Oregon Passenger rail station area assessments

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Table of Contents harrisburg...... 37 Summary Assessment ...... 37 CHapter 1 | Introduction...... 1 Operational Feasibility...... 38 Introduction and Project Background...... 1 Customer Demand...... 39 Relationship to Other Plans...... 2 Site Suitability...... 40 Document Organization...... 3 Interconnectivity...... 40 Chapter 2 | Process, framework & methodology...... 5 Tangent...... 41 Station Identification and Assessment Process...... 5 Summary Assessment ...... 41 Stations under Consideration ...... 5 Operational Feasibility...... 42 Station Location Evaluation Criteria ...... 6 Customer Demand...... 43 Evaluation Criteria Background...... 6 Site Suitability...... 44 Station Evaluation Criteria ...... 10 Interconnectivity...... 44 Chapter 3 | comparison of assessment results & key findings...... 13 Albany...... 45 Summary of Assessment Findings...... 13 Summary Assessment...... 45 Key Findings ...... 13 Operational Feasibility...... 46 Operational Feasibility and Customer Demand...... 13 Customer Demand ...... 47 Station Area Suitability and Interconnectivity ...... 19 Site Suitability...... 48 Evaluation Criteria Results...... 21 Interconnectivity...... 49 Future Considerations...... 22 Corvallis...... 51 Existing Station Assessment...... 22 Summary Assessment...... 51 Station Area Planning...... 22 Operational Feasibility...... 52 CHapter 4 | Station area Assessments...... 23 Customer Demand ...... 53 springfield...... 25 Site Suitability ...... 54 Summary Assessment ...... 25 Interconnectivity...... 55 Operational Feasibility...... 26 Salem...... 57 Customer Demand...... 27 Summary Assessment...... 57 Site Suitability ...... 28 Operational Feasibility...... 58 Interconnectivity...... 29 Customer Demand ...... 59 Eugene...... 31 Site Suitability...... 60 Summary Assessment ...... 31 Interconnectivity...... 61 Operational Feasibility...... 32 Customer Demand...... 33 Site Suitability...... 34 Interconnectivity...... 35

Oregon Passenger Rail Station Area Assessments Table of Contents | i table of contents

keizer...... 63 Oregon City...... 95 Summary Assessment...... 63 Summary Assessment ...... 95 Operational Feasibility...... 64 Operational Feasibility...... 96 Customer Demand ...... 65 Customer Demand ...... 97 Site Suitability ...... 66 Site Suitability...... 98 Interconnectivity...... 67 Interconnectivity ...... 99 brooks...... 69 ...... 101 Summary Assessment ...... 69 Summary Assessment...... 101 Operational Feasibility...... 70 Operational Feasibility...... 102 Customer Demand ...... 71 Customer Demand...... 103 Site Suitability ...... 72 Site Suitability ...... 104 Interconnectivity ...... 72 Interconnectivity ...... 105 woodburn...... 73 Summary Assessment...... 73 List of Tables Operational Feasibility...... 74 Table 2-1. Potential Station Communities...... 6 Customer Demand...... 75 Table 2-2. Evaluation Criteria Framework ...... 11 Site Suitability...... 76 Table 3-1. Intercity Travel Flows (Daily trips between selected communities)...... 14 Interconnectivity...... 77 Table 3-2. Total Average Daily Station Activity*...... 18 wilsonville...... 79 Table 3-3. Bicycle and Pedestrian Commute Mode Share (2007–2011)...... 20 Summary Assessment ...... 79 Table 3-4. Evaluation Criteria Results...... 21 Operational Feasibility...... 80 Customer Demand ...... 81 List of Figures Site Suitability ...... 82 Figure 1-1. Preliminary Alternatives...... 1 Interconnectivity...... 83 Figure 2-1. Eugene-Springfield to North Albany...... 7 tualatin...... 85 Figure 2-2. North of Albany to North of Wilsonville...... 8 Summary Assessment ...... 85 Figure 2-3. North of Wilsonville to ...... 9 Operational Feasibility...... 86 Figure 3-1. 2010 Population Density...... 15 Customer Demand ...... 87 Figure 3-2. 2035 Population Forecast...... 15 Site Suitability ...... 88 Figure 3-3. Existing and Potential New Station Area Populations...... 16 Interconnectivity...... 89 Figure 3-4. Population Density - Existing and Potential New Station Areas...... 16 canby...... 91 Figure 3-5. 2011 Employment Density...... 17 Summary Assessment ...... 91 Figure 3-6. Employees in Existing and Potential New Station Areas...... 17 Operational Feasibility...... 92 Figure 3-7. Employment Density - Existing and Potential New Station Areas...... 17 Customer Demand ...... 93 Figure 3-8. Station Activity (Daily)...... 18 Site Suitability...... 94 Figure 3-9. Total Riders (Daily)...... 18 Interconnectivity...... 94 Figure 3-10. Percent Increase over Base Year or 2035 Baseline...... 18 ii | Table of Contents Oregon Passenger Rail Station Area Assessments CHapter 1 | Intr¥§o5 duction

Figure 1-1. Preliminary Alternatives Introduction and Project Background ¤£30 ^Vancouver, WA o The Oregon Department of Transportation (ODOT) is leading the Oregon Passenger Rail (OPR) Project, which will include a ¤£26 Draft and Final Environmental Impact Statement (EIS) to identify a preferred alternative for improving passenger rail service Hillsboro ^ 84 in the Oregon segment of the federally designated Pacific Northwest Rail Corridor (PNWRC) between Eugene/Springfield and Portland ¥§ Tillamook Vancouver, Wash. As the population continues to grow in the Willamette Valley (it is expected to increase by approximately W A S H I N G T O N 5 M U L T N O M A H ¥§ 205 ¤£101 ¥§ 35 percent and reach 3.6 million by the year 2035), the resulting increased urbanization and traffic congestion in the area Milwaukie ¤£26 will require more intercity and regional travel options to meet future demand. ST9!9W T I L L A M O O K ¥§205 ^Oregon City Intercity passenger rail stations are the nodes of the rail system; that is, they are where all trips originate and end and where Wilsonville passengers make connections to other forms of transportation. Unlike light rail or commuter rail service that provides Y A M H I L L 9!9W several stops or stations within relatively short distances, intercity passenger rail has fewer stops, so that it can provide McMinnville ST Donald faster intercity connectivity. Intercity passenger rail corridors connect major population centers 100 to 600 miles apart and 5 compete with automobiles, air travel, and . These longer trips are supported by other regional and local ¥§ C L A C K A M A S transit service. For intercity passenger rail to function effectively and efficiently, stations must serve the largest populations Woodburn 9!9E with the fewest stops, because with every stop at a station, the travel time of a train is extended. Unlike other modes of ST9!9W ST transit, intercity passenger rail requires longer dwell times at each station to load and unload passengers and baggage, and OP18 Brooks acceleration and deceleration times needed to access the station are longer because of the larger equipment and passenger Keizer capacity of this mode of transit. Therefore, careful consideration of each station location is essential to making sure that 22 M A R I O N each station located along the rail line provides intercity mobility, meets service targets for travel time, serves and is Dallas OP ^o Salem complementary to its surrounding area, and is well integrated into the local urban transportation network. P O L K OP22 “Station areas are unique places where high-speed and intercity passenger rail can connect seamlessly ¥§5 with intermodal options like public transit. The infill development around the station can boost economic ST9!9W growth and community vitality.” - Federal Railroad Administration (FRA) Administrator Joseph Szabo, from FRA publication, Albany Millersburg “Station Area Planning for High-Speed and Intercity Passenger Rail” ¤£20 ^ £20 L I N C O L N ¤ Preliminary Alternatives* Corvallis L I N N Tangent Blue * Dashed line indicates option. Parallel colored Purple lines indicate use of B E N T O N Red same alignment by ST9!9E ST9!9W ¤£20 Yellow multiple alternatives ^ Existing

Halsey o Airport Monroe ¥§5

Harrisburg Junction City

o L A N E ST1!26 ST1!26 ^ Springfield Eugene 0 15 [" Miles

Oregon Passenger Rail Station Area Assessments Introduction | 1 Preliminary Alternatives October 1, 2013 introduction

OPR Goals and Objectives The OPR Project is evaluating several potential rail corridor alternatives with various existing and potential stations Goal 1: Improve passenger rail mobility and between Eugene/Springfield and Vancouver, Wash. (see accessibility to communities in the Willamette Valley. Figure 1-1). Potential stations were proposed during public scoping in the fall of 2012 (see Appendix A for Objectives: public open house summaries) for the OPR Tier I Draft EIS. This assessment guides the development of alternatives 1A – Provide a viable alternative to auto, air, and bus (see Figures 2-1, 2-2 and 2-3 in Chapter 2) and proposed travel between Eugene/Springfield and Vancouver, schedules by identifying communities that have the most Wash. advantageous factors to support a rail station and to help fulfill the project goals and objectives. 1B – Provide reliable and frequent passenger rail service. This station area assessment provides direction to ODOT and local jurisdictions regarding station locations for the 1C – Support multimodal integration at each proposed alternatives in communities that will result in passenger rail station. maximum economic development, multimodal access and train operations for the entire corridor. The assessment 1D – Allow for future passenger rail improvements, also takes into account public input about station locations. including higher speeds. This station assessment does not focus on determining or recommending specific locations for stations within Goal 2: Protect freight-rail capacity and investments in • communities. Rather, the findings of this assessment act By providing this assessment in the early stages of analysis— The alternatives selection report will contain the results the corridor, and maintain safety. of the screening and evaluation process leading to the as the initial guidance for where stations should be located before a preferred alternative is selected—the value of selection of alternatives for study in the Draft EIS. based on criteria developed to aid in station location that serving different communities can be weighed in comparing Objectives: are consistent with the station assessment methodology potential alternatives. For example, this document contains • The Draft EIS will contain analysis of alternatives and 2A – Does not increase conflicts between passenger completed by the State Department of assessments of communities that could not all be served station areas, and will also include developing the rail or freight rail and vehicles. Transportation (WSDOT) for its portion of the Cascades by any one rail corridor alternative, and selection of one business case for the project. Corridor (the line which runs from Vancouver B.C. to corridor alternative over another could eliminate some station communities from consideration. Similarly, if the • The Service Development Plan will identify existing and 2B – Protect freight-rail carrying capability. Eugene, Ore.) in Washington. Future implementation of the future service characteristics necessary to support the project will require additional analysis and public input, with route for a rail corridor alternative requires additional preferred alternative. Goal 3: Plan, design, implement, maintain, and operate active leadership by local jurisdictions. distance or time to reach a particular community, but that community could not support sufficient ridership to warrant In addition, the New Stop Evaluation a cost-effective project. Existing stations were evaluated at their current locations, a stop on the rail route, that reasoning could be used to – Auburn, which was authored by WSDOT (June 2013), Objectives: but several other potential station areas were identified eliminate such an alternative from further consideration. provided context for the approach for the station assessment during public scoping that do not have defined locations work summarized in this assessment. Given that the PNWRC 3A – Develop a strategy that can be reasonably within communities. These potential station locations crosses both Oregon and Washington, it is important to Relationship to Other Plans funded and leveraged with range of investment include geographic areas that: (1) serve the community employ a consistent approach in assessing new and existing tools for construction and operation. that suggested the station, and (2) serve either the central This assessment was developed to support the OPR stations. An outcome of the project is to identify a station business district or is located along one of the preliminary assessment approach for the selection of future stations. The Project by informing the alternatives development and 3B – Serve the maximum number of people with alignments that could serve the community. These potential approach used for the OPR Project is consistent with WSDOT selection process for the Draft EIS. Previous work and public every dollar invested. station locations are general locations; they are not specific engagement was used in preparation of this assessment approach, and also reflects the specific questions the OPR parcels within the community. There are no detailed and will inform future tasks. Such previous work and future Project must address to select alternatives to be evaluated examinations of station area site construction needs or documents include: in the Draft EIS and the eventual selection of a preferred environmental aspects and impacts of the station areas in alternative. This approach will facilitate a systematic this assessment. • The Scoping Report (January 2013) contains a summary approach to considering additional stations within the of the public and agency scoping process. corridor over time.

2 | Introduction Oregon Passenger Rail Station Area Assessments introduction

Document Organization Chapter 4. Station Area Assessments: This chapter Goal 4: Provide an affordable and equitable travel contains assessments for each station area that provide alternative. This assessment is organized to present the framework and the background for the station area assessments. The analysis for the full corridor, followed by key findings for assessments contain population and employment maps, Objectives: each of the identified station communities. It is divided into zoning maps, and transit and aerial maps for each station four sections: area. 4A – Provide a viable and affordable alternative for travelers. Chapter 1. Introduction: This chapter describes the project, the purpose of this assessment and how it fits into the 4B – Provide equitable investments and service, with project. consideration to race/ethnicity and income.

Goal 5: Be compatible with passenger rail investments Chapter 2. Process, Framework and Methodology: This chapter reviews the level of detail of the assessment, the planned in Washington State. guiding framework and principles for assessing the station, the evaluation criteria, and methodology and data sources Objective: used.

5A – Provide passenger rail service to meet the existing and future passenger rail demand for an Chapter 3. Comparison of Assessment Results and Key Findings: This chapter provides an analysis of the interconnected system in the Pacific Northwest High assessment results for each of the station areas, compares Speed Rail corridor. them to the guiding framework in the context of the evaluation criteria and identifies key findings. Goal 6: Promote community health and quality of life for communities along the corridor.

Objectives:

6A – Benefit communities within the corridor.

6B – Minimize negative impacts to communities along the corridor.

Goal 7: Protect and preserve the natural and built environment.

Objectives:

7A – Support Oregon’s commitment to the preservation of resource lands and local land use and transportation planning.

7B – Reduce greenhouse gas emissions in support of national and state policies to slow climate change.

7C – Avoid and minimize impacts to the natural environment and cultural resources.

Oregon Passenger Rail Station Area Assessments Introduction | 3 This page left intentionally blank. Chapter 2 | Process, framework & methodology

Station Identification and Assessment Process Stations under Consideration There are a number of existing and potential passenger rail stations that could serve passenger rail traffic between the cities The scoping process identified several communities where there is an interest in potentially having a new station. In some of Eugene, Ore., and Vancouver, Wash. As described in Chapter 1, potential new station locations were identified through communities, multiple general locations are considered, particularly if more than one preliminary alternative crosses the public input during the public scoping process. In addition, all of the existing rail stations are included in this assessment. community. For example, in Woodburn, the purple, blue, and red alternatives all run at different locations through the city and could not all stop in the same location. All existing station locations are included in the station assessment. The assessment process combines travel market analysis, based on a rider survey, and existing commuting pattern information, Geographic Information Systems (GIS) analysis, land use and multimodal assessments, and public and agency The following list of suggested communities for passenger rail stations was identified during the scoping process: input. This station assessment informs the corridor-level analysis that is currently underway to identify the preliminary alternatives for potential rail corridors to serve the travel market from Eugene/Springfield to Portland by considering what Eugene Newberg Springfield Woodburn cities in the Willamette Valley might support passenger rail. The resulting corridors and station areas considered in this Veneta Salem Harrisburg Keizer assessment are described below. Corvallis Canby Tangent Wilsonville Before beginning this station assessment, the project team evaluated all of the corridor alignment concepts suggested during Albany Oregon City Monmouth Lake Oswego the scoping phase of the project against the Purpose and Need screening questions using readily available environmental Brooks Tualatin McMinnville Portland resource, land use and engineering data. Thresholds were established to determine whether the corridor alignment concept clearly passed or clearly failed with respect to the screening question. If a concept did not clearly fail a screening question, it was forwarded into the current assessment. Figure 1-1 shows the corridor concepts that passed the initial screening process. Potential station locations identified during scoping and located along the corridor alignment concepts that passed the initial screening process were carried forward into the more detailed station assessment process. Potential station locations identified during scoping that were along corridor alignment concepts that were removed from consideration, based on screening against the Purpose and Need, were not carried forward, because they would have no connection to concepts that were carried forward as alternatives.

Based on the initial screening of corridor alignment concepts against the project Purpose and Need, the following station locations were eliminated from further consideration, because they are on an alignment that was not carried forward into the evaluation:

• Lake Oswego • McMinnville • Newberg • Monmouth • Veneta

The remaining 15 community areas for station locations (see Table 2-1) are included in the station area feasibility assessment. Figures 2-1, 2-2 and 2-3 show the corridors and stations under consideration. If preliminary alternative alignments are removed from consideration during the alternatives evaluation process, the related stations will also be removed from consideration.

Oregon Passenger Rail Station Area Assessments Process, Framework & Methodology | 5 Process, framework & methodology Table 2-1. Potential Station Communities Station Location Evaluation Criteria City Alternative(s) serving city Evaluation Criteria Background Eugene Blue, purple, yellow Washington and Oregon are working to manage their passenger rail services together as a unified corridor. Therefore, Springfield Blue, purple, yellow, red potential new stops will be evaluated based on benefits and disadvantages for the entire passenger rail corridor. As such, a consistent station assessment strategy for both Oregon and Washington is necessary to ensure that the entire corridor Harrisburg Blue, purple is managed effectively. In June of 2013, WSDOT completed a new stop evaluation for a station in Auburn, Wash., at an existing Sounder station. The new stop evaluation included specific evaluation criteria that are consistent with the State of Corvallis Yellow Washington State Rail Plan and state and federal regulations. Evaluation criteria were structured around five key factors: Tangent Blue • Operational feasibility Albany Blue, purple, yellow, red • Customer demand Salem Blue, red • Station suitability

Keizer Purple, red • Interconnectivity benefits • Fiscal viability Brooks Blue, red Although this assessment uses the evaluation criteria developed for the new stop evaluation process in Washington as a Woodburn Blue, purple, red framework for evaluating the stations, the purpose and context of this assessment are different than those of the new stop evaluation for the Auburn station. While the new stop evaluation for the Auburn station assessed the feasibility of only Canby Blue one stop at an existing Sounder station on the existing Amtrak Cascades alignment, this assessment for the OPR Project is an initial assessment of viable station locations as part of the refinement process for multiple rail corridor alignment Wilsonville Red, purple alternatives along the entire length of the corridor from Eugene/Springfield to Vancouver, Wash. This assessment, while Oregon City Blue, red considering each existing and potential station location, is more focused on assessing the ability of a geographic area to support an intercity passenger rail station. As a result, the overall analysis for this assessment combines a quantitative Tualatin Red analysis to identify the market potential for areas along the potential corridors with a GIS and qualitative analysis of general station locations within communities to identify sustainable locations (in general) for stations. This assessment is directed Portland Blue, red towards reviewing general potential station site acceptability concurrent with the travel demand forecasting process. Because the exact location and footprints of potential stations are unknown, impacts to the environment and other features such as cultural resources were not identified.

The assessment also uses station area location guidance from the Station Area Planning for High-Speed and Intercity Passenger Rail, prepared by the U.S. Department of Transportation, Federal Railroad Administration (FRA), and Office of Railroad Policy and Development, as applicable for this stage of analysis. This report provides guidance to “accomplish successful station area planning and achieve an optimal integration of the station in its context — to ensure ridership growth and capture livability, sustainability, and economic benefits.” The three main principles from the report are:

1. LOCATION: Optimize the station location. 2. TRANSPORTATION: Maximize station connections with other transportation modes.

3. DEVELOPMENT: Shape it through urban design; focus infill development around the station.

Station area assessments for each existing and potential station are included in Chapter 4. Each station area was evaluated against the questions for consideration derived from the Station Area Planning for High-Speed and Intercity Passenger Rail report; station-specific goals, objectives and evaluation criteria developed for the OPR evaluation process; and WSDOT’s evaluation criteria as they related to this project. 6 | Process, Framework & Methodology Oregon Passenger Rail Station Area Assessments Philomath Process, framework & methodology

P O L K C o u n tt y UV34

Potential Corvallis Station William L. Finley NWR Corvallis ^^ Veneta ^^ Alternative A-4 Monroe UV99W UV99W B E N T O N C o u n tt y Adair Village Potential Corvallis Station

Fern Ridge Lk Alternative A-4 UV34 Alternative A-2 UV99 Hwy 34 Option

240 UV36 Suggested VU221 VU Harrisburg Alternative A-3 Albany Alternative A-3 (Purple) Junction City Existing UV99W Station Station Alternative A-4 (Yellow) Amtrak End of Section A Suggested Start of Section B UV99 Tangent 99E Station UV ^^ Tangent ^ Willamette Valley NWR Harrisburg ^ VU219 Alternative A-1 ^ Albany VU99E UV99E UV569 UV99E Millersburg Alternative B-2 Halsey Alternative A-2 UV22 Central Albany Option Eugene 99E ^ §¨¦5 UV ^ ¨¦§5 VU219 ¨¦§5 VU219 UV569 UV99E Alternative B-1 VU213 VU219 UV126 End of Section A UV99E Alternative A-2 n B Parish Gap UV34 Potential Start of Sectio Option Jefferson Existing Eugene §¨¦5 UV99 Amtrak Station 219 VU UV99W UV228 ^ VU99E UV569 L A N E C o u n tt y L II N N C o u n tt y Coburg UV22 §¨¦105 PORTLAND VU213 §¨¦5 VU214 Brownsville Alternative B-1 (Blue) UV126 Springfield Alternative B-3 (Purple) ^^UV528 Aumsville UV211 126 ¨¦§5 UV Potential Springfield Station Lebanon Creswell UV126 VU214 VU551

EUGENE/ VU214 SPRINGFIELD Scio VU226 UV126 VU99E Sodaville Stayton UV126 Sublimity Data Sources: Benton County, CH2MHill, Preliminary Alternatives (October 2013)* Evaluation Section Line Wetland Priority Site City of Albany, City of Eugene, , (Willamette Synthesis Project) ALTERNATIVES EVALUATION Clackamas County, ESRI, Historic District Parks, A-1 (Blue) ^ ExistingExisting AmtrakPassen gStationer Rail Station Waterloo Figure 2-1. Lane County, Linn County, Marion County, Wetland Metro RLIS, Oregon Department of Fish & Wildlife, A-2 (Red) Section A ^^ PotentialPotential StationStation Federally-designated Critical Habitat Eugene-Springfield to North Albany 170 Oregon Department of Transportation, Oregon ! ! VU226 UV22 VU A-2 Central Albany Option (Red) (Linear Feature) Eugene-Springfield to North of Albany Geospatial Enterprise Office (GEO), Polk County, ^^ SuggestedSuggested StationStation US Census, US Fish & Wildlife Service A-3 (Purple) Federally-designated Critical Habitat * Parallel colored lines indicate use (Area Feature) [ A-4 (Yellow) of same alignment by multiple 0 5 Park or Open Space Miles A-4 Hwy 34 Option (Yellow) alternatives. UV22

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UV34 Alternative A-2 UV99 Hwy 34 Option Dayton P O L K C o u n tt y 240 UV36 VU221 VU Existing Albany UV99W tation Amtrak S End of Section A Suggested Start of Section B Y A M H II L L C o u n tt y Dundee UV99 Tangent 99E Station UV Existing Salem Potential Tangent Willamette Valley NWR ^ Amtrak Station Keizer Station VU219 Albany VU99E Keizer 99E UV ^ St. Paul Newberg UV569 UV99E Millersburg Alternative B-2 Salem Alternative A-2 UV22 Central Albany Option ^^ 99E ^ §¨¦5 UV ^ ¨¦§5 VU219 ¨¦§5 VU219 UV569 VU99E ^^ Alternative B-1 VU213 VU219 UV126 End of Section A VU99E Alternative B-3 n B Parrish Gap ^^ UV34 Potential Albany Station Start of Sectio Option Jefferson §¨¦5 Potential Suggested Brooks UV99 VU219 Station Potential Woodburn Station UV99W UV228 ^^ Turner UV99E n UV569 Potential Woodburn Statio Gervais ^^ Sherwood UV22 §¨¦105 Beaverton VU213 Woodburn Alternative B-1 Potential Alternative B-3 §¨¦5 VU214 Donald Wilsonville Wilsonville Option Alternative B-1 (Blue) ^^ Station King City UV126 Alternative B-3 (Purple) Alternative B-3 Tigard UV528 Potential Woodburn Station Hubbard Tualatin Aumsville UV211 UV126 ¨¦§5 ^^ ^^ Durham M A R II O N C o u n tt y Alternative B-3 Wilsonville UV126 VU214 VU551 Aurora Option Rivergrove Mt. Angel Aurora VU214 Scio 226 VU 99E UV126 Silverton UV Lake Oswego Stayton Barlow

UV126 Sublimity Suggested Canby Station ^^

Canby PORTLAND VU226 UV22 VU170 West Linn L II N N C o u n tt y Milwaukie C L A C K A M A S C o u n tt y End of Section B Start of Section C Oregon Scotts Mills City Gladstone UV22 Oregon C^ity Amtrak Station Preliminary Alternatives (October 2013)* Evaluation Section Line Wetland Priority Site (Willamette Synthesis Project) Johnson City 226 VU213 VU Data Sources: Benton County, CH2MHill, B-1 (Blue) ^ ExistingExisting AmtrakPassen Stationger Rail Station Wetland City of Albany, City of EugeneUV,2 C2ity of Portland, VU213 B-1 Parrish Gap Option (Blue) ^ ALTERNATIVES EVALUATION Clackamas County, ESRI, Historic District Parks, ^ PotentialPotential StationStation Federally-designated Critical Habitat Figure213 2-2. EUGENE/ ! ! VU VU213 Lane CoVU2un2t6y, Linn County, Marion County, VU213 SPRINGFIELD B-2 (Red) ^^ SuggestedSuggested StationStation (Linear Feature) VU213 VU213 Metro RLIS, Oregon Department of Fish & Wildlife, North of Albany Stoec Northtion B of Wilsonville B-3 (Purple) Federally-designated Critical Habitat Oregon Department of Transportation, Oregon VU214 * Parallel colored lines indicate use North of Albany to North of Wilsonville Happy Valley Geospatial Enterprise Office (GEO), Polk County, (Area Feature) Molalla B-3 Aurora Option (Purple) US Census, US Fish & WVU2il2d6life Service of same alignment by multiple Park or Open Space B-3 Wilsonville Option (Purple) alternatives. [ FWS Refuge 0 5 Lyons Miles Known Major Landslide Area UV211 UV22

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^ ¨¦§5 ^ W A S H I N G T O N C o u n t y Beaverton Alternative C-1 (Blue) Alternative C-1 Eastside Option 1 (Blue) Wilsonville W A S H I N G T O N C o u n t y 217 Alternative C-2 (Red) Alternative C-2 Eastside Option 1 (Red) Tualatin UV ^^ Durham Potential Wilsonville Station Tigard ¨¦§5 Alternative C-1 Eastside Option 2 (Blue) Potential Tualatin Station Alternative C-2 Eastside Option 2 (Red) r e 10 iv VU R Alternative C-2 Existing Vancouver End of Section B Rivergrove te t Amtrak Station e Start of Section C m a l l i W UV99W ¨¦§205 UV501 Lake Oswego ¨¦§5 ^ Existing Portland 405 Union Amtrak Station ¨¦§ 99W 405 UV 99W ¨¦§ ¨¦§5 UV ^ 99W ¨¦§5 ^^UV ¨¦§5 UV99E 99E UV r ¨¦§84 e Potential Portland v Alternative C-1 i Eastside Station R VU43 99E M U L T N O M A H C o u n t y a UV M U L T N O M A H C o u n t y i b

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Alternative C-2 ¨¦§84

Data Sources: Benton County, CH2MHill, Wetland Priority Site Preliminary Alternatives (October 2013)* Evaluation Section Line 14 City of Albany, City of Eugene, City of Portland, (Willamette Synthesis Project) ALTERNATIVESVU EVALUATION Clackamas County, ESRI, Historic District Parks, C-1 (Blue) ^ ExistingExisting AmtrakPassen Stationger Rail Station Figure 2-3. EUGENE/ Lane County, Linn County, Marion County, Wetland Metro RLIS, Oregon Department of Fish & Wildlife, C-1 Eastside Option 1 (Blue) ^^ PotentialPotential StationStation Section C SPRINGFIELD Happy Valley Federally-designated Critical Habitat North of WilsonvilleVU14 to Vancouver Oregon Department of Transportation, Oregon ! ! C-1 Eastside Option 2 (Blue) Suggested Station (Linear Feature) North of Wilsonville to Vancouver Geospatial Enterprise Office (GEO), Polk County, ^^ Suggested(Score not iStationn evaluation total) US Census, US Fish & Wildlife Service C-2 (Red) Park or Open Space Proposed Tunnel C-2 Eastside Option 1 (Red) [ 0 2 DaCm-2a sEcaustside Option 2 (Red) * Parallel colored lines indicate use of same alignment by multiple altGerrensahtaimves. Miles

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Station Evaluation Criteria

Each station location was assessed using both the WSDOT evaluation criteria and FRA guidance described above, with the exception of “fiscal viability.” Fiscal viability was not evaluated, because the fiscal viability of the project will be evaluated in future phases of the project when the business case and service development planning tasks are completed as part of the DEIS. However, ridership is one of the key drivers in locating stations, so the travel market analysis currently being completed for the project serves as a proxy for fiscal viability in that the larger the market is for riders near the station, the greater is the potential for increasing the financial success of the project.

The Washington new stop evaluation process is incorporated into this evaluation process, but it has been further refined for this assessment. The process allows each station to be evaluated according to the answers to two questions:

1. First, does the existing or potential station location have the existing or potential travel market to support a station, and if so, does it provide an operational benefit or impact on the rail corridor connecting other cities and regions? This question is addressed through the travel market analysis based on ridership forecasting and the GIS-based travel analysis. 2. Second, is the existing or potential station community a suitable location for a station because it has high employment and/or residential densities and key attractors, and offers interconnectivity with nearby local transit and a consistent, connected pedestrian and bicycle network? This question is answered using existing information from the corridor concept evaluation process.

These questions focus on the travel market and operational potential station area site context. While these questions should be considered in relation to each other, a community should first be able to, or have the potential to, support a station with train ridership. If there is the potential for ridership, then the station location must also support the desired operational characteristics for the train service. For example, a community could be a suitable location for a station in the context of site suitability (e.g., it could have urban densities and mixed uses, and/or strong redevelopment potential) and interconnectivity (e.g., it could have nearby transit hub(s) and a strong bicycle network), but if it isn’t part of a network of metropolitan areas in the corridor where population and employment are concentrated or doesn’t have a strong market demand, or it requires substantial out-of-direction travel, it may not have the necessary attributes to serve as an intercity passenger rail station. Table 2-2 describes the evaluation criteria used for the station assessment in the context of the above considerations.

10 | Process, Framework & Methodology Oregon Passenger Rail Station Area Assessments Process, framework & methodology

Table 2-2. Evaluation Criteria Framework Assessment Methodology , Focus Area, WSDOT Evaluation Criteria Questions for Consideration* and Data Sources

Market Potential and Operational Feasibility

Operational Feasibility This evaluation criterion assesses the location of the stop compared to other stops for station spacing in the Is the station located to maximize access between regional or city centers to create an intercity passenger rail (Reflects OPR Goals 1, 3 and 5) corridor network; such as, are the stations spaced on their respective corridors so that their 30-minute drive regional network? time does not significantly overlap?

Focus Area: Corridor and 30-minute drive time.

Data Sources: GIS-based drive time analysis to identify the length of time it could take to reach a station (general location) and area covered within 30 minutes of an existing or potential station location.

Customer Demand This evaluation criterion assesses potential market demand for a stop at each station. Is there adequate current or potential demand to locate a station?

(Reflects OPR Goals 1 and 3) Focus Area: Corridor and 1-mile, 5-mile, and 10-mile radiuses. What is the assumed shift from other modes to passenger rail?

Data Sources: Rider surveys of existing passenger rail and thruway bus travelers along the I-5 corridor; potential ridership assessments for each travel market; population and employment densities from the U.S. Census Bureau and the Oregon Employment Department, and Oregon Household Commutes Survey information.

Station Area Siting Suitability

Station Suitability This evaluation criterion considers the overall land use compatibility by reviewing existing land uses and Is the project serving and at the same time capitalizing on viable existing development? (Reflects OPR Goal 6) zoning, and assesses the strengths and challenges of station location in consideration of compatibility with surrounding land uses, both existing and planned. Is the station located in the “heart” of the activity center, in the 24-hour active zone, in the most walkable area, where it would be most convenient and safe for the traveler to arrive? Focus Area: 1-mile radius. Is there a mix of land uses or existing mixed-use zoning? Data Sources: Jurisdictional and urban growth boundaries, aerial maps, land use plans and zoning and development code. Information gathered during the corridor evaluation process based on the project’s goals Is there development potential in the valuable one-quarter mile radius of the station? and objectives, including existing land use and redevelopment potential.

Interconnectivity This evaluation criterion considers the multimodal and overall transportation network and connectivity at Is the station physically connected to other passenger transport such as, commuter rail, heavy rail transit, light (Reflects OPR Goal 1) each station area. rail, streetcars, trams, buses, etc., so that transfers are convenient? Focus Area: 5-mile radius. In the station area, are the streetscapes designed to invite walking, biking, and use of public transit?

Data Sources: Information gathered during the corridor evaluation process based on the project’s goals and objectives, including transit agency information, transportation system plans, and aerial maps.

* Station Area Planning for High-Speed and Intercity Passenger Rail, prepared by the U.S. Department of Transportation, Federal Railroad Administration, and Office of Railroad Policy and Development.

Note: OPR Goals 2, 4, and 7 are not specific to station areas and are not included in the analysis framework.

Oregon Passenger Rail Station Area Assessments Process, Framework & Methodology | 11 This page left intentionally blank. Chapter 3 | comparison of assessment results & key findings

Summary of Assessment the 120-mile corridor. Passenger rail generally serves longer Snapshot of Key Findings How many riders can be expected to use the distance travel (greater than 50 miles) due to competition Findings station? How will total ridership change for the from other modes of transportation, and as such has a very Operational Feasibility and Customer Demand corridor?” specific travel market. Within the project corridor, there are • The existing stations connect the metropolitan This chapter contains a summary of the key findings for each approximately 10.3 million daily trips, but the vast majority centers in the Willamette Valley that have the station area based on the methodology described in In addition to having the necessary employment and of these trips are short trips, either regional (such as trips highest population and employment densities. Chapter 2. As discussed, there are several considerations residential densities to generate ridership, being near between Eugene and Springfield), local trips within a city, that should be weighed when reviewing how a station key destinations is critical to the continued growth of • Thirty-minute drive times connect or overlap for or are located far enough away from the project corridor ranks compared to other existing and potential station ridership over time. the existing stations. This indicates that most of the that it makes taking the train infeasible. Overall, there is a population and employment base in the corridor is locations. Stations serve multiple purposes for a community, potential market; that is, trips within the corridor that are served within a 30-minute drive time. including serving as economic development tools that can similar to the type of trip intercity passenger rail serves, of be a significant part of a community’s identity, but first and • Being centrally located in a metropolitan city approximately 28,400 daily trips between travel markets. foremost, they are connection points to the larger regional center and urbanized corridor increases access While this does not equate to actual ridership, it does show passenger rail system. Key Findings and connectivity from multiple directions and for that there is potential demand for increased service in key surrounding communities. markets. Table 3-1 describes the travel flows between key While this analysis looks at stations individually, the station areas along the corridor, including potential new markets • Although there are areas to the western and locations must also complement one another as part of Operational Feasibility and Customer where potential stations are identified. eastern edges of the valley that may have regional the larger corridor system. This means they must serve the Demand activity centers (such as Corvallis), they are not as largest travel markets by being strategically placed along the centrally located as those along the I-5 corridor, For the OPR Corridor Investment Plan, station locations are passenger rail corridor. As a system, the stations together which complicates providing intercity passenger being reviewed as part of the Alternatives Development must serve the greatest demand and be located so that they service if the goal is to have a limited number process. All alternatives provide for the possibility of meet the service goals for the OPR Project. of stops and still serve the key population and potential new stations either in addition to or in lieu of employment centers. Additional out-of-direction existing stations. As shown in Figures 3-1 through 3-5, travel increases travel time for some alternatives. the existing station locations connect and generally serve “Is the station located to maximize access • Some of the potential new stations, including the largest population and employment centers in the Harrisburg, Tangent, and Brooks, do not serve major between regional or city centers to create a Willamette Valley, thus satisfying a key goal of intercity regional network?” city centers, and future population projections for passenger rail. Each existing passenger rail station is within these communities (Figure 3-1) suggest that they 1 Existing regional centers, because of their high a 30-minute drive of another existing passenger rail station . will continue to remain small communities. All employment and residential densities, distinguishable As shown in Figures 3-4 through 3-7, existing station of these smaller communities are within a 20- to 30-minute drive to an existing station. built environment, connections to the local public locations generally have higher population and employment transportation systems and active transportation densities than other areas, because they are centrally network, provide strategic locations for high-speed rail located in the Willamette Valley (and along the I-5 corridor), passenger stations. Connected regional and city centers making terrain easier to traverse to connect to other create efficient regional alternative transportation communities. Many of these communities developed around networks, of which intercity passenger rail is a key rail lines and other transportation routes and have become component. focal points for both commerce and transportation. Potential Travel Market The project used a variety of data sources described in the Travel Market Analysis, including an onboard rider survey to determine the potential market for intercity passenger rail in

1 Drive times are general estimations that do not reflect traffic fluctuations and conditions. Rail station drive times were calculated using ESRI Streetmap North America 2012 data with standard impedances. Oregon Passenger Rail Station Area Assessments Comparison of Assessment Results & Key Findings | 13 Comparison of assessment results & key findings

When the additional stations in Corvallis, Woodburn and which is described in the following section. Additionally, on the train. Those trips are more likely to be made by Implementation Strategy that identifies opportunity areas Wilsonville were considered, the potential travel market just because these trips are consistent with the type of automobile. for a new station location. increased in size by up to 8,500 additional intercity daily trip that passengers might choose passenger rail, they trips, resulting in a total Eugene-Vancouver, Wash. market could still choose other options. This is particularly true for Key Markets in the Corridor While Springfield does not have a dedicated station, it does of approximately 37,000 daily trips. However, not all of communities such as Woodburn, where there are a high The corridor can be broken up into four key regional have a high a level of transit activity. The red alternative the these potential trips translate into additional ridership number of trips between Portland and Woodburn, but many urbanized areas in terms of operational characteristics and would include a station location in Springfield, however as some stations would only be constructed if a particular of those trips are likely to attractions such as the Woodburn customer demand: Eugene/Springfield, Albany/Corvallis, from a travel demand standpoint, Eugene is a larger alignment is selected (such as Corvallis and Wilsonville) Company Stores outlet mall. Shopping destinations are not Salem/Keizer, and Portland. Each of these regional areas community and has higher population and employment and the impact of the additional travel time translates typically transit rider generators because of limited train has one or more existing stations. Because existing stations densities than Springfield (see Figures 3-1 and 3-5). into lower ridership for other markets along the corridor, schedules and the challenge of carrying bulky purchases generally already serve the major travel markets, adding a Additionally, when considering driving times to access the existing station, downtown Springfield is within 10 minutes Table 3-1. Intercity Travel Flows (Daily trips between selected communities) new station to an existing route or on an alternative that would still serve existing stations must increase the existing and all of Springfield is within 20 minutes of the existing Trip Destinations and potential travel market at that location. In addition, new Eugene station (see Chapter 4, Eugene), meaning that the stations must not reduce the existing or future operational existing station does serve the regional population and goals of the service due to increased operational impacts employment areas. In comparison, a downtown Springfield for dwell time and acceleration/deceleration times. For a location would serve a similar market, but downtown new potential station to replace an existing station, such as Springfield does not have the same population and when the existing station cannot be served by a selected employment densities as the existing Eugene station. Trip alternative, the new station should also serve the same Orgins Eugene Springfield Albany Corvallis Salem Co. Salem-Polk Woodburn Wilsonville- Canby Oswego- Lake Oregon City Portland WA Vancouver, Total Productions travel market in that area as the existing station. The Corvallis/Albany area is currently served by the existing station in Albany. Corvallis has a major university (Oregon Eugene 1,119 62 186 489 1,662 62 3,581 Because the alternatives identify both existing and potential State University), a potential trip generator. Albany has the existing station and is more centrally located within Springfield 248 276 524 station locations in similar areas, it is important to review and compare station location areas in the context of the Willamette Valley travel corridor. A potential Corvallis station (only accessible via the yellow alternative) would Albany 87 152 587 826 customer demand and general operational requirements in relation to each other. For each of the following areas, the serve the same market as the existing Albany station. Additionally, the majority of estimated travel demand to/ Corvallis 174 152 436 87 849 Travel Market Analysis developed ranges of potential market demand. Ranges are identified because of the variation in from Corvallis or Albany is between Eugene and Corvallis, Salem 1,412 186 6,975 234 8,807 data sources used to assess the market, each having their primarily because of the large number of students studying own data limitations. at Oregon State University and the University of Oregon. Salem- 304 54 358 The Corvallis market (between 4,000 and 5,000 daily trips) Polk Co. The Eugene/Springfield area currently has one station in has a smaller sized transit market than Eugene, but could Eugene and all of the alternatives, except the red alternative, still provide some opportunities for increasing rail/bus Woodburn 174 87 1,483 1,744 would use the existing Eugene station. Long-distance travel service between Eugene and Corvallis in the future because patterns (greater than 50 mile trips) suggest that there is about 70 percent of those long distance trips occurs Wilsonville- 152 243 394 between those two communities. In comparison, the Canby a sizeable origin-destination market, particularly between Eugene and Portland. The Travel Market Analysis completed Albany travel market has 9,000-10,000 daily trips. Lake 276 152 2,712 3,139 for the project area identifies the Eugene market as the The existing Albany and potential Corvallis station areas Oswego- second largest market (between 6,000 and 11,000 daily Oregon City trips) within the Oregon portion of the Cascades route, only are within a 20-minute drive of each other, and each behind Portland in terms of potential ridership. Eugene and could serve the population of the other city within that Portland 1,220 276 467 697 6,255 358 1,392 10,666 Springfield are near one another, and from an operational drive shed. Additionally, Albany’s proximity to Corvallis standpoint, only one station within the area is necessary to means that local transit could provide a link without the Vancouver, 152 53 1,281 108 3,070 1,339 6,002 serve both communities, although both cities have plans operational impacts a new station in Corvallis would have. WA for rail service in their communities. Eugene is making plans Population and employment densities are actually slightly to improve transit access and provide improved station lower in the vicinity of the existing Albany station than in Total 3,211 462 846 784 8,903 466 1,716 3,408 1,980 11,723 3,391 36,889 operations at the existing station area, and Springfield has the vicinity of either potential Corvallis station location, Attractions developed a Downtown District Urban Design Plan and possibly because of the large freight rail yard that is 14 | Comparison of Assessment Results & Key Findings Oregon Passenger Rail Station Area Assessments Comparison of assessment results & key findings

adjacent to the current Albany station site. The operational growth, although the location of the station would be critical data suggests that the train would stop in only one of these to attract those trips as this market is primarily focused on communities—Albany or Corvallis—because of how close commuting to/from work. FigureDocum ent Path: Y:\O \O3-1D OT0000.07 620109\0600IN FO\GS \MPopulationaps\Phase 3\Station Area Assessm e nts\CDensityorridor_PopDen_8x11_portrait.mxd Date: 11/4/2013 Tim e: 10:23:30 AM U ser Name: m mf they are to one another and because of the need to improve overall travel time within the corridor. Adding a station The potential Keizer station area, which could be served by in Corvallis would increase the travel time of the Cascades the red or purple alternatives, is on the northern edge of Route between the route’s largest markets in Eugene and the urbanized portion of the Salem/Keizer area. From an Enlarged Portland, adversely affecting demand to/from Eugene and operational perspective, and because of the overall size and Area points north. density of the Salem/Keizer area, only one station location is practicable for the area. Although it is located adjacent Vancouver^ .! Salem/Keizer is an urbanized area in the I-5 corridor that to a transit center, the Keizer station area does not provide O R E G O N .! Portland has three stations identified on different alternatives: the intercity connectivity because it is located in a suburban area ^!( existing station in Salem (blue alternative), a potential adjacent to rural areas. The I-5 station area does not provide Milwaukie station along I-5 (red alternative) and a potential Keizer the direct intercity connection with the main regional Preliminary Alternatives* station (purple or red alternatives). The existing Salem activity center of the urban area, which is downtown Salem. Blue !( ^Oregon City * Dashed line station is centrally located in the densest employment However, downtown Salem is within a 10-minute drive time Purple !( indicates option Wilsonville and population area of the urbanized area. The potential from either the I-5 station area or the Keizer station area. In Brown !( I-5 station is also located in a dense population area, but addition, the 30-minute drive time for the I-5 station reaches Red Donald employment densities are not as high as those surrounding farther north (e.g., beyond Woodburn) and south (almost Yellow !(!( !( Woodburn the existing Salem station. An assessment of Salem’s travel to Albany) along the I-5 corridor because of the associated People per square mile market revealed that it is a sizable market (between 16,500 speed limits on I-5. Although the alternative selection 0 - 20 !( and 27,000 daily trips) and that 80 percent of the travel potentially will determine the ultimate station location for 21 - 250 Brooks + For select !( 251 - 500 Oregon counties. Keizer flows in the Oregon Cascades corridor are between Portland the Salem/Keizer urbanized area, the existing downtown 501 - 2000 Salem^!( and Salem, with relatively few of those trips currently on Salem station serves the largest market, particularly for 2001 - 5000 transit or rail. The size of the Salem/Keizer market and low commuters. 5001 and over non-auto share of trips indicates that there is a potential for

10 mile existing station buffer Figure 3-2. 2035 Population Forecast 30 minute drive time to an existing station 2035 Population Forecast Millersburg ^ Existing Amtrak Station Albany^!( 900,000 !( Potential Station !( !( !( 800,000 Corvallis Tangent

700,000

600,000 Population Halsey Forecast 500,000 Monroe 400,000 !( Harrisburg 300,000 Junction City Note: Data 200,000 unavailable for 2035 ForecastedPopulation* Brooks; Tangent 100,000 not shown (1,481 estimated pop.); ^ !( Eugene Springfield - Albany, Keizer, Salem, Tangent, and Woodburn are [ forecasted to 2030; Canby forecasted 0 15 to 2032. Miles

National Geographic, Esri, DeLorme, NAVTEQ, UN EP-W CM C, USGS, NASA, ESA, M ETI, N RC AN , GEBCO, NOAA, iPC, Oregon QC EW 2011 City Oregon Passenger Rail Station Area Assessments Comparison of Assessment Results & Key Findings | 15 Corridor 2011 Population Density November 4, 2013 Comparison of assessment results & key findings

In the Portland metropolitan area, having more than one stop in the region (e.g., two or more of the following: How did Washington state consider adding an additional stop? Portland, Oregon City, Tualatin, and Wilsonville) could be Figure 3-3. Existing and Potential New Station Area Populations feasible because of the expanse of the metro area and WSDOT completed a new stop feasibility study for an Existing and Potential New Station Area Populations the high concentrations of employment and population. Auburn, Wash. station. Except for interconnectivity, no 1,200,000 However, trips associated with both Oregon City and positive benefit was identified for adding a station at Wilsonville (e.g., to Portland or to Salem) are shorter than 1,000,000 this location, primarily because of the coverage provided are typically supported by intercity passenger rail service, by existing stations and the operational requirements, 800,000 1 Mile Buffer and a station or stations in the south metro area may not which do not allow for an increase in travel time. The 5 Mile Buffer attract a large number of additional travelers if additional 600,000 Auburn station would have drawn part of its ridership 10 Mile Buffer service is provided. For example, Oregon City’s current from other, existing stations, and the added stop time 400,000 station has the lowest annual ridership of any station in would have meant that the trains in the corridor could the corridor, while the potential travel market for each of 200,000

not meet its schedule. A positive interconnectivity 2010 Population per Square Mile these communities appears to be large (Wilsonville: 22,000 - benefit could be assumed for all new stops added to an to 39,000 daily trips; Oregon City: 160,000 to 250,000 daily alignment, because a new stop would provide a new trips), and while some riders may board at either one of access point to the intercity passenger system. However, these locations to travel longer distances, travel demand is because of the operational requirements and existing most likely from commuters traveling to Portland or Salem. coverage throughout the Cascades Corridor, it would be The observed total transit activity was also very modest challenging to demonstrate that a station could benefit (25 daily riders) in Oregon City, some of these already using corridorwide intercity rail functions. it to commute to Portland. Station Area

Special considerations for smaller city stations should be made based on operational feasibility. Any analysis that is trying to create or support a regional network of intercity rail must consider the tradeoffs between the advantages Figure 3-4. Population Density - Existing and Potential New Station Areas of serving additional communities and the schedule and Population Density - Existing and Potential New Station Areas financial costs of adding more stations. The benefits of 8,000 adding additional stops must be sufficient to justify the loss 7,000 in schedule time and the additional cost of constructing 6,000 and operating stations. Looking at the 30-minute drive 1 Mile Buffer 5,000 time maps (see Figure 3-1), the main population centers 5 Mile Buffer 4,000 within the Willamette Valley could be served by five 10 Mile Buffer stations located along the corridor. Based on population 3,000 and employment, it follows that stations could be located in 2,000 each of the urbanized regions. If one of the smaller station 1,000 communities is to be considered as a primary station stop, Number of People Per Square Mile - either the customer base must show its value, or there could be a compensating loss of a different station (e.g., a stop in Canby might preclude the possibility of a stop in Oregon City). Many of the communities included in Chapter 4 (e.g., Harrisburg, Tangent, Brooks, Woodburn, and Canby) are unlikely to generate sufficient customer demand to warrant Station Area an additional stop.

16 | Comparison of Assessment Results & Key Findings Oregon Passenger Rail Station Area Assessments Comparison of assessment results & key findings

Figure 3-6. Employees in Existing and Potential New Station Areas DFigureocum ent Path: Y:\O \O3-5D OT0000.07 692011\0600IN FO\GS\ MEmploymentaps\Phase 3\Station Area Assessm ents\C oDensityrridor_PopDen_8x11_portrait.mxd Date: 11/4/2013 Tim e: 10:22:33 AM U ser Name: m mf Employees in Existing and Potential New Station Areas 700,000

600,000

Enlarged 500,000 Area 1 Mile Buffer 400,000 5 Mile Buffer Vancouver^ 300,000 10 Mile Buffer

.! O R E G O N .! Portland 200,000 ^!( 100,000 Average Average Number of Employees Milwaukie - Preliminary Alternatives* Blue !( ^Oregon City * Dashed line Purple !( indicates option Wilsonville Brown !( Red Donald Yellow !(!( !( Woodburn Employees per square mile Station Area 0 - 20 !(Brooks 21 - 250 + For select !( Oregon counties. Keizer 251 - 500 !( 501 - 2000 Salem^ 2001 - 5000 5001 and over Figure 3-7. Employment Density - Existing and Potential New Station Areas 10 mile existing station buffer Employment Density - Existing and Potential New Station Areas 30 minute drive time to an existing station 30,000 Millersburg ^ Existing Amtrak Station !(

Albany^ !( 25,000 Potential Station !( !( !( Corvallis Tangent 20,000 1 Mile Buffer 5 Mile Buffer 15,000 10 Mile Buffer Halsey 10,000

Monroe

Employees Per Square Mile 5,000 !( Harrisburg - Junction City

^ !( Eugene Springfield

[ Station Area 0 15 Miles

National Geographic, Esri, DeLorme, NAVTEQ, UN EP-W CM C, USGS, NASA, ESA, M ETI, N RC AN , GEBCO, NOAA, iPC, Oregon QC EW 2011

Oregon Passenger Rail Station Area Assessments Corridor 2011 Employment Density Comparison of Assessment Results & Key Findings | 17 November 4, 2013 Total Average Daily Station Activity V009 Model Total Average Daily Station Activity V009 Model Total (Boardings+Alightings)/2 Total (Boardings+Alightings)/2 Assumes no in any travel times Assumes no Coast Starlight in any travel times Total Station Activity Total Station Activity Total (B+A)/2 Base Yr 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow 2035 Orange Total (B+A)/2 Base Yr 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow 2035 Orange Eugene 220 270 310 330 350 300 380 Eugene 220 270 310 330 350 300 380 Albany/Corvallis 40 60 70 70 80 70 90 Albany/Corvallis 40 60 70 70 80 70 90 Salem 80 120 150 150 150 150 170 Salem 80 120 150 150 150 150 170 Oregon City/Willsonville 40 50 60 60 60 60 60 Oregon City/Willsonville 40 50 60 60 60 60 60 Portland 290 350 410 430 440 400 490 Portland 290 350 410 430 440 400 490 Vancouver 10 20 30 30 30 30 30 Vancouver 10 20 30 30 30 30 30 690 880 1,030 1,080 1,120 1,000 1,220 690 880 1,030 1,080 1,120 1,000 1,220 % Change over Base yr 28% 49% 57% 62% 45% 77% % Change over Base yr 28% 49% 57% 62% 45% 77% % Change over NB 17% 23% 27% 14% 39% % Change over NB 17% 23% 27% 14% 39% End to End Travel Time Difference (NB/SB Average) End to End Travel Time Difference (NB/SB Average) -22% -28% -20% -35% -44% -22% -28% -20% -35% -44% Other changes with the 2035 Build alternatives include the addition of 2 trains/day to increase total Other changes with the 2035 Build alternatives include the addition of 2 trains/day to increase total weekly trips from 44 to 58 (does not include Coast Startlight trips) Comparison of assessment results & key findings weekly trips from 44 to 58 (does not include Coast Startlight trips)

Potential Ridership by Alternative Albany is assumed under all of the other alternatives Figure 3-8. Station Activity (Daily) OPR Model Results (v009) (existing station for the blue and purple alternatives and OPR Model Results (v009) Using the market information described above, ridership Station Activity a new station for the red). Station Activity 500 projections by alternative were developed to identify 500 • The red alternative assumes that a new station would 450 how much ridership might be expected at each station 450 by alternative. Potential station locations were assumed, be constructed in Wilsonville and there would not be 400 a station in Oregon City. The existing station in Oregon 400 based on the station area assessments completed for 350 City is assumed under all of the other alternatives. 350 Eugene each of the existing and potential locations (see Chapter Eugene 300 Albany/Corvallis 4: Station Area Assessments), location along the corridor, 300 Albany/Corvallis The results of the ridership analysis are shown in Table 250 Salem and potential market size (described earlier). The results 250 Salem 3-2 and on Figures 3-8 through 3-10. As the Travel Market Oregon City/Willsonville 200 Oregon City/Willsonville of this assessment concluded that existing stations are 200 Analysis suggested, the stations with the highest activity Portland 150 Portland generally well located and already serve the major markets shown on Figure 3-8 are also the same ones that serve the 150 Vancouver Vancouver in the corridor. However, the ridership was assessed for two 100 largest markets. Eugene and Portland, regardless of the 100 alternative locations in Corvallis and Wilsonville because 50 alternative, have the highest projected ridership of any of 50 of the potential market identified and of location of the the station locations (Table 3-2). Where station locations - - alternatives. Travel time is an important consideration for Base Yr 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow vary, such as under the yellow and red alternatives, ridership Base Yr 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow riders, so the potential addition of these stations assumes projections are not dramatically different by changing the that nearby stations would be removed. Specifically: OPR Model Results (v009) station location. This is because they are located close to one Figure 3-9. Total Riders (Daily) OPR Model Results (v009) another and serve similar markets. Total Riders • Under the yellow alternative, the station would be 1,200 1,120 located in Corvallis instead of Albany. A station in 1,200 1,080 1,120 1,030 1,080 1,030 1,000 1,000 1,000 Table 3-2. Total Average Daily Station Activity* 1,000 880 880 800 Base Yr Station Base Year 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow 800 690 Base Yr 690 2035 NB 2035 NB 600 2035 Blue Eugene 220 270 310 330 350 300 600 2035 Blue 2035 Purple 2035 Purple 400 2035 Red Albany/Corvallis 40 60 70 70 80 70 400 2035 Red 2035 Yellow 2035 Yellow 200 Salem 80 120 150 150 150 150 200

Oregon City/Wilsonville 40 50 60 60 60 60 - - Base Yr 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow Base Yr 2035 NB 2035 Blue 2035 Purple 2035 Red 2035 Yellow Portland 290 350 410 430 440 400

Vancouver 10 20 30 30 30 30 Figure 3-10. Percent Increase overOPR Base Ridership Year Results or 2035 (v009) Baseline % Increase over Base Year or 2035 Baseline Total Average Activity 690 880 1,030 1,080 1,120 1,000 70%

60% % Change over Base Year 28% 49% 57% 62% 45% 50% % Change over NB 17% 23% 27% 14% 40% End to End Travel Time -22% -28% -20% -35% Increase from Base Year Difference ** 30% Increase from 2035 Baseline

(NB/SB Average) 20%

* Average = (Boardings+Alightings)/2. 10%

**Other changes with the 2035 Build alternatives include an increase to 6 round trips/day plus 1 round trip of the Coast Starlight. 0% Baseyr 2035 Baseline 2035 Blue 2035 Purple 2035 Red 2035 Yellow

18 | Comparison of Assessment Results & Key Findings Oregon Passenger Rail Station Area Assessments Comparison of assessment results & key findings

When assessing total ridership by alternative, alternatives not currently have the density or mix of land uses that with the shortest travel time attract the most ridership, Interconnectivity the existing Eugene station has. However, Springfield has Snapshot of Key Findings primarily because it becomes more competitive with other adopted the Downtown District Urban Design Plan and Is the station physically connected to other Interconnectivity modes of travel (Figure 3-9), and while ridership is projected passenger transport such as, commuter rail, Implementation Strategy to implement significant increased to increase over time regardless of alternative, those with densities and mixed uses in downtown. • Connectivity to and from the potential stations heavy rail transit, light rail, streetcars, trams, the shortest travel times do attract more riders. For example, in smaller communities (such as Harrisburg and Brooks) is limited by the lack of scheduled public the yellow alternative has the longest travel time of the buses, etc., so that transfers are convenient? Both cities have excellent bicycle and pedestrian facilities. transit as well as by the limited street system build alternatives, and as a result has the lowest ridership In the station area, are the streetscapes The existing Eugene station is not currently directly served and therefore the limited bicycle and pedestrian potential. While the alternative may attract new riders in designed to invite walking, biking, and use of by transit, although transit service is within walking distance. network. The potential new Springfield station area, in contrast, would Corvallis, it loses riders from Eugene, a much larger market public transit? (Figure 3-8), because it takes much longer to reach Portland. be adjacent to the existing bus rapid transit center. • The station areas in larger regional communities, such as Springfield, Salem, Corvallis, Albany, Intercity passenger train riders begin and end their Eugene, and Portland, provide more opportunities journey at the station as pedestrians. Multimodal Corvallis/Albany Area. In general, both potential Corvallis for access to regional public transit. Station Area Suitability and access to and from the station is crucial, because the stations and the existing Albany station have the basic Interconnectivity passenger must be able to access his or her destination. surrounding supportive built environment for an intercity • Only the Springfield, Albany, Portland, Woodburn Opportunities to access public transit at or near the station—such as a street grid system—but all of them lack (potential I-5 station), Wilsonville, and Keizer station Station Area Suitability stations should be available in order to minimize the some of the activity concentration of an ideal downtown areas are currently located or could be located need for parking, and the areas around the stations location. The potential downtown Corvallis station has adjacent to a transit center or transit mall. Is the project serving and capitalizing on existing should be safe and active bicycle and pedestrian supportive land uses nearby, such as large educational • Though not adjacent to I- 5, the existing stations development? environments. Stations should also provide nearby access facilities on the Oregon State University campus. In addition, are near the highway, which provides north-south to the highway and interstate system. downtown Corvallis has transit, bicycle and pedestrian travel, as well as east-west highway access. Is the station located in the “heart” of the facilities and the highest commute mode-share (see Table activity center, that is, in the most walkable 3-3) of all the station areas reviewed. However, aside from • Cities with universities—such as Eugene, Corvallis area, where it would be most convenient and a small area of the downtown, the city of Corvallis is not and Portland—have higher overall bicycle and For a station to be successful, it needs a complementing pedestrian commute mode shares (See Table 3-3). a dense area; it generally has low building heights and safe for the traveler to arrive? station area that helps generate ridership. A successful Suburban areas have lower bicycle and pedestrian station can also serve as an economic development catalyst abundant surface parking areas. commute mode shares. Is there a mix of land uses? for the community and boost community vitality. Ideally, the Land uses adjacent to the existing Albany station are not Passenger train stations must be compatible with station area would offer high residential and employment transportation-supportive, especially for intercity passenger existing land uses and support planned land use and densities, mixed uses, local attractors such as educational rail, because of the proximity to US 20/Oregon 99E, which is development. The built environment should encourage and medical facilities, tourist attractions, and a safe and a barrier, and the UPRR rail yard, which limits development bicycle, pedestrian, and transit travel modes with an effective multimodal transportation system, including direct immediately adjacent to the station. Aside from these active and attractive streetscape. Stations should be access to a regional transit network. Each station area was challenges, the existing Albany station is a short walk to close to residential and employment concentrations to reviewed for its station area suitability, primarily in the downtown Albany, and bicycle and pedestrian connectivity generate ridership. Vacant or under-utilized land near context of the existing built environment, and for its improvements have been made to increase those stations presents opportunities for new development. multimodal functionality (interconnectivity). When comparing stations, the following points should be connections. The existing station also serves as a multimodal considered: station that provides regional transit service to Corvallis. The potential I-5 Albany station is on the edge of the UGB, and is Eugene/Springfield Area. Downtown Eugene has existing surrounded by suburban and rural uses and generally does land uses supportive of an intercity rail station, such as not provide the urban base for an intercity rail station. hotels, event centers, educational facilities, and multi-story buildings, within walking distance of the existing intercity Salem/Keizer Area. The existing Salem station is located passenger rail station. The Eugene station is more conducive in downtown Salem, but not adjacent to the commercial to building off of existing uses than the potential Springfield core of the city. There are some adjacent supportive land station, and significant redevelopment potential is still uses such as educational and medical facilities. Bicycle and possible in the area on surface parking lots adjacent to the pedestrian facilities provide connections from the station to station. Downtown Springfield has a smaller employment the larger employment areas such as the State Capitol, state area than Eugene, and the potential station area does offices, and downtown although the intersection of two Oregon Passenger Rail Station Area Assessments Comparison of Assessment Results & Key Findings | 19 Comparison of assessment results & key findings

major roadways disrupts pedestrian and bicycle connectivity a high density, mixed-use area within walking distance to the Moda Center at the Rose Quarter, and the station is Snapshot of Key Findings to the south and southwest. The potential Keizer station downtown Portland. However, the development pattern near light rail and bus transit connections. However, most is also near the northern urban growth boundary (UGB) immediately adjacent to the station does not present of the surrounding land use pattern is composed of large Station Area Suitability limits; and development is not allowed outside the UGB. an attractive pedestrian environment due to vacant lots, and irregular blocks. I-5 also creates a connectivity barrier • Existing station areas are generally located on the Both suburban station area locations have land uses that are parking lots, and general lack of active ground floor uses. to the adjacent Lloyd District. The future land use pattern peripheries of downtowns with good connections primarily auto-oriented, such as strip malls and single-family While these areas provide for potential redevelopment, they could change, however, because the Central City 2035 N/ to employment centers. This provides for more residences. Additionally, there is no adjacent street grid currently include surface parking lots and low-story buildings NE Quadrant Plan (Adopted 2012) goal for the area plans to opportunities for infill development near the stations, as well as opportunities for connections to system in these areas to provide for bicycle and pedestrian with adjacent parking. The existing Portland station is at the increase densities and improve connectivity. With significant larger employment and population centers. connectivity, and transit service is limited. Overall, these north end of the downtown transit mall, which provides investment, the area could in the future be a good location potential station areas do not provide the connectivity, bus and light rail transit service. There are some bicycle and for an intercity rail station, but currently it doesn’t have the • Existing development at the potential station areas density and attractions that would support an intercity pedestrian connection improvements needed in the area high population and employment densities that exist in the in the more rural cities (for example, Tangent, passenger rail station. Although these areas could develop because the Broadway Bridge limits some direct roadway vicinity of , the existing downtown Portland Harrisburg and Brooks) is generally not cohesive over time, they could also be served by other locations that connections to the Pearl District; however, the street grid intercity passenger rail station. and compact, whereas cities such as Eugene and have higher ridership potential. generally provides for bicycle and pedestrian movement Portland have amenities for visitors and stronger urban cores that provide visitor services (such as through the area. Small City Station Areas.The smaller potential station hotels). Portland Area. Land uses near the existing Portland station areas, such as those in Harrisburg, Tangent, and Brooks, are generally complementary to an intercity passenger rail The potential Portland Rose Quarter station area is close to have small urban growth boundaries and generally lower • All of the station locations offer redevelopment station. The existing station is adjacent to the Pearl District, key attractions such as the Oregon Convention Center and density zoning that limits development potential. Land uses and development potential; however, due to the in these communities, such as low density residential uses, densities and heights allowed, the total capacity are not supportive of an intercity rail station. These cities for development is much greater in the larger cities Table 3-3. Bicycle and Pedestrian Commute Mode Share (2007–2011) are also surrounded by agricultural uses and areas of high such as Portland and Eugene. value farmland. In addition, these station areas either do not Jurisdiction Total Workers Over Bicycle Commute Walking Commute Overall Bike/Ped • Most of the smaller cities don’t have zoning that is Age 16 Mode Share Mode Share Commute Mode Share have public transportation service or have only limited public supportive of mixed-use development. transportation service. • The potential Springfield station is identified in Springfield 26,525 1.9 2 3.9 the city’s adopted downtown plan, which would create a vibrant station area, but the existing built Eugene 70,039 8.8 6.5 15.3 environment is more challenging because of the adjacent industrial uses and low density uses. Corvallis 20,445 10.1 12.9 23.0 Springfield’s Downtown District Urban Design Plan and Implementation Strategy (2010) also plans Albany 25,163 1.6 3.3 4.9 for a transit- and pedestrian-orientated area with significantly higher densities than exist today. The Salem 64,484 1.2 4 5.2 zoning in the district was amended to implement the plan. Keizer 15,911 1 1 2.0

Woodburn 9,027 1.2 2.8 4.0

Wilsonville 8,373 0 5.8 5.8

Tualatin 13,019 0.7 2.7 3.4

Oregon City 14,487 1.1 3.8 4.9

Portland 295,347 5.8 5.1 10.9

Notes: Bicycle and commute mode share taken from 5-year estimates in the 2007–2011 American Community Survey, Table S0801: Commuting Characteristics. All values are expressed in percentages.

*Wilsonville’s bicycle data has +/- 0.4% margin of error. 20 | Comparison of Assessment Results & Key Findings Oregon Passenger Rail Station Area Assessments Comparison of assessment results & key findings Evaluation Criteria Results Based on the assessment for each station area (presented in Chapter 4), each station was evaluated in the context of the evaluation criteria and guiding considerations. Each station area was assigned a classification of Mostly Present, Partially Present and/or Viable Potential, or Missing for each criterion, as documented in Table 3-4. It is important to note that the assigned classifications are generalizations only, in order to provide an overview of a station area’s feasibility for all criteria.

Table 3-4. Evaluation Criteria Results

Evaluation Principles for Evaluation Criteria Eugene Existing Springfield Potential Harrisburg Potential Tangent Potential Albany Existing Albany Potential Corvallis Potential Jefferson Corvallis Potential McKinley Salem Existing Salem New Keizer Potential Brooks Woodburn OR 214 (East) Woodburn Interchange Woodburn OR 219 (West) Wilsonville Tualatin Canby City Oregon Portland Existing Portland Potential

Operational Is the station located to maximize access Feasibility between regional or city centers to create a regional network?

Customer Is there adequate current or potential demand Demand to locate a station?

Station Is the project serving and at the same time Suitability capitalizing on viable existing development?

Is the station located in the “heart” of the activity center, in the 24-hour active zone, in the most walkable area, where it would be most convenient and safe for the traveler to arrive?

Is there a mix of land uses? (or existing mixed use zoning)

Is there development potential in the valuable one-quarter mile radius of the station.

Interconnectivity Is the station physically connected to other passenger transport such as intercity rail, commuter rail, heavy rail transit, light rail, streetcars, trams, buses, etc., so that transfers are convenient?

In the station area, are the streetscapes designed to invite walking, biking, and use of public transit?

Mostly Present Partially Present or Viable Potential Missing

Oregon Passenger Rail Station Area Assessments Comparison of Assessment Results & Key Findings | 21 Comparison of assessment results & key findings Future Considerations preferred alignment. The following section outlines a process Station Area Plan Toolkit 2. Multimodal Station Access Plan Template (beyond for corridor guidelines and a toolkit for preparing supporting 1/2-mile radius to 5-mile radius) Templates with a format that contains the station area public plans and policies for successful station areas. This plan would identify multimodal links and corridors Existing Station Assessment planning and development requirements could provide outside of the immediate station area to provide for efficient preparation of station area plans and ensure Corridor Station Area Planning and Development multimodal access to the station from a larger area. that they are consistent in meeting all corridor guidelines Most development adjacent to the existing stations does Guidelines The plan would focus on connecting the station with not directly support the stations at this time. Therefore, and requirements. The toolkit would be composed of the key destinations, populations and transit nodes in the land use impacts from removing a station from intercity Although the station areas are diverse, they all should following templates: surrounding area. meet some similar requirements to support a station at the passenger rail service may not be extensive. All of the 3. Implementation Plan Template local level. Therefore, guidelines and requirements that 1. Concentrated Station Area Plan Template (for 1-mile existing stations have been restored or are receiving This plan would identify all improvements and a incorporate FRA guidelines should be drafted to provide radius). investments for restoration and are on the National Historic financial plan for implementing each improvement. The The concentrated station area plan would focus on for a similar planning process for each station area, and to implementation plan would also identify regulatory, Register of Historic Places (NRHP). Although historical travel-related uses and provide an urban design plan inform the local plans and station area plans for the corridor. policy and other legal agreements necessary for structures can lose some of their significance when that includes densities, heights, multimodal facilities, The guidelines for the corridor should also set minimum implementation. Potential public-private TOD they are repurposed from their original use, they can be parking, street connectivity, street trees, ground floor requirements and standards for local plans to address pedestrian-oriented development opportunities successfully transformed into innovative urban uses, such active uses, and public space requirements, for example. will be included with potential funding sources. A as museums (the Musée d’Orsay in Paris), restaurants and “placemaking” and to support transit- and pedestrian- Intermodal connections adjacent to the station would marketing plan will be included, as necessary, to attract friendly environments. The guidelines would inform and be be identified to allow travelers to connect seamlessly indoor markets. In Eugene, the Oregon Electric Station development. restaurant, a repurposed train station also on the NRHP, implemented by the Station Area Planning Process via the and safely between the station and other forms of is near the existing Eugene train station and serves as an toolkit. transportation such as taxis, light rail, streetcar or shuttles. The plan would be concentrated on the area upscale restaurant. The Albany Multimodal Transportation within 1/2-mile of the station, but would include key Center, which was recently restored and had its multimodal and strategic locations within 1-mile of the station. connections improved, also serves as a transit center for local bus service. In general, train stations because they are unique architectural and historical structures can be redeveloped as attractions and/or serve public interest and complement surrounding urban development even after passenger trains no longer stop there.

Station Area Planning

Although station areas might have strong customer demand and meet operational feasibility requirements, to fully capture the passenger rail investment, station areas often need additional public investment. For example, the existing station areas do not have any transit oriented development (TOD) in the immediate vicinity of the stations, and all of the existing stations could benefit from multimodal improvements. The Institute for Transportation and Development Policy released a report. More Development For Your Transit Dollar: An Analysis of 21 North American Transit Corridors (September 2013), which concluded that only when there is robust government intervention does a transit line have a great deal of TOD success. This principle would hold true for intercity passenger rail station areas that should also be transit-heavy, multimodal areas. For these reasons, plans and policies should be prepared and adopted for each station area in the corridor, whether existing or new, once it has been identified as a station location on the 22 | Comparison of Assessment Results & Key Findings Oregon Passenger Rail Station Area Assessments CHapter 4 | Station area Assessments

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 23 This page left intentionally blank. Stations PORTLAND springfield Stations Existing Amtrak Station Potential Station Potential Station Existing Amtrak Station Lake Potential AlternativesStation Oswego Blue Alternative Tualatin OREGON Summary Assessment Alternatives Blue Option Blue Alternative Wilsonville CITY Red Alternative Blue Option Red Option Red Alternative Canby Evaluation Criteria Summary of Features Purple Alternative Red Option This station would be a terminus station and could be served by any of the alternatives. Purple Option Operational Feasibility Purple Alternative The station area is farther south than the existing end of the line in Eugene, which Yellow Alternative Purple Option Woodburn would extend the length of the rail corridor but capture less of the urbanized Eugene/ Yellow Option Springfield area. The Downtown District Urban Design Plan and Implementation Yellow Alternative Strategy (2010) identifies a site for the station as well as for a potential high speed rail Yellow Option Brooks maintenance facility at the line terminus. Keizer Customer Demand Most of the key attractions and existing employment and population density in the region are in Eugene. However, the Downtown District Urban Design Plan and SALEM Implementation Strategy plans for an additional 210,000 square feet of retail space, 110,000 square feet of commercial space, 990,000 square feet of employment (office) space, and 1,080 housing units in the next thirty years.

Site Suitability The existing built environment adjacent to the station area consists primarily of low rise commercial or industrial uses with adjacent parking lots. These land uses present considerable potential for urbanization. Low-density residential areas and commercial/ retail areas are farther north of the station. The Downtown District Urban Design Plan and Implementation Strategy plans for a substantial increase in building height ALBANY and density in the area to accommodate a more mixed-use and pedestrian-friendly environment. CORVALLIS Interconnectivity OR 126 provides an east-to-west travel route, and Parkway provides a north- Tangent to-south travel route that provide auto access to Eugene and large employment Harrisburg areas. A transit center with bus rapid transit is adjacent to the station area. There is an interconnected bicycle network; however, a direct connection to the University of Oregon is lacking. Land uses that currently characterize the area are not conducive to pedestrian travel.

Harrisburg Enlarged Area EUGENE EUGENE Springfield Springfield

Potential Station

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 25 Springfield

¨¦§5 VU34 OperatiPopulaotionaln De nFsieasibilityty Drive Time Analysis Brownsville Legend ¤£20 Legend The potential Springfield station area could be a terminus station for any of the alternatives including the red corridor, which 9U9W Sweethome Urban Growth Boundary (UGB) V k Existing Amtrak Station runs along Interstate 5 (I-5). The Springfield station area is 4 miles southeast of the existing Eugene station. The 30-minute 5 ¨¦§ VU228 ! drive time from the station is similar¨¦§5 to that of Eugene’s, except it doesn’t capture the Centireity Li mJunctionits City and Harrisburg Potential Station urbanized areas to the north. The Downtown District Urban Design Plan and Implementation5-Mile BStrategyuffer (2010) identifies a Freeway VU569 site for the station as well as for a potential high speed rail maintenance facility. ! Potential Station ! Harrisburg Major Road People per square mile Secondary Road Junction City 0 - 20 Drive Time (in Minutes) ¨¦§105 VU126 21 - 250 5 Minutes Springfield 251 - 500 10 Minutes VU99 VU36 99 501 - 2000 VU ! VU126 20 Minutes EUGENE 2001 - 5000 30 Minutes VU126 Leaburg 5001 and over Veneta Springfield VU126 k ! VU99 EUGENE

0 2.5 Creswell VU99 VU58 ´ Miles ¨¦§5 U58 Data Source: US Census Bureau, 2010 V VU99 Cottage Grove 0 9 Employment Density ´ Miles Legend 5 Urban Growth Boundary (UGB) ¨¦§ City Limits Data Source: 5 ESRI Streetmap North America, 2012 ¨¦§ 5-Mile Buffer U99 ! V VU569 Potential Station Employees per square mile 0 - 20 21 - 250 ¨¦§105 VU126 251 - 500 Springfield 501 - 2000 VU99 ! 2001 - 5000 VU126 5001 and over EUGENE

VU99

0 2.5 VU99 ´ Miles VU58 ¨¦§5 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

26 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community springfield

¨¦§5 VU34 Population Density CustDrive oTimerme An aDlyemandsis Brownsville Legend ¤£20 Legend Springfield is just 9Ueast9W of Eugene, which is the location of the largest regionalSweeth omemployerse and employment areas (the Urban Growth Boundary (UGB) V k Existing Amtrak Station University of Oregon, Sacred Heart Medical5 Center, Lane Community College and downtown Eugene). Historically, the ¨¦§ VU228 ! ¨¦§5 City Limits economy of Springfield hinged on the lumber industry, but it has diversified economically Paso ttheen tilumberal Stat ioindustryn has 5-Mile Buffer diminished. The Gateway area in north Springfield has experienced development of industrialFre ebusinessway parks in the last 20 VU569 ! Potential Station years. Symantec Corporation,! aH aglobalrrisbur gcomputer security software corporation, opened Mofficesajor R oinad north Springfield in 1993, People per square mile and Royal Caribbean opened its site in North Springfield in 2008. Health services businesses,Se csuchonda asry RSacredoad Heart Hospital Junction City 0 - 20 and PeaceHealth Laboratories, are also large employers in Springfield. Drive Time (in Minutes) ¨¦§105 VU126 21 - 250 5 Minutes Most of the density and the key attractions are in Eugene; however, the Downtown District Urban Design Plan and Springfield 251 - 500 10 Minutes VU99 ImplementationVU36 Strategy 99plans for an additional 210,000 square feet of retail space, 110,000 square feet of commercial 501 - 2000 VU ! VU126 space, 990,000 square feet of employment (office) space, and 1,080 housing units in the next20 Mthirtyinute syears. EUGENE 2001 - 5000 30 Minutes VU126 Leaburg 5001 and over Veneta Springfield Population,VU126 Employment, and densities for 1, 5, and 10-mile radiuses. k ! 1-Mile Radius 5-Mile Radius 10-Mile Radius VU99 EUGENE Population 8,741 149,018 264,966

0 2.5 Creswell VU99 Population Density 2,783 1,898 844 VU58 ´ Miles (people per sq. mile) ¨¦§5 VU58 Data Source: US Census Bureau, 2010 Total Employees 4,374 86,236 118,921 VU99 Cottage Grove 0 9 Employment Density Employee Density 1,393 1,098 379 (employees per sq. mile) ´ Miles Legend 5 Urban Growth Boundary (UGB) ¨¦§ City Limits Data Source: 5 ESRI Streetmap North America, 2012 ¨¦§ 5-Mile Buffer U99 ! V VU569 Potential Station Employees per square mile 0 - 20 21 - 250 ¨¦§105 VU126 251 - 500 Springfield 501 - 2000 VU99 ! 2001 - 5000 VU126 5001 and over EUGENE

VU99

0 2.5 VU99 ´ Miles VU58 ¨¦§5 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 27

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Springfield

Site Suitability Zoning Designations Springfield is adjacent to I-5 and between two rivers: the McKenzie River and the . The potential station Potential Station location is on the southern edge of Springfield’s downtown and would be very near an existing transit center. Springfield has Legend a historical downtown with an existing street grid system. Currently, the area is a mix of underutilized sites and separated Urban Growth Boundary (UGB) uses, such as industrial sites to the east and south and small-scale commercial to the north. A Downtown District Urban D St City Limits

W E

h

t Design Plan and Implementation Strategy was adopted in 2010 that plans for significantly increased density and vertical mix y y Half-Mile Buffer

0

w w

1 of uses to attract substantial anticipated future region-wide growth. The plan provides a framework for development of a k k ! P P

´ Potential Station r r 0 0.3

e e

“mobility-oriented downtown.” Additionally, the plan includes a high speed rail station with a park-and-ride in the urban e e n n Zoning Designations Miles o o design plan for the area. Current zoning maps reflect the plan’s intent with mixed-use designations in the area surrounding i i P P M F ain St BK - Booth Kelly Mixed Use the station. rank lin B lvd UV126 CC - Community Commercial ! A St CMU - Community Mixed Use EMU - Employment Mixed Use LD - Low Density Residential HD - High Density Residential LMI - Light Medium Industrial MD - Medium Industrial HI - Heavy Industrial VU225 MUC - Mixed Use Commercial MUR - Mixed Use Residential

Data Sources: NC - Neighborhood Commercial Metro RLIS; Benton, Lane, Linn, Marion,and Polk Counties; PL - Public Land and Open Space Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 ¨¦§5 QM - Quarry and Mine Operations RMU - Residential Mixed Use

Aerial Legend UV126 1-Mile Buffer ! Potential Station

Springfield

Eugene Main St Walterville UV126 !

§¨¦5 0 0.75 ´ Miles Creswell

Data Sources: ESRI 2013

28 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community springfield

Multimodal Map Interconnectivity OR 126 runs east to west though town and serves as Main Street. I-5 is a little more than a mile from downtown Springfield Walterville and is accessed by OR 126. Pioneer Parkway terminates in downtown Springfield, and connects northern and southern å Springfield. Springfield has a strong multiuse trail network that provides connections to employment areas to the north å å from downtown and to residential areas to the east. There is also a multiuse trail on the north side of the river that goes to northern Eugene. However, there is a gap in facilities along Franklin Boulevard, thus limiting direct pedestrian and bicycle connections to the University of Oregon and downtown Eugene. Besides multiuse trails, there are bike lanes and å å low-volume streets for bicyclists to ride on in the vicinity of the station area. Although there are multiuse trails and most IC å of the area has sidewalks, the numerous parking lots break up the connectivity of the streetscape, which detracts from an attractive pedestrian environment. å Two EmX (bus rapid transit) lines terminate at Springfield Transit Center: the Green Line to Eugene and the Gateway Line to Sacred Heart Medical Center. Besides the EmX, the area is currently served by five other bus lines. Eugene å TC å ×!

å

Legend Lane Transit District (LTD) Data Sources: ESRI, Lane County 1-Mile Buffer Bus Route ! Potential Station EmX (BRT) Key Locations 0 0.5 ×TC Transit Center ´ Miles å Schools IC Hospitals Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 29 This page left intentionally blank. Stations PORTLAND Eugene Stations Existing Amtrak Station Existing Amtrak Station Potential Station Existing Amtrak Station Lake Potential StationAlternatives Oswego Blue Alternative Tualatin OREGON Summary Assessment Alternatives Blue Option Blue Alternative Wilsonville CITY Red Alternative Blue Option Red Option Red Alternative Canby Evaluation Criteria Summary of Features Purple Alternative Red Option The existing station is in a regional activity center. Long-term and short-term parking Purple Option Operational Feasibility Purple Alternative is provided. There is an enclosed ticket and waiting area. The station is the terminus Yellow Alternative Purple Option Woodburn station for the existing Amtrak Cascades route and serves the Coast Starlight route. Yellow Option Yellow Alternative Customer Demand Eugene is the second-largest city in the state of Oregon, is the home of the University Yellow Option Brooks of Oregon and has many cultural features. The area surrounding the station has the highest employment density in the region. Keizer Site Suitability The station is on northern edge of a well-defined, transportation grid, mid-sized SALEM downtown. Downtown Eugene is the regional commercial and cultural center and has the densest built environment in the Lane County metro area. The downtown has undergone concerted urban revitalization efforts and significant investments in recent years; however, substantial redevelopment potential for infill development remains. Potential lot consolidation and redevelopment of parking lots could allow for larger- scale development.

Interconnectivity The station is served by several bus lines that run within a few blocks from the station. The downtown transit center is six blocks away and includes EmX (bus rapid ALBANY transit) which connects to Springfield. Most of the surrounding area has sidewalks. Streetscaping and infill development would benefit the pedestrian environment. A CORVALLIS network of bike lanes and shared low-volume streets connects downtown Eugene with the University of Oregon and other surrounding activity areas and neighborhoods. A Tangent multiuse trail system along the river provides connections to Springfield. Harrisburg

Harrisburg Enlarged Area EUGENE EUGENE Springfield Existing Amtrak Springfield Station

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 31 eugene VU99E ¤£20 Operational Feasibility Population Density VU34 Drive Time Analysis Legend Brownsville Legend The existing Eugene station is on the blue, purple, and ¨¦§yellow5 corridors. The existing station has 25 long-term and 8 short- Urban Growth Boundary (UGB) ¤£20 k Existing Amtrak Station term parking spaces. Eugene is the existing terminus for the Amtrak Cascades route and serves the Amtrak Coast Starlight VU99W Sweethome City Limits ! Potential Station Route that continues south through Oregon to California. The station is in the middle of the urbanized Eugene-Springfield ¨¦§5 VU228 area. The 30-minute drive time extends south to Cottage Grove, north to Harrisburg, east5 -toM ilSpringfielde Buffer and west to Veneta, Freeway covering the urbanized Eugene-SpringfieldVU569 area. k Existing Amtrak Station Major Road Harrisburg ! Secondary Road VU99 VU569 People per square mile Drive Time (in Minutes) 0 - 20 Junction City 5 Minutes 21 - 250 10 Minutes 105 U126 251 - 500 ¨¦§ V 20 Minutes k Springfield 501 - 2000 VU36 VU99 VU126 30 Minutes 2001 - 5000 Leaburg EUGENE 5001 and over VU126 Veneta Springfield VU126 k ! ¨¦§5 EUGENE VU99 0 2.5 Creswell ´ Miles VU99 VU58 5 Data Source: US Census Bureau, 2010 ¨¦§ VU58 VU99 0 9 Employment Density Cottage Grove ´ Miles Legend Urban Growth Boundary (UGB) City Limits Data Source: ESRI Streetmap North America, 2012 5-Mile Buffer ¨¦§5 VU569 k Existing Amtrak Station U99 Employees per square mile V U569 V 0 - 20 21 - 250 251 - 500 501 - 2000 ¨¦§105 VU126 2001 - 5000 k Springfield VU126 5001 and over

EUGENE

¨¦§5 VU99 0 2.5 ´ Miles

VU99 VU58 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

32 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community eugene VU99E ¤£20 Customer Demand Population Density VU34 Drive Time Analysis Legend Brownsville Legend ¨¦§5 Eugene is the second-largest city in the state of Oregon and is the county seat of Lane County. Major regional cultural Urban Growth Boundary (UGB) ¤£20 k Existing Amtrak Station events such as the OregonVU99W Bach Festival, the Oregon Festival of AmericanSw eMusicethom occure here, and local opera, symphony and City Limits ! Potential Station ballet companies perform downtown at¨¦§ the5 Hult Center andVU2 2the8 Shedd Institute for the Arts. Downtown Eugene is home to 5-Mile Buffer municipal, county, state, federal and other professional offices; most of the region’s financialFre institutionseway are headquartered VU569 k Existing Amtrak Station downtown, with branches located throughout the city. Major activity centers are located justM aoutsidejor Ro aofd the downtown core, Harrisburg including the University of Oregon! and the Lane Events Center at the Fairgrounds. The UniversitySeco nofd aOregonry Roa dhad a fall 2012 VU99 VU569 People per square mile enrollment of 24,591 students. Autzen Stadium, where the University of Oregon footballDriv teame Tim playse (in toM isoldoutnutes) crowds each 0 - 20 Junction City fall, has capacity for 54,000 people. 5 Minutes 21 - 250 10 Minutes 105 U126 251 - 500 The farther you get from the station, population and employment densities significantly decrease. This is indicative of the ¨¦§ V 20 Minutes k Springfield 501 - 2000 downtownVU3 urbanized6 concentrationVU99 represented in the 1-mile radius, more suburban areas captured in the 5-mile radius, VU126 30 Minutes 2001 - 5000 and rural areas captured in the 10-mile radius. Leaburg EUGENE 5001 and over VU126 Veneta Springfield Population,VU126 Employment, and densities for 1, 5, and 10-mile radiuses. k ! 1-Mile Radius 5-Mile Radius 10-Mile Radius ¨¦§5 EUGENE VU99 17,301 196,711 261,428 0 2.5 Population Creswell ´ Miles Population Density 5,509 2,505 832 VU99 VU58 (people per sq. mile) 5 Data Source: US Census Bureau, 2010 ¨¦§ VU58 28,634 104,006 118,586 Total Employees VU99 0 9 Employment Density Cottage Grove ´ Miles Legend Employee Density 9,118 1,325 378 Urban Growth Boundary (UGB) (employees per sq. mile) City Limits Data Source: ESRI Streetmap North America, 2012 5-Mile Buffer ¨¦§5 VU569 k Existing Amtrak Station U99 Employees per square mile V U569 V 0 - 20 21 - 250 251 - 500 501 - 2000 ¨¦§105 VU126 2001 - 5000 k Springfield VU126 5001 and over

EUGENE

¨¦§5 VU99 0 2.5 ´ Miles

VU99 VU58 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 33

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R

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a Site Suitability Zoning Designations O Downtown Eugene is the regional commercial and cultural center in the Lane County metro area. The downtown is Existing Amtrak Station surrounded by residential neighborhoods, major activity centers and the University of Oregon. The downtown has Urban Growth Boundary (UGB) undergone concerted urban revitalization efforts and significant investments in recent years, including the addition of the City Limits Lane Community College downtown campus and the 13th Avenue and Olive Street housing project. §¨¦105 Half-Mile Buffer k Existing Amtrak Station Martin Luther King Jr Blvd The Eugene Downtown Plan (adopted in 2004) supports development and increased density in the downtown for an active1st Av e Zoning Designations

urban environment. The plan includes policies to pursue public/private development opportunities and facilitate downtown d R C-2 - Community Commercial g development of the many surface parking lots. In addition, the plan identifies 12 key development opportunity areas in the r u b C-3 - Major Commercial downtown area. They include the train station area, and blocks both directly south and northeast of the train station. o C k GO - General Office The existing train depot has been in operation since 1908 and is on the NRHP; it was refurbished in 2004. Much of the I-2 - Light-Medium Industrial ´ train depot area is designated and zoned for industrial uses. This area is anticipated to be redesignated and rezoned to I-3 - Heavy Industrial 0 0.3 e allow commercial development compatible with the adjacent downtown area. Except for the station area itself, zoning UV1in 26 UV99 6th Av PL - Public Land Miles

the proximity of the station is largely commercial (offices, hotels and restaurants), public land (government offices) and t 7th Ave

t R-1 - Low-Density Residential

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n industrial. Most of downtown has a Transit Oriented Development Overlay Zone to promote the creation and retention of n R-2 - Medium-Density Residential

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g mixed land uses, and enhanced transit and pedestrian activity. r

n e R-3 - Limited High-Density Residential i

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J a R-4 - High Density Residential W S-DW - Downtown Westside Special Area 11th Ave S-F - Fifth Avenue Special Area

Data Sources: S-H - Historic Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; 13th Ave S-JW - Jefferson Westside Special Area

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t Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 t

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l S-W - Whiteaker Special Area

i

H

Aerial Legend

D e 1-Mile Buffer l t a k H Existing Amtrak Station

w

y

Springfield ¨¦§105 k UV126 U126 VenetaV UV99 Eugene Creswell 0 0.75 ´ Miles

Data Sources: ESRI 2013

34 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments Service Layer Credits: Source: Esri, Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community swisstopo, and the GIS User Community eugene

Multimodal Map å å Interconnectivity The existing Eugene station is located in downtown Eugene and is the southernmost existing station on the Amtrak Cascades å route. The station is approximately 112 miles from Portland’s Union Station, and the Albany station is approximately 38 å miles to the north. The Eugene station is located at the southern end of the Willamette Valley and about 50 miles east of the Oregon Coast. ×TC The Eugene station is at the north edge of the downtown grid. The downtown area has sidewalks and is connected to the regional multiuse trail located three blocks east of the station. The regional trail system provides connections over the Springfield Willamette River to north Eugene and south to Springfield. In addition to the multiuse trail system, there is a network of bike lanes and shared low-volume streets that connects downtown Eugene with the University of Oregon and other surrounding activity areas and neighborhoods.

Lane Transit District (LTD) provides public transit in Lane County. The station is currently served by several bus lines that lie IC k within a few blocks of the station. The downtown transit center is six blocks away from the station and is where the EmX (the JC bus rapid transit) terminates. The EmX provides connections to Springfield with stops along the 4-mile route, including stops at the University of Oregon. An extension of the EmX to West Eugene along West 11th Avenue is in the planning stages.

å The Eugene Station is an intercity transit hub that is served by Eugene to Bend bus (providing three daily roundtrips between Eugene and Bend, Oregon), limited Greyhound bus service, and the Diamond Express shuttle which provides daily roundtrips ×TCå å å between Oakridge and Eugene. IC ×TC Springfield Veneta å The Eugene-Springfield Transportation System Plan (TransPlan 2002, Lane Council of Governments) includes policies to å support provision of rail-related infrastructure improvements to the passenger rail station and intercity bus terminals that å enhance usability and convenience for passengers. å

å

å å Legend Lane Transit District (LTåD) Datåa Sources: ESRI, Lane County 1-Mile Buffer Bus Route å k Existing Amtrak Station EmX (BRT) Key Locations 0 0.5 ×TC Transit Center ´ Miles å Schools IC Hospitals Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 35 This page left intentionally blank. Stations PORTLAND harrisburg

Stations Existing Amtrak Station Potential Station Potential Station Existing Amtrak Station Lake Potential StationAlternatives Oswego Blue Alternative Tualatin Summary Assessment Alternatives OREGON Blue Option Blue Alternative Wilsonville CITY Blue Option Red Alternative Red Option Evaluation Criteria Summary of Features Red Alternative Canby Purple Alternative Red Option Operational Feasibility The Harrisburg station is on the blue or purple corridor. The blue alternative generally Purple Option Purple Alternative follows the existing Amtrak Cascades route and the purple corridor generally follows the Purple Option Yellow Alternative Woodburn existing Oregon Electric rail line. Harrisburg is 16 miles north of the Eugene station and 10 miles west of Interstate 5 (I-5). Yellow Alternative Yellow Option Yellow Option Brooks Customer Demand Harrisburg is a small, rural city, as reflected in its low population and low population density. No key attractors. Keizer Site Suitability Although there is available land for development, the existing development is sparse SALEM and lacks coherent form.

Interconnectivity No public transportation. Limited sidewalk and bicycle connectivity due to small town environment.

ALBANY CORVALLIS

Tangent Harrisburg

Potential Station

Harrisburg Enlarged Area EUGENE EUGENE Springfield Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 37 harrisburg VU226

OperatiPopulaotionaln Den Fsieasibilityty Drive Time Analysis ALBANY Legend k ! Legend The potential Harrisburg station would be on the blue and purple corridors, which run along existing Union Pacific route, and Urban Growth Boundary (UGB) ¤£20 k Existing Amtrak Station is currently bypassed by Amtrak service. The Harrisburg station area is 16 miles¨¦§5 north of the existing Eugene station. The CORVALLIS City Limits ! 10-minute drive time includes Harrisburg and Junction City, and the 30-minute drive time reaches Eugene and Tangent. !! VU34 Tangent Potential Station ! Lebanon 5-Mile Buffer Freeway Philomath VU99E ! Potential Station Major Road People per square mile VU99E ¤£20 Secondary Road 0 - 20 ¨¦§5 Drive Time (in Minutes) 21 - 250 VU34 5 Minutes Brownsville 251 - 500 ¤£20 10 Minutes VU99 9VU9W Sweethome Harrisburg ! 501 - 2000 20 Minutes 228 2001 - 5000 VU 30 Minutes 5001 and over Harrisburg !

Junction City Junction City

0 2.5 U36 ´ Miles V VU99 ¨¦§5 ¨¦§5 Data Source: US Census Bureau, 2010 Leaburg VU36 Veneta Springfield VU126 VU126 k ! 0 9 Employment Density ´ Miles Legend EUGENE Urban Growth Boundary (UGB) City Limits Data Source: ¨¦§5 Creswell ESRI Streetmap North America, 2012 5-Mile Buffer ! Potential Station VU99E Employees per square mile ¨¦§5 0 - 20 21 - 250 251 - 500 501 - 2000 VU99 2001 - 5000 Harrisburg ! 5001 and over

Junction City 0 2.5 ´ Miles ¨¦§5 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011 VU36 38 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community VU226 harrisburg

Population Density CDustrive oTimmere Ana Dlysemandis ALBANY Legend k ! Legend Harrisburg is a small, rural city, as is reflected in its low population (City 2010 census population was 3,567) and low Urban Growth Boundary (UGB) ¤£20 k Existing Amtrak Station ¨¦§5 population density. JunctionCO RCityV AisL LsouthIS of Harrisburg, and its population is represented in the 10-mile radius for the City Limits ! Harrisburg station. There are several!! industrialVU34 businessesTangent in downtown Harrisburg, most of Pwhichotent iasupportl Statio nthe surrounding ! Lebanon 5-Mile Buffer Freeway agricultural industry. ThePh iresourceslomath in Harrisburg serve the residents and are likely not attractors for nonresidents. VU99E ! Potential Station Major Road U99E People per square mile Population, Employment, and densitiesV for 1, 5, and¤£ 210-mile0 radiuses. Secondary Road 0 - 20 5 Drive Time (in Minutes) 1-Mile¨¦§ Radius 5-Mile Radius 10-Mile Radius 21 - 250 VU34 5 Minutes Brownsville 251 - 500 Population 954 11,817 ¤£20 10 Minutes 21,345 VU99 9VU9W Sweethome Harrisburg ! 501 - 2000 20 Minutes 228 2001 - 5000 Population Density 303.8 VU 150.5 30 Minutes 68.0 5001 and over (people per sq. mile) Harrisburg ! Total Employees 755 2,993 5,760 Junction City Junction City Employee Density 240.4 38.1 18.3 0 2.5 (employees per sq. mile) U36 ´ Miles V VU99 ¨¦§5 ¨¦§5 Data Source: US Census Bureau, 2010 Leaburg VU36 Veneta Springfield VU126 VU126 k ! 0 9 Employment Density ´ Miles Legend EUGENE Urban Growth Boundary (UGB) City Limits Data Source: ¨¦§5 Creswell ESRI Streetmap North America, 2012 5-Mile Buffer ! Potential Station VU99E Employees per square mile ¨¦§5 0 - 20 21 - 250 251 - 500 501 - 2000 VU99 2001 - 5000 Harrisburg ! 5001 and over

Junction City 0 2.5 ´ Miles ¨¦§5 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011 VU36 Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 39

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community harrisburg

Site Suitability Zoning Designations Potential Station Harrisburg is a small city surrounded by rural agricultural uses. The Harrisburg station area is in the center of the P e o Legend town, which has a small commercial strip along OR 99, but is otherwise mostly industrial and residential uses. The built r i a

environment in the downtown area is low-density, auto-orientated development, often with surface parking. Although there R r Urban Growth Boundary (UGB)

d D ill d H is available land for development in the downtown and surrounding area, the land is designated primarily for residential and on City Limits am industrial uses. The city is requesting an expansion of the Urban Growth Boundary (UGB) and is in the process of updating Di Half-Mile Buffer its comprehensive plan. The new land within the UGB is anticipated to be dedicated primarily to residential and industrial ! Potential Station ´ uses. Zoning Designations 0 0.3 Miles C-1 - Commercial La Salle St E30 - Exclusive Farm Use (30 Acre Min.) ! Interconnectivity GW - Greenway Special Purpose District OR 99 runs north to south through Harrisburg, and I-5 lies approximately 10 miles to the east. The city is not served by M-1 - Limited Industrial scheduled public transportation. The downtown area generally has sidewalks, except for a few gaps where there are poor M-2 - General Industrial or missing sidewalks. Most of the streets in Harrisburg are low-volume streets where shoulders or sharing of the roadway is PR - Park and Recreation sufficient for bicyclists. Some arterials have bike lanes. In general, multimodal connectivity is limited as a result of the lack of R-1 - Single Family Residential

6 VU99E t public transit and the city’s rural settings. h R-2 - Multi-Family Residential

S t UGA-HI - Urban Growth Area-Heavy Industrial UGA-LI - Urban Growth Area-Limited Industrial Multimodal Map UGA-RR-5 - Urban Growth Area- Legend Rural Residential (5 Acre Min.) Data Sources: 1-Mile Buffer Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; UGA-UGM-10 - Urban Growth Area- Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 Urban Growth Mgmt (10 Acre Min.) ! Potential Station

Key Locations å Schools Aerial Legend 1-Mile Buffer ! Potential Station UV99E ! åå å

! Harrisburg

UV99E 0 0.75 0 0.5 ´ Miles ´ Miles Eugene

Data Sources: ESRI Data Sources: ESRI 2013

40 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013 PORTLAND Stations Tangent Existing Amtrak Station Stations Potential Station Potential Station Existing Amtrak Station Lake Alternatives Potential Station Oswego Blue Alternative Tualatin OREGON Summary Assessment Alternatives Blue Option Wilsonville CITY Blue Alternative Red Alternative Blue Option Red Option Red Alternative Canby Evaluation Criteria Summary of Features Purple Alternative Red Option Purple Option Operational Feasibility Tangent is not a regional city center. The Tangent station area is on the blue corridor, six Purple Alternative miles south of the existing Albany station. Tangent is within a 10-minute drive from the Yellow Alternative Woodburn Purple Option existing Albany station and within a 20-minute drive from the potential Corvallis station. Yellow Option Yellow Alternative Customer Demand Low population and employment. No major destinations or key attractors in the city. Yellow Option Brooks Keizer Site Suitability Not an activity center. Very constrained Urban Growth Boundary (UGB). Rural and agricultural area.

SALEM Interconnectivity No public transit or bicycle and pedestrian connectivity.

Enlarged Area ALBANY CORVALLIS

Tangent

ALBANY

Harrisburg

CORVALLIS

Tangent EUGENE Potential Station Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 41 Tangent VU213 ¤£20 VU223 Dallas SALEM VU51 OperatiPopulatoionaln Den sFiteasibilityy Drive Time Analysis ¤£20 Legend Legend Tangent is not a regional city center. The Tangent station area is on the blue corridor, six miles south of the existing Albany 9VU9W Urban Growth Boundary (UGB) Monmouth k Existing Amtrak Station Independence Turner VU214 station.¤£ 2 0Tangent is within a 10-minute drive from the existing Albany station and within a 20-minute drive of the potential Sublimity City Limits ! Potential Station Corvallis station. 99E VU Aumsville Stayton 5-Mile Buffer 9VU9W Freeway 5 ! Potential Station ¨¦§ Major Road ¨¦§5 People per square mile VU223 Secondary Road Kings Valley Jefferson 0 - 20 Drive Time (in Minutes) VU226 VU34 21 - 250 5 Minutes 251 - 500 ALBANY 10 Minutes Tangent ! VU34 501 - 2000 20 Minutes 2001 - 5000 ¤£20 30 Minutes CORVALLIS 5001 and over VU34 Lebanon Philomath Tangent

VU99E ¤£20 VU99E 5 0 2.5 ¨¦§ VU34 Brownsville ´ Miles VU99W Sweethome

Data Source: US Census Bureau, 2010 ¨¦§5 VU228 ¤£20 0 9 Employment Density Harrisburg ¤£20 ´ Miles Legend 9VU9W Urban Growth Boundary (UGB) £ Junction City ¤20 City Limits Data Source: ESRI Streetmap North America, 2012 VU99E 5-Mile Buffer ! Potential Station Employees per square mile §5 ¨¦ 0 - 20 21 - 250 VU34 251 - 500 501 - 2000 2001 - 5000 ! VU34 Tangent 5001 and over

VU99E ¨¦§5 0 2.5 ´ Miles

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

42 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Tangent VU213 ¤£20 VU223 Dallas SALEM VU51 Population Density CustDriveo Tmerime An Dalemandysis ¤£20 Legend Legend The limited population and low population density within 1 mile of the station reflects the rural nature of Tangent. Albany 9VU9W Monmouth k Urban Growth Boundary (UGB) Turner VU214 Existing Amtrak Station ¤£20 is within 10 miles of the station, as is reflectedIndep enind enthece increased population Suandbli mincreasedity density farther from Tangent. City Limits ! Potential Station 99E Resources in the city primarily serve the immediate local population. There are no major destinations or key attractors in the VU Aumsville Stayton 5-Mile Buffer city. 9VU9W Freeway 5 ! Potential Station ¨¦§ Major Road ¨¦§5 People per square mile VU223 Secondary Road Population, Employment,Kings Valley and densities for 1,Jef f5,ers onand 10-mile radiuses. 0 - 20 Drive Time (in Minutes) 1-Mile Radius 5-MileVU226 Radius 10-Mile Radius VU34 21 - 250 5 Minutes 251 - 500 Population ALBANY244 26,924 10 Minutes 125,454 Tangent ! VU34 501 - 2000 20 Minutes 2001 - 5000 Population¤£20 Density 78 343 30 Minutes 399 CORVALLIS 5001 and over (people per sq. mile) VU34 Lebanon Total Employees Philomath Tangent 968 8,534 57,572

Employee Density VU99E 308 ¤£20 109 183 VU99E 5 0 2.5 (employees per sq. mile) ¨¦§ VU34 Brownsville ´ Miles VU99W Sweethome

Data Source: US Census Bureau, 2010 ¨¦§5 VU228 ¤£20 0 9 Employment Density Harrisburg ¤£20 ´ Miles Legend 9VU9W Urban Growth Boundary (UGB) £ Junction City ¤20 City Limits Data Source: ESRI Streetmap North America, 2012 VU99E 5-Mile Buffer ! Potential Station Employees per square mile §5 ¨¦ 0 - 20 21 - 250 VU34 251 - 500 501 - 2000 2001 - 5000 ! VU34 Tangent 5001 and over

VU99E ¨¦§5 0 2.5 ´ Miles

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 43

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Tangent

Site Suitability Zoning Designations Tangent is a small city surrounded by agricultural uses. The Tangent station area is located near the center of the town, Potential Station which has a small commercial strip along OR 99E but is otherwise mostly agricultural and residential uses. Although land is Legend Urban Growth Boundary (UGB) available for development, this land is primarily designated for agricultural and residential uses. VU99E VU34 City Limits Half-Mile Buffer ! Potential Station Interconnectivity 34 VU Zoning Designations The City of Tangent is located in the central Willamette Valley of western Oregon, 79 miles from Portland, 6 miles from CC - Central Commercial Albany and 33 miles from Eugene. OR 99E runs north to south through Tangent and Interstate 5 (I-5) lies approximately 3 EFU - Exclusive Farm Use miles east of Tangent. The city is not served by scheduled public transportation, and overall it lacks a complete pedestrian ! HC/I - Highway-Commercial/Industrial and bicycle transportation system. In general, multimodal connectivity is limited due to the lack of public transit and the IND - Industrial city’s rural setting. LI - Limited Industrial RM-6 - Multi-Family Residential RM-10 - Multi-Family Residential RS-10 - Single Family Residential VU99E

Lake Creek Dr Multimodal Map 0 0.3 Legend ´ Miles Albany Data Sources: 1-Mile Buffer Tangent Dr Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; ! Potential Station Cities of Eugene and Albany; ESRI; and ODOT 2009-2013

Key Locations å Schools Corvallis Aerial Albany Transit System (ATS) å Legend Linn-Benton Loop Bus Albany 1-Mile Buffer ! Station Location

Corvallis UV34 ! Tangent UV34 ! Lebanon

UV99E

0 0.75 0 0.5 ´ Miles å ´ Miles Harrisburg

Data Sources: ESRI, Benton County Data Sources: ESRI 2013

44 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013 Stations PORTLAND Albany Stations Existing Amtrak Station Existing Amtrak Station Potential Station Potential Station Existing Amtrak Station Lake Potential AlternativesStation Oswego Blue Alternative Tualatin OREGON Summary Assessment Alternatives Blue Option Blue Alternative Wilsonville CITY Red Alternative Blue Option Red Option Red Alternative Canby Evaluation Criteria Summary of Features: Summary of Features: Purple Alternative Red Option Existing (Downtown) Potential (I-5) Purple Option Purple Alternative Existing station recently renovated. The Potential station along Interstate 5 (I 5). The Yellow Alternative Operational Feasibility Purple Option Woodburn 20-minute drive time includes all of Corvallis. 20-minute drive time includes some of Corvallis Yellow Option Yellow Alternative but not all. Yellow Option Brooks Customer Demand Historic downtown is an attractor. Densities No key attractions. Suburban densities. Keizer are reflective of a small city. Downtown employment. Some large employers are nearby SALEM and just across railroad tracks.

Site Suitability Station is existing development adjacent Station would be new development at eastern to transit center. Downtown Albany is edge of Urban Growth Boundary (UGB). compact, historic and with small, grid blocks. Suburban setting near mall, strip malls and Enlarged Redevelopment potential is mainly infill and big box stores, airport, fairgrounds and rural Area redevelopment of parking lots, some of which uses. Large tracts of land potentially could be are full blocks. redeveloped. Potential for more transportation ALBANY corridor-orientated development. Interconnectivity Adjacent to the city’s transit center, which has Area is developed to support auto use and has CORVALLIS five transportation providers. A new multimodal limited existing multimodal connections and path is being planned under the Pacific transit access. Tangent Boulevard overpass to connect the Amtrak station and transit center with downtown, where the Willamette Valley Scenic Bikeway runs along 1st and 2nd Avenues, and will improve bicycle and pedestrian access in the Existing Albany future. Amtrak Station ALBANY

Harrisburg Potential Station

CORVALLIS

Tangent EUGENE Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 45 Albany

OperatiPopulatoionaln Den sFiteasibilityy Drive Time Analysis VU99E Legend Existing Amtrak Station ! Urban Growth Boundary (UGB) Operational Feasibility *Existing Amtrak Station* VU213 Legend City Limits VU223 Dallas SALEM VU51 ! k Existing Amtrak Station The existing Albany station is on the blue and purple corridors, and could be served by options for the yellow and red k 5-Mile Buffer ! Potential Station corridors. The existing station has 20 short-term and 50 long-term parking spaces. The existing Albany station is served Turner ¨¦§5 Monmouth Freeway by the existing Amtrak Cascades and Coast Starlight routes. The station is in downtown Albanyk andEx isisti npartg Am oftr aAlbany’sk Stati on Independence VU214 multimodal transportation center. The 20-minute drive time extends southwest to encompass! PCorvallisotential Sandta tiothen 30-minute 9VU9W Stayton Major Road ¨¦§5 drive time reaches southern Salem. People per square mile Secondary Road VU223 Drive Time (in Minutes) 0 - 20 Kings Valley Jefferson ¤£20 21 - 250 VU226 5 Minutes Operational Feasibility *Potential Albany Station* 10 Minutes k ! ¤£20 251 - 500 ALBANY ! 20 Minutes The potential Albany station is on the AredL BcorridorANY along I-5. The station is in eastern Albany where501 - population2000 and k 5 ¤£20 employment densities drop.e s The 30-minute drive time extends-M southwest to encompass Corvallis and north to Salem. Some CORVALLIS 30 Minutes il i 2001 - 5000 ¤£20 -M le Philomath ! portions of Corvallis would5 be servedVU99E within a 20-minute drive time.s ! ! Lebanon 5001 and over Tangent VU34 VU34 VU99E

0 2.5 ¨¦§5 Brownsville 0 12 ¨¦§5 9VU9W Sweethome VU34 ´ Miles ´ Miles VU228 VU34 Data Source: US Census Bureau, 2010 Data Source: ! ESRI Streetmap North America, 2012 Employment Density ! VU99E Potential I-5 Station Legend VU213 Legend VU223 Dallas SALEM! Urban Growth Boundary (UGB) VU51 k k Existing Amtrak Station City Limits ! Monmouth Turner Potential Station 5-Mile Buffer VU214 Independence Freeway 5 ¨¦§ k Existing Amtrak Station 9VU9W Stayton ¨¦§5 Major Road ! Potential Station Secondary Road 223 Employees per square mile VU Kings Valley Jefferson Drive Time (in Minutes) 0 - 20 226 VU 5 Minutes ¤£20 21 - 250 ALBANY 10 Minutes k ! 251 - 500 k ! ¤£20 20 Minutes 501 - 2000 ¤£20 CORVALLIS ¤£20 ALBANY 2001 - 5000 Philomath ! 30 Minutes s ! e 5 Lebanon il - 5001 and over Tangent VU34 -M 99E M 5 VU ile s VU34 VU99E

¨¦§5 Brownsville 9VU9W Sweethome 0 12 0 2.5 ¨¦§5 ´ Miles VU228 VU34 ´ Miles Data Source: Oregon QCEW (Quarterly Census ! Data Source: VU34 Employment and Wages), 2011 ESRI Streetmap North America, 2012

46 | Station Area Assessments - Site Suitability - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Albany

Population Density CDustrive Toimmere Ana lyDsiemands VU99E Legend Existing Amtrak Station ! Urban Growth Boundary (UGB) Customer Demand *Existing AmtrakVU213 Station* Legend City Limits VU223 Dallas SALEM VU51 ! k Existing Amtrak Station Albany is the county seat of Linn County. Itk is largely surrounded by agricultural areas, as is demonstrated by the significant 5-Mile Buffer ! Potential Station decrease in population density that occurs betweenTu r5n eandr 10 miles from the station. The main employers in proximity ¨¦§5 Monmouth Freeway k Existing Amtrak Station to the station are Linn County offices,Indepen deAlbanynce General Hospital,VU214 and City of Albany offices, all of which have less than 800 ! Potential Station employees. Corvallis is approximately9VU9W 10 miles from Albany Sandtayto hasn two large employers: OregonMajor R Stateoad University and Good ¨¦§5 People per square mile Samaritan Hospital. Albany’s main attraction is its historic downtown, which has four HistoricSec Districtsondary Rthatoad are listed in the NRHP by the NationalVU223 Park Service. There are limited lodging options in downtown DAlbany.rive Time (in Minutes) 0 - 20 Kings Valley Jefferson ¤£20 21 - 250 VU226 5 Minutes k ! 10 Minutes ¤£20 251 - 500 Customer Demand *PotentialALBANY I-5 Station* ! 20 Minutes ALBANY 501 - 2000 k 5 ¤£20 es -M In general, the area isC OatR theVA suburban/ruralLLIS edge of Albany. The suburban nature of the station30 M iisnu tevidentes by the population il i 2001 - 5000 ¤£20 -M le Philomath ! 5 VU99E s and employment densities! within 1 !mile of the stationLeba ntoon the west and the low densities immediately to the east as well as 5001 and over VU34 within 10 miles of the station. T aEventsngent are hosted at the nearby Linn County fairgrounds throughout the year. Most of the VU34 events are related to the agriculturalVU99 natureE of the surroundings, including many equestrian events.

0 2.5 ¨¦§5 Brownsville 0 12 ¨¦§5 Population, Employment,9VU9W and densities for 1, 5,Sw eandetho me10-mile radiuses. VU34 ´ Miles ´ Miles 1-Mile Radius VU228 5-Mile Radius 10-Mile Radius VU34 Data Source: US Census Bureau, 2010 Existing Potential Existing PotentialData Source: Existing Potential ESRI Streetmap North America, 2012 Station! I-5 Station I-5 Station I-5 Employment Density Station! Station Station VU99E Potential I-5 Station Legend VU213 Legend Population VU22312,216Dallas SALEM8,357! 55,256 53,824 113,200 85,912 Urban Growth Boundary (UGB) VU51 k k Existing Amtrak Station City Limits Population Density 3,890 2,661 704 686 ! 360 274 Monmouth Turner Potential Station 5-Mile Buffer VU214 (people per sq. Independence Freeway 5 mile) ¨¦§ k Existing Amtrak Station 9VU9W Stayton ¨¦§5 Major Road ! Potential Station 9,020 5,542 23,425 22,816 Seco52,095ndary Road 36,844 Total Employees223 Employees per square mile VU Kings Valley Jefferson Drive Time (in Minutes) 0 - 20 226 Employee Density 2,872 1,765 VU 298 291 5 Minu166tes 117 ¤£20 21 - 250 (employees per sq. ALBANY 10 Minutes k ! 251 - 500 mile) k ! ¤£20 20 Minutes 501 - 2000 ¤£20 CORVALLIS ¤£20 ALBANY 2001 - 5000 Philomath ! 30 Minutes s ! e 5 Lebanon il - 5001 and over Tangent VU34 -M 99E M 5 VU ile s VU34 VU99E

¨¦§5 Brownsville 9VU9W Sweethome 0 12 0 2.5 ¨¦§5 ´ Miles VU228 VU34 ´ Miles Data Source: Oregon QCEW (Quarterly Census ! Data Source: VU34 Employment and Wages), 2011 ESRI Streetmap North America, 2012

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 47

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Albany

Site Suitability Zoning Designations UV99E Existing Amtrak Station Potential Station Site Suitability *Existing Amtrak Station*

The Albany Train Depot, which has undergone a historic renovation, is part of a recently completed Albany Multimodal Ave L 3rd E y

l l o 5 Transportation Center on a 7-acre site. The project included redevelopment of underutilized properties with deteriorated s n §¨¦ w

S buildings. The depot is on the southern end of the downtown, which is intersected by OR 99E and the railroad tracks. o t r

t

h

Most of downtown Albany, including the area adjacent to the station, is part of a historic district. Any new development S in the historic district must respect the variety of architecture and time periods reflected; this can include size and scale, t UV99E as outlined in the City of Albany Development Code. Zoning for mixed-use development is in place in much of downtown ¤£20 ¤£20 Albany. Undeveloped and underdeveloped properties in downtown provide an opportunity for infill near the station, ! including redevelopment of potential parking lots. k ¤£20 Adjacent to and east of the station, there is a rail yard. East of the rail yard are mostly industrial and public uses, such as the sheriff’s office, the Albany-Lebanon Sanitization Station, a school bus depot, and the Linn County Jail. Farther west of the 99E station, there are underutilized larger commercial and mixed-use lots along the Willamette River that have redevelopment UV potential. Smaller residential lots are located to the south and north. Q ueen Ave r Sp

D ic er y Queen Ave l D

r r

e

Site Suitability *Potential Albany Station* v

a

W The station area is located adjacent to the I-5 and OR 20 interchange near the Albany Municipal Airport and the eastern edge Legend Zoning Designations

t

of the Albany UGB. Downtown Albany and the central business district are approximately 2 miles from the station area. The S Urban Growth Boundary (UGB) CB - Central B usiness RC - Regional Commercial

l

l area is suburban in nature with generally commercial uses along OR 20, and residential uses and pockets of industrial uses i City Limits CC - CommunH ity Commercial RM - Residential Medium Density behind the commercial areas. The airport, a large park and the Linn County Fairgrounds utilize a substantial area of land east Half-Mile Buffer EFU - Exclusive Farm Use RMA - Residential Medium Density Attached of I-5. k Existing Amtrak Station HD - Historic Downtown ! Potential Station HM - Hackleman Montieth RS-5 - Residential Single Family There are large industrial and commercial parcels to the east that may be underutilized (e.g., extensive parking lots) and that LE - Lyon Ellsworth RS-6.5 - Residential Single Family UGA-RR-1 - Urban Growth Area- could have potential for development. Several large, vacant or agricultural fields to the east could provide the opportunity LI - Light Industrial Rural Residential (1 Acres Min.) for greenfield development for areas designated for the urban growth area. The area west of I-5 is more built up. Between MS - Main Street 0 0.3 UGA-UGM-5 - Urban Growth Area- I-5 and downtown Albany along OR 20, the potential exists for a more high-density, transit-orientated corridor through the ´ Miles MUR - Mixed Use Residential Urban Growth Mgmt (5 Acres Min.) redevelopment of underutilized suburban areas, such as large parking lots. NC - Neighborhood Commercial UGA-UGM-20 - Urban Growth Area- Data Sources: OP - Office Professional Urban Growth Mgmt (20 Acres Min.) Metro RLIS; Benton, Lane, Linn, Marion, OS - Open Space North Albany and Polk Counties; Cities of Eugene and WF - Waterfront Corvallis §¨¦5 Aerial Albany; ESRI; and ODOT 2009-2013 PB - Pacific Boulevard ¤£20 Legend 1-Mile Buffer UV99E k Existing Amtrak Station ! Potential Station

k ¤£20 !

UV99E

Albany 0 0.75 ´ Miles Tangent §¨¦5 Data Sources: ESRI 2013

48 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Albany

Multimodal Map Interconnectivity å North Albany å Interconnectivity *Existing Amtrak Station* å Downtown Albany is approximately 16 miles east of Corvallis, 25 miles south of Salem, 45 miles north of Eugene and 72 miles south of Portland. I-5 is 2 miles east of the station and can be accessed via US 20, which runs east to west. State Route 99E also runs through downtown Albany north to south. These highway facilities provide Albany with motor vehicle Corvallis connections to the Oregon Coast, the Cascade Mountains, and to other parts of the Willamette Valley.

Albany has existing street grids, but they suffer from major barriers that could contribute to their lower active transportation mode share. The Albany Amtrak station is between two corridors that impede bicycle and pedestrian connectivity: the å å å (UPRR) rail yard and Pacific Boulevard, a high-speed, high-traffic arterial. A new multimodal path is being planned that will be located under the Pacific Boulevard overpass to connect the Amtrak station and transit center å IC with downtown, where the Willamette Valley Scenic Bikeway runs along 1st and 2nd Avenues. This planned multimodal path åå k will improve bicycle and pedestrian access in the future. The multiuse path system in Albany is generally located along the ! Willamette River and local creeks, and is not yet fully interconnected with the rest of the transportation system and bicycle å network. In general, the bicycle network has some key missing linkages. There are sidewalks along most major arterial streets in the central areas of Albany, with a few exceptions. å å å å The Albany Multimodal Transportation Center provides intercity and interstate passenger rail service, local and regional å bus service, bicycle and pedestrian facilities, parking and drop-off areas. The Albany Multimodal Transportation Center å provides a central transportation facility that brings five transportation providers together at a common transfer point. These å five transit providers are: Albany Transit (ATS); the Linn-Benton Loop (serving Albany and Corvallis); Linn Shuttle (Albany, Lebanon and Sweet Home); Valley Retriever (serving Newport, Albany, Bend, Salem and Portland); and Amtrak train and bus service. There is free long-term vehicle parking at the transportation center, and bicyclists have covered bike racks and free å bike storage lockers. Tangent å å å Interconnectivity *Potential Albany Station* Legend Albany Transit System (ATS) Data Sources: ESRI, Benton County; City of Albany I-5 provides north-south interstate travel near the existing station. Downtown Albany is 2 miles east of the station and can 1-Mile Buffer ATS Routes be accessed via US 20, which runs east to west and continues west to Corvallis. To the east, US 20 goes to Lebanon. I-5 is a k Existing Amtrak Station Linn-Benton Loop Bus major barrier for bicycle and pedestrian access in the area. Bicycle lanes on OR 20 provide connections to downtown Albany ! Potential Station from I-5, but, in general, the suburban nature of the development pattern and highway network deters pedestrian and bicycle modes of travel. Key Locations å Schools 0 0.6 The station area is served by one bus line as part of the Albany Transit System that provides both connections to downtown ´ Miles IC Hospitals and regional service. The Albany Municipal Airport has been in its present location in the northeast part of the city between Knox Butte Road and Santiam Highway, directly east of I-5, since 1930. The airport does not offer commercial passenger service but does provide some small-scale commercial freight service.

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 49

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013 This page left intentionally blank. Stations PORTLAND Corvallis

Stations Existing Amtrak Station Potential Station - Jefferson Avenue Potential Station Potential Station-McKinley Park Area Existing Amtrak Station Lake Alternatives Potential Station Oswego Blue Alternative Tualatin OREGON Summary Assessment Alternatives Blue Option Blue Alternative Wilsonville CITY Red Alternative Blue Option Red Option Evaluation Criteria Summary of Features: Summary of Features: Red Alternative Canby Purple Alternative Potential (Jefferson Avenue) Potential (McKinley Park Area) Red Option Purple Option Station area is on the yellow corridor. The Station area is on the yellow corridor. The Purple Alternative Operational Feasibility Yellow Alternative Woodburn existing Albany station is 12 miles to the east. existing Albany station is 12 miles to the east. Purple Option Yellow Option Yellow Alternative Customer Demand Downtown Corvallis hosts regional cultural Downtown Corvallis hosts regional cultural Yellow Option Brooks events, is home to Oregon State University events, is home to OSU, and has some large (OSU), and has some large employers in the employers in the area. The station location Keizer area. The station location area is in downtown area is in the southern section of downtown, and has employment and population densities a section that is less dense than the Jefferson SALEM reflective of a regional downtown. Avenue station area. Site Suitability The station location is in the center of the Although the station location is on the greater downtown area between OSU and the southern edge of downtown, it may encourage central business district. Infill and larger lot development in a more underutilized redevelopment potential. commercial area within walking distance to Enlarged downtown and OSU. Area Interconnectivity Near the transit center and downtown center. Currently served by only one of eight bus ALBANY Well-defined bicycle and pedestrian network. routes. Adjacent to multiuse trails. The longer Madison Avenue, a block to the north, is walk to downtown center may detract from the CORVALLIS planned to be a pedestrian promenade pedestrian environment. However, the rail line connecting downtown with the OSU campus. would not bisect downtown. Rail line through downtown may disrupt Tangent connectivity.

ALBANY

Harrisburg CORVALLIS

Tangent Potential Station EUGENE McKinley Park Area Springfield Potential Station Jefferson Ave

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 51 corvallis Operational Feasibility Population Density Drive Time Analysis 213 Legend 223 Dallas SALEM Corvallis would be served by the yellow alternative. The Jefferson Avenue Station would be served by the primary Jefferson Avenue 51 Urban Growth Boundary (UGB) Legend alternative, while the McKinley Park Area station would be served by the Highway 34 option. The Corvallis City Center has Turner City Limits Monmouth regional attractions such as Oregon State University99W and some major employers. It is on the western edge of the Willamette Independence 214 Existing Amtrak Station 20 5-Mile Buffer Valley offset from I-5. Both proposed stations are approximately 12 miles from Albany, and 47 miles north of Eugene. Stayton Potential Station 99E 99W Albany and Tangent are within a 20-minute drive time of either potential station. The potentialPote nAlbanytial St astationtion adjacent to I-5 5 Freeway is within a 20-minute drive time of the both station areas. People per square mile 223 Major Road Kings Valley Jefferson 0 - 20 Secondary Road 226 21 - 250 ALBANY Drive Time (Analysis) CORVALLIS 251 - 500 5 Minutes 34 501 - 2000 20 CORVALLIS 10 Minutes Philomath 2001 - 5000 34 20 5-M Lebanon 20 Minutes iles Tangent 5001 and over Philomath 30 Minutes 5 99E -M 20 i le s 34 99W Brownsville Sweethome 99W 0 2.5 5 228 0 12 Harrisburg Miles Miles

Junction City Data Source: US Census Bureau, 2010 Data Source: ESRI Streetmap North America, 2012 Employment Density 213 McKinley Park Area 223 Dallas SALEM Legend 51 Urban Growth Boundary (UGB) Legend Monmouth Turner City Limits Independence 214 Existing Amtrak Station 99W 5-Mile Buffer Potential Station 20 99W Stayton Potential Station 5 Freeway Employees per square mile 223 Major Road 0 - 20 Kings Valley Jefferson Secondary Road 21 - 250 226 Drive Time (Analysis) 251 - 500 ALBANY CORVALLIS 501 - 2000 5 Minutes 20 10 Minutes 34 2001 - 5000 CORVALLIS 34 5001 and over Lebanon 20 Minutes Philomath Tangent 20 5- Philomath Mi 30 Minutes les 99E 20 5 -M i 34 le s 99W Brownsville Sweethome

99W 5 228 0 12 0 2.5 Harrisburg Miles Miles Junction City Data Source: Oregon QCEW (Quarterly Census Data Source: Employment and Wages), 2011 ESRI Streetmap North America, 2012

52 | Station Area Assessments - Site Suitability - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community corvallis Customer Demand Population Density Drive Time Analysis 213 Legend 223 Dallas SALEM DowntownJefferson Corvallis Avenue has an arts center and a library,51 and hosts numerous concerts, festivals and other events. Corvallis is Urban Growth Boundary (UGB) Legend also the home of OSU, just west of downtown, and the Benton TCenterurner campus for Linn-Benton Community College. Reser City Limits Monmouth 99W Stadium, which hosts OSU Beavers games, hasI nad ecapacitypendence for 45,674 spectators.214 The presence Eofx ias tmajoring Am universitytrak Statio andn the 20 5-Mile Buffer activities it attracts makes Corvallis a regional center for shopping, finance,Stayton service, medicinePote andntia lgovernment. Station 99E 99W Potential Station 5 Freeway People per square mile Major employers in Corvallis2 2include3 OSU, Samaritan Health Services, AVI BioPharma, CH2M HILL,Majo Sigar Ro Technologies,ad Evanite Fiber, Oregon Nanoscience andKin gMicrotechnologys Valley and Hewlett-Packard.Jefferson 0 - 20 Secondary Road 226 21 - 250 The Jefferson Avenue station area is in theA LcenterBAN ofY downtown Corvallis and is closer Dtoriv OSUe T imthane ( Athenaly McKinleysis) Park Area CORVALLIS 251 - 500 station area, as is reflected in higher population and employment densities. However, densities5 Minu tines the 5-mile and 10-mile 34 501 - 2000 radius for the two2 station0 locationsCOR VareA similar,LLIS because they both capture all of Corvallis and1 0the Mi nwesternutes part of Albany. Philomath 2001 - 5000 34 20 5-M Lebanon 20 Minutes iles Tangent 5001 and over Population, Employment,Philo mandath densities for 1, 5, and 10-mile radiuses. 30 Minutes 5 99E -M 20 i le 1-Mile Radius 5-Mile Radius 10-Mile Radius s 34 Brownsville Sweethome Potential 99W Potential Potential Potential Potential Potential 99W McKinley Jefferson Ave McKinley Jefferson Ave McKinley Jefferson Ave 0 2.5 5 228 0 12 Park Area Station Park Area Station Park Area Station Harrisburg Miles Station Station Station Miles

Junction City Data Source: US Census Bureau, 2010 Population 10,963 14,386 62,631 63,221 Data Sour105,959ce: 106,651 ESRI Streetmap North America, 2012 Population Density 3,491 4,581 798 805 337 339 Employment Density 213 McKinley Park Area 223 Dallas SALEM Legend (people per sq. mile) 51 Urban Growth Boundary (UGB) Legend Total Employees 7,687 M13,959onmouth 29,886Turner 29,954 46,839 46,781 City Limits Independence 214 Existing Amtrak Station 99W 5-Mile Buffer Potential Station 20 Employee Density 2,448 99W 4,445 381 Stayton 382 149 149 Potential Station 5 Freeway (employees per sq. Employees per square mile 223 Major Road 0 - 20 mile) Kings Valley Jefferson Secondary Road 21 - 250 226 Drive Time (Analysis) 251 - 500 ALBANY CORVALLIS 501 - 2000 5 Minutes 20 10 Minutes 34 2001 - 5000 CORVALLIS 34 5001 and over Lebanon 20 Minutes Philomath Tangent 20 5- Philomath Mi 30 Minutes les 99E 20 5 -M i 34 le s 99W Brownsville Sweethome

99W 5 228 0 12 0 2.5 Harrisburg Miles Miles Junction City Data Source: Oregon QCEW (Quarterly Census Data Source: Employment and Wages), 2011 ESRI Streetmap North America, 2012

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 53

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community corvallis

Site Suitability Zoning Designations Corvallis has a well-defined grid system downtown with a mix of uses (retail, office, housing and civic uses). Corvallis’s Potential Station - Jefferson Avenue Potential Station - McKinley Park Area H arr central business district area is large for a city of its size; it comprises an almost 50-block area, a size that may detract from iso n B lvd making a cohesive and vibrant downtown. The built form mainly consists of large, low-rise building footprints, providing t S t

S h 99W t the potential to improve the architectural quality along major streets. According to the Corvallis Downtown Market d Va 4 r n 99W 3 Bu Study Analysis and Recommendations (June 2005), the downtown market area is largely built out. Nonetheless, there ren Av is redevelopment potential on numerous parcels for low-density and/or low-value improvements. The riverfront area in e downtown features a mix of uses: restaurants, shops, and public spaces, including a square and greenspace with jogging and cycling paths. The Corvallis 2020 Vision Statement identifies Corvallis as “… a hub in a regional transportation system that 34 t S connects Linn and Benton counties and provides a link to the north-south high speed rail system.” t h S t 4 d r 3

Site Suitability *Potential Jefferson Avenue Station* 20 The potential Jefferson Avenue station area is just west of the central business district in a medium-density residential area. OSU is approximately four blocks to the west. The Corvallis Downtown Market Study Analysis and Recommendations (June 2005) identifies only one small property in the immediate vicinity of the station area with redevelopment potential, but 34 there are several large properties to the south and to the west near OSU that also have redevelopment potential. 99W 20 Site Suitability *Potential McKinley Park Area Station* Legend Zoning Designations The McKinley Park Area station area is in the riverfront area just east of the central business district. The riverfront Urban Growth Boundary AG-OS - Agriculture-Open Space OSU - Oregon State University area is intended to provide for a pedestrian-friendly, multiuse neighborhood that focuses on the river and recreational (UGB) CB - Central Business P-AO - Professional & Administrative opportunities along the river. There is redevelopment potential for low-density and/or low-value improvements along the Office City Limits CBF - Central Business Fringe river and at smaller infill lots throughout the downtown. RF - Riverfront Half-Mile Buffer EFU - Exclusive Farm Use RS-3.5 - Low Density Residential Potential Station FPA - Floodplain Agriculture RS-5 - Low Density Residential GI - General Industrial RS-9 - Medium Density Residential LI - Light Industrial RS-9U - Medium Density Res. LI-O - Light Industrial-Office Lewisburg 0 0.3 (University) Miles Albany MUC - Mixed Use Commercial RS-12 - Medium Density Residential 99W 20 Aerial MUCS - Mixed Use Community RS-12U - Medium Density Res. Shopping (University) Legend MUE - Mixed Use Employment Data Sources: RS-20 - High Density Residential 1-Mile Buffer Metro RLIS; Benton, Lane, Linn, Marion, MUT - Mixed Use Transitional UR-5 - Urban Residential and Polk Counties; Cities of Eugene and NC-Minor - Minor Neighborhood (5 Acres Min.) Corvallis Existing Amtrak Station Albany; ESRI; and ODOT 2009-2013 Center Potential Station 34 Lebanon 34

20 Philomath 99W

0 0.75 Monroe Miles

Data Sources: ESRI 2013

54 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community å corvallis

Multimodal Map Interconnectivity å Albany Oregon Highway 20 (OR 20), OR 34 and OR 99 converge in downtown Corvallis. Highways 20 and 34 provide connection to Interstate 5 (I-5), which lies approximately 10 miles to the east. Local bus service is provided by Corvallis Transit System (CTS), which is a fareless system. There are eight routes that run Monday through Saturday, covering most of the city and å å converging at the Downtown Transit Center. CTS also runs the “Beaver Bus,” a set of late-night routes running Thursday å through Saturday when OSU is in session. Short-distance intercity buses—the Linn-Benton Loop to Albany and the Albany Amtrak station, and the Philomath Connection—also stop at the Downtown Transit Center. Long-distance bus service is provided by Greyhound, which stops in downtown Corvallis. å å The City of Corvallis has designated a “downtown core area” where pedestrian activity is encouraged. However, transportation uses such as train tracks bisect the downtown core area, distracting from the overall pedestrian friendliness

×TC Tangent of the city. The downtown is tied to the larger community by numerous linkages, such as trails and the fully developed plan ! for a pedestrian promenade on Madison Avenue, which connects the central city to the OSU campus. According to the City of Corvallis’s website, approximately 98 percent of the collector and arterial roadways in Corvallis have bike lanes (46 miles) and there are 18 miles of multiuse paths. According to the Corvallis and Benton County Bicycle Guide (2012), Third Street and Fourth Street through downtown are caution areas for bicyclists. !

The Corvallis Regional Airport is 4 miles to the south of the central business district. It is a base for air freight services, particularly in conjunction with the airport’s industrial park, and serves as a relief airport for Portland and Eugene while å providing hangar space and support services for locally based corporate planes. å å Interconnectivity *Potential Jefferson Avenue Station*

The Jefferson Avenue station area is just a few blocks south of the Downtown Transit Center. Bike lanes are on Jefferson å Avenue. Madison Avenue, a block to the north, is planned to be a pedestrian promenade connecting downtown with the OSU campus. The rail line to the station runs through the middle of downtown which can be disruptive to pedestrian and roadway movement.

Legend Corvallis Transit System (CTS) Data Sources: ESRI, Benton County 1-Mile Buffer CTS Bus Route Interconnectivity *Potential McKinley Park Area Station* ! Potential Station Albany Transit System (ATS) The McKinley Park Area station area is located on the southern edge of the central business district and downtown Corvallis, Key Locations Linn-Benton Loop Bus but is served by just one bus route. The riverfront trail and the trail to Philomath can be accessed directly from the area. ×TC Transit Center Bicycle caution areas are near the station area in downtown. Most of the downtown area has sidewalks. OR 34/20, which 0 0.5 å Schools ´ Miles connects to I-5, is adjacent to the station area. IC Hospitals Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 55 This page left intentionally blank. PORTLAND Salem

Stations Existing Amtrak Station Potential I-5 Station Existing Amtrak Station Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Evaluation Criteria Summary of Features: Summary of Features: Red Alternative Canby Existing (Amtrak) Potential (I-5) Red Option The existing Salem station is on the Blue The potential Salem station is on the red Purple Alternative Enlarged Operational Feasibility Woodburn Corridor, served by the existing Amtrak corridor along I-5, within a 5-minute drive time Purple Option Area Cascades and Coast Starlight routes, as well as to the existing Salem station. Yellow Alternative Stations Greyhound bus services. Yellow Option Brooks Existing Amtrak Station Customer Demand The existing Amtrak station is located in close The potential I-5 station area is located in North Keizer Potential Station proximity to the largest concentration of Salem at the eastern edge of the Salem City employment in the Salem-Keizer area, with over city limits, approximately 2 miles east of the Alternatives 44,000 employees working within 1 mile of the downtown/central business district area. There SALEM Blue Alternative station. are over 11,500 employees working within 1 Blue Option mile of the station. Red Alternative Red Option Site Suitability Station location is existing development, Station location is existing development, adjacent to commercial-zoned property and adjacent to commercial-zoned property and Purple Alternative Willamette University, two blocks from Salem residential-zoned property. The station location Purple Option Hospital, and 0.5 mile to the central business is approximately 0.5 mile from the historic Yellow Alternative district. Redevelopment potential is mainly Oregon State Hospital and Geer Community ALBANY Yellow Option infill. Park. Redevelopment potential is mainly infill. CORVALLIS Interconnectivity The Amtrak station is located approximately The potential Interstate 5 (I-5) station is 1 mile southeast of the Salem Transit Mall developed to serve automobile use along and is accessed by bus transit connecting to Oregon’s primary north-south travel corridor. Tangent downtown and the greater Salem-Keizer area. The station is served by existing transit and on- On-street bike paths connect the Amtrak station street bicycle facilities connecting to downtown Woodburn to downtown and to South and East Salem, and Salem and the greater Salem-Keizer area. a multiuse path runs parallel to the existing Union Pacific Railroad (UPRR) rail line along 13th Street NE from Mill Street SE to North Salem High School. Brooks Harrisburg Existing Amtrak Keizer Station Potential Stations

EUGENE SALEM Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 57 Salem

OperatiPopulaotionaln De nFsieasibilityty Drive Time Analysis Legend Existing Amtrak Station ! Urban Growth Boundary (UGB) Operational Feasibility *ExistingKeize rAmtrak Station* McMinnville Legend City Limits Hubbard VU219 99E k Existing Amtrak Station VU221 VU99E U233 VU The existing Salem station is on the blue corridor. The existing station has 25 long-term parking5-M ispacesle Buff eandr additional short- VU18 V ! ! ! ! VU211 Potential Station W Amity Woodburn term parking spaces. The existinga Salem station is served by the existingVU213 Amtrak Cascades and Coast Starlight routes, as well Sheridan ll Freeway a k Existing Amtrak Station VU214 U213 c Mount V as Greyhound bus services. The estation is within walking distance to downtown Salem. The 20-minute drive time extends VU99W U99E R V Angel Major Road d ! Potential Station Brooks north to Keizer and Brooks and the 30-minute drive time reaches southern Woodburn. VU221 ! People per square mile Secondary Road VU22 Keize!r Silverton 0 - 20 VU213 Drive Time (in Minutes) Operational Feasibility *Potential I-5 Station* SALEM 5 Minutes SALEM 5-Miles 21 - 250 Dallas ! VU214 ! VU22 k 251 - 500 10 Minutes The potential VUSalem22 station is on the kred corridor along I-5. The station is in eastern Salem where population and VU51 ¨¦§5 Mi ss ¨¦§5 Monmouth Turner 20 Minutes i 501 - 2000 employment densities drop. The station area oisn within a 5-minute drive time to the existing station, 10 minutes to the 214 S Independence VU remainder of Salem and Keizer, 20 minutes to Brookst and within 30 minutes of Woodburn and northern2001 - 5 0Albany.00 VU22 30 Minutes es il VU223 Stayton -M 5001 and over 5 ¨¦§5 VU22 Kings Valley

C o Jefferson m 9VU9W m VU99E VU226 e r c 0 2.5 0 12 i a ALBANY l

S ¤£20 ! t ´ Miles k ´ Miles ¤£20 CORVALLIS VU99E ¤£20 ! VU34 Tangent Data Source: US Census Bureau, 2010 ! ! Lebanon Data Source: VU34 ESRI Streetmap North America, 2012 TURNER U99E Employment Density AUMSVILLE V ¤£20 Potential I-5 Station ! Legend VU34 Urban Growth Boundary (UGB) McMinnville Legend Keizer Hubbard City Limits VU219 VU99E k Existing Amtrak Station VU18 VU233 U221 VU99E 5-Mile Buffer !! ! ! Potential Station V Amity Woodburn VU211 Sheridan U213 Freeway V k Existing Amtrak Station VU214 Mount VU213 W VU99W VU99E a Angel l ! Major Road l Potential Station a Brooks c VU221 ! e Employees per square mile Secondary Road R VU22 Keizer Silverton d 0 - 20 ! VU213 Drive Time (in Minutes) 21 - 250 5 Minutes Dallas SALEM! VU214 251 - 500 VU22 k SALEM ! 5-Miles 10 Minutes 501 - 2000 VU51 ¨¦§5 VU22 k Monmouth Turner 20 Minutes M ¨¦§5 2001 - 5000 Independence VU214 is sio VU22 30 Minutes n 5001 and over St VU223 s Stayton le ¨¦§5 i M Kings Valley 5- C VU22 o Jefferson m 9VU9W m VU99E VU226 e r c i 0 12 a ALBANY l 0 2.5 S £ t ¤20 k ! ´ Miles ´ Miles ¤£20 CORVALLIS VU99E ¤£20 ! VU34 Tangent Data Source: Oregon QCEW (Quarterly Census ! ! Lebanon Data Source: INDEPENDENCE Employment and Wages), 2011 VU34 ESRI Streetmap North America, 2012

TURNER VU99E ¤£20 58 | Station Area Assessments - Operational Feasibility/Customer Demand AUMSVILLE Oregon Passenger Rail Station Area Assessments VU34 Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community salem

Population Density DrCivuste Timoe merAnalys iDs emand Legend Existing Amtrak Station ! Urban Growth Boundary (UGB) Keizer Customer Demand *ExistingMcMinnville Amtrak Station* Legend City Limits Hubbard VU219 99E k Existing Amtrak Station VU221 VU99E U233 VU 5-Mile Buffer Salem is the state capitalVU18 ofV Oregon and the! county seat of Marion County. The Salem! Metropolitan Statistical Area (MSA) ! ! VU211 Potential Station W Amity Woodburn a VU213 includes Salem,Sh eKeizer,ridan and Marion and Polk Counties, and is the state’s second largest MSA with a population estimated ll Freeway a k Existing Amtrak Station VU214 U213 c Mount V e at 396,103 (Portland State University, Population Research Center, 2008). The Amtrak station is located in proximity to the VU99W U99E R V Angel Major Road d ! Potential Station Brooks largest concentration of employmentU221 in! the Salem-Keizer area. According to the Oregon Employment Department, there V Secondary Road People per square mile are more than 44,000 employeesKe workingizer within 1 mile of the station (Oregon Employment Department, 2011). Large VU22 ! Silverton 0 - 20 employers and key generators near the AmtrakVU213 station include State of Oregon governmentDrive Time offices,(in Minu tCityes) of Salem offices, SALEM 5 Minutes SALEM 5-Miles 21 - 250 Willamette University,D alandlas Salem Hospital.! VU214 ! VU22 k 251 - 500 10 Minutes VU22 k VU51 ¨¦§5 Mi ss ¨¦§5 Monmouth Turner 20 Minutes i 501 - 2000 on 214 S Customer DemandInd *Potentialependence I-5 Station*VU t 2001 - 5000 VU22 30 Minutes es il VU223 Stayton -M 5001 and over The potential I-5 station area is located in North Salem at the eastern edge of the Salem city limits, approximately 2 miles 5 ¨¦§5 VU22 east of theKi ndowntown/centralgs Valley business district area. According to the Oregon Employment Department, there are more C Jefferson o than 11,500 employees working within 1 mile of the potential station location (Oregon Employment Department, 2011). The m 9VU9W m major of employers in the 1-mileVU9 9radiusE are concentratedVU226 along Lancaster Drive NE, paralleling the I-5 corridor one-third of e r c 0 2.5 0 12 i a a mile to the east. TheA stationLBAN Ylocation is adjacent to the Lancaster Mall regional shopping center. Large employers and key l

S ¤£20 ! t ´ Miles generators near the potentialk station include the Oregon State Penitentiary, Wells Fargo´ Bank, andMi lethes Oregon State Hospital. ¤£20 CORVALLIS VU99E ¤£20 ! VU34 Tangent Data Source: US Census Bureau, 2010 ! ! Lebanon Data Source: Population, Employment, andVU34 densities for 1, 5, and 10-mile radiuses.ESRI Streetmap North America, 2012 TURNER U99E 1-Mile Radius 5-Mile Radius 10-Mile Radius Employment Density AUMSVILLE V ¤£20 Potential I-5 Station ! Legend VU34 Existing Potential Existing Potential Potential Potential Urban Growth Boundary (UGB) McMinnville Legend Keizer Amtrak I-5 Hubbard Amtrak I-5 Amtrak I-5 City Limits VU219 VU99E k Existing Amtrak Station VU18 VU23Station3 Station Station Station Station Station U221 VU99E 5-Mile Buffer !! ! ! Potential Station V Amity Woodburn VU211 Sheridan U213 Freeway V k Existing Amtrak Station Population 13,033 18,305VU214 Mount VU213206,480 194,683 261,155 257,801 W VU99W 99E a VU Angel Major Road l ! l Potential Station a Brooks c VU221 ! e Employees per square mile Population 4,150 5,828 2,630 2,480 Secondar832y Road 821 R VU22 Keizer Silverton d 0 - 20 Density ! VU213 Drive Time (in Minutes) 21 - 250 (people per sq. mile) 5 Minutes Dallas SALEM! VU214 251 - 500 VU22 k SALEM ! 5-Miles 10 Minutes 501 - 2000 Total Employees VU51 44,262 ¨¦§5 11,683 110,556 110,256 121,842 121,284 VU22 k Monmouth Turner 20 Minutes M ¨¦§5 2001 - 5000 Independence VU214 is sio VU22 30 Minutes n 5001 and over Employee Density 14,094 3,720 1,408 1,404 388 386 St VU223 s Stayton le §5 i (employees per sq. ¨¦ M Kings Valley 5- C VU22 mile) o Jefferson m 9VU9W m VU99E VU226 e r c i 0 12 a ALBANY l 0 2.5 S £ t ¤20 k ! ´ Miles ´ Miles ¤£20 CORVALLIS VU99E ¤£20 ! VU34 Tangent Data Source: Oregon QCEW (Quarterly Census ! ! Lebanon Data Source: INDEPENDENCE Employment and Wages), 2011 VU34 ESRI Streetmap North America, 2012

TURNER VU99E ¤£20 Oregon Passenger Rail Station Area Assessments AUMSVILLE Station Area Assessments - Customer Demand | 59 VU34 Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Salem C Cen t ente t t r S er S S St t t t Site Suitability n Zoning Designations n o Zoning Designations VU213 ro VU213 Fr F Existing Amtrak Station Potential Station

Existing Amtrak Station e Potential Station

e

v

v

Site Suitability *Existing Amtrak Station* A

A

C t F Cou n Center St e o n enter S Ferr urt e C r y rt S e ry S St e

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t r The existing Amtrak station operates as the passenger depot also serving Greyhound bus operations. The station is a Beaux- S g

g Fr Sta r F o t t r ron ate S e nt e e Arts-style structure listed on the NRHP. The Oregon Department of Transportation (ODOT), which completed a renovation t St St v 5 S t v ¨¦§5 t E ¨¦§ of the station in 2000, leases the station to Amtrak and Greyhound. Willamette University and Salem Hospital are adjacent E D St to the station on the west. The State of Oregon government offices and the central business district are located 0.5 mile

t t north-northwest of the station. Thomas Key Historic Park is located adjacent to the station on the north. Single-family and S S

h th multi-family residences are concentrated in nearby areas east and northeast of the station. Redevelopment of properties 2t 12 1 surrounding the station would primarily be infill. St Ce State Center St t t S er St t e t ! k S St ! Ce nte k S Ce r St n h ter St th Mi 7t The Railway Express Agency (REA) freight depot and baggage shed building (also listed on the NRHP) is located next to the Miss 17 ssio 1 ion S St e

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The potential I-5 station area is located at the interchange of I-5 and Center Street NE at the eastern edge of the Salem city limits, adjacent to the Four Corners area of Marion County (which is within the Urban Growth Boundary). The station is Legend Zoning Designations

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t (UGB) t Services 3 (UGB) 2 CG - General Commercial Services 3 2 1 Salem, the central business district and Willamette University are located approximately 2 miles west of the I-5 station 1 CG - General Commercial

1 City Limits 1 location. City Limits CO - Commercial Office PM - Capital Mall Area Half-Mile Buffer Half-Mile Buffer CR - Retail Commercial PS - Public Service The area is characterized by a mix of single-family residential, multi-family residential and retail commercial uses, and is k Existing Amtrak Station CR-LU - Retail Commercial- RA - Residential Agriculture anchored by the Lancaster Mall regional shopping center. There is property north of the station between D Street NE ! Limited Use ! Potential Station RD - Duplex Residential and Market Street NE that is zoned General Commercial and that may be underutilized. Properties classified as Industrial IC - Industrial Commercial RH - High Rise Multiple Family Commercial that are south of the potential station, between State Street and Mission Street SE/OR 22, potentially could IC-LU - Industrial Commercial- Residential provide development opportunities. 0 0.3 Limited Use RL - Limited Multi-Family St 0 0.3 RL - Limited Multi-Family

St y y view Rd a Sunny Rd ´ Miles Residential view a Sunny ´ Miles IG - General Industrial Residential w Aerial IG - General Industrial dw Aerial ad Keizer St Keizer oa RM - Multi-Family Residential

St IP - Industrial Park ro r IP - Industrial Park RM - Multi-Family Residential r r B e B e Market St Data Sources: m Market St Legend Data Sources: m Legend PA -Public Amusement RM1 - Multiple Family Residential m Metro RLIS; Benton, Lane, Linn, Marion, PA -Public Amusement RM1 - Multiple Family Residential m Metro RLIS; Benton, Lane, Linn, Marion, Su 1-Mile Buffer Su 1-Mile Buffer and Polk Counties; Cities of Eugene and PE - Public and Private Education RM2 - Multiple Family Residential 22 §¨¦5 Albany; ESRI; and ODOT 2009-2013 UV22 §¨¦ Albany; ESRI; and ODOT 2009-2013 Facilities UVWest West C k Existing Amtrak Station Facilities RS - Single Family Residential Salem Cen k Existing Amtrak Station RS - Single Family Residential Salem enter r St ! ! Potential Station UD - Urban Development Fer Ce Ferry Center St ry St r St !

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C ´ Albany ´ Miles Albany UV22 UV22 Data Sources: ESRI 2013 60 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community å å å å salem

Multimodal Map å Interconnectivity å å

å Interconnectivity *Existing Amtrak Station* Downtown Salem is approximately 25 miles north of Albany, 65 miles north of Eugene and 45 miles south of Portland. I-5 is approximately 2.5 miles east of the existing Amtrak station and can be accessed via OR 22/99E. These highway facilities å å å å provide Salem with motor vehicle connections to the Oregon Coast, Corvallis/Albany, central Oregon and the Cascade å Mountains, and to other parts of the Willamette Valley.

å å The existing Amtrak station is served by the existing street grid, which facilitates multimodal connectivity to downtown å å Salem and the other surrounding primary Salem quadrants (West, South, Northeast, and Southeast). A Cherriots (Route å å 6) bus stop located at the Amtrak station provides service to the Willamette University campus, Salem Hospital and South ×TC IC Salem. The existing station also serves intercity bus service provided by Greyhound (running north and south along the I-5 ! IC corridor) and Valley Retriever (serving Albany, Corvallis, McMinnville, Newberg, Newport, Portland). The Salem Transit Mall å is located approximately 1 mile northwest of the Amtrak station. The Salem Transit Mall provides a central transfer facility å å å and hub for most Salem-Keizer Transit (known as Cherriots) buses, as well as the connection location for the Chemeketa Area IC Regional Transportation System (CARTS) that serves rural Marion and Polk Counties, and pickup location for intercity service å k å to Wilsonville and to Grand Ronde. å On-street bike paths connect the Amtrak station to downtown and to South Salem and East Salem, and a multiuse path runs å parallel to the existing UPRR rail line along 13th Street NE from Mill Street SE to North Salem High School.

å å å Interconnectivity *Potential I-5 Station* The potential I-5 station is developed to serve automobile use along Oregon’s primary north-south travel corridor. The å å station is served by existing transit: Cherriots Route 5 running on Center Street NE, Route 2 running on D Street NE then turning up Lancaster Drive NE, and Route 11 running along Lancaster Drive NE. There are on-street bicycle facilities on å å Center Street NE, Hawthorne Avenue NE and Lancaster Drive NE that would connect the potential I-5 station to downtown and other key sections of Salem. Legend Salem-Keizer Transit Data Sources: ESRI, Marion County, City of Wilsonville å The potential I-5 station is located about one-and-three-quarters miles north of the I-5 and OR 22 interchange and Salem 1-Mile Buffer Cherriots Bus Route Municipal Airport. The airport is bordered by I-5 to the east and the UPRR rail line on the west. The airport does not k Existing Amtrak Station CARTS Bus Route å currently offer commercial passenger service but does provide commercial freight service. ! Potential Station SMART Routes Key Locations SMART Bus Routes ×TC Transit Center

å Schools 0 0.6 IC Hospitals ´ Miles

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 61

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Stations Potential Station

Existing Amtrak Station Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Criteria Summary of Features Red Option Enlarged Operational Feasibility The potential Keizer station area is approximately 5 miles north of the existing Salem Purple Alternative station. The existing Salem station is within a 20-minute drive. Woodburn Purple Option Area There are two major employers within a mile of the proposed station location. Within Yellow Alternative Stations Customer Demand 5 miles, the largest employers are located in Salem. Keizer’s proximity to Salem is Yellow Option Brooks Existing Amtrak Station reflected in the significant increase in population within a 10-mile radius. Keizer Potential Station Site Suitability Potential station location is adjacent to the Keizer Station regional shopping center. The Alternatives built environment includes residential development to the west/southwest, industrial SALEM Blue Alternative development to the south, commercial development to the north, and mixed use Blue Option development adjacent to the potential station location on the west. Redevelopment Red Alternative potential in proximity to the station area exists directly to the south. Red Option Interconnectivity The potential Keizer station is served by existing Salem-Keizer Transit (known as Purple Alternative Cherriots) with routes connecting the potential station to downtown Salem, as well Purple Option as to Northgate and Chemeketa Community College. Existing pedestrian and bicycle Yellow Alternative connections to the potential Keizer station location are limited to one primary on-street facility crossing I-5 and a multi-use path that runs parallel to OR 99E/Salem Parkway NE. ALBANY Yellow Option CORVALLIS

Tangent Woodburn

Potential Brooks Harrisburg Station Keizer

SALEM EUGENE Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 63 keizer

OperatiPopulatoionaln Den sFiteasibilityy Drive Time Analysis k Legend Legend Keizer is not a regional center, but located in close proximity to Salem. A station in Keizer could be served by the red or ! Urban Growth Boundary (UGB) k Existing Amtrak Station purple alternatives. The potential Keizer station area is approximately 5 miles north of the existing Salem station. The ! potential Salem station on the red alignment is within a 10-minute drive. The existing SalemCity Lstationimits and the City of VU47 9VU9W ! Potential Station Woodburn are within a 20-minute drive of the Keizer station area. 5-Mile Buffer Freeway McMinnville ! Potential Station Major Road ¨¦§5 Hubbard People per square mile VU219 VU99E Secondary Road VU18 VU233 0 - 20 !! ! Drive Time (in Minutes) Amity Woodburn VU211 21 - 250 5 Minutes Sheridan VU214 U213 VU221 U99E 251 - 500 V 10 Minutes V 99W Mount VU VU99E Angel ! 501 - 2000 Brooks 20 Minutes VU221 ! Keizer 2001 - 5000 30 Minutes Keizer 5001 and over VU22 ! Silverton VU213 W al VU213 la Dallas SALEM VU214 c e ! 22 k R VU d VU51 ¨¦§5 0 2.5 Monmouth Independence Turner VU214 ´ Miles VU22 Sublimity SALEM ¨¦§5 223 VU22 VU Aumsville Stayton VU22 Data Source: US Census Bureau, 2010 ¨¦§5

0 9 Kings Valley Jefferson Employment Density 9VU9W VU99E C 226 ´ Miles Legend VU o VU22 m

m Urban Growth Boundary (UGB)

e r ALBANY Data Source: c City Limits i a ESRI Streetmap North America, 2012 l ¤£ k ! S 5-Mile Buffer 20 t ! Potential Station 5 CORVALLIS ¨¦§ Employees per square mile VU99E ¤£20 0 - 20 21 - 250 251 - 500 501 - 2000 VU221 VU99E ! 2001 - 5000 Keizer 5001 and over

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C Service Layer Credits: Source: Esri, o m DigitalGlobe, GeoEye, i-cubed, USDA, USGS, m e r AEX, Getmapping, Aerogrid, IGN, IGP, c i a swisstopo, and the GIS User Community l

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Population Density CDustrive oTimerme An aDlyemandsis k Legend Legend Within a mile of the station location, two employers are listed! as having more than 100 employees—Lowes and Target Urban Growth Boundary (UGB) k Existing Amtrak Station (Oregon Employment Department, 2011)—and both are located at the Keizer Station regional shopping center adjacent ! City Limits to the station area. Within VU45 7 miles, the 9VUlargest9W employers are within !Salem and include WillamettePotenti aUniversity,l Station Chemeketa 5-Mile Buffer Community College, state government offices, and the Oregon Health Authority. Keizer’s proximityFreew atoy Salem is reflected in McMinnville ! Potential Station the significant increase in population within a 10-mile radius. However, this higher density isM aoffsetjor Ro byad the rural areas to the ¨¦§5 Hubbard People per square mile west, north, and east. VU219 VU99E Secondary Road VU18 VU233 0 - 20 !! ! Drive Time (in Minutes) Amity Woodburn VU211 21 - 250 Population, Employment, and densities for 1, 5, and 10-mile radiuses. 5 Minutes Sheridan VU214 U213 VU221 U99E 251 - 500 V 10 Minutes V 99W 1-Mile Radius Mount 5-Mile Radius 10-Mile Radius VU VU99E Angel ! 501 - 2000 Brooks 20 Minutes VU221 ! Keizer 2001 - 5000 Population 7,950 132,595 30 Minutes 247,631 Keizer 5001 and over VU22 ! Silverton Population Density 2,532VU213 1,689 788 W a l VU213 (people per sq. mile) la Dallas SALEM VU214 c e ! 22 k R VU d Total Employees 1,909 73,752 120,534 VU51 ¨¦§5 0 2.5 Monmouth Employee Density Independence Tur608ner VU214 939 384 ´ Miles VU22 Sublimity SALEM ¨¦§5 (employees per sq. mile) 223 VU22 VU Aumsville Stayton VU22 Data Source: US Census Bureau, 2010 ¨¦§5

0 9 Kings Valley Jefferson Employment Density 9VU9W VU99E C 226 ´ Miles Legend VU o VU22 m

m Urban Growth Boundary (UGB)

e r ALBANY Data Source: c City Limits i a ESRI Streetmap North America, 2012 l ¤£ k ! S 5-Mile Buffer 20 t ! Potential Station 5 CORVALLIS ¨¦§ Employees per square mile VU99E ¤£20 0 - 20 21 - 250 251 - 500 501 - 2000 VU221 VU99E ! 2001 - 5000 Keizer 5001 and over

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C Service Layer Credits: Source: Esri, o m DigitalGlobe, GeoEye, i-cubed, USDA, USGS, m e r AEX, Getmapping, Aerogrid, IGN, IGP, c i a swisstopo, and the GIS User Community l

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Site Suitability Zoning Designations Keizer neighbors Salem to the north and is part of the Salem Metropolitan Statistical Area (MSA), the state’s second largest Potential Station MSA, with a population estimated at 396,103 (Portland State University, Population Research Center, 2008). Legend Urban Growth Boundary (UGB) The Keizer station area is adjacent to “Keizer Station,” a regional shopping center. The built environment includes City Limits residential development to the west/southwest, industrial development to the south, commercial development to the Half-Mile Buffer north, and mixed use development adjacent to the potential station location on the west. Volcanoes Stadium, which hosts ! Potential Station a minor league baseball team, is approximately three-quarters of a mile north of the station area. The Chemawa Indian §¨¦5 Zoning Designations School is approximately 1 mile east/southeast of the potential station area, and lands to the northeast are agricultural. CM - Commercial Mixed Use Redevelopment potential in proximity to the station area exists directly south, where industrial-zoned land is situated Lockhaven Dr CO - Commercial Office adjacent to the I-5/OR 99E interchange. ! CR - Retail Commercial Chem awa Rd d EFU - Exclusive Farm Use R a w a EG - Employment General m e h C IBP - Industrial Buisness Park IG - General Industrial ´ IP - Industrial Park 0 0.3 MU - Mixed use Miles UV99E P - Public §¨¦5 PE - Public and Private Education Facilities PS - Public Service RA - Residential Agriculture Data Sources: Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; RL - Limited Multi-Family Residential Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 RM-LU - Multi-Family Residential- Limited Use RS - Single Family Residential UT-10 - Urban Transition Aerial

Legend Brooks 1-Mile Buffer ! Potential Station

¨¦§5 UV99E ! Keizer

0 0.75 ´ Miles UV99E Salem

Data Sources: ESRI 2013

66 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community keizer å å Multimodal Map Interconnectivity The station area is located at the I-5/Chemawa Road NE interchange and I-5/OR 99E junction. The potential Keizer station is approximately 30 miles north of Albany, 70 miles north of Eugene, and 45 miles south of Portland.

The potential Keizer station location is served by existing Salem-Keizer Transit (known as Cherriots) Routes 4, 15, 18, and 19. Routes 4 and 19 connect the potential station location to downtown Salem, and Route 15 connects the potential station location/Keizer Station shopping center to Northgate and Chemeketa Community College. Route 18 is a local circulator route å serving the central Keizer area.

Existing pedestrian and bicycle connections to the potential Keizer station location are limited to on-street facilities on Chemawa Road NE that cross I-5 and a multi-use path that runs parallel to OR 99E/Salem Parkway NE from Cherry Avenue to the I-5/OR 99E junction. å å ×TC !

å å å å

å å å

å Legend å Salem-Keizer Transit Data Sources: ESRI, Marion County å 1-Mile Buffer Cherriots Bus Route å ! Potential Station CARTS Bus Route

Key Locations SMART Routes 0 0.5 ×TC Transit Center SMART Bus Route ´ Miles å Schools IC Service Layer Credits: Sources: Esri, Hospitals DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 67 This page left intentionally blank. PORTLAND brooks

Stations Potential Station

Existing Amtrak Station Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Criteria Summary of Features Red Option Operational Feasibility The potential Brooks station is adjacent to the existing UP railroad line and is nine miles Purple Alternative Enlarged north of the existing Salem station (within a 20-minute drive). Purple Option Area Woodburn Low population with two major employers within a 1-mile radius. No major destinations Yellow Alternative Stations Customer Demand or key attractors in the city. Yellow Option Brooks Existing Amtrak Station Potential Station Site Suitability The potential Brooks station is a primarily rural and agricultural area. Redevelopment Keizer potential exists for the large lots of industrial land to the west. Alternatives SALEM Blue Alternative Interconnectivity The potential Brooks station is blocks from existing public transit running along OR99E Blue Option serving Woodburn, Brooks, Gervais, and Salem. No bicycle or pedestrian connectivity. Red Alternative Red Option Purple Alternative Purple Option Yellow Alternative ALBANY Yellow Option CORVALLIS

Tangent Woodburn

Potential Station Brooks Harrisburg Keizer

SALEM EUGENE Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 69 brooks WOODBURN OperatiPopulatoionaln Den sFiteasibilityy Drive Time Analysis Legend Legend Brooks is not a regional city center. The Brooks station area is on the blue corridor, nine miles north of the existing Salem Urban Growth Boundary (UGB) Tualatin ! k OREGON k Existing Amtrak Station station, which is within a 20-minute drive. 9VU9W ¨¦§205 CITY City Limits ! Potential Station VU221 VU240 Newberg ¨¦§5 ! Gervais 5-Mile Buffer VU47 Freeway Wilsonville ! Potential Station Major Road 9VU9W ! VU213 People per square mile Canby Secondary Road VU99E 0 - 20 McMinnville ¨¦§5 Drive Time (in Minutes) Hubbard 21 - 250 VU219 VU99E 5 Minutes VU18 VU233 251 - 500 !! ! 10 Minutes VU211 ! 501 - 2000 Amity Woodburn Mollala 20 Minutes Brooks Sheridan 2001 - 5000 VU214 VU213 30 Minutes 9VU9W Mount 5001 and over VU99E Angel Brooks VU221 ! VU99E Keizer ! Silverton VU221 ¨¦§5 VU22 VU213 SALEM Keizer Dallas ! VU214 0 2.5 VU22 k ´ Miles VU51 VU213 Monmouth 214 Data Source: US Census Bureau, 2010 VU223 Independence Turner VU WOODBURN VU22 Sublimity

Aumsville Stayton 0 9 Employment Density ¨¦§5 ´ Miles Legend VU22 Urban Growth Boundary (UGB) Kings Valley Jefferson 9VU9W VU99E Mill City Data Source: City Limits VU226 VU221 ESRI Streetmap North America, 2012 ¨¦§5 5-Mile Buffer Gervais ! Potential Station ALBANY Employees per square mile ¤£20 0 - 20 VU99E 21 - 250 251 - 500 501 - 2000 ! 2001 - 5000 Brooks 5001 and over

VU99E VU221 ¨¦§5

Keizer 0 2.5 ´ Miles VU213

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

W a l l 70 | Station a Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments c

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Aumsville Stayton 0 9 Employment Density ¨¦§5 ´ Miles Legend VU22 Urban Growth Boundary (UGB) Kings Valley Jefferson 9VU9W VU99E Mill City Data Source: City Limits VU226 VU221 ESRI Streetmap North America, 2012 ¨¦§5 5-Mile Buffer Gervais ! Potential Station ALBANY Employees per square mile ¤£20 0 - 20 VU99E 21 - 250 251 - 500 501 - 2000 ! 2001 - 5000 Brooks 5001 and over

VU99E VU221 ¨¦§5

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Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

W a l l Oregon Passengera Rail Station Area Assessments Station Area Assessments - Customer Demand | 71 c

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Site Suitability Zoning Designations Brooks is an unincorporated community in Marion County and is part of the Salem Metropolitan Statistical Area (MSA). The Potential Station potential station location is between I-5 and OR 99E, at the intersection of Brooklake Road NE and Richland Avenue NE. The Legend built environment includes industrial land adjacent to the potential station location to the west and residential land adjacent Half-Mile Buffer to the potential station location to the east. Primarily agricultural land surrounds the potential station location in the general ! Potential Station vicinity. Redevelopment potential in proximity to the station area exists for the large lots of industrial land adjacent to the Zoning Designations potential station location to the west. AR - Acreage Residential CC - Community Commercial CC-LU - Community Commercial-Limited use UV99E Interconnectivity EFU - Exclusive Farm Land ! Brooklane Rd IUC - Industrial The potential station location is between I-5 and OR 99E, and is accessible to both via Brooklake Road NE. The station IUC-LU - Industrial-Limited Use location would be just a few blocks from the CARTS (Chemeketa Area Regional Transportation System) Route 10 bus which P - Public runs along OR 99E between Woodburn, Brooks, Gervais, and Salem. There are no designated bicycle or pedestrian facilities nearby for multimodal connections to the Salem-Keizer area. RM - Multi-Family Residential

å 0 0.3 Multimodal Map ´ Miles Legend Data Sources: 1-Mile Buffer Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 ! Potential Station

Key Locations å Schools Aerial Salem-Keizer Transit Legend CARTS Route 1-Mile Buffer Gervais Woodburn ! SMART Routes Potential Station SMART Routes

! 99E å å UV ¨¦§5

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0 0.5 0 0.75 ´ Miles ´ Miles Keizer Hayesville

Data Sources: ESRI, Marion County, City of Wilsonville Data Sources: ESRI 2013

72 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments å Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013 PORTLAND woodburn

Stations Potential Station - I-5 Station Potential Station - OE Station Existing Amtrak Station Lake Potential Station Potential Station - UP Station Oswego Tualatin OREGON Alternatives Summary Assessment Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Summary of Features: Summary of Features: Summary of Features: Red Option Criteria Potential (I-5 Station) Potential (OE Station) Potential (UP Station) Purple Alternative Enlarged Woodburn Operational The potential I-5 station area The potential OE station area The potential UP station area Purple Option Area Feasibility is 20 miles north/northeast of is 17 miles north/northeast of is 18 miles north/northeast of Yellow Alternative Stations the existing Salem station. The the existing Salem station. The the existing Salem station. The existing Salem station is within a existing Salem station is within a existing Salem station is within a Yellow Option Brooks Existing Amtrak Station 30-minute drive. 30-minute drive. 30-minute drive. Keizer Potential Station Customer Demand The potential I-5 station is The potential OE station is The potential UP station Alternatives located approximately 1.1 miles located approximately 0.3 mile is located approximately 1 Blue Alternative SALEM west/northwest of downtown west of Woodburn city limits, mile northeast of downtown Blue Option Woodburn. where OR 219 intersects the OE Woodburn at the OR 214/N. Red Alternative Railroad. Front Street interchange. Red Option Site Suitability The potential I-5 station location The potential OE station The potential UP station location Purple Alternative is adjacent to commercial- location is adjacent to existing is existing development, adjacent Purple Option zoned property surrounding commercial-zoned development to public open spaces and parks Yellow Alternative the I-5/OR 219 interchange on the northeast side of the OR to the southeast, northwest and ALBANY Yellow Option area and industrial-zoned 219/OE Railroad intersection. southwest. Redevelopment property one-quarter mile The remaining surrounding lands potential exists adjacent to N. CORVALLIS southwest of the station. are agricultural (zoned Exclusive Front Street on the northeast Redevelopment potential is both Farm Use). sides of the OR 214/N. Front infill and undeveloped parcels of Street interchange. Tangent Woodburn commercial-zoned land.

Interconnectivity The potential I-5 station is The potential OE station is The potential UP station is developed to serve travelers accessed by OR 219. The accessed by OR 214, a primary using Oregon’s primary north- potential station is not served east-west arterial in Woodburn. Potential Stations south travel corridor. The by existing transit, nor are there The station is served by existing station is served by existing designated bicycle/pedestrian transit connecting to downtown Brooks transit connecting to downtown facilities in the surrounding area. and the Woodburn area. Harrisburg Woodburn and the Woodburn The station area is served by area. bicycle and pedestrian facilities Keizer connecting to downtown and other neighborhoods.

SALEM EUGENE Springfield

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 73 woodburn

Operational Feasibility Drive Time Analysis ! Potential I-5 Station k Beaverton U217 Milwaukie ¤£26 Legend Operational Feasibility *Potential I-5 Station* VU10 V VU47 Tigard ¨¦§5 Clackamas k Existing Amtrak Station VU219 U210 The I-5 station area is on the red alternative and is within the City of Woodburn. The 30-minute drive time from the station V VU212 ! Potential Station reaches Salem and the Portland metro area’s southern suburbs. Lake Oswego U224 Tualatin! V Freeway 9VU9W ¨¦§205 kOREGON VU240 Newberg CITY Major Road VU47 ! Operational Feasibility *Potential OE Station* Wilsonville Secondary Road 9VU9W VU213 !Canby Drive Time (in Minutes) The OE station area is on the purple alternative and is just outside of the city limits of Woodburn. The 30-minute drive McMinnville 5 5 Minutes ¨¦§ Hubbard time from the station reaches Salem and the Portland metro area’s southern suburbs. The 20-minute drive time includes VU219 U99E VU233 V 10 Minutes Wilsonville, Keizer, and Brooks. VU18 !! ! VU211 Amity Woodburn VU211 Mollala 20 Minutes VU221 VU214 Mount VU213 30 Minutes 9VU9W VU99E Angel Operational Feasibility *Potential UP Station* Brooks! Keizer The UP station area is on the blue alternative and is within the City of Woodburn, on OR 214 and North Front Street. The VU22 ! Silverton VU213 30-minute drive time from the station includes all of Salem, and reaches Tualatin and Oregon City. Wilsonville, Canby, Dallas SALEM! VU214 Brooks, and Keizer are all within a 20-minute drive of the station area. VU22 k 0 9 VU51 Monmouth Turner ´ Miles Independence VU214 VU223 VU22 §5 ¨¦ Stayton Data Source: ESRI Streetmap North America, 2012 22 Kings Valley Jefferson VU ! 9VU9W VU99E ! Mill City Potential OE Station k Potential UP Station VU226 k Beaverton Beaverton U217 Milwaukie ¤£26 Legend U217 Milwaukie ¤£26 Legend VU10 V VU10 V VU47 Tigard ¨¦§5 Clackamas k Existing Amtrak Station VU47 Tigard ¨¦§5 Clackamas k Existing Amtrak Station VU219 U210 VU219 U210 V VU212 ! Potential Station V VU212 ! Potential Station Lake Oswego U224 Lake Oswego U224 Tualatin! V Freeway Tualatin! V Freeway 9VU9W ¨¦§205 kOREGON 9VU9W ¨¦§205 kOREGON VU240 Newberg CITY Major Road VU240 Newberg CITY Major Road 47 ! 47 ! VU Wilsonville Secondary Road VU Wilsonville Secondary Road 9VU9W VU213 9VU9W VU213 !Canby Drive Time (in Minutes) !Canby Drive Time (in Minutes) McMinnville McMinnville 5 5 Minutes 5 5 Minutes ¨¦§ Hubbard ¨¦§ Hubbard VU219 U99E VU219 U99E VU233 V 10 Minutes VU233 V 10 Minutes VU18 !! ! VU211 VU18 !! ! VU211 Amity Woodburn VU211 Mollala 20 Minutes Amity Woodburn VU211 Mollala 20 Minutes VU221 VU214 Mount VU213 30 Minutes VU221 VU214 Mount VU213 30 Minutes 9VU9W VU99E Angel 9VU9W VU99E Angel Brooks! Brooks! Keizer Silverton Keizer Silverton VU22 ! VU22 ! VU213 VU213 Dallas SALEM! VU214 Dallas SALEM! VU214 VU22 k 0 9 VU22 k 0 9 VU51 VU51 Monmouth Turner ´ Miles Monmouth Turner ´ Miles Independence VU214 Independence VU214 VU223 VU22 VU223 VU22 §5 §5 ¨¦ Stayton Data Source: ¨¦ Stayton Data Source: ESRI Streetmap North America, 2012 ESRI Streetmap North America, 2012 22 22 Kings Valley Jefferson VU Kings Valley Jefferson VU 74 | Station Area9VU9 WAssessmentsVU99 E- Operational Feasibility/CustomerVU226 Mill City Demand 9VU9W VU99E VU226 Mill City Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community woodburn

Population Density Customer Demand Donald Legend St. Paul Urban Growth Boundary Customer Demand *Potential I-5 Station* VU551 (UGB) City Limits Woodburn is part of the Salem Metropolitan Statistical Area (MSA) which includes Salem, Keizer, and Marion and Polk ¨¦§5 5-Mile Buffer Counties, and is the state’s second largest MSA with a population estimated at 396,103 (Portland State University, Population ! Potential Station Research Center, 2008). The potential I-5 station is located within Woodburn city limits, approximately 1.1 miles west/ People per square mile northwest of downtown Woodburn and could be east or west of I-5. According to the Oregon Employment Department, 0 - 20 there are more than 3,000 employees working within 1 mile of the station location (Oregon Employment Department, 2011). Hubbard The majority of employers in the 1-mile radius are commercial businesses operating on the west and east sides of the I-5/ VU219 99E 21 - 250 VU OR 219 (aka Newberg Highway) interchange area. Large employers and key generators near the potential I-5 station include 5-Miles ! 251 - 500 WalMart, Winco Foods and Woodburn Company Stores outlet mall. ! ! VU219 501 - 2000 Woodburn 5 -M 2001 - 5000 s ile ile s M Customer Demand *Potential OE Station* 5- 5001 and over VU214 The potential OE station is located approximately one-third of a mile west of Woodburn city limits where OR 219 intersects the OE Railroad. There is one large employer—Winco Foods—located within 1 mile of the potential station location. The largest concentration of employees in Woodburn is within 5 miles of the potential station location. ¨¦§5 Gervais 0 2.5 VU99E Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, ´ Miles Customer Demand *Potential UP Station* USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Data Source: US Census Bureau, 2010 The potential UP station is located approximately 1 mile northeast of downtown Woodburn at the OR 214/N. Front Street Mount Angel interchange. According to the Oregon Employment Department, there are more than 4,000 employees working within 1 Employment Density mile of the station (Oregon Employment Department, 2011). The station is near the largest concentrations of employment Donald Legend in Woodburn, which are located in downtown Woodburn and along the OR 99E corridor. Large employers near the potential St. Paul Urban Growth Boundary UP station location include Woodburn High School (known as the Woodburn Academy of Art, Science and Technology) and VU551 (UGB) the City of Woodburn. City Limits 5-Mile Buffer ¨¦§5 Population, Employment, and densities for 1, 5, and 10-mile radiuses. ! Potential Station Employees per square mile 1-Mile Radius 5-Mile Radius 10-Mile Radius 0 - 20 Potential Potential Potential Potential Potential Potential Potential Potential Potential Hubbard 21 - 250 I-5 OE UP I-5 OE UP I-5 OE UP VU219 251 - 500 VU99E Station Station Station Station Station Station Station Station Station 5-Miles ! 501 - 2000 ! ! 2001 - 5000 VU219 Population 7,709 1,265 10,607 34,790 32,899 36,672 57,794 61,852 62,489 5 5001 and over Woodburn -M les il i es 5-M Population 2,254 403 3,377 443 419 467 184 197 199 Density VU214 (people per sq. mile) 5 ¨¦§ Gervais 0 2.5 ´ Miles VU99E Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, Data Source: Oregon QCEW (Quarterly swisstopo, and the GIS User Community Census Employment and Wages), 2011 Mount Oregon Passenger Rail Station Area Assessments Angel Station Area Assessments - Customer Demand | 75

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community woodburn

1-Mile Radius 5-Mile Radius 10-Mile Radius Zoning Designations

d R Potential Station - West Woodburn Potential Station - I-5 Alignment le l Potential Potential Potential Potential Potential Potential Potential Potential Potential i v e t t I-5 OE UP I-5 OE UP I-5 OE UP u Station Station Station Station Station Station Station Station Station B

Total Employees 3,193 1,882 4,300 12,140 11,884 12,450 23,649 24,600 24,741 §¨¦5

d R

1,017 599 1,369 155 151 159 75 78 79 le Employee l i v e Density t t UV219 u B (employees per sq. Myrtle St ! ! mile) UV214

Newberg Hwy Site Suitability

Site Suitability *Potential I-5 Station* Newberg Hwy §¨¦5 The potential I-5 station area is adjacent to commercial-zoned property surrounding the I-5/OR 219 interchange area and industrial-zoned property one-quarter mile southwest of the station location. Single-family residential-zoned land is located approximately one-quarter mile northwest of the station. Redevelopment potential is both commercial-zoned land infill and undeveloped parcels of commercial-zoned land. Potential Station - East Woodburn §¨¦5

d Legend

R

e

l

l Urban Growth Boundary (UGB)

i

v

Site Suitability *Potential OE Station* e

t

t City Limits

u

B t S Half-Mile Buffer The built environment in the potential OE station area includes existing commercial-zoned development on the northeast t n d ´ o ! R r side of the OR 219/OE Railroad intersection. The general vicinity surrounding the potential station location is primarily F Potential Station 0 0.3 y r r Miles agricultural land. Redevelopment potential in proximity to the station area includes the commercial-zoned land on the e Zoning Designations F

northeast side of the OR 219/OE Railroad intersection. s e CG - Commercial General n o o CO - Commercial Office B ! Mt Hood Ave Aerial UV214 DDC - Downtown Development & Conservation EFU - Exclusive Farm Use 5 ¨¦§ Legend IL - Light Industrial 1-Mile Buffer H IP - Industrial Park ! a Potential Statriron is o P - Public n VU219 S t P/SP - Public/Semi-Public R1S - Retirement Community Single Family Res. RM - Medium Density Residential VU214 UV211 RMN - Nodal Medium Density Residential Data Sources: 99E RS - Single Family Res. Metro RLIS; Benton, Lane, Linn, Marion, and Polk CounUVties; Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 RSN - Nodal Single Family Residential UV99E ´ UT-5 - Urban Transition 0 0.75 UT-20 - Urban Transition ¨¦§5 Miles

Data Sources: ESRI 2013

76 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community woodburn

Multimodal Map Site Suitability *Potential UP Station* The potential UP station is located at the OR 214/N. Front Street interchange in eastern Woodburn. The Union Pacific (UP) Railroad operates along the Front Street corridor all the way through Woodburn. The existing UP Railroad crossing at OR 214 is grade-separated.

Hubbard The potential UP station is existing development that is adjacent to public open spaces and parks to the southeast, northwest and southwest. Key public sites near the potential station include St. Luke’s Cemetery; the Woodburn Academy of Art, Science and Technology; and Legion Park. Redevelopment potential exists adjacent to N. Front Street on the northeast side of the OR 214/N. Front Street interchange, where there are undeveloped parcels that are zoned industrial.

Interconnectivity ! å å Interconnectivity *Potential I-5 Station* ! å ! å The potential I-5 station is developed to serve travelers using Oregon’s primary north-south travel corridor. OR 219/214 (aka Newburg Highway) is a primary east-west arterial connecting the potential station and surrounding areas west of I-5 to the å å majority of Woodburn, which lies on the east side of I-5. å ×TC å The station location is served by existing transit (the Woodburn Transit System), which connects to downtown Woodburn and the Woodburn area, including the downtown transit center at 1st and Arthur Streets.

å å Barriers exist for bicyclists and pedestrians in the potential I-5 station area. No designated facilities are available that would allow bicyclists or pedestrians to travel across the I-5/OR 219 interchange—where the potential I-5 station is located.

Gervais Mt. Angel Interconnectivity *Potential OE Station*

The potential OE station is located at the OR 219/OE Railroad intersection, approximately 1 mile west of the I-5/OR 219 Data Sources: ESRI, Marion County, Legend Salem-Keizer Transit Cities of Wilsonville and Woodburn interchange. OR 219 is the primary east-west arterial connecting the potential OE station to downtown Woodburn and 1-Mile Buffer CARTS Bus Route the surrounding area. The potential OE station location is not served by transit, nor are there any designated bicycle ! Potential Station or pedestrian facilities in proximity for multimodal connections to downtown Woodburn. The closest transit service SMART Routes connection is 1 mile east at the I-5/OR 219 interchange area (Woodburn Transit System). Key Locations SMART Bus Route 0 0.75 ´ Miles ×TC Transit Center Woodburn Transit System (WTS) Interconnectivity *Potential UP Station* å Schools WTS Bus Route The potential UP station is accessed by OR 214, a primary east-west arterial in Woodburn. The station is served by existing transit connecting to downtown and the Woodburn area, including the downtown transit center at 1st and Arthur Streets.

The potential UP station area is served by bicycle and pedestrian facilities connecting to downtown and other neighborhoods, including existing off-street paths on both sides of OR 214 and existing bike facilities on OR 214 from French Prairie Middle School to Park Avenue. The OR 214 off-street path and on-street bike facilities cross under N. Front Street and the UP Railroad.

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 77

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013 This page left intentionally blank. PORTLAND wilsonville Potential Station Stations Enlarged Existing Amtrak Station Area Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Criteria Summary of Features Red Option Operational Feasibility The Wilsonville station area is 16 miles southwest of the existing Oregon City station Purple Alternative and could be served by red or purple alternative. The existing Portland station is within Purple Option Woodburn a 30-minute drive. Yellow Alternative Stations Customer Demand There are no major key attractions, but there are several major large employers. Not Yellow Option Brooks Existing Amtrak Station very dense due to small-town nature, but close to Portland, which has large employers and population. Keizer Potential Station Alternatives Site Suitability The station is not in central downtown. In general, the existing built form is suburban SALEM Blue Alternative with low density and low-story buildings. Lots near station area have some Blue Option development and redevelopment potential. Red Alternative Interconnectivity Adjacent to transit center that connects to regional transit service. Bicycle and Red Option pedestrian connectivity is limited because of I-5. Purple Alternative Purple Option Yellow Alternative ALBANY Yellow Option CORVALLIS

Tangent PORTLAND

Harrisburg Lake Oswego Tualatin Potential Station OREGON CITY

EUGENE Wilsonville Springfield Canby

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 79 wilsonville

OperatiPopulaotionaln De nFseasibilityity TUALATIN Drive Time Analysis Legend Legend A station in Wilsonville could be served by the purple§¨¦5 and red alignments, and would offer convenient access to the North Plains Urban Growth Boundary (UGB) 205 k Existing Amtrak Station Wilsonville transit center and WES commuterTualatin rail. It is located 16 miles southwest of the existing Oregon City station, and is 5 §¨¦ §¨¦ UV14 ! 205 City Limits Potential New Station approximately 29 miles northSherw ofoo Salem.d Most of the Portland area is§¨¦ within a 30-minute drive time to the Wilsonville station ¤£26 area, and the 30-minute drive time extends south down I-5 to Keizer. Canby, Woodburn, Tigard,5-Mil eand Bu ffOregoner City are all HILLSBORO PORTLAND Troutdale Freeway ! 84 ! Potential Station 8 k §¨¦ Major Road within 20-minute drive times of the Wilsonville station area. UV Gresham People per square mile Beaverton ¤£26 Secondary Road UV217 0 - 20 UV10 Milwaukie Drive Time (in Minutes) UV47 Tigard 5 21 - 250 §¨¦ Clackamas 5 Minutes UV219 UV210 251 - 500 UV212 Sandy 10 Minutes 501 - 2000 Lake Oswego 20 Minutes ! Tualatin ! OREGON UV224 205 k Willsonville 2001 - 5000 9UV9W §¨¦ CITY 30 Minutes UV240 Newberg 5001 and over ! UV47 Wilsonville Estacada 9UV9W UV213 ! Canby 99E UV McMinnville §¨¦5 §¨¦5 Hubbard 0 2.5 UV219 UV99E Canby UV233 UV551 UV18 ! UV211 ´ Miles ! ! Amity Woodburn UV211 Mollala Sheridan UV214 UV213 Data Source: US Census Bureau, 2010 Mount UV99E Angel Brooks UV221 ! 0 9 EmpDlonyamld ent Density UV99E TUALATIN Keizer Silverton ´ Miles UV170 Legend ! §¨¦5 Tualatin Urban Growth Boundary (UGB) UV213 Data Source: City Limits SALEM §¨¦205 ! UV214 ESRI Streetmap North America, 2012 5-Mile Buffer UV22 k ! Potential Station Sherwood UV51 Employees per square mile Monmouth 0 - 20 21 - 250 251 - 500 501 - 2000 ! 2001 - 5000 5001 and over Wilsonville

UV99E §¨¦5 0 2.5 Canby ´ Miles

UV551 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

80 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments Donald UV99E UV170 Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community wilsonville

Population Density TUALATIN CustDriveo Timerme An aDlyemandsis Legend Legend §¨¦5 Many large employers in Nbusinessorth Plains park settings are located within 5 miles of the station area. These include Xerox Urban Growth Boundary (UGB) 205 k Existing Amtrak Station Tualatin Corporation, Mentor Graphics and Legacy Meridian5 Park Hospital.§¨¦ Wilsonville’s location at the southern end of the Portland §¨¦ UV14 ! 205 City Limits Potential New Station Sherwood §¨¦ metro area is reflected in the¤£26 small population within 1 mile of Wilsonville and the significantly higher population within a 5-Mile Buffer 10-mile radius.HILL TheSB OnumerousRO industrialPO campusesRTLAN Dand employment areas inT Wilsonvilleroutdale are Findicatedreeway in the high employee ! 84 ! Potential Station 8 k §¨¦ Major Road density within a 1UV mile radius of the potential new station area. Gresham People per square mile Beaverton ¤£26 Secondary Road UV217 0 - 20 Population, Employment,UV10 and densitiesMi lwforauki e1, 5, and 10-mile radiuses.Drive Time (in Minutes) UV47 Tigard 5 21 - 250 §¨¦ Clackamas 5 Minutes UV219 UV210 1-Mile Radius 5-Mile Radius 10-Mile Radius 251 - 500 UV212 Sandy 10 Minutes 501 - 2000 Lake Oswego 20 Minutes ! Population Tualatin ! 5,475 OREGON61,272UV224 344,485 205 k Willsonville 2001 - 5000 9UV9W §¨¦ CITY 30 Minutes PopulationUV24 0Density Newberg 1,743 780 1,097 5001 and over ! UV47 (people per sq. mile) Wilsonville Estacada 9UV9W ! UV213 Total Employees 7,977Canby 38,043 161,114 99E UV McMinnville §¨¦5 §¨¦5 Employee Density Hubbard2,540 485 513 0 2.5 UV219 UV99E Canby UV233 UV551 UV18 (employees per sq. mile) ! UV211 ´ Miles ! ! Amity Woodburn UV211 Mollala Sheridan UV214 UV213 Data Source: US Census Bureau, 2010 Mount UV99E Angel Brooks UV221 ! 0 9 EmpDlonyamld ent Density UV99E TUALATIN Keizer Silverton ´ Miles UV170 Legend ! §¨¦5 Tualatin Urban Growth Boundary (UGB) UV213 Data Source: City Limits SALEM §¨¦205 ! UV214 ESRI Streetmap North America, 2012 5-Mile Buffer UV22 k ! Potential Station Sherwood UV51 Employees per square mile Monmouth 0 - 20 21 - 250 251 - 500 501 - 2000 ! 2001 - 5000 5001 and over Wilsonville

UV99E §¨¦5 0 2.5 Canby ´ Miles

UV551 Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 81 Donald UV99E UV170 Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community wilsonville

Site Suitability Zoning Designations Wilsonville is a small, suburban city at the southern end of the Portland Metro area. It is surrounded by agricultural land Potential Station to the east and west. Wilsonville is largely flat and has a suburban setting with tight Urban Growth Boundary (UGB) and Boeckman Rd Legend city limits in a swath along the I-5 corridor (I-5 splits Wilsonville). Within the UGB, there are mostly industrial campus and Urban Growth Boundary (UGB) commercial uses along I-5, and mixed-use residential and residential to the east and west of the I-5 corridor. The station ¨¦§5 City Limits

P location is in an area designated as an industrial campus area just west of I-5. A number of lots close to the station area offer a r Half-Mile Buffer k development potential both for industrial campuses and mixed-use residential. The station area has convenient access to w ! a Potential Station ´ y

the Wilsonville transit center and WES commuter rail. A 0 0.3 v

e Zoning Designations Miles EFU - Exclusive Farm or Forest Use CN - Neighborhood Commercial ! IC - Industrial Campus nter Lp Ce n MFR1 - Multi Family w o T (4-15 Dwelling Units per acre) MFR2 - Multi Family (16-20 Dwelling Units per acre)

d MUR1 - Mixed Use Residential

R (4-15 Dwelling Units per acre)

n

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r PF - Public Facilities

B Wilsonville Rd FUD - Future Urban Development SFR7 - Single Family (7 Dwelling Units per acre) Data Sources: Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; SFR10 - Single Family Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 (10 Dwelling Units per acre)

Aerial Legend Tualatin 1-Mile Buffer ! Potential Station

§¨¦5

!

Wilsonville

0 0.75 ´ Miles

Brooks

Data Sources: ESRI 2013

82 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDSAe, rUvSicGe SL,ayer Credits: Source: Esri, AEX, Getmapping, Aerogrid, IGN, IGDP,igitalGlobe, GeoEye, i-cubed, USDA, USGS, swisstopo, and the GIS User CommuAnEitXy, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community wilsonville

Multimodal Map Interconnectivity The station area is near I-5, which allows for improved access to the Portland Metro freeway network. However, I-5 limits multimodal access because of the limited number of crossings of the freeway. Wilsonville’s suburban street layouts and lack of a downtown street grid hinder bicycle and pedestrian connectivity. However, its sidewalk and bikeway networks are fairly comprehensive, and according to the Wilsonville Transportation System Plan, future plans for the network include a multi- use trail around the city.

The station area offers convenient access to the Wilsonville transit center and WES commuter rail, which connects to å TriMet’s service. The Wilsonville transit center has bus connections through SMART, and Cherriots (to Salem), and includes a 400-car park-and-ride lot.

×TC ! å å

å å å

Legend TriMet Transit Data Sources: ESRI, Metro RLIS, City of Wilsonville 1-Mile Buffer Light Rail ! Potential Station SMART Routes SMART Routes Key Locations 0 0.5 ×TC Transit Center ´ Miles å Schools

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 83 This page left intentionally blank. PORTLAND tualatin Potential Station Stations Enlarged Existing Amtrak Station Area Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Criteria Summary of Features Red Option Operational Feasibility The Tualatin station area is on the red corridor, ten miles west of the existing Oregon Purple Alternative City station and 4 miles north of the potential Wilsonville Station. Purple Option Woodburn There are no large employers within 1 mile of the station. Tualatin’s proximity to Yellow Alternative Stations Customer Demand Portland is reflected in the significant increase in population within a 10-mile radius. Yellow Option Brooks Existing Amtrak Station Potential Station Site Suitability The station area is located at the I-5/I-205 interchange. The built environment includes Keizer large residential developments with a suburban street structure. Alternatives SALEM Blue Alternative Interconnectivity Access to surrounding neighborhoods or existing transit service from the station area is Blue Option limited. Red Alternative Red Option Purple Alternative Purple Option Yellow Alternative ALBANY Yellow Option CORVALLIS

Tangent PORTLAND

Potential Station Harrisburg Lake Oswego Tualatin OREGON CITY Wilsonville EUGENE Springfield Canby

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 85 Tualatin

OperatiPopulaotionaln Den Fsieasibilityty MILWAUKIE Drive Time Analysis VU210 Legend Legend The Tualatin station area is on the red corridor, ten miles west of the existing Oregon City station and 4 miles north of the Urban Growth Boundary (UGB) VU503 k Existing Amtrak Station potential Wilsonville Station. Oregon City and Wilsonville are within a 20-minute drive of the Tualatin station area, and VU217 ¨¦§5 205 ! Woodburn, Portland, and Vancouver,9VU9W WA are within the 30-minute drive time area. City Limits ¨¦§ Potential Station VU500 Lake 5-Mile Buffer Freeway Tigard 6 ¤£30 VANCOUVER ¨¦§5 Oswego ! Potential Station VU North Plains Major Road VU14 VU43 People per square mile Secondary Road ¤£26 0 - 20 HILLSBORO PORTLAND Troutdale Drive Time (in Minutes) 84 21 - 250 8 k! ¨¦§ 5 Minutes VU Gresham 251 - 500 Beaverton ¤£26 10 Minutes Tualatin VU217 ! W5E0S1T -L 2IN0N00 VU10 Milwaukie 20 Minutes 9VU9W ¨¦§205 VU47 Tigard 5 2001 - 5000 ¨¦§ Clackamas 30 Minutes VU219 VU210 Sherwood 5001 and over VU212 Lake Oswego Tualatin ! k OREGON VU224 9VU9W ¨¦§205 CITY OREGON VU240 Newberg CITY ! VU47 Wilsonville VU99E 0 2.5 9VU9W VU213 ¨¦§5 ! Canby ´ Miles Willsonville McMinnville Hubbard Data Source: US Census Bureau, 2010 VU219 VU99E VU233 VU18 ! VU211 ! ! 211 Amity Woodburn VU Mollala 0 9 Employment Density MILWAUKIE Sheridan VU99E ¨¦§5 VU214 213 ´ Miles Legend VU VU210 Mount ¨¦§5 Urban Growth Boundary (UGB) VU99E Angel Brooks 9VU9W VU217 City Limits U221 ! Data Source: V ESRI Streetmap North America, 2012 5-Mile Buffer Keizer Silverton Tigard Lake ! Potential Station ¨¦§5 VU213 Oswego Employees per square mile VU43 0 - 20 21 - 250 251 - 500 501 - 2000 Tualatin 2001 - 5000 ! WEST LINN 9VU9W ¨¦§205 5001 and over

Sherwood

OREGON CITY 0 2.5 ¨¦§5 VU99E ´ Miles Wilsonville Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

86 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments VU99E Service Layer Credits: Source: Esri, 5 DigitalGlobe, GeoEye, i-cubed, USDA, USGS, ¨¦§ AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community tualatin

Population Density MILWAUKIE CDustrive oTimerme An aDlyemandsis VU210 Legend Legend There are no large employers within 1 mile of the station. Within 5 miles, the largest employers are within Wilsonville, and Urban Growth Boundary (UGB) VU503 k Existing Amtrak Station include Xerox and Mentor Graphics. In Tualatin the largest employers are HSBC Card Services Inc., Novellus Systems Inc. and VU217 ¨¦§5 205 ! 9VU9W City Limits Tyco Electronic Corporation. Tualatin’s proximity to Portland¨¦§ is reflected in the significant increasePotenti ainl S tapopulationtion within a 10- VU500 Lake 5-Mile Buffer mile radius. However, this density is offset by the low-density rural areas to the east. Freeway Tigard 6 ¤£30 VANCOUVER ¨¦§5 Oswego ! Potential Station VU North Plains Major Road VU14 VU43 People per square mile Population, Employment, and densities for 1, 5, and 10-mile radiuses. Secondary Road ¤£26 0 - 20 HILLSBORO PORTLAND Troutdale Drive Time (in Minutes) 1-Mile Radius 845-Mile Radius 10-Mile Radius 21 - 250 8 k! ¨¦§ 5 Minutes VU Gresham 251 - 500 Population Beaverton 9,956 ¤£26 141,054 10 Minutes 587,254 Tualatin VU217 ! W5E0S1T -L 2IN0N00 VU10 Milwaukie 20 Minutes 9VU9W ¨¦§205 VU47 Tigard 5 2001 - 5000 Population Density ¨¦§3,170 Clackamas 1,796 30 Minutes 1870 VU219 VU210 Sherwood 5001 and over (people per sq. mile) VU212 Lake Oswego Tualatin ! OREGON U224 Total Employees 4,483 k V 91,507 274,920 9VU9W ¨¦§205 CITY OREGON VU240 Newberg CITY ! 1,428 1,165 875 EmployeeVU47 Density Wilsonville (employees per sq. mile) VU99E 0 2.5 9VU9W VU213 ¨¦§5 ! Canby ´ Miles Willsonville McMinnville Hubbard Data Source: US Census Bureau, 2010 VU219 VU99E VU233 VU18 ! VU211 ! ! 211 Amity Woodburn VU Mollala 0 9 Employment Density MILWAUKIE VU99E Sheridan ¨¦§5 VU214 213 ´ Miles Legend VU VU210 Mount ¨¦§5 Urban Growth Boundary (UGB) VU99E Angel Brooks 9VU9W VU217 City Limits U221 ! Data Source: V ESRI Streetmap North America, 2012 5-Mile Buffer Keizer Silverton Tigard Lake ! Potential Station ¨¦§5 VU213 Oswego Employees per square mile VU43 0 - 20 21 - 250 251 - 500 501 - 2000 Tualatin 2001 - 5000 ! WEST LINN 9VU9W ¨¦§205 5001 and over

Sherwood

OREGON CITY 0 2.5 ¨¦§5 VU99E ´ Miles Wilsonville Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 87 VU99E Service Layer Credits: Source: Esri, 5 DigitalGlobe, GeoEye, i-cubed, USDA, USGS, ¨¦§ AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

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i

Tualatin z z

a n ti a r Site Suitability Zoning DesignatMions Borland The station area is located at the I-5/I-205 interchange, but there are no accesses to the freeways nearby. Therefore, access Potential Station Rd to surrounding neighborhoods or existing transit service from the station area is limited. Sagert St Sagert St Legend Urban Growth Boundary (UGB) §¨¦5 d City Limits Tualatin is a southern suburb of Portland. The built environment includes large residential developments with a suburban R y r r street structure, including numerous cul-de-sacs, to the west of I-5 and north of I-205. To the east, the Urban Growth e Half-Mile Buffer F s ! Boundary (UGB) is adjacent to I-5 and I-205 and there are agricultural and rural residential uses. Some large business parkse Potential Station n o are located north of I-205 and Sagert Street. Redevelopment potential in proximity to the station area is limited to infillo B Zoning Designations between residential development and business parks, but larger lots are available to the west for development. §¨¦205 EFU - Exclusive Farm or Forest Use CO - Office Commercial ! MFR1 - Multi Family (4-15 Dwelling Units per acre) MFR3 - Multi Family (21-25 Dwelling Units per acre) RRFU - Rural Residential or Future Urban SFR6 - Single Family (6 Dwelling Units per acre) SFR10 - Single Family (10 Dwelling Units per acre)

e

v

A

5 h §¨¦ t 0 0.3

5 6 ´ Miles

Data Sources: Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; Cities of Eugene and Albany; ESRI; and ODOT 2009-2013

Aerial Legend Portland 5-Mile Buffer ! Potential Station ¨¦§5

West Linn ¨¦§205 Tualatin !

0 0.75 ¨¦§5 ´ Miles

Wilsonville

Data Sources: ESRI 2013

88 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community tualatin

å Multimodal Map Interconnectivity The station area is located at the I-5/I-205 interchange, but there are no accesses to the freeways nearby. Therefore, access to surrounding neighborhoods or existing transit service from the station area is limited.

Most of the existing bicycle and pedestrian network west of I-5 consists of sidewalks and bicycle lanes on wide, high-volume arterial streets. Natural and human-made barriers include I-5, I-205, the Oregon Electric (OE) rail line and the Tualatin River. IC Tualatin has several planned trails, such as the Ice Age Tonquin Trail and the Westside Trail, as well as new multi-use path å bridges that are planned to cross the Tualatin River, thus facilitating new local and regional connections. å å å Tualatin’s transit coverage is fairly poor within the jurisdiction, and the only all-day services available provide infrequent å access to Tigard, Lake Oswego and Beaverton, to connect to other bus and MAX routes. Direct bus service from Tualatin to Portland is offered only during the weekday peak hours, as is the WES commuter rail service to Wilsonville, Tigard and Beaverton.

!

å

å å

Legend TriMet Transit Data Sources: ESRI, Metro RLIS, City of Wilsonville 1-Mile Buffer Bus Lines ! Potential Station Commuter Rail (WES)

Key Locations SMART Routes 0 0.5 å Schools SMART Routes ´ Miles IC Hospitals

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 89 This page left intentionally blank. PORTLAND canby Stations Enlarged Potential Station Existing Amtrak Station Area Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Criteria Summary of Features Red Option Operational Feasibility The potential Canby station area is on the blue corridor, within a 20-minute drive (10 Purple Alternative miles south) of the existing Oregon City station, which is also on the blue corridor. Purple Option Woodburn Low population and employment, but near Portland metropolitan area. No major Yellow Alternative Stations Customer Demand destinations or key attractors in the city. Yellow Option Brooks Existing Amtrak Station Not an activity center. Very small downtown with services directed to local resident Keizer Potential Station Site Suitability use. Alternatives SALEM Blue Alternative Interconnectivity Limited public transit and bicycle and pedestrian connectivity. Blue Option Red Alternative Red Option Purple Alternative Purple Option Yellow Alternative ALBANY Yellow Option CORVALLIS

Tangent PORTLAND

Harrisburg Lake Oswego Tualatin OREGON CITY Wilsonville Potential EUGENE Station Springfield Canby

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 91 canby OREGON CITY

OperatiPopulaotinalon De nFseasibilityity Drive Time Analysis OREGON Legend North Plains Legend 205 The Canby station area is on the blue corridor, ten miles south of the existingCITY Oregon City station. Oregon City and 5 ¨¦§ Urban Growth Boundary (UGB) ¨¦§ VU14 k Existing Amtrak Station Woodburn are within a 20-minute drive of the Canby station area, and Keizer and southern Portland are within the £ VU99E City Limits ¤26 ! Potential Station 30-minute drive time area. HILLSBORO PORTLAND Troutdale ! 84 5-Mile Buffer U8 k ¨¦§ Freeway V Gresham Willsonville ! Potential Station Major Road Beaverton ¤£26 VU217 People per square mile VU10 Milwaukie Secondary Road Tigard 0 - 20 VU47 ¨¦§5 Clackamas Drive Time (in Minutes) ¨¦§5 VU219 VU210 21 - 250 VU212 Sandy 5 Minutes Canby 251 - 500 Lake Oswego 10 Minutes Tualatin ! OREGON VU224 501 - 2000 k 20 Minutes ! 9VU9W ¨¦§205 CITY 2001 - 5000 VU240 Newberg 30 Minutes ! VU47 VU551 5001 and over Wilsonville Estacada 9VU9W VU213 ! Canby VU213 McMinnville 5 VU99E ¨¦§ Hubbard VU219 VU99E VU170 VU233 ! ! VU211 0 2.5 ! VU211 ¨¦§5 Amity Woodburn Mollala ´ Miles 214 VU VU213 Mount OREGDaOta NSo uCrcIeT: YUS Census Bureau, 2010 VU99E Angel Brooks ! Hubbard VU221 0 9 Keizer VU99E Employment Density ! Silverton ´ Miles OREGON Legend VU213 Urban Growth Boundary (UGB) CITY SALEM City Limits ! VU214 Data Source: VU99E VU22 k ESRI Streetmap North America, 2012 5-Mile Buffer VU51 ! Potential Station Wilsonville Monmouth Employees per square mile VU214 0 - 20 21 - 250 5 ¨¦§ 251 - 500 Canby 501 - 2000 ! 2001 - 5000 5001 and over

VU551

VU213

VU99E VU170 0 2.5 ´ Miles ¨¦§5

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Hu92bba |rd Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments VU99E Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community OREGON CITY canby

Population Density CDustrive oTimmere Ana Dlyemandsis OREGON Legend North Plains Legend 205 CITY No major attractions or amenities are in the5 station¨¦§ area. Large employers in the area are in Wilsonville to the west. Canby Urban Growth Boundary (UGB) ¨¦§ VU14 k Existing Amtrak Station is a small town immediately£ surrounded by rural uses but in proximity to the Portland Metro area, as is reflected in the VU99E City Limits ¤26 ! Potential Station densitiesHIL forLS BpopulationORO and employment,PORTLA NwhichD vary from higher densityTrout dwithinale a 1-mile radius, to less dense at a 5-mile ! 84 5-Mile Buffer radius, and thenU8 becoming more dense againk closer to a 10-mile radius.¨¦§ Freeway V Gresham Willsonville ! Potential Station Major Road Beaverton ¤£26 VU217 People per square mile Population, Employment,VU10 and densitiesMilwauk iefor 1, 5, and 10-mile radiuses.Secondary Road Tigard 0 - 20 VU47 ¨¦§5 Clackamas Drive Time (in Minutes) ¨¦§5 VU219 VU210 1-Mile Radius 5-Mile Radius 10-Mile Radius 21 - 250 VU212 Sandy 5 Minutes Canby 251 - 500 Population Lake Osweg11,538o 39,042 10 Minu202,691tes Tualatin ! OREGON VU224 501 - 2000 k 20 Minutes ! 9VU9W ¨¦§205 CITY 2001 - 5000 PopulationVU240 DensityNewberg 3,491 497 30 Minute645s ! VU47 VU551 5001 and over (people per sq. mile) Wilsonville Estacada 9VU9W VU213 ! Canby VU213 Total Employees 3,659 13,202 87,364 McMinnville 5 VU99E Employee Density ¨¦§ Hubbard 1,165 168 278 VU219 VU170 VU99E (employeesVU233 per sq. mile) ! ! VU211 0 2.5 ! VU211 ¨¦§5 Amity Woodburn Mollala ´ Miles 214 VU VU213 Mount OREGDaOta NSo uCrcIeT: YUS Census Bureau, 2010 VU99E Angel Brooks ! Hubbard VU221 0 9 Keizer VU99E Employment Density ! Silverton ´ Miles OREGON Legend VU213 Urban Growth Boundary (UGB) CITY SALEM City Limits ! VU214 Data Source: VU99E VU22 k ESRI Streetmap North America, 2012 5-Mile Buffer VU51 ! Potential Station Wilsonville Monmouth Employees per square mile VU214 0 - 20 21 - 250 5 ¨¦§ 251 - 500 Canby 501 - 2000 ! 2001 - 5000 5001 and over

VU551

VU213

VU99E VU170 0 2.5 ´ Miles ¨¦§5

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

HubbarOregond Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 93 VU99E Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community canby

t

S

h

c

r Site Suitability Zoningi Designations

B The station area is along OR 99 in the commercial downtown of Canby. Surrounding lots are designated for commercial Potential Station Legend and industrial use along OR 99 and mixed use residential to the north. Past these uses are multifamily and single-family Knig hts Bridg residential. Canby has a small downtown, which is a designated Urban Renewal Area. There is some redevelopment e Rd Urban Growth Boundary (UGB)

G potential for infill development or redevelopment of underutilized lots with single-story structures and parking lots, which r City Limits a n C t

could add cohesion to the downtown. Recent investment in the downtown includes new public facilities such as a library e S d Half-Mile Buffer t a ´ r and civic center complex, and streetscaping. ! S Potential Station 0 0.3 t e Av Miles 5th 99E Zoning Designations ve UV t A 1s EFU - Exclusive Farm or Forest Use C a Interconnectivity n RC - Rural Commecial b ! y - M CG - General Commercial OR 99 runs through town and connects Canby to I-205, which is 10 miles to the north, and to I-5, which is 5 miles to the a r q HI - Heavy Industrial u west. The Union Pacific Railroad and Oregon Pacific Railroad lines bisect the City of Canby and create a barrier to bicycle a Township Rd m LI - Light Industrial

travel. The sidewalk and bicycle networks are discontinuous, although low-traffic streets might be adequate for low- H e v w MFR2 - Multi Family A y t stress bicycle and pedestrian travel without specialized bicycle and pedestrian infrastructure. Canby Area Transit (CAT) s 1 (16-20 Dwelling Units per acre) provides commuter bus service to Oregon City and Woodburn via the Orange Line - 99E. Additionally, the South Clackamas UV99E MUR1 - Mixed Use Residential

Transportation District provides bus service between the Canby Transit Center and Molalla, Oregon. E l

m UV170 (4-15 Dwelling Units per acre)

S

t MUR6 - Mixed Use Residential (36-45 Dwelling Units per acre) Multimodal Map RI - Rural Industrial 13th SFR5 - Single Family Legend Data Sources: Ave (5 Dwelling Units per acre) 1-Mile Buffer Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 ! SFR7 - Single Family Potential Station (7 Dwelling Units per acre)

Key Locations ×TC Transit Center Aerial å Schools Legend 1-Mile Buffer SMART Transit å ! Potential Station å SMART Routes ×TC ! UV99E

Canby å å å ! å å

UV99E 0 0.75 0 0.5 ´ Miles ´ Miles

Data Sources: ESRI, Metro RLIS Data Sources: ESRI 2013

94 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013 PORTLAND Oregon City Stations Enlarged Existing Amtrak Station Existing Amtrak Station Area Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Red Alternative Canby Evaluation Criteria Summary of Features Red Option Operational Feasibility The Oregon City station is an existing station on the Amtrak Cascades route. The existing Purple Alternative and potential Portland stations are within a 30-minute drive. Purple Option Woodburn There are no major key attractions in Oregon City, but there are smaller cultural Yellow Alternative Stations Customer Demand and historical attractions related to this area being the last stop on the Oregon Trail. Yellow Option Brooks Existing Amtrak Station Development is not very dense due to small-town character, but close to Portland, which has large employers and population. Keizer Potential Station Alternatives Site Suitability The station is not in central downtown. The existing uses surrounding the station are SALEM Blue Alternative not complementary; however, there is some redevelopment potential. Blue Option Station is over half a mile south of a transit center that connects to regional transit Red Alternative Interconnectivity service. Thruway buses stop at the station to complement the Cascades service. Bicycle Red Option and pedestrian connectivity is lacking in the area. Purple Alternative Purple Option Yellow Alternative ALBANY Yellow Option CORVALLIS

Tangent PORTLAND

Existing Amtrak Harrisburg Lake Station Oswego Tualatin OREGON CITY Wilsonville EUGENE Springfield Canby

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 95 oregon city

OperatiPopulaotionaln Den Fsieasibilityty MILWAUKIE Drive Time Analysis Milwaukie Legend Legend The Oregon City station could serve the red or blue alternatives and is located approximately 19 miles from Portland Union UV213 Urban Growth Boundary (UGB) UV503 k Existing Amtrak Station Station and approximately 43 miles fromUV224 Salem’s existing Amtrak station. The Oregon City station has 50 long-term parking §¨¦205 §¨¦5 205 ! spaces. The 30-minute drive time includes areas south to Woodburn and north to Vancouver,City LWA.im itPortland’ss Union Station is §¨¦ Potential Station UV500 Lake 5-Mile Buffer Freeway within an approximately 20-minute drive of the OregonC lCityacka mstationas (in light traffic). ¤£30 §¨¦5 Oswego UV6 North Plains VANCOUVER UV99E Existing Amtrak Station Major Road UV212 UV224 UV212 k UV43 ¤£26 UV14 Secondary Road UV224 People per square mile Drive Time (in Minutes) 0 - 20 PORTLAND Troutdale HILLSBORO ! 84 Gladstone UV8 k §¨¦ 5 Minutes 21 - 250 Gresham Beaverton ¤£26 10 Minutes 251 - 500 UV217 UV10 Milwaukie 20 Minutes 205 501 - 2000 Tigard §¨¦ West k UV47 §¨¦5 Clackamas Linn 30 Minutes 2001 - 5000 UV219 UV210 UV212 Sandy 5001 and over Lake Oswego Tualatin ! k OREGON UV224 OREGON 9UV9W §¨¦205 CITY UV240 Newberg CITY ! UV47 UV213 Wilsonville Estacada UV99E 0 2.5 9UV9W UV213 ! Canby ´ Miles

Hubbard Data Source: US Census Bureau, 2010 UV219 UV99E UV233 !! ! UV211 UV211 0 9 MILWAUKIE Amity Woodburn Mollala EmploymUV99eEnt Density §¨¦5 UV214 UV213 ´ Miles Milwaukie Legend Mount UV213 Urban Growth Boundary (UGB) UV99E Angel UV224 §¨¦205 Brooks City Limits 221 ! Data Source: UV ESRI Streetmap North America, 2012 5-Mile Buffer Keizer Lake UV99E Silverton §¨¦5 Clackamas Existing Amtrak Station Oswego k UV213 UV212 UV224 UV212 UV43 Employees per square mile UV224 0 - 20 21 - 250 Gladstone 251 - 500 501 - 2000 2001 - 5000 §¨¦205 West k Linn 5001 and over

OREGON CITY UV99E UV213 0 2.5

´ Miles

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

96 | Station Area Assessments - Operational Feasibility/Customer Demand Oregon Passenger Rail Station Area Assessments UV99E Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community oregon city

Population Density MILWAUKIE CDustrive Toimmere Ana Dlysemandis Milwaukie Legend Legend Oregon City has some smaller cultural attractions related to its historic location at the end of the Oregon Trail. The largest UV213 Urban Growth Boundary (UGB) UV503 k Existing Amtrak Station UV224 employers within a 5-mile radius are public services, Clackamas County, Clackamas Community College, and Oregon City, §¨¦205 §¨¦5 205 ! City Limits and the Providence Willamette Hospital. Most§¨¦ major single employers and employment areasPo areten ttoia lthe Sta tnorth,ion in Portland. UV500 Lake 5-Mile Buffer Freeway Clackamas Oregon City’s proximity to¤£ 3Portland0 is reflected in the significant increase in population within a 10-mile radius. However, §¨¦5 Oswego UV6 North Plains VANCOUVER UV99E Existing Amtrak Station the density is offset by the rural areas to the east. Major Road UV212 UV224 UV212 k UV43 ¤£26 UV14 Secondary Road UV224 People per square mile Drive Time (in Minutes) 0 - 20 Population, Employment,POR TandLAN Ddensities for 1, 5, andTrou td10-mileale radiuses. HILLSBORO ! 84 Gladstone UV8 k §¨¦ 5 Minutes 21 - 250 1-Mile Radius Gresham 5-Mile Radius 10-Mile Radius Beaverton ¤£26 10 Minutes 251 - 500 UV217 Population UV10 Milwaukie7,478 140,645 20 Minutes 553,364 205 501 - 2000 Tigard §¨¦ West k UV47 §¨¦5 Clackamas Linn 30 Minutes 2001 - 5000 UV219 UV210 Population Density 2,381 UV212 Sandy 1,791 1,761 5001 and over (people per sq. mile) Lake Oswego Tualatin ! k OREGON UV224 9UV9W §¨¦205 CITY OREGON 5,418 63,211 230,371 TotalUV240 EmployeesNewberg CITY ! UV47 UV213 Wilsonville Estacada UV99E Employee Density 1,725 805 734 0 2.5 9UV9W UV213 (employees per sq. mile) ! Canby ´ Miles

Hubbard Data Source: US Census Bureau, 2010 UV219 UV99E UV233 !! ! UV211 UV211 0 9 MILWAUKIE Amity Woodburn Mollala EmploymUV99eEnt Density §¨¦5 UV214 UV213 ´ Miles Milwaukie Legend Mount UV213 Urban Growth Boundary (UGB) UV99E Angel UV224 §¨¦205 Brooks City Limits 221 ! Data Source: UV ESRI Streetmap North America, 2012 5-Mile Buffer Keizer Lake UV99E Silverton §¨¦5 Clackamas Existing Amtrak Station Oswego k UV213 UV212 UV224 UV212 UV43 Employees per square mile UV224 0 - 20 21 - 250 Gladstone 251 - 500 501 - 2000 2001 - 5000 §¨¦205 West k Linn 5001 and over

OREGON CITY UV99E UV213 0 2.5

´ Miles

Data Source: Oregon QCEW (Quarterly Census Employment and Wages), 2011

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Customer Demand | 97 UV99E Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community oregon city

Site Suitability Zoning Designations Oregon City is within the southern area of the Portland Metro Urban Growth Boundary and is the county seat of Clackamas Existing Amtrak Station County. The existing station is a mostly uncovered platform with an adjacent small lot that has free short-term and UV213 Legend overnight parking. The station area is near, but not immediately adjacent to, the existing historic downtown and central Urban Growth Boundary (UGB) business district of Oregon City. The existing surrounding built environment is mostly single-story industrial and commercial UV99E City Limits warehouse structures along Washington Street with some single-family residences interspersed. The surrounding area Half-Mile Buffer

d ´ v is designated as mixed-use residential. The station area offers redevelopment potential at both infill and underutilized l k 0 0.3

B 205 Existing Amtrak Station

§¨¦

n Miles

industrial sites. Oregon City’s downtown has a revitalization program to generate economic development, including i

l Zoning Designations h

attracting new businesses, restaurants, and housing development projects while preserving the city’s unique historic and g

u EFU - Exclusive Farm or Forest Use o

cultural landmarks and history. L

c CC - Central Commercial M k CG - General Commercial IO - Industrial Office LI - Light Industrial MFR2 - Multi Family (16-20 Dwelling Units per acre) MUR8 - Mixed Use Residential (66-100 Dwelling Units per acre) t 15 S th n S MUR10 - Mixed Use Residential o t t g (126-700 Dwelling Units per acre) in h s t a S n PF - Public Facilities W o s k c POS - Parks & Open Spaces a J FUD - Future Urban Development Data Sources: Metro RLIS; Benton, Lane, Linn, Marion, and Polk Counties; SFR2 - Single Family (2 Dwelling Units per acre)

7 t t Cities of Eugenteh and Albany; ESRI; and ODOT 2009-2013 SFR3 - Single Family (3 Dwelling Units per acre) S S S h t g n i o SFR6 - Single Family (6 Dwelling Units per acre) H i

s

i

v i SFR7 - Single Family (7 Dwelling Units per acre) D SFR10 - Single Family (10 Dwelling Units per acre) Aerial

Legend ¨¦§205 1-Mile Buffer k Existing Amtrak Station UV43 UV99E

W ill am et te D r k VU213 Oregon City 205 d ¨¦§ v l B n li h 0 0.75 g u o ´ Miles L c M

Data Sources: ESRI 2013

98 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community å oregon city å Multimodal Map Interconnectivity The station area is close to OR 99E, OR 43 and I-205, which provide auto access to various areas of Portland. TriMet provides å two all-day bus lines, one of which is Frequent Service, offering direct service to downtown Portland from Oregon City. The nearest bus stop is more than one-quarter-mile walking distance from the station, and the route that stops there runs only sporadically. More frequent bus service is offered approximately one-half mile away at the Oregon City Transit Center, which is in downtown Oregon City.

Oregon City’s existing bicycle and pedestrian network consists of sidewalks and bicycle lanes on wide, high-volume arterial å å streets. There are gaps in facility coverage, and vehicle speeds may be higher than many would like in order to feel safe while bicycling and walking. In addition to these barriers, natural and human-made features such as I-205, the Union Pacific å Railroad tracks, the Willamette River, and the challenging topography in Oregon City can pose impediments to walking and bicycling. However, the downtown area of Oregon City is composed of a relatively flat street grid that is more conducive to active transportation. Washington Avenue, which provides access from the Amtrak station to downtown Oregon City, has k bike lanes, but the presence of sidewalks is sporadic and, in general, this area is not an attractive pedestrian and bicycle environment. å å å åå ×TC

å IC å å

å

Legend TriMet Transit Data Sources: ESRI, Metro RLIS 1-Mile Buffer Bus Lines k Existing Amtrak Station

Key Locations ×TC Transit Center å Schools 0 0.5 ´ Miles IC Service Layer Credits: Sources: Esri, Hospitals DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 99 This page left intentionally blank. PORTLAND portland Existing Amtrak Station Stations Enlarged Potential Station - Rose Quarter Existing Amtrak Station Area Lake Potential Station Oswego Tualatin OREGON Summary Assessment Alternatives Blue Alternative Wilsonville CITY Blue Option Evaluation Criteria Summary of Features: Summary of Features: Red Alternative Canby Existing (Union Station) Potential (Rose Quarter) Red Option Existing on Amtrak Potential station on red corridor. Just across Purple Alternative Operational Feasibility Woodburn Cascades line. Union station also serves Coast river to the east from existing station. Purple Option Starlight (service to California) and Empire Yellow Alternative Stations Builder (service to Chicago) Amtrak routes. Yellow Option Brooks Existing Amtrak Station Customer Demand Largest city in Oregon. Downtown is the Largest city in Oregon. Lloyd Center is a large Keizer Potential Station region’s major employment area. Numerous key employment area, but not as big as downtown. attractions. Numerous key attractions in Portland. Alternatives SALEM Blue Alternative Blue Option Red Alternative Site Suitability Station is the existing station just north of Station location is in area of large lots used Red Option downtown in area that is redeveloping. for events and industrial uses. Plans for area Numerous redevelopment opportunities in the include redirecting uses to mixed use, infilling, Purple Alternative vicinity of station area. and increasing densities of the surrounding Purple Option area. Yellow Alternative ALBANY Yellow Option Interconnectivity Intercity and intracity transportation hub area. Near Rose Quarter transit center, where all North end of the TriMet transit mall. Bicycle MAX light rail lines pass. Good bicycle network CORVALLIS and pedestrian network exists. and connectivity. Pedestrian environment Lack of grid street system can make immediate Existing Amtrak pedestrian connectivity challenging. However, Tangent Station Potential Station plans identify pedestrian improvements. PORTLAND at Rose Quarter

Harrisburg Lake Oswego Tualatin OREGON CITY Wilsonville EUGENE Springfield Canby

Oregon Passenger Rail Station Area Assessments Station Area Assessments | 101 portland

OperatiPopuloatnalion De Fnseasibilityity Drive Time Analysis Legend Existing Amtrak Station Legend Urban Growth Boundary (UGB) St. Operational Feasibility *Existing5 Amtrak Station* Vernonia k Existing Amtrak Station ¨¦§ City Limits Helens ! The existing Portland station could be served by the red or the blue alternatives. The existing station has 100 long-term ¨¦§5 Potential Station ¤£30 5-Mile Buffer parking spaces and additional short-term parking spaces. The station is currently served by the Amtrak Cascades, Coast VU202 Freeway k Existing Amtrak Station Scappoose Starlight, and routes, and regional bus services¤£ 3including:0 Amtrak Thruway, Northwest Connector, The Breeze, Felida VU503 Major Road VU99E Valley Retriever, Northwest POINT. Greyhound bus service is located in an adjacent building.! TheP 30-minuteotential St adrivetion time is ¤£30 Salmon Secondary Road ¤£ 9VU9W centered on the Portland metro30 area, and extends to Hillsboro, Wilsonville, and Vancouver,Pe Wash.ople p er square mile Creek ¨¦§205 Drive Time (in Minutes) PORTLAND VU500 0 - 20 Fern Prarie 5 Minutes ¤£30 VU6 North Plains VANCOUVER 21 - 250 Operational Feasibility *Potential Rose Quarter Station* ¨¦§5 VU14 Washougal 10 Minutes 5-Miles k! 251 - 500 ¤£26 ¨¦§84 HILLSBORO PORTLAND Troutdale 20 Minutes The potential Portland station in the Rose405 Quarter on the eastside5 of PortlandVU213 could be served 5by0 1the - 2 0options00 for either the VU8 k! ¨¦§84 ¨¦§ -Mi Gresham 30 Minutes red or the blue alternatives. The station area ¨¦§is5 characterized byle s commercial development, including the Oregon Convention 2001 - 5000 Beaverton VU217 ¤£26 Center and sports arenas,¤£ 2hotels,6 and extensive bus and light rail transit service. The 30-minute drive time is centered on the VU10 Milwaukie 5001 and over VU47 Tigard Clackamas Portland metro area, and extends to Hillsboro, Wilsonville, and Vancouver, Wash. VU219 210 VU8 VU VU212 Sandy ¤£26 Lake Oswego Tualatin ! OREGONVU224 205 k Beaverton VU10 9VU9W ¨¦§ CITY 205 U240 Newberg ¨¦§ V ! 0 12 210 0 2.5 Wilsonville Estacada VU U99E VU47 V 213 ´ Miles 9VU9W VU ¨¦§5 VU43 ´ Miles VU219 !Canby 99W McMinnville VU99E VU Data Source: US Census Bureau, 2010 Data Source: Milwaukie ¨¦§5 Hubbard ESRI Streetmap North America, 2012 ! VU210 ! ! VU211 Milwaukie Amity Woodburn Mollala Employment Density Sheridan 5 VU213 Potential Rose Quarte¨¦§r StationVU214 Mount VU213 VU217 Legend Legend VU224 205 SAtn. gel ¨¦§ Urban Growth Boundary (UGB) Vernonia Helens k Existing Amtrak Station ¨¦§5 City Limits ¨¦§5 ! Potential Station 5-Mile Buffer Freeway ¤£30 VU202 k Existing Amtrak Station Scappoose Felida VU503 Major Road ¤£30 ! Potential Station ¤£30 VU99E Salmon Secondary Road Employees per square mile Creek ¤£30 9VU9W ¨¦§205 Drive Time (in Minutes) 0 - 20 VU500 Fern Prarie 5 Minutes PORTLAND 21 - 250 VU6 North Plains VANCOUVER ¤£ 10 Minutes 30 251 - 500 ¨¦§5 VU14 Washougal ¤£26 Troutdale 20 Minutes les ! 501 - 2000 HILLSBORO PORTLAND 5-Mi k ! 84 2001 - 5000 VU8 k Gresham ¨¦§ 30 Minutes 405 5 VU213 Beaverton ¨¦§ -Mi 5001 and over 217 ¤£26 ¨¦§5 les 10 VU Milwaukie VU Tigard ¤£26 VU47 Clackamas VU219 210 VU VU212 Sandy VU8 Lake Oswego ¤£26 Tualatin ! OREGONVU224 205 k U10 9VU9W ¨¦§ CITY V VU240 Newberg Beaverton ! 0 12 ¨¦§205 0 2.5 VU47 Wilsonville Estacada 210 213 ´ Miles VU U99E 9VU9W ! VU V ´ Miles VU219 Canby ¨¦§5 VU43 McMinnville VU99E Data Source: Oregon QCEW (Quarterly Census Data Source: 99W ¨¦§5 Hubbard VU Employment and Wages), 2011 ESRI Streetmap North America, 2012 Milwaukie !! ! Amity Woodburn VU211 Mollala 102 | Station Area Assessments - Operational Feasibility/Customer Demand Sheridan 5 Oregon Passenger Rail Station Area Assessments Milwaukie ¨¦§ VU214 Mount VU213 VU213 Angel Service Layer Credits: Source: Esri, 9VU9W VU217 VU224 ¨¦§205 DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Portland

Population Density DCrustive Tiomemer Analy Dsisemand Legend Existing Amtrak Station Legend Urban Growth Boundary (UGB) St. 5 CustomerVern oDemandnia *Existing Amtrak Station* k Existing Amtrak Station ¨¦§ City Limits Helens ! Portland is the largest city in Oregon. There¨¦§5 are numerous attractions and employment opportunitiesPotential Stat iinon downtown and in ¤£30 5-Mile Buffer the greater metropolitan area. There are alsoVU2 higher02 education institutions such as PortlandFree wStateay University, Oregon Health k Existing Amtrak Station Scappoose ¤£30 and Sciences University, and PortlandF Communityelida VU5 0College.3 Like other large cities, Portland Mhasaj oar rangeRoad of classical performing VU99E ! Potential Station arts institutions, including ¤£3the0 Oregon Ballet Theatre, Oregon Symphony, Portland Opera, and The Portland Art Museum. The Salmon Secondary Road ¤£ 9VU9W 30 People per square mile Oregon Museum of Science and IndustryC (OMSI)reek ¨¦§20 5is located on the east bank of the WillametteDrive Tim eRiver (in M acrossinute sfrom) downtown PORTLAND Portland. Portland is home to two major league teams: theVU500 Major League Soccer Portland Timbers and the Portland Trail ¤£ 0 - 20 VANCOUVER Fern Prarie 5 Minutes 30 Blazers ofVU the6 NationalNo rtBasketballh Plains Association. Portland also has a thriving restaurant and cultural scene that attracts visitors 21 - 250 10 Minutes to downtown, the Pearl District, the Alberta¨¦§5 Arts District,VU14 andWa othershouga lneighborhoods throughout the city. 5-Miles k! 251 - 500 ¤£26 ¨¦§84 HILLSBORO PORTLAND Troutdale 20 Minutes U213 8 k! 84 ¨¦§405 5-M V 501 - 2000 The existing stationVU is adjacent to downtown Portland. DowntownGresham ¨¦§functions as the center30 in M ain largerutes metropolitan area, as is ¨¦§5 iles 2001 - 5000 demonstrated by the Bpopulationeaverton 2 1and7 employment data.¤£26 Portland’s importance as an employment area that people commute ¤£26 VU10 VU Milwaukie 5001 and over into is evidentVU47 in the higher numberTigard of employeesClac kinam theas one mile radius versus the population. Within five miles of the VU219 U210 VU8 station, population and Vemployment numbers are similar.VU212 Sandy ¤£26 Lake Oswego Tualatin ! OREGONVU224 205 k Beaverton VU10 9VU9W ¨¦§ CITY 205 VU240 Newberg ¨¦§ Customer Demand *Potential! Rose Quarter Station* 0 12 210 0 2.5 Wilsonville Estacada VU U99E VU47 V 213 ´ Miles 9VU9W VU ¨¦§5 VU43 ´ Miles The Rose Garden ArenaVU21 9and Coliseum and!Ca nMemorialby Garden are very near the potential station area. However, the 99W existing pedestrianMcMinnville environment fromVU99E a tourist perspective is not appealing. The station area is farther from the density VU Data Source: US Census Bureau, 2010 Data Source: Milwaukie §5 of downtown, as demonstrated¨¦ byH uthebba lowerrd population and employee densities forE StheRI Strimmediateeetmap Nort hsurroundings America, 2012 of the ! VU210 potential station area compared! ! to thoseVU211 for the existing station area. Milwaukie Amity Woodburn Mollala Employment Density Sheridan 5 VU213 Potential Rose Quarte¨¦§r StationVU214 Mount VU213 VU217 Legend Legend VU224 205 Population, Employment, SAandtn. gel densities for 1, 5, and 10-mile radiuses. ¨¦§ Urban Growth Boundary (UGB) Vernonia Helens k Existing Amtrak Station ¨¦§5 City Limits 1-Mile¨¦§5 Radius 5-Mile Radius ! Potential S10-Miletation Radius 5-Mile Buffer Freeway ¤£30 VU202 k Existing Amtrak Station SExistingcappoose Potential Existing Potential Existing Potential StationFelida Rose VU5Quarter03 Station Rose Quarter Major StationRoad Rose Quarter ¤£30 ! Potential Station ¤£30 VU99E Salmon Station Station Secondary Road Station Employees per square mile Creek ¤£30 9VU9W ¨¦§205 Drive Time (in Minutes) 0 - 20 VU500 Population 24,355 19,368 Fern372,882 Prarie 373,641 5 Min1,018,339utes 1,004,415 PORTLAND 21 - 250 VU6 North Plains VANCOUVER ¤£30 §5 VU14 Washougal 10 Minutes 251 - 500 Population Density 7,755 ¨¦ 6,167 4,749 4,758 3,242 3,198 ¤£26 Troutdale 20 Minutes les ! 501 - 2000 HILLSBORO PORTLAND 5-Mi k (people per sq. mile) ! 84 2001 - 5000 VU8 k Gresham ¨¦§ 30 Minutes 405 5 VU213 Beaverton ¨¦§ -Mi 5001 and over 217 ¤£26 ¨¦§5 les 10 93,539VU Milwauk82,020ie 302,569 297,282 589,944 588,518 Total Employees VU Tigard ¤£26 VU47 Clackamas VU219 210 VU VU212 Sandy VU8 Employee Density 29,786 26,118 3,854 3,786 1,878 1,873 Lake Oswego ¤£26 Tualatin ! OREGONVU224 (employees per sq. 205 k U10 9VU9W ¨¦§ CITY V mile) VU240 Newberg Beaverton ! 0 12 ¨¦§205 0 2.5 VU47 Wilsonville Estacada 210 213 ´ Miles VU U99E 9VU9W ! VU V ´ Miles VU219 Canby ¨¦§5 VU43 McMinnville VU99E Data Source: Oregon QCEW (Quarterly Census Data Source: 99W ¨¦§5 Hubbard VU Employment and Wages), 2011 ESRI Streetmap North America, 2012 Milwaukie !! ! Amity Woodburn VU211 Mollala Oregon Passenger Rail Station Area Assessments Sheridan 5 Station Area Assessments - Customer Demand | 103 Milwaukie ¨¦§ VU214 Mount VU213 VU213 Angel Service Layer Credits: Source: Esri, 9VU9W VU217 VU224 ¨¦§205 DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community portland

Site Suitability Zoning Designations §¨¦405 UV99E Existing Amtrak Station Potential Station

Site Suitability *Existing Amtrak Station* I n t e r s 405 t §¨¦ a N Constructed in 1896, the existing Union Station is just north of Portland’s downtown high density office area in the Old Town t ai e §¨¦5 to A Chinatown section of downtown and just east of the Pearl District. The Pearl District is an area that has been undergoing P v kw e y d Broadway

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r 2008) instigated zoning code changes to allow for increased development potential (floor area requirement, or FAR) as well B §¨¦84 as changes related to increased building height, to guide the massing and character of taller, larger buildings in the North Burnside St §¨¦405 ¤£30 Pearl plan area. Amendments to the development bonus system, which are intended to provide incentives to create family §¨¦5 Burnside St W housing and community amenities, are also proposed. as Burnside St hin Legend gto Zoning Designations n S W t 9UV9W as HI - Heavy Indushtriinal MUR9 - Mixed Use Residential Urban Growth Boundary gto n S Site Suitability *Potential Rose Quarter Station* (UGB) LI - Light Industrial t (101-125 Dwelling Units per acre) City Limits MFR5 - Multi Family MUR10 - Mixed Use Residential The potential station area is in the Northeast, Rose Quarter area of Portland in the Lloyd District. The station area is very (31-35 Dwelling Units per acre) (126-700 Dwelling Units per acre) Half-Mile Buffer near I-5, the Rose Garden Arena, and Memorial Coliseum. The Lloyd District is a primarily commercial neighborhood. Most MFR7 - Multi Family POS - Parks & Open Spaces k Existing Amtrak Station of the district lies east of I-5, where the Oregon Convention Center and Lloyd Center Mall are the principal landmarks. The (46+ Dwelling Units per acre) ! Potential Station Data Sources: area includes restaurants, shops, hotels, movie theatres, condominiums and apartments, and office buildings (the largest Metro RLIS; Benton, Lane, Linn, Marion, and being the Lloyd Center Tower, standing at 20 floors and 290 feet). Surrounding uses are largely industrial to the west along Polk Counties; Cities of Eugene and Albany; ESRI; and ODOT 2009-2013 0 0.3 ´ Miles VU99W Vancouver 99E Scappoose UV Aerial

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104 | Station Area Assessments - Site Suitability Oregon Passenger Rail Station Area Assessments

Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Portland å å å the river and commercial to the east. The built environment is largely industrial to the west along the river and commercial Multimodal Map å farther east. Most blocks in the area consist of buildings of only a few stories with surface parking areas. å å The Central City 2035 N/NE Quadrant Plan (Adopted 2012) District goal for the area is for the area to grow into an intensely å urban environment with a strong employment base and with a complementary residential community, including a variety of IC urban amenities. Similar to the existing station area, zoning in the potential station area is Central Commercial. å å å å åå Interconnectivity å å Interconnectivity *Existing Amtrak Station* å The existing station is at the north end of the interstate loop that circles the City of Portland and provides interstate access to IC ! the north, south, east, and west. However, freeway access points are more than one-half mile away and require the use of k ×TC busy city streets.

å å Union Station serves as an intracity and intercity transportation hub for Portland. Bus services at Union Station include: å Amtrak Thruway, Northwest Connector, The Breeze, Valley Retriever, Northwest POINT. The Greyhound bus station is the next building to the south. Union Station is located at the northern end of TriMet’s transit mall. The transit mall provides å åå åå å connections to MAX Green and Yellow line trains, which travel to north Portland; east to Gresham; and south to Clackamas County. Blue and red line trains serve east-west destinations from the airport and Gresham to Beaverton and Hillsboro. å å TriMet also provides local bus service to and from the station. Union Station is also only a short walk to both lines of the å å , in the Pearl District. å Most of the area surrounding the station has sidewalks, and pedestrian paths connect the station to waterfront trails and to å the . The existing Union Station is located at the edge of downtown and lacks direct, dedicated bikeway access å å from most directions. Bike connections from the station are mostly on shared low-volume streets or on bike lanes. Portland’s å infrastructure is well-suited for bicycling and walking connections to passenger rail. Heavily traveled walking and bicycling å åcorridors, such as the Broadway and Steel Bridges, the Eastbank Esplanade, and the path in Tom McCall Waterfront Park Legend TriMet Transit Data Sources: ESRI, Metro RLIS, are near the station. The Willamette River, Union Pacific Railroad (UPRR) and BNSF Railway (BNSF) railroad tracks, and Naito City of Wilsonville 1-Mile Buffer Bus Route Parkway can be barriers to active transportation. k Existing Amtrak Station Light Rail ! Street Car Potential Station Interconnectivity *Potential Rose Quarter Station* Key Locations SMART Routes ×TC Transit Center The potential station area is a few blocks from the Rose Quarter transit center, where all four MAX lines intersect, as well as SMART Bus Route å Schools 0 0.5 six bus routes, two of which are frequent service lines. Nearby bicycle facilities include a multi-use path, and several bicycle ´ Miles IC Hospitals lanes that intersect at the Rose Quarter. Most of the area has sidewalks; however, the area is spread out and does not present an appealing pedestrian environment.

Oregon Passenger Rail Station Area Assessments Station Area Assessments - Interconnectivity | 105 Service Layer Credits: Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2013