TRANSPORTATION SYSTEM PLAN UPDATE

Transcription

1 59-PA Attachment 3.a COBURG, OREGON TRANSPORTATION SYSTEM PLAN UPDATE PREPARED FOR City of Coburg WITH SUPPORT FROM Oregon Department of Transportation October 213

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3 COBURG, OREGON TRANSPORTATION SYSTEM PLAN UPDATE PREPARED FOR City of Coburg WITH SUPPORT FROM Oregon Department of Transportation PREPARED BY: with

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6 CONTENTS 1. Introduction... 1 Study Area... 1 Coordination with Lane County... 1 Goals and Objectives... 1 Planning Process Modal Plans... 5 Street Design Standards... 5 Access Management Functional Classification Plan Street System Bicycle & Pedestrian System Transit Air, Rail, Water and Pipelines Implementation Plan Project Priorities Funding Sources Appendices Appendix A: Plan & Policy Review Appendix B: Public Involvement Summary Appendix C: Existing/Future Conditions Analysis Appendix D: Project Alternatives Analysis Appendix E: Implementing Ordinance Tables 1 Proposed Street Design Standards* City of Coburg Lane Widths Study Area Roadway Classifications & Characteristics Major Intersections iii

7 5 Street Deficiencies Project Costs & Prioritization Figures 1 Coburg TSP Study Area Alley Standards Local Street Standards Local Street Detailed Standards Collector Street Standards Coburg Loop Path Standards Bicycle Boulevard Standards Street Function Hierarchy Proposed Van Duyn Road functional classification revision TSP Project Locations Van Duyn St/Coburg Rd/Coburg Bottom Loop Rd Intersection Improvements Short-term Improvements to Willamette/Van Duyn Intersection Long-term Improvements to Willamette/Van Duyn Intersection Emergency Access Road Existing Residential Streets New Crossings on Pearl and Willamette Streets Typical Buffered Bicycle Lane Application of Sharrows on Pearl Street iv

8 Introduction 1 The Coburg Transportation System Plan (TSP) details projects and policies that address transportation problems and needs in the City of Coburg. The TSP describes projects that address the transportation needs of all users, including pedestrians, bicyclists, drivers and public transit users. This document provides a 2-year list of improvement projects, and a plan for implementing the projects. The TSP has been developed in compliance with the requirements of the state Transportation Planning Rule (TPR) and to be consistent with state, regional, and local plans, including the Oregon Highway Plan, City of Coburg Comprehensive Plan the Coburg Interchange Area Management Plan (IAMP). Willamette, and Van Duyn. This TSP contains recommendations for Lane County streets within the City of Coburg. This Plan, including the Plan s project lists, does not have any legal or regulatory effect on County land or County transportation facilities. Without additional action by Lane County, any project that involves a non-city facility is only a recommendation. As with most planning efforts, moving towards, and planning for, a well-connected network depends on the cooperation of multiple jurisdictions; the Plan is intended to facilitate discussions between the City and its governmental partners as they work together to achieve an efficient transportation system. The Plan does not, however, obligate Lane County or any other governmental partner to take any action or construct any projects. Figure 1 Coburg TSP Study Area Study Area The study area for the Coburg TSP is illustrated in Figure 1. The TSP addresses transportation projects within the City of Coburg, its Urban Growth Boundary (UGB), and those areas outside the city limits that may be added to the UGB in the future. 1 Coordination with Lane County Most of the busy roads in Coburg are owned and operated by Lane County. These include Pearl, 1 The City of Coburg commissioned an urbanization study that was finalized in 21. The Study made recommendations for future additions to Coburg s UGB, based on anticipated population growth and need for more residential and industrial/commercial land supply. The City Council recommended approval of several additions to the UGB. Expansion of the UGB is subject to an approval process that will be managed by Lane County Land Management Division. It is anticipated that the application to expand the UGB will be submitted for approval concurrently with the Transportation System Plan. Goals and Objectives The TSP s policies, programs, and projects are all informed by goals and objectives developed in consultation with the Coburg community. The 1

9 overall goal of the TSP is to establish a system of transportation facilities, services, and policies to meet long-range (2-year) local transportation needs. The TSP must address the various transportation facilities within the Coburg TSP study area, including roads, bicycle lanes or paths, sidewalks, transit routes, airports, rail facilities, and pipelines. Goals and objectives are based on prior goals and objectives within the existing City of Coburg TSP (1999), the Coburg/Interstate 5 Interchange Area Management Plan (29), and the Coburg Loop Implementation Plan (29). Goals, objectives and evaluation criteria are also based on regional coordination, the state Transportation Planning Rule (TPR), and public input including stakeholder interviews, comments given during public open houses, and online questionnaire input. These goals and objectives were used to develop evaluation criteria for TSP projects included in the Modal Plans in Section 2 of the TSP. SAFETY FOR ALL MODES Develop a transportation system that safely and efficiently accommodates transportation needs for all modes. Objectives: Address known safety issues and conflict areas within and among modes by reducing the number of conflicts and using bestpractices design solutions for transportation facilities. Improve bicyclist/pedestrian safety and user comfort at locations with perceived or documented safety issues, without creating additional operational hazards, particularly in the vicinity of schools. STREET NETWORK AND HIERARCHY Develop a street network system that evenly distributes traffic throughout the community, lessening traffic impacts on residential streets. Objectives: Plan streets including consideration for existing and future land uses to ensure that development is accommodated with appropriate transportation facilities. Arterials should be safe, high-volume traffic movers serving as regional connectors. Access to an arterial shall normally be from the collector road system. It shall be protected against strip development and access driveways that diminish the mobility of through traffic. Collectors shall serve traffic from local streets to the arterials system. Individual accesses, while more frequent than on arterials, shall be managed to minimize degradation of capacity and traffic safety. Local streets shall provide direct property access and access to collectors and minor arterials. Service to through-traffic movement shall be discouraged. Design streets to efficiently and safely accommodate emergency service vehicles. CONNECTIVITY FOR ALL MODES Establish a transportation system that provides for connections to and from activity centers such as schools, commercial areas, parks, and employment centers. Local roads, transit routes, and paths connect to regional transportation networks. Objectives: Enhance multi-modal connections eastwest and north-south within Coburg and to destinations throughout the region. Address system gaps, increase bicycle and 2

10 pedestrian connectivity, and increase transportation options for the community. Policy, project, or program links bicyclists and pedestrians with transit and other nonsingle occupancy vehicle opportunities. Provide public transportation system connections between Eugene and Coburg, including supportive infrastructure within Coburg, such as park-and-ride facilities and bicycle and pedestrian access to transit stops. Take a long-range view in approving street patterns for new development. Align and connect new streets to reduce travel distance, promote the use of alternative modes, efficiently provide utilities and emergency services, and evenly disperse traffic. TRAFFIC OPERATIONS Create a street system that safely and efficiently distributes vehicular traffic. Alleviate existing and anticipated future traffic congestion for efficient vehicle operations. Objectives: Address known traffic congestion issues and potential future traffic congestion, while meeting applicable mobility and traffic queue standards for local, county, and state roadways. LIVABILITY AND ECONOMIC VITALITY Support, sustain, and enhance community livability and protect the quality and integrity of residential and business areas in Coburg. Anticipate and accommodate future development assumptions for Coburg. Improve the aesthetics and retain the historical character within the National Historic District and maintain the rural character of the town. Minimize impacts on social considerations in the City of Coburg, including consideration of environmental justice populations. Objectives: Maintain consistency with local, regional and statewide land use plans. Use appropriate historical design elements including street trees, old fashioned street lights, alternatives to suburban style sidewalks in new residential areas, and narrow residential streets. Improve aesthetics, especially at city entranceways such as Interstate 5 interchange area. When land is developed or divided, allowing adequate street right-of-way in order to obtain adequate street widths in accordance with City adopted street plans. Minimize impacts on existing and future development and minimize impacts to lowincome and minority populations. Ensure that community goals are not adversely affected by transportation projects. ENVIRONMENTAL IMPACTS Minimize or avoid adverse impacts on natural and social resources within Coburg. Ensure groundwater, storm run-off and surface water is protected from impacts from transportation projects. Objective: Protect groundwater, storm run-off, and surface water, and protect known and potential environmentally sensitive habitats and threatened and endangered species. Utilize low impact development techniques including bioswales or other appropriate design solutions to address runoff from impervious surfaces. Improve drainage systems in general, preferably through natural systems where feasible and appropriate. SUPPORT FOR IMPLEMENTATION 3

11 Create projects that are generally agreed upon and meet the needs and interests of stakeholders within acceptable timelines. Create a transportation system that is in line with future expectations of community stakeholders and leaders. Objective: Create community-supported projects and alternatives that are in line with future expectations of community stakeholders and leaders including the City, County, and State expectations. COST EFFECTIVENESS Create effective projects that meet TSP goals compared to the cost, and are able to be funded given current and expected funding levels. Objective: Create projects that are consistent with benefits that are provided. Create projects that are practical and affordable solutions. Maintenance of the existing system is a top priority. Planning Process Coburg community members, stakeholders, City staff, and representatives of ODOT, Lane Council of Governments, and Lane County all participated in the TSP development process. The project management team, comprised of the City, ODOT, Lane County and CH2M HILL, met regularly to guide development of the Plan. The planning process took place over a three year period between July 21 and July 213. Appendix B has a detailed description of the public involvement process. The public involvement process began with the development of a project website that provided updates on the TSP development and notices of upcoming public meetings throughout the life of the project. The website hosted a survey that asked the public to document needs, opportunities, and/or constraints in the existing multimodal transportation system. The survey included an interactive online map, which allowed participants to pinpoint locations of concern or opportunity. Paper surveys were also available at City Hall and opportunities for input were advertised through local water utility bills and on the project website. In addition, the consultant team conducted stakeholder interviews of thirteen community leaders representing a broad range of interests, such as elected officials, City staff, business owners, and emergency service personnel. An initial public open house was held in February, 211 at which existing conditions findings, analysis of needs, opportunities and constraints were presented. Participants could complete a comment form to provide feedback, and all materials were left in City Hall for community members to review. A final public open house was held in December, 212 to review proposed design standards, functional classification plan, and review project alternatives. Comment cards were distributed at the open house and through mailings to solicit feedback on these aspects of the TSP. The Planning Commission and City Council received monthly TSP project updates beginning January 212. The plan adoption process included two public hearings, a public comment period for both the City and County, and review and adoption by the City Council. 4

12 Modal Plans 2 This chapter describes the preferred transportation system plan for the City of Coburg. This section is organized first with discussion of proposed design standards, access management standards, and functional classification plan, followed by plans for each transportation mode. Many projects provide benefits to more than one mode of transportation. Coburg and Lane County both own and operate streets within the city. The TSP proposes improvements to several Lane County facilities; Coburg will work with the County to implement these projects. Street Design Standards This section describes proposed design standards for Coburg-owned streets and the current and future functional classification plan for all streets within Coburg, including those owned by Lane County. The City of Coburg intends to keep new residential and business development compatible with existing development and the historic character of the city. The following standards are intended to accommodate all transportation modes and development needs, while implementing goals and objectives of the Transportation System Plan. Table 1 summarizes design requirements for streets within the City of Coburg. STREET CONNECTIVITY POLICY Street connectivity is important to maintaining Coburg s fine-grained transportation network for all users. No dead-end streets will be permitted in Coburg, unless topographic or environmental constraints require a dead-end. If a street deadends, pedestrian and cyclist accessways must be provided. Streets that are planned to connect through when adjacent developments are constructed may temporarily dead-end, provided a hammer head or equivalent turn-around, built to fire code, is provided in the interim period. Minimum block length for new local streets is 4 feet and maximum block length is 6 feet, unless topographic or environmental constraints are present. ALLEYS Alleys (Figure 2) provide redundant auto access to homes and businesses and also provide important low-stress routes for pedestrians and cyclists. Alleys increase neighborhood connectivity, resulting in a more fine-grained transportation network. Services, such as garbage pick-up, or utilities can also be placed within alleys. Alleys are not intended to meet fire apparatus access road standards, unless the alleyway provides the only vehicle access to a property. Local streets fronting homes and business are intended to serve as the main fire access routes. Alleyways must have a minimum width of 12 feet. Gravel or partial paving is acceptable. Figure 2 Alley Standards LOCAL STREETS Local streets (Figure 3) are low volume, low speed routes that serve primarily residential areas within Coburg. Local streets are intended to provide access to homes and circulation within neighborhoods. 5

13 Local streets may be designated as bicycle/pedestrian boulevards. Local streets are designed as shared facilities for non-vehicular traffic as well. The paved area of existing local streets in Coburg is generally 16 2 feet wide with gravel or grass shoulders and no sidewalks. Existing local streets right-of-way is generally 5 to 6 feet. In order to maintain the rural character of the city, future local streets will be constructed with 3 to 5 foot soft shoulders to accommodate pedestrians. Stormwater will generally be managed on-site, depending on site environmental conditions, and street trees are required per Coburg City Code. Onstreet parking may be provided in parallel parking bulb-outs at no more than 2 stalls per 1 linear feet of road (Figure 4). All driveways abutting local streets must be a minimum of 25 feet from street intersections, and no parking is allowed within 1 feet of intersections. Collector streets as well. No parking is allowed within 2 feet of street intersections to maintain visual clearance; curbs must be striped with yellow paint (or equivalent treatment) to indicate that parking is prohibited. Collectors must be constructed to have as few accesses as possible. All new driveways abutting Collectors must be a minimum of 75 feet from street intersections. Minimum driveway and intersection spacing on Collectors is 15 feet. On Collectors in Commercial/Industrial areas, driveways shall be consolidated as much as possible to limit the number of access points on any individual collector. All residential and commercial properties are entitled to access to the public right-of-way. COLLECTORS Collector streets (Figure 5) provide connections between local streets and arterials and other higher order streets. These streets are designed to accommodate higher traffic volumes and speeds, and include bicycle and pedestrian facilities. Sidewalks must be separated from the travelled way by landscaping or storm drainage features. Onstreet parking is generally provided on Residential Collectors and street trees are required. On-street parking may be required on Commercial/Industrial Table 1. Proposed Street Design Standards* Functional Class Min. ROW Width Travel Lanes Planter or Swale On-Street Parking Sidewalks Shoulder Bicycle Lanes Alley min. paved width None Prohibited None None None Local Access 45 1 min., 12 max. 4 min, 8 max, both sides Max: 2 per 1 l.f., min: 2 per 2 l.f. None 3 min, 5 max, one side min. (striped) None Collector min., 12 max. 4 min, 8 max, both sides 7 min, if required 5 min, both sides None If required, 5 min. Coburg Loop Off-road Paths 2 1 min. paved width None N/A N/A 2 gravel, each side * Note: these design standards are proposed for Coburg-owned facilities. Lane County owns and operates several collector and arterial streets within Coburg and Lane County street standards apply to these County-owned facilities. N/A 6

14 Table 2. City of Coburg Lane Widths Roadway Lane Width Standard Meets Standard? LTL 2 width Standard Meets Standard? W. Van Duyn St./ Willamette St No Yes Coburg Rd Yes N/A N/A N/A E. Pearl St/Van Duyn Rd No Yes I-5 Ramps ~16 16 Yes N/A N/A N/A Coburg Rd N./Coburg Bottom Loop Yes N/A N/A N/A N. Skinner St Yes N/A N/A N/A S. Coleman St Yes N/A N/A N/A S. Stuart Way ~ Yes N/A N/A N/A Coburg Industrial Way Yes Roberts Rd. ~ Yes N/A N/A N/A Dixon St Yes N/A N/A N/A N/A not applicable or no left turn lane Table 3. Study Area Roadway Classifications & Characteristics Roadway Jurisdiction Classification Posted Speed Bike Lanes Parking Lanes Sidewalks W. Van Duyn St./ Willamette St. Lane County Minor Arterial mph Yes No Partial 1 Coburg Rd. Lane County Urban/Rural Major Collector 35 mph No No Partial 2 E. Pearl St/Van Duyn Rd. Lane County Minor Arterial 35 mph Intermittent 3 No Intermittent 4 I-5 Ramps ODOT Interstate N/A No No No Coburg Rd N./Coburg Bottom Loop City of Coburg Urban/Rural Major Collector mph No No Intermittent 5 N. Skinner St. S. Coleman St. S. Stuart Way City of Coburg City of Coburg City of Coburg Local Road 25 mph No No No Urban Collector 25 mph No No No Local Road 25 mph No No No 2 Left Turn Lane 3 Per Lane County Code 15.72(5)(b) travel lanes shall be 11 feet wide, except that wider lanes may be required for industrial areas or areas where the truck percentage of ADT is 1% or more within a 12-hour period. Truck percentage of ADT is greater than 1% on E. Pearl St/Van Duyn Rd. between Coburg Industrial Way and I-5 NB Ramps. 4 Per Lane County Code 15.72(14)(b) a turn lane width of 14 feet may be used in industrial or commercial areas and other streets that experience a minimum 1% truck percentage of traffic volume. Where the truck percentage of traffic volume is greater than 15%, a minimum 14 feet center turn lane shall be required. In areas along E. Pearl St. where truck traffic is above 1%, the 14 feet minimum is met. 7

15 Table 3. Study Area Roadway Classifications & Characteristics Roadway Jurisdiction Classification Posted Speed Bike Lanes Parking Lanes Sidewalks Coburg Industrial Way City of Coburg/Lane County 6 Urban Collector 4 mph No No No Roberts Rd. City of Coburg Urban Collector 4 mph No No No Dixon St. City of Coburg Urban Collector (between Willamette Street and Coleman Street)/Local Road 25 mph No No No Daray Street Lane County Local Road 25 mph No No No E. Mill Street City of Coburg Urban Collector (between Diamond Street and Miller Street) 25 mph No No No Miller Street City of Coburg Local Road 25 mph No No No Emerald Street City of Coburg Local Road 25 mph No No No McKenzie Street City of Coburg Local Road 25 mph No No No Lincoln Way City of Coburg Local Road 25 mph No No No Delaney Street City of Coburg Local Road (Vacated west of Stuart Way) 25 mph No No No Maple Street City of Coburg Local Road 25 mph No No No Thomas Street City of Coburg Local Road 25 mph No No No Rustic Court City of Coburg Local Road 25 mph No No No Shane Court City of Coburg Local Road 25 mph No No No Stuart Way Private Private (Vacated by City) N/A No No No Sarah Lane City of Coburg Local Road 25 mph No No No Vintage Way City of Coburg Local Road 25 mph No No No N/A not applicable Notes: 1 Excludes the south side of W. Van Duyn between Willamette St. and Coburg Bottom Loop 2 North Side Only 3 Between Willamette St. and Roberts Rd. 4 Between Willamette St. and slightly east of Coburg Industrial Way 5 North of Coburg Rd., on West Side of Coburg Rd. N. 6 The portion of the Coburg Industrial Way between Pearl and approximately the point where East Van Duyn or Sarah Lane would intersect if they continued is owned by Lane County 8

16 Figure 3 Local Street Standards Figure 4 Local Street Detailed Standards 9

17 Figure 5 Collector Street Standards Lane County owns several collector streets in Coburg. On these streets, Lane County standards apply. These standards can be found in Lane County Code Chapter Lane County standards for collectors are similar to those proposed in Table 1 for Coburg facilities, including 11 foot travel lanes, bike lanes, and sidewalks and landscaping on both sides of the street. New collector streets are anticipated to be owned by Coburg. COBURG LOOP PATH The Coburg Loop Path is planned as an off-road path, designed for both transportation and recreation purposes. The Coburg Loop will be designed to accommodate a wide variety of users, including pedestrians, bicyclists, skaters, equestrians and others. The 29 Coburg Loop Implementation Plan includes an extensive path system through and around Coburg, shown on the Future Functional Classification Map in the following section. The Coburg Loop design standard is shown in Figure 6. 1 BICYCLE BOULEVARDS Streets designated as Bicycle Boulevards are improved with signage, traffic calming, crossing treatments, street markings and other measures to improve the cycling and pedestrian environment. Bicycle Boulevard streets (Figure 7) are typically local residential streets with little traffic and low vehicle speeds. Improvements are designed to reduce or maintain low vehicle volumes and speeds, prioritize the movement of cyclists at intersections, reduce cyclist delay and create a comfortable environment for cyclists and pedestrians alike. The 29 Coburg Loop Implementation Plan proposes 8,5 linear feet of Bicycle Boulevards within the Cityff on portions of Mill Street, Dixon Street, and several others. The following treatments could be applied to Coburg s Bicycle Boulevards: Signage and pavement markings: wayfinding, identification and warning signs, shared right-of-way markings ( sharrows ) Intersection improvements: bicycle boxes, advance stop bars, crossing

18 Traffic calming: speed tables and residential speed limits There is no single standard for Bicycle Boulevards. Design elements are typically mixed and matched to achieve the right balance of cyclist safety and comfort while maintaining vehicle access to homes and businesses. Figure 6 Coburg Loop Path Standards 11

19 Figure 7 Bicycle Boulevard Standards 12

20 Access Management Access management involves regulating the number and spacing of intersections, interchanges and driveways abutting streets. In general, access management policies limit the number of driveways and intersections on high-traffic streets, like collectors, arterials and highways to minimize conflict points and maintain safe and efficient through-traffic flow. Local streets, like most owned by the City of Coburg, generally provide the most access, with many driveways and intersections. Most arterial and collector streets in Coburg are owned by Lane County, and County access management standards described in Lane County Code Chapter 15, Section apply on these streets. These standards describe minimum intersection and driveway spacing standards. For example, the minimum road and driveway spacing standard on Willamette Street through Coburg is 2 feet. The City of Coburg will continue to coordinate with the County on access issues on those streets owned by Lane County, including Pearl Street, Willamette Street, Coburg Road and E. Van Duyn Street. The Coburg Interchange Area Management Plan also prescribes access management standards for streets abutting the Coburg I-5 interchange. POLICIES Coburg will continue to operate primarily local streets over the 2-year time frame considered by this plan. One new city-owned collector street is proposed as part of the TSP. For future local and collector streets, the following access standards are proposed: - Local streets: driveways must be located at least 25 feet from intersections. - Collector streets: driveways must be located at least 75 feet from intersections. Minimum driveway and intersection spacing on collectors is 15 feet. Functional Classification Plan Streets are classified within the City of Coburg based on what purpose, mode and level of access each is intended to serve. All Coburg-owned streets fall into two functional classifications: local streets and collectors. Local streets provide a high level access to properties, have low auto traffic volumes and speeds, and accommodate all transportation modes. Collectors are higher volume, higher speed streets that feed into the arterial street network. Street functional classifications indentify the street s intended purpose, the volume and speed of traffic and the degree to which non-auto traffic is accommodated. Figure 8 Street Function Hierarchy Through traffic movement (& speed) Arterial Collector Local Street More access (lower speed) Most auto travel involves movement through a hierarchy of roads; local access streets prioritize access to homes and businesses over speed and accommodate all transportation modes. Arterial streets are primarily intended for through vehicle traffic and accommodate higher-speed traffic with limited accesses. Figure 8 shows a simple graphic representation of this street function hierarchy. The current functional classification map (Figure 9) and future street plan and classification map (Figure 1) are included on the following pages. The future street plan and classification map includes a conceptual future street network that would be constructed as development occurs. Some roadways in Coburg have federal functional class designations, meaning these streets are eligible for federal funding (Figure 11). Generally, 13

21 collector streets and higher classifications are eligible for federal funding. PROPOSED RE-CLASSIFICATION Re-classification of a portion of Van Duyn Road from local road to urban major collector is proposed, from the east end of the Coburg I-5 Interchange Figure 9 Proposed Van Duyn Road functional classification revision eastward approximately ½ mile (Figure 9). This section of Van Duyn is owned by Lane County. The reclassification is proposed by the City to reflect the anticipated increase in traffic on this road due to planned expansion of the Coburg UGB nearby. The City will need to coordinate with Lane County to change the County road functional classification. 14

22 S Skinner St Coburg Industrial Way I-5 I-5 Macy St Van Duyn St Rustic Ct Shane Ct Bruce Way Willamette St Harrison St Austin St E Mill St Abby Rd W McKenzie St Diamond St E McKenzie St E Lincoln Way N Miller St Pearl St Water St Christia n Way Coleman St E Dixon St E Maple St S Stuart Way Roberts Rd Vintage Way E Thomas St Roberts Ct ± 6 1,2 2,4 Feet Selb Huntley Ct Yamhill Clackamas Wasco Figure Functional Classification Map Legend Lincoln Benton Linn Interstate Local - Coburg Collector - Coburg Local - Lane County Alleyways Private Streets Collector - Lane County City Limits Lane Arterial - Lane County Curry Coos Douglas Jackson Klamath

23 S Skinner St S Skinner St I-5 Coburg Industrial Way I-5 I- Indian Dr Paiute Ln Paiute Ln Stallings Ln Stallings Ln I-5 d R p o o L m o t t o B g r u b o C Abby Rd Coburg Bottom Loop Rd Van Duyn St Austin St Bruce Way Abby Rd Macy St Van Duyn St Willamette St Austin St W McKenzie St Water St Bruce Way Harrison St Christia n Way Macy St Willamette St W McKenzie St Water St Diamond St Harrison St E McKenzie St Christian Way Diamond St E Lincoln Way Coleman St E Mill St N Miller St E McKenzie St E Lincoln Way E Dixon St E Maple St Rustic Ct Coleman St Shane Ct E Mill St N Miller St Pearl St E Dixon St E Maple St Rustic Ct Egress only S Stuart Way Shane Ct Coburg Industrial Way Pearl St S Stuart Way Roberts Rd I-5 Daray St Roberts Rd I-5 Van Duyn Rd Va Vintage Way Vintage Way E Thomas St E Thomas St Roberts Ct ± 1,2 2,4 ± 1,25 2,5 Huntley Ct Roberts Ct Huntley Ct Selby Way Selby Way Feet Feet Curry Funke Rd Yamhill Clackamas Wasco Lincoln Linn Benton Lane Klamath Coos Douglas Jackson Figure FIGURE 11 X.XX X.XX Future 23 Functional Classification Map 23 Functional Classification Map & Future Street Plan Legend Legend Interstate 5 Interstate Local - Coburg Collector Local - Coburg - Coburg Collector Collector - Lane Coburg County Arterial Collector - Lane - Lane County County Local Arterial - Lane - Lane County County Future Local - Local Lane - County Coburg Future Collector - Coburg Private Streets Bike Boulevard Conceptual Alleyways Bike Boulevard O?-road Path? Future Conceptual Alleyways Off-road Pa t h Coburg Planned LoopO?-road Off-road Path? t h 29 Alleyways Urbanization Study Area Coburg Loop Alleyways Coburg Loop City Limits & Urban Growth Boundary Urbanization Study - Recommended Additions to UGB 29 Urbanization Study Area City Limit

24 Figure 12 Federal Functional Classifications

25 Street System EXISTING & FUTURE TRAFFIC CONDITIONS Coburg s street system is a blend of City- and County-owned facilities. Most of the City-owned street network consists of local streets that serve residents. All major roads, including Pearl, Willamette, and West Van Duyn Streets, are owned and operated by Lane County. Mobility standards define whether the transportation system is adequate to meet transportation needs, and are described in terms of roadway and intersection volume-to-capacity ratios (v/c) and level of service (LOS). LOS is ranked from A to F, with A signifying free-flowing traffic conditions and F signifying stop-and-go traffic or severe congestion. Lane County has adopted mobility standards for County-owned roads within urban areas (Lane County Code ): County roads, speed less than 45 MPH: LOS D, v/c.85 Most major intersections (Table 2) within Coburg are owned by Lane County, and these mobility standards therefore apply. Traffic conditions at major intersections were analyzed in 211, and two intersections Pearl Street/Coburg Industrial Way and Pearl Street/Roberts Road were found to be operating at a level of service below Lane County standards. However, traffic flow at these intersections was greatly improved by ODOT s Phase 1 Coburg Interchange project, completed in 213. This intersection is anticipated to operate within LOS standards when the project is completed. Future conditions analysis reveals few expected transportation problems in the 23 forecast year. A modest increase in traffic is expected on Dixon and Coleman Streets, due to an expected increase in congestion at the intersection of Willamette and Pearl Streets during the evening peak travel hour. Under the most aggressive modeled future conditions (including significant population and employment growth), some congestion is expected on Willamette Street from the south City limits north to the intersection of Willamette and Pearl streets. Turning traffic volumes from Pearl and Willamette onto Coleman and Dixon Streets may also warrant improvements at these intersections. These potential future problems are highly dependent on the type and intensity of development that occurs in Coburg over the planning period. Overall, few major traffic congestion and operations concerns were identified. Coburg does not have adopted mobility standards, except for those in the Coburg Interchange Area Management Plan (IAMP), which contains standards for the interchange and approach roads. These standards are generally prescribed by the Oregon High way Plan. All City-owned facilities are forecast to operate within Lane County mobility standards in the 23 forecast year. Appendix C contains full existing and future conditions analysis. Table 4. Major Intersections W Van Duyn St./Coburg Bottom Loop Rd.-Coburg Rd. N. Willamette St/Van Duyn St. N. Willamette St/E. Pearl St. E. Pearl St./N. Skinner St. E Pearl St./Coleman St. E. Pearl St./S. Stuart Way E. Pearl St./Coburg Industrial Way E. Pearl St./Roberts Rd. E.Pearl St.-Van Duyn Rd./I-5 SB Ramps Van Duyn Rd./I-5 NB Ramps Coburg Rd./E Dixon St. STREET SYSTEM DEFICIENCIES & PROJECTS During the TSP update process, street and intersection problems were identified by staff, stakeholders and the public. Some projects were also developed to respond to anticipated future traffic conditions. Street system needs and recommended projects listed on the following pages. Figure 13 describes the location of each recommended project. 18

26 Figure 13 TSP Project Locations 19

27 Figure 14 Van Duyn St/Coburg Rd/Coburg Bottom Loop Rd Intersection Improvements CHANNELIZATION AT INTERSECTION OF PEARL AND COLEMAN STREETS Future conditions traffic analysis reveals that turning traffic volumes on Coleman and Dixon Streets may warrant improved channelization at the intersections of Coleman and Pearl Streets. A left turn pocket accommodating a queue length of approximately four cars on Pearl Street would prevent westbound traffic on Pearl from backing up during the peak hour (4:3 5:3 PM). The need for this project is highly dependent on future traffic volumes and contingent upon future land development in Coburg. This project is also located on Pearl Street, a Lane County facility, requiring coordination with the County on any proposed improvements. Street, a Lane County facility, requiring coordination with the County on any proposed improvements. INTERSECTION OF VAN DUYN STREET, COBURG BOTTOM LOOP ROAD AND COBURG ROAD This intersection, in the northwest of Coburg, has the potential for conflicts between pedestrians, bicyclists and vehicle traffic. Van Duyn Street and North Coburg Road are part of the Willamette Valley Scenic State Bikeway and are consequently popular biking routes. The intersection is adjacent to a school and fire station, further increasing safety concerns at this location. Van Duyn to North Coburg Road is also an important freight route. Finally, this intersection will experience significantly more pedestrian and bicycle traffic in the future when the planned Coburg Loop Path connects here. The recommended solution is to reconstruct the intersection with new curbs, curb ramps, and median pedestrian refuge islands. A pedestrianactivated rapid flashing warning beacon and raised durable pavement markings could be installed to alert drivers of the potential for pedestrians to be present at the intersection (Figure 14). Additionally, the intersection curb radii (or the sharpness of the intersection corners) are very large in order to accommodate turning truck traffic. Reconstructing the curbs with smaller radii would slow turning vehicles and decrease the crossing distance for pedestrians at this intersection. As this intersection experiences heavy truck traffic, the feasibility of reducing curb radii would need to be carefully evaluated. This project involves Lane County facilities, and coordination with the County will be required for project review and approval. INTERSECTION CONTROLS AT DIXON AND WILLAMETTE STREET Turning traffic volumes at the intersection of Dixon and Willamette Streets are also forecast to warrant a traffic signal. As with the project above, the need for this project is highly dependent on future traffic volumes and construction would only be warranted if traffic conditions occur as predicted by traffic models. This project is also located on Willamette 2

28 Figure 15 Short-term Improvements to Willamette/Van Duyn Intersection Figure16 Long-term Improvements to Willamette/Van Duyn Intersection INTERSECTION OF NORTH WILLAMETTE STREET AND VAN DUYN STREET Drivers speed around this corner and several incidents have occurred with vehicles driving off the road into the adjacent fields. It is not clear to drivers heading north on Willamette Street that the through route out of Coburg continues to the left (west). Realignment would soften the throughroute turning angle, making the intersection less ambiguous for drivers and reduce the number of conflict points. In the short-term, prior to land development north of the intersection and as an alternative (or in addition to) this solution, the north and east legs of this intersection could be blocked off with physical barriers to reduce intersection conflicts (Figure 15). Signage would be installed to clearly indicate the through movement westward from Willamette St onto Van Duyn St. and sidewalks and curbing extended. This alternative could be implemented first, with further reconstruction of the intersection phased in as residential development in north Coburg occurs. Full realignment as proposed in Figure 16 would require right-of-way acquisition and significant construction work. This project involves Lane County facilities, and coordination with the County will be required for project review and approval. 21 EMERGENCY ACCESS IN THE WEST SIDE OF TOWN Neighborhoods west of Willamette Street have few connections to Willamette Street, the primary north-south through route in Coburg. When Willamette is blocked, emergency response times increase and some homes may be inaccessible. A redundant connection is needed to ensure timely emergency access to these neighborhoods in the event that Willamette Street (or East Van Duyn) is blocked. The recommended solution is to construct a 35 long emergency access road from the northwest end of Abby Road west to Coburg Bottom Loop Road (Figure 17). The connection will be for emergency access only, with removable bollards to prevent through traffic from using the route. This project involves Lane County facilities, and coordination with the County will be required for project review and approval.

29 EAST-WEST CONNECTIVITY IN TOWN Pearl Street is the only through east-west route in town. A redundant east-west connection is needed to improve emergency access and provide a redundant through route for vehicle traffic. As development occurs in the north end of town, the need for this connection is expected to grow. Construction of a new east-west collector street from Coburg Road, west of Stalling Lane, east to Coburg Industrial Way is recommended. This project is dependent on private development, and would require coordination with developers to fully construct. Significant right-of-way would need to be acquired for this project, and environmental constraints are likely. Traffic conditions on Willamette and Pearl Streets will likely deteriorate significantly on Pearl and Willamette streets without this connection, depending on the type, location, and intensity of future development. This project involves Lane County facilities, and coordination with the County will be required for project review and approval. Figure 17 Emergency Access Road landscaping. Public education is needed to ensure that existing and future stormwater facilities are maintained properly. Installing small signs at stormwater facilities that state the purpose of the facility will discourage filling-in of these areas. In addition, creating a green streets demonstration project that highlights stormwater facilities and the importance of treating and managing stormwater will also highlight the issue. The demonstration project could retrofit an existing neighborhood street, or be implemented as part of new street construction. A demonstration project would bring attention to this issue and educate residents about these facilities. PARKING IN NEIGHBORHOODS On-street parking is poorly delineated on neighborhood streets in Coburg. The City maintains the rural character of its streets by limiting construction of sidewalks and curbs, which typically constrain where residents can park. There are few clear indications of where cars should park on these streets, with many vehicles often parked too close to fire hydrants or too close to intersections, limiting sight distance. Red striping should be painted ten feet either side of fire hydrants to discourage parking too close to hydrants, and No Parking Here to Corner or similar signs posted to discourage parking too close to intersections. In addition, increased parking enforcement in neighborhoods would help ensure compliance. ROADSIDE STORMWATER FACILITY EDUCATION Stormwater facilities along streets in the neighborhoods along Abby, Austin and McKenzie Streets have been inadvertently filled in since construction. The City intends for new residential streets to have similar roadside stormwater facilities. Raingardens and bioswales have been filled in because residents were unaware that they are stormwater facilities and not roadside SUB-STANDARD STREETS Table 3 describes those Coburg streets that are not built to applicable or proposed Coburg or Lane County design standards. The City is not required to upgrade its streets to match the applicable functional classification, but Coburg may choose to upgrade some of these streets as needed to better accommodate auto traffic and other modes as needed. Bicycle & Pedestrian System EXISTING CONDITIONS 22

30 Coburg presently has few dedicated bicycle facilities. Willamette Street is designated and signed as part of the Willamette Valley Scenic Bikeway through the City, and the roadway generally has 4-5 foot wide, well-maintained bike lanes or striped shoulders. There are also striped bike lanes on Pearl, Willamette and Van Duyn Streets, though potential conflicts between bicyclists and traffic is high. Table 5. Street Deficiencies Street Length (lf) Current Func. Classification Recommended Future Func. Classification Current Condition Standard E. Van Duyn St, from Willamette to Harrison N. Harrison St, from Van Duyn to Locust E. Locust St, from Harrison to Skinner N. Skinner St, from Locust to Mill E. Mill St., from Skinner to Coleman Coleman St, from Mill to Dixon E. Dixon, from Willamette to Coleman N. Diamond St., from Locust to Pearl 31 Collector Collector Local street, 2 paved width, no stormwater treatment, no ped. facilities 375 Collector 44 Collector 3 Collector 44 Collector 1,5 Collector 65 Collector 1,3 Collector Collector Collector Collector Collector Collector Collector Collector Local street, 3 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities Local street, 22 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities McKenzie-Pearl has adequate pavement width; Locust to McKenzie is local street, 2 width, no stormwater treatment, no ped. facilities. 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks Van Duyn Rd, east of I-5 interchange to east UGB expansion border 2,2 Local (Lane County) Collector (Lane County) 22 paved width, no stormwater treatment, no pedestrian facilities 11 min. travel lanes, sidewalks both sides, 6 minimum landscaping 23

31 Figure 18 Existing Residential Streets Existing residential streets in Coburg do not have sidewalks, but have low traffic volumes and low speeds meaning they can accommodate pedestrian and cyclists in addition to car traffic. Figure 19 New Crossings on Pearl and Willamette Streets Conceptual improvements at the intersection of BICYCLE AND PEDESTRIAN PROJECTS Most local streets in Coburg are low speed/low volume local streets that accommodate bicycle traffic. These streets serve bicyclists of all ages and currently have little need for dedicated bicycle facilities, like bicycle lanes. Coburg also has a limited number of dedicated pedestrian facilities. Only Pearl Street, West Van Duyn Street, and Willamette Street have sidewalks. A portion of North Coburg Road also has a sidewalk on the side adjacent to the elementary school. The only local streets that include sidewalks are the relatively new Rustic Court, Shane Court, and Sarah Lane. Since traffic volumes are low on local and collector City streets, the roadway is shared among bicycles, automobiles and pedestrians. Willamette Street lacks market pedestrian crossings, except for the intersection of Willamette and Pearl Streets. Coburg seeks to maintain its rural character and charm in part by limiting sidewalks on streets. During the TSP update process, pedestrian and bicycle needs were identified by the community. The following section discusses these needs and solutions. FEW PEDESTRIAN CROSSINGS ON WILLAMETTE STREET AND PEARL STREET Willamette Street is the major north-south arterial through Coburg. Presently, there is only one marked pedestrian crossing at the signalized intersection of Pearl Street. Figure 18 shows an example of existing pedestrian conditions on local streets. Residents living at the north or south end of town must walk over 1/4 mile to cross at this location. The future Coburg Loop off-road path is planned to cross Willamette Street south of Vintage Way and Pearl Street at South Coburg Industrial Way. Crossing improvements are recommended on Willamette Street at the intersections of East Mill Street, East Delaney Street, Vintage Way, and on Pearl Street at Roberts Road. Crossing improvements include new ladder crosswalk markings and signage alerting drivers to the crossing (Figure 19). Marked crosswalks will require periodic maintenance to maintain striping. Flexible delineators, painted pedestrian refuge islands and street illumination would further enhance marked crosswalks at each of the locations above. Traffic calming measures, like raised durable pavement markings or curb bulb-outs can also enhance safety at these crossings. This project involves Lane County facilities, and coordination with the County will be required for project review and approval. 24

32 POTENTIAL CONFLICTS BETWEEN BICYCLISTS AND CARS ON WILLAMETTE STREET Willamette Street is part of the Willamette Valley Scenic Bikeway and attracts recreational bicycle traffic from around the region. Willamette is also a busy through route for car and truck traffic. Willamette Street presently has 5 bicycle lanes in each direction, but these lanes do not provide significant separation between vehicle traffic and on-street parking. Buffered bicycle lanes are recommended on Willamette and Van Duyn Streets, from the south City limits northeast to the intersection of Van Duyn and Coburg Bottom Loop Road. A typical buffered bike lane includes a 5 or 6 wide bicycle travel lane with 2 or 3 painted buffer (Figure 2). Elimination of on-street parking or other expansion of the roadway may be necessary to implement this project. This project involves Lane County facilities, and coordination with the County will be required for project review and approval. vegetation or landscaping and adding alley entrance features (arched trellises, plantings, etc.) would improve the pedestrian environment and reinforce alleys as neighborhood routes. Figure 2 Typical Buffered Bicycle Lane PEDESTRIAN ACCESS AND CONNECTIVITY IN NEIGHBORHOODS Neighborhood connectivity can be improved by creating a more fine-grained network for pedestrians, increasing accessibility and making walking an easier and quicker way for Coburg residents to get to their in-town destinations. Some neighborhood blocks are very long, and alternative connections would increase the number of routes available to walkers. Three solutions are recommended: Maintain existing alleyways for pedestrian access. Most of Coburg s neighborhoods have an extensive alley system, but many alleys have been encroached on by neighbors or have not been maintained for many years. Opening up these existing alleys, and connecting dead-end alleys to roads, will increase the number of routes available to pedestrians and offer a lowstress alternative to walking on neighborhood streets. Implement an alleyway beautification program. Maintaining and improving alley Create policies that require pedestrian connections be constructed in new neighborhoods. For instance, dead-end streets can be required to have a pedestrian connection through to the next street. DEVELOP THE COBURG LOOP PATH The 29 Coburg Loop Implementation Plan provides a framework for the development of a shared-use, off-road path that will circle the City of Coburg. A system of bicycle boulevards is also proposed as part of the Plan. The Coburg Loop will provide a low-stress route for pedestrians, cyclists and other users to travel in and around Coburg. IMPROVE BICYCLE VISIBILITY AT PEARL AND WILLAMETTE STREET INTERSECTION There are currently striped bicycle lanes on both sides of Pearl Street, east of Willamette Street. However, the westbound bicycle lane stops at the intersection of Pearl and Diamond Streets. 25

33 Figure 21 Application of Sharrows on Pearl Street also improve the pedestrian environment by slowing traffic and discouraging through auto travel. Transit Lane Transit District (LTD) Route 96 serves Coburg with two morning and two evening roundtrips between Coburg and downtown Eugene. Coburg s distance from the Eugene-Springfield metro area and low-density development pattern make transit service difficult to provide efficiently. No transit service expansion is currently planned by LTD. The infrequency of the current route was identified as a barrier to using transit by stakeholders, but most also agreed that service is adequate for those it currently serves. No service improvements are proposed. Air, Rail, Water and Pipelines The recommended solution is to paint shared rightof-way markings ( sharrows ) on Pearl west of Diamond Street to help bicyclists know where to ride and alert drivers that cyclists will be present (Figure 21). Alternatively, the existing westbound bicycle lane can be continued west to the intersection of Pearl and Willamette Streets. This project involves Lane County facilities, and coordination with the County will be required for project review and approval. DEVELOP A BICYCLE BOULEVARD SYSTEM An extensive bicycle boulevard system is proposed as part of the Coburg Loop Implementation Plan. Coburg presently lacks significant bicycle infrastructure, except for bicycle lanes on Willamette, Van Duyn and Pearl Streets. Bicycle lanes provide separation between cyclists and vehicle traffic, but many riders are not comfortable riding on busy arterial streets regardless of whether bicycle lanes are present. Bicycle boulevards provide a low-stress alternative to riding on busy arterials and will increase the size of the bicycle network within Coburg. Bicycle boulevards are typically created on low-volume, low-speed neighborhood streets. Many of the traffic calming and other treatments typical to bicycle boulevards There is currently no direct air service for goods, passengers and services within the Coburg Urban Growth Boundary (UGB). Air service for passengers and freight is available at the Mahlon-Sweet Airport, located approximately seven miles west of the study area. This airport provides regularly scheduled service to national destinations with connections to nearby international airports in Portland, San Francisco, and other cities. Coburg has no freight or passenger rail service currently. The Southern Pacific Railroad formerly owned a right-of-way that ran roughly northwestsoutheast, diagonally bisecting the City. Several sections of the right-of-way have been reclaimed for other uses and purchased by private property owners. Eugene Station, less than 1 miles from Coburg, provides the nearest passenger rail service, with Amtrak routes running north on the Valley Main Line and south on the Cascade Main Line. Passenger rail service consists of the Amtrak Cascades route, running daily between Eugene, Portland, Seattle, Vancouver, BC and points in between. The Coast Starlight train also provides rail to points south all the way to Los Angeles. Northwest Pipeline Company operates a major regional natural gas transmission line between Portland and Eugene, which passes through the Coburg UGB. Gas is distributed in the Coburg area 26

34 by Northwest Natural Gas Company. The six-inch, high-pressure main interconnects storage facilities in the state as well as interstate sources. 27

35 Implementation Plan 3 This section discusses the planning-level costs, implementation priority, and potential funding opportunities for projects in the TSP. For some projects, it is not possible to generate a conceptual cost estimate, due to unknown variables in the scale or scope of the project. Detailed unit-cost estimates and assumptions for each project are included in Appendix D. Project Priorities Projects in the Coburg TSP are prioritized in Table 4 by need (high, medium, and low priority), and by time frame for implementation: short term ( 5 years), medium term (5 1 years), long term (1 2 years), and very long term (beyond 2 years). Projects are prioritized based on community priorities, urgency of the need, funding availability and complexity of the project. Short-term projects generally address current or soon-to-emerge transportation issues, and should be prioritized for funding. Medium and long term projects are generally larger, have more impacts, and are more costly. The need for these projects is also less immediate, and the proposed projects may address a transportation problem that is likely to emerge in the future. Two very long term projects were identified; though a potential need for these project was identified, the need may develop beyond the 2-year planning horizon assumed by this plan. Project priorities are not intended as a to-do list for the City, but a suggestion for programming the City s scarce transportation funding resources. Furthermore, maintenance of the City s existing transportation infrastructure will remain a high priority and should be balanced with other modernization, safety, and improvement projects. Individual alternatives will be suggested for inclusion in the TSP based on input from the community and the project management team. As many of the projects listed in Table 4 are under Lane County s jurisdiction, the City will need to work closely with the County on project review and approval. Figure 12 shows the location of projects within Coburg; those projects that are city-wide in nature are not shown on this figure and are not numbered in Table 4. 28

36 Table 4. Project Costs & Prioritization Project Priority Level Time Frame Est. Cost (213 $) Jurisdiction Potential Funding Source(s) 1. Channelization at intersection of Pearl and Coleman Streets Low Very long term $7, Lane County SDCs, Lane County, City 2. Intersection controls at Dixon and Willamette Streets Low Very long term $1,, Lane County SDCs, Lane County, City 3. Intersection of Van Duyn Street, Coburg Bottom Loop Road and Coburg Road Reconstruct intersection with pedestrian improvements High Short term $14, Lane County Recreational Trails Program, Lane County, City, STIP Construct gateway Low Long term Varies Lane County City Reconstruct intersection with new curb radii Low Long term $82, Lane County Lane County, City Add striping as traffic calming Medium Medium term $14, Lane County Lane County, City 4. Few pedestrian crossings on Willamette and Pearl Streets Construct marked "ladder" crossings and signage at key intersections Medium Medium term $26, Lane County Lane County, City Add pedestrian refuge islands, street illumination & flexible delineators in addition to marked "ladder" crossings Construct traffic calming measures, like durable pavement markings, or curb bulb-outs Low Long term Varies Lane County Lane County, City Low Long term Varies Lane County Lane County, City 5. Potential conflicts between bicyclists and cars on Willamette Street Construct buffered bike lanes on Willamette and Van Duyn Streets Low Long term $92, Lane County Lane County, City, STIP 6. Pedestrian access and connectivity in neighborhoods Maintain existing alleys to increase the number of routes available to pedestrians High Short term Varies Coburg City Implement an alleyway beautification program Medium Medium term Varies Coburg City 29

37 Table 4. Project Costs & Prioritization Project Priority Level Time Frame Est. Cost (213 $) Jurisdiction Potential Funding Source(s) Create policies requiring pedestrian connections in new neighborhoods High Short term N/A Coburg N/A 7. Develop the Coburg Loop path Implement the Coburg Loop path system to provide a low-stress route for pedestrian and cyclists 8. Bicycle visibility at Pearl and Willamette Streets intersection High Short term $3,3, a Lane County/ Coburg Lane County, City, STIP, Recreational Trails Program, SDCs Paint shared right-of-way markings ("sharrows") on Pearl Street Medium Medium term $5, Lane County Lane County, City Continue the westbound bike lane to the intersection of Pearl and Willamette Streets Medium Medium term Varies based on potential ROW impacts Lane County Lane County, City 9. Develop a bicycle boulevard system Construct bicycle boulevards on low-volume, low-traffic neighborhood streets to provide a less stressful route for bicyclists and pedestrians. Medium Medium term $43, per full Coburg City block (~35 lf) b 1. Intersection of Willamette and Van Duyn Streets Phase 1: Block north and east legs of intersection; emphasize through movement with signage Medium Medium term $6, Lane County/ Coburg Lane County, City Phase 2: Realign each leg of the intersection to "soften" through route turning angle 11. Emergency access in the west side of town Low Long term $1,, Lane County/ Coburg SDCs, Developer, Lane County, City Construct emergency access road from the end of Abby Road west to intersect with Coburg Bottom Loop Road Medium Medium term $2, Coburg City, SDCs 12. East-west connectivity in town Construct new east-west Collector street from the east end of Van Low Long term; dependent on $7,7, Coburg Developer, SDCs 3

38 Table 4. Project Costs & Prioritization Project Priority Level Time Frame Est. Cost (213 $) Jurisdiction Potential Funding Source(s) Duyn Road to Sarah Lane through to Coburg Industrial Way development 13. Roadside stormwater facility education Place signage at stormwater facilities High Short term $5 per sign Coburg City Create a "green streets" retrofit demonstration project that highlights stormwater facilities Medium Medium term $25, - Coburg City $1, c 14. Parking in neighborhoods Paint red striping near fire hydrants to discourage parking too close to hydrants High Short term $2 per hydrant Coburg City Post "No Parking Here to Corner" or similar signs to discourage parking too close to intersections High Short term $5 per sign Coburg City Increase parking enforcement High Short term Varies Coburg City a Project cost from Coburg Loop Implementation Plan. Based on approximately $17/lf average cost. b Bicycle boulevard costs in the Coburg Loop Implementation Plan only include signage. This cost includes a full suite of bicycle boulevard improvements; bicycle boulevards are highly scalable and costs vary. See the cost estimate in the appendixes for detailed assumptions. c Project cost highly dependent on the scope and scale of this project. Funding Sources A variety of established funding sources from federal, state and local sources are available to fund future transportation projects in the City of Coburg. FEDERAL GRANTS/PROGRAMS HIGHWAY TRUST FUND Revenues to the federal Highway Trust Fund (HTF) are comprised of motor vehicle fuel taxes, sales taxes on heavy trucks and trailers, tire taxes and annual heavy truck use fees. HTF funds are split into two accounts the highway account and transit account. Funds are appropriated to the states annually, based on allocation formulas in the current legislation governing the HTF. Moving Ahead for Progress in the 21 st Century (MAP-21) is the current federal transportation program legislation, which became effective October 1 st, 212. MAP-21 kept federal funding for transportation at the same rate as the prior legislation (the Safe, Accountable, Flexible and Efficient Transportation Equity Act A Legacy for Users, known as SAFETEA-LU). MAP-21 consolidated the 9 different programs in SAFETEA-LU into 3, eliminated transportation earmarks, and reduced funding for transportation enhancements (pedestrian, bicycle and similar projects) by one third. Despite these changes and modest reduction in transportation enhancement (now transportation alternatives) funds, MAP-21 largely continues federal transportation funding and policy enacted under SAFETEA-LU. Matching funds are generally required; the current matching ratio is 1.27% for projects in Oregon. Most federal grant monies are distributed by the Oregon Department of Transportation (ODOT) through the Statewide Transportation Improvement Program (STIP). The application process for federal funds is described below in the STIP section. 31

39 Most federal funds are programmed through the STIP process, which is guided by ODOT and relevant Area Commissions on Transportation (ACT) or Metropolitan Planning Organizations (MPO). MPOs generally select projects for submission and inclusion in the STIP, which are then eligible for a variety of state and federal funding. STATE GRANTS STATE HIGHWAY FUND State funds are distributed by the Oregon Transportation Commission (OTC). Revenues to the fund are comprised of fuel taxes, vehicle registration and title fees, driver s license fees and the truck weight-mile tax. State funds may be used for construction and maintenance of state and local highways, bridges and roadside rest areas. State law requires that a minimum of 1% of all highway funds be used for pedestrian and bicycle projects in any given fiscal year. However, cities and counties receiving state funds may bank their pedestrian and bicycle allotment for larger projects. STATEWIDE TRANSPORTATION IMPROVEMENT PROGRAM The STIP is the 4-year capital improvement program for the state of Oregon. It provides a schedule and identifies funding for projects throughout the state. Projects included in the STIP are generally regionally significant and have been given a high priority through planning efforts and by the relevant metropolitan planning organization (MPO). The STIP is the major transportation funding program for most state and federal transportation funds. All regionally significant state and local projects, as well as all federally-funded projects and programs, must be included in the STIP. Coburg has two projects on the current STIP: Construction of a section of the Coburg Loop Path, from Sarah Lane to Pearl Street (total cost $475,) Regional transportation planning (total cost $17,) Starting with the STIP, ODOT will divide the funding pools into two broad categories: Fix it and Enhance. Fix it projects are those that preserve and maintain the current transportation system; Enhance projects are those that enhance, expand or improve the transportation system. The main purpose behind this reorganization is to allow maximum flexibility to fund projects that reflect community and state values and needs, rather than those that fit best into prescriptive program definitions. Fix it activities include: Bicycle and pedestrian facilities on state routes only Bridges (state owned) Culverts High Risk Rural Roads Illumination, signs and signals Landslides and Rockfalls Operations (includes Intelligent Transportation Systems) Pavement Preservation Rail-Highway Crossings Safety Salmon (Fish Passage) Site Mitigation and Repair Stormwater Retrofit Transportation Demand Management (part of Operations) Work zone Safety (project specific) Enhance activities include: Bicycle and/or Pedestrian facilities on or off the highway right-of-way Development STIP (D-STIP) projects (development work for projects that will not be ready for construction or implementation within the four years of the STIP) 32

40 Modernization (projects that add capacity to the system, in accordance with ORS ) Projects eligible for Flex Funds (the Flexible Funds program funded Bicycle, Pedestrian, Transit and Transportation Demand Management (TDM) projects, plans, programs, and services) Protective Right-of-Way purchases Public Transportation (capital projects only, not operations) Safe Routes to School (infrastructure projects) Scenic Byways (construction projects) Most projects previously eligible for federal Transportation Enhancement funds, now Transportation Alternatives (new with MAP- 21) The application process for projects on the STIP is complete as of this writing, but future STIPs will continue to use this new funding arrangement. There is now one application for Enhance projects ODOT will determine which funding mechanism is most appropriate for individual projects. Fix it projects will be selected through a collaborative process between ODOT and metropolitan planning organizations. It should be noted that this reorganization of funding programs does not represent a fundamental change in the type of projects that will be funded through the STIP. OTHER STATE GRANTS RECREATIONAL TRAILS PROGRAM (RTP) This program is administered by the Oregon Parks and Recreation Department. RTP funding is intended for recreational trail projects, and can be used for acquiring land and easement and building new trails. Funding varies greatly from year to year, with about $1.3 million awarded state-wide in 211 and $2.1 million in 21. The Coburg Loop Path project would be eligible for funding under this program. CONNECTOREGON PROGRAM ConnectOregon provides grants and loans for nonhighway transportation projects, backed by bonds on state lottery proceeds. $4 million in bonds were authorized for the most recent biennium. If the state legislature makes further authorizations, a number of Coburg s transportation projects may be eligible based on funding criteria. OREGON IMMEDIATE OPPORTUNITY FUND The Oregon immediate opportunity fund supports economic development in Oregon through construction and improvements of streets and roads. Funds are discretionary and may only be used when other sources of financial support are unavailable or insufficient. The objectives of the Opportunity Fund are providing street or road improvements to influence the location, relocation, or retention of a firm in Oregon, providing procedures and funds for the OTC to respond quickly to economic development opportunities, and providing criteria and procedures for the Oregon Economic and Community Development Department (OECDD), other agencies, local government and the private sector to work with ODOT in providing road improvements needed to ensure specific job development opportunities for Oregon, or to revitalize business or industrial centers. OTHER CURRENT & POTENTIAL FUNDING SOURCES LOCAL GAS TAX Coburg levies a local gas tax of $.3 per gallon of gasoline, in addition to state and federal gasoline taxes. Not every city in Oregon levies a local gas tax; of those that do, the local tax rate ranges from $.1 to $.4 per gallon. For the budget year, the City budgeted $57, in local gas tax revenue. Revenues in 211 were $7,555. Based on gasoline sales and current revenues, every $.1 increase in the local gas tax would yield approximately $2, in additional annual revenue (in 212 dollars). The City does not currently charge a local tax for diesel fuel; many cities in Oregon charge a local diesel fuel tax in addition to gasoline 33

41 taxes. Of those cities that levy a diesel fuel tax, the local tax rate ranges from $.1 - $.5 per gallon of diesel fuel. TRANSPORTATION MAINTENANCE FEE A number of Oregon jurisdictions levy a transportation maintenance fee (also call street utility fee) to pay for maintenance and operations of City streets. Fee revenue can generally be used only for maintenance and operations of existing facilities, and not for new projects or other improvements. These fees are typically assessed on a monthly basis to residents, businesses and other non-residential uses. The fee rates and allocation among residents and businesses varies. A typical residential fee structure is a flat monthly rate for single family homes and a reduced rate for apartments and condominiums, based on standard trip generation estimates for each type of residential use. Non-residential fees are typically assessed by type of use, square footage of the building, and/or number of parking stalls that would be required under City code for a given use. These fees are used exclusively for maintenance they are not available for new transportation projects are enhancements. However, implementing the maintenance fee could free other financial resources for capital projects in the TSP. Fees vary significantly from city to city; the City of Hillsboro currently charges each single family home $3.1 per month, Stayton charges $1. - $2. per month per home and Oregon City charges $4.5 per single family residence. Non-residential fees also vary, with fees ranging from less than $.15 to as much as $2. per square foot, depending on the type and intensity of use. The City of Tigard charges $1.12 per month per parking stall required for nonresidential uses. TAX INCREMENT FINANCING (URBAN RENEWAL AREAS) Coburg currently has one Urban Renewal Area (URA) comprising approximately 2% of the City s land area. This URA has been used exclusively to finance a new wastewater system. Oregon law allows small cities to designate up to 25% of the land area within the city as URAs; Coburg could potentially designate another URA, the funds from which could be used to finance transportation projects. However, URAs can only be designated in blighted areas; blight refers to a variety of conditions, including lack of infrastructure, underutilization of property, physical condition of buildings, etc. 34 SYSTEM DEVELOPMENT CHARGES (SDCS) SDCs are fees imposed on new development. Coburg currently has SDCs for transportation. These fees can be used for a wide variety of transportation improvements. SDC revenue is dependent on the type and amount of development occurring in Coburg. PARKING FEES The City does not currently charge for parking. Income generated by charging parking fees could be used to implement a variety of transportation projects. The collection system would require purchase of parking meter infrastructure, careful study of where to install meters, and analysis of the appropriate fee amount to charge drivers. However, relatively low demand and abundant free parking availability on nearby neighborhood streets may mean that charging for parking is infeasible.

42 COBURG, OREGON TRANSPORTATION SYSTEM PLAN UPDATE APPENDIX A PLAN AND POLICY REVIEW

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44 Introduction The following plan and policy review provides the following information from the review of plans, policies, regulations and standards: 1. Identifies relationships, conflicts and discrepancies within and between local, regional and state plans, policies and standards 2. Identifies inconsistencies between the Transportation Planning Rule (TPR) and existing City Plans and Policies 3. Reviews existing cross-section standards for private and public streets 4. Reviews proposed improvements to state, county, or local facilities 5. Reviews relevant traffic and modal studies 6. Reviews relevant environmental studies 7. Reviews land use policies and regulations 8. Reviews demographic and economic data, forecasts and plan as they relate to transportation/land development 9. Identifies how these local, regional and state plans, policies, regulations and standards impact the transportation system 1. Identifies local policies that may need amending 11. Reviews Regional Transportation Plan (RTP) to determine what policies apply and which do not apply to City I. Relationships with local, regional and state plans, policies and standards Local, regional and state transportation plans include: Coburg Comprehensive Plan, Lane County Transportation System Plan (TSP), and the Oregon Highway Plan. This section will review consistency, relationship and conflicts with these plans. The following documents with their adoption dates are referenced in this appendix: Coburg TSP, 1999 Coburg Downtown Plan, 21 Coburg Community Vision, 23 Coburg Urbanization Study Update, 21 Coburg Loop Implementation Plan, 29 City of Coburg Comprehensive Plan, 25 Coburg/Interstate 5 Interchange Area Management Plan, 29 Oregon Administrative Rule - Division 12 - Transportation Planning Rule TransPlan The Eugene-Springfield Transportation System Plan, 22 Coburg Parks and Open Space Master Plan (not adopted) Coburg Land Division Ordinance, No. 132-A, 19 Coburg Zoning Ordinance, No. A-199 City of Coburg Bicycle and Pedestrian School Route Project 1995 (not adopted) Coburg Wetland Inventory, approved by Oregon Division of State Lands, 2 Coburg Smart Development Code Assistance (not adopted) Coburg Business Partnership, Lane Transit District Lane County TSP, 24

45 Lane County CIP, Central Lane Metropolitan Planning Organization Unified Planning Work Program, 24 Central Lane Metropolitan Planning Organization Metropolitan Transportation Improvement Program, 23 Lane Economic Council: Needs and Issues List, 24 Oregon Highway Plan, 1999 Statewide Transportation Improvement Plan COBURG The Coburg TSP is consistent with the Coburg Comprehensive Plan. The 1999 TSP (Ordinance No. A- 131J) amended the transportation section in the Comprehensive plan by adding new policies and identifying transportation projects for Coburg. This plan was adopted in compliance with the Transportation Planning Rule. In addition, the existing TSP recommends a set of local zoning and subdivision codes which were adopted in 1999, Ordinance No. A-132A. The Coburg Downtown Plan, adopted in 21, Ordinance No. A-131-L, August 21, 21. This document, developed by Lane Council of Governments (LCOG) for the City, provided a plan that listed issues, visions, strategies and priorities for downtown issues relating to transportation. The plan recommends design standards for downtown. However, these standards were not adopted in the zoning ordinance. Coburg Community Vision, adopted May 2, 23, Resolution # 23-6, provides identification of issues, goals, policies and actions relating to transportation from a community-wide public participation process. This document is part of Coburg s Periodic Review public involvement element. The transportation element of the Coburg Community Vision project will be incorporated into Coburg s updated Comprehensive Plan and will be included in the TSP. LANE COUNTY Lane County has jurisdiction over Pearl Street and Willamette Street, which are the city s two main arterials through the city. These two streets were recently upgraded as part of Lane County s transportation capital improvement project list. The streets were widened, and sidewalks, streetlights, bike lanes and storm drainage facilities were constructed as part of Lane County s Capital Improvement Program. Lane County s Transportation System Plan, adopted March 24, provides references to Coburg. Lane County s TSP policies provide direction for the county to coordinate with small cities for applying city standards to local county roads (Policy 1-h). The County s TSP also promotes coordination with bicycle and pedestrian connections and coordination with other affected jurisdictions (Goal 7). The Transportation and Land use section of the county s TSP, Goals 2 and 21, provide a framework for coordination with state, local and federal requirements. These goals and related policies under each goal provide the county direction for coordination, how to deal with inconsistencies between the County s TSP and other TSPs, criteria for review, and the review and adoption process. Lane County s TSP, page 66, provides a table of Needs Assessment and Capital Expenditures as identified in each local city s TSP. Coburg is listed as having 3 completed projects with a total project cost of $1,45,. This project cost included improvements to Pearl Street and Willamette Street,

46 as mentioned above. These projects are also listed in Table 13: Road Fund Capital Expenditures for FY 84/85-FY 1/2 and Page 89, Projects on Lane County Roads: 2-year Project List. CENTRAL LANE METROPOLITAN PLANNING The City of Coburg is included in the Central Lane Transportation Management Area. A Regional Transportation Plan (RTP) is currently being developed to meet federal requirements as well as a Regional Transportation System Plan (RTSP) to meet state requirements. Associated documents, including the Metropolitan Transportation Improvement Program includes Coburg projects under Programmed Projects for the planning area. Coburg is a member of the Metropolitan Policy Committee that makes policy decisions for the Transportation Management Area (TMA) on transportation issues. In addition, Coburg is staff to the Transportation Planning Committee. OREGON HIGHWAY PLAN The 1999 Oregon Highway Plan has policies and actions under Policy 1B-land Use and Transportation that recognizes the role of both the State and local governments relating to the state highway system. The policy encourages state and local governments to work together and provides guidelines for land use and transportation goals. The actions provide direction to coordination with local jurisdictions on land use issues with the State of Oregon. II. Inconsistencies between the TPR and existing City Plans and Policies A preliminary review of the TPR and existing city plans indicate that there are several city policies that are inconsistent with the TPR. In order to provide additional detail about TPR consistency and implementation, AEA created Table 1-1, located in Attachment 1. III. Review of existing cross-section standards for private and public streets The City of Coburg s land division ordinance, No. 132-A, provides the following standards for Minimum Right-of-way and Roadway Width, Section VI.B.2. for public streets:

47 TABLE A.1 City of Coburg Street Standards, Ordinance No. 132-A Type of Road Minimum right-of-way Minimum paving width Minor arterial 6 feet 4 feet Collector 6 feet 36 feet Local 5 feet 28 feet Cul-de-sac 5 feet 28 feet, 5 foot radius Industrial/commercial 6 feet 44 feet Alley (Ind/Comm only) 6 feet 2 feet The City does not have standards for private streets. Coburg s land division ordinance, No. 132-A, Section VII.C.5, requires construction of sidewalks on both sides of a public street and in any special pedestrian way within the subdivision, except that in the case of the primary or secondary arterials, or special type industrial districts, the Planning Commission may approve a subdivision without sidewalks. The Coburg TSP, pages 52-54, provides proposed street standards. This section of the TSP recommends standards for new construction for residential, central business, highway commercial and industrial land uses. These proposed standards were not adopted within the land division ordinance. Nevertheless, these standards do provide guidance for the consideration for sidewalks construction. Development of the Coburg TSP, which included numerous meetings with citizens, indicated a community preference for no sidewalks on residential streets. This information is illustrated in Figure 3, page 53 of the Coburg TSP. Coburg staff recommends that these street cross section standards be re-evaluated during development of the local street network plan portion of the TSP update. IV. Review of proposed improvements to state, county, or local facilities COBURG The Coburg TSP Chapter 5 identifies Plan Implementation and Capital Improvement Projects. This chapter lists short, medium and long range projects for the City of Coburg. The capital project list, however, does not identify funding sources and priorities. This needs to be further refined in the TSP update. LANE COUNTY The Lane County Capital Improvement Program, 5-9, adopted May 12, 24 and updated in 213 includes Coburg area improvement projects. The I-5/Coburg Interchange is listed in the Lane County CIP. The plan notes federal earmark funding of $1 million for construction improvements to the interchange at Interstate 5 and Pearl Street in Coburg.

48 CENTRAL LANE TRANSPORTATION MANAGEMENT AREA The City of Coburg is included in the Central Lane Transportation Management Area. The MPO recently developed a Regional Transportation Plan (RTP) to meet federal requirements. Associated documents, including the Metropolitan Transportation Improvement Program includes Coburg projects under the Programmed Projects section for the planning area. The projects listed under STP-U funding include: Coburg TSP update: $6, with $1, local match Coburg Diamond Street overlay: $24, with $6, local match Coburg Locust Street improvements: $3, with $1, match STATE OF OREGON The projects listed by the Central Lane Transportation Management Area are also listed on the statewide Final Statewide Transportation Improvement Program. V. Review of relevant traffic and modal studies City of Coburg Bicycle and Pedestrian School Route Project 1995 (not adopted) Coburg Business Partnership, Lane Transit District Coburg Loop Implementation Plan, 29 Coburg Urbanization Study, 21 The City of Coburg commissioned a Bicycle and Pedestrian School Route Project through the Oregon Traffic Safety Division Technical Assistance Program in The study identifies safe bicycle and pedestrian routes to and from school, and makes recommendations for long and short term solutions. This plan was not officially adopted by the City of Coburg. In 2, the Lane Council of Governments received a DLCD Technical Assistance Grant to coordinate a Transportation Demand Management (TDM) project with Lane Transit District (LTD), the City of Coburg and Coburg industrial businesses. The goal of this project was to develop and implement, with the participation of the industrial area businesses, an effective transportation demand management program in the industrial sector of Coburg." LTD lists the Coburg Business Partnership project as an ongoing project as part of the Commuter Solutions program. The Coburg Loop Implementation Plan aims to create a multi-use path in Coburg that will accommodate a diversity of users including walkers, runners, bicyclists, tourists, school groups, children, adults, and commuters and would be used to host events such as runs, night walks, and fitness events. Goals of the implementation strategy include path connectivity and functionality, path safety and security, consistent coordination among path use, land use and future development, and to promote public health by merging recreation and transportation. The Plan also proposes improvements at the Van Duyn Street Coburg Road North Intersection that include a painted pedestrian median with flexible spring back delineator poles posts at the west approach, a painted median to discourage pedestrian crossing at the east approach, and installation of a concrete surface with curb and curb cuts at the southwest corner of the intersection. The 24 Coburg Urbanization Study recommended addressing the truck traffic issue in the TSP update. This recommendation is found again in the 21 Coburg Urbanization Study Update in Appendix J, Table 8.2. It is recommended that the City should consider alternative routes that

49 bypass the core area and that one alternative is to link Roberts Road to Coburg Road on the south side of town. VI. Review of relevant environmental studies Coburg Wetland Inventory, 21. The Coburg Wetland Inventory that was developed by Satre and Associates, was adopted by the Oregon Division of State Lands in 2. The wetland inventory identifies riparian and wetland areas within the City of Coburg. Many of these areas are part of an open irrigation system, owned and maintained by the Muddy Creek Irrigation District. There are other wetland areas near the Interstate 5 right-of-way, which is part of an open drainage system near the freeway. New street development, as well as new land development, will need to comply with state requirements for fill and removal in these areas. The City currently does not have a local wetland ordinance. VII. Review of land use policies and regulations The City adopted several plan policies and associated land development ordinance amendments with the development of the TSP. These policies, as well as several existing and proposed policies, will influence the final TSP. The proposed policies in the Coburg Crossroads Community Vision and the periodic review comprehensive plan map, draft 7-4, will also need to be evaluated to determine impact of future land development on the transportation system. The following plan policies from the Coburg Comprehensive Plan need to be reviewed in context within the new planning effort and changed circumstances:

50 TABLE A.2 Review of Coburg Comprehensive Plan policies Coburg Comprehensive Plan Policy New planning effort Changed circumstances Discussion Goal 5: Open spaces, scenic and historic areas and natural resources Policy 1: Natural drainage way, open space preservation Goal 5: Policy 13: urban appurtenances, including roadways should have uncluttered appearances Stormwater plan (underway) Parks and Open Space master plan (recently completed) New local street network plan (underway) Plan policies should be included that preserve stormwater areas and coordinate with new street network drainage systems Need to have policies that provide guidance on transitions from existing to new streets Goal 5: Policy 21: wetlands New wetland inventory (1999) The wetland inventory needs to coordinate with the street network system Goal 7: Natural Hazards and Disasters: Policy 2: grading Goal 7: Policy 5: elimination of hazards relating to runoff from paving Goal 8 Recreational Needs: Policy 3: bikeways Goal 8: Policy 7: funding Goal 9: Economy of the City: Policy 5: off-street parking Goal 1 Housing: Policy 9: offstreet parking Goal 11: Public Facilities: Policy 1: general Goal 11:Policy 15: public facility adequacy Stormwater plan, new UGB expansion areas (underway) Stormwater plan Parks and Open Space Master Plan, new UGB expansion areas Parks and Open Space Master Plan New design standards for commercial/industrial (underway) New design standards for residential (underway) New UGB expansion areas New UGB expansion areas, existing transportation conflicts, new population Should have implementing ordinances or standards that address grading and excavation Should have implementing ordinances or standards that address stormwater management Need to coordinate with other plans and provide implementation policies, plan map designations, etc Need to identify funding sources for bikeway/pedestrian projects identified in plan and reference in TSP Need to provide policies relating to off-street parking that reflect design standards Need policies that reflect design standards Need policies for new development Need policies and discussion on system needs, this existing policy should be deleted

51 TABLE A.2 Review of Coburg Comprehensive Plan policies Coburg Comprehensive Plan Policy New planning effort Changed circumstances Discussion Goal 13: Energy conservation: Policy 1: energy use implications Goals 2 & 14: Land Use and Urbanization: Policy 12: County New energy technology New County TSP adopted 24 Need discussion and policies about energy conservation relating to fossil fuels and transportation systems and land use (smart development concepts) Need policies reflecting coordination with county TSP The following plan polices in the Coburg TSP have been reviewed and will be evaluated within the context of the new planning effort and changed circumstances: TABLE A.3 Review of Coburg TSP policies Coburg TSP Policy No policy in TSP regarding regional TSP New planning effort Changed circumstances Coburg included within Central Lane TMA Discussion LCOG completed RTP in late 24. Coburg TSP needs to coordinate elements of RTP, plan policies, coordination, project lists and RTSP Policy 1.1 arterials County TSP (24) Need to coordinate policies with county TSP, all arterials are county Policy 1.2 collector Policy 2.2 Protection of function of planned system Policy 2.4 Require dedication at time of land development Policies 3.1 and 3.2 Aesthetics Existing collector system redesignated as part of TMA process for STP-U funding No street standards, implementing ordinances for protection New case law regarding dedication requirements (Dolan) Most street improvements at major thoroughfares have been improved (Pearl & Willamette) Need to make sure City has an adequate collector system and street standards respect neighborhood character Need policies that provide direction for development of standards Need to provide policy and guidelines to justify dedication at time of development Update policies

52 TABLE A.3 Review of Coburg TSP policies Coburg TSP Policy Policies 4.1, Transit Policies 5.2 & 5.3 Bikeways and pedestrian accessways Policies 6.1 & 6.2 Stormwater Policy 9.2 Traffic calming Policy 9.5 Residential sidewalks New planning effort Changed circumstances Increase employment in industrial sector, LTD Coburg Business Partnership project Parks and Open Space Plan, new UGB expansion areas Stormwater Master Plan (underway) New urban growth boundary areas New urban growth boundary areas Discussion Update policies to reflect current work, recommend implementing actions Need to coordinate with other plans, add policies as needed Need to coordinate with other plan, add policies for implementation and standards Need implementing policy language, standards, ordinances Need to further refine when and where sidewalks are needed, policy unclear and implementing ordinance reflects this Policy 11.1 Drainage systems Stormwater Master Plan Need to coordinate new plan and policies Policy 12.1 Traffic calming (see above, policy 9.2) See above See above Policy 13.1 I-5 Interchange IAMP Need to incorporate references, polices, The following land development ordinances need to be reviewed and evaluated within the context of the new planning effort and changed circumstances:

53 TABLE A.4 Review of Coburg Land Development Ordinances Coburg Land Development Ordinances New planning effort Changed circumstances Discussion Subdivision ordinance Lane County TSP Street standards, access management Subdivision ordinance Smart Development code work Access way standards, street standards, sidewalk provisions Subdivision ordinance Coburg Downtown Plan Need implementing ordinances Subdivision ordinance Coburg wetland inventory Need to provide design standards, criteria for streets/wetland interface Subdivision ordinance IAMP (underway) Incorporate any ordinance standards relating to access management, interchange impact, may need requirements for TIA for new development, criteria, etc Subdivision ordinance Subdivision ordinance Subdivision ordinance Parks and Open space master plan Stormwater master plan (underway) Periodic review/design standards/smart development Need to coordinate pedestrian way connection requirements, provide criteria for review and impact analysis requirements Incorporate standards, grading requirements, preservation of drainageway requirements for stormwater management Street design standards need revision to reflect design standards/smart development work Zoning Ordinance Coburg Downtown Plan Need implementing ordinances Zoning Ordinance Stormwater master plan (underway) Incorporate standards, grading requirements, preservation of drainageway requirements for stormwater management Zoning Ordinance IAMP (underway) Incorporate any ordinance standards relating to access management, interchange impact, may need requirements for TIA for new development, criteria, etc

54 TABLE A.4 Review of Coburg Land Development Ordinances Coburg Land Development Ordinances New planning effort Changed circumstances Discussion Zoning Ordinance TSP update May need to have zoning requirements for special setbacks along specific streets, etc. Propose ordinance to limit noise, and therefore volume, of truck traffic through downtown Coburg. VIII. Review of demographic and economic data, forecasts and plans as they relate to transportation/land development The 2 census provides demographic data on the community. Coburg s Urbanization Study, adopted by Resolution 24-1, provides an Economic opportunities analysis in Chapter 5. The economic forecast for Lane County shows that this area is expected to grow more slowly than population for Oregon as a whole. The long term population forecast by Oregon s Office of Economic Analysis predicts Lane County s population will grow at an annual average rate of.9% between 2 and 24, compared to a rate of 1.1% for Oregon over the same period (Coburg Urbanization Study, page 5-13). Coburg s coordinated population projection for 225 is 2,628 (Ordinance No. PA 1255, adopted June 17, 29 by the Lane County Board of Commissioners), however, the community has selected a target population of 3,327 in 225. This population number was selected as a preferred growth alternative in the Coburg Crossroads Community Vision, 23. The population growth in Coburg is anticipated based on the construction of a wastewater facility in the near future. The city s population has been artificially low, due to the amount of land needed to accommodate individual on-site subsurface waste disposal (septic) systems. Once the wastewater system is constructed, and due to the proximity of Coburg to the Eugene/Springfield metropolitan area and interstate access, Coburg is expected to grow at a faster rate than historic population growth. Citizens determined that an employment and housing balance is important to the continued sustainability of the community. Employment growth is expected to grow in the Lane County and Coburg area for the RV industry. RV shipments between 198 and 22 show an average rate of 5 percent per year increase. Coburg has several distinct advantages for continued growth in the economic sector, due to the proximity of the Eugene/Springfield metropolitan area and interstate access, as well as the established RV industry manufacturers. The employment sector in Coburg has a significant impact on land use and transportation systems, both locally and regionally. Currently, the employment in the industrial area of Coburg outnumbers permanent residents 3:1. The current population estimate for 23 is 1,5, while the employment number in the industrial sector is estimated at 3,5. The employment numbers vary, based on the

55 time of year and operational requirements of the industry. These types of manufacturing industries attract associated businesses, such as RV sales and service. The major land use and transportation issue facing economic growth in Coburg is related to planning for the Coburg/Interstate 5 Interchange. Based on evaluations by the ODOT, this interchange needs reconstruction to accommodate increased traffic and safety issues in the interchange area. The TSP identified a refinement plan of the interchange in Appendix A, Coburg/Interstate 5 Refinement Plan. Since the development of this plan, several factors have changed that require re-evaluation of this facility. ODOT, in cooperation with the City of Coburg and Lane County is developing an Interchange Area Management Plan (IAMP) that will evaluate this state facility. It is likely that this plan will be incorporated by reference into the Coburg TSP update. IX. Identification of how local, regional and state plans, policies, regulations and standards impact the transportation system This review is addressed in II. Relationships with local, regional and state plans, policies and standards above. X. Identification of local policies that may need amending The Coburg TSP identifies two areas for further studies in Chapter 5, Plan Implementation. Street extensions and layout are shown on Map 14 of the TSP. This plan is out-of-date and will be reevaluated with the TSP update and the local street network plan that will be developed by the consultant. Driveway spacing near the I-5 interchange to the east and west along Van Duyn and Pearl Street do not meet spacing standards included in the Oregon Highway Plan. In addition, several parcels to the east of Interstate 5 and south of Van Duyn Road have been annexed and are not part of the TSP or local street network and will need to be included in the update. The TSP also identifies two areas, Southern and Northern Connectors for further study. These alternative routes will need to be evaluated in the TSP update and recommendations if these are viable options will need to be presented to the city for decision makers. A master street plan with recommended future streets will also be developed as part of the TSP update. As part of this process the functional classifications of existing roadways will also be re-evaluated based on current traffic volumes. The Coburg Periodic Review process will also need to be incorporated into the TSP update. The City is anticipating additional population, housing and employment in the area and is expecting additional Urban Growth Boundary (UGB) expansions to accommodate this growth. The new UGB expansion areas will need to be included in the TSP update for local street network planning, traffic analysis and findings of consistency with the Transportation Planning Rule. New land development ordinances, such as street cross-sections, will need evaluation (see above). Additionally, new ordinance and plan policy text will need to be developed to incorporate findings and policies for the TSP. Current roadway design standards will be evaluated and updated in the TSP update based on current best practice and engineering judgment. Both adopted and un-adopted design standards will be evaluated through this process.

56 All city policies will need to be evaluated to determine their relevancy to the changed circumstances of the potential for population and employment increase, the annexation of property on the east side of the interstate, construction of a wastewater facility, periodic review process, and new state and local street projects not anticipated by the TSP. XI. Review of RTP to determine what policies apply and which do not apply to City The MPO for this area, Lane Council of Governments, developed a Regional Transportation Plan to meet federal regulations relating to the establishment of the Transportation Management Area (December 24). Conclusions Based on the evaluation within this appendix, Coburg s TSP and associated land use documents (land development codes, comprehensive plan policies) will need updating and refinement to reflect changed circumstances. The changed circumstances include annexation of property to the east of the interchange, Coburg s periodic review process for expansion of the urban growth boundary, construction of a wastewater treatment facility, updated roadway classifications based on current traffic levels and several new studies that have been completed since the adoption of the TSP. It is also proposed that an ordinance be implemented to limit noise, and therefore volume, of truck traffic through downtown. The IAMP will need to be closely coordinated with the City and Lane County to assure that access management, local street network plans and associated TSP polices reflect supporting the future reconstruction of the interchange and state highway policies.

57 CONSISTENCY CODE Attachment 1 = Consistent with TPR = Partially Consistent with TPR = Not Consistent with TPR Table Coburg TSP and Local Ordinance Consistency with Applicable Requirements of the State Transportation Planning Rule (OAR 66, Division 12) TPR Requirements Code Ordinance Consistency Finding OAR : Preparation and Coordination of the TSPs (3) Cities and Counties shall prepare, adoption, and amend local TSPs for lands within their planning jurisdiction in compliance with this division. (a) Establish a system of transportation facilities and services to meet identified local needs and that are consistent with adopted elements of regional and state TSPs. (b) Coordinate the preparation of the local TSP to assure regional and state transportation needs are met. (4) Cities shall adopt regional and local TSPs as part of their comprehensive plan. (5) TSPs preparation shall be coordinated with affected state, federal, and regional agencies; local governments; special districts; and private providers of transportation services. Chapters 2 and 3 of the TSP document Coburg s existing transportation conditions and future conditions and needs. Chapter 5 contains the TSP, which provides a system of transportation facilities and services to meet these needs. The Coburg TSP is not consistent with the RTP as Coburg only recently became part of the MPO. See Table 2 for a discussion of consistency with the RTP. The 1999 Coburg TSP was adopted prior to the 24 RTP. Coburg became part of the MPO in 22, and so the TSP needs to be updated to be consistent with the RTP. When the regional TSP is updated, regional and state transportation needs need to be considered The 1999 TSP is adopted as part of the Comprehensive Plan. The 1999 Coburg TSP was coordinated to be consistent with the policies, goals, and needs of affected agencies, including ODOT, LCOG, and Lane County through the establishment of a Transportation Advisory Committee (TAC). OAR : Elements of Transportation System Plans (1) Establish a coordinated network of facilities to serve state, regional, and local transportation needs. The planned transportation facilities in the 1999 TSP were coordinated with the needs of state, regional, and local agencies identified. Coburg was not part of the Central Lane MPO at the time of TSP adoption and the TSP is not consistent with the RTP.

58 TPR Requirements Code Ordinance Consistency Finding (2) The TSP shall include the following elements: (a) Determination of transportation needs per OAR (b) A road plan for a system of arterials and collectors and standards for the layout of local streets and connections. Coburg s 2-year transportation needs are documented in Chapter 3 of the 1999 TSP. The Coburg street plan is documented in Chapter 4, of the 1999 TSP. (c) A public transportation plan. There is no proposed public transportation plan in Coburg s the 1999 TSP. Coburg is served by Lane Transit District, which is limited to commuter service. (d) A bicycle and pedestrian plan consistent with ORS Coburg s bicycle and pedestrian plans are documented in Chapter 4 and illustrated in Map 15 of the 1999 TSP. (e) An air, rail, water, and pipeline plan that identifies public use airports, mainline and branchline railroads, port facilities, and major regional pipelines and terminals. The air, rail, water, and pipeline system plans are documented in Chapter 4 of the 1999 TSP. (g) A parking plan in MPO areas per OAR (5)(C) At the time of the 1999 TSP adoption, Coburg was not part of the Central Lane MPO and therefore does not include a parking plan. Recommendation: This should be addressed in a future TSP update (h) Policies and land use regulation for TSP implementation per OAR The 1999 TSP and Coburg Development Code contain policies and land use regulations for TSP implementation per OAR , though they may need some updating. See below. (3) Each element identified in (2)(b)-(d) shall contain: (a) An inventory and assessment of existing and committed facilities and services by function, type, capacity, and condition. (b) A system of planned facilities, services, and major improvements. (c) A description of planned facilities, services, and major improvements including a map showing general location of proposed improvements, minimum and maximum right-or-way widths, and a description of facility or service. An inventory of Coburg s existing and committed transportation facilities is documented in Chapter 2 the 1999 TSP. A system of planned facilities, services, and major improvements is documented in Chapter 4 of the 1999 TSP. Chapter 4 of the 1999 TSP contains a description of Coburg s planned facilities, services, and major improvements, as well as minimum and maximum right-of-way widths. (d) Identification of the provider of each facility or service. The responsible agency/provider of each facility in the 1999 TSP is documented in Chapter 5.

59 TPR Requirements Code Ordinance Consistency Finding OAR : Complying with the Goals in TSP Preparation (1) Adoption of a TSP shall constitute the land use decision regarding the need for transportation facilities services, and major improvements and their function, mode, and general location. (2) Findings of compliance with applicable statewide planning goals and comprehensive plan policies shall be developed in conjunction with adoption of the TSP. The 1999 TSP was adopted through the legislative process. The 1999 TSP was adopted through the legislative process with required findings of compliance with the statewide planning goals and local comprehensive plan policies. OAR : Determination of Transportation Needs (1) The TSP shall identify transportation needs including: (a) State, regional, and local transportation needs; The State and local transportation needs were documented in Chapter 3 of the 1999 TSP. Regional transportation needs were not accounted for, as Coburg was not part of the Central Lane MPO at the time of TSP adoption. Regional needs will need to be accounted for in a future TSP update. (b) Needs of the transportation disadvantaged; The needs of the transportation disadvantaged are not addressed in the 1999 TSP. (c) Needs for the movement of goods and services. The needs for the movement of goods are not addressed in the 1999 TSP. (3) Within UGBs the determination of transportation needs shall be based upon: (a) Population and employment forecasts and distributions consistent with the acknowledged comprehensive plan. Forecasts shall be for 2 years and, if desired, longer periods; (b) Measures adopted pursuant to OAR to encourage reduced reliance on the automobile. (4) In MPO areas determination of transportation needs shall be based upon accomplishment of the requirement in OAR (4) to reduce reliance on the automobile. 2-year population, household and employment forecasts were developed by the City of Coburg, consistent with the comprehensive plan. This information is documented and summarized in Chapter 3 of the 1999 TSP. See findings for OAR , below. Coburg was not part of the Central Lane MPO when the 1999 TSP was adopted. A future update of the TSP needs to ensure that transportation needs are based upon the requirements for reducing reliance on the automobile in OAR (4).

60 TPR Requirements Code Ordinance Consistency Finding OAR : Evaluation and Selection of Transportation System Alternatives (1) The TSP shall be based upon evaluation of potential impacts of system alternatives that can reasonable be expected to meet the identified needs at reasonable cost. The following shall be evaluated as components of the system alternatives: The 1999 TSP does not contain documentation regarding system alternatives. (a) Improvements to existing facilities or services; Reasonable and cost effective solutions to existing facilities were evaluated before new facilities were considered for the 1999 TSP. (b) New facilities and services including different modes of travel; Pedestrian, bicycle, carpool and vanpool modes were considered as part of the new facilities and services proposed in the system alternative. (c) Transportation system management measures; The 1999 TSP does not mention transportation system management measures as being anticipated in the development of the TSP. Recommendation: A future update of the TSP needs to include TSM measures in the development of the TSP. (d) Demand management measures; The 1999 TSP does not mention transportation demand management measures as being considered in the development of the future travel demand forecasts. Recommendation: A future update of the TSP needs to include TDM measures in the development of the travel demand forecasts. (e) A no-build system alternative required by the national EPA. A no-build system alternative and its inadequacies to meet the future transportation needs of Coburg is not included as an alternative in the 1999 TSP. (3) The following standards shall be used to evaluate and select alternatives: Recommendation: A future update of the TSP needs to include analysis of a no-build alternative. (a) The transportation system shall support urban and rural development by providing types and levels of facilities and services appropriate to serve the land uses identified in the acknowledged comprehensive plan; (b) The transportation system shall be consistent with state and federal standards for the protection of air, land and water quality; The 1999 TSP is based on the current, acknowledged comprehensive plan and provides enhancement to the integration of transportation and land use systems. The goals and objectives in Chapter 4 were used to evaluate and select transportation projects and the preferred alternative. The goals ensure that the TSP is consistent with state and federal standards for the protection of air, land and water quality.

61 TPR Requirements Code Ordinance Consistency Finding (c) The transportation system plan shall minimize adverse economic, social, environmental, and energy consequences; (d) The transportation system shall minimize conflicts and facilitate connections between modes of transportation. (e) The transportation system plan shall avoid principal reliance of any one mode of transportation and reduce principal reliance on the automobile. The standards used to evaluate and select transportation alternatives ensure that the TSP minimizes adverse economic, social, environmental, and energy consequences. The standards used to evaluate and select transportation alternatives ensure that the TSP minimizes conflicts and facilitates connections between modes of transportation. The standards used to evaluate and select transportation alternatives ensure that the TSP avoids principal reliance of any one mode of transportation and reduces principal reliance on the automobile. (4) In MPO areas TSPs shall be designed to achieve the objectives listed below for reducing automobile vehicle miles traveled per capita: (a) In MPO areas of less than 1 million population, 5% reduction within 2 years of adoption of a plan; (c) Through subsequent planning efforts, an additional 5% reduction within 3 years of adoption of a plan. (7) Local TSPs shall include interim benchmarks to assure satisfactory progress towards meeting the requirements of this Chapter at five-year intervals. Local governments shall evaluate progress in meeting interim benchmarks at five year intervals from adoption of the TSP. Coburg was not part of the Central Lane MPO when the 1999 TSP was adopted. Recommendation: A future update of the TSP needs to address these requirements for reducing VMT per capita. Coburg was not part of the Central Lane MPO when the 1999 TSP was adopted. Recommendation: A future update of the TSP needs to address these requirements for reducing VMT per capita The City of Coburg needs to continue to coordinate closely with Lane County, LCOG, ODOT and other planning partners to evaluate progress toward established regional benchmarks. OAR : Transportation Financing Program (1) For areas within an urban growth boundary containing a population greater than 2,5 persons, the TSP shall include a transportationfinancing program. As the population of Coburg is less than 2,5 persons, the requirement for a transportation financing program and subsequent requirements in sections (2), (3), (4) and (5) do not apply. However, Chapter 6 of the 1999 TSP includes a transportation financing program identifying short-, medium- and long-range projects.

62 TPR Requirements Code Ordinance Consistency Finding OAR : Implementation of Transportation System Plan and City of Coburg Zoning Code Compliance (1) Each local government shall amend its land use regulations to implement the TSP. (b) To the extent, if any, that a transportation facility, service or improvement concerns the application of a comprehensive plan provision or land use regulation, it may be allowed without further land use review if it is permitted outright or if it is subject to standards that do not require interpretation or the exercise of factual, policy or legal judgment. (c) Local governments shall provide a review and approval process that is consistent with (Transportation Project Development). Local governments shall amend regulations to provide for consolidated review of land use decisions required to permit a transportation project. Transportation facilities, services and improvements are addressed as permitted, conditional or other uses as follows in Article VII (District Regulations) of the CZC: Parks, Recreation and Open Space (PRO): This district allows bike paths and pedestrian walkways as a permitted principal use. The following transportation-related definitions are contained in the Coburg Subdivision Regulations (CSRs): Alley, Arterial Street, Block length, Chicane, Collector Street, Cul-desac, Curb Extensions, Lane, mid-block, Local Street, Multi-use Path, Road or Street, Rightof-way, Special Paving, Traffic Circle. In addition, the TSP contains transportation-related definitions. Recommendation: For clarity, the definitions section of the CZC should be modified to include these terms and for transportation facilities and uses called out in the TPR including pedestrian, bicycle and transit amenities. As defined, transportation-related uses should be included as an outright use in each of the City s zones where appropriate or as conditional uses. The CZC does not contain a process for review and approval of transportation projects that is consistent with or regulations to provide notice to ODOT or LCOG for review of any land use decisions. Recommendation: The City should amend Article IX, Section A (3) to include notice to ODOT and LCOG. The City should develop/document a clear and objective review process for the approval of land use decisions required to permit a transportation project.

63 TPR Requirements Code Ordinance Consistency Finding (2) Local governments shall adopt land use or subdivision ordinance regulations, consistent with applicable federal and state requirements, to protect transportation facilities for their identified functions. (a) Access control measures. Article VIII (Supplementary District Regulations) Section 1 (A), Visibility at Intersections and Access from Driveways requires residential driveways to be located to optimize intersection operation and provide access from the street with the lowest functional classification. Section 2 Structures and Properties to Have Access states that all buildings shall be on a lot adjacent to a public street or with access to an approved private street, and all structures shall be so located on lots as to provide safe and convenient access for servicing, fire protection and required off-street parking. Properties abutting only collector or arterial streets should share access with neighboring properties where feasible. Recommendation: At a minimum, the CZC should include driveway and public road spacing, median control and signal spacing standards. These standards should also be included in public works engineering standards and be consistent with the functional classification of roads. (b) Standards to protect the future operations of roadways and transit corridors. Section VII of the Coburg Subdivision Regulations (CSRs), Design Standards contains provisions to protect the future operation of roadways. Section (B) (5), Future Extensions of Streets, requires streets to be extended to the boundary of a subdivision or partition. Recommendation: Amend the CSZ to include additional standards to protect future operation of roads, as well as major transit corridors, such as those provided in the ODOT TGM program s Model Code for Small Cities. (c) Control of land use around airports. No airports are located within or affect the airspace inside the Coburg UGB (d) Coordinated review of future land use decisions affecting transportation facilities, corridors or sites. The CZC should provide a process for coordinated review of future land use decisions that affect transportation facilities. Recommendation: The City should consider adding language to Article X, Administration and Enforcement, Section G. Comprehensive Plan Amendments, to specifically include land use reviews for transportation-related facilities. Notification to ODOT, for land use amendments that affect state facilities, to affected local jurisdictions, and to relevant transit providers/departments should be included in this section to ensure a coordinated review.

64 TPR Requirements Code Ordinance Consistency Finding (e) Process to apply conditions to development proposals in order to minimize impacts and protect transportation facilities. (f) Regulations to provide notice to public agencies providing transportation facilities and services, MPOs, and ODOT of: land use applications that require public hearings, subdivision and partition applications, applications which affect private access to roads, applications within airport noise corridor and imaginary surfaces which affect airport operations. (g) Regulations assuring amendments to land use designations, densities, design standards are consistent with the function, capacities, and levels of service of facilities designated in the TSP. The conditional use process in Article X, Section C (4) of the CZC allows the Planning Commission to apply conditions to a Conditional Use decision, including (g) modify access provisions for safety reasons. In addition, section (p) allows for additional conditions which may be necessary to implement policies of the Coburg Comprehensive Plan and the City of Coburg Transportation System Plan. Recommendation: The City should reassess standards for each of the residential and commercial zoning categories to indicate that future road usage is based on the maximum density allowed by zone. See the TPR requirements in Section below. CZC Article XI Section A (3) details notification procedures for public hearings; only 45- day notice to DLCD is specified, while no specific notification to ODOT or other agencies is required. Recommendation: The City should amend the CZC to include a requirement that ODOT and other affected public agencies (DEQ, Oregon Aviation Administration, etc.) receive notification of land use applications that meet the descriptions in this TPR requirement. Similarly, notification should be provided to other jurisdictions if an action by the City potentially affects another jurisdiction s road or facility. The CZC does not contain provisions ensuring that amendments be consistent with the designated facilities in the TSP. Recommendation: The City should amend the CZC to clarify that approval of amendments to land use designations, densities and design standards must be consistent with the planned transportation system, as adopted in the Coburg TSP. Sections that may be appropriate for this revision include Article X, Administration and Enforcement and the CSRs. Language that governs zone changes and plan amendments should be revised to include reference to TPR Section 6 (see Section below), or should include language from this section that states under what circumstances a plan or land use regulation amendment significantly affects a transportation facility and the mitigation that is required. The options for ensuring that allowed land uses are consistent with the function, capacity, and level of service of the facility identified in the TSP should be included in the CZC, or the CZC should reference the relevant TPR section.

65 TPR Requirements Code Ordinance Consistency Finding (3) Local governments shall adopt land use or subdivision regulations for urban areas and rural communities as set forth in (3)(a-d): (a) Provide bike parking in multifamily developments of 4 units or more, new retail, office and institutional developments, transit transfer stations and park-and-ride lots. Bicycle Parking requirements are outlined in Article VIII, Supplementary District Regulations, Section B (5). Bicycle parking is required for all developments that require a Site Plan, including multi-family residential development and non-residential. Site Plan review applies in the C-1, C-2 and LI Districts and to proposed demolition of historic structures. The CZC does not address transit stations or park and ride lots. Recommendation: The City may want to consider defining the uses that trigger the bicycle parking requirement, rather than depending on Site Plan review, which defines applicability by the District in which development occurs. If transit transfer stations or park and ride lots are planned for Coburg as part of a future TSP update, corresponding changes should be made to the bicycle parking requirements in the CZC.

66 TPR Requirements Code Ordinance Consistency Finding (b) Provide safe and convenient (per subsection (d)) pedestrian and bicycle connections from new subdivisions/multifamily development to neighborhood activity centers 1 ; bikeways are required along arterials and major collectors; sidewalks are required along arterials, collectors, and most local streets in urban areas except controlled access roadways Pedestrian Connections: CZC Article VIII, Section D, Pedestrian Access and Circulation requires pedestrian access to transit facilities from new commercial, employment and multifamily residential development. Redeveloped sites must also provide safe and accessible pedestrian access to transit facilities. Internal pedestrian and bicycle circulation systems must connect with external existing and planned systems. The proposed CSRs include Street Standards - Section VI (D) (h) requires on-site pedestrian connections and connections between the primary building entrance and all adjacent streets (exception: single family residential). Section VII (B) (2) - Sidewalks are required on all Arterial streets but are not shown as a requirement for Collector or Local streets. Section VII (C) (5) Sidewalks requires that sidewalks be installed on both sides of a public street and in any special pedestrian way within a subdivision, except that in the case of the primary or secondary arterials, or special type industrial districts, the Planning Commission may approve a subdivision without sidewalks if alternative pedestrian routes are available Bicycle connections: Proposed Section VI (B) (2) includes a table outlining street improvement standards for arterial and collector streets. Bike lanes are required for Major and Minor Arterial streets but are not shown as a requirement for Collector and Local streets. Recommendation: Expand CZC Article VIII, Section D to include requirements for pedestrian and bicycle connections from multifamily residential to all neighborhood activity centers not just transit facilities. In addition, the City should include a bikeway and sidewalk requirement for Collector streets. 1 Neighborhood activity centers is defined in the TPR as including, but not limited to, existing or planned schools, parks, shopping areas, transit stops or employment centers.

67 TPR Requirements Code Ordinance Consistency Finding (c) Off-site road improvements required as a condition of development approval must accommodate bicycle and pedestrian travel, including facilities on arterials and major collectors (e) Provide internal pedestrian circulation within new office parks and commercial developments (4) To support transit in urban areas containing a population greater than 25,, where the area is already served by a public transit system or where a determination has been made that a public transit system is feasible, local governments shall adopt land use and subdivision regulations as provided in (a)-(g) below: As noted above, the conditional use process in CZC Article X, Section C (4) allows the Planning Commission to apply conditions to a Conditional Use decision, including (g) modify access provisions for safety reasons and (p) additional conditions which may be necessary to implement policies of the Coburg Comprehensive Plan and the City of Coburg Transportation System Plan. The CZC does not have a specific process for applying development conditions in order to require off-site road improvements to accommodate bicycle and pedestrian travel. Proposed CSD Section (C) (6) Bicycle Routes states that the Planning Commission may require the installation of separate bicycle lanes within streets and separate bicycle paths if appropriate to the extension of a system of bicycle routes, existing or planned. Recommendation: The CSRs should be amended to ensure that when conditions of approval require off-site improvements they accommodate bicycle and pedestrian travel. Proposed CSRs Section VI. Design Standards, subsection D (1) (h) includes provisions for Pedestrian and Multi-Use Pathways that apply to all new development except single family residential and particular topographical situations. It requires continuous pathways to extend throughout the development site, and connect to all future phases of development, adjacent trails, public parks and open space areas whenever possible. The developer may also be required to connect or stub pathway(s) to adjacent streets and private property. The TPR defines Urban Area as lands within an urban growth boundary, two or more contiguous urban growth boundaries, and urban unincorporated communities as defined by OAR (9). As the population of Coburg is less than 25, this provision does not apply.

68 TPR Requirements Code Ordinance Consistency Finding (5) In MPO areas, local governments shall adopt land use and subdivision regulations to reduce reliance on the automobile which: (a) Allow transit-oriented developments (TODs) on lands along transit routes; According to the TPR, a transit-oriented development means a mix of residential, retail and office uses and a supporting network of roads, bicycle and pedestrian ways focused on a major transit stop designed to support a high level of transit use. The key features of transit-oriented development include: (a) A mixed-use center at the transit stop, oriented principally to transit riders and pedestrian and bicycle travel from the surrounding area; (b) High density of residential development proximate to the transit stop sufficient to support transit operation and neighborhood commercial uses within the TOD; (c) A network of roads, and bicycle and pedestrian paths to support high levels of pedestrian access within the TOD and high levels of transit use. (b) Implements a demand management program to meet the measurable standards set in the TSP in response to (4); Currently, the amount of public transit service provided to Coburg by Lane Transit District is limited. The zoning along transit routes includes Traditional Residential, CBD, Highway Commercial and Light Industrial. The HC and LI districts are fairly limited in terms of uses and are not likely to change. The proposed Traditional Residential zone allows Live-Work buildings when adjacent to the CBD, HC, LI or an arterial or collector. The currently adopted Central Business District permits Mixed Use Development outright (defined as residential combined with another use) and is subject to provisions of CZC Section 12. Finally, Goal 13, Policy 2 in the Comprehensive Plan encourages the location if future subdivisions along high capacity transportation corridors. The CZC is consistent with these requirements. Comprehensive Plan Goal 12 Policy 4.3 states that the City will pursue and develop a transportation demand management (TDM) program and policies and strategies. However, there are no implementation measures for such a program in the CZC. Recommendation: Develop implementation measures for a TDM program.

69 (c) Implements a parking plan which: TPR Requirements Code Ordinance Consistency Finding (A) Achieves a 1% reduction in the number of parking spaces per capita in the MPO area over the planning period. This may be accomplished through a combination of restrictions on development of new parking spaces and requirements that existing parking spaces be redeveloped to other uses; (B) Aids in achieving the measurable standards set in the TSP in response to OAR (4); (C) Includes land use and subdivision regulations setting minimum and maximum parking requirements in appropriate locations, such as downtowns, designated regional or community centers, and transit oriented-developments; and (D) Is consistent with demand management programs, transit-oriented development requirements and planned transit service. Current parking standards are located in Article VIII of the CZC. The parking plan adopted by the Central Lane MPO is located in Chapter 3 Section 6 of the RTP. As Coburg was not part of the MPO until 22, the current CZC has not been updated to be consistent with RTP parking management plan requirements. For example, the RTP includes the development of parking maximums for land uses, while the CZC only lists minimum requirements. There are no references to Transportation Demand Management programs in the CZC or the Coburg TSP. The RTP includes a number of TDM strategies, though few of them apply to Coburg. The area around the Coburg/I-5 Interchange, however, is designated as a Special Project Area for Commuter Solutions Regional Programs. Transit service is currently provided by Lane Transit District. Recommendation: Review RTP parking management plan requirements and update CZC Article VIII to implement it.

70 TPR Requirements Code Ordinance Consistency Finding (d) As an alternative to (c) above, local governments in an MPO may instead revise ordinance requirements for parking as follows: (A) Reduce minimum off-street parking requirements for all nonresidential uses from 199 levels; (B) Allow provision of on-street parking, long-term lease parking, and shared parking to meet minimum off-street parking requirements; See above. The City has not amended land use regulations to be consistent with the Central Lane MPO RTP. As part of a future TSP update, the City should update the CZC and CSRs to comply with RTP Parking Management Plan. (C) Establish off-street parking maximums in appropriate locations, such as downtowns, designated regional or community centers, and transit-oriented developments; (D) Exempt structured parking and on-street parking from parking maximums; (E) Require that parking lots over 3 acres in size provide street-like features along major driveways (including curbs, sidewalks, and street trees or planting strips); and (F) Provide for designation of residential parking districts. (e) Require all major industrial, institutional, retail and office developments to provide either a transit stop on site or connection to a transit stop along a transit trunk route when the transit operator requires such an improvement. (6) As part of the pedestrian and bicycle circulation plans, local governments shall identify improvements to facilitate bicycle and pedestrian trips to meet local travel needs in developed areas. The CZC does not contain provisions that major industrial, institutional, retail and office developments to provide a transit stop on site or connection to a transit stop along a transit trunk route when the transit operator requires such an improvement. The Comprehensive Plan Goal 12 Policy 8.3 states that the City will make new industrial and commercial development transit friendly but there are no implementation measures for the policy. Recommendation: As part of a future TSP update, the City should amend the CZC to include a provision stating that when required by the Lane Transit District (or other transit provider) certain developments provide a transit stop on site or a connection to one along a transit truck route. The 1999 TSP Chapter 4 Section E, Proposed Bicycle and Pedestrian System includes a bike and pedestrian circulation plan and shows a map with proposed sidewalks, bike lanes, and bike paths. In addition, Chapter 5, Plan Implementation identifies specific improvements to facilitate bicycle and pedestrian trips to meet local travel needs.

71 TPR Requirements Code Ordinance Consistency Finding (7) Local governments shall establish standards for local streets and accessways that minimize pavement width and total right-of-way consistent with the operational needs of the facility. Proposed CSDs Section VI, Design Standards, contains Right-of-Way and Roadway Width standards. The required pavement widths are as follows: Minor Arterials (3, to 1, ADT) Minor Arterials (3, to 1, ADT) Collector (Residential) No parking: 22 Parking 1-side: Parking both sides: Collector (Industrial) Parking 1-side: 28 Parking both sides: 36 Local (7 parking lanes) (two lanes) 14 (one lane) In addition, as part of Periodic Review, the following standards for a Traditional Neighborhood Street (Local) Design Type was recommended. Right of way 4-6 feet Paving width 16-2 feet Parking area 7 feet for each side provided, gravel or pavers are the standard. One or two sided parking Parking on two sides is the standard. Planning Commission may approve one side or no parking after consideration of the factors sited in Section VI B above. Planter strips Planter strips (with street trees) on two sides are required. Planter strips shall be a minimum of 5 feet wide. Sidewalks, curbs and gutters Optional, per Zoning Code Article VIII, Table 3 Street Design Standards. This would be consistent with the Department of Land Conservation and Development (DLCD) Neighborhood Street Width Guidebook, that suggests local street standards as follows: Pavement Width Right-of-Way No On-Street Parking Parking on One Side Parking on Two Sides Recommendation: To be consistent with the TPR requirement to establish standards for local streets and accessways that minimize pavement width and total right-of-way, the City needs to provide at least one narrower local street option. If the City adopts the Traditional Neighborhood Street design type, the City will be consistent with this TPR requirement.

72 TPR Requirements Code Ordinance Consistency Finding OAR Section Plan and Land Use Regulation Amendments Amendments to functional plans, acknowledged comprehensive plans, and land use regulations that significantly affect an existing or planned transportation facility shall assure that allowed land uses are consistent with the identified function, capacity, and performance standards of the facility. Neither the CZC nor the 1999 TSP includes language consistent with this section of the TPR. Amendments to this section of the TPR were finalized and filed with the state in April 25. These changes clarify how local governments should assess whether or not a proposed plan or land use regulation amendment causes a significant effect and what corrective actions may be taken to put land uses and the transportation system in balance. Revisions to the CZC should be consistent with the revised Recommendation: Revise the CZC to include language that is consistent with the language of the TPR.

73 COBURG, OREGON TRANSPORTATION SYSTEM PLAN UPDATE APPENDIX B PUBLIC INVOLVEMENT SUMMARY

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75 Introduction The Coburg Transportation System Plan Update was developed over a three-year period between July 21 and July 213. The Project Management Team (PMT) of the TSP consisted of the City, Lane County, the Oregon Department of Transportation (ODOT), and CH2M HILL. In addition, the PMT coordinated with the Lane Council of Governments (LCOG), whose planning area boundary includes Coburg. The PMT was responsible for providing project briefings each month to Coburg City Council. Project Website and Initial Survey The public involvement process began shortly after the project s inception, with the development of the project website that would provide updates on TSP development and give notices upcoming public meetings throughout the life of the project. The website hosted a survey that asked the public to document needs, opportunities, and/or constraints in the existing multimodal transportation system. The survey was accompanied by an interactive map which allowed survey participants to pinpoint locations of concern or opportunity to the project team. The web survey was open from fall 21 through winter 211 and was advertised in local customer s water utility bills and on the project website. Stakeholder Interviews As part of the TSP process, the project team interviewed thirteen stakeholders that represented a broad range of interests: elected officials, City staff, business owners, community members, and emergency services personnel. Among the employers interviewed were two sand and gravel companies that are responsible for a large portion of freight truck traffic traveling through downtown Coburg. These interviews were conducted in September 21, with the PMT selecting the individuals to be interviewed. The project team used the in-person and telephone interviews to inform them of areas within Coburg of particular safety concern or that experienced heightened levels of congestion. A summary of these interviews was produced in October 21 (included in this appendix as Attachment 1) and helped guide the development of the TSP. Public Workshops and Feedback Survey The public had the opportunity to receive updates on project findings and provide comments or suggestions at two public workshops held as part of the TSP process. Both workshops were located at the Coburg Fire House and had an informal drop-in format, where staff was on hand to talk with attendees, provide information, and answer any questions. The first was held on February 23, 211 and presented existing conditions findings and analysis on needs, opportunities, and constraints. The second workshop was held on December 6, 212 to reconfirm the Needs Assessment and review recommended projects and design standards. Each workshop included surveys for participants to fill out and submit at the event or within two weeks afterwards. The presentation boards remained at City Hall during this time, with extra forms available for those who had missed the open house but wanted to provide comments. The workshop summaries are included as Attachment 2 to this appendix. Both open houses featured a comprehensive outreach approach. Each local utility customer received a flyer in their water bills advertising the public workshops ahead of time. The flyers also included a comment form and link to the project website, where residents could review prepared open house materials if they were unable to attend the event. Comment forms could be sent electronically or by

76 postal mail. In addition to flyers, the workshops were advertised in articles published on the local Tri- County Tribune News website, in community mailing lists, and through social media.

77 COBURG TRANSPORTATION SYSTEM PLAN: PUBLIC INVOLVEMENT SUMMARY APPENDIX Attachment 1 Stakeholder Meetings Summary

78 CITY OF COBURG TRANSPORTATION SYSTEM PLAN Stakeholder Interview Summary Round One: System Needs Identification PREPARED FOR: Petra Schuetz, City of Coburg Dick Reynolds, ODOT PREPARED BY: COPIES: David Sokolowski/CH2M HILL Sumi Malik/CH2M HILL DATE: October 14, 21 Purpose of Interviews This document summarizes input the project team received during the first of two rounds of interviews with stakeholders conducted for the Coburg Transportation System Plan (TSP). Stakeholders generally represent community leaders, major employers, businesses, and City staff. This first round of interviews took place in conjunction with initial data collection and development of the transportation system needs and deficiencies definition. The second round of interviews will take place following the narrowing of alternatives and development of a recommended projects list. The purpose of these interviews is to better understand the community s needs, both existing and potentially in the future, through one-on-one conversations with community stakeholders. Sumi Malik and David Sokolowski interviewed 1 stakeholders, conducted interviews both in person and on the phone. The majority of interviews were in-person interviews, conducted in Coburg on September 28, 21, and a interviews were conducted by phone October 5-6, 21. Based on a suggestion from a stakeholder, Sumi and David also observed children leaving Coburg elementary school between 2:3PM and 3PM on September 28 th. Interviewees Proposed interviewees were derived from a list of potential stakeholders provided by Coburg staff. Consultant staff interviewed with the following list of stakeholders:

79 Number of Meetings Stakeholder Category Interviewee Position/Affiliation 3 Employer Representative: Central Business District Roxann Emmons (phone) Mike and Vicki Pattle (phone) Terry Dawson (phone) Chamber of Commerce Coburg Antique Malls LLC VP Consulting Coburg Pizza Company & ( Citizen of the Year ) 2 Employer Representative: Highway Commercial and Light Industrial Mike Blomme (in-person) Mike Warner (in-person) Monaco Coach Corporation Marathon Coach 1 1 City Council Judy Volta (Mayor), Brian Pech, John Thiel, Bill Judd, John Fox, Jerry Behney, and Jae Pudewell (Planning Commission Liaison) Current City Councilor Planning Commission Cathy Engebretson, Katie Thiel (Chair), Bryan McConnell, Lisa Hellemn, and Glenn White Current Planning Commissioner 1 Former City Counselor/Planning Commissioner Michelle Sunia (in-person) Former City Counselor 2 Wastewater Management/Utilities 1 Fire District and Police Department Jack Detweiler (phone) Jack Harris (in-person) Sean Gilhousen (in-person) Chad Minter (in-person) Wastewater Engineer Public Works Director Coburg Interim Police Chief Coburg Rural Fire District Chief 1 Outside of the UGB Mike Stevenson (in-person) Knee Deep Cattle (East of UGB) Questions The following are examples of stakeholder questions that were asked: General Questions Tell us a bit about yourself. How long have you lived in the community? Are you a resident, business owner, both? How are you involved with the community? Have you had any past involvement in city planning efforts? If so, what was your role? In your opinion, what elements of the transportation network are working in Coburg? Why is Coburg special? 1 Sumi Malik and David Sokolowski attended the joint City Council and Planning Commission meeting on October 26, 21 in order to gain stakeholder perspective from current city councilors and planning commissioners.

80 What elements of the transportation network are not working in Coburg? Is this a problem year-round, certain days or a certain time of day? When are issues most substantial? What do you see as the most important issues to be addressed in a TSP? What would successful outcomes of the TSP be for you? What ideas do you have for transportation improvements? Specific questions for employers: What are your typical employee shifts? What are your transportation needs? How is transportation connected to your business operations (for example do you have delivery trucks?) How many and what types of trucks are used for your business? What are the typical employee routes to work? Do you have any expansion plans? Do you have sufficient access to your property? Existing Transportation Issues The following is a list of existing transportation issues in the Coburg area as expressed by stakeholders and listed in approximate order of how often the issue arose during the interview process: 1. Volume of truck traffic through downtown Coburg and its associated impacts a. Noise which is out of character for a small, historic city, and is often in residential areas. b. Street debris from gravel and asphalt trucks c. Potential crashes with bicyclists d. Pollution e. Congestion, especially coming off of I-5 and heading towards Truck and Travel. f. Wide turns at Willamette and Pearl the intersection accommodates trucks well right now, but there is also a desire to shorten the crossing distance for pedestrians. 2. West Van Duyn Street between Coburg Bottom Loop Road and Water Street a. This is the only access to Coburg from the north and there is no alternate access. b. This segment is the only access the Coburg Fire District has to downtown Coburg.

81 c. No sidewalk along southern edge of West Van Duyn Street for children walking between Coburg Elementary and Water Street. If they follow the sidewalk along northern edge, they have to cross West Van Duyn at an unmarked intersection where there is a high volume of traffic. 3. Coburg Road/West Van Duyn Street/Coburg Bottom Loop Road intersection a. Children walking to and from Coburg Elementary must cross this high-speed, high-volume intersection where there is no stop sign on West Van Duyn St and no crossing guards. Speeds can be fast in this area, and children coming from Coburg Elementary cross at Coburg Bottom Loop Road. Sumi and David observed a child on a bicycle who did not look both ways before he entered the intersection at the laddered style cross-walk, and an approaching car had to stop suddenly to avoid hitting the child. Most children were accompanied by an adult when they crossed the street, or many children were driven home. b. The southwest corner of the intersection it the terminus of two painted ladder crosswalks but has no pedestrian waiting area. 4. Conflicts or potential conflicts on Willamette Street a. Difficulty crossing North and South Willamette Street due to only one pedestrian crossing at East Pearl Street. Need for more, safe, pedestrian connections across Willamette Street. b. High vehicle speed around East Van Duyn St/North Willamette Street curve. The light pole located on the north side of this intersection is hit approximately three times per year. The vast majority of crashes at this turn involve a vehicle traveling north on Willamette Street as they head out of town and increase speed. c. Presently, not much separation exists between bicyclists and large trucks on Willamette Street. d. Difficult to take a left on North and South Willamette Street due to high traffic volume. 5. High vehicle speed on Pearl Street. 6. The new concrete islands on East Pearl Street can create a situation where vehicles back up and fire trucks are unable to maneuver around the queue. 7. Pedestrian traffic only spreads 2-3 blocks from Pearl Street along North and South Willamette Street. Coburg could be highly walkable and there may be potential to increase where people are willing to walk. 8. Difficult and dangerous to back out of Coburg Elementary parking lot onto busy Coburg Road. 9. Infrequent LTD bus service through Coburg. a. At times people wait 1 to 1 ½ hours for the LTD bus.

82 b. Most residents and employers thought the frequency of transit service is okay for most people who use the service. c. Others (presumably those who own an automobile) viewed the bus service s infrequency and inconvenience as great enough to make it an unviable and impractical transportation option and would only use it if absolutely necessary. d. Service to Monaco Coach was cut in September The design of streets in residential areas makes use of bioswale areas where water is to drain. However, several residents fill these areas with rock that allows for less percolation than plants and in some cases they fill the bioswales with asphalt that can cause standing water in areas during heavy rain periods. 11. Opticoms on fire trucks are unable to activate signal priority at Coburg s signalized intersections. 12. Some fire hydrants adjacent to concrete curbs are not painted to designate a clear space around the hydrant. In areas with bioswales and no curbs, there is no obvious way to designate a clear space around fire hydrants. 13. Street width (13-6 minimum requirement for fire trucks) can be an issue on narrower, residential streets. A narrow street could become more of an issue if it was connected through and became more of a thoroughfare. However, generally people supported narrow streets and the concept is supported by the state. 14. Vehicles traveling to Monaco/Marathon businesses back-up and queue on I-5 off ramps, which used to be an issue, but not anymore since employment has declined dramatically. May become an issue again in the future if production and employment increases. 15. Employers along Industrial Way have a desire to keep Industrial Way a dead-end because a northern connection to Industrial Way could be a security issue greater access for criminals to observe a location and get away after a crime. 16. Residents north of Coburg have to travel south for several miles in order to access I Employees at Monaco and Marathon are commuters and don t tend to spend money in Coburg. 18. Residents have been allowed to pave their ROW creating a situation where additional storm runoff flow into adjacent properties. 19. Residents are able to park automobiles and RV s on-street for an undesignated amount of time and can park right at the corner of an intersection potentially blocking traffic signage. Suggested Transportation Solutions The following is a list of suggested transportation solutions, corresponding numerically to the existing transportation issues list above, as expressed by stakeholders:

83 1. Constructing a truck bypass route connecting South Willamette Street with Roberts Road in order to alleviate truck traffic through downtown Coburg. An additional bypass could connect North Coburg Road with Coburg Industrial Way. This north bypass option was more heavily favored by current city councilors and planning commissioners but would have to built such that it didn t negatively impact new residential development north of Coburg. a. The new street could also be connected to Coburg Bottom Loop Road as an additional option. b. The Coburg Loop Implementation Plan suggests a multi-use path connecting Armitage Park to Coburg which would eliminate bicycle-truck interactions. Planning Commission and City Council are excited about the Coburg Loop Implementation Plan and think it will be very beneficial to Coburg once implemented. c. Interviewees representing downtown businesses did not express a concern that a bypass route would also allow potential customers to bypass their businesses. However, City Council and Planning Commission members cautioned that any efforts to relieve truck traffic from Willamette and Pearl must be balanced with economic development so that potential customers do not also bypass downtown businesses. d. It would be the hope that companies south of Coburg that utilize trucks would be supportive of a south bypass so that they could avoid downtown. e. Provide a connection to I-5 from the residential expansion areas and Industrial Way. 2. West Van Duyn Street between Coburg Bottom Loop Road and Water Street a. Connect Abby Road with Coburg Bottom Loop Road in order to create an alternative route between the Coburg Fire District and downtown Coburg. New development in the parcel north of Abby Road could help create this connection without a fight from residents. b. Construct sidewalk along southern edge of West Van Duyn Street between Coburg Elementary and Water Street. 3. Coburg Road/West Van Duyn Street/Coburg Bottom Loop Road intersection a. Decrease speed limit on West Van Duyn Street and/or implement crossing guards before and after the school day. b. Construct a concrete pedestrian area on the southwest corner of the intersection. 4. Paint additional ladder style crosswalks on North and South Willamette Street and/or construct curb extensions to decrease the distance the pedestrians have to travel at designated crossings. It was suggested that creating median islands would be infeasible due to the number of right-in/right-out driveway accesses on North and South Willamette Street that would be created.

84 5. Separate bicycles from truck traffic on Willamette Street using an off-street loop path for both bicyclists and pedestrians. Current city councilors and planning commissioners were particularly excited for implementation of the Coburg Loop Plan. 6. Lower speed limit on Pearl Street to 25mph. 7. Decrease speed limit on Coburg Road as it is approaching the school. 8. Widen streets as they are reconstructed. 9. Educate residents on the purpose of bioswales, where they are located in the city, and how they are to be properly maintained. 1. Develop more services near the I-5 intersection in order to attract employees at Marathon and Monaco. 11. Any new residential development should be constructed with shorter block lengths (4 feet versus 6 feet) and in a grid-like pattern. People like the connectivity provided through a grid street pattern and the shorter block connections (4 feet). 12. Develop interdepartmental training for code enforcement to prevent residents from paving the Right of Way (ROW) in front of their parcel. The current system is citizen inquiry/complaint based. 13. Only allow residents to park on-street in one location for up to 48 hours and require a minimum distance to be parked from the corner of an intersection. General Suggestions Overall, it seemed to be the general consensus that City of Coburg residents want to maintain the rural characteristics of the city. This includes low-volume traffic on residential roads and no curb/sidewalk in residential areas to avoid a suburban aesthetic. It was also suggested by several interviewees that they would like to see Coburg become a more walkable and bikeable community. This includes implementation of a multi-use bike path connected Armitage Park to Coburg and other pedestrian/bicycle friendly treatments such as widened shoulders that could be striped for pedestrian traffic.

85 COBURG TRANSPORTATION SYSTEM PLAN: PUBLIC INVOLVEMENT SUMMARY APPENDIX Attachment Summar

86 MEMORANDUM Coburg Workshop #2 Summary PREPARED FOR: Petra Schuetz, Coburg COPY TO: PREPARED BY: DATE: June 4, 213 Sumi Malik, CH2M HILL Ryan Farncomb, CH2M HILL Coburg hosted the second and final public workshop for the TSP update on December 6 th, 212 from 4:3 to 6: PM. Six people attended the workshop and 43 comment forms were received, most of which were dropped off or mailed to City Hall after workshop materials were posted to the website and displayed in City Hall. The purpose of this event was to solicit feedback on project alternatives, project evaluations, proposed design standards and the functional classification plan. A comment form with a survey regarding potential projects was handed out at the workshop and mailed to residents along with regular water bills. The survey asked for residents opinions on transportation needs and potential solutions. In general: - Respondents favored the following projects most strongly: add signage or striping to discourage parking too close to corners and hydrants; maintain and improve alleys; increase parking enforcement; implement the Coburg Loop Path; improve pedestrian and bicycle safety at the intersection of Van Duyn and Coburg Rd. - Respondents generally disagreed with all proposed solutions at the Willamette/Van Duyn intersection, but expressed strongest disagreement with the roundabout and the least disagreement with realigning the intersection. - There was also disagreement with the project, construct new emergency access road connecting Coburg Bottom Lp to the end of Abbey St and construct a new east-west road from Van Duyn Street east to Coburg Industrial Way (The proposed route for this east-west connection has subsequently been moved further north). The following is a summary of comments received from attendees or from comment sheets that were mailed to residents after the workshop: - Alleys o Eliminate alleys as they are no longer needed in the City. o Require that alleys be gravel, as opposed to hard-surfaced. o Alleys should be cleaned up. - Willamette/Van Duyn intersection o Roundabouts are dangerous and inappropriate for Coburg. o A 4-way stop would create congestion issues. o The current turn from Willamette to Van Duyn is too tight. o Consider dead-ending Van Duyn east of the intersection and re-aligning intersection. - Project costs and benefits should be carefully weighed. - Include only those projects which the City can afford. - Consider adding a connector street south or north of town to divert truck traffic from downtown. 1

87 COBURG WORKSHOP #2 SUMMARY - Very difficult and unsafe to cross Willamette Street. - Enforce speed limits on Willamette Street. - Difficult to cross Van Duyn. - Coburg s existing streets are in poor condition; focus on them first. - Trucks parking on Willamette near Dari Mart block bike lane and reduce visibility. - Avoid projects that would require taking on more debt, given recent sewer upgrade expense. - Develop the Coburg Loop Path only if money is dedicated to path maintenance. 2

88 COBURG, OREGON TRANSPORTATION SYSTEM PLAN UPDATE APPENDIX C EXISTING AND FUTURE CONDITIONS APPENDIX_C_COBURG FINAL EXISTING_FUTURE CONDITIONS 1

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90 Introduction: Existing Conditions This section of Appendix C describes and analyzes the current (21) transportation system in Coburg, including existing conditions and deficiencies, and also describes general land use patterns and major activity centers generating traffic. This analysis evaluated streets, public transportation routes, bicycle/pedestrian facilities, and pipelines The purpose of evaluating existing conditions was to identify any opportunities, gaps, or deficiencies in the existing system for the purpose of developing system solutions. Information used to describe the existing system and identify deficiencies came from the City of Coburg, Clatsop County, the Oregon Department of Transportation (ODOT), and from the consultant team through a site visit September 13, 21. This information was used to inform the development of the Coburg Transportation System Plan (TSP). Study Area The study area for the Coburg TSP is illustrated as Figure C.1. The study area serves as the area for potential system improvements considered for the 2-year time horizon of the Coburg TSP. Any system improvements identified outside of the study area would require coordination with Lane County. Land Use This section provides a cursory analysis of existing land uses and zoning to understand development patterns, traffic generators, and origins and destinations within Coburg. This is not intended to serve as a comprehensive land use inventory, but to inform the team as to how existing land uses (a) relate to current zoning designations and (b) affect transportation conditions. Generally, existing land uses were found to be consistent with the City s zoning map. LAND USE FOCUS AREAS Six (6) focus areas were developed for the purposes of centering the land use analysis towards areas that have differing land uses and activity generation. The areas are central business district, residential west of Willamette Street, residential east of Willamette Street, industrial north of Pearl Street, industrial south of Pearl Street, and highway commercial. The focus areas can be seen in Figure C.2. FOCUS AREA #1 CENTRAL BUSINESS DISTRICT Downtown Coburg stretches along Willamette Street from approximately East Locust Street at the north end to East Dixon Street at the south end. Several antique shops are located in the downtown area as well as the Coburg Pizza Company. City Hall is located at the corner of Pearl Street and Willamette Street, which also houses the municipal court. There are also a handful of residences in the Central Business District on the west side of Willamette Street.

91 Vicinity Map Lincoln Benton Linn I-5 Coos Douglas Lane Klamath Stallings Ln N Coburg Rd Coburg Industrial Way M U D D Y C R E E K Legend Stream City Limit Urban Growth Boundary Tax Lot Water Body Coburg Rd D A N I E L S C R E E K W Van Duyn St Bruce Way Macy St N Miller St E Mill St Rustic Ct Shane Ct M I L L S L O U G H Coburg Bottom Loop Rd Austin St Abby Rd N Willamette St Water St N Harrison St S Willamette St N Skinner St N Emerald St E McKenzie St E Lincoln Way E Delaney St E Dixon St S Miller St E Maple St E Pearl St S Stuart Way Pearl St Roberts Rd I-5 Van Duyn Rd Hereford Rd Vintage Way E Thomas St Marquise Way Diamond Ridge Lp Source: Base Data - Lane Transit District, 21 Base Map Data - City of Springfield, 21 Funke Rd Roberts Ct Selby Way FIGURE C.1 Study Area Coburg TSP Coburg, Oregon \\ROSA\PROJ\ODOT\397158COBURGTSP\GIS\MAPFILES\SITEMAP.MXD EDIURBA 1/14/211 11:51:27

92 Vicinity Map Lincoln Benton Linn I-5 Coos Douglas Lane Klamath N Coburg Rd Coburg Industrial Way M U D D Y C R E E K 1 Central Business District 2 Residential West of Willamette Street 3 Residential East of Willamette Street 4 Industrial North of Pearl Street 5 Industrial South of Pearl Street 6 Highway Commercial Coburg Rd Macy St 4 D A N I E L S C R E E K W Van Duyn St E Locust St N Miller St M I L L S L O U G H 2 2 N Willamette St 1 S Willamette St Vintage Way 3 E Dixon St 3 S Miller St E Thomas St E Pearl St 6 Pearl St Roberts Rd 5 I-5 Van Duyn Rd Source: Base Data - Lane Transit District, 21 Base Map Data - City of Springfield, 21 Roberts Ct Selby Way FIGURE C.2 Land Use Focus Areas Coburg TSP Coburg, Oregon \\ROSA\PROJ\ODOT\397158COBURGTSP\GIS\MAPFILES\LANDUSEFOCUSAREAS.MXD EDIURBA 2/2/211 16::32

93 Figure C.3: View of Pearl Street/Willamette Street intersection with City Hall FOCUS AREA #2 RESIDENTIAL WEST OF WILLAMETTE STREET The residential development west of Willamette Street is bordered by West Van Duyn Road to the north, the city limits to the west, Vintage Way to the south and Willamette Street to the east. The area is generally newer than the residential development east of Willamette Street. The street network is laid out with cul-de-sacs in a typical suburban fashion. There are no sidewalks other than on Willamette Street. There are minimal curbs and residents seemed comfortable walking on the streets Willamette Street has a curb, gutter system. Figure C.4: Typical Street in Focus Area #2 Residential West of Willamette Street

94 FOCUS AREA #3 RESIDENTIAL EAST OF WILLAMETTE STREET The residential development east of Willamette Street is bordered by East Macy Street to the north, Willamette Street to the west, East Thomas Street to the south and Miller Street to the east. The area is generally older than the residential development west of Willamette Street. The street network is laid out in a traditional grid with street blocks being approximately 4 feet in length. There are no sidewalks or curbs and residents seemed comfortable walking on the streets. This area contains the majority of the National Historic District. Figure C.5: Typical Intersection in Focus Area #3 Residential East of Willamette Street FOCUS AREA #4 INDUSTRIAL NORTH OF PEARL STREET The industrial area north of Pearl Street is bordered by the city limits to the north, Miller Street to the west, Pearl Street to the south, and I-5 to the east. The area includes major regional employers such as Marathon Coach, Monaco RV, Triad Machinery, and Cummins Northwest located on Coburg Industrial Way. There is no sidewalk and pedestrians are sometimes seen walking on the shoulder of the road. A new treatment center for alcoholism and drug abuse, Serenity Lane, is under development west of Coburg Industrial Way north of Pearl Street. The facility is planned to have 1 beds initially, with an additional 5-7 beds to be added at a future date.

95 Figure C.6: Pedestrians walking on Coburg Industrial Way in front of Monaco RV FOCUS AREA #5 INDUSTRIAL SOUTH OF PEARL STREET The industrial area south of Pearl Street is bordered by Pearl Street to the north, Roberts Road to the west (with the exception of Roberts Court), Selby Way to the South and I-5 to the east. This area includes Coburg employers such as Pacific Truck Center, Mill Log Equipment Company, and Hertz Equipment Rental located on Roberts Road. There is no sidewalk and the pavement on Roberts Road is in poor condition. Roberts Court is located off the southern portion of Roberts Road and includes several smaller industrial companies. In the near future, northern Roberts Road will be re-aligned to meet up with Coburg Industrial Way at Pearl Street. Figure C.7: Pacific Truck Center located in Focus Area #5 Industrial South of Pearl Street

96 FOCUS AREA #6 HIGHWAY COMMERCIAL The highway commercial focus area encompasses two major businesses: Truck n Travel and Eugene Kamping World both of which are located south of Pearl Street on Stuart Street. Truck n Travel provides truck drivers with facilities; including room and board. Eugene Kamping World offers the similar amenities to the RV community. There are several long-term visitors staying at this facility. Figure C.8: Trucks parked and re-fueling at Truck n Travel OTHER TRAFFIC GENERATORS Throughout Coburg are several other destinations that attract people by personal vehicle, bicycle, and foot, and therefore, generate traffic. These uses attract both visitors outside of Coburg and residents within Coburg. These destinations include: Coburg Elementary School (North of West Van Duyn Street on North Coburg Road) Norma Pfeiffer Park (Between E Locust St, N Harrison St, N Diamond St, and E Pearl St) Countryside Christian Fellowship (Coburg Bottom Loop Road and West Van Duyn Street) Coburg United Methodist Church (West Van Duyn Street and North Willamette Street) DEMOGRAPHIC ANALYSIS As of the American Community Survey Demographic and Housing (29 American Community Survey), total population within Coburg is estimated to be939 persons, with an average household size of2.79 persons. Portland State University s Population Center, which serves as the State s Census office, estimates Coburg s population as 1,9 persons as of July 21. Table C.1 provides a snapshot of demographic statistics, based on the 29 American Community Survey. Compared to Lane County and the State, the City of Coburg has a lower percentage of people 65 years or older, lower rate of physically disabled persons, a lower rate of languages other than English spoken at home, a lower percentage of the population earning below the poverty rate, and a lower percentage of minority population.

97 TABLE C.1 Select Demographic Characteristics for Coburg, OR Demographic Characteristics Number Percent of Total Population (%) City of Coburg Lane County Oregon In labor force (population 16 years and over) Persons aged 65 years and older Speak a language other than English at home Percentage of all people whose income is below in the past 12 months is below the poverty level Minority population** Source: American Community Survey Demographic and Housing* Total minority population based on those of one race either Black or African American, American Indian and Alaska Native, Asian, Native Hawaiian and Other Pacific Islander, Hispanic or Latino and some other race besides White. The City of Coburg has a higher percent of population in the workforce than Lane County, but a lower percentage compared to the statewide average. Mean travel time to work is often used as an indicator for congestion levels and land use patterns. A higher mean travel time to work than a county or state average would indicate higher levels of congestion or more people living far away from their jobs. However, US Census data show that the mean travel time to work was 19.9 minutes. This is the same as the Lane County mean travel time to work of 19.9 minutes, and lower than the State of Oregon mean travel time to work, 21.8 minutes. The decennial census also reports on the means of transportation to work. Within the City of Coburg, approximately 8 percent of workers over 16 drove alone to work, while approximately 1 percent carpooled. Four percent walked to work,.63 percent biked to work, and 6 percent worked at home. No one in Coburg indicated that they took public transportation or a motorcycle to work in the 2 census. This is much different than Lane County or the state averages, where approximately 12 percent carpooled in both the county and the state, and 3 percent took public transportation to work. Lane County and the state on average have 1-3 percent commute by bicycle and approximately 4 percent walking. Coburg is has a similar percentage of workers who walk to work, but a much lower percentage of workers who bike to work. The percentages of people who work at home are similar across all three jurisdictions. Bicycle and Pedestrian Facilities The following pages describe the bicycle facilities present in Coburg. Figure C.9 displays existing bicycle and pedestrian facilities.

98 BICYCLE FACILITIES According to the American Association of State Highway and Transportation Officials (AASHTO) s Guide for the Development of Bicycle Facilities (1999) and the Oregon Bicycle and Pedestrian Plan (OBPP), there are several different types of bicycle facilities. Bikeways are distinguished as preferential roadways that have facilities to accommodate bicycles. Accommodation can be a bicycle route designation or bicycle lane striping. Shared use paths are facilities separated from a roadway for use by cyclists, pedestrians, skaters, runners, and others. Bicycles are allowed on all study area roadways. The following types of bikeways are recognized by AASHTO and OBPP: Shared Roadway / Signed Shared Roadway Shared roadways include roadways on which bicyclists and motorists share the same travel lane. This is the most common type of bikeway. The most suitable roadways for shared bicycle use are those with low speeds (25 mph or less) or low traffic volumes (3, vehicles per day or fewer). Signed shared roadways are shared roadways that are designated and signed as bicycle routes and serve to provide continuity to other bicycle facilities (i.e., bicycle lanes) or designate a preferred route through the community. Common practice is to sign the route with standard Manual on Uniform Traffic Control Devices (MUTCD) green bicycle route signs with directional arrows. Shared lane markings can be used to assist bicyclists with lateral positioning in shared lanes with on-street parking in order to reduce the chance of a bicyclist s impacting the open door of a parked vehicle or in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane. The OBPP recommends against the use of bike route signs if they do not have directional arrows and/or information accompanying them. Signed shared roadways can also be signed with innovative signing that highlights a special touring route (i.e., Willamette Valley Scenic Bikeway) or provides directional information in bicycling minutes or distance (e.g., Library, 3 minutes, 1/2 mile ). Shoulder Bikeway These are paved roadways that have striped shoulders wide enough for bicycle travel. ODOT recommends a 6-foot paved shoulder to adequately provide for bicyclists, and a 4-foot minimum in constrained areas. Roadways with shoulders less than 4-feet are considered shared roadways. Sometimes shoulder bikeways are signed to alert motorists to expect bicycle travel along the roadway. On most rural roadways, shoulder bikeways are appropriate, accommodating cyclists with few conflicts with motor vehicles. Shoulder bikeways can also be added to roads with high bicycles use, such as in semi-rural residential areas or close to urban areas. Bike Lanes - Bike lanes are portions of the roadway designated specifically for bicycle travel via a striped lane and pavement stencils. ODOT standard width for a bicycle lane is 6 feet. The minimum width of a bicycle lane against a curb or adjacent to a parking lane is 5 feet. A bicycle lane may be as narrow as 4 feet, but only in very constrained and lower traffic situations. Bike lanes are most appropriate on arterials and major collectors, where high traffic volumes and speeds warrant greater separation. Bike lanes are also appropriate in areas where cyclists would experience a climb up a hill and their travel speed would be much slower than adjacent auto traffic.

99 N Harrison St S Harrison St Vicinity Map Lincoln Benton Linn Coos Douglas Lane Klamath Coburg Rd Coburg Bottom Loop Rd W Van Duyn St N Water St Bruce Way N Willamette St Macy St N Harrison St E Van Duyn St E Van Duyn St E Locust St N Skinner St N Emerald St N Miller St Rustic Ct Sarah Ln Shane Ct Legend Bike Lane Sidewalk Stream City Limit Tax Lot Water Body Austin St E Mill St E Mill St M I L L S L O U G H Abby Rd W McKenzie St E McKenzie St N Coleman St E Lincoln Way E Pearl St Coburg Industrial Way Daray St Water St W Dixon St E Delaney St S Skinner St E Dixon St S Miller St S Stuart Way Roberts Rd Source: Base Data - Lane Transit District, 21 Base Map Data - City of Springfield, 21 Funke Rd Christian Way Vintage Way S Willamette St S Coleman St E Maple St E Thomas St FIGURE C.9 Bicycle and Pedestrian Map Coburg TSP Coburg, Oregon \\ROSA\PROJ\ODOT\397158COBURGTSP\GIS\MAPFILES\BICYCLEPEDMAP.MXD EDIURBA 1/14/211 12:36:38

100 Shared Use Path - Shared use paths are used by a variety of non-motorized users, including pedestrians, cyclists, skaters, and runners. Shared use paths may be paved or unpaved, and are often wider than an average sidewalk (i.e., 1 14 feet). In rare circumstances where peak traffic is expected to be low, pedestrian traffic is not expected to be more than occasional, good passing opportunities can be provided, and maintenance vehicle loads are not expected to damage pavement, the width may be reduced to as little as 8 feet. Bicycle Boulevards Bicycle boulevards are low-volume and low-speed streets that have been optimized for bicycle travel through treatments such as traffic calming, traffic diversion, bicycle wayfinding signage, pavement markings, and intersection crossing treatments. The treatments are designed to provide cyclist priority, while discouraging non-local motorized traffic from using the roadway. Bicycle boulevards go beyond signed bike routes to create a safe and attractive bicycling environment for cyclists of all ages, abilities, and comfort levels. An example of a bicycle boulevard can be seen in Figure C.1. Figure C.1: Bicycle Boulevard Source: Fundamentals of Bicycle Boulevard Planning and Design, 29

101 EXISTING BICYCLING FACILITIES The following paragraphs describe the bicycling facilities present in Coburg. BIKE LANES / SHOULDER BIKEWAYS Willamette Street is designated and signed as part of the Willamette Valley Scenic Bikeway through the City of Coburg, and the roadway generally has 4-5 foot wide, well-maintained bike lanes or striped shoulders (Figure C.1) that are used for bicycle travel through the City. Even though there are striped bike lanes on Willamette and Van Duyn Streets through Coburg, potential conflicts between bicyclists and auto or truck traffic is high. Figure C.11: Bicyclists on Willamette Street (Part of Willamette Valley Scenic Bikeway) SHARED ROADWAYS / SIGNED SHARED ROADWAYS Most local streets in Coburg are low speed/low volume roadways that could be classified as shared roadways. These streets can accommodate bicyclists of all ages and currently have little need for dedicated bicycle facilities (e.g., bicycle lanes). They generally have low vehicle volumes and low posted speeds. Roadway widths range between 25 and 4 feet with typical street cross-sections including two vehicle travel lanes with parking on both sides. Visibility is often obstructed by parked vehicle. SHARED USE PATH A short shared use path that crosses the McKenzie River is located on an abandoned railroad bridge approximately 45 feet to the south of Coburg s UGB adjacent to Armitage County Park in Eugene. BICYCLE BOULEVARD There are no bicycle boulevard facilities in Coburg. PEDESTRIAN FACILITIES According to the OBPP, pedestrian facilities are defined as any facilities utilized by a pedestrian or persons in wheelchairs. These types of facilities include walkways, traffic signals, crosswalks, curb ramps, and other features such as illumination or benches. The following types of pedestrian facilities are recognized by AASHTO and the OBPP: Figure C.12: Shared Use Path over Abandoned Railroad Bridge near Armitage County Park

102 Sidewalks Sidewalks are located along roadways, are separated from the roadway with a curb and/or planting strip, and have a hard, smooth surface, such as concrete. ODOT standard sidewalk width is 6 feet, with a minimum width of 5 feet acceptable on local streets. Shared Use Paths Shared use paths are used by a variety of non-motorized users, including pedestrians, cyclists, skaters, and runners. Shared use paths may be paved or unpaved, and are often wider than an average sidewalk (i.e feet). In rare circumstances where peak traffic is expected to be low, pedestrian traffic is not expected to be more than occasional, good passing opportunities can be provided, and maintenance vehicle loads are not expected to damage pavement, the width may be reduced to as little as 8 feet. Roadway Shoulders Roadway shoulders often serve as pedestrian routes in many rural Oregon communities. On roadways with low traffic volumes (i.e., less than 3, vehicles per day), roadway shoulders are often adequate for pedestrian travel. These roadways should have shoulders wide enough so that both pedestrians and bicyclists can use them, usually 6 feet or greater. Crosswalks Oregon law defines a crosswalk as the prolongation of a curb, sidewalk or shoulder across an intersection, whether it is marked or not. Outside an intersection, a crosswalk is created with markings on the road. If a pedestrian is in a crosswalk, all drivers on that half of the street are required to yield the right of way to the pedestrians. Examples of different types of crosswalks include unmarked, marked, textured and raised. In addition crosswalks may include illumination, curb extensions or refuge islands to increase their safety. EXISTING PEDESTRIAN FACILITIES The following paragraphs describe the pedestrian facilities present in Coburg. SIDEWALKS Major roads in Coburg that include sidewalks are Pearl Street, West Van Duyn Street, and Willamette Street. A portion of North Coburg Road also has sidewalk on the side adjacent to the elementary school. The only residential roads that include sidewalks are the relatively new Rustic Court, Shane Court, and Sarah Lane. As with bicycles, most pedestrian usage occurs within the street. Since traffic volumes are relatively low on local and collector city streets, the roadway is shared among bicycles, automobiles and pedestrians. Figure C.13: Pedestrians, in the absence of sidewalk, walking along Coburg Industrial Way Figure C.14: Pedestrians, in the absence of sidewalk, walking along North Diamond Street

103 Coburg s planning documents, including the Comprehensive Plan confirms that a significant aethetic and function identity is due in large part to the shared road facilities. There is no sidewalk along southern edge of West Van Duyn Street for children walking between Coburg Elementary and Water Street. If they follow the sidewalk along northern edge, they have to cross West Van Duyn at an unmarked intersection where there is a high volume traffic. This is the only section along West Van Duyn Street and Willamette Street from the Elementary School to Vintage Way that does not have sidewalk facilities on both sides of the roadway. Residents have also expressed difficulty crossing North and South Willamette Street due to only one pedestrian crossing at East Pearl Street. A need for more safe pedestrian connections across Willamette Street has been requested. Transit Analysis BUS Lane Transit District (LTD) is the sole fixed-route, public transit provider operating within Lane County. LTD s service boundaries were originally established in 1971 when the District was formed and includes those communities that participate in paying a business payroll tax, the local funding mechanism used to pay for LTD service operations. LTD has the authority to provide bus service throughout Lane County. This partnership involves the LTD Board, the governing body of the community, and the community residents. Route frequency and locations have developed and changed over the years primarily based on ridership, efforts to maximize the use of available resources, and the ability to meet adopted productivity standards. In small communities like Coburg, service is usually designed as commuter only due to the relatively low volume of riders. The distance between the Coburg and Eugene-Springfield metropolitan area, as well as low population densities, contribute to the higher costs of providing transit service. LTD Route 96 is the only bus route that serves Coburg. It runs weekdays twice during the morning commute and twice during the evening commute. Most residents and employers interviewed for the existing conditions report believed that the current frequency of transit service is adequate for most people who use the service. Others viewed the limited transit service Figure C.15: LTD Route 96 bus stop on South Willamette Street in Coburg Figure C.16: Real-time bus arrival text message information (RouteShout) posted at a bus stop in Coburg

104 inconvenient enough to make transit an unviable or impractical transportation option. LTD is currently testing a new system, Route Shout, at select bus stops that utilizes text messaging on cell phones to alert riders when the next bus is scheduled to arrive. Signs are posted at these bus stops informing riders how to use the system. Included in each text message is an advertisement for a business that is close to the bus stop. The test run for this program over summer 21 was funded through advertisements by Dari Mart. EXPRESS BUS SERVICE When Monaco Coach Corporation, now Navistar was running at full capacity before the recession, LTD ran two express buses in the morning and two in the evening to their facilities. However, due to low ridership, the service has since been discontinued. Roadway Geometry and Conditions This section describes the current roadway network in Coburg. FUNCTIONAL CLASSIFICATION The purpose of classifying streets is to provide a balanced transportation system that provides both mobility for all modes at acceptable levels of service and reasonable access to land uses. The functional classification defines a street s role, context, and design in the overall transportation system and how it is used within the community. In addition, the classification Figure C.17: LTD Route 96 bus stop on South Willamette Street in Coburg defines desirable roadway width, right-of-way needs, access spacing, and pedestrian and bicycle facilities. Coburg streets include: interstate; urban minor arterial; urban collector; rural minor collector; rural major collector; or local. As illustrated in Figure C.18 below, functional classifications balance mobility with access.

105 Highways Arterial Through traffic movement (mobility) Collector Local Access to property Figure C.18: The Balance of Through Traffic Movement versus Access to Property DESIGN STANDARDS The City of Coburg s proposed street design standards are in line with keeping new residential and commercial development compatible with existing residential neighborhoods, Coburg s existing historic character, and small scale commercial. New construction in residential neighborhoods and the central business district require street trees but sidewalks, curbs and gutters are only necessary as-needed. Highway Commercial and Light Industrial Districts require sidewalks, bicycles lanes, curb and gutters, and streets trees so as to improve the appearance of the area and promote a balanced transportation system. The proposed roadway design guidelines for new construction are shown in Table C.2. TABLE C.2 City of Coburg Proposed Street Standards Classification Right-of- Way (feet) Travel Lanes (feet) Bike Lane Street Trees Planter Strip (feet) Sidewalks, Curb and Gutter Residential 6 (may vary) Central Business 6 (may vary) 1-12 Optional Required 6 Optional 1-12 Optional Required 6 Optional Highway Commercial and Light Industrial 6 (may vary) 1-12 Required Required 6 Required Source: 1999 Coburg Transportation System Plan, Table 7, Figures 3 and 4 TRAVEL LANES A summary of the travel lane widths is shown in Table C.3:

106 TABLE C.3 City of Coburg Lane Widths Roadway Lane Width Standard Meets Standard? LTL 1 width Standard Meets Standard? W. Van Duyn St./ Willamette St No Yes Coburg Rd Yes N/A N/A N/A E. Pearl St/Van Duyn Rd No Yes I-5 Ramps ~16 16 Yes N/A N/A N/A Coburg Rd N./Coburg Bottom Yes N/A N/A N/A Loop N. Skinner St Yes N/A N/A N/A S. Coleman St Yes N/A N/A N/A S. Stuart Way ~ Yes N/A N/A N/A Coburg Industrial Way Yes Roberts Rd. ~ Yes N/A N/A N/A Dixon St Yes N/A N/A N/A N/A not applicable or no left turn lane Traffic Analysis This section provides an overview of the existing (21) transportation conditions within the Coburg Transportation System Plan traffic analysis study area. A description of the study area, an inventory of the transportation facilities within the project study area, and an overview of the existing operational and crash analysis results are provided. STUDY AREA DESCRIPTION The traffic study area includes roadways under the jurisdiction of the City of Coburg, Lane County, and the Oregon Department of Transportation (ODOT). The study area extends along Pearl Street from the I-5 interchange ramps to the intersection of Pearl Street & Willamette Street. The 1 Left Turn Lane 2 Per Lane County Code 15.72(5)(b) travel lanes shall be 11 feet wide, except that wider lanes may be required for industrial areas or areas where the truck percentage of ADT is 1% or more within a 12-hour period. Truck percentage of ADT is greater than 1% on E. Pearl St/Van Duyn Rd. between Coburg Industrial Way and I-5 NB Ramps. 3 Per Lane County Code 15.72(14)(b) a turn lane width of 14 feet may be used in industrial or commercial areas and other streets that experience a minimum 1% truck percentage of traffic volume. Where the truck percentage of traffic volume is greater than 15%, a minimum 14 feet center turn lane shall be required. In areas along E. Pearl St. where truck traffic is above 1%, the 14 feet minimum is met.

107 remaining study area extends north to south along Willamette Street, which becomes W Van Duyn Street to the north. Figure 1-1 in Attachment 1 shows the extents of the traffic study area and the location of all study intersections. Eleven intersections are analyzed as part of this study. INVENTORY OF TRANSPORTATION FACILITIES ROADWAYS Several roadways are encompassed by the Coburg Transportation System Plan study area. Table C.4 identifies key characteristics of these study roadways. TABLE C.4 Study Area Roadway Classifications & Characteristics W. Van Duyn St./ Willamette St. Coburg Rd. Roadway Jurisdiction Classification Posted Speed Bike Lanes E. Pearl St/Van Duyn Rd. Parking Lanes Sidewalks Lane County Minor Arterial mph Yes No Partial Lane County Urban/Rural Major Collector 35 mph No No Partial 3 Lane County Minor Arterial Intermittent 35 mph Intermittent No I-5 Ramps Coburg Rd N./Coburg Bottom Loop N. Skinner St. S. Coleman St. S. Stuart Way Coburg Industrial Way Roberts Rd. Dixon St. ODOT Interstate N/A No No No City of Coburg City of Coburg City of Coburg Urban/Rural Major Collector mph No No Intermittent Local Road 25 mph No No No Urban Collector 25 mph No No No City of Coburg Local Road 25 mph No No No City of Coburg/Lane Urban Collector 4 mph No No No County 6 City of Coburg Urban Collector 4 mph No No No City of Coburg Urban Collector (between Willamette Street and Coleman Street)/Local Road 25 mph No No No 5 Daray Street Lane County Local Road 25 mph No No No E. Mill Street Miller Street City of Coburg City of Coburg Urban Collector (between Diamond Street and Miller Street) 25 mph No No No Local Road 25 mph No No No

108 TABLE C.4 Study Area Roadway Classifications & Characteristics Emerald Street McKenzie Street Lincoln Way Delaney Street Maple Street Thomas Street Rustic Court Shane Court Stuart Way Sarah Lane Vintage Way Roadway Jurisdiction Classification Posted Speed Bike Lanes City of Coburg City of Coburg City of Coburg City of Coburg City of Coburg City of Coburg City of Coburg City of Coburg Private City of Coburg City of Coburg Parking Lanes Sidewalks Local Road 25 mph No No No Local Road 25 mph No No No Local Road 25 mph No No No Local Road (Vacated west of Stuart Way) 25 mph No No No Local Road 25 mph No No No Local Road 25 mph No No No Local Road 25 mph No No No Local Road 25 mph No No No Private (Vacated by City) N/A No No No Local Road 25 mph No No No Local Road 25 mph No No No N/A not applicable Notes: 1 Excludes the south side of W. Van Duyn between Willamette St. and Coburg Bottom Loop 2 North Side Only 3 Between Willamette St. and Roberts Rd. 4 Between Willamette St. and slightly east of Coburg Industrial Way 5 North of Coburg Rd., on West Side of Coburg Rd. N. 6 The portion of the Coburg Industrial Way between Pearl and approximately the point where East Van Duyn or Sarah Lane would intersect if they continued is owned by Lane County EXISTING CONDITIONS TRANSPORTATION ANALYSIS METHODOLOGY This section describes the data collected for the traffic analysis task and the methodology employed for the traffic operational and crash analysis. STUDY INTERSECTIONS AND ANALYSIS TIME PERIOD Eleven study intersections are analyzed as part of the Coburg Transportation System Plan Existing Conditions analysis. Two of these intersections are within ODOT jurisdiction since ODOT owns the I- 5 Ramps. The remaining nine intersections are within Lane County jurisdiction, which owns Pearl

109 Street, Willamette St., and Coburg Road and Van Duyn Rd., Coburg Bottom Loop, and North Coburg Rd., and a portion of Coburg Industrial Way. Three-hour PM Peak counts were collected at the study intersections for this study in October of 21. In addition, 24-hour tube counts were collected at five locations on the study corridors during the same time. These counts were taken after Monaco Coach Corporation and Marathon Coach, two manufacturing plants for recreational vehicles and the City s two largest employers, had major layoffs; therefore, the counts reflect the resulting change in traffic. Tube counts were used to identify a PM Peak window to ensure the intersection counts would include the true system peak hour. Based on the counts for all intersections within the study area, a system peak hour of 3:15 4:15 PM was determined and used as the basis for calculating 3 th highest hour traffic volumes. Table C.5 outlines the control type, jurisdiction, and count information for each intersection within the study area. Intersection and 24-hour tube count locations are shown in Figure 1-1 in Attachment 1.

110 TABLE C.5 Coburg Transportation System Plan Traffic Study Intersections ID # Intersection Traffic Control Jurisdiction Count Type 1 W Van Duyn St./Coburg Bottom Loop Rd.-Coburg Rd. TWSC County 3-HR PM Count (3 Vehicle Class) 1 3-HR PM Count 2 N. Willamette St/Van Duyn St.. TWSC County (3 Vehicle Class) 3 N. Willamette St/E. Pearl St. Traffic Signal County 12-HR PM Count (3 Vehicle Class) 4 E. Pearl St./N. Skinner St. TWSC County 5 E Pearl St./Coleman St. TWSC County 6 E. Pearl St./S. Stuart Way TWSC County 7 E. Pearl St./Coburg Industrial Way Traffic Signal County 8 E. Pearl St./Roberts Rd. TWSC County 9 E.Pearl St.-Van Duyn Rd./I-5 SB Ramps TWSC ODOT 3-HR PM Count (3 Vehicle Class) 3-HR PM Count (3 Vehicle Class) 3-HR PM Count (3 Vehicle Class) 12-HR PM Count (3 Vehicle Class) 3-HR PM Count (3 Vehicle Class) 12-HR PM Count (3 Vehicle Class) 1 Van Duyn Rd./I-5 NB Ramps Traffic Signal ODOT 12-HR PM Count (3 Vehicle Class) 11 Coburg Rd./E Dixon St. TWSC County 3-HR PM Count (3 Vehicle Class) Notes: TWSC = Two Way Stop Controlled 1 EBR permitted without stopping. 3 classifications of vehicles included are automobiles, light/medium trucks, and heavy trucks SEASONAL AND GROWTH ADJUSTMENTS ODOT traffic analysis procedures require the 3th highest hour traffic volumes be used for planning, project design, and to calculate volume to capacity (V/C) ratios for intersections and street segments. This represents the 3th highest hour represents the 3th highest recorded traffic volumes during a one-year period. To obtain 3 th highest hour volumes, raw count volumes are adjusted using a seasonal adjustment factor and a growth factor. For the study area, a seasonal adjustment factor was calculated using the 21 ODOT Seasonal Trend Table. The Commuter trend is assumed for Coburg, with a count date of October 12 th. Using this information, a seasonal adjustment factor of 1.4 was calculated and applied to all study intersection movements.

111 Since counts were conducted in 21, no growth factor is required to bring volumes up to their 3 th highest hour values. Figures 2-1 to 2-4 in Attachment 2 show the raw counts, raw counts with system peak hour and 3 th highest volumes for all the study intersections. PERFORMANCE AND MOBILITY STANDARDS State highway mobility standards were developed for the 1999 Oregon Highway Plan (OHP) as a method to gauge reasonable and consistent standards for traffic flow along state highways. These mobility standards consider the classification (e.g., freeway, regional, district) and location (rural, urban) of each state highway. Mobility standards are based on volume to capacity (V/C) ratios. Table C.6 shows the OHP mobility standards for the I-5 ramps. Table C.6 also includes level-of-service standards for Lane County Jurisdiction intersections within the City of Coburg. Although the intersections are within City of Coburg limits, multiple facilities are still owned and maintained by Lane County. Lane County requires that signalized intersections operate with a V/C ratio of less than.85 and a level of service (LOS) of D or better. At unsignalized intersections, the approaches that are required to stop have a standard V/C ratio of.95 and LOS D, and.85 and LOS D for those that do not stop. TRAFFIC ANALYSIS SOFTWARE TOOLS A Synchro 7 traffic operations model was constructed for the study area based on the 3 th highest hour balanced traffic volumes, peak hour factors, truck percentages, existing intersection geometries and traffic control, and field observations. This model was used to assess existing traffic operations within the study area. The Synchro model uses methodologies in the 2 Highway Capacity Manual (HCM) to perform an analysis of signalized and stop-controlled intersections. The results are compared to the appropriate level-of-service and mobility standards to highlight any intersections that do not meet ODOT or County standards today. SimTraffic, a traffic microsimulation software program, was used to estimate vehicle queuing information for intersections. Vehicle queue results are reported for the expected 95th percentile queue length, which means that 95 percent of the time during the peak hour analyzed, the queue length should be less than or equal to the value reported. An average of at least five runs of SimTraffic is used to calculate the 95th percentile queue lengths. INTERSECTION OPERATIONAL & VEHICLE QUEUING ANALYSIS LOS, V/C, and 95 th percentile queue length were developed from the existing conditions Synchro and SimTraffic simulation models for the eleven study area intersections. This analysis was conducted using 21 balanced, 3 th highest hour volumes. OPERATIONAL ANALYSIS RESULTS A Synchro model prepared for the study area was used to analyze operations at study intersections. Volumes used in the model are adjusted using ODOT prescribed methods of analysis.

112 Table C.6 shows the results of the existing conditions intersection operational analysis. Figure 2-4 of Attachment 2 provides the volumes, channelization, applicable mobility standards found, and operational analysis results for all of the study area intersections. For signalized intersections, the overall intersection results are reported. For unsignalized intersections, the movement with the worst operating performance on both the major and minor approaches is reported. Attachment 3 provides the Synchro HCM and SimTraffic delay reports for the study intersections. The intersection of N. Willamette Street/Van Duyn Street represents a unique configuration. This intersection has four legs, only three of the approaches are stop controlled [southbound (SB), eastbound (EB), and westbound (WB)]. In addition to this, the eastbound right (EBR) movement is signed as permitted without stopping. Synchro is unable to evaluate non-standard configurations such as this using the HCM analysis. Therefore, this intersection is evaluated using average vehicle delay calculated from the average of five SimTraffic runs. To represent the EBR free movement, the EB approach was analyzed as an entirely free approach. This is a reasonable way to model this scenario because the eastbound left (EBL) and EB volumes are zero, meaning the traffic control in the model only applies to those vehicles making an EBR. Intersection V/C ratios greater than the mobility standards indicate areas of congestion and longerthan-acceptable vehicle delay. Intersection V/C ratios lower than the mobility standard indicate intersections operate at acceptable levels of mobility. As shown in Table C.6, all of the study intersections except two (E. Pearl St./Coburg Industrial Way and E. Pearl Street/Roberts Road) meet or are below and better than the applicable standards. At E. Pearl St. /Coburg Industrial Way, the minor approaches are failing. The primary street volumes at this intersection are high due to the traffic traveling between I-5 and Coburg Industrial Way. The side street volumes are not large on Roberts Road, but since the intersection is a two-way stop with E. Pearl St. /Coburg Industrial way, the vehicles have a difficult time turning onto, or getting across Pearl Street, thus making those movements fail.

113 TABLE C.6 COBURG TRANSPORTATION SYSTEM PLAN EXISTING CONDITIONS OPERATIONAL RESULTS 1 ID Intersection Control Type W Van Duyn St./Coburg Bottom Loop Rd.-Coburg Rd. TWSC 2 N. Willamette St/Van Duyn St. TWSC 3 N. Willamette St/E. Pearl St. Traffic Signal 4 E. Pearl St./N. Skinner St. TWSC 5 E Pearl St./Coleman St. TWSC 6 E. Pearl St./S. Stuart Way TWSC 7 E. Pearl St./Coburg Industrial Way Traffic Signal 8 E. Pearl St./Roberts Rd. TWSC 9 E.Pearl St.-Van Duyn Rd./I-5 SB Ramps Mobility Standard 1.85(.95) (D).85(.95) (D).85 (D).85(.95) (D).85(.95) (D).85(.95) (D).85 (D).85(.95) (D) TWSC.8(.8) 1 Van Duyn Rd./I-5 NB Ramps Traffic Signal.8 11 Coburg Rd./E Dixon St. TWSC.85(.95) (D) Operational Results 1.4(.31) (C) 1 Avg. Vehicle Delay (s) 22.4 (A) (B).1(.9) (C).1(.7) (B).14(.9) (B) 1.2 (F).6(.71) (F).61(.18) (B).45 (F).1(.8) (C) Notes: 1 Applicable mobility and operational values are shown for each study intersections. Major (Minor) Approach V/C ratios are typically displayed on the top line, with LOS results below. -The I-5 NB and SB Ramps are classified National Highway System, Freight Route, and Truck Routes in the Oregon Highway Plan. -Existing Mobility Source: Adopted Oregon Highway Plan as Amended in July 26 (Table 6) -Lane County Mobility Standards are based on the Lane County Code. -All study intersections are inside the Central Lane MPO. -TWSC Two Way Stop Controlled - The intersection configuration of W. Van Duyn/Coburg Bottom Loop does not allow for HCM analysis. The LOS value is computed using an average of five simulation runs in SimTraffic VEHICLE QUEUING ANALYSIS RESULTS Vehicle queuing results are estimated using a SimTraffic model developed for the study area. The model was initially developed using simulation parameter adjustments outlined in the ODOT Analysis and Procedures Manual (APM). However, when the simulation was run, the queuing estimates did not correspond with field conditions observed during several site visits to Coburg. In particular, large queues were predicted on Coburg Industrial Way (SB 95 th percentile queue of 1,93 feet) and the I-5 NB Ramp (NB 9 th percentile queue of 3,194 feet) where little to no queue was observed in the field. The simulation parameters outlined in the APM are designed to adjust

114 SimTraffic models so they better estimate queuing for Oregon conditions. The APM recommended parameters produced results that differed significantly from observed conditions; therefore, parameters were changed back to Synchro model defaults, without the use of parameter adjustments (Table C.7). The use of APM simulation parameter adjustments will be reexamined for the future conditions analysis, and if appropriate, will be used. Vehicle queues and available storage are shown in Table 7. Two intersections within the study area experience vehicle queue lengths that exceed existing available storage. These intersections include: - Intersection 3: N. Willamette St./E. Pearl St., Westbound Approach - Intersection 1: Van Duyn Rd./I-5 NB Ramps, NB Off-Ramp The queue at N. Willamette St. /E. Pearl St. exceeds the available storage by approximately one car length. The queuing results below represent the 95 th percentile queues, so it is likely that under most scenarios adequate storage will be available at this intersection. However, extending the westbound right turn lane pocked would eliminate the issue. The NB approach at the Van Duyn Rd. /I-5 NB Ramp queues an additional 5 feet past available storage, which backs up onto the I-5 mainline. Based on the Synchro results, the analysis files indicate that the EB and WB approaches have very low v/c ratios, while the NB approach experiences a high v/c ratio based on existing signal timings. Reallocation of green time at this location may provide some benefit to the NB approach and reduce the queues estimated by the analysis software. Attachment 4 provides detailed queuing reports for the study area intersections. TABLE C.7 Coburg Transportation System Plan - 21 Existing Conditions 95th Percentile Queues ID Intersection Method Approach Lane Group 1 W Van Duyn St./Coburg Bottom Loop Rd.-Coburg Rd. 2 N. Willamette St/Van Duyn St. 3 N. Willamette St/E. Pearl St. 4 E. Pearl St./N. Skinner St. 95% Queue SimTraffic 95% Queue SimTraffic 95% Queue SimTraffic 95% Queue Existing Storage (feet) Queue Length (feet) Eastbound Left/Thru/Right - 2 Westbound Left/Thru/Right - 6 Northbound Left/Thru/Right - 5 Southbound Left/Thru/Right - 55 Eastbound Left/Thru/Right 34 Westbound Left/Thru/Right 32 2 Northbound Left/Thru/Right - Southbound Left/Thru/Right 35 3 Eastbound Left/Thru/Right Driveway 2 Westbound Left/Thru Right 85 1 Northbound Left/Thru/Right Southbound Left Thru/Right 3 95 Eastbound Left/Thru/Right - 1 Westbound Left/Thru/Right - 15

115 TABLE C.7 Coburg Transportation System Plan - 21 Existing Conditions 95th Percentile Queues ID Intersection Method Approach Lane Group Existing Storage (feet) Queue Length (feet) SimTraffic Northbound Left/Thru/Right E Pearl St./Coleman St. 6 E. Pearl St./S. Stuart Way 7 E. Pearl St./Coburg Industrial Way 95% Queue SimTraffic 95% Queue SimTraffic 95% Queue SimTraffic Southbound Left/Thru/Right Eastbound Left/Thru/Right - 2 Westbound Left/Thru/Right - 15 Northbound Left/Thru/Right Southbound Left/Thru/Right 18 3 Eastbound Thru - Thru/Right 27 Westbound Left 16 2 Thru - Northbound Left/Right - 85 Left Eastbound Thru Thru/Right - 55 Left Westbound Thru Thru/Right 34 9 Northbound Left/Thru/Right Driveway 75 Southbound Left Left/Thru/Right E. Pearl St./Roberts Rd. 9 E.Pearl St.-Van Duyn Rd./I-5 SB Ramps 1 Van Duyn Rd./I-5 NB Ramps 11 Coburg Rd./E Dixon St. 95% Queue SimTraffic 95% Queue SimTraffic 95% Queue SimTraffic 95% Queue SimTraffic Eastbound Left/Thru/Right 3 5 Westbound Left/Thru/Right Northbound Left/Right - 65 Eastbound Thru/Right Westbound Left/Thru Southbound Left/Right Eastbound Left/Thru Westbound Thru/Right - 9 Northbound Left/Thru/Right Eastbound Left/Thru/Right Driveway 25 Westbound Left/Thru/Right 3 35 Northbound Left/Thru/Right - 15 Southbound Left/Thru/Right - 25 Notes: 95th Percentile queues calculated using an average of five, one hour SimTraffic runs Queue lengths rounded up to the nearest five feet Movements in black highlight indicate a vehicle queue length that exceeds the available storage length - indicates existing storage exceeds 1, feet.

116 CRASH ANALYSIS Vehicle crash data for the eleven study area intersections and major corridors was analyzed for the years 25 through 29. The crash data was analyzed to identify safety deficiencies within the study area. The crash reports are available in Attachment 5. CORRIDOR CRASH RATES Crash rates, expressed in crashes per million vehicle-miles traveled (MVMT), qualify the number of crashes recorded on a given corridor based on its exposure rate (expressed in ADT). The two corridors listed below were analyzed as part of the Coburg Transportation System Plan Study. The corridors are separated into segments based on environmental characteristics, and are described in Table C.8. TABLE C.8 Coburg Crash Analysis Corridors Segment Boundaries Segment Segment Roadway Segment Begin Location Segment End Location No. 1 Coburg Road (North)/W Van Duyn Street/Willamette Street 25 ft west of Coburg Bottom Loop 2 E Pearl Street Intersection of E Pearl and Willamette Street 25 ft south of Vintage Way 5 ft east of I-5 NB Ramps Table C.9 provides a summary of the segment crash analysis results. When compared to the ODOT state average for facilities with similar functional classifications (urban arterials), the 5-year segment crash rate for the studied corridors is below the 5-year state average. Also, the five year frequency of crashes is relatively low for both facilities and there are no recorded fatalities. Neither of these segments will require additional safety investigation.

117 TABLE C.9 Coburg Transportation System Plan Segment Crash Rates (25-29 data) Segment No. 1 Roadway Coburg Road/W Van Duyn Street/Willamette Street Length (miles) Average ADT 1 Total Number of Crashes 2 5-year State Average Crash Rate 3 5-year Segment Average * E Pearl Street * 1.81 Notes: 1 Average ADT is calculated by averaging 24-hour tube counts collect as part of the Coburg TSP study effort. These represent 21, raw volumes. 2 Total number of crashes over 5-year period 3 Crashes per million vehicle miles *Five-Year state average is calculated by averaging the ODOT Highway Crash Rates for Urban Hwy. System, Minor Arterials. Fifty percent of the crashes (for a total of 6 crashes) on Segment 1 are fixed-object collisions. When delving into what types of fixed objects are struck, the crash data shows that two of these crashes hit a curb, one hit an unknown object, and three hit either a ditch embankment or cut slope. In addition, three of these crashes experienced overturned vehicles after the first harmful event, which can indicate speeding issues. This is further supported by coding that indicate contributing factors of excessive speeds, improper driving, and driver fatigue. None of them involved drugs or alcohol. The next most common crash type is sideswipe-overtaking, which accounts for seventeen percent of the crashes, or two collisions. One of these crashes occurred during rainy and wet pavement conditions. Both are considered to be caused by lack of yielding right-of-way. There is one recorded injury crash (a fixed object collision) and eleven property damage only crashes. Segment 2 has a total of 15 crashes. Sixty percent of these crashes (nine collisions) are turning related. This type of crash occurs when two vehicles on parallel courses collide when one vehicle turns in front of the other (as opposed to an angle collision where vehicles collide on perpendicular courses), and usually occurs at intersections or driveways. One of these occurred during raining and wet pavement conditions. Another occurred during snowing conditions with icy pavement surface. Contributing causes to these crashes include not yielding the right-of-way, improper turning, inattention, speed too fast for conditions (but not exceeding the speed limit), and improper overtaking. Four of these crashes involved heavy vehicles. The second most common crash type is rear-end, which experiences 3 collisions. Two of these are coded as having a speed too fast for the conditions without exceeding the posted speed limit, and one is coded as following too closely. There are two recorded injury collisions on this segment (one rear-end and one turning), and thirteen property damage only crashes.

118 INTERSECTION CRASH RATES Intersection crash rates were evaluated for all eleven study area intersections. Intersection crash rates are measured in number of crashes per million annual vehicles entering into an intersection. Table C.1 provides a summary of the intersection crash analysis.

119 TABLE C.1 Coburg Transportation System Plan Intersection Crash Rates (25-29) 1 Intersection W Van Duyn St./Coburg Bottom Loop Rd.-Coburg Rd. Fatal Severity of Crash Injury Property Damage Total Crashes Crash Rate^ N. Willamette St/Van Duyn St N. Willamette St/E. Pearl St E. Pearl St./N. Skinner St. No Crashes Recorded 5 E Pearl St./Coleman St E. Pearl St./S. Stuart Way E. Pearl St./Coburg Industrial Way E. Pearl St./Roberts Rd E.Pearl St.-Van Duyn Rd./I-5 SB Ramps Van Duyn Rd./I-5 NB Ramps Coburg Rd./E Dixon St. No Crashes Recorded Notes: Crash rate is based on number of accidents and ADT at the intersection. ADT is calculated using 21 raw intersection peak hour volumes, and the assumption that the peak hour represents ten percent of ADT volumes. ^Crash rates are measured in total crashes per million vehicles entering into the intersection The range of intersection crash rates for the study area is.6 to.48. As a rule of thumb, intersection crash rates exceeding 1. are sometimes recommended for further safety investigation. All study intersections have crash rates well below 1., and therefore there is no indication of safety deficiencies based on the reported crashes. The intersections were also evaluated for trends, despite the low crash rates. The intersection of W Van Duyn St. /Coburg Bottom Loop Rd.-Coburg Rd. has five crashes coded to it; four of these are fixed object collisions. One of these involved collision with a pole, two collided with a cut slope or ditch embankment, and one with an unknown object. Two of the five collisions involved alcohol. Contributing factors cited included speed too fast for conditions (but not exceeding speed limit, improper driving, driving drowsy/fatigued, and driving on the wrong side of the road. At the intersection of N. Willamette St/Van Duyn St., two of the four collisions are coded as sideswipe-overtaking, which may be related to the unconventional intersection configuration. Another crash is coded as a turning movement crash, and one more as a backing collision. The back collision may be related to the close proximity of the church parking lot on the north east corner of the intersection.

120 The intersection of E. Pearl St. /Coburg Industrial Way has nine recorded crashes over the five year period. Five of these collisions are coded as turning movement crashes, two as sideswipeovertaking, and two as rear-end collisions. None of these crashes involved heavy vehicles. Two of the turning movement collisions occurred on wet pavement surface, and one on icy pavement surface. The majority of the turning movement crashes are coded to have improper turning as their contributing factor, followed by not yielding right-of-way. The intersection of E. Pearl St. /Roberts Rd. experienced two turning movement collisions and one rear-end collision. Two of these crashes indicate that excessive speed may have been a factor. The intersection of E.Pearl St.-Van Duyn Rd./I-5 SB Ramps experienced two rear-end collisions, two turning movement collisions, and one fixed object collision (impact with the guardrail). The turning movement collision was said to be caused by improper overtaking. Three of these collisions involved heavy vehicles. Both collisions recorded at the intersection of Van Duyn Rd. /I-5 NB Ramps are turning movement collisions. One is coded as speed too fast for conditions but not exceeding the posted speed, and one as making an improper turn. One of these involved a truck. TRAFFIC AND CRASH ANALYSIS SUMMARY Two of the eleven study intersections fail to meet applicable mobility standards. These locations include: - E. Pearl St./Coburg Industrial Way - E. Pearl St. /Roberts Rd. At E. Pearl St. /Coburg Industrial Way, the minor approaches are failing. The primary street volumes at this intersection are high due to the traffic traveling between I-5 and Coburg Industrial Way. The side street volumes are not large on Roberts Road, but since the intersection is a two-way stop with E. Pearl St. /Coburg Industrial way, the vehicles have a difficult time turning onto, or getting across Pearl Street, thus making those movements fail. Two study intersections experience queues that exceed available storage. These include: - N. Willamette St. /E. Pearl St. - Van Duyn Rd./I-5 NB Ramps The intersection of N. Willamette St. /E. Pearl St. exceeds available storage by less than one car length. This is unlikely to have large impacts on operations, but could be resolved by increasing the WBR turn pocket storage length slightly. The intersection of Van Duyn Rd. /I-5 NB Ramps experiences larger queues on the NB Off-Ramp, which may spill back onto the I-5 mainline. Reallocation of green time at this location may provide some benefit to the NB approach and reduce the queues estimated by Synchro. The segment and intersection crash rates do not indicate any over-representations of crashes within the study area. However a few trends have appeared. While the crash numbers are low, overall themes of collisions with heavy vehicles, collisions with fixed objects, turning movement collisions, and collisions resulting from excessive speed are reoccurring throughout the study area. It may be helpful to conduct a roadside inventory and investigation into commonly hit roadside objects. Another possible suggestion would be to investigate whether the intersections in Coburg are equipped to handle the turning radii of truck movements. In addition, a speed study may indicate

121 whether the cases with excessive speed are far and in between, or whether excessive speed may be occurring more often than shown in collision history. Water and Pipeline There are no navigable waterways within the Coburg UGB. The confluence of the McKenzie and Willamette Rivers lies approximately two miles southwest. Northwest Pipeline Company operates a major regional natural gas transmission line between Portland and Eugene, which passes through the Coburg UGB. The gas is distributed in the Coburg area by Northwest Natural Gas Company. The six-inch, high pressure main interconnects storage facilities in the state as well as interstate sources. Kinder Morgan Energy Partners operates Pacific Pipeline, a petroleum pipeline within the west end city limits of Coburg. Coburg is one of the last Oregon cities in the 1, population range that does not have a municipal sewer system. Constructing a wastewater facility has been one of the city s highest priorities. During the update of the TSP, the wastewater facility will be constructed. The facility itself will be north of the city s UGB, south of Wilkins Road and west of I-5 in Lane County. The planned sewer pipe collection system would be constructed within the right-of-way of the following streets: Coburg Industrial Way, on Pearl Street to Stuart Way, Stuart Way, Roberts Road, Delany Street, N. and S. Skinner Street, N and E. Miller Street, N. and S. Coleman St., N. Harrison, E. Mill St., E. McKenzie St., E. Lincoln St., E. and W. Dixon St. E. Maple St., E. Thompson St., E. and W. Van Duyn, Sarah Lane, Shane Ct., Rustic Ct., N. Willamette St., Austin St., Abbey Rd., Christian Way, and Vintage Way. Rail Coburg has no freight or passenger rail activity at this time. The Southern Pacific Railroad formerly owned a right-of-way that ran roughly northwest-southeast, diagonally bisecting the city. Several sections of the right-of-way have been reclaimed for other uses and purchased by private property owners. The Eugene Station, less than 1 miles from Coburg, provides the nearest passenger rail service, with Amtrak routes running north on the Valley Main Line and south on the Cascade Main Line. These lines account for significant passenger activity due to Amtrak s Coast Starlight train, which has stops in Seattle, Portland, Salem, Albany, and Eugene, as well as connections to Chemult, Klamath Falls, and points south all the way to Los Angeles. In 1992, 45,742 passengers got on or off at the Eugene Station. Air There is currently no direct air service for goods, passengers and services within the Coburg UGB. Air services for passengers and freight is available at the Eugene Airport, located approximately seven miles west of the study area. This airport provides regularly schedules service to national destinations with connections to nearby international airports in Portland, San Francisco, and other cities.

122 Summary of Existing Conditions and Deficiencies The following summarizes existing conditions and deficiencies identified within the existing transportation network in Coburg. DEMOGRAPHIC DATA As of the 2 US Decennial Census (2 Census), total population within Coburg was 969 persons, and the State s Census office estimates update that number to 1,85 persons as of July 29. Compared to Lane County, Coburg has a lower percentage of people 65 years or older, a lower rate of physically disabled persons, a lower rate of languages other than English spoken at home, a lower percentage of the population earning below the poverty rate, and a lower percentage of minority population. MODE SPLIT US Census (2) data show mean travel time to work was 19.9 minutes for Coburg residents, the same as the Lane County mean. US Census (2) data also show that 8 percent of workers drove alone to work, 1 percent carpooled, four percent walked to work,.6 percent bike to work, and six percent work from home. No Coburg residents reported using transit to get to work. BICYCLE AND PEDESTRIAN FACILITIES Bicycle lanes and wide shoulders are striped on Willamette Street, which is designated and signed as part of the Willamette Valley Scenic Bikeway. Van Duyn Street also has striped bike lanes. Bike lanes are well maintained, but potential conflict still exists between adjacent traffic and bicyclists. No crashes between bicycles and autos have been reported within the last five years. Most local streets within Coburg are low speed and low volume which can accommodate bicyclists of all ages and experience. Sidewalks exist on major roadways in Coburg, such as Pearl Street, West Van Duyn Street, and Willamette Street. A portion of North Coburg Road also has sidewalk on the side adjacent to the elementary school. Coburg Historic District nomination packed asserts that the City s identity is due in large part to the lack of sidewalks and the community does not want to see sidewalks developed. Residents enjoy walking on low traffic, low speed local streets, and in newer development, bioswales are used to provide drainage. At the intersection of Coburg Road, West Van Duyn Street, and Coburg Bottom Loop Road, children walking to and from the adjacent Coburg Elementary must cross the high-speed and high-volume intersection where there is no stop sign on West Van Duyn and no crossing guards. Vehicle sight distance westbound on West Van Duyn, leading to the laddered crosswalk is short. The laddered crosswalk may give children a false sense of how visible they are to oncoming traffic. Residents have expressed difficulty crossing North and South Willamette Street due to only one pedestrian crossing at East Pearl Street. Residents expressed a need for more safe pedestrian connections across Willamette Street. TRANSIT Lane Transit District operates one fixed-route bus within Coburg, designed to accommodate commuter traffic due to the relatively low number of riders. Service is provided twice during

123 weekday mornings and twice during weekday evenings. Community input thus far does not indicate a desire for more transit service. Express bus service was provided to both Monaco and Marathon Coach; however, demand for service sharply fell after layoffs with both companies. The TSP planning process is engaging LTD to develop plans for future transit service as demand increases. TRAFFIC AND CRASH ANALYSIS Eleven study intersections are analyzed as part of the Coburg Transportation System Plan. Based on traffic counts taken for the project, the system peak hour is 3:15 to 4:15 PM, which is a more typical peak hour for trucks and reflects the high percentage of trucks that travel through Coburg. During the peak hour, two study intersections showed operational results that were worse than applicable mobility standards: E. Pearl St. /Coburg Industrial Way and E. Pearl Street/ Roberts Road. At these intersections, based on modeling results, drivers experience delays longer than the standard. Two intersections within Coburg experience traffic queue lengths that exceed existing available storage: - N. Willamette St. /E. Pearl St. - Van Duyn Rd./I-5 NB Ramps All roadway segments and intersections have crash rates well below statewide averages for similar facilities and crash rates considered worthy of further study. Even though crash rates didn t exceed any statewide averages, crash data were evaluated to determine any overall trends. The intersection of West Van Duyn Street/ Coburg Bottom Loop Road-Coburg Road has had five crashes (25-29), four with a fixed object. Two of the five collisions involved alcohol and contributed factors cited for the crashes included speed too fast for conditions (but not above the speed limit), improper driving, and driving on the wrong side of the road. The crash data history corresponds to reports from police and fire personnel and stakeholders interviewed, who state the light pole located on the north side of the intersection is hit approximately three times per year. They report the vast majority of crashes involve a vehicle traveling north on Willamette Street as they head out of town and increase speed. Residents reported the volume of truck traffic through downtown on North Willamette Street, West Van Duyn Street, and East Pearl is very high and out of character with Coburg, a small, historic town. Residents state negative effects are noise, street debris, potential crashes, and difficulty crossing streets on foot. Stakeholders interviewed express a desire for a truck bypass route connecting South Willamette Street with Roberts Road in order to alleviate truck traffic through downtown Coburg. An additional bypass could connect North Coburg Road with Coburg Industrial Way. However, personnel from gravel pits to the south state they would continue to use a more nearby connection using North Willamette and East Pearl because it would be closer than a bypass north of Coburg, and employers on Coburg Industrial Way report they like the current dead-end of Coburg Industrial Way because it seems more secure. West Van Duyn Street between Coburg Bottom Loop Road and Water Street is the only access to Coburg from the north, where the fire and police department are. Alternate access for emergency services is needed.

124 Introduction: Future Conditions This section of Appendix C describes future (23) traffic conditions in the City of Coburg, identifies those locations where improvements will be necessary to serve expected future growth, and describes the travel demand forecasting process, key assumptions about land use and anticipated roadway improvements, and analysis of future no build and high build traffic conditions. Transportation needs and deficiencies were identified and solutions proposed, for bicycle and pedestrian modes as well. Finally, proposed solutions were evaluated based on TSP goals. LCOG Travel Demand Model The Lane Council of Governments (LCOG) traffic model was used to model future traffic conditions in Coburg. Two different land use scenarios were analyzed to assess future-year 23 traffic conditions in Coburg: Scenario 1, No Build : This scenario assumes no transportation improvements beyond those projects that are currently underway or programmed in the city s Transportation Improvement Program. Transit service is assumed to be the same as in 211. This scenario also includes planned transportation improvements in Springfield, but no improvements in Eugene 1. Finally, this scenario assumes no employment expansion in commercial or industrial areas beyond the 211 UGB, but does assume residential expansion in the recommended UGB-expansion areas detailed in the Coburg Urbanization Study 2. 3,363 people are assumed to reside in Coburg, per Lane County s population forecasts. 3 Scenario 2, High Build : This scenario includes improvement projects identified in the Transportation Needs technical memorandum, as well as a new east-west collector street connecting Coburg Road west of Stalling Street to Coburg Industrial Way, approximately ¼ mile north of Van Duyn Street. The speed limit on this collector was modeled at 35 MPH. Transportation system improvements in Springfield and Eugene, as well as employment and residential land use assumptions are the same as in Scenario 1. Like the No Build scenario, the High Build assumes a relatively high rate of employment and residential development over the planning period. 3,363 people are assumed to reside in Coburg, per Lane County s population forecasts. Model results are included in Attachment 6 to this appendix. ASSUMED TRANSPORTATION PROJECTS FOR THE NO BUILD SCENARIO For the No Build scenario, only those projects currently underway or programmed in the City s Transportation and/or Capital Improvement Program were included. The Coburg interchange project currently underway will make significant improvements to the interstate highway interchange per the recommended alternative in the Coburg Interchange Area Management Plan (IAMP). These improvements include realigning the local road network west of the interchange, improving Pearl Street from the ramps to Coburg Industrial Way and implementing access control and spacing standards. This project is expected to be completed in 213. ASSUMED TRANSPORTATION PROJECTS FOR HIGH BUILD SCENARIO The High Build scenario included improvements to the interchange described above, as well as several other improvement projects identified as part of this TSP update. These projects include: - Re-alignment of the Van Duyn St. Willamette St. intersection, including intersection controls. The intersection was modeled with a four-way stop at this intersection. 1 Eugene is currently developing projects for its own TSP; as such, no improvements were built into the model scenario 2 Map 25 of the Coburg Urbanization Study 3 This population estimate differs significantly from the 225 Coburg Comprehensive Plan population estimate of 1,819.

125 - Non-motorized improvements at the intersection of Coburg Rd and Van Duyn St. This project was included in the model, but had almost no effect on vehicle traffic operations at the intersection. - Full build-out of the Coburg Loop Path. This project had minimal effect on travel demand in the model. - New east-west collector street, approximately ¼ mile north of Van Duyn St. This new street was modeled to intersect with Coburg Road west of Stallings Lane and intersect Coburg Industrial Way at its east end. Future Traffic Operations Coburg does not have adopted mobility standards for its roads. Mobility standards are based on roadway and intersection volume-tocapacity ratios (v/c) and corresponding level of service (LOS). LOS is ranked from A to F, with A signifying free-flowing traffic conditions and F signifying stop-and-go traffic or severe congestion. Lane County has adopted mobility standards for county-owned roads within urban areas: - County roads, speed less than 45 MPH: LOS D, v/c.85 - Intersections: Major approaches v/c.85, minor approaches v/c.95. All major intersections (Table C.11) within Coburg are owned by Lane County, and these mobility standards therefore apply. TABLE C.11 Major Intersections W Van Duyn St./Coburg Bottom Loop Rd.-Coburg Rd. N. Willamette St/Van Duyn St.. N. Willamette St/E. Pearl St. E. Pearl St./N. Skinner St. E Pearl St./Coleman St. E. Pearl St./S. Stuart Way E. Pearl St./Coburg Industrial Way E. Pearl St./Roberts Rd. E.Pearl St.-Van Duyn Rd./I-5 SB Ramps Van Duyn Rd./I-5 NB Ramps Coburg Rd./E Dixon St. 23 NO BUILD SCENARIO In 211, two intersections operated at a level of service below adopted Lane County standards: Pearl Street and Coburg Industrial Way, and Pearl Street and Roberts Road. The latter intersection currently operates poorly because of the significant delay experienced by drivers turning onto Pearl from Roberts Road. Improvements currently underway by ODOT, which include re-aligning Roberts Road to intersect at a four-way intersection with Coburg Industrial Way, are forecast to resolve these operational deficiencies. Peak-hour traffic volumes at the realigned intersection are forecast to be similar to modeled volumes forecasted in 27 as part of the IAMP. Leftturn volumes from Coburg Industrial Way to eastbound Pearl Street are anticipated to be significantly less than was forecast by the IAMP in part due to the closure of major employers on Industrial Way. Traffic operations at the intersection of Willamette St. and Pearl St. are anticipated to deteriorate under this scenario. A modest increase in traffic is expected on Dixon and Coleman streets. This cut through traffic is anticipated due to mild congestion at the Willamette-Pearl Street intersection during the peak hour. These streets are currently designated collectors, but function as local streets. Though Coburg does not have adopted mobility standards, all Coburg-owned facilities are forecast to operate within Lane County mobility standards. Model results show that portions of northbound Willamette Street, westbound Van Duyn Street and eastbound Pearl Street near I-5 will operate at v/c ratios in excess of Lane County s adopted mobility standard of.85 under the No Build scenario. 23 HIGH BUILD SCENARIO The intersection of Coburg Industrial Way and re-aligned Roberts Road would operate with traffic volumes similar to that in the No Build scenario, but a significant increase in vehicle traffic turning right from Pearl Street onto northbound Coburg Industrial Way is expected due to the East West Collector project. The East-West Collector project is expected to carry significant east and westbound traffic that would otherwise use Van Duyn, Willamette and Pearl Streets. This project would take significant pressure off the intersection of Willamette and Pearl Streets as compared to the No Build scenario.

126 Coleman Street and Dixon Street, both designated Collectors currently, are anticipated to carry significant cut through traffic (1,5 2, cars each direction daily) from drivers avoiding the intersection of Willamette and Pearl Street. Coleman Street and Dixon Street are not currently constructed to Collector standards. If these streets are not upgraded, much of this traffic can b e expected to continue westbound on Pearl and northbound on Willamette, significantly increasing pressure on the Pearl-Willamette Street intersection. As with the No Build scenario modest increase in traffic is expected on Dixon and Coleman streets. This cut through traffic is anticipated due to mild congestion at the Willamette-Pearl Street intersection during the peak hour. These streets are currently designated collectors, but function as local streets. Willamette Street, from the south city limits north to Mill Street is expected to operate at a level of service below Lane County standards during the peak hour. Some congestion is also expected at the eastern end of Pearl Street on the approach to the southbound interstate on-ramp. 4 All Coburg-owned facilities are forecast to operate within Lane County mobility standards under the High Build scenario. Deficiencies and Needs Numbered projects in the following section are shown on Figure C.19 below. Projects that are city-wide in nature are not identified on Figure C.19. OPERATIONAL DEFICIENCIES All Coburg-owned facilities are forecast to meet Lane County mobility standards in both the No Build and High Build scenarios. The intersection of Willamette and Pearl Streets, owned by Lane County, is anticipated to not meet mobility standards during the peak hour under the No Build scenario. However, the existing intersection configuration, proximity of buildings and anticipated high construction costs preclude major physical improvements at the intersection, without substantial impacts. Overall, minimal traffic operations deficiencies are anticipated under both the No Build and High Build scenarios. CHANNELIZATION AT INTERSECTION OF PEARL AND COLEMAN STREETS In the High Build scenario, turning traffic volumes on Coleman and Dixon Streets will likely warrant improved channelization at the intersections of Coleman and Pearl Streets. A left turn pocket accommodating a queue length of approximately four cars on Pearl Street would prevent westbound traffic on Pearl from backing up during the peak hour (4:3 5:3 PM). The need for this project is highly dependent on future traffic volumes and construction would only be warranted if traffic conditions occur as predicted under the High Build scenario. This project is also located entirely within Pearl Street, a Lane County facility. INTERSECTION CONTROLS AT DIXON AND WILLAMETTE STREET In the High Build scenario, turning traffic volumes at the intersection of Dixon and Willamette Streets are forecast to warrant a traffic signal. As with Project #1 above, the need for this project is highly dependent on future traffic volumes and construction would only be warranted if traffic conditions occur as predicted under the High Build scenario. This project is also located on Willamette Street, a Lane County facility PEDESTRIAN AND BICYCLE DEFICIENCIES & SOLUTIONS Coburg presently has few bicycle facilities. Willamette Street and portions of Van Duyn and Pearl Streets all have bike lanes, but there are no other dedicated bicycle facilities in Coburg. Willamette and Van Duyn Streets are part of the Willamette Valley Scenic Bikeway. Coburg also has few sidewalks or other dedicated pedestrian facilities 4 The Coburg IAMP Future Build Scenario expects traffic to operate within LOS standards; the IAMP assumed higher vehicle capacity at the interchange.

127 except along major streets like Pearl and Willamette. Coburg desires to maintain the rural look and feel of its city streets by accommodating pedestrians through non-sidewalk solutions. The following bicycle and pedestrian needs have been identified by the community. Potential solutions are described for each problem/need. Figure C.19: Coburg TSP

128 INTERSECTION OF VAN DUYN STREET, COBURG BOTTOM LOOP ROAD AND COBURG ROAD This intersection, in the northwest of Coburg, has the potential for conflicts between pedestrians, bicyclists and vehicle traffic. Van Duyn street and North Coburg Road are part of the Willamette Valley Scenic Bikeway and is a consequently a popular biking route. The intersection is adjacent to a school and fire station, further increasing safety concerns at this location. Van Duyn to North Coburg Road is also an important freight route. Finally, this intersection will experience significantly more pedestrian and bicycle traffic in the future when the planned Coburg Loop off-road path connects here. Solutions: - Reconstruct the intersection with new curbs, curb ramps, and median pedestrian refuge islands. A pedestrian-activated rapid flashing warning beacon and raised durable pavement markings could be installed to alert drivers of the potential for pedestrians to be present at the intersection (Figure C.2). - A Welcome to Coburg or similar gateway sign would indicate to drivers that they are entering the city, increasing driver awareness at this intersection. - Intersection curb radii (or the sharpness of the intersection corners) are very large in order to accommodate turning truck traffic. Reconstructing the curbs with smaller radii would slow turning vehicles and decrease the crossing distance for pedestrians at this intersection. As this intersection experiences heavy truck traffic, the feasibility of reducing curb radii would need to be carefully evaluated. - Striping can be used to visually narrow each leg of the intersection, slowing drivers and increasing their awareness at the intersection. This option is likely the least effective solution for improving safety at the intersection, but is also the least costly option. Figure C.2: Potential improvements at the intersection of Van Duyn and Coburg Road

129 FEW PEDESTRIAN CROSSINGS ON WILLAMETTE STREET AND PEARL STREET Willamette Street is the major north-south arterial through Coburg. Presently, there is only one marked pedestrian crossing at the signalized intersection of Pearl Street. Residents living at the north or south end of town must walk over 1/4 mile to cross at this location. The future Coburg Loop off-road path is planned to cross Willamette Street south of Vintage Way and Pearl Street at Roberts Road (at the time of this writing, Roberts Road is being realigned to intersect with Coburg Industrial Way). There are currently no improved bicycle or pedestrian crossings at any of the proposed crossing locations. Solutions - Construct marked crossing on Willamette Street at the intersections of East Mill Street, East Delaney Street, Vintage Way and just south of Vintage Way, and on Pearl Street at Roberts Road. Crossing improvements include new ladder crosswalk markings and signage alerting drivers to the crossing (Figure C.21). Marked crosswalks will require periodic maintenance to maintain striping. - Flexible delineators, painted pedestrian refuge islands and street illumination would further enhance marked crosswalks at each of the locations above. Figure C.21: Conceptual crossing improvements at the intersection of Willamette and Mill Streets - Traffic calming measures, like raised durable pavement markings or curb bulb-outs can enhance safety at these crossings. Durable pavement markings would require periodic maintenance and replacement. POTENTIAL CONFLICTS BETWEEN BICYCLISTS AND CARS ON WILLAMETTE STREET Willamette Street is part of the Willamette Valley Scenic Bikeway and attracts recreational bicycle traffic from around the region. Willamette is also a busy through route for car and truck traffic. Willamette Street presently has 5 bicycle lanes in each direction, but these lanes do not provide significant separation between vehicle traffic and on-street parking. Solutions - Implement buffered bicycle lanes on Willamette and Van Duyn Streets, from the south city limits northeast to the intersection of Van Duyn and Coburg Bottom Loop Road. A typical Figure C.22: Typical buffered bicycle lane.

130 buffered bike lane includes a 5 or 6 wide bicycle travel lane with 2 or 3 painted buffer (Figure C.22). Onstreet parking or other expansion of the road prism may be necessary to implement this solution. - Implement the Coburg Loop off-road path plan to create an alternative route for cyclists. PEDESTRIAN ACCESS AND CONNECTIVITY IN NEIGHBORHOODS Neighborhood connectivity can be improved by creating a more fine-grained network for pedestrians, increasing accessibility and making walking an easier and quicker way for Coburg residents to get to their in-town destinations. Some neighborhood blocks are very long, and alternative connections would increase the number of routes available to walkers. Solutions - Maintain existing alleyways for pedestrian access. Most of Coburg s neighborhoods have an extensive alley system, but many alleys have been encroached on by neighbors or have not been maintained for many years. Opening up these existing alleys, and connecting dead-end alleys to roads, would increase the number of routes available to pedestrians and offer a low-stress alternative to walking on neighborhood streets. - Implement an alleyway beautification program. Maintaining and improving alley vegetation or landscaping and adding alley entrance features (arched trellises, plantings, etc.) would improve the pedestrian environment and reinforce alleys as neighborhood routes. - Create policies that require pedestrian connections be constructed in new neighborhoods. For instance, dead-end streets can be required to have a pedestrian connection through to the next street. DEVELOP THE COBURG LOOP PATH The 29 Coburg Loop Implementation Plan provides a framework for the development of a shared-use, off-road path that will circle the city of Coburg. A system of bicycle boulevards is also proposed as part of the Plan. The Coburg Loop will provide a low-stress route for pedestrians, cyclists and other users to travel in and around Coburg. Development of the bicycle boulevard system proposed in the plan will create a low-stress bicycle network within Coburg. The Coburg Loop plan is central to enhancing non-motorized transportation within Coburg as the city continues to grow in coming years. BICYCLE VISIBILITY AT PEARL AND WILLAMETTE STREET INTERSECTION There are currently striped bicycle lanes on both sides of Pearl Street, east of Willamette Street. However, the westbound bicycle lane stops at the intersection of Pearl and Diamond Streets. Solutions - Paint shared right-of-way markings ( sharrows ) on Pearl west of Diamond Street to help bicyclists know where to ride and alert drivers that cyclists will be present (Figure C.23). - Continue the westbound bicycle lane to the intersection of Pearl and Willamette Streets. Figure C.23: Sharrows applied on Pearl Street.

131 DEVELOP A BICYCLE BOULEVARD SYSTEM An extensive bicycle boulevard system is proposed as part of the Coburg Loop Implementation Plan. Coburg presently lacks significant bicycle infrastructure, except for bicycle lanes on Willamette, Van Duyn and Pearl Streets. Bicycle lanes provide separation between cyclists and vehicle traffic, but many riders are not comfortable riding on busy arterial streets regardless of whether bicycle lanes are present. Bicycle boulevards provide a lowstress alternative to riding on busy arterials and would increase the size of the bicycle network within Coburg. Bicycle boulevards are typically created on low-volume, low-speed neighborhood streets. Many of the traffic calming and other treatments typical to bicycle boulevards also improve the pedestrian environment by slowing traffic and discouraging through auto travel. Figure C.24 shows typical bicycle boulevard treatments. Figure C.24: Bicycle boulevard treatments STREET DEFICIENCIES & SOLUTIONS INTERSECTION OF NORTH WILLAMETTE STREET AND VAN DUYN STREET Drivers speed around this corner and several incidents have occurred with vehicles driving off the road into the adjacent fields. It is not clear to drivers heading north on Willamette Street that the through route out of Coburg continues to the left (west). Solutions - Redesign the intersection with a roundabout (Figure C.25-1). A roundabout would clearly define the intersection and force drivers to slow down while maintaining consistent traffic flow. Roundabouts enhance pedestrian connectivity compared to other intersection treatments, and bicyclists can navigate through roundabouts with minimal delay. The roundabout would be constructed to accommodate truck traffic (WB-67). This solution would require right-of-way acquisition and significant construction work to realign each leg of the intersection. Another concern is that drivers may be unfamiliar with roundabouts,

132 creating potential for driver confusion. Six properties and two structures would be potentially impacted based on preliminary engineering. - Realign intersection and add all-way stop controls (Figure C.25-2). All legs of the intersection would intersect at right angles. This solution would slow traffic and improve the pedestrian crossing environment. Signage would be required to direct throughout motorists west on Van Duyn Street. All-way stop controls would require bicyclists to stop, but would enhance pedestrian connectivity at this intersection. This realignment requires the least amount of right-of-way acquisition, but would still require significant reconstruction work. Three properties and two structures would be potentially impacted by this solution based on preliminary engineering. - Realign each leg of the intersection to emphasize through movement at the intersection (Figure C.25-3). Realignment would soften the through-route turning angle, making the intersection less ambiguous for drivers and reducing the number of conflict points. Bicyclists and cars could proceed through the intersection without stopping; this would reduce pedestrian crossing safety at the intersection. This solution would require right-of-way acquisition and significant construction work. Five properties and four structures would be potentially impacted by this solution based on preliminary engineering. In the short-term, prior to land development north of the intersection and as an alternative (or in addition to) this solution, the north and east legs of this intersection could be blocked off with physical barriers to reduce conflicts intersection conflicts (Figure C.25-4). Signage would be installed to clearly indicate the through movement westward from Willamette St onto Van Duyn St. and sidewalks and curbing extended. This alternative could be implemented first, and further reconstruction of the intersection described above phased in as residential development in north Coburg occurs. Figure C.25-1: Conceptual roundabout at the intersection of Willamette and Van Duyn Streets.

133 Figure C.25-2: Conceptual realignment and addition of allway stop controls. Figure C.25-3: Conceptual realignment, emphasizing the Willamette Van Duyn turn movement.

134 Figure C-25.4: Conceptual realignment, without major physical reconstruction. Northern and eastern legs of intersections would be blocked and signage installed to emphasize the through movement. EMERGENCY ACCESS IN THE WEST SIDE OF TOWN Neighborhoods west of Willamette Street and north of Dixon Street have few connections to Willamette Street. A redundant connection is needed to ensure timely emergency access to these neighborhoods in the event that access to Willamette Street is blocked. Solution - Construct a 35 long emergency access road from the northwest end of Abbey Road west to Coburg Bottom Loop Road. The connection would be for emergency access only with removable bollards to prevent through traffic from using the route. Environmental constraints may complicate construction of this connection. EAST-WEST CONNECTIVITY IN TOWN Pearl Street is the only through east-west route in town. A redundant east-west connection is needed to improve emergency access and provide a redundant through route for vehicle traffic. Solution - Construct a new east-west Collector street from Coburg Road, west of Stalling Lane, east to Coburg Industrial Way. This project may be built as residential development occurs in north Coburg. Significant right-of-way would need to be acquired for this project, and environmental constraints are likely.

135 SUB-STANDARD STREETS (NOT SHOWN ON FIGURE C.19) Table C.12 describes those Coburg streets that are not built to applicable, proposed Coburg or Lane County design standards. Re-classification of one Lane County-owned street is proposed based on the anticipated future function of the street (Van Duyn Rd). TABLE C.12 Street Deficiencies Street Length (lf) Current Func. Classification Recommended Future Func. Classification Current Condition Standard E. Van Duyn St, from Willamette to Harrison 31 Collector Collector Local street, 2 paved width, no stormwater treatment, no ped. facilities 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks N. Harrison St, from Van Duyn to Locust 375 Collector Collector E. Locust St, from Harrison to Skinner 44 Collector Collector N. Skinner St, from Locust to Mill 3 Collector Collector E. Mill St., from Skinner to Coleman 44 Collector Collector Coleman St, from Mill to Dixon 1,5 Collector Collector Local street, 3 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities Local street, 22 paved width, no stormwater treatment, no ped. facilities Local street, 2 paved width, no stormwater treatment, no ped. facilities 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks 4 min. planter/swale & street trees, sidewalks 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks E. Dixon, from Willamette to Coleman 65 Collector Collector Local street, 2 paved width, no stormwater treatment, no ped. facilities 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks N. Diamond St., from Locust to Pearl 1,3 Collector Collector McKenzie-Pearl has adequate pavement width; Locust to McKenzie is local street, 2 width, no stormwater treatment, no ped. facilities. 11 min. travel lanes, 4 min. planter/swale & street trees, sidewalks Van Duyn Rd, east if I-5 interchange to east UGB expansion boarder 2,2 Local (Lane County) Collector (Lane County) 22 paved width, no stormwater treatment, no pedestrian facilities 11 min. travel lanes, sidewalks both sides, 6 minimum landscaping OTHER TRANSPORTATION NEEDS & SOLUTIONS ROADSIDE STORMWATER FACILITY EDUCATION Stormwater facilities along streets in the neighborhoods along Abbey, Austin and McKenzie Streets have been inadvertently filled in since construction. The City intends for new residential streets to have similar on-site

136 stormwater facilities, and measures need to be taken now to avoid further damage to existing and future facilities. Solutions - Place small signs at stormwater facilities (bioswales, raingardens, etc.) that state the purpose of the facility. Raingardens and bioswales have been filled in because residents were unaware that they are stormwater facilities and not roadside landscaping. - Create a green streets demonstration project that highlights stormwater facilities and the importance of treating and managing stormwater. The demonstration project could retrofit an existing street, or be implemented as part of new street construction. A demonstration project would bring attention to this issue and educate residents about these facilities. PARKING IN NEIGHBORHOODS (NOT SHOWN IN FIGURE C.19) On-street parking is poorly delineated on neighborhood streets in Coburg. The City maintains the rural character of its streets by limiting construction of sidewalks and curbs, which typically constrain where residents can park. There are few clear indications of where cars should park on these streets, with many vehicles often parked too close to fire hydrants or too close to intersections, limiting sight distance. Solutions - Paint red striping ten feet on either side of fire hydrants to discourage parking too close to hydrants. - Post No Parking Here to Corner or similar signs to discourage parking too close to intersections. - Increase parking enforcement. TRANSIT DEFICIENCIES (NOT SHOWN IN FIGURE C.19) Lane Transit District (LTD) Route 96 serves Coburg with two morning and two evening roundtrips between Coburg and downtown Eugene. Coburg s distance from the Eugene-Springfield metro area and low-density development pattern make transit service difficult to provide efficiently. No transit service expansion is currently planned. The infrequency of the current route was identified as a barrier to using transit by stakeholders, but most also agreed that service is adequate for those it currently serves. Project Evaluation Evaluation criteria based on TSP goals were created to assess proposed solutions to Coburg s transportation problems and needs. Table C.13 summarizes how each proposed solution performed against all seven goals of the Coburg TSP. A full description of each goal, criteria used to evaluate each solution, and full analysis of each proposed solution is included in Attachment 1 of Appendix D to this TSP. Each project solution below is rated based on the following scale: Achieves goal Partially achieves goal Does not meet or has a negative effect relative to the goal N/A Not applicable

137 TABLE C.13 Project Evaluation Summary Matrix Transportation System Plan Goals Projects Traffic Safety Connectivity Traffic Operations Livability & Econ. Vitality Env. Impacts Implementation Support Cost Effectiveness 1. Channelization at Intersection of Pearl and Coleman Streets 2. Intersection controls at Dixon and Willamette Street 3. Intersection of Van Duyn St., Coburg Bottom Loop Road and Coburg Road Reconstruct intersection with pedestrian improvements Construct gateway N/A Reconstruct intersection with new curb radii Add striping as traffic calming 4. Few pedestrian crossings on Willamette and Pearl Streets Construct marked "ladder" crossings and signage at key intersections Add pedestrian refuge islands, street illumination& flexible delineators in addition to marked "ladder" crossings Construct traffic calming measures, like durable pavement markings, or curb bulb-outs N/A N/A N/A 5. Intersection of Willamette and Van Duyn Street Redesign intersection with a roundabout Realign each leg of the intersection to "soften" through route turning angle Block north and east legs of intersection; emphasize through movement with signage Realign intersection and add allway stop controls

138 TABLE C.13 Project Evaluation Summary Matrix Transportation System Plan Goals Projects Traffic Safety Connectivity Traffic Operations Livability & Econ. Vitality Env. Impacts Implementation Support Cost Effectiveness 6. Potential conflicts between bicyclists and cars on Willamette Street Construct buffered bike lanes on Willamette and Van Duyn Streets Implement the Coburg Loop offroad path to create an alternative route for cyclists N/A 7. Emergency access in the west side of town Construct emergency access road from the end of Abbey Road west to intersect with Coburg Bottom Loop Road N/A 8. East-west connectivity in town Construct new east-west Collector street from the east end of Van Duyn Road to Sarah Lane through to Coburg Industrial Way 9. Residents fill in stormwater facilities Place signage at stormwater facilities Create a "green streets" demonstration project that highlights stormwater facilities N/A N/A N/A N/A N/A N/A 1. Parking in neighborhoods Paint red striping near fire hydrants to discourage parking too close to hydrants Post "No Parking Here to Corner" or similar signs to discourage parking too close to intersections N/A N/A N/A N/A N/A N/A N/A Increase parking enforcement N/A N/A N/A N/A 11. Pedestrian access and connectivity in neighborhoods Maintain existing alleys to increase the number of routes available to pedestrians N/A

139 TABLE C.13 Project Evaluation Summary Matrix Transportation System Plan Goals Projects Traffic Safety Connectivity Traffic Operations Livability & Econ. Vitality Env. Impacts Implementation Support Cost Effectiveness Implement an alleyway beautification program Create policies requiring pedestrian connections in new neighborhoods N/A N/A N/A N/A N/A 12. Develop the Coburg Loop path Implement the Coburg Loop path system to provide a low-stress route for pedestrian and cyclists 13. Bicycle visibility at Pearl and Willamette Street intersection Paint shared right-of-way markings ("sharrows") on Pearl Street Continue the westbound bike lane to the intersection of Pearl and Willamette Streets N/A N/A 14. Develop a bicycle boulevard system Construct bicycle boulevards on low-volume, low-traffic neighborhood streets to provide a less stressful route for bicyclists and pedestrians. RECOMMENDED PROJECTS Most of the project needs and solutions above can be implemented as stand-alone projects or in tandem with the other proposed solutions. The first two projects, 1. Channelization at Intersection of Pearl and Coleman Streets and 2. Intersection controls at Willamette and Dixon Street, are recommended for inclusion in the TSP, but would only be considered for funding if future traffic volumes warrant construction. All other projects meet objectives defined in the evaluation framework and are therefore recommended for inclusion in the TSP. The project Intersection of Van Duyn and Willamette Streets has several alternatives discussed below. RECOMMENDED ALTERNATIVE FOR INTERSECTION OF VAN DUYN AND WILLAMETTE STREETS The Intersection of Willamette and Van Duyn Street project has three proposed solutions: a roundabout, realignment of the intersection or construct all-way stop controls. - Re-alignment of the intersection is the recommended alternative. This solution can be phased so that initially the northern and eastern legs of the intersection are blocked, making the intersection two-way only (Figure C.25-4 above). As areas north of Van Duyn St develop, the Willamette/Van Duyn legs of the

140 intersection can be re-aligned to increase the turn radius and emphasize through traffic movement. The northern and eastern legs would be opened with stop controls at the intersection. - The roundabout alternative is not recommended, due to significant property impacts, negative freight mobility impacts, high construction costs and community opposition. - The four-way stop alternative is not recommended, due to significant negative impacts on traffic congestion and community opposition. Next Steps Recommended projects will be vetted with community stakeholders prior to inclusion in the TSP. Cost estimates for each solution will be developed, projects prioritized and a final list of recommended projects included in the TSP.

141 COBURG TRANSPORTATION SYSTEM PLAN: EXISTING AND FUTURE CONDITIONS APPENDIX Attachment 1 Figure 1-1: Vicinity Map and Count Locations

142 Notes: 1 Three hour intersection count location 24-Hour tube count location FIGURE 1-1 Coburg Transportation System Plan Vicinity Map and Count Locations

143 COBURG TRANSPORTATION SYSTEM PLAN: EXISTING AND FUTURE CONDITIONS APPENDIX Attachment 2 Figures 2-1 to 2-4

144 Coburg Rd & W Van Duyen St 2 N Willamette St & Van Duyen St 3 N Willamette St & E Pearl St 4 Skinner St & E Pearl St 5 Coleman St & E Pearl St 6 S Stuart Way & E Pearl St Peak Hour: Peak Hour: Peak Hour: Peak Hour: Peak Hour: Peak Hour: 3:3-4:3 PM 3:3-4:3 PM 3:15-4:15 PM 3:15-4:15 PM 3:15-4:15 PM 3:15-4:15 PM % 7 Coburg Industrial Way & E Pearl St 8 Roberts Rd & E Pearl St 9 I-5 SB Ramps & E Pearl St 1 I-5 NB Ramps & E Pearl St 11 Coburg Rd & Dixon St Peak Hour: Peak Hour: Peak Hour: Peak Hour: Peak Hour: 3:15-4:15 PM 3:15-4:15 PM 3:15-4:15 PM 4: - 5: PM 3:3-4:3 PM Notes: 1 Intersection Number LEGEND 1) HV% = Percent Heavy Vehicles (by approach), calculated from raw volumes 1 Meets Traffic Operational Requirements 2) Operational results based on Synchro 7 1 Does Not Meet Traffic Operational 1 Requirements 555 Turning Movement Volume Existing Channelization Stop Controlled Intersection/Approach SB HV % SBR SBT SBL WBR Volume WBT Volume WBL Volume WB HV % FIGURE 2-1 Coburg Transportation System Plan Existing 21 Volumes: Raw Individual Intersection Peak Hours Signalized Intersection EBL Volume EB EBT Volume HV% EBR Volume NBL NBT NBR Volume Volume Volume NB HV %

145 Coburg Rd & W Van Duyen St 2 N Willamette St & Van Duyen St 3 N Willamette St & E Pearl St 4 Skinner St & E Pearl St 5 Coleman St & E Pearl St 6 S Stuart Way & E Pearl St % % 2% % % % 1 2% 319 3% 319 3% % % % 136 3% % 1 4% 185 4% % % 2% 2% % % 66% 7 Coburg Industrial Way & E Pearl St 8 Roberts Rd & E Pearl St 9 I-5 SB Ramps & E Pearl St 1 I-5 NB Ramps & E Pearl St 11 Coburg Rd & Dixon St 1% 38% 1% % % % % % % 15% 18% 2 7% % % 4% 8% 2% Notes: 1 Intersection Number LEGEND FIGURE 2-2 Coburg Transportation System Plan Existing 21 Volumes: Raw System Peak Hour Volumes 1) HV% = Percent Heavy Vehicles (by approach), calculated from raw volumes 1 Meets Traffic Operational Requirements 2) Operational results based on Synchro 7 1 Does Not Meet Traffic Operational 1 Requirements 555 Turning Movement Volume Existing Channelization Stop Controlled Intersection/Approach Signalized Intersection EB HV% SBR SB HV % SBT Volume EBL Volume EBT Volume EBR Volume SBL NBL Volume WBR Volume WBT Volume WBL Volume NBT Volume NB HV % WB HV % NBR Volume

146 Coburg Rd & W Van Duyen St 2 N Willamette St & Van Duyen St 3 N Willamette St & E Pearl St 4 Skinner St & E Pearl St 5 Coleman St & E Pearl St 6 S Stuart Way & E Pearl St % % 2% % % % 1 2% 331 3% 331 3% % % % 141 3% % 1 4% 192 4% % % 2% 2% % % 66% 7 Coburg Industrial Way & E Pearl St 8 Roberts Rd & E Pearl St 9 I-5 SB Ramps & E Pearl St 1 I-5 NB Ramps & E Pearl St 11 Coburg Rd & Dixon St 1% 38% 1% % % % % % % 15% 18% 28 7% % % 4% 8% 2% Notes: 1 Intersection Number LEGEND 1) HV% = Percent Heavy Vehicles (by approach), calculated from raw volumes 1 Meets Traffic Operational Requirements 2) Operational results based on Synchro 7 1 Does Not Meet Traffic Operational 1 Requirements 555 Turning Movement Volume Existing Channelization Stop Controlled Intersection/Approach SB HV % SBR SBT SBL WBR Volume WB WBT Volume HV % WBL Volume FIGURE 2-3 Coburg Transportation System Plan Existing 21 Volumes: 3th Highest Hour Unbalanced Signalized Intersection EBL Volume EB EBT Volume HV% EBR Volume NBL Volume NBT Volume NB HV % NBR Volume

147 Coburg Rd & W Van Duyen St 2 N Willamette St & Van Duyen St 3 N Willamette St & E Pearl St 4 Skinner St & E Pearl St 5 Coleman St & E Pearl St 6 S Stuart Way & E Pearl St Delay: 22.4 Std:.85(.95) Delay: 2.4 Std:.85(.95) Delay: 15.4 Std:.85 Delay: 15.2 Std:.85(.95) Delay: 14.5 Std:.85(.95) Delay: 11.1 Std:.85(.95) V/C Ratio:.4(.31) LOS D V/C Ratio: N/A LOS D V/C Ratio:.51 LOS D V/C Ratio:.1(.9) LOS D V/C Ratio:.1(.7) LOS D V/C Ratio:.14(.9) LOS D LOS: C LOS: A LOS: B LOS: C LOS: B LOS: B % % 2% % % % 5 2% 355 3% 35 3% 3% % % 215 3% % 5 4% 215 4% 215 2% % 2.% 2% % % 66% 7 Coburg Industrial Way & E Pearl St 8 Roberts Rd & E Pearl St 9 I-5 SB Ramps & E Pearl St 1 I-5 NB Ramps & E Pearl St 11 Coburg Rd & Dixon St Delay: 55.1 Std:.85 Delay: 62.7 Std:.85(.95) Delay: 13.5 Std:.8(.8) Delay: 12.6 Std:.8 Delay: 16. Std:.85(.95) V/C Ratio:.68 LOS D V/C Ratio:.6(.7) LOS D V/C Ratio:.61(.18) V/C Ratio:.45 V/C Ratio:.1(.8) LOS D LOS: E LOS: F LOS: B LOS: F LOS: C 1% 38% 1% % 25 15% % % % 18% % 15% 22 7% % % 4% 8% % FIGURE 2-4 Coburg Transportation System Plan Existing 21 Volumes: 3th Highest Hour Balanced Volumes Notes: 1 Intersection Number LEGEND 1) HV% = Percent Heavy Vehicles (by approach), calculated from raw volumes 1 Meets Traffic Operational Requirements 2) Operational results based on Synchro Does Not Meet Traffic Operational 1 3) Major(Minor) street approach V/C ratios Requirements SBR Volume 555 Turning Movement Volume Existing Channelization Stop Controlled Intersection/Approach Signalized Intersection SB HV % SBT Volume EBL Volume EB EBT Volume HV% EBR Volume SBL Volume NBL Volume WBR Volume WBT Volume WBL Volume NBT Volume NB HV % WB HV % NBR Volume

148 COBURG TRANSPORTATION SYSTEM PLAN: EXISTING AND FUTURE CONDITIONS APPENDIX Attachment 3 Synchro HCM and SimTraffic Delay Reports

149 Coburg TSP 21 Existing Conditions 1: Van Duyn St & Coburg Bottom Loop Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS A A B C Approach Delay (s) Approach LOS B C Intersection Summary Average Delay 3.8 Intersection Capacity Utilization 6.2% ICU Level of Service B Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

150 Coburg TSP 21 Existing Conditions 3: Pearl St & Willamette St Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) % % % 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type Perm Perm Perm Perm pm+pt Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot.1 c.3.11 v/s Ratio Perm c.16.4 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C B B A A Approach Delay (s) Approach LOS B C B A Intersection Summary HCM Average Control Delay 15.4 HCM Level of Service B HCM Volume to Capacity ratio.51 Actuated Cycle Length (s) 64.4 Sum of lost time (s) 12. Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Signalized Intersection Capacity Analysis

151 Coburg TSP 21 Existing Conditions 4: Pearl St & Skinner St Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 59 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) 7 6 Control Delay (s) Lane LOS A A B C Approach Delay (s) Approach LOS B C Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 33.6% ICU Level of Service A Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

152 Coburg TSP 21 Existing Conditions 5: Pearl St & Coleman St Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians 1 Lane Width (ft) 12. Walking Speed (ft/s) 4. Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 966 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) 6 3 Control Delay (s) Lane LOS A A B B Approach Delay (s) Approach LOS B B Intersection Summary Average Delay 1. Intersection Capacity Utilization 33.% ICU Level of Service A Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

153 Coburg TSP 21 Existing Conditions 6: Pearl St & Stuart Way Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 Lane Width (ft) 12. Walking Speed (ft/s) 4. Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 446 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Left 26 6 Volume Right csh Volume to Capacity Queue Length 95th (ft) 2 7 Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1. Intersection Capacity Utilization 23.9% ICU Level of Service A Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

154 Coburg TSP 21 Existing Conditions 7: Pearl St & Coburg Industrial Way Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Heavy Vehicles (%) 18% 18% 18% 15% 15% 15% % % % 1% 1% 1% Turn Type Prot Prot Perm Perm Protected Phases Permitted Phases 8 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot.1 c.1 c.3.8 v/s Ratio Perm c.3 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service E C E C E F F Approach Delay (s) Approach LOS C C E F Intersection Summary HCM Average Control Delay HCM Level of Service F HCM Volume to Capacity ratio 1.2 Actuated Cycle Length (s) Sum of lost time (s) 16. Intersection Capacity Utilization 5.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Signalized Intersection Capacity Analysis

155 Coburg TSP 21 Existing Conditions 8: Pearl St & Roberts Road Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 Lane Width (ft) 12. Walking Speed (ft/s) 4. Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) 7 19 Control Delay (s) Lane LOS A F Approach Delay (s) Approach LOS F Intersection Summary Average Delay 6. Intersection Capacity Utilization 62.9% ICU Level of Service B Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

156 Coburg TSP 21 Existing Conditions 9: Pearl St & I-5 SB Ramps Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 78.9% ICU Level of Service D Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

157 Coburg TSP 21 Existing Conditions 1: Pearl St & I-5 NB Ramps Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) 13 5 Lane Group Flow (vph) Heavy Vehicles (%) 15% 15% 15% 11% 11% 11% 8% 8% 8% 2% 2% 2% Turn Type Split Split Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c.1 c.4 c.25 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C F Approach Delay (s) Approach LOS C C F A Intersection Summary HCM Average Control Delay 12.6 HCM Level of Service F HCM Volume to Capacity ratio.45 Actuated Cycle Length (s) 12. Sum of lost time (s) 15. Intersection Capacity Utilization 44.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Signalized Intersection Capacity Analysis

158 Coburg TSP 21 Existing Conditions 11: Dixon & Willamette St Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 816 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS C C A A Approach Delay (s) Approach LOS C C Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15 Coburg_21 Existing PM_Balanced_non.syn CH2M HILL HCM Unsignalized Intersection Capacity Analysis

159 Coburg TSP 21 Existing Conditions SimTraffic Performance Report 1: Van Duyn St & Coburg Bottom Loop Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 2: Van Duyn St & Willamette St Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 3: Pearl St & Willamette St Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 1

160 Coburg TSP 21 Existing Conditions SimTraffic Performance Report 4: Pearl St & Skinner St Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 5: Pearl St & Coleman St Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 6: Pearl St & Stuart Way Performance by approach Approach EB WB NB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 2

161 Coburg TSP 21 Existing Conditions SimTraffic Performance Report 7: Pearl St & Coburg Industrial Way Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 8: Pearl St & Roberts Road Performance by approach Approach EB WB NB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 9: Pearl St & I-5 SB Ramps Performance by approach Approach EB WB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 3

162 Coburg TSP 21 Existing Conditions SimTraffic Performance Report 1: Pearl St & I-5 NB Ramps Performance by approach Approach EB WB NB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After 11: Dixon & Willamette St Performance by approach Approach EB WB NB SB All Total Delay (hr) Delay / Veh (s) Avg Speed (mph) Vehicles Entered Vehicles Exited Hourly Exit Rate Input Volume % of Volume Denied Entry Before Denied Entry After Total Network Performance Total Delay (hr) 43.4 Delay / Veh (s) 76.1 Avg Speed (mph) 22 Vehicles Entered 257 Vehicles Exited 241 Hourly Exit Rate 241 Input Volume % of Volume 16 Denied Entry Before Denied Entry After CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 4

163 COBURG TRANSPORTATION SYSTEM PLAN: EXISTING AND FUTURE CONDITIONS APPENDIX Attachment 4 SimTraffic Queuing Reports

164 Coburg TSP 21 Existing Conditions Queuing and Blocking Report Intersection: 1: Van Duyn St & Coburg Bottom Loop Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Van Duyn St & Willamette St Movement WB SB Directions Served LR LTR Maximum Queue (ft) 23 3 Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Pearl St & Willamette St Movement EB WB WB NB SB SB Directions Served LTR LT R LTR L TR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) 4 Queuing Penalty (veh) 8 1 CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 1

165 Coburg TSP 21 Existing Conditions Queuing and Blocking Report Intersection: 4: Pearl St & Skinner St Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 5: Pearl St & Coleman St Movement EB WB NB SB Directions Served LTR LTR LTR LR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 6: Pearl St & Stuart Way Movement WB NB Directions Served L LR Maximum Queue (ft) 35 8 Average Queue (ft) th Queue (ft) Link Distance (ft) 478 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 16 Storage Blk Time (%) Queuing Penalty (veh) CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 2

166 Coburg TSP 21 Existing Conditions Queuing and Blocking Report Intersection: 7: Pearl St & Coburg Industrial Way Movement EB EB EB WB WB WB NB SB SB Directions Served L T TR L T TR LR L LTR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) 2 Queuing Penalty (veh) Intersection: 8: Pearl St & Roberts Road Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 9: Pearl St & I-5 SB Ramps Movement EB WB SB Directions Served TR LT LR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 3

167 Coburg TSP 21 Existing Conditions Queuing and Blocking Report Intersection: 1: Pearl St & I-5 NB Ramps Movement EB WB NB Directions Served LT TR LTR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 11: Dixon & Willamette St Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) Average Queue (ft) th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1 CH2M HILL Coburg_21 Existing PM_BALANCED_non.sysn Page 4

168 COBURG TRANSPORTATION SYSTEM PLAN: EXISTING AND FUTURE CONDITIONS APPENDIX Attachment 5 Crash Reports

169 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE Coburg-HarrisRd / Coburg Bottom Loop/ Corburg N Rd/ Van Duyn St 25 feet N,S and 3 feet W, E January 1, 25 through December 31, 29 NON- FATAL CRASHES PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 29 SIDESWIPE - MEETING TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 28 FIXED / OTHER OBJECT TOTAL YEAR: 27 FIXED / OTHER OBJECT TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

170 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES Coburg Industrial Way & E Pearl Street 2 feet W, 3 feet N and 15 feet E January 1, 25 through December 31, 29 PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 28 TURNING MOVEMENTS TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 27 TURNING MOVEMENTS TOTAL YEAR: 26 REAR-END SIDESWIPE - OVERTAKING TURNING MOVEMENTS TOTAL YEAR: 25 REAR-END SIDESWIPE - OVERTAKING TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

171 CDS15 11/3/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES Coburg Rd/Willamette St from E Pearl St to 25 feet S of Vintage Way January 1, 25 through December 31, 29 PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 27 FIXED / OTHER OBJECT TOTAL PAGE: 1 INTER- SECTION RELATED FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

172 CDS15 12/3/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE Coburg Road/ Willamette Street plus 25 feet N, E, W, S January 1, 25 through December 31, 29 PAGE: 1 COLLISION TYPE FATAL CRASHES NON- FATAL CRASHES PROPERTY DAMAGE ONLY TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION INTER- SECTION RELATED OFF- ROAD YEAR: TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

173 CDS15 11/3/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE Coburg Rd / W Van Duyn St from 25 feet W of Coburg Bottom Loop to the intersection of Willamette St/ E Pearl St January 1, 25 through December 31, 29 NON- FATAL CRASHES PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 29 REAR-END SIDESWIPE - MEETING SIDESWIPE - OVERTAKING TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 28 FIXED / OTHER OBJECT TOTAL YEAR: 27 BACKING FIXED / OTHER OBJECT SIDESWIPE - OVERTAKING TOTAL YEAR: 26 FIXED / OTHER OBJECT TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

174 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES Coleman Street & E Pearl Street 175 feet W, 2 feet S, 3 feet E and 15 feet N January 1, 25 through December 31, 29 PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 28 ANGLE TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 26 REAR-END TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

175 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE E Pearl Street & Van Duyn Street / I-5 SB ramps 175 feet W, 5 feet N, 3 feet E and 3 feet S January 1, 25 through December 31, 29 NON- FATAL CRASHES PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 28 FIXED / OTHER OBJECT REAR-END TURNING MOVEMENTS TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 27 REAR-END TOTAL YEAR: 26 TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

176 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES E Pearl Street from Willamette Street to 5 feet East of I-5 NB ramps January 1, 25 through December 31, 29 PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 29 TURNING MOVEMENTS TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 28 ANGLE TURNING MOVEMENTS TOTAL YEAR: 27 TURNING MOVEMENTS TOTAL YEAR: 26 REAR-END SIDESWIPE - OVERTAKING TURNING MOVEMENTS TOTAL YEAR: 25 REAR-END SIDESWIPE - OVERTAKING TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

177 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES Roberts Road & E Pearl Street 15 feet N,W, 3 feet S and 175 feet E January 1, 25 through December 31, 29 PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 26 REAR-END TURNING MOVEMENTS TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 25 TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

178 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE Skinner Street & E Pearl Street 25 feet W, 2 feet N,S and 175 E January 1, 25 through December 31, 29 PAGE: 1 COLLISION TYPE FATAL CRASHES NON- FATAL CRASHES PROPERTY DAMAGE ONLY TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION INTER- SECTION RELATED OFF- ROAD YEAR: TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

179 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES PROPERTY DAMAGE ONLY Stuart Way & E Pearl Street 3 feet W, S and 2 feet E January 1, 25 through December 31, 29 COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 27 TURNING MOVEMENTS TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 26 TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

180 CDS15 12/3/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES PROPERTY DAMAGE ONLY Van Duyn Road & I-5 NB ramps 3 feet N, E,W and 5 feet S January 1, 25 through December 31, 29 COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 29 TURNING MOVEMENTS TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 27 TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

181 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES PROPERTY DAMAGE ONLY Willamette Street & E Pearl Street 15 feet W, 3 feet N,S,E January 1, 25 through December 31, 29 COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 27 FIXED / OTHER OBJECT TOTAL PAGE: 1 INTER- SECTION RELATED FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

182 CDS15 12/2/21 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT CRASH SUMMARIES BY YEAR BY COLLISION TYPE NON- FATAL CRASHES Willamette Street & Van Duyn Street 17 feet S and 25 feet W, E,N January 1, 25 through December 31, 29 PROPERTY DAMAGE ONLY COLLISION TYPE FATAL CRASHES TOTAL CRASHES PEOPLE KILLED PEOPLE INJURED TRUCKS DRY SURF WET SURF DAY DARK INTER- SECTION OFF- ROAD YEAR: 29 SIDESWIPE - OVERTAKING TOTAL PAGE: 1 INTER- SECTION RELATED YEAR: 27 BACKING SIDESWIPE - OVERTAKING TOTAL YEAR: 26 TURNING MOVEMENTS TOTAL FINAL TOTAL Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 1/1/24, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File.

183 COBURG TRANSPORTATION SYSTEM PLAN: EXISTING AND FUTURE CONDITIONS APPENDIX Attachment 6 Model Results: "No Build" and "High Build" Scenarios

184 I. No Build Scenario

185 I-5 PEARL MILL SKINNER MILLER COLEMAN WILLAMETTE COBURG ABBY MCKENZIE DIXON ROBERTS COBURG INDUSTRIAL VAN DUYN DELANEY STUART COBURG BOTTOM LOOP HARRISON STALLINGS DIAMOND LINCOLN MAPLE AUSTIN PRIVATE ROAD LOCUST VINTAGE MACY BRUCE FUNKE THOMAS WATER CHRISTIAN SARAH SHANE RUSTIC DARAY EMERALD DIXON I-5 VAN DUYN VAN DUYN MILL COBURG HARRISON WATER Coburg NoBuild, v2, Daily Auto Volumes, Scenario 9715 LCOG, 28 Jan 213

186 I-5 MILL VAN DUYN FUNKE 235 Coburg No Build Scenario, v2, PM Peak 1 hr (4:3-5:3 pm) Auto Volumes, Scenario STALLINGS COBURG HARRISON MACY WILLAMETTE SHANE RUSTIC VAN DUYN SARAH VAN DUYN WATER MILLER 42 BRUCE LOCUST COBURG BOTTOM LOOP 54 EMERALD MILL AUSTIN ABBY COBURG INDUSTRIAL MCKENZIE HARRISON COLEMAN LINCOLN DIAMOND DARAY PEARL I WATER STUART 23 SKINNER DELANEY ROBERTS DIXON DIXON CHRISTIAN MAPLE PRIVATE ROAD THOMAS VINTAGE COBURG LCOG, 28 Jan

187 I-5.. MILL.. VAN DUYN 178 FUNKE 235 Coburg No Build Scenario, v2, PM PK 1 hr (4:3-5:3 pm) Auto Vol/capacity, Scenario STALLINGS COBURG HARRISON MACY WILLAMETTE 186 SHANE RUSTIC VAN DUYN SARAH VAN DUYN WATER MILLER.. BRUCE LOCUST COBURG BOTTOM LOOP EMERALD MILL AUSTIN ABBY COBURG INDUSTRIAL MCKENZIE HARRISON COLEMAN LINCOLN DIAMOND DARAY PEARL.53 I WATER.8 STUART SKINNER DELANEY 1.16 ROBERTS DIXON. DIXON CHRISTIAN MAPLE PRIVATE ROAD THOMAS VINTAGE COBURG LCOG, 28 Jan 213

188 235 Coburg NoBuild Scenario, V2, PMPk 1 hr turning movement volumes at Willamette/Van Duyn intersection, Scenario LCOG, 28 Jan 213

189 Coburg No Build, V2, PMPk 1 hr auto volumes for turning movements, Willamette/Pearl St, Scenario LCOG, 28 Jan 213

190 235 Coburg NoBuild Scenario, v2, PMPk 1 hr Auto Volumes at Coburg Bottom Lp/Van Duyn=Coburg Rd, Scenario LCOG,28 Jan 213

191 235 Coburg NoBuild Scenario, v2, PMPk 1 hr Auto Volumes at Coburg Bottom Lp/Van Duyn=Coburg Rd, Scenario LCOG,28 Jan 213

192 235 Coburg Nobuild Scenario, v2, 3113 PMPk 1 hr turning movements at Industrial Way and Pearl St intersection, Scenario Industrial Way West Pearl ST East Pearl St Roberts Rd LOCG, 1 March 213

193 II. High Build Scenario

194 I-5 PEARL MILL SKINNER MILLER COLEMAN WILLAMETTE COBURG ABBY MCKENZIE DIXON ROBERTS COBURG INDUSTRIAL VAN DUYN DELANEY STUART COBURG BOTTOM LOOP HARRISON STALLINGS DIAMOND LINCOLN MAPLE AUSTIN PRIVATE ROAD LOCUST VINTAGE MACY BRUCE FUNKE THOMAS WATER CHRISTIAN SARAH SHANE RUSTIC DARAY EMERALD DIXON I-5 VAN DUYN VAN DUYN MILL COBURG HARRISON WATER Coburg Build Scenario 2, Version 2, Daily Auto Volumes, Scneario 9512 LCOG, 28 Jan 213

195 I-5 PEARL MILL SKINNER MILLER COLEMAN WILLAMETTE COBURG ABBY MCKENZIE DIXON ROBERTS COBURG INDUSTRIAL VAN DUYN DELANEY STUART COBURG BOTTOM LOOP HARRISON STALLINGS DIAMOND LINCOLN MAPLE AUSTIN PRIVATE ROAD LOCUST VINTAGE MACY BRUCE FUNKE THOMAS WATER CHRISTIAN SARAH SHANE RUSTIC DARAY EMERALD DIXON I-5 VAN DUYN VAN DUYN MILL COBURG HARRISON WATER Coburg Build Scenario 2, Version 2, PM Peak 1 hr (4:3-5:3 pm) Auto Volumes, Scenario 9516 LCOG, 28 Jan 213

196 I-5.. MILL...41 VAN DUYN FUNKE 235 Coburg Build Scenario 2, Version 2, PM Peak 1 hr (4:3-5:3 pm) Vol/Capacity, Scenario STALLINGS COBURG HARRISON MACY WILLAMETTE 186 SHANE RUSTIC VAN DUYN SARAH VAN DUYN WATER MILLER BRUCE LOCUST COBURG BOTTOM LOOP.7.78 EMERALD MILL AUSTIN ABBY COBURG INDUSTRIAL MCKENZIE HARRISON COLEMAN LINCOLN DIAMOND DARAY PEARL I WATER.84 STUART SKINNER DELANEY.99 ROBERTS DIXON. DIXON CHRISTIAN 179 MAPLE PRIVATE ROAD THOMAS VINTAGE COBURG.1. LCOG, 28 Jan

197 235 Coburg Build Scenario 2, Version 2, Willamette/Van Duyn St intersection, PM Peak 1 hr, Auto volumes on turning movements Scenario 9516 LCOG, 28 Jan 213

198 Coburg Build Scenario 2, Version 2, Willamette/Pearl St intersection, PM Peak 1 hr, Auto volumes on turning movements Scenario 9516 LCOG, 28 Jan 213

199 235 Coburg Build 2 Scenario, Version 2, Coburg Bottom Lp/Van Duyn=CoburgRd intersection, PM Peak 1 hr auto volumes on turning movements Scenario 9516 LCOG, 28 Jan 213

200 235 Coburg Build Scenario 2, Version 2, 3113 Industrial Way/Pearl St intersection, PM Peak 1 hr, Auto volumes on turning movements Industrial Way West Pearl St EastPearl Roberts Rd 681 LOCG, 1 March 213

201 COBURG, OREGON TRANSPORTATION SYSTEM PLAN UPDATE APPENDIX D PROJECT ALTERNATIVES ANALYSIS