segment include medical or doctor visits, shopping or grocery needs, to and from employment, banking and other business, and social or recreational trips. THE YOUNG. For an examination of this segment, it is best to divide it into three age groups: infant through age 11, age 12 through age 15, and age 16 through age 18. In the first group, transportation needs are generally limited to recreation and/or to and from school. Needs other than these are actually sub-needs of the parent's need or the family's need. In the next group, age 12 through age 15, the child is allowed more freedom and respon- ;::::,uA,., /J /? /0 ,,I 17 - sibjlity. Shopping, banking, and social visits are new needs to the child. Some might be employed in part-time jobs after school. School, school activities, and recreation are still needs as well. Since their age prevents them from driving, they are either dependent on others or must walk or bike to their destination. In the last group, age 16 through age 18, driving an auto is now an > option, though many cannot afford the cost. Social and recreational trips, shopping, and school activities create a more frequent need for transportation. COMMUTERS. For a large number 0 f workers and colI ege s tuden ts, the daily commute is a new way of life. The daily trip, the route and the pattern rarely change. The demand for transportation is fairly constant. GENERAL PUBLIC. All of the needs listed in the five previous segments are the same as the needs of the general public, only in varying frequency. In some cases, employment requires transporta- tion as part of the job, This segment needs to shop and obtain groceries. Banking, recreation, social, and recreational activities all these are needs of this segment. It is important to note that some members of the community fit into more than one segment. For example, some of the elderly are also disabled, c __ _ 11 ,/ -i 1<; '1 T Wood"rn's disabled community has experienced so~e difficulty in taking advantage of the transportation services available to the rest of the community. All fixed facilities, including passenger shelters, the information office (City Hall), and the telephone information service are accessible to disabled persons. Unfortunately, one of the two primary buses used by WT~ is not lift-equipped and is not accessible to disabled persons. Demand/response transportation for disabled persons is provided by Woodburn's Dial-A-Ride program utilizing a leased lift-equipped van. This service currently operates 2 days per week for a total of 12 hour!>. The exce!>sive mileage on this van has adversely affected the reliability of this service. Volunteer drivers who can l,1andle disabled persons provide transportation to medical facilities located outside of the city. Volunteers provide this service thru the Dial-A-Ride program to all of Woodburn's elderly. Still the needs of disabled persons for local transportation are not all being met. When the distance between the point of origin and the nearest bus stop is greater than 4 or 5 block!>, the bus becomes non-accessible to the elderly. Woodburn's size is too large to be adequately served with one route, yet not big enough to support two fixed routes. Elderly passengers who cannot use the regular fixed route are provided service from the Dial-A-Ride program. One area of possible improvement would be to expand the hour!> of this operation, This would not be possible until a more reliable ;:;J'd.~ /.J "" /'?"I /9 vehicle is obtained. Another need exists in the current level of service. For some. their transportation requirements are not satisfied by the fixed route hours of operation. Current hours of operation are from 9:00 a,m. to 5:00 p.m. This schedule makes it difficult for someone who wishes to use the system to go to work. An improvement in this , area would be an expansion of the hours to from 7:00 a.m. to 6:00 p.m. Before this could be done a more reliable backup vehicle would need to be acquired and a study done to determine if the additional costs are warranted. Following is a prioritized list of needed capital acquisitions: 1. 15 passenger lift-equipped paratransit bus 2. 24 passenger lift-equipped bus 3. Computer system Due to the subsidized. through city tax dollars and State and federal assistance grants, nature of Woodburn's transit system, the benefits of any system expansion must be carefully weighed against the costs incurred. It is vitally important the maximum level of service be extracted from every dollar expended. The Woodburn Transi t System has become a vi tal part in meeting the transportation needs of many of the people who live in Woodburn. &1f4/1 A JJ~ 13 ,,/ /7 1 '~ PART VI SYSTEM DESCRIPTION The Woodburn Transit System operates a fixed route bus route and a demand/response operation for elderly and disabled patrons. The fixed route system runs one bus over an approximate 17 mile , route from 9:00 a.m, to 5:00 p.m. repeating the route hourly from Monday thru Friday. The demand/response system operates solely for elderly and disabled patrons. It operates a lift-equipped van two days a week from 9:30 a.m. to 4:00 p.m. to provide transportation for local shopping and medical visits. There is a small service charge for its use. The system also coordinates a network of volunteer drivers who provide out of town transportation for the elderly and disabled for medically related visits. Volunteers are reimbursed for mileage and patrons are asked to provide donations for the service. Vehicles utilized by the system are: 1. 1987 Champion 23 - passenger bus 2. 1981 Flxette 23" passenger bus 3. 1978 Wide One 10 - passenger van Ridership during the 1988-89 fiscal year was 32,150 and it is estimated that during this fiscal year 33,500 passengers will utilize the system, ApprOXimately 33% of riderShip is elderly while about 8% are disabled. The map on the next page highlights the fixed route system, major shopping, and medical areas. Woodburn's schools are also annotated. ~H ,A.~ 4 ", 1/--1 If '1 ~ ~ PART VIII SIX YEAR TRANSIT PROGRAl!!. Revenues to meet the transit system operating expenses come from a variety of sources, A portion of the cities tax base supports the system. Operating receipts from passenger fares and contributions are another source of revenue. A grant from the Special , Transportation Fund derived from State cigarette taxes helps fund the system's Dial-A-Ride service. Operating assistance for the transit system is also. provided by a grant under Section 18 of the Surface Transportation Act of 1978 which is administered by the Public Transit Division of the Oregon Department of Transportation, Capital purchases will require grant assistance since local resources are not sufficient to entirely fund such purchases. The predominate source of such funds is Section 18 of the Surface Transportation Act of 1978. The Woodburn Transit System is responsible for capital acquisitions. The chart on the next page has been prepared to forecast the anticipated financial expenditures of the Woodburn Transit System during the next six years of operation. The amounts shown for FY 89-90 are the actual budget as adopted by the City Council. For the next six years, figures are estimated using an inflation rate, anticipated acquisitions, and all currently known limitations. 61f/~/T If' A 15' df If '1 .,. PART VIII KNERGY CONSBRVATION The Woodburn Transi t System has improved the monitoring of fuel per vehicle in an attempt to eliminate wasting fuel ,from a poorly tuned engine. Drivers have participated in workshops and driver training courses to improve driving habits and conserve fuel. Specifications for all new vehicles are prepared to include the most fuel efficient models available. , These steps have helped reduce our fuel consumption. With current equipment it would be difficult to meet a rapid increase in ridership demand. The system has plans to adjust the route structure, add a second bus during peak demand periods, and increase frequency of service but these improvements will be added gradually as equipment modernization and available resources dictate. If there were a drastic increase in demand at the ~urrent time, a car or van pooling program would prObably be required, In the situation of a decreased fuel supply or high prices the response would depend upon existing conditions, Currently the system has stockpiled fuel which would ease the pressure of such a situation at the current time. With fuel possibly being obtained completely on the market in the future, the response would be different. A fuel shortage could force us to compete with other customers and high costs associated with such a shortage would quickly drive operating budgets out of focus. Increased fares in combination with increased commitment of tax dollars would possibly be required to maintain service if adequate fuel amounts could be 'I T ~"oA _ 11 ".. 1-?~II'1 obtained. If fuel to operat~ could not he s@cured a proportionate decrease in service would have to be initiated. , C,,,,.a,r A '1 '~ .....-......_--_._+..~-_..- ......"_.~~,- ~ If< J- I q PART J~ PLAN ftiiAIHTD'ANCK The Transit Development Program is the official transit plan that is reviewed by the City Council and Mayor, and adopted by resolu- tion. This document is updated annually to include the most recent budget estimates available. New statistical information gathered is also analyzed annually and updates are made as required. The process for adoption by the City Council allows this report to be presented as an agenda item at a regular council meeting. After review, discussion, and modification as directed, the Transit Development Program is adopted by Resolution. 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