Transportation Advisory Committee
625 Center Street | Oregon City OR 97045 Ph (503) 657-0891 | Fax (503) 657-7892
Members: AGENDA Blane Meier, Chair Betty Schaafsma, V.-Chair TUESDAY, JANUARY 17, 2012 John K. Anderson 6:00 pm Jonathan David Scott Failmezger City of Oregon City Ronald Haas City Hall Steve Johnson 625 Center Street, Oregon City Commission Chambers
I. CALL TO ORDER
II. ROLL CALL
III. APPROVAL OF MINUTES
November 15, 2011 (David absent) December 20, 2011 (Failmezger, David absent)
V. CHAIR REPORT
IV. AGENDA ANALYSIS
V. BUSINESS
A. Transportation System Plan (TSP) (Laura Terway - Update) B. CAR-TASTROPHE - Four Day Closure of Hwy. 213 (Laura Terway - Update) C. Transportation Issues a. Molalla Avenue at Barclay Hills Drive Intersection - Safety Assessment b. Holcomb Boulevard Safety Assessment D. Five-Year Pavement Maintenance Plan (John Lewis - Information) E. Review of TAC ByLaws (Blane Meier) F. Construction Projects (John Lewis - Update) a. Arch Bridge Closure b. ODOT 99E Paving Project, 10th Street through Canemah c. CI 08-010, The Jughandle (OR 213 - I-205: Redland Road O'xing) (See CAR- TASTROPHE above) d. Main Street Projects: i. CI 10-017, Main Street Two-Way Conversion (Complete) ii. CI 10-019, 10th & Main Street Pedestrian-Bicycle Improvements Project (Complete) iii. CI 09-009, Main Street: 5th - 10th Street, Phase 1 (Under Construction) iv. CI 09-009, Main Street: 10th - 15th Street, Phase 2 (In Design) e. CI 12-001, 2012-2013 Oregon City Roadway Reconstruction Projects
VI. FUTURE AGENDA ITEMS
A. Review of Speed Bump Design Standards B. Pavement Maintenance Utility Fee, Annual Report C. McCord Road Speed Study, Central Point Road to Pease Road Follow-Up D. South End Road Speed Zone Request E. Public Event Road Closures (as they occur) F. Transportation Studies under Contract a. Dutch Brother's Coffee Access on 10th and Main Streets b. Intersection of Partlow and South End Roads
VII. ADJOURNMENT
Next Meeting: February 21, 2012
Attachments: 1. Minutes of November 15, 2011 2. Minutes of December 20, 2011 3. E-mail from Chair Meier regarding TSP Update, dated January 11, 2012 4. TSP Update Website Information 5. TSP Update, Memorandum 1 6. Jughandle Website Information 7. Technical Memorandum on Molalla Avenue at Barclay Hills Drive Intersection, Response to Edith Risen's Issues, dated January 2, 2012 8. Technical Memorandum on Molalla Avenue at Barclay Hills Drive Intersection, Safety Assessment, dated January 2, 2012 9. Technical Memorandum on Holcomb Boulevard Safety Assessment, dated December 9, 2011 10. Five Year Maintenance Plan Website Information 11. Figure 1, Rehabilitation Project Map 12. Figure 2, Preventative Maintenance Project Map 13. Figure 3, Pavement Rehabilitation Needs Map 14. TAC ByLaws 15. Main Street Sidewalk & Illumination Improvements Project, 5th to 10th Streets, Website Information 16. 2012 & 2013 DRAFT Rehabilitation Project List (5 sheets) 17. TAC Membership List 18. Committee Address Map
City Staff: John Lewis, Public Works Operations Manager Kathy Griffin, Sr. Administrative Assistant Kevin Hanks, Street Division Supervisor
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Transportation Advisory Committee Web Site http://www.orcity.org/cityrecorder/transportation-advisory-committee Complete Agenda Packets and Minutes available Transportation Advisory Committee Minutes
November 15, 2011
I. CALL TO ORDER
The Transportation Advisory Committee meeting of Tuesday, November 15, 2011, was called to order by Chair Smith at 6:08 PM in the Commission Chambers at Oregon City Hall, 625 Center Street, Oregon City, Oregon.
II. ROLL CALL
Committee members present included Chair Mary Smith, Steve Johnson, Ron Haas, Blane Meier, Scott Failmezger and Betty Schaafsma. Terry Wright and Jonathan David were absent.
Mike Mitchell resigned from the committee the week before the meeting.
Staff members present included John Lewis, Operations Manager; Kevin Hanks, Street Supervisor; and Kathy Griffin, Administrative Assistant.
Guests in attendance included Gabe Crop and Troy Bowers with Murray, Smith & Associates, Inc.
III. APPROVAL OF MINUTES
Blane Meier moved to approve the minutes of October 18, 2011. Betty Schaafsma seconded the motion and it carried with Mary Smith, Steve Johnson, Ron Haas, Blane Meier, Scott Failmezger, and Betty Schaafsma voting yes. Jonathan David and Terry Wright were absent.
IV. AGENDA ANALYSIS
No changes were made to the agenda.
V. BUSINESS
A. Five-Year Pavement Maintenance Plan
John Lewis introduced Gabe Crop and Troy Bowers from Murray, Smith & Associates, Inc. (MSA) and explained that the City established a
November 15, 2011 Transportation Advisory Committee Page 1 of 4
Transportation Utility Fee in 2007 to address maintenance needs for 125 miles of City-owned streets. The fees collected are deposited into the City's Pavement Maintenance Utility Fund (PMUF).
With the first four years of PMUF funded projects complete, the City contracted with MSA to develop a long term pavement maintenance plan for 2012 through 2016 to support continued effective use of the PMUF.
Gabe Crop showed a PowerPoint presentation for the benefit of the Committee and discussed it. Enlarged maps from the plan were also available on the wall.
Mr. Crop discussed the difference between preventative maintenance and rehabilitation and displayed a graphic that showed how roads age over time. He talked about how the City's StreetSaver program worked and mentioned that in order to develop a project list, they used the StreetSaver program and also looked at things that the program couldn't consider such as already planned work, bus routes, non-city roads, institutional knowledge, etc.
The City has its streets spot checked every three years in order to keep the data in the StreetSaver program current. It has been in use at the City since the 1980's.
Once the project list was pretty well developed, they took it to the next step which was coordinating with the City's utility groups because optimum product coordinated both utility and street work. He mentioned that private utility companies will get an opportunity to look at the final document so that they can also coordinate needed work with the City's plan.
B. Public Event Road Closures
John reported that he had heard from Committee members wanting to know about upcoming road closures. They were uninformed about the Homecoming parade road closure.
He added that the only closure he knew of in the near future was the closure of Main Street for the tree lighting ceremony the first Saturday in December.
C. Two-Way Main Street
The contractor's goal was to get the work done this week. There were complications coordinating the work around weather and the closure of on- street parking.
November 15, 2011 Transportation Advisory Committee Page 2 of 4
D. Transportation Issues
1. Signal Timing at Hwy. 213 and Caufield/Glen Oak Road
Information only.
2. Vision Obstruction at Leland and McCord
Information only.
It was noted that the Post Office had a problem with its vision clearance. John agreed to contact the post office and let them know about it.
E. Election of Officers - Nominees 1. Blane Meier, Chair 2. Betty Schaafsma, Vice-Chair
Blane Meier was selected as chair and Betty Schaafsma was selected as vice-chair. The vote was unanimous.
F. Construction Projects
1. Arch Bridge Closure
John and Kevin Hanks conducted a tour of the bridge and John showed the pictures to the committee.
2. CI 08-010, The Jughandle (OR 213 - I-205: Redland Road O'xing) 3. Main Street Projects: Under Construction: i. CI 10-017, Main Street Two-Way Conversion ii. CI 10-019, 10th & Main Street Pedestrian-Bicycle Improvements Project Recently Awarded: i. CI 09-009, Main Street: 5th - 10th Street, Phase 1 Under Design: i. CI 09-009, Main Street: 10th - 15th Street, Phase 2 ii. CI 11-001, 2011 Oregon City Roadway Reconstruction Projects
A construction update list was distributed for the Committee's information and staff provided updates.
November 15, 2011 Transportation Advisory Committee Page 3 of 4
G. Acknowledge Retiring Members
Mary Smith was thanked for her many years of service on the Committee.
VI. FUTURE AGENDA ITEMS
VI. ADJOURNMENT
There being no further business, the meeting adjourned at approximately 7:17 p.m.
Respectfully Submitted,
Kathy Griffin Administrative Assistant
A video recording of this meeting is available at http://www.orcity.org/cityrecorder/meeting-agendas-minutes-and-videos.
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November 15, 2011 Transportation Advisory Committee Page 4 of 4 Transportation Advisory Committee Minutes
December 20, 2011
I. CALL TO ORDER
The Transportation Advisory Committee meeting of Tuesday, December 20, 2011, was called to order by Chair Meyer at 6:00 PM in the Commission Chambers at Oregon City Hall, 625 Center Street, Oregon City, Oregon.
II. ROLL CALL
Committee members present included Chair Blaine Meyer, Vice-Chair Betty Schaafsma, Mary Smith, Steve Johnson, and Ron Haas. Scott Failmezger, Terry Wright and Jonathan David were absent.
Staff members present included John Lewis, Operations Manager and Kathy Griffin, Administrative Assistant.
Also in attendance was Mayor Doug Neeley.
V. BUSINESS
TAC Candidate Interviews
Mayor Doug Neeley and the Committee members interviewed candidates for the Transportation Advisory Committee.
VI. ADJOURNMENT
There being no further business, the meeting adjourned at approximately 6:45 p.m.
Respectfully Submitted,
Kathy Griffin Administrative Assistant
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December 20, 2011 Transportation Advisory Committee Page 1 of 1
From: Blane Meier To: Kathy Griffin; John M. Lewis; John Anderson; Jonathan David; Scott Failmezger; Ron Haas; Steve Johnson; Blane Meier; Betty Schaafsma Cc: "Mary Smith" Subject: TAC Members Date: Wednesday, January 11, 2012 4:26:20 PM Attachments: image002.png TAC Bylaws.pdf TAC Website Information.pdf OC TSP Website Information.pdf T.M. 1 Plans and Policies Framework.pdf
To: TAC Members Fr: TAC Chair Re: General Information about the Oregon City TAC and TSP
Thank you all for your willingness to serve on the Oregon City Transportation Advisory Committee.
I would like to recognize and thank Mary Smith for her many years of exemplary service on the TAC, and for her leadership as our 2011 Chair. She will be greatly missed.
I’m attaching a few documents for you to review before our next meeting on Tuesday the 17th. (Kathy Griffin will be sending the official agenda packet separately)
• TAC website home page (2 pages) • Oregon City Transportation System Plan (TSP) website home page (2 pages) • TAC Bylaws (3 pages) • Oregon City TSP Technical Memorandum #1 (21 pages)
The intention for sending the first 3 items is to ensure that all of us are on the same page with regard to our purpose and mission as a committee. I’m not sure if we’ll have time to discuss our bylaws at the upcoming meeting, but we’ll want to review and affirm these at some point early on in the year.
The forth item (TSP Tech Memo #1) will be the basis of a presentation and discussion at our meeting on the 17th. Please take some time to review this document and come prepared to comment and/or ask questions.
Thanks everyone. I’m looking forward to working with you and our tireless City staff.
Blane— http://octransportationplan.org
Oregon City Transportation System Plan (TSP) Update
Oregon City has been hard at work improving streets, sidewalks and trails for your benefit. Now it is time to reevaluate our transportation system t o identify and prioritize future projects. Please help us identify what you like about getting around Oregon City or opportunities for improvement.
• Do you feel you can get around Oregon City easily? • How do you get around? • Is there a place you wish a road or path could be? • Do you feel safe biking or walking around the City? • Do your children have a safe walk to the bus stop?
TSP Poster - click to enlarge. View full-size pdf
Your input is important! There are several ways to get involved.
• View or Post a Comment on an Interactive Map • Add a post at the bottom of the "Get Involved" Page
The Transportation System Pl an (TSP) provides a long term guide to City transportation investments and incorporates the vision of the community into an equitable and efficient transportation system. The City's current plan was adopted in 2001 and will be updated to reflect new state and regional TSP requirements, completion of transportation projects, added Urban Growth Boundary areas, Urban Reserves, population growth, the adoption of the 2004 Oregon City Comprehensive Plan, and policy direction provided by the Metro 2035 Regional Transportation Plan (RTP).
This site is intended to get your feedback on the project and give a voice to your thoughts and concerns about transportation planning. Click on " Get Involved " to learn ways to participate. An interactive comment map is coming soon!
Copyright City of Oregon City | 625 Center Street | Oregon City, Oregon | 97045 | 503-657-0891 | Web Policy
Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
This memorandum summarizes the planning documents, policies, and regulations that are applicable to the 2012 Oregon City Transportation System Plan (TSP) update (see Appendix A for a complete list). The City’s current TSP will serve as the foundation for the update process, upon which new information obtained from system analysis and stakeholder input will be applied to address changing transportation needs through the year 2035. As new strategies for addressing transportation needs are proposed, compliance and coordination with the plans, policies, and regulations described in this document will be required.
Transportation System Planning in Oregon Transportation System Planning in Oregon is required by state law as one of the 19 statewide planning goals1 (Goal 12- Transportation). The Transportation Planning Rule (TPR), OAR 660- 0122, defines how to implement State Planning Goal 12. Specifically, the TPR requires:
● The state to prepare a TSP, referred to as the Oregon Transportation Plan (OTP); ● Metropolitan planning organizations (MPOs) to prepare a Regional Transportation Plan (RTP) that is consistent with the OTP (the Metro RTP3 applies to Oregon City); and ● Counties and cities to prepare local TSPs that are consistent with the OTP and RTP. The TPR directs TSPs to integrate comprehensive plan land use with transportation needs and to promote systems that serve statewide, regional and local transportation needs. These requirements aim to improve community livability by encouraging land use patterns and transportation systems that make it more convenient for people to walk, bicycle, use transit and drive less to meet their daily needs.
As the guiding document for regional and local TSPs, the OTP4 establishes goals, policies, strategies and initiatives that address the core challenges and opportunities facing transportation in Oregon. These are further implemented with the Oregon Highway Plan (OHP)5 and the RTP, which is adopted to meet Federal requirements.
1 Statewide Planning Goals: http://www.oregon.gov/LCD/goals.shtml 2 Transportation Planning Rule: http://arcweb.sos.state.or.us/rules/OARS_600/OAR_660/660_012.html 3 Metro Regional Transportation Plan: http://www.oregonmetro.gov/index.cfm/go/by.web/id=25038 4 Oregon Transportation Plan: http://www.oregon.gov/ODOT/TD/TP/ortransplanupdate.shtml 5 Oregon Highway Plan: http://www.oregon.gov/ODOT/TD/TP/orhwyplan.shtml 1 | P a g e
Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
Why does Oregon City need an Updated TSP? The City's current TSP was adopted in 2001. Since then new requirements have been integrated into the OTP, OHP and Metro RTP, many key transportation projects have been completed, the local Urban Growth Boundary and Urban Reserve areas have changed, and the City’s Comprehensive Plan and Municipal Code was updated. The last 10 years of regulatory, land use and transportation system changes will be considered in this TSP update.
ODOT’s Transportation System Plan Guidelines6 direct TSP updates to address recent policy and regulatory changes, and calls out recent changes to the OTP, OHP, TPR, and federal changes implemented into the RTP. Since adoption of the 2001 Oregon City TSP, the OTP was updated (2006) to emphasize maintaining assets in place, optimizing existing system performance through technology and better system integration, creating sustainable funding, and investing in strategic capacity enhancements. Policy 1F (Mobility Standards) of the OHP was amended to allow for the adoption of alternative mobility standards where ―practical difficulties make conformance with the highway mobility standards infeasible.‖ Appendix C of the OHP (Access Management Spacing Standards) was also modified to be consistent with amendments to the Access Management Rule, OAR 734-051.
Metro’s Regional Transportation Functional Plan7 (RTFP) directs how Oregon City should implement the RTP through the TSP and other land use regulations. The RTFP codifies existing and new requirements which local plans must comply with to be consistent with the RTP. If a TSP is consistent with the RTFP, Metro will find it to be consistent with the RTP.
The RTFP provides guidance on several areas including transportation design for various modal facilities, system plans, regional parking management plans and amendments to comprehensive plans. The following directives specifically pertain to updating local TSPs:
● Include regional and state transportation needs identified in the 2035 RTP along with local needs ● Local needs must be consistent with RTP in terms of land use, system maps and non-SOV modal targets ● When developing solutions, local jurisdictions shall consider a variety of strategies, in the following order: ● TSMO (Transportation System Management Operations) ● Transit, bicycle and pedestrian projects ● Traffic calming
6 ODOT Transportation System Plan Guidelines: http://www.oregon.gov/ODOT/TD/TP/TSP.shtml 7 Metro Regional Transportation Functional Plan: http://www.oregonmetro.gov/index.cfm/go/by.web/id=274 2 | P a g e
Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
● Land use strategies in OAR 660-012-0035(2)8 ● Connectivity, including pedestrian and bicycle facilities ● Motor vehicle capacity projects ● Local jurisdictions can propose regional projects as part of RTP process ● Local jurisdictions can propose alternate performance and mobility standards, however, changes must be consistent with regional and statewide planning goals ● Local parking regulations shall be consistent with the RTFP
8 This section of the Transportation Planning Rule requires Metro area jurisdictions to evaluate land use designations, densities, and design standards to meet local and regional transportation needs. 3 | P a g e
Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
How is the Transportation System Defined? The following sections summarize the state highway classifications and land use designations for areas of Oregon City derived from these regulatory documents. This information ultimately determines the adopted standards and regulations that apply to state highways in Oregon City.
ODOT Classifications for State Highways in Oregon City OHP Policy 1A (State Highway Classification System) categorizes state highways for planning and management decisions. Within Oregon City, state highways are classified as Interstate Highway, Regional Highway, District Highway, or Expressway (see summary at the end of this section).
Special Designations: OHP Policy 1B identifies special highway segment designations for specific types of land use patterns to foster compact development on state highways in which the need for appropriate local access outweighs the considerations of highway mobility. Within Oregon City, portions of OR 99E and OR 43 have Special Transportation Area (STA) designations.
State Highway Freight System: OHP Policy 1C addresses the need to balance the movement of goods and services with other uses. It states that the timeliness of freight movements should be considered when developing and implementing plans and projects on freight routes. Within Oregon City, I-205 and OR 99E are classified as Federal Truck Routes, while I-205 is also classified as an Oregon Freight Route.
Updates to the TSP will support the existing highway classifications and will enhance the ability of the highways in Oregon City to serve in their defined functions. The following summarizes the classifications of state highways in Oregon City:
● I-205 (East Portland Freeway, No. 64) is classified as an Interstate Highway, part of the National Highway System (NHS), a Freight Route, and a Truck Route. ● OR 99E (Pacific Highway East, No. 81) is classified as a District Highway and a Truck Route from the north City limits (at the Clackamas River) to I-205. From I-205 to the south City limits it is classified as a Regional Highway and a Truck Route. It also has a STA designation from 14th Street to Railroad Avenue. ● OR 213 (Cascade Highway South, No. 160) is classified as a District Highway. From I-205 to Molalla Avenue it also has an Expressway and Bypass designation. ● OR 43 (Oswego Highway, No. 03) is classified as a District Highway, and has a Special Transportation Area (STA) designation from the Oregon City-West Linn Bridge to OR 99E.
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Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
Metro Land Use Designations for Oregon City Metro’s 2040 Growth Concept9 in the RTP applies land use designations to the Portland region. The 2040 Growth Concept is the region’s long range plan for managing growth by integrating land use and transportation. The concept concentrates mixed use and higher density development in areas of the region designated as ―Centers‖, ―Station Communities‖, and ―Main Streets‖. The 2040 Growth Concept land uses are arranged in a hierarchy, with the primary and secondary land uses, referred to as 2040 Target Areas, as the focus of RTP investments. The hierarchy also serves as a framework for prioritizing RTP investments.
Primary land uses in Oregon City include:
● The ―Oregon City Regional Center‖ which generally includes the area bounded by the Clackamas River to the north, 7th Street to the south, Washington Street to the east and the Willamette River to the west. In addition, the downtown core of Oregon City, or roughly the area between the Willamette River and Railroad Avenue, from 7th Street to Tumwater Drive, and the area east of Washington Street and north of Abernethy Road to OR 213 is also included in the Regional Center. Secondary land uses in Oregon City include:
● The ―7th Street and Molalla Avenue Corridor‖ from Washington Street to OR 213 ● The ―OR 99E Corridor‖ from Railroad Avenue to around 3rd Avenue (including the Canemah neighborhood) ● The ―Employment Land‖ in the southeast portion of Oregon City, generally bounded by Beavercreek Road to the north and east, Glen Oak Road to the south, and Molalla Avenue/OR 213 to the west The remaining areas of Oregon City are designated as Neighborhood land uses. These areas have the lowest priority for RTP investments.
9 Metro 2040 Growth Concept: http://www.oregonmetro.gov/index.cfm/go/by.web/id=29882 5 | P a g e
Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
Figure 1: Metro Land Use Designations in Oregon City
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Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
How is the Transportation System Managed? State Highway Mobility Standards: OHP Policy 1F sets mobility standards for ensuring a reliable and acceptable level of mobility on the highway system. The following mobility standards are applicable to state highways in Oregon City (pursuant to Policy 1F, Table 7):
● State highways in Regional Centers (including portions of OR 99E, OR 213, and OR 43) have a mobility standard requiring that the highway operate at or below a volume to capacity (v/c) ratio of 1.1 during the peak first hour, and 0.99 during the peak second hour. ● All other state highways in Oregon City (including those through Corridor, Employment, or Neighborhood land use areas) have a mobility standard requiring that the highway operate at or below a volume to capacity (v/c) ratio of 0.99 during the peak first and second hours. City and County Mobility Standards: The City of Oregon City Transportation System Plan (TSP)10 identifies LOS D as the minimum performance standard for both signalized and unsignalized intersections under Oregon City jurisdiction. In addition, the transportation element of the Clackamas County Comprehensive Plan11 requires a Level-of-Service ―D‖ as the minimum acceptable performance standard for signalized and unsignalized intersections on arterial and collector roadways under Clackamas County jurisdiction. The traditional approach to mobility standards will likely be adjusted in response to many evolving conditions such as transportation funding for projects, economic viability, livability, and funding priorities.
Access Management on State Highways: The Oregon Access Management Rule12 (OAR 734-051) attempts to balance the safety and mobility needs of travelers along state highways with the access needs of property and business owners. ODOT’s rule sets guidelines for managing access to the state’s highway facilities in order to maintain highway function, operations, safety, and the preservation of public investment consistent with the policies of the 1999 OHP. Access management rules allow ODOT to control the issuing of permits for access to state highways, state highway rights of way and other properties under the State’s jurisdiction
In addition, the ability to close existing approaches, set spacing standards and establish a formal appeals process in relation to access issues is identified. These rules enable the State to set policy and direct location and spacing of intersections and approaches on state highways, ensuring the relevance of the functional classification system and preserving the efficient operation of state routes.
10 Oregon City TSP, p.2-56, Adopted April 2001. 11 Clackamas County Comprehensive Plan, Chapter 5- Transportation 12 Access Management Rule: http://arcweb.sos.state.or.us/rules/OARS_700/OAR_734/734_051.html
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Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
OHP Policy 3A sets access spacing standards for driveways and approaches to the state highway system.13 The standards are based on state highway classification and differ based on posted speed.
Access Management on Local Roadways: The Oregon City TSP identified minimum intersection spacing standards for public roadways under Oregon City jurisdiction. Access spacing guidelines from the TSP are shown in Table 1.
Table 1: Minimum Oregon City Intersection Spacing Standards
Functional Minor Neighborhood Major Arterial Collector Local Street Classification Arterial Collector Major Arterial 2 miles 1 mile ¼ mile 1,000 feet 500 feet Minor Arterial 1 mile ½ mile 1,000 feet 800 feet 400 feet Collector ¼ mile 1,000 feet 800 feet 600 feet 300 feet Neighborhood 1,000 feet 800 feet 600 feet 500 feet 200 feet Collector Local Street 500 feet 400 feet 300 feet 200 feet 150 feet
RTP Performance targets: The Metro RTP established new performance targets (see Table 2) for safety, congestion, freight reliability, climate change, active transportation, sidewalk/trail/transit infrastructure, clean air, travel, affordability, and access to daily needs. The performance targets are regional goals that Oregon City TSP should work toward achieving.
Table 2: 2035 RTP Performance Targets
Objective Target by 2035 Safety Reduce serious injuries and fatalities in all modes of travel by 50% (vs. 2005) Congestion* Reduce vehicle hours of delay (VHD) by 10% per person (vs. 2005) Freight reliability Reduce VHD per truck trip by 10% (vs. 2005) Climate change Reduce transportation greenhouse gas emissions by 40% (vs. 1990) Active transportation Triple walking, biking and transit mode share (vs. 2005) Basic infrastructure Increase by 50% access times to sidewalks, trails and transit (vs. 2005) Clean air Ensure 0% population exposure to at-risk levels of pollution Travel Reduce vehicle miles traveled per person by 10% (vs. 2005) Reduce average household combined cost of housing and transportation by 25% (vs. Affordability 2000)
13 ODOT Access Management Standards (Appendix C): http://www.oregon.gov/ODOT/TD/TP/orhwyplan.shtml 8 | P a g e
Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
Increase by 50% the number of essential destinations within 30 minutes by bike, Access to daily needs transit for low-income, minority, disabled pop. (vs. 2005)
* Interim volume-to-capacity ratio (v/c) measures still apply
In addition to supporting the performance targets, the TSP will need to incorporate transportation system management and operations (TSMO) into planning. The following RTP policies provide the foundation for TSMO in the region:
● Use advanced technologies, pricing strategies and other tools to actively manage the transportation system ● Provide comprehensive real-time traveler information to people and businesses ● Improve incident detection and clearance times on the region’s transit, arterial and throughway networks ● Implement incentives and programs to increase awareness of travel options and incent change RTP Non-Single Occupancy Vehicle (SOV) Target: The RTP established regional mode share targets that are intended to be goals for cities and counties to work toward during implementation of the 2040 Growth Concept at the local level. Increases in walking, bicycling, ridesharing and transit mode shares will be used to demonstrate compliance with per capita travel reductions required by the state Transportation Planning Rule. The following modal targets apply to RTP land uses in Oregon City:
● Regional Centers and Corridors: Non-drive alone modal target of 45 to 55 percent ● Employment areas and Neighborhoods: Non-drive alone modal target of 40 to 45 percent As required by the RTP and the TPR, jurisdictions within the Metro region must adopt policies and actions that encourage a shift towards non-SOV modes. The Metro Non-Single Occupancy Vehicle (SOV) Target Actions Study summarizes the required non-SOV strategy requirements for local jurisdictions to implement:
● Adopt 2040 modal targets in TSP policies ● Adopt street connectivity plans and implementing ordinances ● Adopt maximum parking ratios to implement the parking requirements of Title 2 of the Urban Growth Management Functional Plan ● Adopt transit strategies, including planning for adequate transit facilities and service; pedestrian facility planning and infrastructure that support transit use; location and design of buildings in transit zones that encourages transit use; and adoption of a transit system map, consistent with Metro requirements. The Metro Non-Single Occupancy Vehicle (SOV) Target Actions Study recommends the following measures as additional strategies to be considered in the Oregon City TSP:
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Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011
● Continue to require transportation-efficient development through efforts to meet density and other land use targets in centers and corridors as part of compliance with Metro Functional Plan and related requirements. ● Construct bicycle and pedestrian projects, consistent with state, federal and local government requirements. Local governments and Metro should prioritize projects that enhance connectivity of the bicycle and pedestrian system and access to transit. ● Continue to support TriMet and other transit agencies in providing frequent, reliable and comprehensive transit service, and local implementation of pedestrian and bicycle infrastructure to improve access to transit. Credit local jurisdictions with efforts to support transit agencies in these efforts. ● Support and encourage efforts to implement employer-based TDM strategies. Coordinate with employers even in areas where the formation of TMAs is not required. ● Encourage and assist in implementing parking cash-out programs or other techniques to eliminate employer subsidies for parking. Consider requiring local governments to eliminate free employee parking and provide informational materials and technical assistance to employers interested in implementing such programs. ● Support and coordinate Safe Routes to School programs and projects. Local jurisdictions and Metro should support and help coordinate these efforts through project funding and technical assistance. Major Projects: OHP Policy 1G requires maintaining performance and improving safety by improving efficiency and management before adding capacity. The intent of policy 1G and Action 1G.2 is to ensure that major improvement projects to state highway facilities have been through a planning process that involves coordination between state, regional, and local stakeholders and the public, and that there is substantial support for the proposed improvement.
Off-System Projects: OHP Policy 2B establishes ODOT’s interest in projects on local roads that maintain or improve safety and mobility performance on state roadways, and supports local jurisdictions in adopting land use and access management policies. The TSP will include sections describing existing and future land use patterns, access management, and implementation measures.
Traffic Safety: OHP Policy 2F identifies the need for projects in the state to improve safety for all users of the state highway system through engineering, education, enforcement, and emergency services. One component of the TSP is to identify existing crash patterns and rates and to develop strategies to address safety issues. Proposed projects will aim to reduce the vehicle crash potential and/or improve bicycle and pedestrian safety by providing upgraded facilities that meet current standards.
Alternative Passenger Modes: OHP Policy 4B, Action 4B.4 requires that highway projects encourage the use of alternative passenger modes to reduce local trips. The TSP will develop ways to support and increase the use of alternative passenger modes to reduce trips on
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Memorandum #1: Plans and Policies Framework | Oregon City TSP Update | 28 Sept 2011 highways and other facilities. This will include improvement to bicycle and pedestrian facilities and consideration of transit movement along roadways.
Projects on State Highways: The Highway Design Manual14 (HDM) provides uniform standards and procedures for ODOT and is in general agreement with the 2001 American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets. Some key areas where guidance is provided are the location and design of new construction, major reconstruction, and resurfacing, restoration or rehabilitation (3R) projects. The HDM should be used for all projects on state highways in Oregon City to determine design requirements, including the maximum allowable volume to capacity ratios for use in the design of highway projects.
Other Background Information for the TSP Update The following sections summarize additional background information or guidance documents that will be used in updating the Oregon City TSP.
Projects to be considered in Future Transportation Analysis Several of the documents reviewed identified transportation improvement projects that will be considered in future transportation analysis in Oregon City. The projects include:
2010-2013 Statewide Transportation Improvement Program15 (STIP) projects:
● Intersection projects on OR 213 at the Washington Street and Redland Road intersections ● Bike and pedestrian projects on Main Street between 5th Street and 10th Street ● Motor vehicle access, transit stop, bike lane, pedestrian crossing, and sidewalk projects on McLoughlin Boulevard between the Clackamas River bridge and Dunes Drive ● Construction of a jughandle intersection on OR 213 at Washington Street Metro RTP: Projects were identified along Metro Mobility Corridors, including Tualatin/Oregon City (Mobility Corridor #7), Oregon City/Gateway (Mobility Corridor #8), and Oregon City/Willamette Valley (Mobility Corridor #14).
Near-term (1-4 years)
● System and demand management along mobility corridor and parallel facilities for all modes of travel (Mobility Corridor #7, 8, and 14). ● Practical design solutions for bike and pedestrian connections to transit (Mobility Corridor #7).
14 ODOT Highway Design Manual: http://www.oregon.gov/ODOT/HWY/ENGSERVICES/hwy_manuals.shtml 15 ODOT STIP: http://www.oregon.gov/ODOT/HWY/STIP/ 11 | P a g e
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● Practical design solutions for bikes/pedestrians for safety and to connect to transit (Mobility Corridor #8). ● Address arterial connectivity and crossings (Mobility Corridor #8, and 14). ● I-205/OR 213 Interchange (Mobility Corridor #14). ● Project development for regional trails, Oregon City Loop and Newell Canyon (Mobility Corridor #14). Medium-term (5-10 years)
● Complete gaps in the arterial network (Mobility Corridor #7, 8, and 14). ● Complete corridor refinement plan (Mobility Corridor #7 and 8). ● Develop congestion pricing methodologies for I-205 (Mobility Corridor #7 and 8). ● Develop plan and implement SEP to connect Oregon City Regional Center with high capacity transit (Mobility Corridor #7 and 8). ● Identify funding solutions for alternative mode options (Mobility Corridor #7 and 8). ● Project development for regional infrastructure to serve Park Place and Beavercreek Road concept plan UGB expansion areas (Mobility Corridor #14). Long-term (10-25 years)
● Construct high capacity transit connection to Oregon City Regional Center (Mobility Corridor #7). ● Identify funding solutions for alternative mode options, including high capacity transit to Oregon City (Mobility Corridor #8). ● Construct regional trails and access in Newell Creek and Oregon City Loop (Mobility Corridor #14). Metro Regional Trails and Greenways Plan16: This Plan recommended three regional trails through Oregon City.
● The Oregon City Loop Trail, creating a loop around the perimeter of Oregon City. The trail will cut through Newell Creek Canyon, connect to the Beaver Lake Trail, and skirt the southern edge of the city on its way back to the Willamette River across from its confluence with the Tualatin River. ● The Beaver Lake Trail which will begin at the End of the Oregon Trail Center in Oregon City and head south on the east side of Newell Creek Canyon and east to Beaver Lake. ● The Oregon Trail-Barlow Road Trail which will follow the pioneer wagon train route from the Cascades west to the End of the Oregon Trail Center in Oregon City.
16 Metro Regional Trails and Greenways: http://www.oregonmetro.gov/index.cfm/go/by.web/id=595 12 | P a g e
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TriMet Transit Investment Plan, TIP (2011)17: The TIP details the investments TriMet will make in the region to expand transit service. The following projects are applicable to Oregon City.
● Walkability assessment at Molalla Avenue / County Red Soils Campus for pedestrian obstacles and recommendations for any needed projects. ● Portland to Milwaukie Light Rail Project, which will connect downtown Portland to Milwaukie and connect to Frequent Service buses from the Oregon City Regional Center. ● A proposed Bus Rapid Transit (BRT) corridor following I-205 between Clackamas Town Center possibly stretching as far as Beaverton, with service to Oregon City, Tualatin, and Tigard. ● Frequent bus service line expansion to and from Oregon City, primarily around the Oregon City Transit Center. Oregon City Capital Improvement Plan (2008): The Oregon City Capital Improvement Plan recommended various street modernization projects to comply with City standards, projects at several intersections, and several intersection or roadway capacity or operational projects.
Oregon City Trails Master Plan (2004): The Oregon City Trails Master Plan recommends seven regional trails, 25 community trails, and 34 local trails to be constructed over the next 25+ years.
Oregon City McLoughlin Boulevard Enhancement Plan (2005): The McLoughlin Boulevard Enhancement Plan illustrates motor vehicle, pedestrian and bicycle projects on OR 99E (McLoughlin Boulevard) from Railroad Avenue to the Clackamas River Bridge.
Oregon City Downtown Community Plan (1999): The Downtown Community Plan updated the comprehensive plan and zoning code and established a vision and implementing strategies for growth and improvement of the designated Metro Regional Center in the downtown Oregon City vicinity. The plan emphasizes the creation of pedestrian-friendly places, varied mixed use developments, new open space, and civic amenities. The plan had the following transportation recommendations:
● Widening of McLoughlin Boulevard near 1-205 ● Widening the 1-205 southbound on-ramp ● Connecting 12th Street to McLoughlin Boulevard ● Modifying the Main Street/7th Street intersection ● Widening 14th Street ● Improving and signalizing several intersections
17 TriMet Transit Improvement Plan: http://trimet.org/tip/index.htm
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● Creating new linkages that improve local circulation in the landfill area near OR 213 and Washington Street ● Creating McLoughlin Boulevard and Washington Street as bicycle corridors ● Creating Main Street and Washington Street as primary pedestrian corridors ● Constructing the multi-purpose pathway from the Cove to downtown ● Preserving pedestrian facilities and completing missing links ● Enhancing local transit service to the study area and other parts of Oregon City ● Establishing a Transportation Management Association with assistance from Tri-Met. Oregon City Downtown Circulation Plan and Parking Study (2010): The Downtown Circulation Plan recommended restoring two-way traffic to Main Street between 6th and 9th Streets, along 7th Street between Main and Railroad, and on Railroad Avenue between 6th and 7th Streets, maximizing curbside and off-street parking, and opportunities for pedestrian and bike projects that connect the downtown and adjacent neighborhoods.
Actions or Strategies to be considered in Updating the TSP Several of the documents reviewed identified transportation actions or strategies that will be considered in updated the Oregon City TSP. The actions or strategies include:
Oregon City Comprehensive Plan (2004): The Oregon City Comprehensive Plan (―Comprehensive Plan‖) is intended to meet the requirements of the Statewide Planning Goals and the regional Urban Growth Management Functional Plan and to guide the community’s vision for the future growth and development of the city. The plan is founded on six principals: promote sustainability and sustainable development; contain urban development; promote redevelopment; protect natural resources; foster economic vitality; provide efficient and cost-effective services, and; ensure a sense of history and place. Comprehensive Plan goals and policies are organized under the same headings as the Statewide Planning Goals. Section 12, Transportation, includes background information and key policy points for the following long-range plans, considered ―ancillary plans‖ to the Comprehensive Plan: Oregon City Transportation Plan (2001, to be updated with this planning project); Oregon City Downtown Community Plan (1999), 7th Street Corridor Design Plan (1996), and Molalla Avenue Boulevard and Bikeway Improvements Plan (2001). This section of the Comprehensive Plan also notes that the city was working on plans for the OR 99E corridor to improve access control, landscaping, pedestrian safety, and the connection to the riverfront (Oregon City McLoughlin Boulevard Enhancement Plan) and a Street Connectivity Plan that would comply with the RTP design standards. Information contained in Section 12 pertaining to roadway design standards, multi-modal transportation, rail, marine, and air transportation has been summarized from the 2001 TSP. This information, as well as subsections summarizing information technologies, infrastructure funding, and parking, will need to be updated to be consistent with the information developed for the updated TSP.
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In addition to descriptions of the existing transportation system, Section 12 contains the City’s adopted transportation goals and policies. Comprehensive Plan policies will need to be made consistent with modified and new transportation policies developed as part of the TSP update.
Oregon City Municipal Code (2010): The City of Oregon City’s Zoning Map displays the type and location of land uses in the City. The land use section of the Code implements the Comprehensive Plan by providing descriptions of zone designations, allowable uses within those zones, and development regulations. In addition to these underlying zones, the City adopted a Natural Resources Overlay District (Chapter 17.49), Geologic Hazards Overlay (Chapter 17.44), Floodplain Overlay District (Chapter 17.42), Willamette River Greenway Overlay (Chapter 17.48) and a Historic Overlay District (Chapter 17.40). The following is an overview of code sections that may need to be updated, consistent with the findings and recommendations of the updated TSP.
Site Plan and Design Review is required for all new non-residential development and multi- family uses in all zones.
Standards are found in Chapter 17.62 and include requirements for building location, orientation and design as well as parking, ingress and egress, street connectivity and access to be obtained through an alley when feasible (see Section 17.62.050 – Standards). Sidewalks are required in accordance with the city's transportation master plan and street design standards (17.62.050.8) and code requirements include a number of standards to ensure a ―well-marked, continuous and protected on-site pedestrian circulation system (17.62.050.9)‖ for safe pedestrian access through the parking lot, between building entrances and between the main entrance and the street.
Improvements to the right-of-way, pedestrian ways, bike routes and bikeways, and transit facilities must and be consistent with the TSP and design standards in Title 17. When approving land use actions, the City requires all relevant intersections to be maintained at the minimum acceptable level of service (LOS) upon full build-out (17.62.050.15).
To further promote transit (and pedestrian travel), there are additional development requirements pertaining to building orientation and entrance location for development on a transit street (Section 17.62.080). The Municipal Code provides Tri-Met the authority to require transit-related improvements to be constructed at the time of development (17.62.050.16).
Chapter 16.08 of the Municipal Code controls the process and approval standards applicable to subdivisions. The requirements for a preliminary subdivision plat include a Traffic/Transportation Plan with the following information (16.08.025.B):
● A detailed site circulation plan showing proposed vehicular, bicycle, transit and pedestrian access points and connections to the existing system, circulation patterns and connectivity to existing rights-of-way or adjacent tracts, parking and loading areas and any other transportation facilities in relation to the features illustrated on the site plan
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● A traffic impact study prepared by a qualified professional transportation engineer, licensed in the state of Oregon, that assesses the traffic impacts of the proposed development on the existing transportation system and analyzes the adequacy of the proposed internal transportation network to handle the anticipated traffic and the adequacy of the existing system to accommodate the traffic from the proposed development. The City Engineer may waive any of the foregoing requirements if determined that the requirement is unnecessary in the particular case. Chapter 16.12 details the minimum standards for land division approval. Transportation circulation and connectivity are supported through block length maximums (16.12.020) and pedestrian and bicycle access to activity centers, where this access is not provided via street right-of-way (―discontinuous street right-of-way,‖ Section 16.12.035). Applicants are ―responsible for improving the city's planned level of service on all public streets‖ and ―for designing and providing adequate vehicular, bicycle and pedestrian access to their developments (16.12.095).‖ Chapter 16.08 of the Municipal Code controls the process and approval standards applicable to subdivisions. The requirements for a preliminary subdivision plat include a traffic/transportation plan prepared by a professional transportation engineer (16.08.025.B) showing onsite and nearby vehicular, pedestrian and bike circulation.
Development is also subject to compliance with Title 12 of the Municipal Code. Chapter 12.04 identifies standards for streets based on the classification in the TSP. TSP figures from the TSP are incorporated into the code by reference and include Figure 5-1: Functional Classification System and New Roadway Connections; Figure 5-3: Pedestrian System Plan; Figure 5.6: Bicycle System Plan; and Figure 5.7: Public Transit System Plan (Section 12.04.180). The City has a different design standard for ―constrained‖ local streets and rights-of-way, as shown in Table 12.04.045, and requires that these narrower facilities meet minimum life safety requirements (Section 12.04.200). Minimum street intersection spacing standards are included in Table 12.04.040. Street design standards in Chapter 12.04 also address designing for pedestrian and bicycle safety (12.04.245) and transit (12.04.260). Requirements and standards for pedestrian and bicycle accessways (defined as an off-street path or way) are also found in Chapter 12.24, while street trees are discussed in Chapter 12.08.
Parks & Recreation Master Plan (2008): The Oregon City Parks and Recreation Master Plan Update is intended to help meet the needs of current and future residents by positioning Oregon City to build on the community’s unique parks and recreation assets and identify new opportunities. The following are guiding themes expressed through the community planning process:
● Build on Oregon City’s natural and recreational outdoor assets ● Support a pedestrian‐friendly, ―walkable‖ community, including bicycling ● Enhance the ―quality of life‖ for residents through parks and recreation ● Create new funding mechanisms to sustain the level of standards the community supports
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● Balance passive, self‐directed, and active recreational opportunities through goals and strategies ● Maintain and upgrade the existing assets and expand park and recreation opportunities as opportunities arise ● Expand citywide events ● Further embrace the historical aspects of Oregon City Oregon City Futures: A Strategy for Economic Development (2006): The Oregon City Economic Development report is a strategy to guide development and redevelopment of key opportunity areas in Oregon City with an emphasis on economic development. It recommends strategies to help Oregon City in implementing its Metro 2040 designation as one of seven Regional Centers in the Portland Metropolitan Area.
The report identifies the appropriate functions and land uses for the multiple districts within the Oregon City Regional Center, including the Historic Old Town, Blue Heron, Landfill, Clackamette Cove, Waterfront, and the Oregon City Shopping Center Districts. In addition, the key characteristics of several local oriented districts were identified outside of the Regional Center, including the Hospital, Seventh Street Corridor, Hilltop, College, and Industrial Districts.
Oregon City Urban Renewal Plan (2007): The Oregon City Urban Renewal Plan is intended to eliminate blighting influences and to implement goals and objectives of Oregon City’s Comprehensive Plan. The boundary of the Renewal Area includes the Downtown, the Park Place Interchange, the Lagoon/Waterfront, the End of Trail, the Washington/7th Corridor, and the Heritage Center areas. Inadequate streets and traffic congestion, the lack of pedestrian and bicycle facilities, parking and other transportation deficiencies have been identified as issues contributing to the depressed conditions in the urban renewal area, and are considered constraints to the future development called for in the Oregon City Comprehensive Plan. Transportation improvements may include the construction, reconstruction, repair or replacement of streets, traffic control devices, bikeways, pedestrian ways and amenities, and multi-use paths.
Main Street Oregon City Program (2008): The Main Street Oregon City program18 is designated as a Performing Main Street by the National Trust for Historic Preservation. The program works to facilitate, coordinate, and create an environment that generates a positive downtown image, preserves historic and cultural landmarks, and stimulates the economic vitality and investment in Oregon City’s downtown area. The Main Street program gathers downtown stakeholders together to act as a catalyst for change in Oregon City's 167 year old downtown. This volunteer led initiative is working to make Oregon City a better place to live, work and visit.
18 Main Street Oregon City program: http://downtownoregoncity.org/
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TriMet Bike Parking Design Standards: Access to transit via bicycle is a key element of the TriMet’s desire for a total transit system. Providing convenient, visible, and secure bicycle parking is a cost-effective way to increase the catchment area of transit. This document supplements the TriMet Design Criteria and describes design considerations for bicycle parking at light rail transit (LRT) stations, commuter rail stations, and transit centers. These guidelines were developed using survey, inventory, and count data as well as research of best practices and recommendations. The following topics are addressed:
● Bike & Rides ● Bike parking access ● Urban & neighborhood stations: design & layout ● Community stations: design and layout ● Bike & Ride secure area layout ● Bike rack and locker layout ● Bike rack and locker spacing ● Bus stop considerations TriMet Elderly and Disabled Transportation Plan (2009): The 2009 TriMet Elderly and Disabled Transportation Plan (EDTP) builds upon the 2006 EDTP, which recognized the increased and varied transportation needs for a growing population of elders and people with disabilities. The goal is to offer a range of services that match individual abilities and support customer independence and convenience, but also promote fixed route and other lower-cost options as the best use of scarce transportation resources while emphasizing coordination and reducing redundancy. The recommendations of the plan include:
● Make the RideWise consumer education and travel training program a standard and fully coordinate a new and different TriMet LIFT paratransit eligibility process with RideWise. This program gives people freedom, independence and choice. ● Neighborhood shuttles and shopper shuttles to take elders and people with disabilities (E&D) to fixed route transit and to activities, such as grocery shopping, that are difficult to do on the bus. These are hybrid fixed route/paratransit services, so trips can be grouped, but the service is personalized. ● Involving people with disabilities and elders in sensitivity awareness and training for fixed route and paratransit drivers, in fixed route customer service monitoring, in fixed route travel training, and in assisting people with disabilities make transfers from one route to another or use the system beyond an initial training period. ● Give organizations used accessible vans in exchange for providing rides to elders and people with disabilities and recruiting members to be volunteer drivers in the Ride Connection community-based transportation program. ● Fixed route service frequencies and coverage in some suburban areas, as well as ways to get to the fixed routes, will need to be improved. The total fixed route transit system from the
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waiting area, customer service by the operators, priority seating, and security will need to be continually monitored for accessibility and improvement. ● A truly multi-modal transportation system will have pedestrian-safe communities with sidewalks. This plan recommends beginning by developing a Pedestrian Master Plan for one suburban area that can be used as a model by other communities. ● The increase in fatal crashes involving drivers over age 75 can be attributed in part to the driving environment — complicated intersections, hard-to-read signs, badly timed traffic lights. This plan recommends Federal Highway Administration (FHWA) guidelines be adopted for signage, intersection design, pavement markings, lighting, merging lanes for entering freeways and many other roadway features that take into account the limitations of older drivers. ● Older drivers must deal with gradual changes in functioning, changes in their reflexes, their ability to make quick decisions, and their vision at night. This plan recommends older driver safety programs be regularly scheduled throughout the tri-county area and that the programs introduce people to their public transit options as well. Goal 5 Inventory (2011): Oregon City completed Goal 5 inventory requirements by designating several wetland, open space, riparian corridors, and historically designated structures throughout the City and within the Canemah National Register Historic District and the McLoughlin Conservation District.
Major Developments since 2001: Major developments since the 2001 Oregon City TSP can be found at: http://www.orcity.org/planning/landuse
Transportation Funding Mechanisms: Oregon City has the following current transportation funding mechanisms:
● Transportation System Development Charges (SDCs) ● Metro regional flexible funds ● ODOT flexible funds ● ODOT Pedestrian/Bicycle grant program ● Federal Highway Administration Transportation Enhancement grant program administered by ODOT ● Federal Appropriation and Authorization funds ● Pavement Maintenance Utility Fund
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Appendix A: Applicable Plan and Policies The following plans and policies were reviewed for the Oregon City TSP Update:
State of Oregon ● Transportation System Planning Guidelines ● Transportation Planning Rule (OAR 660-012-0010) ● Oregon Statewide Planning Goals ● Oregon Access Management Rule (OAR 734-051) ● Oregon Transportation Plan ● Oregon Highway Plan ● ODOT Highway Design Manual ● 2010-2013 Statewide Transportation Improvement Program Metro ● Metro 2035 Regional Transportation Plan ● Metro 2035 Regional Transportation Functional Plan ● Metro 2040 Growth Concept ● Metro Non-Single Occupancy Vehicle (SOV) Target Actions Study ● Metro Regional Trails and Greenways Plan City of Oregon City ● 2001 Oregon City Transportation System Plan ● Oregon City Capital Improvement Plan ● Oregon City Comprehensive Plan ● Oregon City Municipal Code ● Oregon City McLoughlin Boulevard Enhancement Plan ● Oregon City Downtown Community (Regional Center) Plan ● Oregon City Urban Renewal Plan ● Oregon City Downtown Main Street Program ● Goal 5 Inventory and Map ● Inventory of all major development or transportation projects and annexations constructed since 2001 ● List of current funding mechanisms including any City projections from System Development Charges or other existing funding mechanisms ● Oregon City Downtown Circulation Plan and Parking Study ● Parks and Recreation Master Trails Plan ● Parks and Recreation Master Plan
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● Oregon City’s Economic Opportunities Analysis Report Clackamas County ● Clackamas County Transportation System Plan TriMet ● TriMet Transit Investment Plan ● TriMet Bike Parking Design Standards ● TriMet Elderly and Disabled Transportation Plan
21 | P a g e The Jughandle Project - News http://www.jughandleproject.com/news.html
Highway 213 Jughandle Project
Home News Project Details Schedule Designs & Photos NEWS Construction Cam Detour Info December 28, 2011 Temporary Full Closure of Hwy 213 Scheduled Jughandle Project in the News Funding Mowat Project Manager Jeff Holiday has announced that the construction team
expects to reach a major project milestone in late March: installation of the new Meet the Team Noise complaints sound off in OC Hwy 213 bridge. The bridge is a key part of the design to improve safety and the October 26, 2011 — Raymond flow of traffic on the congested stretch of highway near the I-205 interchange. FAQ Rendleman, The Clackamas Review The new bridge will serve as a Washington Street overpass so that motorists Comments/Contact travelling on Hwy 213 will no longer have to stop for traffic turning left at the Oregon City highway pile‐driving may Washington Street/Clackamas River Drive intersection. E-mailing List cause some sleepless nights for nearby residents To allow the contractor to install the bridge safely and quickly, ODOT will October 20, 2011 — Steve Mayes, The temporarily close all travel lanes on Hwy 213 between the northbound I-205 Oregonian on/off ramps and the Washington Street/Clackamas River Drive intersection. The full closure is scheduled to begin at 8:00 p.m. on Thursday, March Jughandle Project on Oregon 213 22, 2012 and end by 4:00 a.m. on Tuesday, March 27, 2012. A signed shouldn't stall traffic detour route will be in effect during the temporary full closure. May 27, 2011 — Emily Fuggetta, The Oregonian The temporary highway closure will enable the contractor to slide the new bridge into place using a rapid bridge construction technique. The work has been To keep traffic moving, ODOT accelerates scheduled over a weekend (and two consecutive weekdays) to minimize the bridges impact on commuter and freight traffic to the extent possible. During the full July 20, 2010 — Nathalie Weinstein, Daily closure, motorists should anticipate heavy traffic congestion and long delays on Hwy 213, I-205, and Hwy 99E /McLoughlin Boulevard in Oregon City. The City and ODOT are encouraging travelers to plan ahead and, if possible, avoid the area during the full closure.
There is a possibility that extreme winter weather could prevent the rapid bridge construction from occurring in late March. If the work and temporary full closure need to be rescheduled, the media will be alerted and updates will be posted on this website. Updates will also be made available by email and through ODOT’s Tr i pCh eckPDX Twitter feed.
December 28, 2011 December 2011 Construction Progress Mowat construction crews finished widening Highway 213 in preparation for the addition of a third northbound travel lane and dedicated right‐turn lanes. The electrical wiring for the new variable message sign (VMS) that spans the highway near Redland Road was also completed in December. On Clackamas River Drive, crews installed new underground water lines, stormwater catch basins, curbs and gutters. Mowat will work on the new stormwater facilities and water lines along the realigned Washington Street in January.
The new Highway 213 bridge that will be installed over the realigned Washington Street is taking shape adjacent to the highway. The girders and cross-connections were built in December and the falsework for the bridge deck is now in place. It will take an additional three to four weeks to complete the bridge deck. To minimize impacts to traffic, construction of the bridge superstructure will continue to take place on a temporary support system until late March when the bridge is ready to be moved into its permanent position on the highway.
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TECHNICAL MEMORANDUM
Molalla Avenue at Barclay Hills Drive Intersection Response to Edith E. Risen’s Issues
Date: January 2, 2012 Project #: 10323.4
To: Nancy Kraushaar, P.E., City of Oregon City
From: Hermanus Steyn, Pr.Eng., P.E. and Charles Radosta, P.E.
This memorandum provides preliminary responses to the attached letter from Edith E. Risen addressing 10 identified issues at the Mountain View Street and Barclay Hills Drive intersections with Molalla Avenue. It should be noted that while many of these issues fall outside our original study area for the Molalla Avenue/Barclays Hills Drive intersection, we provided responses based on our experience in the transportation industry.
The issues are provided in standard text followed by responses in italics text.
1) Convert the existing two-way left-turn (TWLT) lane to back-to-back left-turns serving Mountain View Street and Barclays Hills Drive intersection, respectively
o This suggestion would be infeasible due to the limited available space (approximately 70 feet) between the intersections for vehicle storage. In addition, the introduction of double yellow lines would force the majority of the drivers to queue in the through lane resulting in additional delay and safety issues along Molalla Avenue, or encourage illegal maneuvers by crossing the double yellow lines. As highlighted, the conversion from the TWLT lane to back-to-back left-turns would likely introduce other safety issues.
2) Provide “Right-out Only” signage at the Chevron Gas Station southernmost access
We understand the concern about motorists going across Molalla Avenue from the gas station to Barclay Hills Drive; however, there is no crash data that indicates that this is a safety issue. Since this would mostly represent drivers from the isolated
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neighborhoods, it is suggested to communicate this safety concern to the residential owners as part of the public outreach suggested in the Molalla Avenue/Barclay Hills Drive intersection evaluation.
3) Provide “Right-out Only” signage at the Barclay Hills Drive intersection
o Again, we understand the concern about motorists going across Molalla Avenue from the Barclay Hills Drive to the gas station; however, there is no crash data that indicates that this is a safety issue. Barclay Hills Drive serves isolated neighborhoods and limiting their access would be inappropriate. Prohibiting westbound lefts from Barclay Hills Drive would force traffic to divert to the Hilda Street signal on Molalla Avenue. Again, conducting a public outreach communicating safety concerns associated with specific driver behavior would be appropriate.
4) Prohibit pedestrian crossing at Molalla Avenue/Mountain View Street intersection
o Legal crosswalks do exist at all the public street intersections and thus crossings may occur at the Molalla Avenue/Mountain View Street intersection requiring motorists to stop for pedestrians. Closing crosswalks would limit pedestrian accessibility which is inconsistent with the Americans with Disability Act (ADA) regulations.
5) Extend double yellow striping along Mountain View Street to approximately 150 feet
o Extending the double yellow striping does not legally prohibit left-turns across the double yellow. The City may consider prohibiting on-street parking to improve maneuverability along Mountain View Street.
6) Address on-street truck delivery parking along Mountain View Street by providing double yellow striping
o As stated under #5, extending the double yellow striping does not legally prohibit left-turns across the double yellow. The City may consider prohibiting on-street parking to address undesirable truck loading areas. However, the function of Mountain View Street is to serve local businesses (i.e., accesses and parking) to minimize friction along Molalla Avenue.
7) Prohibit advertisement at the Grocery Outlet driveway on Molalla Avenue
o We assume that any advertisement at this driveway needs to be acceptable to the grocery owner. The City may consider following up with the owner to identify appropriate locations for advertisement.
Kittelson & Associates, Inc. Portland, Oregon Molalla Avenue at Barclay Hills Drive Intersection Project #: 10323.4 January 2, 2012 Page 3
8) Prohibit left-turn from Carpet Shop onto Mountain View Street
o There are many driveways throughout all cities that have challenges to exit during certain time periods. Based on principles outlined the Oregon Driver Manual, we all need to drive safely and courteously. It is infeasible to prohibit certain movements for this business to be sustainable.
9) Direct Chevron destined motorists to use appropriate driveway
o It is challenging and impossible to sign for random instances. Typically motorists use some judgment to use the appropriate driveway without causing an unsafe maneuver. Again, it would be inappropriate to prohibit certain movements due to the sustainability of the business. However, the City may consider working with the property owner to better define their respective driveways and potentially prohibit certain movements at their Molalla Avenue driveway closest to the Mountain View Street intersection.
10) Prohibit pedestrian crossing north leg of Molalla Avenue/Mountain View Street intersection
o As stated under #4, legal crosswalks do exist at all the public street intersections and thus crossings may occur across all legs of the Molalla Avenue/Mountain View Street intersection. The City provided a safer location at which to cross Molalla Avenue by providing a raised island and signage, but unfortunately the pedestrians will cross the road at whatever locations he/she elects.
If any of the items addressed in this memorandum needs additional investigation, please let us know.
Kittelson & Associates, Inc. Portland, Oregon
TECHNICAL MEMORANDUM
Molalla Avenue at Barclay Hills Drive Intersection Safety Assessment
Date: January 2 2012 Project #: 10323.4
To: Nancy Kraushaar, City of Oregon City
From: Hermanus Steyn, Pr.Eng., P.E. and Charles Radosta, P.E.
This memorandum provides a summary of the existing roadway and operational characteristics of the intersection of Molalla Avenue and Barclay Hills Drive and addresses safety concerns related to westbound left turning vehicles.
Barclay Hills Drive intersects with Molalla View of a vehicle waiting to turn left from Barclay Hills Drive onto Molalla Avenue Avenue at a slightly-skewed T-intersection. Since the south leg of Molalla Avenue has a raised median, left-turning vehicles from Barclay Hills Drive are required to find simultaneous gaps in both directions rather than make a traditional two-stage left-turn. The public has raised concerns about the difficulty to complete this westbound left-turn. No additional crash data was available to confirm safety issues at this intersection.
Molalla Avenue is a three-lane arterial with an average daily traffic (ADT) of approximately 19,200 (year 2008 counts) that serves as a north-south connector between residential and commercial areas of Barclay Hills Drive Cross Section Oregon City. Figure 1 shows a vicinity map of
H:\PROJFILE\10323 - OREGON CITY FLEX. SERV. CONTRACT\WORK-ORDER-4\REPORT\10323-4 MOLALLA-BARCLAY_REV4.DOCX Molalla Avenue at Barclay Hills Drive Intersection Project #: 10323.4 January 2, 2012 Page 2 the intersection. Barclay Hills Drive is a two-lane local road with an ADT of approximately 3,300 (year 2008 counts) serving several residential areas to the east and northeast. Barclay Hills Drive is one of three roads connecting this residential community to Molalla Avenue; Mt. Hood Street and Hilda Street being the other two connections.
To the north of this intersection, Molalla Avenue has a two-way center-turn lane, and Molalla Avenue Cross Section immediately south of the intersection a landscaped median provides a pedestrian refuge for an unsignalized crossing. There are bicycle lanes on Molalla Avenue in both directions. The speed limit along Molalla Avenue is 30 miles per hour. TriMet bus stops exist on either side of the north leg of Molalla.
On August 2nd, Kittelson staff conducted site visits during the morning and the evening peak period to observe operations in the vicinity of the intersection.
. During the morning peak period, there were often long queues on Molalla Avenue at the Hilda Street signal but they cleared during each signal cycle. Vehicles turning left from Barclay Hills Drive could find a gap with limited delay. Queues clearing quickly
. During the evening peak period, vehicles turning left from Barclay Hills Drive had Two-stage Left-Turn longer delays compared to the morning peak period. A common contributor to delay for left-turning vehicles on Barclay Hills Drive were vehicles in the two-way center-turn lane going from Molalla Avenue southbound to Barclay Hills Drive eastbound or from Molalla Avenue northbound to the Chevron gas station on the west side of Molalla.
Kittelson & Associates, Inc. Portland, Oregon Molalla Avenue at Barclay Hills Drive Intersection Project #: 10323.4 January 2, 2012 Page 3
. While motorists from the west side (Chevron gas station) can complete a two-stage left by using the two-way center-turn lane, motorists from Barclay Hills Drive need to find a gap in both directions.
. Drivers turning in either direction from Barclay Hills had to creep forward past the stop bar and across the striped crosswalk to adequately evaluate whether a gap was acceptable in both directions to pull into traffic.
Street furniture in sight distance triangle Vehicle pulling forward to see and crosswalk location
. During the morning and evening peak periods, the pedestrian crossing and refuge area were frequently used and it appears that the currently location is appropriately located based on the natural walking paths and other site constraints.
. Several bicycles were observed to travel along both the designated bicycle lanes and the sidewalk facilities.
Pedestrians Crossing Molalla Avenue Cyclist on Molalla Avenue
Kittelson & Associates, Inc. Portland, Oregon Molalla Avenue at Barclay Hills Drive Intersection Project #: 10323.4 January 2, 2012 Page 4
There are a couple of options that could be considered to allow left-turning vehicles entering Molalla from Barclay Hills to complete their turn to continue south on Molalla Avenue.
OPTION #1 – REMOVE REFUCED RAISED MEDIAN Consideration was given to removing or relocating the pedestrian crosswalk and refuge, and installing a two-way left-turn lane.
. Removing: Vehicles making a left from eastbound Barclay Hills Drive to southbound Molalla Avenue would be able to make a two-stage left turn with a lower likelihood of delay. However, the existing crossing locations is used frequently and located in an appropriate location based on natural pedestrian travel paths and the surrounding site constraints.
. Relocating: Consideration was given to move the striped crosswalk to the south, just north of the Grocery Outlet right-in/right-out access. A legal crosswalk will still exist at the Barclay Hills Drive intersection and having another striped crosswalk approximately 50 feet away would be undesirable. In addition from a safety point of view, removing the refuge island at the intersection would expose pedestrians who will continue to cross along their existing natural walking paths.
These modifications appear cost prohibitive and are not recommended.
OPTION #2 – PUBLIC OUTREACH AND EDUCATION Consider developing a public outreach campaign aimed at the residential communities to the east of Alder Street encouraging drivers to use Hilda Street instead of Barclay Hills Drive for access onto Molalla Avenue to travel south. The Hilda Street/Molalla Avenue is signalized, and would provide an alternate route onto southbound Molalla Avenue from the residential areas. Motorists will have a choice to continue using the Barclay Hills Drive intersection, or divert to Hilda Street. Figure 2 illustrates the transportation network and the potential trip diversion to access at the Hilda Street signal. The isolated neighborhoods to east and northeast of intersection should be reminded of the signalized intersection at Hilda Street.
No turning movement counts were available at the Hilda Street/Molalla Avenue intersection to review the traffic operations at the signalized intersection, but the number of potential diverted traffic to the signal would have a negligible affect on the intersection operations.
Kittelson & Associates, Inc. Portland, Oregon Molalla Avenue at Barclay Hills Drive Intersection Project #: 10323.4 January 2, 2012 Page 5
The existing width of Barclay Hills Drive in the vicinity of the intersection is approximately 30 feet. Consideration can be given to re-stripe this approach to allow for a three-lane cross section having left- & right-turn westbound lanes and one eastbound lane with widths of approximately 10 feet. Narrower lanes in this location may be appropriate given the residential uses served by this facility; however, vehicles will be making turns that typically requires more space to complete their respective maneuvers. In addition, the City may consider working with property owners and the neighborhood association to minimize private sign obstructions within the vision triangles to improve intersection sight distance.
We recommend the City pursue the second option with the possibility of restriping Barclay Hills approach to a three lane cross section and clearing the intersection sight distance triangles. Converting the constructed and well-utilized pedestrian crosswalk into a two-way left turn lane would be costly and would deprive the pedestrians of a safe and accessible place to cross Molalla Avenue. Rather, it is advised that the City reach out to the residents of the eastern and northeastern neighborhood to use the signalized intersection at Hilda Street for an alternate access to southbound Molalla Avenue. Even though this could result in extra trip length for vehicles, it will likely decrease their delay in making the left turn and reduce the probability of crashes because the turn movements are occurring at a signal.
Kittelson & Associates, Inc. Portland, Oregon
MEMORANDUM
Date: December 9, 2011 Project #: 10323.04
To: Nancy Kraushaar & John Lewis, City of Oregon City
From: Hermanus J. Steyn, Pr.Eng., P.E. and Erin M. Ferguson, P.E. Project: Safety Assessment Subject: Holcomb Boulevard
The City of Oregon City retained Kittelson & Associates, Inc. (KAI) to conduct a safety assessment of the 13700 block of Holcomb Boulevard. Figure 1 illustrates the study area. The purpose of the assessment is to identify potential improvements to address safety issues. This memorandum summarizes the conditions, field observations, and potential improvements identified for the site.
The 13700 block of Holcomb Boulevard contains a 15-mph design curve that is hidden from the view of westbound motorists because of a downhill grade beyond a vertical crest curve (see Exhibit 1). There are two advanced signs warning westbound drivers of the curve. The combination of the 15-mph design curve on a downhill grade makes it difficult for some drivers to stay in the travel lane. Historically, the curve has become known among local media, residents and Exhibit 1 – Westbound View on emergency responders as a site of serious Holcomb Boulevard crashes. The most recent reported incident occurred at night when a driver apparently under the influence of alcohol lost control of their vehicle, dislodged the guardrail on the outer part of the curve, struck a utility pole and was killed. Requests for additional crash data were forward to the County and the police, but KAI was unsuccessful in obtaining additional information. The City would like to reduce crashes at the location and hired KAI to identify potential engineering countermeasures.
FILENAME: H:\PROJFILE\10323 - OREGON CITY FLEX. SERV. CONTRACT\WORK-ORDER-4\REPORT\10323-4 HOLCOMB BLVD_120911.DOCX
Safety Assessment – Holcomb Boulevard Project #: 10323.04 December 9, 2011 Page 3
Holcomb Boulevard is located in the northeastern portion of Oregon City. It provides a connection to Highway 213 via Redland Road for single family houses and housing developments. Traffic volume information from the City indicates the two-lane road carries approximately 8,000 vehicles per day near where it intersects Redland Road with volumes tapering off in the east near Barlow Road to approximately 3,000 vehicles per day. These daily volumes fall within a reasonable range for a two- lane road. Peaking characteristics indicate the highest hourly volumes occur during commuting hours, which is consistent with the surrounding residential land use. The posted speed on Holcomb Boulevard in the study area is 40 mph. Speed data from the City indicates the 85th percentile speed on Holcomb Boulevard east of Front Avenue (approximately 1,700 feet upstream of the curve) is 43 mph indicating the large majority of motorists tend to travel close to or at the posted speed when approaching the curve. Existing conditions observed in the field are discussed below.
KAI conducted a site visit on the morning of Thursday, October 13, 2011. While in the field, they were met by a City staff member to discuss site conditions. Below are observations and photos from the site visit.
Approaching the curve from the east, there are two advanced warning signs posted on Holcomb Boulevard prior to the curve. The furthest advanced sign is located approximately 350 feet prior to the curve and the second is located just Exhibit 2 – Advanced Warning Signs prior to where the roadway begins to curve north and downhill (see Exhibit 2). The curve itself is delineated with chevron warning signs visible for westbound (i.e., downhill) and eastbound (i.e., uphill) motorists; guardrail also follows the outside edge of the curve (see Exhibit 3).
A street light is present in the curve and prior to the curve near the first advanced warning sign.
Motorists observed during the site visit did need to brake (as shown in Exhibits 3 and 4) and slow Exhibit 3 – Guardrail along Curve
Kittelson & Associates, Inc. Portland, Oregon Safety Assessment – Holcomb Boulevard Project #: 10323.04 December 9, 2011 Page 4 their speeds to negotiate the curve successfully. Some motorists traveling downhill were observed traveling over the inside edge lane line entering the curve and then shifted towards the centerline while exiting the horizontal curve (see Exhibit 4). Some motorists traveling uphill were observed traveling over the outside edge line onto the paved shoulder.
Exhibit 4 – Motorists Drifting onto Centerline Exiting Horizontal Curve
The location of the guardrail along the outside edge is set back at the edge of the dirt/gravel shoulder (see Exhibit 5). This location facilitates a potential improvement discussed in the following section. While in the field, KAI also observed opportunities to improve the roadway pavement conditions (see Exhibit 6). The current pavement conditions are not anticipated to have contributed to the crashes at this location. Repaving the roadway would help preserve the structural integrity of the roadway and prevent further rutting and/or Exhibit 5 – Guardrail Location cracking.
A B
A
B
Exhibit 6 – Pavement Conditions
Kittelson & Associates, Inc. Portland, Oregon Safety Assessment – Holcomb Boulevard Project #: 10323.04 December 9, 2011 Page 5
The potential improvements outlined below range from lower to higher cost countermeasures. The primary focus of the improvements is to help slow westbound vehicle speeds approaching the curve, delineate the roadway alignment and provide motorists the space they need to negotiate the curve.
Maintain Vegetation Around Advance Warning Signs The vegetation near the first advanced warning sign could be improved to provide better visibility of the sign on the westbound approach (see Exhibit 2 above).
Install Centerline and Edge Line Pavement Markers Reflective pavement markers help illuminate the roadway alignment in low light conditions improving visibility of the road to motorists. Raised pavement markers tend to be more visible than recessed pavement markers. In addition, driving over the pavement markers would also alert the driver of leaving the travel lane.
Adjust Warning Signs on the Westbound Approach The current advanced warning signs along the westbound approach to the curve consist of:
. MUTCD Sign W1-3 displaying a 15 mph advisory speed located approximately 350 feet in advance of the curve.
. MUTCD Sign W1-2aR displaying a 15 mph advisory speed located just prior to where the roadway curves north and downward.
We suggest the City consider replacing:
. MUTCD Sign W1-3 with MUTCD Sign W1-1R and an advisory speed plaque W13-1P with a 15 mph advisory speed (see Exhibit 7 for an example of sign type).
. Replacing sign W1-2aR with W1-1aR and Exhibit 7 – MUTCD Figure 2C-2 adding the sign W1-1aL after the curve to alert drivers to curve prior to the signal at Redland Road. The 15 mph advisory speed should be maintained.
Kittelson & Associates, Inc. Portland, Oregon Safety Assessment – Holcomb Boulevard Project #: 10323.04 December 9, 2011 Page 6
The purpose of adjusting the signs is to reinforce the approaching 90-degree curve for westbound motorists. If motorists are able to slow appropriately to navigate that curve, they will be able to navigate the following curve as well.
Install a Speed Feedback Sign Speed feedback signs (see Exhibit 8) inform drivers of their speed and have been found to help reduce motorists’ speeds. Installing a speed feedback sign on approach to the curve near the first advanced warning sign approximately 350 feet in advance of the curve would tell motorists how their current speeds compare to the posted 15-mph advisory speed. Exhibit 8 – Speed Feedback Sign
Adjust Roadway Alignment through the Curve Adjust the roadway alignment through the curve to provide a buffered space to separate eastbound (i.e., uphill) and westbound (i.e., downhill) motorists. The current paved roadway plus the gravel shoulder width provides sufficient space to realign the eastbound approach (i.e., uphill approach) to place motorists closer to the existing guardrail, which creates additional space between the opposing travel lanes. The westbound (i.e., downhill) approach can also be adjusted to soften the horizontal curve and provide a center median buffer area. Figure 2 illustrates the design concept.
We suggest the City consider their available maintenance budget to implement the low-cost countermeasures, such as
. Clearing the vegetation around the advanced warning sign
. Installing raised pavement markers
. Considering adjusting the warning signs
In the longer term, we suggest the City consider installing the speed feedback sign, as well as adjusting the roadway alignment through the curve to provide additional space for motorists to negotiate the curve. This adjustment could be undertaken when the City resurfaces Holcomb Boulevard to improve the pavement conditions.
Kittelson & Associates, Inc. Portland, Oregon
Five Year Pavement Maintenance Plan (2011) | City of Oregon City http://www.orcity.org/publicworks/five-year-pavement-maintenance-plan...
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Address: 625 Center Street Oregon City, OR 97045 Five Year Pavement Maintenance Plan (2011) Phone: (503)657-0891 Fax: (503)657-7892 Oregon City's Five Year Pavement Maintenance Plan, 2012 through Office Hours: M-F 8AM to 5PM 2016. Operations 122 S. Center Street Address: Oregon City, OR 97045 Operations (503)657-8241 Oregon City's transportation system includes about 125 miles of Phone: City-owned surface streets of varying size and capacity requiring Operations Fax: (503)650-9590 periodic maintenance to keep them operational. The City established a Transportation Utility Fee in 2007 to address Contacts: View maintenance needs for these streets. The fees collected are deposited into the City's Pavement Maintenance Utility Fund (PMUF) which is used to fund future maintenance projects. Latest News
NPDES Documents Page With the first four years of PMUF funded pavement maintenance Two-Way Traffic Now Open On Main projects completed, the City contracted with Murray, Smith & Street Associates, Inc. to develop a long term pavement maintenance Sandbag Station Open plan for 2012 through 2016 to support continued effective use of the PMUF. This Five Year Pavement Maintenance Plan is attached. Highway 213 Jughandle Project, Night-Time Pile Driving Completed - Day-Time Pile Driving to Begin Bid and Proposal Results Related Information Five Year Pavement Maintenance Plan, December 30, 2011 (6.3 MB) Department Services Figure 1, Rehabilitation Projects Map, 2012 to 2016 Figure 2, Preventative Maintenance Map, 2012 to 2016 Construction Projects Figure 3, Rehabilitation Needs Map, 2012 to 2016 Contractor Listing Info Development Services Development Services (Engineering) Fees Documents, Drawings, Forms, & Permits more
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City of Oregon City P.O. Box 3040 The City of Oregon City makes no representations, express 625 Center St or implied, as to the accuracy, completeness and timeliness 00.510.25 Miles Oregon City, OR 97045 of the information displayed. This map is not suitable for 503-657-0891 phone legal, engineering, or surveying purposes. Notification of 503-657-6629 fax any errors is appreciated. μ 01,000 2,000 4,000 6,000 Feet www.orcity.org Please recycle with colored office grade paper. Date Saved: 12/29/2011 11:58:18 AM Plot date: 12/29/2011 Date Exported: 12/29/2011 Map name: FIGURE 3.MXD
MSA Document: G:\PDX_Projects\11\1206\402\CAD\GIS\REHAB NEEDS\FIGURE 3.mxd 12/29/2011 11:58:18 AM DKH City of Oregon City Transportation Advisory Committee ByLaws
Article I. Name
A. The name of this committee is Transportation Advisory Committee
Article II. Purpose, Authority and Duties
A. The purpose of the Transportation Advisory Committee (TAC) is to serve as an advisory body to provide advice to the City Commission, Planning Commission and Urban Renewal Agency on the development of a City Transportation System and other transportation and land use matters relevant to the city of Oregon City, as well as guide preparation of transportation plans and programs, including the Neighborhood Traffic Management Plan. B. The TAC shall have the authority to establish appropriate subcommittees including, but not limited to mass transit, pedestrian, bicycle, traffic safety, neighborhood traffic management and capital improvement. C. The duties of the TAC are to review transportation issues that have been referred to the committee and make recommendations on these issues. The TAC also reviews and makes recommendations on the City's TSP. TAC members may also be asked to attend meetings that relate to transportation issues that may have an impact on the city.
Article III. Membership
A. The Mayor appoints each member to the TAC. B. The TAC consist of at least seven and as many as nine members all of whom shall be citizens of Oregon City, except for up to two members who shall be local business owners that may not live in Oregon City. The committee is composed of two members of City-recognized neighborhood associations, one active member of the Oregon City Chamber of Commerce and the remaining members being appointed at large. C. Vacancies are filled in the same manner as the original appointments. D. Terms of the TAC shall continue to be overlapping three-year terms. E. All members shall serve without compensation.
Article IV. Officers and Staffing
A. Officers. The officers consist of a chair and a vice-chair who shall be selected by the membership and who shall serve at the pleasure of the membership for one year. Nominations and election of new officers shall be taken from the floor at the TAC meeting in October and voting shall be in November and shall take office January 1 of the following year. No person shall serve as an officer in the same position for more than two consecutive years. Officers may be reelected. In the event that an officer is unable to complete the specified term, a special election shall be held for the completion of the term.
1 B. Chair. The chair shall have general supervisory and directional powers over the TAC. The chair shall preside at all TAC meetings and review TAC agendas with the staff liaison. The chair shall also be an ex-officio member of all subcommittees and shall be the designated spokesperson for the TAC unless this responsibility is delegated in writing. C. Vice-Chair. The vice-chair, in absence of the chair, shall have general supervisory and directional powers over the TAC. The vice-chair shall preside at all TAC meetings and review TAC agendas with the staff liaison, and generally conduct all business delegated to the chair, in his or her absence. D. Staff. The City of Oregon City will provide staff support to the TAC for meeting notification, processing the work, minute preparation, copying and information gathering to the extent the City budget permits.
Article V. Organizational Procedures
A. The TAC shall hold meetings a minimum of six times per calendar year. B. Fifty-one percent of the membership of the TAC shall constitute a quorum. The concurrence of a majority of the TAC members present shall be required to decide any matter. If a quorum is not attained fifteen minutes following the scheduled time of call to order, the meeting shall be cancelled. C. All members who are present at a TAC meeting, including the chair and vice-chair, are allotted one vote each on all motions. D. The ByLaws may be repealed or amended or new bylaws may be adopted by a majority vote of the TAC on its own initiative. The repealed, amended, or new bylaws shall not violate City Ordinances. If any provisions of these bylaws conflict with City ordinances, State law, or constitutional provisions, those other provisions will take precedence over the TAC's bylaws. E. The bylaws as repealed, amended or new bylaws shall be presented and adopted by the City Commission by resolution. F. The parliamentary authority for the TAC is Robert’s Rules of Order Revised except where superseded by these Bylaws or local, state or federal law. G. Individuals being considered for appointment to the TAC must be willing to dedicate to, at a minimum six monthly meetings in a calendar year. A scheduled meeting may be set aside upon agreement of a majority of the TAC.
Article VI. Duties of Officers
A. The chair or vice-chair, in addition to the duties of Article IV shall preserve order and decorum at TAC meetings. B. The chair may assess the audience at the beginning of the meeting, and with the consent of the TAC announce reasonable time limits. C. The chair shall summarize the issues to be addressed and the criteria to be applied prior to the public hearing testimony. D. The chair shall ask for a response and opinion from the members of the TAC. E. The chair may mentor the vice-chair. F. The chair may appoint TAC members to specific project or committees. G. The chair or vice-chair shall confer with the Public Works Director and/or designee on a regular basis outside scheduled meetings concerning the direction each expects of the TAC.
2 H. In conjunction with the Public Works Director, the chair shall orient the new members.
Article VII. Duties of the Committee
A. Attendance 1. After three (3) consecutive absences of any member of the TAC (within the calendar year), the TAC members will discuss the member's attendance and shall by a quorum reach a decision about their continued membership on the TAC. If a vacancy occurs it will be filled in the regular manner. 2. Prior to TAC meetings, members who will not be in attendance shall notify both City staff and the TAC Chair via phone or e-mail. B. Prior to TAC meetings, members are encouraged to read all information packets and visit sites that are the subject of discussion.
Article VIII. Goals and Objectives
A. The TAC shall review the City Commission goals annually for establishment of TAC goals that enhance and augment those of the City Commission. B. The TAC shall prepare and present a report for the City Commission on goals and accomplishments annually. C. The TAC shall review the Roadway Improvement Program annually. D. The TAC shall review the Oregon City Transportation System Plan every five years. E. The TAC shall review Transportation System Development Charges every five years.
U:\kgriffin\TAC\By-Law Examples\TAC Bylaws w City Commission Edits - Final.doc
3 Main Street Sidewalk & Illumination Improvements Project, 5th to 10th St... http://www.orcity.org/publicworks/main-street-sidewalk-illumination-im...
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Downtown Circulation Study Oregon City/West Linn Bridge Main Street Sidewalk & Illumination Improvements Project, 5th to 10th Reconstruction Streets 10th Street and Main Street Type Construction Intersection Improvements 2010 Pavement Rehabilitation Status Under Construction Project 2011 Oregon City Slurry Seals Budget $1.8M Construction 2011 Pavement Improvements Dates Construction: January 2012 to August 2012 Project 2012 Transportation System Plan Contact: City of Oregon City: Erik Wahrgren, P.E. at 503.496.1510 or (TSP) Update [email protected]. Beavercreek Road Paving Wallis Engineering: John Wren at 541.914.7230 or [email protected] (Clackamas County) Adam Crafts at 503.806.0235 or [email protected] Canemah Neighborhood Park Alerts and Updates Hwy 213 - Jughandle November 15, 2011: The construction contract in the amount of Main Street Improvement Projects $1,801,913.22 was awarded to Nutter Corporation. Main Street Sidewalk & Illumination
Improvements Project, 5th to 10th Project Details Streets Main Street Two-Way Conversion Railroad Crossing Safety Improvements (10th Street Construction activities between 5th and 6th Streets Crossing) will begin on January 16, 2012. Temporary Closure of the 82nd Drive/Park Place Pedestrian Bridge Improvements for the Main Street project between Water Distribution System Leak 5th and 10th Streets include: Detection Services Filling gaps and/or replacing Americans with Water Master Plan & Model Updates Disabilities Act (ADA) deficient and crumbling Other projects sidewalks, curbs, and ramps; Installing bicycle parking, street furnishings, and Public Works Info street trees to increase the urban tree canopy;
Constructing an enhanced (table) pedestrian Address: 625 Center Street crossing at the intersection of 7th Street and Oregon City, OR 97045 Railroad Avenue (similar to 10th and Main Streets); Phone: (503)657-0891 Fax: (503)657-7892 Adding new energy efficient parking meters and lighting for improved pedestrian comfort, safety Office Hours: M-F 8AM to 5PM and access throughout the commercial district; Operations 122 S. Center Street Implementing a post-Arch Bridge Rehabilitation Address: Oregon City, OR 97045 recommendation from the Downtown Circulation Operations (503)657-8241 Study. Phone: We encourage everyone to stop by and see the changes downtown during the construction work. Operations Fax: (503)650-9590 Don’t forget to visit the local businesses on Main Street as they will remain open during construction. Contacts: View
Latest News Links Main Street Two-Way Conversion NPDES Documents Page Two-Way Traffic Now Open On Main 10th Street and Main Street Intersection Improvements Street Sandbag Station Open Highway 213 Jughandle Project, Night-Time Pile Driving Completed - Day-Time Pile Driving to Begin Bid and Proposal Results
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CLOUDVIEWDR City of Oregon City The City of Oregon City makes no representations, express P.O. Box 3040 or implied, as to the accuracy, completeness and timeliness 0 0.25 0.5 1 Miles 624 Center St of the information displayed. This map is not suitable for Oregon City, OR 97045 legal, engineering, or surveying purposes. Notification of 503-657-0891 phone any errors is appreciated. 503-657-6629 fax 01,000 2,000 4,000 6,000 Feet www.orcity.org Please recycle with colored office grade paper. µ Plot date: January 4, 2012 Plot name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 1 - 11x17P - 20120104.pdf Map name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 1 - 11x17P - 20120104.mxd C Cascade St l Si a
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Jackson St Division St 12th St St f f Washington St d u v l Juneberry Ln l B John Adams St B S 1st St Pierce St Center St Jefferson St Harrison St t n n S 1 Morton Rd li 1t h 3rd St h g S 1st St r S u r lo t o y L D Monroe St a c r e T Lincoln St M t a Spring St Linn Ave S S w 4th St Buchanan St m S u Madison St Division St T 2n dams St City of Oregon City d n A S h t Jo P.O. Box 3040 S t S S Willame 625 Center St S Center St rry Willamette St tte W Qua Oregon City, OR 97045 a d Creed St St t e S e R Selma St Molalla AveMolalla rb u o EluriaSt 503-657-0891 phone 3 Warren St v rd ard k e e r v Logus St S P a l l East St 503-657-6629 fax TerraceAve t A
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The City of Oregon City makes no representations, express City of Oregon City or implied, as to the accuracy, completeness and timeliness P.O. Box 3040 of the information displayed. This map is not suitable for 625 Center St legal, engineering, or surveying purposes. Notification of 0250 500 1,000 1,500 2,000 Feet Oregon City, OR 97045 any errors is appreciated. 503-657-0891 phone 503-657-6629 fax µ www.orcity.org Please recycle with colored office grade paper. Plot date: January 4, 2012; Plot name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 4 - 8_5x11P - 20120104.pdf; Map name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 4 - 8_5x11P - 20120104.mxd Grove p
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CLOUDVIEWDR City of Oregon City The City of Oregon City makes no representations, express P.O. Box 3040 or implied, as to the accuracy, completeness and timeliness 0 0.25 0.5 1 Miles 624 Center St of the information displayed. This map is not suitable for Oregon City, OR 97045 legal, engineering, or surveying purposes. Notification of 503-657-0891 phone any errors is appreciated. 503-657-6629 fax 01,000 2,000 4,000 6,000 Feet www.orcity.org Please recycle with colored office grade paper. µ Plot date: January 4, 2012 Plot name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 1 - 11x17P - 20120104.pdf Map name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 1 - 11x17P - 20120104.mxd C Cascade St l Si a
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M c S Madison St L Railroad Ave Pierce St o 11th St Davis Rd u g JQ Adams St h This map is not suitable for li 8th St n survey, engineering, legal, B lv d or navigation purposes. 12th St Data errors and omissions 10th St Jackson St may exist. 6th St Washington St 9th St 14th St Prescott St
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5th St Buchanan St B 4th St Monroe St l Polk St1 S u 1 f th 13th StLincoln St t f 7th St S 3rd St t 10th St 6th St 9th St JQ Adams St Gilm Van Buren St an Dr High St 2nd St Grant St
Jackson St Division St 12th St St f f Washington St d u v l Juneberry Ln l B John Adams St B S 1st St Pierce St Center St Jefferson St Harrison St t n n S 1 Morton Rd li 1t h 3rd St h g S 1st St r S u r lo t o y L D Monroe St a c r e T Lincoln St M t a Spring St Linn Ave S S w 4th St Buchanan St m S u Madison St Division St T 2n dams St City of Oregon City d n A S h t Jo P.O. Box 3040 S t S S Willame 625 Center St S Center St rry Willamette St tte W Qua Oregon City, OR 97045 a d Creed St St t e S e R Selma St Molalla AveMolalla rb u o EluriaSt 503-657-0891 phone 3 Warren St v rd ard k e e r v Logus St S P a l l East St 503-657-6629 fax TerraceAve t A
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B www.orcity.org Plot date: January 4, 2012; Plot name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 2 - 8_5x11L - 20120104.pdf; Map name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 2 - 8_5x11L - 20120104.mxd S 2nd St arry 5 Qu 20 Creed St I- S St 3 d City of Oregon City rd k R 5th Ave S Par t ard Willamette Falls Dr Sheet 3 bo G E O G R A P H I C I N F O R M A T I O N S Y S T E M ter Promontory Ave Wa Brighton Ave d Clinton St lv Hood View St 2012 & 2013 Street B lin gh Rehabilitation Project List ou cL Printed January 4, 2012 M McKinley Ave S Bellevue Ave Dell Ave Ave t h Jersey Ave 5t ve S Dr 1st A h n 2012 Rehabilitation Projects Hedges St ig gde Miller St O Terrace AveEast St Jerome St H Sunset St Apperson St G S 2013 Rehabilitation Projects a n Charm o an St Paquet St n
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Roosevelt St Pearl St EluriaSt City of Oregon City Hazel EastSt St Sheet 4 G E O G R A P H I C I N F O R M A T I O N S Y S T E M
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Latourette St Dimick St Molalla Ave Pleasant Ave a tm n hi a r 2012 Rehabilitation Projects W y D W Alden St W Ne Cascade St ay e wel e l R a e W r i r n d a 2013 Rehabilitation Projects r e g
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The City of Oregon City makes no representations, express City of Oregon City or implied, as to the accuracy, completeness and timeliness P.O. Box 3040 of the information displayed. This map is not suitable for 625 Center St legal, engineering, or surveying purposes. Notification of 0250 500 1,000 1,500 2,000 Feet Oregon City, OR 97045 any errors is appreciated. 503-657-0891 phone 503-657-6629 fax µ www.orcity.org Please recycle with colored office grade paper. Plot date: January 4, 2012; Plot name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 4 - 8_5x11P - 20120104.pdf; Map name: 2012 and 2013 Street Rehabilitation Projects Map - Sheet 4 - 8_5x11P - 20120104.mxd Grove p
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