Report REVISED DRAFT ook Trans ortatio Prepared for ODOT Region 2 ity of Tillamook Tillamook County January 2006 Prepared by Jeanne Lawson & Associates Tillamook Transportation Refinement Plan Produced by: Oregon Department of Transportation Valerie Grigg Devis, ODOT Project Manager City of Tillamook Mark Gervasi, City Manager David Mattison, City Planner Tillamook County Bill Campbell, Community Development Director Laren Wooley, FieId Representative Tim Rurkhardt AICP, Project Manager Theresa Can Heather Fuller, P.E. Craig Grandstrom, P.E. Andra Henriques, E.1.T Michael Hoffmann John Willis, P.E. Jeanne Lawson & Associates Jamie Damon Alex Cousins Refinement Plan Advisory Committee Chief Rick Adams, Tillarnook Fire Department Don Averill, Averill Trucking Ken Bell, Port of Tillamook Bay Brenda Bellows, Tillamook Police Department Dana Clay, Green Diamond Resource Company Sally Clay, Tillamook Downtown Association Carolyn Decker, Tillamook City Council Dwight Guenther, School District #9 Gary Hanenkrat, Tillamook County Creamery Association (TCCA) Sandie Hemenway, Tillamook Chamber of Commerce Doug Henson, Tillamook City Council Brett Hesmark, Business Owner Mark Labhart, Tillamook County Commission George Langlois, Residential Property Manager Tom Larson, Larson Body & Glass Mike Lipke, Hampton Lumber Mills Barry Mammano, Trucking Norm Myers, Tillamook Traffic Safety Advisory Committee Kathleen Newton, Economic Development Commission of Tillamook County Heather Ornelas, Tillamook County Transportation District Bob Reed, Tillamook County Road Advisory Committee Eric Swanson, Tillamook 911 Chief Terry Wright, Tillarnook Police Department Contents Section Page Introduction ........................................................................................................................................ 1 ............................................................................................................................... 1 Study Area ................................................................................................................................ 2 Technical Documentation ....................................................................................................... 2 Planning Process ............................................................................................................................... 3 ................................................................... 3 Public Involvement ................................ ........... .............................................................. 3 Plan and Policy Review ........................................................................................................ 3 Goals and Evaluation Criteria .......................................................................................... 4 Existing and Future Conditions Review ............................................................................. 5 ..................................................................... 5 Recommendations ............................................................................................................................. 6 ................................................... 6 ......................................................................................................... 6 Tillamook Lumber Mill Options ............................................................................................ 7 ......................................................................................................... Phasing ............................................................................................................................ 7 ................................................................... 7 ...................................................................................................... 8 Downtown Traffic Alternatives ............................................................................................. 9 Recommendations for Further Study ......................................................................... 9 Downtown Parking Options .................................................................................................. 9 Adoption and Implementation ..................................................................................................... 10 ................................................................................................................ 10 ........................................................................................................................ 11 ................................................................................................................................... 11 Federal and State Sources ........................................................................................... 11 ................................................................................................................ 12 Plan Adoption ......................................................................................................................... 12 Appendix Memo #1: Plan and Policy Review Memo #2: Goals and Evaluation Criteria Memo #3: Existing and Future Traffic Operations and Safety Memo #4: Downtown Speed Study Results Memo #5: Parking Study . Existing Conditions Memo #6: Truck Travel Data Collection and Analysis Memo #7A: Downtown Traffic Alternatives Analysis Memo #7B: Preliminary List of Downtown Parking and Safety Alternatives PDXi053320002. DOC Memo #8: Preliminary List of Truck Route Alternatives Memo #9: Sidewalk Structural Review Memo #lo: Downtown Parking Recommendations Memo #11: ODOT Pedestrian Safety Study Memo #12: Alternatives Development and Evaluation Memo #13: Illumination and Signage Recommendations Memo #14: Public Involvement Summary Memo #15: Cost Estimates Memo #16: Funding Options Tables I Goals and Evaluation Criteria ........... .. .................................................................................. 4 2 Parking Recommendations ..................................... ...-. ....................... ~9 3 Suggested Implementation Roles: City of Tillamook, Tillamook County, and ODOT ............................................................. 11 4 Local Funding Options: Potential Revenue Potential and Implementation Feasibility ........................................... 12 Figures (all figures appear at the end of the text) Study Area Total Transportation Solution for Downtown Tillamook Truck Route Recommendations Tillamook Lumber Mill: Recommended Site Circulation Changes Main and Pacific Design Recommendations Off-set Curb Extensions Downtown Traffic Recommendations for Further Study Downtown Parking Recommendations 2nd and Ivy Diagonal Parking (Option 1: With Curb Extensions) 2nd and Ivy Diagonal Parking (Option 2: No Curb Extensions) Introduction The Tillamook Transportation Refinement Plan was undertaken to develop solutions to three interrelated transportation issues in downtown Tillamook, Oregon (Figure 1): Transportation safety, with an emphasis on pedestrians Adverse impacts of truck traffic (volume, speed, noise, safety) Parking utilization and supply To address these issues, the plan recommends changes to the Tillamook transportation system in the following areas: Improvements to truck routes outside of downtown, in particular minor improvements to county roads to support existing levels o truck traffic on those facilities Tillamook Lumber Mill circulation, in particular how trucks enter and exit the mill and effect on truck traffic in downtown Tilla Design of Main and Pacific Avenues downtown (US 101 Couplet), in particular issues of pedestrian safety, circulation, and aesthetics Downtown traffic circulation, in particular congestion and safety at the intersection of US 101 and OR 6 Downtown parking, in particular improving the management and use of existing spaces and identifying options for creating additional spaces Background The City of Tillamook and Tillamook County Transportation System Plans (TSPs) prepared in recent years identified several issues related to the adverse impacts of traffic, in particular truck traffic, on the state highways (US 101 and OR 6) that pass through the commercial core of downtown Tillamook. These issues are summarized as follows: o Truck Transportation Issues: As part of the TSP process in 2002 and 2003, Tillamook County and City of Tillamook staff members identified the need and desire to minimize the impacts of local and through freight truck traffic in the City of Tillamook downtown commercial area and in residential neighborhoods in the city. These issues were studied at an introductory level in the Large Vehicle Alternative Route Study included in the city and county TSPs. Because of the complex nature of this problem, specific solutions were not recommended in the TSPs and additional study was recommended. Downtown Safety and Parking Issues: The 2003 City of Tillamook TSP identified a number of improvements to improve pedestrian, bicycle, and vehicle safety in the downtown area, including changes to intersections on US 101 and a recommendation for consideration as a Special Transportation Area (STA), which the Oregon Department of Transportation (ODOT) has subsequently conferred. The TSP also recommended a downtown parking study be conducted as a first step to identifying specific parking issues and solutions. REVISED DRAFTTILLAMOOK TRANSPORTATION REFINEMENT PLAN The city and county asked ODOT for assistance in resolving these issues, in the form of a refinement plan to the TSP. A "refinement plan" is defined in the state Transportation Planning Rule as: . . . [Aln amendment to the transportation system plan, which resolves, at a systems level, determinations on function, mode or general location which were deferred during transportation system planning because detailed information needed to make those determinations could not reasonably be obtained during that process. Study Area This refinement plan includes three overlapping study areas centered on downtown 0 Safety: Main and Pacific Avenues from Front Street to 10th Street (for downtown safety) : The city's designated Town Center area and Parking District (for parking) Truck Travel: US 101 from South Prairie Road on the south to Juno Hill on the north and from the Whiskey Creek Road intersection of OR 131 on the west to the Fairview Road intersection on OR 6 on the east Technical Documentation The discussion in this plan is supported by a number of detailed technical memorandums, which are included in the Appendix: Memo #1: Plan and Policy Review Memo #2: Goals and Evaluation Criteria Memo #3: Existing and Future Traffic Operations and Safety Memo #4: Downtown Speed Study Results Memo #5: Parking Study - Existing Conditions Memo #6: Truck Travel Data Collection and Analysis Memo #7A: Downtown Traffic Alternatives Analysis Memo #7B: Preliminary List of Downtown Parking and Safety Alternatives Memo #8: Preliminary List of Truck Route Alternatives Memo #9: Sidewalk Structural Review Memo #lo: Downtown Parking Recommendations Memo #11: ODOT Pedestrian Safety Study Memo #12: Alternatives Development and Evaluation Memo #13: Illumination and Signage Recommendations Memo #14: Public Involvement Summary Memo #15: Cost Estimates Memo #16: Funding Options Memo #17: Adoption Recommendations All figures appear at the end of this document. 2 REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN Planning Process Project Management A project management team (PMT) consisting of the consultant team and staff members from ODOT, the City of Tillamook, Tillamook County, the Tillamook Downtown Association, and the Department of Land Conservation and Development provided guidance and policy direction for this plan. The PMT met monthly by telephone throughout the refinement plan process. Public lnvolvement A multi-faceted public involvement approach was taken on this project to ensure the effective involve ers of the Tillarnoo community and other interested stakeholders. Th luded the following: efinement Plan Advisory Comrnittee (RPAC) -The PAC was a 22-member committee of Tillamook-area residents, elected officials, business people, and public agency staff members. It was designed to represent a range of interests in Tiilamook transportation issues, including downtown business people and truck-based businesses outside of downtown. The RPAC met six times between September 2004 and November 2005. Public Workshops- Two hands-on public workshops were conducted, in January and February 2005, to solicit involvement of the broader community in the identification of problems and brainstorming of solutions. Public Open Houses -Two public open houses were conducted during the project, one to present preliminary alternatives (July 2005 at the Tillamook farmers' market) and one to present the draft plan (November 2005 at the Tillamook Forestry Center). Open house materials also were displayed at City Hall after the July 2005 event. Mailings, Media, and Advertisements -Public events were publicized through the use of mailings to interested parties, as well as to downtown businesses and those with a potential interest in truck transportation issues. This refinement plan and public events were described in notices, articles, and advertisements in the Tillamook Headlight Herald and announced on the local radio station. Further documentation of the public involvement process is included in the Appendix (Memo #14). Plan and Policy Review At the beginning of the planning process, the consultant team reviewed city, county, and state plans and policies for the jurisdictions that own, regulate, or provide public services on the public roadways and adjacent lands in the study area. The purpose of this review was to help ensure that proposed changes were consistent with these documents, and to aid in the development of implementing ordinances for the plan. Results of the plan and policy review are included in the Appendix (Memo #I). REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN Goals and Evaluation Criteria Starting from the statement of work for the project and a discussion at the first RPAC meet- ing, the consultant team developed draft goals and evaluation criteria for the project that the RPAC reviewed and approved at its second meeting. The goals and evaluation criteria (see Table 1) create a framework to ensure that the plan responds to the goals and desires of the community. The draft alternatives were evaluated using these criteria. TABLE I Goals and Evaluation Criteria Goals Evaluation Criteria !rnprove US 101 Pedestrian safety Bicycle safety Pedestrian crossings within the Town Center area Vehicle speeds Traffic congestion Aesthetics and streetscape amenities 2 Address Parking safety and comfort on US 101 - Parking Parking supply on US to1 Deficiencies Public parking supply downtown Employee parking supply downtown Recreational vehicle (RV) parking supply downtown Parking regulations (time limits) Directional signage to public parking 3 Address Adverse Reduces number of through truck trips Trucks Slows truck speeds on US 101 Downtown Improves truck turning Provides a buffer between trucks and on-street parking Supports downtown businesses and economy 4 Develop Alternate Minimizes impacts on residential land uses Truck Routes Truck trip efficiency (likelihood route will be used) Provides linkage to industrially zoned land, including underdeveloped industrial parcels Supports local and regional businesses and economy Minimizes impacts on natural resources and resource lands Minimizes impact on flood hazardlrating Amount of new road outside the Urban Growth Boundary Efficient use of existing highway capacity Compatibility with future interchange in the vicinity of OR 6 and Wilson River Loop 5 Address Other Cost-effectiveness of transportation investments Identified lssues Consistency with applicable standards (city, county, ODOT) Consensus among affected jurisdictions on implementing the alternative Implementable within a 20-year timeframe Provides a year-round solution REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN Existing and Future Conditions Review After the first RPAC meeting, the consultant team reviewed and documented existing and anticipated future transportation conditions in the project area. The review was based on existing documents, traffic operations and impacts analysis, field reviews, and traffic and safety data colIection. Results of the existing conditions review are provided in the Appendix in the corresponding memos identified below. The key types of data collected and analyzed were: * Traffic operations (volumes, congestion, etc.) (Memo #3) * Crash and safety conditions and data for all modes (Memo #3) Vehicle speeds (Memo #4) Parking supply and utilization (Memo #5) c Truck counts and travel routes aroun Pedestrian crossing behavior (Memo MI) age and illumination ( Development and Evaluation of Alternatives Following the review of plans and policies, development of goals and evaluation criteria, and review of existing and future conditions, the consultant team developed alternatives to respond to the project purpose and goals. The following were key steps in the alternatives development process: Using a public workshop format, brainstorm with the RPAC and interested stakeholders the nature of the problems and identify a wide range of potential solutions (January- February 2005). From the list of brainstorm ideas, develop a range of alternatives that seek to meet project goals and evaluation criteria (March-April 2005). Present draft alternatives to the PMT and ODOT for preliminary review and comparison against applicable policies and standards (April 2005). Revise initial draft alternatives as necessary in response to PMT and ODOT comments and present to RPAC (May-June 2005). Present alternatives to the general public and solicit comments in an open house format (July 2005). Through an iterative process with the PMT, RPAC, and affected stakeholders, modify and further develop the alternatives (August-September 2005). Evaluate the alternatives using the evaluation criteria, present results to the RPAC, and select preferred alternatives (September-Oc tober 2005). Prepare Draft Refinement Plan and present results to ODOT for review, to the general public at an open house, and to the RPAC at final meeting (November 2005). REVISED DRAFT TlLLAMOOK TRANSPORTATION REFLNEMENT PLAN 9. Based on input from ODOT, the general public, and the RPAC, prepare Revised Draft Refinement Plan, including any final modifications to preferred alternatives and draft plan. Further documentation of the alternatives development and evaluation process is included in the Appendix (Memo #12). Recommendations As data were collected and potential solutions developed, it became apparent that no single solution would be adequate to address the interrelated issues of safety, parking, and truck traffic. This was due in part to the fact that the potential for a partial or full truck bypass of owntown Tillamook was not feasible. This, to address the issues identified in the plan, five goups of alternatives were * Alternate Truck Options (Outsi Tillamook Lum Main and Pacific Avenue Design Alternatives (US 101 Couplet) Downtown Traffic Alternatives (Intersection of US 101 and OR 6) Downtown Parking Options As illustrated in Figure 2, the preferred alternatives from the five groups combine to form the total solution to the identified transportation issues. The recommendation options are discussed below according to each of the five groups. For cross reference to detailed information on the various options, the original option or alternative number codes are included in the descriptions. Alternate Truck Route Options (Outside of Downtown) Figure 3 illustrates recommendations for making changes to truck routes outside of down- town Tillamook. As documented in Memo #12, of all the possible alternate route options studied, the vast majority were determined to be infeasible because of cost, physical constraints, policy constraints, or a combination of these factors. As a result, the recommendations described in this section are typically smaller scale projects, with generally incremental benefits but relatively fewer costs or impacts. Recommendations Implement improvements on selected county roads that will support the continued use of these facilities for a moderate amount of truck traffic: US 101 and Latimer Road -install signal and related improvements (project currently under design) (Option C1) Wilson River Highway (OR 6) and Wilson River Loop-construct new interchange (project currently under design) (Option C2) US 101 and Front Street -improve signage to encourage trucks to use this existing alternate route (Option C9) REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN US 101 and Long Prairie Road -construct intersection improvements, including left-turn lane (project currently under design) (Option Dl) Trask River Road and Johnson Creek Bridge - replace bridge to remove weight restrictions (project under design) (Option D8) Tillamook Lumber Mill Options Figure 4 illustrates recommendations for making changes to the Tillamook Lumber Mill site. As shown in the evaluation results in Memo #12 (see Appendix), a number of options were considered for routing traffic to and from the mill. The evaluation results suggested that the existing accesses and routes to and from the mill were in the best locations but that changes on the mill site itself had a significant potential to reduce truck trips in downtown Recommendations Work with the Tillamook Lumber ill on the following changes that are intended to reduce the number of truck trips in downtown Tillamook (Option B1): In cooperation with ODOT, develop a new 3rd Street access that can be used for all trucks, both entering and exiting (requires relocation of ODOT maintenance building/ site). Make site and circulation changes (for example, improve roads, rearrange log stacks) to allow the existing 10th Street access and proposed 3rd Street access to be used as either entrance or exit for all trucks. Redesign rail spur onsite and/or work with Port of Tillamook Bay (POTB) rail to minimize traffic stoppage on 3rd Street due to rail switching. Once the above improvements are complete, encourage drivers to use the mill entrance/exit that minimizes truck travel through downtown Tillamook. In cooperation with Averill Trucking, develop a satellite location for AveriIl Trucking operations on or near the Tillamook Lumber Mill site to reduce the number of trips through downtown (Option C8). Phasing Relocating the ODOT site is critical to the feasibility of creating a new 3rd Street access. This option should be pursued first. The primary constraints appear to be funding and the availability of a suitable site for relocation. However, because the intent of this option is to improve conditions on the state highway, potential financial and logistical support from ODOT should be explored further. Main and Pacific Avenue Design Alternatives Figure 5 illustrates recommendations for making changes to the design of Main and Pacific Avenues. As documented in Memo #12 (see Appendix), the alternatives development process included a variety of options intended to improve the function of Main and Pacific Avenues for all travel modes. The options that would have removed existing features (for REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN example, on-street parking) to allow space to widen travel lanes generally did not fare well against the goals and evaluation criteria. In short, because of the constrained space and the large number of functions provided (that is, business storefronts, pedestrian circulation, motor vehicle circulation, and parking), the functions are in a delicate balance with each other and a change to one affects the others. Thus, the recommendations that fared the best against the evaluation criteria would result in only minor to moderate changes, albeit positive ones, to the existing system. Recommendations Short-term (0-5 years). From 1st Street to 5th Street, implement streetscape and related improvements to slow traffic and better delineate pedestrian space and movements (Options D and E): continental-style crosswalks at all in Add advance stop ars and signage efore pedestrian crossings. Restrict parking on upstream side of key corners (for example, 2nd and Main) to improve driver-pedestrian visibility. Improve lighting at intersections where it is potentially deficient (for example, 5th and Main). Add new landscaping where space allows (combination of street trees, sidewalk planter boxes, etc.). Add pedestrian-scale lighting to improve pedestrian safety and downtown aesthetics. Include options for hanging banners, planters, etc. Reconstruct/repair existing sidewalks to make them compatible with the Americans with Disabilities Act (curb ramps), improve aesthetics, and allow for new landscaping opportunities. Reduce sign clutter by consolidating existing public signs (highway signs, local street signs, information signs). Work with property owners to improve storefronts and business signage to enhance aesthetics, create a coordinated image, and reduce the tunnel effect of existing signage. Improve visual appeal to drivers and encourage them to slow down (improve safety) and stop (support businesses) in Tillamook. Medium-term (5-10 years) Implement Options D and E (described above) from 6th to 12th Streets. Long-term (if short- and medium-term measures are not adequate) Add combination of traditional and off-set curb extensions to slow traffic (Figure 6), improve pedestrian visibility, and provide opportunities for aesthetic enhancements (such as landscaping). Implement Option B: Narrow the sidewalks on Main and Pacific Avenues by 2 feet on each side, widen travel lanes to 12 feet each, maintain 8-foot parking lanes on both sides, REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN and add combination of traditional and off-set curb extensions. Option B would be implemented only in combination with Options D and E, described above. Downtown Traffic Alternatives ODOT intends to begin a highway design project at the intersection of US 101 and OR 6 in early 2006 (Oregon Statewide Transportation Improvement Program [STIP] project #14313). This project will include additional study of solutions at this location before a preferred alterative is selected and engineered for future construction when funding is identified. For this reason, this refinement plan does not recommend a single preferred alternative for this location. Instead, the following alternatives are recommended for further study as part of the upcoming design project. The alternatives are illustrated in Figure 7 and documented in detail in Memo #7A (see Appendix). ommendations for ent two-way traffic on 1st an uce congestion an trips downtown (Alternative 1). This would require a new traffic signal or other form of intersection contra! at OR 6 and Miller Street. * Add an additional northbound travel lane over Hoquarten Slough (AIternative 4). Implement a combination of Alternatives 1 and 4. Consider other traffic solutions at 1st Street and Main/Pacific Avenues, either alone or in combination with one of the above options. owntown Parking Options Following the study of existing parking conditions (documented in Memo #5 in the Appen- dix), a menu of options to increase both parking supply and utilization was developed. These recommendations are summarized in Table 2 and illustrated in Figure 8. An illustration of diagonal parking on 2nd Avenue is provided in Figures 9 and 10. A detailed discussion of parking recommendations is provided in Memo #10 in the Appendix. If additional RV parking is desired in addition to the specific recommendations below, the City could consider dedicating any of the other on- or off-street parking areas for RV- priority or RV-only parking. TABLE 2 Parking Recommendations No. Concept Name Concept Description Timeframe 1 Recreational Vehicle Set aside more on-street parking area reserved for RVs (RV) Parking Short-term 2 Potential RV Possibly allow RVs to park overnight in the (new) Safeway parking Medium-term Overnight Parking lot 3 Employee Parking Allow employees to park in city parking lots on east and west sides Short-term (Surface) of Ivy, just south of 2nd Street 4 Future Employee or Possible acquisition of property immediately east of Stillwell Avenue Long-term Public Parking to expand employee and visitor parking REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN TABLE 2 Parking Recommendations No. Concept Name Concept Description Timeframe 5 Future Parking Structure 6 Angle Parking Parking 8 Shared Parking for Employee Use 9 New lots for visitor and/or employee use 10 Main and Pacific 11 On-street Parking Regulation 12 Signage Options include building a deck or larger parking structure on current Long-term city parking lots, and building a structured parking area on south side of 1st street west of Ivy Avenue, looking for opportunities to team with others as property is redeveloped. Change parallel parking to angle parking along 2nd Street, Ivy Short-term Avenue, and Laurel Avenue. There are several ways this concept could be designed, depending on the roadway width. Two of these are described below: Angle parking on one side, parallel parking on the other side, two- way traffic ngle parking on one side, parallei parking on the other side, one- way traffic Allow residents to park overnight and/or for longer periods during the Short-term day along Laurel Avenue between 3rd Street and 5th Street Explore opportunities to share parking with businesses that (a) use Short-term their parking areas more in the evening or on weekends, or (b) have surplus parking areas Construction of one or more surface parking areas on parcels Long-term currently vacant, for use by visitors andlor employees Option 1 removes parking from one side of the highway, using width Medium-term to construct a bicycle lane or landscaping and slightly increasing travel lane width Option 2 keeps parking on both sides of the highway but reduces sidewalk width to construct bicycle lane and slightly increase roadway width Option 1 simplifies parking regulations to mainly a 2-hour time limit Short-term throughout town Option 2 reintroduces parking meters Long-term Adds signage to guide visitors to parking areas off the state highway Short-term Adoption and Implementation This section of the plan describes roles and responsibilities for project implementation, cost estimates and potential funding sources, and information on plan adoption. Jurisdictional Roles Responsibility for implementing this refinement plan falls to three primary jurisdictions: the City of Tillamook, Tillamook County, and ODOT. Their respective roles and the roles of other entities are suggested in Table 3. REVISED DRAFT TlLtAMOOK TRANSPORTATION REFINEMENT PLAN TABLE 3 Suggested Implementation Roles: City of Tillamook, Tillamook County, and ODOT -- Lead Implementation Secondary Implementation Alternatives Responsibility Responsibility Alternate Truck Route Options (Outside of Downtown) Tillamook Lumber Mill Concepts Main and Pacific Avenue Design Alternatives (US 101 Couplet) Downtown Traffic Alternatives (Intersection of US 101 and OR 6) Downtown Parking Recommendations Tillamook County City of Tillamook ODOT City of Tillamook (working with Port of Tillamook Bay (Rail) Tillamook Lumber Mill) ODOT Tillamook County ODOT City of Tillamook ODOT City of Tillamook Tillamook County City of Tillamook ODOT (for Main and Pacific) Cost Estimates Costs to design and construct the recommended alternatives on the state highways (US 101 and OR 6) were estimated at a planning level. Based on the conceptual design of each element, a 30 percent contingency was included in the construction cost estimate to account for potential unknowns typically identified during preliminary and final design. The estimates include engineering design fees and right-of-way costs but do not include potential environmental permitting or utility relocation costs. These cost estimates are documented in the Appendix (Memo #15). unding A variety of federal, state, and local funding sources could be used to improve the transportation system in Tillamook. A detailed discussion of potential funding options is provided in the Appendix (Memo #16). Federal and State Sources Most federal and state funding programs are competitive and involve clear documentation of the project need, costs, and benefits. The STIP is the primary programming document that identifies transportation priorities for federal and state funding in Oregon. The STIP provides a schedule and identifies funding for projects throughout the state. It also Iists projects that are planned for construction during a 4-year period. Projects that are included in the STIP are regionally significant and have been given a high priority through planning efforts. The STIP has five categories -modernization, safety, bridge, pavement preservation, and operations. All federally funded transportation projects, as well as all state and locally funded projects that are deemed "regionally significant," must be included in the STIP. REVISED DRAFT TILLAMOOK TRANSPORTATION REFINEMENT PLAN Local Sources Local funding for the projects in this transportation plan typically would come from the City or County and potential future bond or other local revenues. Other local funding sources might include grants and private funds. Table 4 is a qualitative assessment (low, medium, and high) of the revenue potential, implementation feasibility, and voter approval requirements for a number of potential local revenue and funding sources. TABLE 4 Local Funding Options: Potential Revenue Potential and Implementation Feasibility Revenue Feasibility of Voter Approval Potential Funding1 Revenue Potentiala lmplementingb Required? Local Improvement District Revenue and General Obligation Bonds System Development Charges Transportation Utility1 Impact Fees General Fund County Vehicle Registration Fee Road User Feel Toll Traffic Impact Fee Parking lax Gas Tax Parking Meters and Fines Hotel Tax Sales Tax ODOT Bicycle and Pedestrian Program Medium to High Low to Medium Medium to High Low to High Low to Medium NIA' Low to Medium Low to High Low to Medium Low to Medium Low to High Low Low to Medium Medium to High Low to Medium High High Medium Medium Medium Medium Medium Low Medium Low Medium Medium Medium Low High Yes No Yes No No No Yes No No Yes Yes No Yes Yes No a Revenue potential for many of the funding sources would vary and depend on the extent of implementation (for example, tax rate, fee, toll) and extent of new development (for system development charges and traffic impact fees). b Considers legal feasibility, potential public perceptionlapproval, and administrative costs. ' This is not a new revenue source; money is redistributed from the general fund to transportation. Plan Adoption It is recommended that the City of Tillamook adopt this refinement plan as an amendment to the City TSP and that Tillamook County acknowledge it as an appendix to their TSP. Detailed recommendations for the city and county regarding plan adoption are provided in the Appendix (Memo #17). Figures Tillamook Transportation Refinement Plan Study Area Tillamook, OR Figure 1 Legend --- Highways - Local Roads Railroads City Limits STUDY AREAS Truck Route Downtown Safety Downtown Parking 0 1,250 2,500 3,750 5,000 1 Feet FIGURE 2 Total Transportation Solution for Downtown Tillamook TILLAMOOK TRANSPORTATION REFINEMENT PLAN CHZMHILL Tillamook Transportation Refinement Plan Truck Route Recommendations Tillamook, OR Figure 3 Legend - H~ghways - Local Roads ailroads City Limits 0 1,250 2,500 3,750 5,000 I Feet RECOMMENDATIONS Tillamook Lumber Mill Work with the Tillamook Lumber Mill on the following changes that are intended to reduce the number of truck trips in downtown Tillamook (Option BI): In cooperation with ODOT, develop a new 3rd Street access that can be @ used for all trucks, both entering and exiting (requires relocation of ODOT maintenance buildinglsite) Make site and circulation changes (for example, improve roads, rearrange @ log stacks) to allow the existing 10th Street access and proposed 3rd Street access to be used as either entrance or exit for all trucks rovements are complete, enc Mill entrancelexit that minimizes truck travel through downtown Tillamook In cooperation with Averill Trucking, develop a satellite location for Averill Trucking operations on or near the Tillamook Lumber Mill site to reduce the number of trips through downtown (Option C8) Tillamook Transportation Refinement Plan Tillamook Lumber Mill: Recommended Site Circulation Changes Tillamook, OR Figure 4 Legend - Local Roads ailroads City L~mits Approximate Property Boundary RECOMMENDATIONS Main and Pacific Design Short-term (0-5 years) SIDEWALK PARKING TRAVEL TRAVEL SIDEWALK 12' 10' 10' 8' From 1st Street to 5th Street, implement streetscape and related improvements to slow traffic and better delineate pedestrian space and movements (Options D and E): Add continental-style crosswalks at all intersections Add advance stop bars and signage before pedestrian crossings Restrict parking on upstream side of key corners (for example, 2nd and Main) to improve driver-pedestrian visibility (for example, 5th and Main) sidewalk planter boxes, etc.) Add pedestrian-scale lighting to improve pedestrian safety and downtown aesthetics, Include options for hanging banners, planters, etc. Reconstructlrepair existing sidewalks to make them ADA compatible (curb ramps), improve aesthetics, and allow for new landscaping opportunities Reduce sign clutter by consolidating existing public signs (highway signs, local street signs, information signs) * Work with property owners to improve storefronts and business signage to improve aesthetics, create coordinated image, and reduce tunnel effect of existing signage, Improve visual appeal to drivers and encourage them to slow down (improve safety) and stop (support businesses) in Tillamook. Medium-term (5-10 years) Implement Options D and E (described above) from 6th to 12th Streets Long-term (if short- and medium-term measures are not adequate) Add a combination of traditional and off-set curb extensions to slow traffic, improve pedestrian visibility, and provide opportunities for aesthetic enhancements (for example, landscaping) Implement Option B: Narrow the sidewalks on Main and Pacific Avenues by 2 feet on each side, widen travel lanes to 12 feet each, maintain 8-foot parking lanes on both sides, and add a combination of traditional and off-set curb extensions. Option B would only be implemented if in combination with Options D and E described above. FIGURE 5 Main and Pacific Design Recommendations TILLAMOOK TRANSPORTATION REFINEMENT PLAN 45FT TRUCK (WB-4 ENVELOPE FIGURE 6 Off-set Curb Extensions TlLLAMOOM TRANSPORTATION REFINEMENT PLAN CHZMHILL Existing - Proposed (two-way traffic on 1st and 3rd) Third Street between Main and Pacific $ -VT- ---_-A ___- _*--=--- --.--- k RECOMMENDATIONS FOR FURTHER STUDY Downtown Traffic Implement two-way traffic on 1 st and 3rd Streets to reduce congestion and reduce truck trips downtown (Alternative 1). This would require a new traffic signal or roundabout at OR 6 and Miller Street. Add an additional northbound travel lane over Hoquarten Slough (Alternative 4) Implement a combination of Alternative 1 and Alternative 4 Construct a roundabout in the vicinity of I st Street and MaidPacific Avenues either alone or in combination with one of the options above FIGURE 7 Downtown Traffic Recommendations for Further Study TILLAMOOK TRANSPORTATION REFINEMENT PLAN CHZMHILL Legend RECOMMENDATIONS Downtown Parking I RV Parking In addition to the current RV parking spaces on 2nd Avenue, add new I?\! parking spaces on 5th Avenue just east of Ivy (south side of the new Safeway lot). Add signage so these areas are easy for visitors to find. Potentfa1 Fu ture Possible Shared ~arkrng Structure 1- I Folenfiai Future I Ptibirc Parkrng OQ 0 D 2nd St RVParkiny .$ 0 g m ioyee Parkrny 1 Angle Parking I An Add angle parking on 2nd S and Stillwell, on Ivy between 1st and 3rd, and on Laurel between 3rd and 5th. Both 2nd and Ivy could accommodate 45 degree angle parking on one side, a one-way traffic lane, and parallel parking on the other side. Laurel would accommodate 60 degree parking on one side, either with two-way traffic and no parking on the other side, or one-way with parallel parking on the other side. Resident Permit Parking To provide additional parking options for residents downtown, residential permit parking should be explored along Laurel between 3rd and 5th. Permits would be managed by the City of Tillamook. Poss~bic Parkmg 0 Potential RV Overnight Par Explore the willingness of Safeway to allow RVs to park overnight in their parking lot. This may require adjustments to City regulation. 3 Employee Parking Parking for downtown employees is needed. The City currently has a monthly parking permit program for the lot facing 2nd Street just west of Ivy. The City could expand this program to the lot just east of Ivy, where parking could be used by employees with a permit or visitors by meter. Possible Shawd Parking 4 Future Employee andlor Public Parking The City could acquire one or both of these properties and expand the permit parking area for employee parking, andlor make it available for visitors. 8 Shared Parking for Employee Use Some private parking lots-such as churches, restaurants and other businesses-are underused during the weekdays or have more parking than they need. The City should explore shared parking agreements so that extra spaces could be used by downtown employees on a permit basis. Two locations have been identified for potential long-term future parking structures. Building a deck or a structure on the existing City-owned lots (south side of 2nd, between Main and Stillwell). If a structure were built, the potential for first-floor retail should be explored. The parcel on the south side of 1st Avenue just west of Ivy is likely to be redeveloped at some point in the future. When this occurs the City should explore the possibility of public parking on the site. 9 Vacant Lots 10 Main and Pacific Use of existing parking lots for Parking Options employee andlor public parking Several options for Main and is preferable to the construction Pacific are proposed to make of new lots. However, existing parking more safe comfortable for vacant lots within walking users. These are shown on a distance of downtown could be separate figure. explored for additional parking. I I On-Street Parking Regulation (Not shown on map) To simplify parking regulations and remove extra signage, a flat two-hour parking regulation is recom- mended throughout the parking district. In the future, on-street parking meters could be re-installed instead of the current parking regulations. While parking meters would bring revenue to the city, it would require up-front expense and the support of the business community. 12 Signage Signage is recommended for the north and south ends of the downtown area to safely and clearly direct out-of-town visitors to parking areas off the state highway. Vacant Lot FIGURE 8 Downtown Parking Recommendations TILLAMOOK TRANSPORTATION REFINEMENT PLAN First Street Net Difference: + 26 Parking Spaces Q) Q) Legend: ssa Loading Zone Driveway ES3 Close Driveway r>a Insufficient Length For Parking Space Long Term Meter Parking xisting: 8 Parking Spaces Existing: 5 Parking Spaces Proposed: 4 Parking Spaces 2nd and Ivy Diagonal Parking (Option I: With Curb Extensions) TILLAMOOK TRANSPORTATION REFINEMENT PLAN First Street Net Difference: + 37 Parking Spaces Legend: rn Loading Zone Driveway 6a Close Driveway 6a Insufficient Length For Parking Space Long Term Meter Parking Existing: Parking Spaces Pro~osed: Existing: 6 Parking Spaces Proposed: 7 Parking Spaces Existing: 5 Parkina S~aces proposed : 7 Parking Spaces FIGURE 10 1 2nd and Ivy Diagonal Parking (Option 2: No Curb Extensions) TILLAMOOK TRANSPORTATION REFINEMENT PLAN I IIIII IIIII I Plan and Policy Review TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Plan and Policy Review (Memo #1) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: Michael Hoffman, CH2M HILL Tim Burkhardt, CH2M HILL DATE: November 16,2004 Introduction This memo reviews documents and policies that are relevant to or may present constraints to potential alternatives to be developed as part of the Tillamook Transportation Refinement Plan. Although each document contains many plans or policies, only those most directly relevant to this project are discussed. ocuments Reviewed Federal State of OregonlODOT Transportation Planning Rule (OAR 660-12) Oregon Transportation Plan (1992) Oregon Highway Plan (1999) Oregon Highway Design Manual (2003) Access Management Rules (OAR 734-051) Oregon Bicycle and Pedestrian Plan (1995) Oregon Transportation Safety Action Plan (1995) Proposed Oregon Coast Highway Corridor Master PIan (1995) TGM Main Street Handbook for Oregon Communities (1999) TGM Parking Made Easy: Taming the Domntown Parking Beast (2001) Tillamook County 0 Tillamook County Comprehensive Plan [DRAFT](2004) City of Tillamook 0 City of Tillamook Comprehensive Plan (1981, amended 1982) City of Tillamook Transportation System PIan (2003) City of Tillamook Zoning Code Tillamook Town Center Plan (OTAK and Pacific Rim Resources, 1999) MEMO #I .DOC 1 PLAN AND POLICY REVIEW (MEMO #I) Oregon Tillamook Alternate Log Truck Route Section Conceptual Design Report (OTAK, 2001) Oregon Oregon Downtown Development Association's Resource Team Report for Tillamook, Oregon (2002) Federal Plans and Policies Federal transportation planning requirements, such as those specified in the Transportation Equity Act for the 21st Century (TEA-21) and its implementing regulations, are addressed through state and local plans. State of OregonlODOT Plans and Policies Transportation Planning Rule The Transportation Planning Rule (TPR) implements Oregon Statewide Planning Goal 12, which encourages construction of transportation facilities that are safe and efficient and designed to reduce automobile reliance. The objective of the TPR is to reduce air pollution, congestion, and other livability problems found in urban areas. The TPR requires the preparation of regional transportation systems plans (TSPs) by metropolitan planning orgainizations or counties and local TSPs by counties and cities. Through TSPs, the TPR provides a means for regional and local jurisdictions to identify long- range (20-year) strategies for the development of local transportation facilities and services for all modes, to integrate transportation and land use, to provide a basis for land use and transportation decision-making, and to identify projects for the State Transportation Improvement Program. TSPs need to be consistent with the State Transportation Plan and its modal and multimodal elements. Pvojecf Relevance: The City of Tillamook and Tillamook County TSPs were developed to address the requirements of the TPR. regon Transportation Plan (1992) 'The Oregon Transportation Plan (OTP) is a long-range policy document that addresses federal and state mandates for systematic statewide transportation system planning. It is developed by the Oregon Department of Transportation. The goai of the OTP is to promote a safe, efficient, and convenient transportation system over the next 40 years that improves livability and facilitates economic development for residents of the state. The OTrs goals, policies and actions integrate all modes of transportation with the intention of encouraging the most appropriate mode for each type of travel. The Plan's System Element identifies a coordinated multimodal transportation system, to be developed over the next 20 years, which is intended to implement the goals and policies of the Plan. The goals and policies of the OTP cover a broad range of issues. Goals and policies most directly applicable to the Tillamook Refinement Plan are discussed below. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO#?) Goal 1: Characteristics of the System Policy I? - Connectivity Among Places Action 1 E.l - calls for the identification of a multimodal network of facilities to meet requirements for the movement of people, goods, and services throughout Oregon and the development of a plan to implement that system. Policy 7G - Safety Action 1G.4 - resources should be targeted to dangerous routes and locations in cooperation with local and state agencies. Action 1G.9 - calls for the transportation system to be built, operated, and regulated so that users feel safe and secure as they travel. Goal 2: Livability Policy 2C - Relationship of Interurban and Urban Mobility Action 2C.3 - encourages local and regional transportation system plans and land use plans to avoid dependence on the state highway system for direct access to commercial, residential or industrial development adjacent to a state highway. Policy 2D - Facilities for Pedestrians and Bicyclists Action 2D.1 - encourages communities to make walkways, pedestrian shelters and bikeways an integral part of the circulation pattern within and between communities to foster safe interactions between motor vehicles, bicyclists and pedestrians. Goal 3: Economic Development Policy 3B - Linkages to Markets Action 3B.1 - caHs for the provision of a direct, convenient and physically suitable system for goods movement to transportation facilities and commercial and industrial areas to ensure the timely delivery of goods. Action 3B.3 - the highway system should be maintained, preserved, and improved in order to provide infrastructure for the efficient movement of goods by truck and bus. olicy 4G - Management Practices m Action 4G.3 - calls for preserving, maintaining, and improving transportation infrastructure and services that are of statewide significance. Action 4G.2 - encourages communities to manage such factors as the number, spacing, type, and location of accesses, intersections and signals in order to operate the transportation system at reasonable levels of service and in a cost-effective manner. Action 4G.4 - calls for controlled accesses to statewide transportation corridors and facilities. MEMO #l DOC PLAN AND POLICY REVIEW (MEMO #I) Oregon Highway Plan (1999) The 1999 Oregon Highway Plan (0HP)is a modal element of the 1992 OTP and defines policies and investment strategies for Oregon's state highway system over the next 20 years. The plan contains three elements -a vision element that describes the broad goal for how the highway system should look in 20 years; a policy element that contains goals, policies, and actions to be followed by state, regional, and local jurisdictions; and a system element that includes an analysis of needs, revenues, and performance measures. The policy element contains several policies and actions, described below, that are relevant to the Tillamook Refinement Plan. Policy 1A: State Highway Classification System Policy 1A develops a state highway classification system to guide ODOT priorities for system investment and management. Action lA.l defines five categories of state highway facilities - interstate highways, statewide highways, regional highways, district highways, and local interest roads. Two of these (interstate and statewide highways) are part of the national highway system. Interstate highways provide connections to major cities and regions within the state and facilitate movement to and from other states. The management objective for interstate highways is to provide safe and efficient high-speed travel in urban and rural areas. Statewide highways provide inter-urban and inter-regional mobility and connections to larger urban areas, ports, and major recreation areas not directly served by Interstate Highways. Statewide highways also provide connections for intra-urban and intra-regional trips. The management objective for statewide highways is to provide safe and efficient, high-speed, continuous-flow operation along the corridor, with minimal interruptions to flow in constrained or urban areas. Action 1A.2 defines and classifies expressways as a subset of statewide, regional, and district highways. The function of expressways is to provide safe and efficient high speed and high volume traffic movements with minimal interruptions, for interurban trave! and connections to ports and major recreation areas. Along expressways, private access is discouraged, connections to public roads are highly controlled, traffic signals (rural areas only) are discouraged, and nontraversable medians are encouraged. Project Relevance: The state highway classification system includes five classifications: interstate, Statewide, Regional, District, and Local interest Roads. Additionaiiy, there are four special purpose categories that overlay the basic classifications: special land use areas, statewide freight route, scenic byways, and lifeline routes. In Tillamook, US 101 is a Statewide Highway on the State Highway Classification System, and is also on the National Highway System (NHS); OR 6 is a Regional Highway on the State Highway Classification System from US 26 to US 101. West of US 101, the road is designated at Highway 131 and classified as a District Highway. The "Scenic Byway" designation is applied to roads with exceptional scenic value. US 101 is designated as a scenic byway. MEMO #I DOC PLAN AND POLICY REVIEW (MEMO #I) Policy 1B: Land Use and Transportation Policy 1B directs the state to work with regional agencies and local jurisdictions to consider land use when planning transportation systems and projects. Action 1B.7 gives special designations for certain land use patterns off the freeway to foster compact development patterns in communities. The three designations provided are special transportation area, commercial center, and urban business area. Special Transportation Areas are described as follows: "The primary objective of managing highway facilities in an existing orfiture Special Transportation Area is to provide access to community activities, businesses, and residences and to accommodate pedestrian movement along and across the highway in a downtown, business district and/or community center including those in unincorporated communities as defined by OAR 660-22. An STA is a highway segment designation that may be applied to a highway segment, when a downtown, business district or community center straddles the state highway within an urban growth bounda y or in an unincorporated community in accordance with Action 1 B.9. Direct street connections and shared on-street parking are encouraged in urban areas and may be encouraged in unincorporated communities. Direct properfy access is limited in an STA. Local auto, pedestrian, bicycle and transit movements to the business district or community center are generally as important as the through movement of traffic. Traffic speeds are slow, generally 25 miles per hour (40 kilometers per hour) or less." Pmject Relevance: In support of recommendations in the 2003 City of Tillamook TSP, the Oregon Transportation Commission (OTC) designated the segment of US 101 that passes through downtown Tillamook (1st Street to 10th Street) as an STA. Policy ID: Scenic Byways This policy recognizes the need to preserve and enhance designated Scenic Byways and the need to consider aesthetic and design elements along with safety and performance on these designated scenic byways. Project Relevance: US 101 is a designated National Scenic Byway and therefore Policy 1D ust be considered when project alternatives that affect the highway are being considered. : Highway Mobility olicy l.F addresses state highway performance expectations for planning and plan plementation or amendment, as well as providing guidance for managing access and traffic control systems. Project Relevance: The City of Tillamook TSP notes that under existing 30th-highest hour operating conditions (2002), 3 of the 13 intersections in the area studied in Tillamook do not meet OHP mobility standards beacuase they exceed v/c ratios. In the future (No Buld scenario), this number increases to 5. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) Policy 1G: Major Investments Action lG.l directs agencies to make the fewest number of structural changes to a roadway system to address its identified needs and deficiencies, and to protect the existing highway system before adding new facilities to it. The action ranks four priorities of projects, as follows: 1. Preserving the functionality of the existing system 2. Making minor improvements to improve the efficiency and capacity of the existing system 3. Adding capacity to the existing system 4. Building new transportation systems Project Relevance: The Tillamook Refinement Plan will be analyzing existing and future traffic conditions in the Tillamook study area, in particular with respect to truck traffic. Alternative sloutions will be developed in concert with the stated objective of this policy Policy 2F: Traffic Safety Policy 2F emphasizes the state's efforts to improve safety of all users of the highway system. It includes several Actions that are directly pertinent to the objectives of the Tillamook Refinement Plan. e Action 2F.1 calls for the establishment of a process to develop and implement the most cost-effective solutions to high priority safety problems. Action 2F.2 requires the establishment of a process to evaluate and the project selection and solution process for any project in which safety improvement is the stated objective. Action 2F.3 states that, when identifying solutions to traffic safety problems, solutions should include, but not be limited to, the following: Increasing traffic enforcement; = Involving business and community groups and the media in educational efforts; Making appropriate engineering improvements; Constructing safe and convenient crossings for bicyclists and pedestrians; and Managing access to the highway. Action 2F.4 addresses the development and implementation of the Safety Management System to target resources to sites with the most significant safety issues. Action 2F.6 calls for the state to work with citizens and local jurisdictions to address safety concerns on the state highway system. Project Relevance: A major component of the Tillamook Refinement Plan's scope is to address and provide alternative solutions for addressing safety concerns in the City of Tillamook. The above Actions of Policy 2F of the OHP provide a guide for this effort. MEMO #.DOC PLAN AND POLICY REVIEW (MEMO #I) Policy 3A: Classification and Spacing Standards 0 Action 3A.1 calls for state highway access to be managed based on the highway's respective access management classifications. o Action 3A.2 calls for the establishment of spacing standards on state highways based on highway classification, type of area and speed. e Action 3A.3 calls for the location and spacing of traffic signals on state highways to be managed so as to ensure the safe and efficient movement of people and goods. Project Relevance: The Tillamook Refinement Plan will be utilizing access management as a tool to help craft solutions for Tillamook's safety concerns and will be following applicable access standards set forth in the OHP. Policy 4A: Efficiency of Freight Movement Policy 4A and its Actions emphasize the need to maintain and improve the efficiency of freight movement on the state highway system. Project Relevance: Given that both US 101 and OR State Route 6 are on the state highway system, the Tillamook Refinement Plan will be responsive to the objectives of Policy 4A. ODOT Highway Design Manual (2003) The ODOT Highway Design Manual (HDM) provides uniform standards and procedures for ODOT. It is intended to provide guidance for the location and design of new construction, major reconstruction, and resurfacing, restoration or rehabilitation projects on the state highways. The manual is used by ODOT staff for planning studies and during project development. State and local planners use the manual in determining design requirements as they relate to state highways in TSPs, Corridor Plans, and Refinement Plans. The OHDM is to be used for all projects that are located on state highways. Project Relevance: Although the OHDM is not typically considered a planning document, ODOT staff often review projects at the planning stage to see that they can satisfy the standards in the OHDM at the time they are constructed. The OHDM prescribes design standards for roadways in the state system based on the functional classifications of the articular roadway. In regard to the state highways involved in the Tillamook Refinement Plan, there are two applicable sections that provide dimensional and operational standards applicable to OR 228. The first is Section 7 (Rural Non-Freeway Highway Design) which applies to the "rural minor arterial" functional classification of State Route 6; the second is Section 8 (Urban Non-Freeway Highway Design) which applies to the "urban principal arterial" functional classification of US 101 inside the city limits of Tillamook. The standards vary with speed and traffic volume. ODOT Access Management Rules - OAR 734-051 The intention of ODOT's Access Management Rules is to balance the safety and mobility needs of travelers along state highways with the access needs of property and business owners. ODOT's rules manage access to the state's highway facilities to the degree necessary to maintain functional use, highway safety, and the preservation of public investment consistent with the 1999 OHP and local comprehensive plans. MEMO #?.DOC PIAN AND POLICY REVIEW (MEMO #I) Project Relevance: OAR 734-51 is pertinent to the Tillamook Refinement Plan in two ways. First, future applications for access and private approach-related permits onto either US 101 or OR State Route 6 within the City of Tillamook are subject to the procedures and criteria outlined in OAR 734-51. Second, any scheme to reconfigure accesses in the city should be done in accordance with OAR 734-051-0155, applicable sections of which are excerpted below. 734-051-0155, Access Management Plans, Access Management Plans for Interchanges, and Interchange Area Management Plans (1) The Department encourages the development of Access Management Plans, Access Management Plans for Interchanges, and Interchange Area Management Plans to maintain highway performance and improve safety by improving system efficiency and management before adding capacity consistent with the 1999 Oregon Highway Plan. 2) Access Management Plans and Access Management Plans for Interchanges are developed for a designated section of highway with priority placed on facilities with high volumes or providing important statewide or regional connectivity where: (a) Existing developments do not meet spacing standards; (b) Existing development patterns, land ownership patterns, and land use plans are likely to result in a need for deviations; or (c) An access management plan would preserve or enhance the safe and efficient operation ofa state highway. (3) Access Management Plans and Access Management Plans for Interchanges may be developed: (a) By the Department; (b) By local jurisdictions; or (c) By consultants. (4) Access Management Plans and Access Management Plans for Interchanges comply with all of the following: (a) Are prepared for a logical segment of the state highway and include sufficient area to address highway operation and safety issues and development of adjoining properties including local access and circulation. (b) Describe the roadway network, right-of-way, access con trol, and land parcels in the analysis area. (c) Are dmeloped in coordination with local governmenfs and property owners in the afected area. (d) Are consistent with any applicable adopted Transportation System Plan, Local Comprehensive Plan, Corridor Plan, or Special Transportation Area or Urban Business Area designation, or amendments to the Transportation System Plan unless tl~e is exempf from tra~~sportation systen? planning requirenzents under OAR 660-012-0055. (e) Are consistent with the 1999 Oregon Higlzway Pian. V) Contain short, medium, and long-range actions to improve operations and safety and preserve the functional integrity of the highway system. (g) Consider whether improvements to local street networks are feasible. (I?) Promote safe and efficient operation of the state highway consistent with the highway classification and the highway segment designation. (i) Consider the use of the adjoining property consistent with the comprehensive plan designation and zoning of the area. (j) Provide a comprehensive, area-wide solution for local access and circulatior~ that minimizes use of the state highway for local access and circulation. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) (k) Are a~rproved by the Department through an intergovernmental agreement and adopted by the local government, and adopted into a Transportation System Plan unless the jurisdiction is exempt from transportation system planning requirements under OAR 660-012-0055. (1) Are used for evaluation of development proposals. (m) May be used in conjunction with mitigation measures. Oregon Bicycle and Pedestrian Plan (1995) The Oregon Bicycle and Pedestrian Plan provides guidance to regional and local jurisdictions for the development of safe, connected bicycle and pedestrian systems. The plan is a modal element of the Oregon Transportation Plan. The plan includes two major sections: policies and implementation strategies; and design, maintenance and safety information. The stated bicycle and pedestrian transportation vision is as follows: "Oregon envisions a transportation system where walking and bicycling are safe and convenient transportation modes for urban trips." Project Relevance: This plan affects bicycle and pedestrian facilities on state-owned facilities. US 101 is a designated State Bike Route (Oregon Coast Bikeway). As such, provision and treatment of bicycle and pedestrian facilities on US 101 must be consistent with ODOT policies. Oregon Transportation Safety Action Plan (1995) The Oregon Transportation Safety Action Plan forms the safety element of the Oregon Transportation Plan (OTP). The intent of the plan is to improve the safety on Oregon's highways for all users. The policy for safety in the OTP (Policy 1G) is as follows: "It is the policy of the State of Oregon to impi-ove continually the safety of all facets of statewide transportation for system users including operators, passengers, pedestrian, recipients of goods and services, and property owners." The Safety Action Plan contains 70 actions as Oregon's "transportation safety agenda" for a 20-year planning horizon. The Safety Action Plan helped shape the direction of the safety elements of the City of Tillamook TSP and contains several Actions that are pertinent to the scope of the Tillamook Refinement Plan. Applicable actions are as follows: Action 19: Consider the roadway, human, and vehicle elements of safety in modal, corridor and local system plan development and implementation. These plans shod include the following: Involvement in the planning process of engineering, enforcement, and emergency service personnel as well as local transportation safety groups. - Safety objectives. Resolution of goal conflicts between safety and other issues. Application of access management standards to corridor and system planning. Action 20: In planning and project development, consider access management techniques which show significant improvements in safety for the roadway user. Access management techniques which may be used individually or in various combinations include the following: MEMO #?.DOC PLAN AND POLICY REVIEW (MEMO #I) Appropriate access and public street spacing and design. Proper spacing and coordination of traffic signals. Installation of non-traversable medians. Proper spacing and design of median openings. Provision of lanes for turning traffic. Interparcel circulation. Use of city and county road infrastructure as an alternative to increased access. Protection of the functional area of an intersection. Proper spacing of interchanges. Action 21: Consider safety -including the special needs of motorcyclists, bicyclists, and pedestrians - in all road maintenance functions. Action 66: Increase emphasis on programs that will encourage pedestrian travel and improve pedestrian safety. The following action (applicable to the Tillamook Refinement Plan) should be undertaken: Require walkways and safe pedestrian crossings on all appropriate road projects. The lack of walkways and safe crossing opportunities contribute to pedestrian crashes. Project Relevance: A major component of the Tillamook Refinement Plan scope is to address and provide alternative solutions for addressing safety concerns in the City of Tillamook. The above actions provide a guide for this effort. Oregon Coast Highway Corridor Master Plan (1995) The Oregon Coast Highway Corridor Master Plan focuses on the need to coordinate land use patterns and transportation systems and recognize the multimodaI nature of the transportation system. According to the Master Plan, the impetus for the plan developed from several policy directives at the state and federal levels, including the LCDC Transportation Planning Rule (TPR), the ODOT State Agency Coordination Program, the Oregon Transportation Plan (OTF), the Oregon Highway Plan (OHP), and the federal Intermodal Surface Transportation Efficiency Act (ISTEA). The Master Plan includes a vision statement and several goals and objective. The goals for the entire coastal corridor include the following: 1) Process Goal. Deve!op a tramportation plan that builds an ongoing planning and implementation partnership among ODOT and each of the communities and jurisdictions that have a stake in the future of transportation along the Oregon Coast Highway Corridor. 2) Transportation Goal. Develop a 20-year plan to manage future transportation needs in the Coast Highway Corridor and prolong the useful life of the existing transportation system. 3) Resources Goal. Develop a plan for a transportation system to harmonize with the inherent beauty of the coastal region, protect environmental resources, and enhance the enjoyment of the Corridor's beauty and resources by corridor users. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) 4) Community Goal. Develop a plan for a transportation system that supports the individual character and plans of the communities along the corridor. 5) Economic Goal. Develop a plan for a transportation system that supports sustainable economic diversity and vitality and provides responsible stewardship of public funds. Project Relevance: The Oregon Coast Highway (US 101) is the main street in downtown Tillamook. The Tillamook Refinement Plan must be be consistent with the objectives set forth in the Oregon Coast Highway Corridor Master Plan. TGM's Main Street Handbook for Oregon Communities (1999) Main Street.. .when a highway runs through it: A Handbook was produced by the Transportation and Growth Management Program (TGM), a joint program of ODOT and the Oregon Department of Land Conservation and Development (DLCD) for communities in Oregon that have a main street that also serves as a highway. The handbook is intended to help these communities (such as Tillamook) to strike a balance between the needs of pedestrians, shoppers, employees, business owners, and residents with the needs of auto and freight movement. Project Relevance: The Main Street Handbook speaks to the issue of truck movement and pedestrian safety at the heart of this Refinement Plan. The handbook provides tools and ideas for reclaiming main street qualities to improve quality of life while also providing for adequate mobility and accessibility. The techniques included the handbook are intended to: Encourage drivers to drive at the desired speed. e Improve the aesthetic appearance of the street. Enhance the street environment, particularly for pedestrians. * Minimize conflicts between highway users: pedestrians, bicyclists, transit, freight carriers, and motorists. Encourage through traffic to stay on the highway. e Provide other routes for local traffic. Increase the economic vitality of a community. TGM 's Parking Management Made Easy (2001) Parking Manngement Made Easy: A Guide to Taming the Downtown Parking Beast was produced by the Transportation and Growth Management Program (TGM), a joint program of ODOT and the DLCD. This guide provides cities with a rudimentary, step-by-step approach for assessing parking problems in their community. The guide aims to help users achieve: An understanding of people's concerns about downtown parking. A mapped and listed inventory of existing on-street and off-street parking, both public and private. e Parking inventory by block and block face at specific times of day MEMO #I .DOC 11 PLAN AND POLICY REVIEW (MEMO #I) An inventory of how long cars stay in parking spaces. Project Relevance: The procedures in this guide are being utilized to assess existing parking conditions in the City of Tillamook as part of the Tillamook Refinement Plan. Tillamook County Plans and Policies Tillamook County Comprehensive Plan [DRAFT] The Tillamook County Comprehensive Plan draft document was written under the guidance of Oregon's Statewide Planning Goals and Guidelines. Reviewed by the state to meet strict statewide land use requirements, the Comprehensive Plan establishes the guiding goals and principles for land use in Tillamook County. The element of the Comprehensive Plan that was reviewed for this document is the Transportation Element (Goal 12). The Transportation Element is divided into the following sections: Overview o Highway Transportation Public Transportation Air Transportation o Water Transportation o Rail Transportation Project Relevance: The policies for each section applicable to the Tillamook Refinement Plan are as follows: Section 2.3 Road Design Standards and Planning Criteria a. Tillamook County shall officially establish road improvement standards so that roads are constructed that are safe, durable, convenient, provide adequate drainage, allow flexibility in design and minimize costs. a. The County will invite the participation of fire districts, sewer and water district, the PUD and local developers in establishing these standar b. The standards shall be administered by the County Public Works Department. This section also contains the Coun j's current standards for street and road type. Section 2.4 Access Management The following policies apply to the developed sections of Highway 101: Driveways along the arterial should be removed to the maximum extent possible. Adjacent side by side driveways serving two commercial businesses should be reconstructed to a combined joint use access driveway. This combined access driveway should benefit the business through additional off street parking spaces. An agreement MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) between the businesses relative to a joint circulation easement between properties may be necessary. As a condition of any permit, if a land use changes, or a business is "substantially changed" driveway access and internal parking should be reevaluated and/or modified to be consistent with the access management policy. The City and County shall continue with plan and site reviews including the requirement for an impact analysis indicating the impact of the new development of Highway 101 roadway. 0 Developers of undeveloped land parcels shall pay their fare share of traffic-orientated improvements as required. The following policies apply to the undeveloped sections of Highway 101: Access to new commercial areas shall be primarily from major cross streets intersecting with Highway 101. Minimum desirable distance between major access cross streets shall be 2,000 feet. The 2,000 feet minimum spacing distance is based upon the potential need of signalization and coordinating vehicle speeds for signal progression. Minimum desirable spacing between access driveways along the arterial shall be 200 feet. Develop standard four way intersections along Highway 101 instead of "T" intersections close together. Minimum desirable distance between offset "T" intersections along Highway 101 shall be 400 feet. The 400 feet minimum desirable distance is based upon two off set intersections requiring left turn vehicle storage between intersections. The appropriate City/County staff shall continue with plan and site review, including the requirement for an impact analysis indicating the impact of the new development on Highway 101. ection 2.5 Bicycle Facilities a The County shall encourage the formation of a County Advisory Committee having responsibiIity for developing a County bikeway plan. The County shall continue to disapprove the establishment of the State's Coast Highway bike route along county roads until State funds are providing to improve those roads to meet safe bike route standards. Tillamook County Transportation System Plan (TSP) [DRAFT - 20041 The Draft Tillamook County TSP is the blueprint for future improvements to all aspects of the county's transportation systems. The pending County TSP will: Identify transportation projects for future funding. MEMO #I .DOC PLAN AND POLICY REVIEW (MEMO #I) Coordinate planned transportation improvements with planned land uses. Reduce cost and increases efficiency of providing transportation facilities and services. Identify current and future issues with the county's transportation systems. Coordinate and plan for all modes of transportation. Changes to several ordinances are necessary to carry out the policies of the T SP and state law. The following is a summary of proposed changes to ordinances administered by the Community Development Department, including the Comprehensive Plan, Land Use Ordinance, and Land Division Ordinance. The following changes to ordinances administered by the Public Works Department have also been proposed: Update several Comprehensive Plan Policies to reflect modern standards and conditions. Add several definitions to the Land Use and Land Division Ordinances. Amend Land Use Ordinance to allow certain transportation facilities outright or conditionally in many zones. Add new notification requirements for certain land use actions near ODOT facilities. Require connecting streets to be planned in new subdivisions. Review future plan and ordinance amendments for impact on transportation facilities. Require bicycle parking at certain new developments. Provide enhanced pedestrian and bicycle circulation in some areas. Reduce required size of blocks in new subdivisions in most cases. New streets will be required to conform with modern standards. Project Relevance: Alternative proposals made for the Tillamook Refinment will be responsive to the goals and objectives of the pending Tillamook County TSP. City of Tillamook City of Tillamook Comprehensive Plan (1981, amended 1982) Several sections of the City's Comprehensive Plart contains polices on transportation needs and programs. Transportation-related policies that are relevant to the Tillamook refinement plan are reviewed below. In order to help inswe economic viability, the Comprehensive Plan provided elements for the expansion for the Central Business District and the Highway Commercial zone. The Comprehensive Plan describes that a prime concern of the community is the transportation of people through the City and to businesses and that efforts should be made to ease the flow of congested traffic patterns; develop adequate parking and provide for pedestrian safety. In addition, access and circulation plans must be developed to facilitate these problems with emphasis added to highway commercial areas. MEMO #l.DOC PlAN AND POLICY REVIEW (MEMO #I) Population, Land Requirements and Urbanization At the time the Comprehensive Plan was drafted (1981), the City had 263 acres of land within the Urban Growth Boundary dedicated to streets and rights-of-way(s). This section of the City's Comprehensive Plan includes an analysis of the City's interest in a potential expansion of the City's Urban Growth Boundary to include additional Highway Commercial land. Areas for expansion were identified as: land surrounding the (current) Central Business District; land along Highway 6, east of existing City limits; land along US 101 north of the City to the Wilson River. This section of the Comprehensive Plan also describes an increased need for land devoted to off-street parking, both within the Downtown and Highway Commercial areas. As part of the annexation process which was completed during the drafting of the Comprehensive Plan, a Development Ordinance was developed and contained standards for access management for Highway Commercial development. Economic Development The Economic Development section of the Comprehensive Plan described the following transportation-related policies included concerns regarding traffic and parking in the City's downtown. Policy 25: The City will continue to acquire and develop land for off-street parking in the downtown area Policy 26: New development and conversions in the central commercial district are encouraged and may be required to provide off-street parking. Generally, elimination of off-street parking requirements shall not take place unless adequate uncommitted parking spaces exist within one block walking distance, or when established off hour shared arrangements allow double use of available space. Policy 27: The City shall continue to monitor new commercial development to assure that available parking spaces equal customer demand. The City shall encourage private investors to fund needed parking (by LID, revenue bonds, etc). Policv 28: Where rights-of-way have low traffic volumes and rerouting is convenient, streets shall be close for traffic movement and used for parking. Application of this policy to Ivy between Third and Fourth shall be explored. Opportunities for improving parking on other downtown streets shall be considered. The City shall consider using the present City Hall site for future downtown parking. Policies related to the proposed annexation of highway commercial property within the City reflects the City's interest in maintaining adequate parking and access along these properties. Policy 31: The City shall encourage the development of a tourist wayside-rest area along Highway 101 north. The site would also accommodate a Chamber of Commerce building. Circulation and Parking Policy 36:A vehicular/pedestrian access circulation Traffic Safety Plan was adopted by the City in February 1981. The plan addresses conditions and needs in the downtown, MEMO #I DOC 15 PLAN AND POLICY REVIEW (MEMO #I) neighborhood and highway commercial areas. As part of the Traffic Safety Plan, a joint City and County access management plan for the Highway 101 north area has been approved. The plan shall be used as a guideline during the site review process for transportation-related matters. Policv 41: The site development of neighborhood commercial areas shall be designed to provide adequate off street parking and to insure traffic safety on surrounding streets. Transportation System Goal: To provide and encourage a safe, convenient and economical transportation system. Objectives To increase the safety of the Tillamook transportation system To provide a convenient and economical road system Vehicular Circulation This section of the Comprehensive Plan describes the State's road classification system and the roads in Tillamook according to this designation: * Principal Arterials: US 101 * Minor Arterials: Wilson River Highway from east to Main Street * Major Collectors: Third Street from Main Street going west * Minor Collectors: Most other streets, unpaved streets and unimproved rights of way Tillamook shall take full advantage of its present investment in street improvements and also take actions to insure future developments are in the best interest of the local residents, which includes facilitating the flow of goods and services for the local economy. Policy 52: The City should pursue funds from the State for implementing transportation programs. Emphasis shall be placed on programs which minimize adverse social, economic and environmental impacts and costs. City of Tillamook Transportation System Plan (2003) The City of Tillamook Transportation System Plan (TSP), adopted in 2003, attempts to provide a framework of goals, objectives, and policies to achieve and maintain acceptable mobility standards and meet anticipated travel demands. The TSP serves as a guide for the city to develop appropriate transportation facilities in the city. Project Relevance: A significant portion of the TSP's goals and objectives, as well as recommended projects that were evaluated in the TSP, apply to the Tillamook Refinement Plan, as described below. Relevant Goals and Objectives Goal 1: Coordination - Maintain a transportation system plan that is consistent with the goals and objectives of the City of Tillamook, Tillamook County and the state. Obiective 1: Provide a transportation system that is consistent with other elements and objectives of the City of Tillamook City Conzprehensive Plan and other policy documents. MEMO #l.DOC PlAN AND POLICY REVIEW (MEMO #I) Obiective 2: Ensure consistency with state policies including the OTP and the OHP regarding transportation issues relating to Oregon 6 and U.S. 101. Obiective 3: Coordinate with the Port of Tillamook Bay regarding the Tillamook Airport, the Port of Tillamook Bay Industrial Park and the Port of Tillamook Bay shortline railroad. Objective 4: Coordinate land use and transportation decisions to efficiently use public infrastructure investments to: a. Maintain the mobility and safety of the roadway system a. Foster compact development patterns a. Encourage the availability and use of transportation alternatives a. Enhance livability and economic competitiveness Goal 2: Safety - Provide a transportation system that maintains adequate levels of safety for ail users. Obiective 1: Enhance safety at the intersection of Oregon 6 and U.S. 101, and west toward the Hoquarten Slough Bridge. Obiective 2: Improve the safety of rail crossings, particularly at 12th Street and 3rd Street. Objective 3: Identify safe connections for vehicles, bicycles and pedestrians across US. 101, Oregon 6 and Wilson River Loop. Obiective 6: Undertake, as needed, special traffic studies in problem areas, especially around schools, to determine appropriate traffic controls to effectively and safely manage vehicle and pedestrian traffic. Goal 3: Livability and Economic Viability - Provide a transportation system that balances transportation system needs with the community desire to maintain a pleasant, economically viable city. Objective I: Minimize adverse social, economic and environmental impacts created by the transportation system, including balancing the need for street connectivity and the need to minimize neighborhood cut-through traffic. Objective 3: Improve transportation facilities without major disruption of existing neighborhoods or downtown. Obiective 4: Promote pedestrian-oriented design and the provision of pedestrian amenities in the downtown area, such as pedestrian-scale lighting. Obiective 5: Ensure adequate vehicle and bicycle parking and parking signage in the downtown commercial area, using techniques such as shared parking areas where appropriate. Obiective 6: Minimize traffic congestion in the downtown commercial area. Obiective 8: Discourage through-traffic and high speeds in residential areas. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) Goal 4: Circulation and Mobility - Develop an interconnected, multimodal transportation system that serves the travel needs of Tillamook. Obiective 1: Promote alternatives to ease adverse impacts (congestion, noise, safety) of commercial truck traffic in town. Objective 2: Provide a network of arterials, collectors and local streets that are interconnected, appropriately spaced and reasonably direct. Objective 3: Balance the simultaneous needs to accommodate local traffic and through- travel while incorporating traffic calming provisions. Objective 5: Safely, efficiently and economically move motor vehicles, pedestrians, bicyclists, transit, trucks, and trains to and through Tillamook. Obiective 7: Recognize and balance freight needs with needs for local circulation, safety and access. Goal 5: Capacity - Provide a transportation system that has sufficient capacity to serve the needs of all users. * Obiective 1: Enhance capacity at the intersection of Oregon 6 and U.S. 101, and west toward the Hoquarten Slough Bridge. Obiective 2: Protect capacity on existing and improved roads to provide acceptable service levels to accommodate anticipated demand. Objective 3: Limit access points on highways and major arterials, and use techniques such as alternative access points when possible to protect existing capacity. * Obiective 4: Minimize direct access points on to arterial rights-of-way. * Obiective 5: Update and maintain required access management standards for new development and work toward modifications of existing development to preserve the safe and efficient operation of roadways, consistent with functional classification. Goal 6: System Presevvation - Work to ensure that development does not preclude the construction of identified future transportation improvements, and that development mitigates the transportation impacts it generates when appropriate. e Objective 1: Identify an preserve locations for potential future street connections. * Objective 3: Consider transportation impacts when making iand use decisions, and consider land use impacts (in terms of land use patterns, densities, and designated uses) when making transportation-related decisions. Goal 7: Accessibility - Provide a transportation system that serves the needs of all members of the community for all routes and all available modes of transportation. * Objective 1: Consider the transportation disadvantaged when developing alternatives to meet growing transportation needs. * Objective 3: Develop and maintain travel routes for pedestrians, bicyclists and the physically handicapped. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO#I) Goal 9: Pedestrian and Bicycle Facilities - Provide for an interconnected system of pedestrian and bicycle facilities in Tillamook. Objective 1: Ensure and strengthen the presence of safe, attractive and convenient pedestrian and bicycle access to and circulation in the downtown area. Objective 2: Place priority on sidewalk pavement improvements for the downtown area. Objective 3: Preserve and enhance the U.S. 101 coast bicycle route. Objective 4: Work to develop safe, connected pedestrian and bicycle facilities near schools, residential districts and commercial districts. Objective 5: Develop bicycle lanes or shoulder bikeways on all arterial streets, major collectors and minor collectors. Objective 6: Ensure adequate pedestrian access on all streets in commercial zones. Objective 7: Use unused rights-of-way for greenbelts, walking trails or bike paths where appropriate. Objective 8: Promote multimodal connections where appropriate. Objective 9: Develop safe and convenient pedestrian and bicycle systems that link all land uses, provide connections to transit facilities and provide access to publicly owned land intended for general public use. Objective 10: Support and encourage increased levels of bicycling and walking. Relevant Recommended Projects Freight Projects Roadway Alternatives - Existing Infrastructure NB-1 (No-Build): Maintain existing roadway system and truck routing. o NB-2 (Modified No-Build): Construct improvements along existing segments of US 101 and OR 6 to accommodate large vehicles on state highways in Tillarnook. N-1: Latirner Road/ Wilson River Loop * N-2: Latimer Road/New Section of Roadway Connecting Latirner Road and OR 6 (eg., located somewhere between POTB railroad and existing Wilson River Loop) N-3: Latimer Road/Sollie Smith Road/Schild Road N-4: Latimer Road/Sollie Smith Road/Olsen Road Roadway Alternatives - South of OR 6 S-1: McCormick Loop/Schild Road 5-2: Long Prairie Road/Trask River Road/Olsen Road MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO#I) S-3: Long Prairie Road/Connection between Long Prairie Road and McCormick Loop /McCormick Loop/Schild Road S-4: Connection between 12th Street and US 101/12th Street/Marolf Loop/3rd Street/ Wilson River Loop* S-5: Connection between 12th Street and US 101/12th Street/Connection between 12th Street and McCormick Loop/McCormick Loop/Schild Road* S-6: Connection between 12th Street and US 101/12fh Street/Connection between 12th Street and Trask River Road/ Trask River Road/Olsen Road* S-7: Connection between 12th Street and US 101/12th Street/Marolf Loop/Marolf Loop Extension* S-8: McCormick Loop/Connection between McCormick Loop and Trask River Road/Trask River Road/Olsen Road S-9: Long Prairie Road/Connection between McCormick Loop and Long Prairie Road/McCormick Loop/Connection between McCormick Loop and Trask River Road/Trask River Road/Olsen Road S-10: McCormick Loop/Connection between McCorrnick Loop and Marolf Loop/MaroIf Loop/Connection between 3rd Street and OR 6. This alternative could also connect with Long Prairie Road to the south. Roadwav Alternatives - Tillamook Lumber Companv Mill Access No-Build (existing condition). Trucks access the mill from U.S. 101 via 10th Street and exit the mill using 3rd Street and Delmonte. Although it is discouraged, other local streets also are sometimes used to reach the 10th Street entrance to the mill. MI-A (North/East Access via Existing LocaI Streets). Relocate the mill access to 3rd Street and construct improvements from new entrance to the large vehicle alternate route to the east. This alternative would likely require internal reconfiguration of the mill. (Evergreen Drive, a residential street, was not considered a feasible route and is therefore not considered here.) MI-B (South Access via Existing Local Streets). Relocate the mill access to 12th Street and construct improvements from new entrance to the large vehicle alternate route to the east, This alternative would likely require internal reconfiguration of the mill. MI-C (North Access to OR 6 via 3rd Street). As described in the Truck Route Section Conceptual Design Report (OTAK, 2001), the access point could be relocated to 3rd Street. Access from OR 6 could be provided by extending Evergreen Drive from OR 6 to 3rd Street. This access could be provided via a ramp from OR 6 or as an at-grade connection. M2 (North Access via Dedicated Route). Construct a new section of road from the mill to North US 101 along the Port of Tillamook Bay Railroad tracks. M3 (South Access via Local Streets or Dedicated Route). Construct a new section of road from the mill to South US 101. This alternative could be constructed as an extension of MEMO #I DOC 20 PLAN AND POLICY REVIEW (MEMO #I) 12th Street west to US 101, as a new section of roadway directly south of mill to US 101, or as a new section of roadway along the Port of Tillamook Bay Railroad tracks. Non-Roadwav Alternatives - Land Use Relocate TLC mill to the POTB industrial area Non-Roadway Alternatives - Inter-Modal Work to shift a portion of local and regional truck traffic to other modes (e.g., rail and barge). Mobility Projects 0 Extend Meadow Avenue to 12th Street Extend Beech Street to Marolf Loop Designate Spruce Avenue as a public road and remove the barriers at Apple and Beech Streets. Connect Spruce to Cypress to complete roadway grid system. 9th Street, cul-de-sac one side of the park and add parking on the other side Extend Filbert Street to Marolf Loop * Extend Hawthorne Lane between Meadow and Williams Avenues a Extend Williams Avenue south to 12th Street Extend 12th Street to McCormick Loop (after development occurs in area) Operational-Modernization Projects Outside Downtown 0 Provide an eastbound right-turn lane at U.S. 101 and Wilson River Loop intersection (to U.S. 101 southbound) while providing for safe pedestrian and bicycle movements. Q Provide grade-separated interchange at Oregon 6 and Wilson River Loop intersection. 9 Widen Wilson River Bridge at U.S. 101. Part of current STIP. 1 Install traffic sigd at Netarts Highway (131) (3rd Street) and Stillwell Avenue. Provide a northbound and southbound left-turn lane. Construct a pedestrian island that provides a channelized westbound right-turn at the U.S. 101 and Oregon 6 intersection, reconstruct northeast corner, provide downstream lane and widen Hoquarten Bridge. Provide signing that yields vehicles to pedestrians crossing this lane. * Create a couplet system along 1st Street (westbound) and Netarts Highway (131) (3rd Street) (eastbound) between Stillwell Avenue and U.S. 101 (Main Avenue). Improves operations at U.S. 101 and Oregon 6 and at U.S. 101 (Main Avenue) and 3rd Street. MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) Project includes signing, channelization/restriping and intersection signal equipment and timing modifications. Parking Projects Conduct parking study to understand parking use at various times during the year Provide signing along U.S. 101 to off-street lots off U.S. 101 Construct off-street parking at city-owned lot along Ivy Avenue. Provide signing along U.S. 101 to this lot. PedestriauJBicycle/Tvail Projects Construct bike lanes and sidewalk on 3rd Street, east of Evergreen Drive to Trask River Road, repave roadway from Nestucca Avenue to city UGB. Provide marked crosswalks near Tillamook County Fairgrounds with pedestrian area warning signs. Restripe crosswalks near Wilson Elementary School/Goodspeed Park area on 3rd Street. Retrofit ramps along 3rd Street to ADA compliance near Goodspeed Park and Wilson Elementary School. Provide bike route between Evergreen Drive to Trask River bridge. Eastbound: Route on 3rd Street, south onto Ash Avenue, east on 4th Street, north on Ocean Place, east on 3rd Street. Would require bike lanes on 3rd Street to Ash Avenue to shared roadway on Ash Avenue, 4th Street and Ocean Place. Westbound: 3rd Street from Evergreen Drive, north on Ocean Place, west on Oregon 6, cross U.S. 101 on First Street, south on Birch Avenue, west on 2nd Street, south on Ash Avenue, west on 3rd Street. Provide bike lanes on 3rd Street and Oregon 6, all other roads are shared roadway designation. Bike lanes on Oregon 6 can be provided with striping modifications. Requires advanced signing on U.S. 101 and 3rd Street. Create a bicycle bypass in downtown area along Stillwell Avenue. Create bike lane connections with U.S. 101 along Front Street and 11th Street. Provide advanced signing. Remove parking on one side of road to provide bike lanes. Coordinate with Hoquarten Slough Trail. Might require undercrossing with U.S. 201 at Front Street. Additional study required. Complete sidewalk system on Stillwell Avenue, Front to 1st Streets and 11th to 12th Streets. Construct ADA ramps along Stillwell Avenue near Liberty Elementary School (7th and 8th Street crossings). Resh-ipe crosswalks along Stillwell Avenue. Downtown sidewalk construction/replacement from Hoquarten Slough to 4th Street. Includes bulb-outs at 2nd, 3rd and 4th Streets. This is phase 1 of the TE project Downtown sidewalk construction/ replacement from 4th to 12th Streets. Includes bulb- outs at 9th and 11th Streets. This is phase 2 for the TE project. Construct sidewalk and bike lanes on Evergreen Drive. Repave road with asphalt. Construct sidewalk on 12th Street, east of the high school to Marolf Loop, repave from Miller Avenue to Marolf Loop. Provide adequate width along 12th Street from high school to Marolf Loop for shared roadway designation. MEMO #.DOC PLAN AND POLICY REVIEW (MEMO #I) Complete sidewalk and provide bike lanes on 3rd Street, west of Ash Avenue. Removal of parking on one side. Provide adequate bike lane width and sidewalk and repave Alder Lane between Evergreen Drive and Cypress/Dogwood intersection. Provide adequate shoulder on Brookfield Avenue. Road would need to be acquired by city. Provide adequate shoulder on McCormick Loop for shared roadway designation, repave road at south end. Provide adequate shoulder on Marolf Loop for shared roadway designation, repave road, add sidewalk. Construct sidewalk along 4th Street from Nestucca to Miller Avenues. Contingent on development. Provide ADA-compliant ramps along Miller Avenue. Provide painted crosswalks along Miller Avenue. Construct ADA-compliant ramps along 10th Street. (Currently ramps exist only at Stillwell Avenue and US. 101 intersections.) Provide sidewalk on north side of 11th Street between Stillwell Avenue and U.S. 101, retrofit south side sidewalk, overlay roadway between Stillwell and Miller Avenues. Provide bicycle parking in downtown Tillamook. Benches, drinking fountains, trash receptacles, and informational signage or historical kiosks are recommended. Safety Projects Consolidate driveways near intersection of U.S. 101 and Hadley Road (high accident rate). Provide a median barrier to restrict the driveways near the intersection to a right- in, right-out. Improve driver awareness (buib-outs, removal of parking, consolidation of driveways) at U.S. 101 (Pacific Avenue) at 3rd Street (top 10 percent SPlS site). Improve si striping on the eastbound approach. Improve the pedestrian visibility (possible remedies include improved bulb-outs with parking removal, pedestrian activated crossing blinking lights, etc.) at U.S. 101 (Pacific Avenue) at 2nd Street (top 10 percent SPIS site) and at U.S. 101 and Main Avenue. Realign intersection at 12th Street and U.S. 101 (Pacific Avenue) to provide adequate SSD. Create gateway at southern end of US. 101 couplet. Provide a raised island at Ocean Place at 4th and 3rd Streets (skewed intersections) for a safe pedestrian refuge with marked crosswaIks on every approach. PLAN AND POLICY REVIEW (MEMO #I) Construct a roundabout and realign approaches at Ocean Place at 4th and 3rd Streets (skewed intersections). Provide advanced signing and striping to provide safe operating conditions. Redesign intersection of Alder Lane at Dogwood and Cypress Streets (offset intersection near school) to remove parking area (or revise to not interfere with intersection operations). Provide all-way, stop-controlled intersection. Provide shoulder along eastside of intersection for pedestrians and revise crosswalk locations. Relocate stop bar at 12th Street and Tillamook River Road to provide better sight distance Upgrade 12th Street railroad crossing with safety measures, such as gate and flashing lights. First step would be study by ODOT rail. City of Tillamook Zoning Code Project Relevance: Section 4 of the City of Tillamook Zoning Ordinance includes transportation-related definitions, background information and requirements. These are summarized below. Section 4 - Definitions The Definitions section of the City of Tillamook Planning and Zoning Ordinance lists several definitions that pertain to the transportation/public facilities policies. These include the following: Access or Access Way; Alley; parking Area, Public; Parking Space; Roadway; Sidewalk; Street (includes the terms, road, highway, lane, avenue and Arterial; Cul-de-sac; Half Street; Local Street; Major Collector; Marginal Access Street; Minor Collector). Section 11 - Open Space Land Use District (0 District) This section includes development standards for permitted and conditional uses located in the 0 District. Transportation facilities are not addressed. Residential (R-7.5 This section includes development standards for permitted and conditional uses located in the R-7.5 District. Public facilities include public utilities and are allowed as a conditional use in this zone. Section 13 - Single Family Residential (R-5.0 District) This section includes development standards for permitted and conditional uses located in the R-5.0 District. Public facilities include public utilities and are allowed as a conditional use in this zone. Off street parking and loading standards in Section 25 must be met. Section 14 - Multiple Use Residential (R-0 District) This section includes development standards for permitted and conditional uses located in the R-0 District. Public facilities include public utilities and are allowed as a conditional use in this zone. Site Plan approval is required for all uses except single family and duplex dwelIings in this zone. Off street parking and loading standards in Section 25 must be met. MEMO #1.DOC 24 PLAN AND POLICY REVIEW (MEMO #I) Section 15 - Neighborhood Commercial District (C-N District) This section includes development standards for permitted and conditional uses located in the C-N District. Public facilities include public utilities and are allowed as a conditional use in this zone. Site Plan approval is required for all uses in this zone. Off street parking and loading standards in Section 25 must be met. Section 16 - Highway Commercial District (C-H District) This section includes development standards for permitted and conditional uses located in the C-H District. Rest stops or Waysides are permitted outright in this zone. Site Plan approval is required for all uses in this zone. Off street parking and loading standards in Section 25 must be met. Access requirements are determined on the basis of the Traffic Capacity Analysis as per Section 22,6 (f) and the City of Tillamook City Overall Traffic Plan. Section 17 - Central Commercial District (C-C District) This section includes development standards for permitted and conditional uses located in the C-C District. Public facilities are allowed as a conditional use. Site Plan approval is required for all uses in this zone. Off street parking and loading standards in Section 25 or an equivalent standard shall be met. Certain areas designated by Ordinance 979 are exempt from off street parking requirements. ection 17.1 - Town Center District (TC District) The City has developed an area within a 15 block area of downtown Tillamook as the City's Town Center (TC). This section includes development standards for permitted and conditional uses located in the TC District. Public facilities are allowed as a conditional use. Site Plan approval is required for all uses in this zone. For commercial uses off-street parking is not required; residential uses require one space per unit and civic uses shall use the parking standards in Section 25. Parking lots shall be placed to the rear of buildings in accordance with the Building Orientation standards. Loading and service areas are encouraged to be located along sides or to the rear of buildings and are required to be screened. Parking areas shall be separated from building by either a raided concrete walkway or landscaped strip with a minimum of five feet. Rear parking lots shall be designed so vehicles can travel across them; shared parking is encouraged. 'This section includes development standards for permitted and conditional uses located in the I-L District. Public facilities are allowed as a conditional use. Site Plar! approval is required for all uses in this zone. Off street parking and loading standards in Section 25 shall be met. Access points from a public road to properties in an I-L District shall be so located as to minimize traffic congestion and to avoid directing traffic on to local access streets of a primarily residential character. Site Plan approval is required for all uses. Section 19 - General Industrial District (I-G District) This section includes development standards for permitted and conditional uses located in the I-G District. Public facilities are allowed as a conditional use. Site Plan approval is MEMO #?.DOC PLAN AND POLICY REVIEW (MEMO #I) required for all uses in this zone. Off street parking and loading standards in Section 25 shall be met. Access points from a public road to properties in an I-L District shall be so located as to minimize traffic congestion and to avoid directing traffic on to local access streets of a primarily residential character. Site Plan approval is required for all uses. Section 19.1 - Public and Semi Public District This section includes development standards for permitted and conditional uses located in the I-G District. Public facilities are allowed as a conditional use. Site Plan approval is required for all new construction or substantial remodeling. Surface parking areas shall not be required for short term uses that generate large parking requirements. Off street parking and loading shall be provided as required in Section 25 to meet the normal operational requirements of specific uses. Access requirements are determined on the basis of the Traffic Capacity Analysis as per Section 22,6 (f) and the City of Tillamook City Overall Traffic Plan. Section 19.2 - Limited Use Overlay (LU) The Limited Use Overlay was established in response to the Averill Mediation Agreement (1995). The standards within this overlay zone are primarily designed to mitigate for any effects of the uses on the properties containing the overlay. Transportation-related standards include limited access along Highway 101 and limitations on truck traffic along Werner Road. Section 20 - Flood Hazard Overlay (FHO) The Flood Hazard Overlay Zone was established to provide standards for development within flood-prone areas of the City. The standards apply primarily to the development of structures within the Overlay. Standards for transportation-related facilities are not included in the FHO Zone. Section 20.1 - Airport Overlay (AO) The Airport Overlay describes permitted and conditional uses within the Airport Overlay Zone. The Zone was established to provide standards for development within areas identified as "Airport Imaginary Surfaces" as applicable to the Tillamook County Airport. The areas are identified on the Airport Approach and Clear Zone Maps as adopted by the Port of Tillarnook Bay. Uses are limited to those that would not interfere with airplane operation. Standards for transportation-related facilities are not included in the A0 Zone. Section 20.2 - Hazards Overlay Zone (HO) Section 20.2 describes permitted and conditional uses within the Hazards Overlay Zone. The Zone was established to provide standards for development within areas identified as inundation zones for tsunami activity. The areas are identified on the Tsunami Hazard Map of Tillamook Quadrangle. Sites within the Overlay Zone are required to complete a Site Investigation prior to development. Standards for transportation-related facilities are not included in the HO Zone. Section 21 - Estuary Standards and Requirements MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO #I) Section 21 provides standards for development according to the following Tillamook County zones: Section 1.030 Definitions for Estuary Zones, Shorelands Overlay Zone and Water- Dependent Development Zone Section 3.100 Estuary Zones Section 3.106 Estuary Conservation 1 Zone (EC1) Section 3.120 Review of Regulated Activities Section 3.140 Estuary Development Standards Section 3.090 Shoreland Overlay Zone (SH) Section 22 - Site Development Standards Site Development standards are required for development within the following City zones (R-0, P, S-P, C-C, C-N, C-H, I-L, and I-G) to encourage the development of structures with a level of design and an overall analysis of the site. Transportation-related standards required during the Site Development process include provision of a Traffic Capacity Plan. A Traffic Capacity Plan shall include the points of egress and ingress, on-site traffic movement; off- street parking; vision clearance areas and a carrying capacity plan for the site. Off-street parking areas are required to be developed with landscaping for screening and buffering. If required, the elements of a Traffic Capacity Analysis follow those required by the Oregon Department of Transportation, Highway Division, "Minimum Requirements for Traffic Report." These elements include the following: Alternative site access Existing and projected AM and PM traffic Determination of the existing levels of service and projected levels of service at each intersection and access points - made in conformance with nationally accepted capacity manuals. Traffic signal needs based on a minimum level of service Trip generation based on the ITE Trip Generation Manual (1976) e Consideration for bicycle and pedestrian usage of the development Section 23 - Land Division and Planned Unit Development Section 23 describes the standards and criteria for development of a Planned Unit Development and Major/Minor Partitions and Subdivisions within the City of Tillamook. Transportation-related standards for the Planned Unit Development include the development of an off street parking plan; a circulation diagram and street design based on the City's Public Works Construction Standards. Land Division standards include minor land partitioning (a partition without development of a street) and major land partitioning (development of a street as part of a land division). Design standards for streets reference Tillamook City Public Works Construction Standards. Section 24 - Sign Standards and Requirements This section contains standards for construction of signs within the City of Tillamook. Section 25 - Off Street Parking and Loading This section contains provisions for off-street parking when erecting new structures and increasing capacity for existing structures. If a structure is changing size, the following ratio is used: if the expansion does not increase the building size by more than 50% of the MEMO #l.DOC PLAN AND POLICY REVIEW (MEMO#?) capacity or market value, additional parking is required only in proportion to the expansion; if the expansion increases the building size greater than 50% of the capacity or market value, parking and loading spaces must be provided for the entire used according to Section 25. According to this section, in the event several uses occupy a single structure or land parcel, the total requirements for off-street parking and loading shall be the sum of the requirements of the several uses computed separately except if the uses occur at separate times. Shared parking provisions are also permitted. On-street parking credit is also available in the Multiple Use Residential; Central Commercial; Town Center and outside of the C-4 Parking District. This section also includes standards for the number of required spaces per use. This section contains a provision for maximum parking, that the minimum number of parking spaces cannot be exceeded by more than 10%. Section 26 - Fence, Hedge and Shrub Standards This section contains the Vision Clearance Area standards for the City. The minimum distance is 30 feet for Residential Zones; 15 feet in all other zones and plantings cannot exceed 3 feet within this area. Section 28 - Provisions Applying to Special Uses This section contains special standards for utilities that permits traffic signals in any zoning district. Tillamook Town Center Plan (OTAK and Pacific Rim Resources, 1999) The Tillamook Town Center Plan includes opportunities for a downtown area that has a mixed-use environment, pedestrian-friendly design, and more attractive visual character. The plan defines a town center boundary and illustrates opportunities for new public open space, potential land uses including civic and government buildings, and architectural restoration of key buildings. The plan supports those opportunities with conceptual site plans, design guidelines, and an outline for a new code district. Plan opportunities and proposed changes expressed by the Tillamook Town Center Plan that are relevant to the Tillarnook Refinement Plan include: New public open space in the form of a greenway park and trail to include a pedestrian/bike link between the park and town square. A streetscape enhancement plan which encourages the use of "green walls" (vegetation three to four foot high) to screen parking lots that form the edge of streets. A code change recommendation to: eliminate or reduce the off-street parking requirement for commercial uses; set parking maximums; and locate parking to the side or rear of buildings. A "Town Square Spatial and Circulation Diagram" Project Relevance: Alternative proposals made for the Tillamook Refinment will be responsive to the objectives of the Town Center Plan. MEMO #I.DOC PlAN AND POLICY REVIEW (MEMO #I) Tillamook Alternate Log Truck Route Section Conceptual Design Report (OTAK, 2001) The purpose of this alternative route report was to provide the preliminary engineering to evaluate viable alternate log truck routes. This report was meant to address the negative impacts to safety and revitalization efforts associated with the existing truck route through downtown Tillamook. IProject Relevance: The Tillamook Refinement Plan's truck transportation study will be analyzing and identifying alternative solutions to relieve the continuing negative impacts to dosntown Tillamook associated with heavy log truck traffic. regon Downtown Development Association's Resource Team Report for Tillamook, Oregon (2002) The Oregon Downtown Development Association Plan completed a conceptual document for Tillamook for strengthening the Downtown. Project Re1euance:Highlights of the report that addressed transportation related jmprovements relevant to the Tillamook Refinement Plan include: e Repairing and maintaining sidewalks in the City's downtown. e Recommendations on a Truck Bypass Route along Latimer Road, Wilson River Loop, Marolf Loop and ending on 12th Street. 0 Providing streetscape enhancements. Reclaiming alleyways as pedestrian ways. MEMO #l.DOC Goals and Evaluation Criteria TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Goals and Evaluation Criteria (Memo #2) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: Tim Burkhardt, CH2M HILL COPIES: Project Management Team DATE: Revised: May 5,2005 PROJECT NUMBER: 320805.19 The following goals and evaluation criteria have been prepared for the Tillamook Refinement Plan based on the plan objectives and work to date. This information will be used to evaluate the solutions developed by the project team and stakeholders and to guide the selection of a preferred alternative. The goals and evaluation criteria will be reviewed and endorsed by the Project Management Team and the Refinement Plan Advisory Committee prior to being finalized. (This version of the memo reflects discussion at the May 3,2005, Advisory Committee meeting.) Goal 1: Improve US 101 Downtown Safety and Comfort Evaluation Criteria Pedestrian safety Vehicle safety Bicycle safety Pedestrian crossings within the Town Center area Vehicle speeds Traffic congestion Aesthetics an streetscape amenities Goal 2: Address Downtown Parking Deficiencies Evaluation Criteria Parking safety and comfort on US 101 Parking supply on US 101 Public parking supply downtown Employee parking supply downtown #2 GOALS AND EVALUATION CRITERIA DRAFT.DOC GOALS AND EVALUATION CRITERIA (MEMO #2) RV parking supply downtown Parking regulations (time limits) a Directional signage to public parking Goal 3: Address Adverse Impacts of Trucks on US 101 Downtown Evaluation Criteria Reduces number of through truck trips Slows truck speeds Provides a buffer between trucks and on-street parking Supports downtown businesses and economy Goal 4: Develop Alternate Truck Routes Evaluation Criteria Minimizes impacts on residential land uses Truck trip efficiency (likelihood route will be used) Provides linkage to industrially zoned land, including under -developed industrial parcels Supports local and regional businesses and economy Impacts on natural resources and resource lands Impact on flood hazardlrating Amount of new road outside the Urban Growth Boundary Efficient use of existing highway capacity Compatibility with future interchange in the vicinity of Highway 6 an Loop Evaluation Criteria Cost-effectiveness of transportation investments Consistency with applicable standards (City, County, ODOT) Consensus among affected jurisdictions on implementing the alternative Implementable within a 20-year time frame Provides a year-round solution #2 GOALS AND EVALUATION CRITERIA DRAFT.DOC Existing and Future Traffic Operations and Safety TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Existing and Future Traffic Operations and Safety (Memo # 3) PREPARED FOR: Valerie Grigg Devis/ODOT PREPARED BY: Tim Burkhardtl CH2M HILL Andra Henriques/ CH2M HILL Craig Grandstrom/CH2M HILL COPIES: Project Management Team Dorothy Upton/ODOT DATE: Revised: November 30,2005 This memorandum documents existing and future roadway operating conditions within the City of Tillamook and identifies transportation safety concerns. Deficiencies identified in this memo will be considered during the development of alternatives in the subsequent tasks of this project. The memorandum includes a description of the project area, a brief inventory of current transportation facilities, and a traffic operations and safety analysis. The memorandum identifies transportation deficiencies along the existing road network and discusses next steps. Referenced figures and appendixes are attached to the end of this memo. Crash Analysis Intersection Crash Analysis . Existing Conditions A crash analysis was conducted using data obtained from ODOT for US 101 within the project study limits of US 101 between First Street and Twelfth Street. Crash data from January 1,1999, to December 31,2003, was obtained from ODOT for each intersection. TabIe 1 summarizes the number of crashes resulting in property damage only, injuries, and fatalities, with the calculated accident rate at each of the 24 intersections from years 1999 to 2003. The crash analysis is based upon reported accidents only. TABLE 1 Crash Analysis for Study Intersections (Year 1999 to 2003) IntersectionlSegment Total Number Property Injury Fatality Crash Rate of Accidents Damage Only (in MVM)' US 101 (Main Avenue) & First Street US 101 (Pacific Avenue) & First Street US 101 (Main Avenue) & Second Street US 101 (Pacific Avenue) & Second Street US 101 (Main Avenue) & Third Street US 101 (Pacific Avenue) & Third Street US 101 (Main Avenue) & Fourth Street TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO_ALH.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) TABLE I Crash Analysis for Study Intersections (Year 1999 to 2003) IntersectionlSegment Total Number Property Injury Fatality Crash Rate of Accidents Damage Only (in MVM)' (Pacific Avenue) & Fourth Street (Main Avenue) & Fifth Street (Pacific Avenue) & Fifth Street (Main Avenue) & Sixth Street (Pacific Avenue) & Sixth Street (Main Avenue) & Seventh Street (Pacific Avenue) & Seventh Street (Main Avenue) & Eight Street (Pacific Avenue) & Eight Street (Main Avenue) & Ninth Street (Pacific Avenue) & Ninth Street (Main Avenue) & Tenth Street (Pacific Avenue) & Tenth Street (Main Avenue) & Eleventh Street (Pacific Avenue) & Eleventh Street (Main Avenue) & Twelfth Street (Pacific Avenue) & Twelfth Street Total 158 127 30 1 NI A Source: ODOT Crash Data, Years 1999 to 2003. 1 - Crash Rate in units of million entering vehicles. Of the total 158 crashes that occurred over the five-year period at intersections in the study area, 127 involved property damage only, 30 resulted in injury and one resulted in a fatality. The highest number of crashes at any one intersection in the study area occurred at First Street/Main Avenue. Over the five year study period, there were a total of 22 crashes at this intersection. Seventeen of the crashes were property damage only and five resulted injury. The one fatality occurred at Main Avenue and Second Street. It involved a bicyclist and a heavy vehicle. This is discussed further in the bicycle facilities section. A11 intersection crash rates along US 101 in the study area are below 1. The highest crash rate of 0.88 occurs at Second Street/Main Avenue. Crash rates below 1.0 typically do not indicate a safety deficiency. Table 2 and 3 further evaluate the intersections by examining the type of collision that occurred for all the accidents within the study area and the cause of each accident. Table 2 shows that rear-end and entering at angle/turning were the most prevalent accidents; with 74 percent of the total accidents being one of these two types. These accidents are typical along a corridor with closely spaced intersections/driveways. Although evidence is not available, the parallel parking along US 101, which requires vehicles to stop, reverse and maneuver, could contribute to the number of rear-end and sideswipe accidents (third highest). TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO-ALH.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFEN (MEMO # 3) TABLE 2 Collision Summary for the 5 year period from 1999 - 2003 Collision Type Total Percentage Entering at AngleITurning Sideswipe Park Backing Pedestrian 3 Fixedlother Object 3 Total 158 Table 3 identifies the reported factor that caused the collision. For 34 percent of the conditions, a driver was driving too fast. This factor may indicate that higher than posted speeds occur frequently along US 101, especially south of the downtown area, although recent speed data did not suggest a clear pattern (see Memo #4: Downtown Speed Study Results). Another condition that frequently occurred was a driver failing to yield. This caused 30 ercent of the accidents and could be an indication that divers are confused or unclear or there is poor signing of the conditions through the corridor. The failure to yield could also be an indication of poor sight distance at intersections/driveways. TABLE 3 Causality Summary for the 5 year period from 1999 - 2003 Cause Total Percentage Driving Too Fast 54 34% Failed to Yield 47 Disregarded Traffic Signal 17 Improper Passing improper Turn Other (Improper Driving) 8 5% Other (Not Improper Driving) 2 1 % rove on Wrong Side of Road 2 1% Followed Too Close 1 1% Passed Stop Sign -- I 1% Total 158 100% Safety Priority Index System Sites 'The Safety Priority Index System (SPIS) method is used by ODOT to identity locations with safety problems due to the crash frequency, rate, and severity at the site. The top 10 percent ranked SPIS sites are evaluated each year by ODOT to identify improvements that may reduce the number and severity of accidents. SPIS data was provided by ODOT for the period from 1999 and 2003. In Tillamook, several intersections were ranked as top 10 TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO_ALH.DOC 3 TILLAMOOK TRANSPORTATION REFINEMENT PLAN EXIST,NG AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO k 3) percent SPIS sites the past five years. Table 4 shows the breakdown of SPIS sites for each of these years. TABLE 4 SPlS Site Summary for Study Area (Year 1999 to 2003) Main Ave & Main Ave & Main Ave & Pacific Ave & Pacific Ave & Pacific Ave & Year First St Second St Third St Second St Third St Fourth St Note: The US 101 Couplet in Tillamook was not investigated in 2002. There are currently three SPIS sites in Tillamook along the US 101 couplet. Each 2003 site occurs along Main Avenue at First Street, Second Street and Third Street. These 2003 SPIS sites will be further assessed in the alternatives development phase of the project for safety improvements along the US 101 couplet. Segment Crash Rates - Existing Conditions As described in the 2003 State Highway Crash Rate Tables published by the ODOT Crash Analysis and Reporting Unit, US 101 is considered a non-freeway principal arterial. Table 5 summarizes the year 2003 crash rate and the 5-year average crash rate (1999 to 2003) for the segment of US 101 within the study limits of Tillamook. TABLE 5 Crash Rates along US 101 in the Study Area Roadway Year 2003 Year 2003 Statewide 5-year Avera e 5-year Statewide Crash ate' Average Crash ate' Crash RateQ Average Crash ate' US 101 (SB) MP 65.74 - 66.26 15.88 2.74 11.50 1.51 US 101 (NB) MP 65.64 - 65.68 5.27 2.74 NIA' 1.51 US '!Of (NB) MP 65.68 - 65.77 3.52 2.74 NIA' ? .51 US 101 (NB) MP 65.77 - 65.87 28.46 2.74 22.29 1.51 US 101 (NB) MP 65.87 - 66.26 6.52 2.74 6.36 1.51 Source: 2003 State Highway Crash Rate Table, Crash Analysis and Reporting Unit, ODOT. 1 - Crash Rate in units of million vehicles miles. 2 - Crash Rates for ail five years not available in ODOT document. On urban, non-freeway, principal arterials throughout the state, the 5-year statewide average crash rate was 1.51 crashes per million vehicle miles (MVM) and the 2003 statewide average rate was 3.15 per MVM. As shown in Table 5, for each segment of roadway compared, both the year 2003 and 5-year average crash rates along US 101 exceed the statewide averages on similar types of roadway. This may indicate that while the intersection accident rates are low (refer to Table 1) there is a high percentage of mid-block accidents. This could be attributed to the parallel parking on both sides of US 101 and the commercial and residential driveway accesses along US 101. TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO_ALH.DOC TlLlAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) Downtown Safety Pedestrian Facilities 'The pedestrian facilities throughout Tillamook vary in content and quality. The sidewalk width in the US 101 couplet is as wide as 12 feet at times, and is much narrower at other times. The couplet has nearly continuous sidewalks extending north and south within the study area of First Street down to Twelfth Street on Main and Pacific Avenue. The only exception is between Eleventh and Twelfth Street on the east side of Main Avenue where there is a section of the block that does not have any sidewalk. Some of the sidewalk is in excellent condition, but there are other areas where the sidewalk is cracked and in a condition that could be considered unsafe to some users. Throughout the couplet there are several locations where a fire hydrant or sign is mounted directly in the walking path of the sidewalk. Providing consistent standard facilities is paramount to pedestrian walkability and safety. Every intersection within the study area has a striped crossing on each leg, although in some cases the paint has faded. Nearly every intersection also has at Ieast one luminaire to light the area at night. Most corners have curb ramps, but most of the existing ramps are not built to ADA standards. Main Avenue at Second Street has two curb bulb outs extending into Main on the north side of the intersection. Some examples of the sidewalk conditions are shown in the photographs below. US 101 (Main Avenue) and 12tl~ SStreet TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO-ALH.DOC Sidewalk along US 101 couplet TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) Sub-standard curb ramp on US 101 (Pacific Avenue) and 11th Street Curb extension at 2nd and Main Bicycle Facilities US 101 throughout Tillamook is part of the Oregon Coast ike Route. This section of US 101 falls under the bikeway classification of shared roadway. As a shared roadway, US 101 is signed as a bike route, but not striped as one. The bicycles and vehicles along the downtown segment of US 101 share two 70 foot travel lanes in the northbound and southbound directions. In August of 2003, there was a fatal accident involving a bicyclist and a heavy vehicIe at Main Avenue and Second Street. Indications are that the bicyclist was traveling in the parking lane and swerved into or in front of the truck driving in the travel lane. While it is possible the cyclist in this case may not have been riding safely, this accident nevertheless points out the conflict between vehicles and bicycle traffic in this segment of US 101. Parking Conditions Parallel parking is available on both sides of the Main and Pacific Avenues throughout the couplet. Generally, the northern end of the couplet has a much higher percent usage of the TILLAMOOK EXISTING 8 FUTURE CONDITIONS MEMO-ALH DOC 6 TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) parking spaces than the southern end of the couplet, as the downtown retail core is located between First and Fifth Streets. A number of local stakeholders have expressed a concern for parking along this segment of US 101 during periods of high traffic volumes, and trucks in particular. The citizens also feel unsafe while making the parallel parking maneuvers with highway traffic approaching behind their vehicles. See Memo #5: Parking Existing Conditions and Utilization Study for further description and evaluation of existing parking conditions within the downtown area. Truck Traffic Truck traffic has a large impact on US 101 within the Tillamook couplet. The size and volume of the trucks traveling though downtown create a feeling of unease for pedestrians and bicyclists. The trucks traveling though Tillamook are often large and have limited space to maneuver. Alternate routes for trucks are being studied as part of this project. See Memo #6: Truck Data Collection and Analysis for further discussion of truck existing conditions and travel patterns. Motor Vehicle Operations - Existing Condition The study area has been analyzed for motor vehicle operations for the existing (2004) and future (2025) conditions based on the existing roadway geometry and lane configuration. Traffic counts have been taken at the study area intersections to use in this analysis. This data is used to determine roadway operating conditions within the study area. tudy Intersections and Raw Traffic Counts Traffic volume data was collected and operational analysis was performed at the following study intersections: Signalized * First Street and Main Avenue First Street and Pacific Avenue e Third Street and Main Avenue Third Street and Pacific Avenue c Fourth Street and Main Avenue 0 Fourth Street and Pacific Avenue * Second Street and Main Avenue Second Street and Pacific Avenue e Tenth Street and Main Avenue * Tenth Street and Pacific Avenue Traffic counts were collected on September 8,2001, November 4,2004, and November 16, 2004. See Appendix A for the raw traffic counts1. ODOT agreed to the 2001 counts, since travel patterns have remained fairly consistent and more recent 2004 counts were taken next to the 2001 counts to ensure consistent volume balancing. TILLAMOOK EXISTING 8 FUTURE CONDITIONS MEMO_ALH.DOC 7 TILLAVOOK TRANSPORTATION REFINEMENT PLAN EX,ST NG AND FUTJRE TRAFFIC OPERAT ONS AND SAFETY (MEMO # 3) Analysis of Automated Traffic Recorder Sites ODOT traffic analysis procedures require the 30th highest hour traffic volumes be used to calculate volume to capacity (V/C) ratios for intersections and street segments. As required by ODOT's Transportation Planning Analysis Unit (TPAU), the seasonal factor tables on the ODOT website were used to calculate 30th highest hour traffic volume^.^ As stipulated in TPAU's review of the methodology, included in Appendix B, the analysis of a comparable automated traffic recorder (ATR) site was performed since no ATR site exists on US 101 in Tillamook. Rockaway ATR 29-001 was used to match the roadway and traffic characteristics of US 101 within downtown Tillamook. US 101 in the study area has an average daily traffic (ADT) volume between approximately 6,000 and 13,000 vehicles. Data from the ATR site, available on the ODOT web~ite,~ used to determine a seasonal factor of approximately 1.68 to calculate 30th highest hour traffic volumes for the November 4 intersection count and 1.80 for the November 16 intersection counts. Two intersections were not counted in 2004; these two intersections are Third Street at Main and Pacific Avenues. Both of these intersections had $-hour (full classification) counts taken in September 2001. To utilize these counts, 2004 counts were collected at First Street/Main Avenue and First Street/Pacific Avenue which already had traffic counts collected in September 2001. At the two First Street intersections a growth factor of 1.18 was calculated based on the two different counts (2001 and 2004). This growth factor was applied to the 2001 counts taken at Third Street to represent 2004 traffic volumes. Appendix B includes a detailed discussion of this seasonal factor process in the traffic assumptions and methodology memo reviewed and accepted by ODOT. In addition to the growth factor process, the 30th highest hour traffic volumes along US 101 within the study area were not completely balanced since the traffic counts were collected in different months and in some cases different years. To adjust for this imbalance, the differences were minimized by adjusting the enteringiexiting volumes along US 101 throughout the Main and Pacific Avenues couplet. Since the block lengths are very short there are few opportunities to turn except at intersections, so the intersection volumes should be balanced to reflect accurate conditions. Figure 1 shows the balanced existing (2004) 30th highest hour ixaffic volumes in Tillamook. tate Highway Mobility Standards All of the study intersections included in the existing operational analysis in Tillamook are on US 101, which is part of the National Highway System. The 1999 Oregon Highway Plan (OHP) designates US 101 as Statewide Highway (NHS). In downtown Tillamook, the speed limit on US 101 is less than 45 mph and this section of highway (from 1st Street to 10th Street) is designated as a Special Transportation Area (STA). The mobility standard designated by the OHP for this section of US 101 is a volume-to-capacity (V/C) ratio of less than 0.90. According to the OHP, OR 6 is a Regional Highway and Netarts Highway 131 is a District Highway. Both are in a non-MPO area with speed limits of less than 45 mph. Therefore, the mobility standard for OR 6 is a V/C ratio of less than 0.80 and the mobility standard for Netarts Highway 131 is a V/C ratio of less than 0.85. TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO-ALHBOC 8 TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) For the local road approaches, the OHP stipulates a V/C ratio of 0.85. For signalized intersections, the OHP designates the V/C by intersection, not approach, and requires the state standard be the V/C threshold. For unsignalized intersections, the OHP designates the V/C by approach, and requires the state standard be the V/C threshold for the state road approaches, and the local road standard for the local cross streets. Operational Analysis of Existing Conditions (30th Highest Hour) Using the existing (2004) 30th highest hour traffic volumes, an operational analysis of existing conditions was conducted with Synchro, version 6, for the ten study intersections. Synchro is based on the Highway Capacity Manual, TRB Special Report 209. Results from the Synchro HCM Signalized and Unsignalized Reports are reported for each of the ten intersections. For a listing of all the analysis inputs and assumptions, refer to the assumptions and methodology memo in Appendix B. Table 6 presents the OHP mobility standard and V/C ratio for each intersection analyzed under existing 30th highest hour conditions. Table 6 reports the existing intersection results for the ten study intersections. Appendix C contains detailed reports for each individual intersection. TABLE 6 Intersection Operational Analysis - Existing (2004) 30th Highest Hour lntersection OHP Mobility Standard 1 Ma~i~~~~~Ftatio I Sianalized First Street and Main Avenue 0.90 I 1 .O5 First Street and Pacific Avenue Third Street and Main Avenue Third Street and Pacific Avenue Fourth Street and Main Avenue Fourth Street and Pacific Avenue 0.90 I 1.14 Second Street and Pacific Avenue 0.90 0.90 1 0.32 0.25 Unsignalized - Major Minor Second Street and Main Avenue 0.90 0.90 Tenth Street and Main Avenue 0.90 0.78 Tenth Street and Pacific Avenue 0.90 0.90 0.79 Major Minor 0.51 0.80 Source: Synchro HCM Unsignalized and Signalized Repor!s Note: For unsignalized intersections, the VIC ratio is presented for the worst movement for each street VIC ratios in BOLD indicate higher than acceptable mobility levels. As shown in Table 6, seven of the ten study intersections meet mobility standards designated in the OHP under existing 30th highest hour conditions. The three intersections that do not meet the mobility standards are First Street/Main Avenue, Third Street/Main Avenue and Fourth Street/Pacific Avenue. At both Main Avenue intersections, coupling a significant southbound volume are high amounts of conflicting cross street traffic creating poor operating conditions. TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO-ALH.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) At Fourth Street and Pacific Avenue intersection, the east and westbound approaches are on the same signal phase thereby create poor operating conditions for the eastbound left- turning vehicles, which only has permitted (not protected) signal operations. In addition, the east and westbound approaches have less green time relative to the northbound/US 101 approach (Pacific Avenue). Existing Vehicle Queuing Analysis (30th Highest Hour) The V/C ratio provides only one measure-of-effectiveness of the intersection operation. Vehicle queuing overflow in the turn lane indicates locations with deficient vehicle storage. Deficient vehicle storage can also occur in through lanes as vehicle queues can extend past the upstream intersection. Table 7 shows the movements that have a queue length which exceeds the storage. Six intersections (a total of 15 movements) are identified where the 95th percentile queue length exceeds the available storage capacity. Six of the deficient storage lengths are associated with exclusive left or right turn lanes. The other nine deficient storage lengths are either through, combined left/ through or combined through/right lanes. Existing conditions queue lengths for all locations are provided in Appendix D. TABLE 7 I First Street and Main Avenue I 2004 30th Highest Hour Queue Lengths (that exceed storage) I I Westbound I Rt 1 1.05 1 SimTraffic 1 60 1 80 1 Intersection I Eastbound I Lt 1 1.05 1 SimTraffic I 35 I 1 Southbound 1 Th. ThlRt 1 1.05 1 SimTraffic 1 220 1 460 1 Lane ~rou~' 50 I First Street and Pacific Avenue I Rt 1 1.05 1 SimTraffic 1 220 1 500 VIC ~atio' I Third Street and Main Avenue 1 Westbound Northbound . southbound6 I Eastbound I ThIRt 1 1.06 / SimTraffic 1 215 1 500 Analysis ~ethod~ / Third Street and Pacific Avenue I Th, ThlRt Lt LtlTh 1 Northbound 1 Th, ThlRt 1 0.70 1 Synchro 1 215 1 240 Existing storage4 (feet) I Fourth Street and Main Avenue I Queue i-ength5 (feet) 0.77 0.77 0.77 I I Eastbound 1 ThIRt 1 0.78 1 SimTraffic 1 215 1 510 1 Rt ! 0.77 I Fourth Street and Pacific Avenue I SimTraffic SimTraffic SimTraffic SimTraffic I I Westbound I ThlRt 1 1.14 1 SimTraffic 1 215 1 530 1 220 140 140 I Eastbound I Lt 1 1.14 1 SimTraffic I 35 I I Northbound I Lt/Th. ThlRt 1 1.14 1 SimTraffic 1 210 1 940 1 550 200 160 <50 60 1 Lane Group abbreviations are as follows: Lt = left lane, Rt = right lane and Th = through lane. 2 For signalized intersections, overall intersection VIC ratio reported. For unsignalized intersections, highest VIC ratio per lane group reported. Queue lengths not reported for free-flowing, uncontrolled movements. 4 Existing storage for through-lanes displayed only when queue expected to surpass the distance to the upstream 370 Th 1 1.14 I~im~rafficl 145 1 180 TILLAMOOK EXISTING & FUTURE CONDITIONS MEMOALH.DOC 10 TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) TABLE 7 intersection. 2004 30th Highest Hour Queue Lengths (that exceed storage) Queue lengths were rounded up to the nearest ten feet. Highest queue length reported per lane group. 6 Southbound leg of First Street and Pacific Avenue is a driveway access for several businesses. NOTE: Depending on the intersection V/C ratio, either Synchro or SimTraffic output is utilized; refer to Appendix B for when each method is appropriate. Queue lengths can impact overall intersection corridor operations by delaying/blocking the through movement, and/or restricting upstream vehicle movements. For signalized intersections with turning pockets, long vehicle queues can spillback into the through lanes, thereby blocking side-streets, private driveways and hindering through traffic from proceeding. Through lanes with a higher queue length than existing storage indicates vehicles are spilling back into the adjacent upstream intersection, thereby blocking the traffic movements at that intersection. Intersection Three of the intersections identified as having queue length deficiencies also reported V/C ratios higher than ODOT mobility standards. These intersections are First Street/Main Avenue, Third Street/Main Avenue and Fourth Street/Pacific Avenue. VIC ~atio~ Motor Vehicle Facilities - Future No-Build Condition Approach Forecasted Year 2025 Traffic Volumes Analysis ~ethod~ Lane ~rou~' Because a transportation model for the study area is unavailable, the use of historical trend forecasts to evaluate future deficiencies and to analyze system alternatives is used for this analysis. This forecasting process was approved by ODOT as part of the methods and assumptions memorandum in Appendix B. Table 8 shows the forecasted Average Annual Growth Rate (AAGR) calculated for OR 101 in Tillamook. TABLE 8 State Highway Annual Growth Rates Highway Annual Growth Rate (2001-2022) Existing storage4 (feet) US 101 f#9), MP 65.65 1.20 percent Queue ~ength~ (feet) Note: The available growth rates are only projected to year 2023; this study assumed the AAGR to continue at the same rate through year 2025. The volumes used to calculate the annual growth rate are chosen based on the R-squared value. The R-squared value measures the correlation between the historical data points and the generated trend. The annual rate was calculated using the overall factor at mile point 65.65 because of this mile point's R-squared value (0.75) held the highest confidence level within the study area. TILLAMOOK EXISTING 8 FUTURE CONDITIONS MEMO-ALH DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) The annual growth rate from this location suggests a growth of 1.20 percent per year or about a 25 percent increase in traffic over the 21-year roadway design life (2004 to 2025). This 25 percent factor was applied uniformly to each of the existing 2004 30th highest hour intersection turn movements to obtain future 2025 No-Build 30th highest hour intersection volumes. Figure 2 shows a schematic of the study area that provides 2025 No-Build 30th highest hour intersection turn movements. Operational Analysis - Future (2025) No-Build Conditions An operational analysis was conducted for the forecasted year 2025 No-Build conditions with Synchro, version 6. This software package is based on the Highway Capacity Manual, TRB Special Report 209. Results from the Synchro HCM Signalized and Unsignalized Reports are reported in this memorandum. For No-Build conditions, the OHP Mobility standards apply. Because there are no known programmed improvements at the study intersections, the No-Build condition assumes the current traffic control and lane channelization at the intersection. Similar to the existing conditions analysis, for the signalized intersections, the OHP designates the V/C by intersection, not approach, and requires the state standard be the V/C threshold. For the unsignalized intersections, the OHP designates the V/C by approach, and requires the state standard be the V/C threshold for the state road approaches. Table 9 presents the OHP mobility standard and V/C ratio for each intersection analyzed under existing future 2025 30th highest hour conditions. Table 9 reports the 2025 No-Build intersection results for the ten study intersections. Appendix E contains detailed reports for each individual intersection. TABLE 9 lntersection Operational Analysis - No-Build (2025) 30th Highest Hour lntersection OHP Mobility / standard' 1 Ma~i~~~~~Ratio I I Signalized First Street and Main Avenue First Street and Pacific Avenue Third Street and Main Avenue Third Street and Pacific Avenue Fourih Street and Main Avenue Fourth Street and Pacific Avenue Unsignalized Major Minor Major Minor Second Street and Main Avenue Second Street and Pacific Avenue Tenth Street and Main Avenue Tenth Street and Pacific Avenue TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO-ALH.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) TABLE 9 lntersection Operational Analysis - No-Build (2025) 30th Highest Hour lntersection OHP Mobility I standard' 1 Ma~i~!~~~~Ftatio Source: Synchro HCM Unsignalized and Signalized Reports Note: For unsignalized intersections, the V/C ratio is presented for the worst movement for each road. Numbers in BOLD indicate higher than acceptable mobility levels. 1 Existing and No-Build VIC ratios are the same per ODOT Highway Plan. See the previous section of this memo titled State Highway Mobility Standards under Motor Vehicle Operations - Existing Condition for discussion on the appropriate VIC ratio for each intersection. Under future 30th highest hour operating conditions (2025), eight of the ten study intersections along US 101 are not expected to meet OHP mobility standards. The analysis shows that the high volumes along Main Street create significant failing conditions as some of the V/C ratios are well over 1.0. It is expected the current channelization and operations of the couplet will not be able to accommodate the anticipated future traffic growth without operational improvements. The next phase of the project will develop and evaluate alternatives to improve these and other deficiencies along US 101. Alternatives will be developed based upon the project's goals and objectives, including preservation of the state highway system. Vehicle Queuing Analysis - Future (2025) No-Build Conditions As discussed in the Existing Conditions section, an analysis of vehicle queues identifies deficient vehicle storage locations and provides key information as this project advances into the alternative development stage. Below, Table 10 shows each movement in the study area that has a 95th percentile vehicle queue length that exceeds the available storage length. Six intersections (a total of 17 movements) are identified where the queue length exceeds the available storage capacity. Seven of the movements are either exclusive left or right turn lanes. The other ten movements are either through, combined left/through or combined through/right lanes. Queue lengths for all locations are provided in Appendix F. TABLE 10 2025 30th Highest hour Queue Lengths (that exceed storage) lntersection 1 Eastbound / Lt 1 1 .14 1 SimTraffic 1 35 I First Street and Pacific Avenue I 70 I Westbound I Rt 1 1.14 1 SimTraffic I 60 I I Westbound I Th, ThIRt 1 0.95 1 SimTraffic 1 220 1 550 1 1 Eastbound I Rt 1 1.14 1 SimTraffic 1 220 1 510 70 I I Northbound I Lt 1 0.95 1 SimTraffic 1 140 1 180 1 I Southbound I Th, ThIRt 1 1.14 1 SimTraffic 1 220 1 440 1 Third Street and Main Avenue I I Eastbound I ThIRt 1 1.30 1 SimTraffic 1 215 1 640 L TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO_ALH.DOC southbound6 200 180 0.95 0.95 Ltrrh Rt SimTraff ic SimTraffic 140 <50 TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) TABLE 10 2025 30th Highest Hour Queue Lengths (that exceed storage) Intersection I Third Street and Pacific Avenue 1 1 Eastbound [ LtlTh,Th 1 0.88 1 SimTraffic 1 150 1 190 1 Northbound I Th, ThIRt 1 0.88 1 SimTraffic 1 215 1 310 I Fourth Street and Main Avenue I I Eastbound I ThIRt I Westbound I Lt Fourth Street and Pacific Avenue 1 Lane Group abbreviations are as follows: Lt = left lane, Rt = right lane and Th = through lane. 2 For signalized intersections, overall intersection VIC ratio reported. For unsignalized intersections, highest VIC ratio per lane group reported. 3 Queue lengths not reported for free-flowing, uncontrolled movements. 0.99 0.99 I Eastbound I Lt 1 0.97 1 SimTraffic 1 35 Westbound Northbound Existing storage for through-lanes displayed only when queue expected to surpass the distance to the upstream intersection. SimTraffic f 215 1 670 SimTraffic I 40 I 70 70 5 Queue lengths were rounded up to the nearest ten feet. Highest queue length reported per lane group. Th ThIRt LtITh, ThIRt 6 Southbound leg of First Street and Pacific Avenue is a driveway access for several businesses. NOTE: Depending on the intersection VIC ratio, either Synchro or SimTraffic output is utilized; refer to Appendix B for when each method is appropriate. As shown in the table, some of the estimated vehicle queue lengths extend a considerable 0.97 0.97 0.97 distance from the intersection and could create very undesirable conditions as they may block numerous upstream intersections/driveways, thereby creating gridlock throughout SimTraffic SimTraffic SimTraffic the corridor. The majority of the long vehicle queues are expected to occur on the side streets as the traffic signals are coordinated along Main and Pacific Avenues to provide efficient north-south through movement through Tillamook along US 101. The east-west (side-street) locations noted below are expected to have significantly longer vehicles queues than the provided 145 21 5 210 storage: 210 600 1030 Eastbound approach at First Street and Main Avenue Westbound approach at First Street and Pacific Avenue Eastbound approach at Third Street and Main Avenue Eastbound approach at Fourth Street and Main Avenue Westbound approach at Fourth Street and Pacific Avenue It is expected that the short cross-streets roadways between Main and Pacific Avenues will have relatively short queue lengths as the signals are timed to minimize vehicles queues between the US 101 couplet. TILLAMOOK EXISTING & FUTURE CONDITIONS MEMO-ALH.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: EXISTING AND FUTURE TRAFFIC OPERATIONS AND SAFETY (MEMO # 3) The only north and southbound through movements that are expected to have vehicle queues longer than 500 feet are the north (First Street) and south (Fourth Street) limits of the traffic signal system. As vehicles along US 101 progress within the downtown core, northbound and southbound vehicles queues are expected to be relatively shorter. All six of the intersections identified above as having queue length deficiencies also reported V/C ratios higher than ODOT mobility standards. Next Steps Potential roadway and other changes to address the deficiencies identified in this memo will be developed and evaluated in the next part of this project. The results will be documented and illustrated in a subsequent memorandum. TILLAMOOK EXISTING & FUTURE CONDITIONS MEMOALH.DOC I Not to Scale First Street .EGEND Graphic Description 1 Signalized intersection 7 1 1 r Existing lane channelization I Figure 1 Tillamook Lane Channelization and Traffic Volumes Existing Condition 2004 30th Highest Hou~ 100 100 100 Left, through, right turn volume 041051200E X% Percent heavy vehicle CH2M HILL t First Street 1, 3753 Not to Scale Second Street Third Street Fourth Street Tenth Street iGEND Graphic Description I Stop-controlled intersection Signalized intersection Figure i ] f f r Existing lane channelization Tillamook Lane Channelization and Traffic volume: Future No-Build Condition 2025 30th Highest Hou~ 30 100 100 Left, through, right turn volume 041051200E X% Percent heavy vehicle CH2M HILL Atmendix A: Raw Traffic Counts Vehicular Turning Movement Original 16-hr Count 1 1 14/04 Main Ave (US 101) & First St SOUTHBOUND Total: 8620 % Truck: 5% Right Thru 568 8052 Left 0 Total: 2177 Left 1805 %Truck: 1% Thru 0 Right 372 0 0 Left Thru 0 Right Total: 0 % Truck: NIA NORTHBOUND 7517 Right Total: 10189 1093 Thru % Truck: 6% 1579 Left WESTBOUND CH2M HILL Vehicular Turning Movement Original 16-hr Count 1 1/4/04 Pacific Ave (US 101) & First St SOUTHBOUND Total: 73 %Truck: 0% Right Thru 73 0 Total: 0 Left 0 YO Truck: N/A Thru 0 Right 0 EASTBOUND 5492 70 Left Thru Left 0 0 Right Total: 5562 % Truck: 5% NORTHBOUND 47 Right Total: 5108 5061 Thru % Truck: 5% 0 Left WESTBOUND CH2M HILL Vehicular Turning Movement Original 16-hr Count 1 1 14/04 Main Ave (US 101) & Second St SOUTHBOUND Total: 10457 % Truck: 4% Right Thru Left 321 9918 218 Total: 41 1 Left 0 % Truck: 4% Thru 142 Right 269 0 0 0 Left Thru Right Total: 0 NORTHBOUND 0 Right Total: 457 218 Thru % Truck: 0% 239 Left WESTBOUND CH2M HILL Vehicular Turning Movement Original 16-hr Count 1 1/4/04 Pacific Ave (US 101) & Second St SOUTHBOUND Total: 0 % Truck: N/A Right Thru 0 0 Total: 356 Left 176 %Truck: 5% Thru 180 Right 0 EASTBOUND 310 5551 Left Thru Left 0 122 Right Total: 5983 % Truck: 6% NORTHBOUND 68 Right Total: 208 140 Thru % Truck: 0% 0 Left WESTBOUND Vehicular Turning Movement Original 14-hr Count Collected on 9/8/01 -- grown to 2004 Main Avenue (US 101) & 3rd Street (OR 6) SOUTHBOUND Total: 12588 % Truck: 7% Right Thru Left 1588 7277 3723 Total: 3647 Left 5 % Truck: 2% Thru 2978 Right 664 Total: % Truck: NORTHBOUND WESTBOUND 0 Right Total: 0 Thru % Truck: 0 Left Vehicular Turning Movement Original 14-hr Count Collected on 9/8/01 -- grown to 2004 Pacific Avenue (US 101) & 3rd Street (OR 6) Left 0 Total: 6614 % Truck: 2 Left 1477 Thru 5127 Right 9.44 EASTBOUND % Truck: 7 NORTHBOUND WESTBOUND 0 Right Total: 0 Thru % Truck: 12.98 Left Vehicular Turning Movement Original 16-hr Count 1 111 6/04 Main Ave (US 101) & Fourth St SOUTHBOUND Total: 6517 %Truck: 6% Right Thru Left 293 5800 424 Total: 1276 Left 0 % Truck: 1% Thru 766 Right 510 EASTBOUND 0 0 0 Lei? Thru Right Total: 0 NORTHBOUND 0 Right Total: 2257 1281 Thru % Truck: 5% 976 Left WESTBOUND CH2M HILL Vehicular Turning Movement Original 16-hr Count November 16,2004 Pacific Ave (US 101) & Fourth St SOUTHBOUND Total: 0 % Truck: N/A Right Thru 0 0 Total: 1298 Left 623 % Truck: 0% Thru 675 Right 0 EASTBOUND 509 5400 Left Thru Left 0 329 Right Total: 6238 %Truck: 5% NORTHBOUND 520 Right Total: 2175 1655 Thru %Truck: 2% 0 Left WESTBOUND Vehicular Turning Movement Original 16-hr Count 1 1/4/04 Main Ave (US 101) & Tenth St SOUTHBOUND Total: 73 % Truck: 0% Right Thru Left 73 0 0 47 Right Total: 5108 5061 Thru % Truck: 5% 0 Left Total: 0 Left 0 % Truck: N/A Thru 0 Right 0 5492 70 0 Left Tkru Right Total: 5562 5% NOR THBOUND WESTBOUND CH2M HILL Vehicular Turning Movement Original 16-hr Count 1 1/4/04 Pacific Ave (US 101) & Tenth St Total: 571 Left 224 % Truck: 11% Thru 347 Right 0 EASTBOUND SOUTHBOUND Total: 0 % Truck: N/A Right Thru 0 0 % Truck: NOR 164 5283 Left Thru Total: 5587 6% Left 0 140 Right THBOUND 289 Right Total: 513 224 Thru % Truck: 24% 0 Left WESTBOUND CH2M HILL Appendix B: Traffic Methodology Appendix B - Operational Analysis Methodology 30th Highest Traffic Volume Methodology There are six signalized intersections and four unsignalized intersections that will be included in the study. These locations are listed below. Signalized * 1" Street (US 101)lMain Avenue (US 101) lSt (USlOI/OR 6)IPacific Avenue (US 101) 3rd Street (OR 1311OR 6)lMain Avenue (US 101) * 3rd Street (OR 6)IPacific Avenue (US 101) 4th StreetIMain Avenue (US 101) 4th StreeVPacific Avenue (US 101 ) Unsignalized * 2nd StreetIMain Avenue (US 101) * 2nd StreeVPacific Avenue (US 101 ) 1 oth StreetIMain Avenue (US 101) 0 1 oth streett~acific Avenue (US 101) Most of the counts are 16-hour (full classification) and were recently collected in November 2004, except for the 3rd StreetIMain Avenue and 3rd StreetlPacific Avenue intersections which are 14-hour (full ciassification) and were taken in September 2001. In addition to the counts recently collected in 2004, 1"' StreetIMain Avenue and 1'' StreeVPacific Avenue also had traffic counts collected in September 2001. A growth factor will be calculated based on the two different counts (2001 and 2004) taken at the two intersections along 1'' Street and this growth factor will be applied to the 2001 counts taken at 3rd Street so they represent 2004 volumes. This approach has been previously approved by TPAU. utomated traffic recorder (ATR) site is stationed within the City of Tillamook's limits. der to factor the traffic counts to the 3 ighest hour volumes, seasonal factors from the Rockaway ATR site (29-001) will be used. The Rockaway ATR site will be used because is the closest recorder to Tillamook at 10 miles to the north along The procedure used to create 30th highest hour volumes (30 HHV) will utilize the same steps outlined in the pdf file located on the weblink below; which is to divide the count period seasonal factor by the peak period seasonal factor to get the 30 HHV seasonal factor. Once the peak hour volumes (from the traffic counts) are determined, the 30 HHV seasonal factor will be applied to get 30th highest hour volumes. Traffic Forecast Methodology The forecasted traffic volumes will use the 2023 future volume table located on the weblink below. To arrive at the 20-year design year, the volumes will be extrapolated an additional two years to create 2025 conditions. Rates will be taken from US 101 (Oregon Coast APPENDIX 0-TRAFFIC METHODOLOGY.DOC Highway #9) within the study area. Only forecasts with R-squared values greater than 0.75 will be used for the growth rates. Traffic Analysis Software and Input Assumptions Synchro software will be used for the intersection analysis. The reported results will be the V/C ratios from the HCM report. A list of assumptions is shown in Table 1. Arterial intersection Parameters 'eak Hour Factor :onflicting Bikes and Pedestrian per Hour irea Type deal Saturation Flow Rate (for all novements) .ane Width 'ercent Heavy Vehicles 'ercent Grade 'arking Maneuvers per Hour 3us Blockages ntersection signal phasing and coordinatior ntersection signal timing optimization limits dinimum Green time lellow and all-red time iiaht Turn on Red )5 Percentile vehicle queues calculated )ased on an average of 25 feet per vehicle ~nd: 'or VIC < 0.70. use Svnchro reoorts and/or Condition Existing (2004) Design Year (2025) No-Build and Build Alternatives From traffic count. If not provided 0.85 for local and collector street then 0.85 for local and collector 0.90 for minor arterials street 0.95 for major arterials 0.90 for minor arterials 0.95 for major arterials From traffic count, if not provided, Ditto assume 10 pedslbikes per approach "Other" Area Ditto 1800 Ditto =ram As-builts, field visit or ODOT Ditto From traffic count, otherwise 5% Ditto =ram field visit, otherwise assume Ditto 0 =ram field visit, otherwise assume Ditto Current timing plan Current timing plan / Optimize phase and cycle length, the number of phases Current timing plan, otherwise 10 Ditto ;ec. if no pedestrian time required. :ram timing plan, otherwise (Y) = 4 Ditto secondsandfR)= 1 second The simulation will be for one hour with the peak 15-minutes in the first 15 minutes. The results from this simulation will be applied to signalized and unsignalized intersections. APPENDIX B-TRAFFIC METHODOLOGY.DOC TABLE I Synchro Operations PararneterslAssumptions Arterial Intersection Parameters he 9.!jth percentile for the 2-minute rule -or VIC > 0.70, use SimTraffic report (the ~erage at least 5 runs of 1 hour length ~ith peak divided out)' -eve1 of service goals US 101 - Statewide Non-Freight Route within the STA US 101 -Statewide Non-Freight Route outside the STA Wilson River Highway (First Street) - Regional Highway Second Street - Local Road Netarts Highway (3rd Street) - District Highway 4th Street - Local Road loth Street - Local Road Con1 Existing (2004) Highway VIC threshold from the Oregon Highway Plan (OHP). Non-Highway results combination of delay (LOS) and VIC ratio tion lesign Year (2025) No-Build and Build Alternatives Highway No-Build VIC threshold from the Oregon Highway Plan (OHP) and Build VIC thresholds from the Highway Design Manual. Non-Highway results combination of delay (LOS) and V/C ratio 0.90 (NB) 10.90 (Build) 0.80 (NB) 1 0.75 (Build) 0.80 (NB) 1 0.75 (Build) 0.85 (NB) 10.80 (Build) 0.85 (NB) 10.80 (Build) 0.85 (NB) 10.80 (Build) 0.85 (NB) 1 0.80 (Build) Note: Ditto is used when the Design Year 2025 assumption is similar to the Existing assumption. Assumptions consistent with White Paper on Application of Oregon Highway Plan Mobility Standards. APPENDIX B-TRAFFIC METHODOLOGY.DOC Appendix C: Existing Synchro Reports HCM Signalized lntersection Capacity Analysis 6: 1 st Street & Main Avenue (1 01 ) 04/05/2005 /*'* 4 t tT t P'+i 4' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 1.00 1 .oo 1 .oo 0.99 1.00 1.00 1.00 1.00 0.85 0.95 1 .OO 1.00 16 1642 1443 .95 1 .oo 1.00 Satd. Flow (perm) 1046 1585 1816 1642 1443 3221 Volume (vph) 300 0 75 260 180 1250 0 0 0 0 1300 85 Peak-hourfactor,PHF 0.83 0.83 0.83 0.92 0.92 0.92 0.25 0.25 0.25 0.87 0.87 0.87 Lane Group Fbw (vph) Confl. Peds. f#/hr\ 10 10 10 Permitted Phases 4 4 4 Effective Green. a (s\ 30.0 30.0 30.0 30.0 65.0 27.0 '"I, Actuated g/C Ratio 0.46 0.46 0.46 0.46 Lane Grp Cap (v~h) 483 732 838 758 1443 1338 . .. , v/s at id Prot vls Ratio Perm Progression Factor Incremental Delay js) Level of Serv~ce Approach Delay fs) Approach LOS HCM Volume to Capacity ratio Actuated Cycle Length (s) st time (s) Intersection Capacity Utilization 105.9% ICU Level of Service Analysis Period (min) c Critical Lane Group Existing Conditions CH2M Hill Synchro 6 Report HCM Signalized lntersection Capacity Analysis 9: 1 st Street (OR 6) & US 101 (Pacific Ave.) 04/05/2005 '* t t.Y t P'+i J Satd. Flow (perm) 3003 1227 1233 1557 Volume (vph) 0 0 0 0 710 15 965 25 0 0 0 15 , , Vehicle Extension (s) 5.2 5.2 5.2 Lane Grp Cap (vph) 1067 640 643 1557 Approach LOS HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization 66.8% ICU Level of Service Analysis Period (min) c Critical Lane Group Existing Conditions CH2M Hill -- Synchro 6 Report M Signalized Intersection Capacity Analysis 12: 3rd Street (Hwy 131) & Main Avenue (101) 04/05/z005 f + t*\ t /+\& J Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Flt Protected 1 .OO Flt Permitted 1 .OO 0.99 235 0.95 100% 247 0 0 Confl Peds Whr\ 10 10 10 0.63 66.4 76.7 Level of Service Approach Delay (s) 76.7 Approach LOS Intersection Summary HCM Average Control Delay 70.9 HCM Level of Service E HCM Volume to Capacity ratio 1.06 Actuated Cycle Length (s) 65.0 Sum of lost time Is) Intersection Capacity Utilization 78.2% I Analysis Period (min) 15 e Critical Lane Group Existing Conditions CH2M Hill Synchro 6 Report HCM Signalized lntersection Capacity Analysis 13: 3rd Street (Hwy 6) & US 101 (Pacific Ave.) 04/05/2005 )+> 6 'i? t PLI J Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT 5BR Actuated g/C Ratio V/S Ratio Prot c0.39 lntersection Summary HCM Average Control Delay 15.1 HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 65.0 Sum of lost time fs) lntersection Capacity Utilization Analysis Period (min) c Critical Lane Group Existing Conditions CH2M Hill Synchro 6 Report HCM Signalized lntersection Capacity Analysis 20: 4th Street & Main Avenue (1 01 1 Movement EBL EBT EBR. WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations k '7 4 Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) 1435 709 1943 2957 Volume (vph) 0 155 100 165 220 0 0 0 0 90 1000 40 Parking (#/hr) 10 10 10 10 10 Turn Type Perm Perm ~i-~tectid 4 4 6 Vehicle ~xtensio;~ 0.2 0.2 0.2 0.2 Lane Grp Cap (vph) 395 Progression Factor intersection Summary HCM Average Control Delay 9.7 HCM Level of Service A volume to Capa Actuated Cycle Length Intersection Capacity Utilization 104.6% ICU Level of Service Analysis Period (min) 15 c Critical Lane Group Existing Conditions CH2M Hill Synchro 6 Report HCM Signalized Intersection Capacity Analysis 21: 4th Street & US 101 (Pacific Ave.) 04/05/2005 't t +-*\ t PL4 J Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ftt Protected Satd. Flow rot) 1710 1800 1451 2970 Growth Factor Adi Flow (voh) 183 206 0 0 508 161 92 859 65 0 0 0 -1 - \ I- I - RTOR Reduction (vph) 0 0 0 0 17 0 0 8 0 0 0 0 Lane Group Flow (v~hl 183 206 0 0 652 0 0 1008 0 0 0 0 Heavy vehicles (% Parkina (#/hr) 10 10 10 10 10 Protected Phases 4 4 2 Permitted Phase V/S Ratio Prot 0.1 1 0.45 V/S Ratio Perm V/C Ratio Uniform Dela Existing Conditions CH2M Hill Synchro 6 Report HCM Unsignalized lntersection Capacity Analysis 1 : 2nd Street & Main Avenue (101) 04/05/2005 9't 4 'KT t PLi J Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL 587 SBR Lane Configurations $ 4 , ., vC, conflicting volume 1746 1729 839 974 1753 0 1679 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu. unblocked vol 5 I tC, single (s) LM capacity (vehlh) 25 65 583 188 64 1091 281 1607 Volume to Capacity Queue Length 95th (f?) Control Delay (s) 66.4 112.9 0.6 0.0 Lane LOS Approach Delay fs) Approach LOS F lntersection Summary Average Delay Intersection Capacity Utilization Period (min) Existing Conditions CH2M Hill Synchro 6 Report HCM Unsignalized lntersection Capacity Analysis 4: 2nd Street & US 101 (Pacific Ave.) 04/05/2005 jL\ / t i.l t P'+4 J Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Grade Hourly flow rate (v Pedestrians . . vC, conflicting volume 636 1147 0 1149 1133 524 0 1049 vC1, staae I conf vol VC~, stage 2 conf vo~ vCu, unblocked vol 7 Control Delay Is) Lane LOS Approach Delay (s) Approach LOS C C lntersection Summary Average Delay 2.3 Intersection Capacity Utilization Period (min) - - Existing Conditions CH2M Hill Synchro 6 Report HCM Unsignalized lntersection Capacity Analysis 18: 10th street & Main Avenue (1 01) 04/05/2005 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Percent Blockage Direction, Lane # EBI WB1 SB1 ~02 Volume Total 1 18 106 679 653 Volume Left 0 53 68 0 Volume Right 65 0 0 42 Approach LOS E F lntersection Summary Average Delay 9.7 Intersection Capacity Utilization 55.6% ICU Level of Service Anal ) Existing Conditions CH2M Hill Synchro 6 Report HCM Unsignalized lntersection Capacity Analysis 19: 10th Street & US 101 (Pacific Ave.) 04/05/2005 /*'t 4 t +-+ 4 t I 0% grade presents fatal flaw 10% grade presents fatal flaw Would require significant structure but would not accommodate all movements Would conflict with existing land uses between 3rd Street and OR 6 Grade is less than at Evergreen Would increase truck traffic on east end of 3'(' Street (residential) Would increase truck traffic on east end of 3rd Street (residential) Depends on future 0 6IWR Loop intersection solution Would increase truck traffic on east end of 3rd Street (residential) Depends on future OR 6NVR Loop intersection solution Street includes multi-family residential building and some commercial uses - somewhat more compatible land uses than on loth Appears to be detrimental to 1 lth proportion with benefits to loth - not worth the switch On paper, would provide new direct street with few or not conflicting uses between US 101 and Yes Yes No No No ?No ?No ?No No No REVISED 8-TRUCKALTS-TDB-050305.DOC ERROR! NO TEXT OF SPECIFIED STYLE IN DOCUMENT. B. TILLAMOOK LUMBER MILL NAMElDESCRlPTlON SUMMARY CONSIDER FURTHER? tB1. Internal layout and circulation changes to reduce trips through Tillamook Make 3rd Street most efficient and desirable Yes access for all trucks traveling tolfrom the north or east Make loth Street most efficient and desirable access for all trucks traveling tolfrom south tB2. Use DelMonte Ave as This is the existing condition - recently rebuilt. Yes priman/ north access to Mill Grade is reasonable. irom OR 6 access Disadvantages include adjacent park and nearby school. Would minor improvements to DelMonte to make it work even better andlor minimize adverse impacts of trucks? Miller But 12'~ of Miller includes High School and Head Start- new connection would increase traffic and trucks Extension would have some impact on existing structures and waterlwetland areas C. NORTH OF OR 6 NAMElDESCRlPTlON SUMMARY CONSIDER FURTHER? ICI. Signal at US 101 and Latimer Rd. intersection improvement tC3. N-S Bypass on railroad WW, adjacent to railroad tracks (north of OR6) tC4. NWISE diagonal bypass RNISED 8-TRUCKALTS-TDB-050305.DOC Safetyloperations improvement To be installed in (year) Yes Presumably will be an interchange Yes How will it connect to south? Efficient bypass ?No Could provide direct connection to Mill Assume RR already raised out of floodplain Assume some impacts on resource lands Would require interchange-type facility and overpass at OR 6 High cost, low feasibility Efficient bypass ERROR! NO TEXT OF SPECIFIED STYLE IN DOCUMENT. C. NORTH OF OR 6 SUMMARY CONSIDER FURTHER? tC1. Signal at US 101 and Latimer Rd. across resource lands tC5. Latimer RoadMilson River Loop intersection improvements to improve truck turning efficiency tC6. Latimer Road pavement improvements tC7. Latimer Road frontagehackage road tC8. Relocate Averiil Trucking south of downtown Tillamook (e.g., Port of TiHamook Bay?) tC9. lmpoved signage for Front Street alt. truck route tC10. Signage to encourage use of LatimerWilson River Loop bypass route Safetyloperations improvement To be installed in (year) Resource IandlUGB impacts and costs assumed to be fatal flaw Would require new bridge structure Yes Yes Improve pavement to handle existing and future Yes truck traffic increased truck traffic conflicts with residential uses adjacent to road (although consistent with functional classification) Depends on future OR 6NVR Loop intersection solution To reduce impacts of truck traffic on some residential properties Does not appear feasible and would create many new impacts Assumption is would reduce truck trips through Yes downtown, based on truck data collection but still be viable for business operations (need to verify with Averill) Encourage trucks heading WB on Netarts Yes Highway from US 101 north to use Front Street Would remove some trips on Main between lSt and 3rd Not recommended because roads are not o improved to truck route standards, assumed ODOT would not approve REVISED 8-TRUCKALTS-TDB-050305.DOC ERROR1 NOTEXT OF SPECIFIED STYLE IN DOCUMENT. D. SOUTH OF OR 6 NAMElDESCRlPTlON SUMMARY CONSIDER FURTHER? tD1. Signal at US 101 and Long Prairie Rd tD2. N-S Bypass on railroad W, adjacent to railroad tracks (south of OR6) tD3. SW-NE diagonal bypass across resource lands tD4. 0lsonl~ras~3~~ - change stop control to Olsonrrrask is free and 3rd is stop controlled tD5. Improvements to Trask River RoadILong Prairie Loop to promote use as bypass (in general) tD6. McCormick Loop extension at south across river to Long Prairie Road (in general) tD7. Better connection and alignment between Schild Road and McCormick Loop tD8. Johnson Creek Bridge - remove weight restrictions Would make truck turns tolfrom Long Prairie Rd easierlsafer especially in peak periods Is not likely to meet warrants - would present safety hazard because outside of urban area; flashing yellow light already in place Efficient bypass Could provide direct connection to Mill Assume RR already raised out of floodplain Assume some impacts on resource lands Would require interchange-type facility and overpass at OR 6 High cost, low feasibility Efficient bypass Resource IandIUGB impacts and costs assumed to be fatal flaw Appears feasible although grade may be an issue Depends on future OR 6NVR Loop intersection solution Infeasible to reconstruct much of both roads to truck route standards (e.g., lane widths, shoulder, grades) - in particular Trask River Road Instead, maintain to existing functional classification standards (major collector) to continue use as unofficial bypass for minority of vehicles McCormick Loop existing conditions and functional class (minor collector) inconsistent with use as truck bypass - narrow, rural residential Only one adjacent building on Schild Rd Still expect stop control because of grade differences Depends on future OR 6lWR Loop intersection solution Eliminate weight restrictions from Trask River Road bypass Bridge repairlreplacement to be completed No Yes Yes No Yes Yes ERROR! NO TEXl OF SPECIFIED STYLE IN DOCUMENT. D. SOUTH OF OR 6 NAMElDESCRlPTlON SUMMARY CONSIDER FURTHER? tD1. Signal at US 101 and Would make truck turns tolfrom Long Prairie Rd No Long Prairie Rd easierlsafer especially in peak periods Is not likely to meet warrants - would present safety hazard because outside of urban area; flashing yellow light already in place tD9. Signage to encourage Not recommended because roads are not No use of Trask River RoadlLong improved to truck route standards, assumed Prairie Road bypass route ODOT would not approve REVISED 8-TRUCKALTS-TDB-050305.DOC TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Sidewalk Structural Review (Memo #9) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: Tim Burkhardt, CH2M HILL Lwin Hwee, P.E., CH2M HILL COPIES: Project Management Team DATE: August 15,2005 Introduction Implementation of some of the alternatives being considered as part of the Tillamook Transportation Refinement PIan would result in narrowing existing sidewalks to accommodate wider travel lanes in downtown Tillamook for vehicles. Areas under consideration include Main and Pacific Avenues, and the block of 3rd Street between Main and Pacific. City of Tillamook staff familiar with the businesses have pointed out that some of the basements in these locations extend beneath the sidewalks and that relocating sidewalks here could be difficult or cost-prohibitive. This memo documents the observations made from a field investigation to further understand this issue. ield Review 4 field review of the potentiaIly affected area was conducted on July 12,2005, with staff CW2M HILL, the City of Tillamook and ODOT including: 'Em Burkhardt and Lwin Hwee (CH2M HILL) Tim Lyda and Arley Sullivan (City of Tillamook) Mark Lusby (ODOT) 'The field review consisted of a walking inspection on a number of the potentially affected basements. The area of primary focus was Main Avenue between 1st and 4th Streets and 3rd Street between Main and Pacific. Based on their familiarity with the existing conditions, City staff were able to rule out most of the properties beyond this area as not having the potential for basement foundation concerns. Figure 1 shows the location of areas reviewed during the field visit and the location of the basement with respect to the sidewalk. Results are reported in the following categories: MEMO #9.DOC SIDEWALK STRUCTURAL REVIEW (MEMO #9) No basemenyno basement under sidewalk - At these locations, either there was no basement at all or the basement did not extend laterally beneath the sidewalk. These locations would not present any issues with respect to moving the sidewalks as conceptually proposed. Basement access door(s) only under sidewalk - These locations have basement access panels in the sidewalk. However, the basement itself does not otherwise extend outside the building footprint into the sidewalk. Narrowing the sidewalk at these locations would require filling in or relocating the access panels but would not require a major modification to the basement. While some of the access panels are currently used and would need to be maintained, many are welded shut and indications are that property owners would support having them eliminated. These locations would require some additional effort with respect to moving the sidewalks but the level of efort and cost are expected to be moderate - see cost estimates. Basement under sidewalk - This condition occurred at only one location - the Tillamook Hotel Building at the northeast comer of Main Avenue and 3rd Street. As indicated in Figure 1, the basement extends beneath the sidewalk on both the Main Avenue and 3rd Street sides of the building. The basement wall extends to the sidewalk curb. The sidewalk measure 12 ft wide from the front wall of the existing building to the sidewalk curb. This location would require substantial effort with respect to narrowing the sidewalks, relocating the basement wall and re-decking the sidewalk surface above the basement. Enclosing sections of basement below the sidcualk may be considered as an alternative to maintaining the basement below the sidewalk, and is expected to cost less than moving the existing basement wall to the new sidewalk curb line. This cost estimate is not provided in this memo - see cost estimates. Basement Wall Reconstruction At 3rd and Main, the basement wall is located approximately at the outside edge of the 12- foot sidewalk on both the Main Avenue and 3rd Street sides. A row of columns running parallel to the basement walls on both Main and 3rd Street is approximately 12 feet from the ase wall. The existing 20 inch x 20 inch columns are spaced approximately 11 feet on centers with the exception of the two columns at the corner of Main and 3rd. On the Main Avenue side, the sidewalk was replaced when the building was remodeled in the 1990's and a new row of columns about 12 inches in diameter, 6 feet from the basement wall, ed to support the new sidewalk. The basement is approximately 12 feet deep and extends 67 feet on Main Avenue and 82 feet on 3rd Street along the basement wall. See Figure 2 for plan view of basement and sidewalks. The concrete floor beams spanning the sidewalk between the basement wall and the existing square columns have exposed rebars and the cross-section of these beams has been reduced due to spalling of concrete. See Figure 3 for pictures of the columns and floor beams. Narrowing the sidewalk from 12 feet to 8 feet and 10 feet would require reconstruction of the basement wall. The existing concrete building would need to be temporary shored during reconstruction of the sidewalk. Deterioration of the concrete ceiling, beams and columns in the basement have been observed. Some repairs associated with the basement underneath the existing building are likely. An assessment of the repairs associated with the building was not part of the site investigation. MEMO #9.DOC SIDEWALK STRUCTURAL REVIEW (MEMO #9) The following are two alternatives considered in evaluating the cost of narrowing the sidewalks: Move basement wall approximately 2 feet and 4 feet, respectively, on Main Ave and 3rd Street toward the building to the new edge of sidewalk. The floor beams and sidewalk will be replaced. New floor beams supporting the sidewalk will be spliced into the existing floor beams supporting the building below. As an alternate to reconstructing the floor beams, a deck slab may be constructed without the floor beams by thickening the concrete slab section between the building and the edge of sidewalk. Move basement wall to existing columns supporting the building. The new basement wall will be built by in-filling between 20 inch x 20 inch concrete columns. The basement below the sidewalk will be removed and backfilled. This alternate would reduce the area of the basement by approximately 1,600 SF. Basement Access Panels Based on our field observation, most if not all of the access panels have been welded shut at the sidewalk level. There is no evidence that these access panels are being used by the businesses today. Each panel occupies approximately 60 SF underneath the sidewalk. The asement walls are located on the inside edge of the sidewalk supporting the adjoining building. The opening created in the basement wall for the access panel may be in-filled and the area below the sidewalk backfilled for construction of the new sidewalk. There are four access panels on the east side of Main between 2nd and 3rd Street, two on the west side of Main between 1st and 3rd Street, one on the west side of Pacific between 2nd and 3rd Street and finally, one on the south side of 3rd Street between Main and Pacific. onstruction Cost Estimates arrowing Sidewalk rd and Main) Pacific Ave 12 67 8 55 440 $160 **$70,400 Access Panel Closure Access Panels Total Area(SF) CostlSF Subtotal Each Arealpanel MEMO #9.DOC SIDEWALK STRUCTURAL REVIEW (MEMO #9) Access Panel Closure Access Panels Total Area(SF) CostISF Subtotal Main Ave 6 60 360 $60 $2 1,600 Pacific Ave 1 60 60 $60 $3,600 3rd Street 1 60 60 $60 $3,600 "Construction costs only. Engineering (design and construction) not included in the estimates. These estimates do not include any contingency for unknowns. Typically, a contingency of 40% is added to a planning level cost estimate such as this. **Potential repair costs associated with the Tillamook Hotel Building at the corner of 3rd and Main are not included in the estimate. Conclusions Narrowing the identified sidewalks in downtown Tillamook appears to be technically feasible. The estimated costs to relocate basement walls at 3rd and Main and closures of the basement access panels are reported above. Considerations for implementation would include the availability of funds for these costs, the need to work with property owners and address any of their concerns, and any additional issues or costs associated with other structural repairs that might be needed on the affected building. MEMO #.DOC Legend Basement Under Sidewalk -.., Basement Access Doors Only Under Sidewalk 0 25 50 75 Feet Figure 1 Sidewalk Structural Review Tillamook Refinement Plan 12" Diameter lumns, fyp, --., Inside face of basement wall Sidewalk curb. typ. 3rd St. Approximate footprint of basement (shaded area) -Outside face of building wall (above ground) I OOKING WFST @ SQUARE COLUMNS I OOKING NORTH @ ROUND COLUMNS LOOKING NORTH 8 ROUND & SQUARE COLUMNS LOOKING EAST @ SQUARE COLUMNS ceilina of basement LOOKING WEST ON 3RD STREET FIGURE 3 SITE PHOTOS f TILLAMOOK HOTEL BUILDING Downtown Parking Recommendations TECHNICAL MEMORANDUM k! Tillamook Transportation Refinement Plan: Downtown Parking Recommendations (Memo #lo) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: Theresa Carr, CH2M HILL Tim Burkhardt, CH2M HILL CQPIES: Project Management Team DATE: January 9,2006 This memorandum provides recommended solutions to address identified parking issues in downtown Tillamook. These recommendations are part of the larger Tillamook Transportation Refinement Plan and are based on the results of technical work documented as Memo # 5 (Parking Utilization Study and Existing Conditions) and input from key project stakeholders. The parking study focused on downtown Tillamook. The parking study area is bounded on the west by Grove Avenue, on the east by Madrona Avenue, on the north by Front Street (1st Street east of Main Avenue), and on the south by 6th Street. The study analyzed both on- street and off-street parking areas, including public stalls and lots as well as parking areas used by private businesses. Recommendations The parking utilization study included stakeholder interviews and parking counts on a typical weekday and a typical weekend day. Findings from that study indicated that safety and accessibility were the largest parking-related concerns for visitors to the downtown Tillamook area, and the time limitations on the downtown parking supply was the largest concern for employees. According to project stakeholders, improvements were needed to make it clearer for visitors to the area where parking areas were located. Also, although recommendations were not made to remove parking on Main and Pacific, it was generally understood that these streets will be less friendly to visitors than parking off the highway. Another concern of residents and business owners was how to accommodate employees of downtown businesses. On-street parking in the downtown area is regulated to certain parking time limits, varying between 15 minutes and three hours. Employees have been making use of a vacated supermarket parking lot, though this area has been recently redeveloped and is no longer available to employees. #I0 PARKING RECOMMENDATIONS.DOC DOWNTOWN PARKING RECOMMENDATIONS (MEMO #lo) Recommendations to address these and other concerns over parking in the downtown area are illustrated in Figure 1 and described in brief below. Dedicated RV Parking - In addition to the current RV parking spaces on 2nd Avenue just east of Pacific, additional RV spaces should be designated on 5th Avenue just east of Ivy, on the south side of the new Safeway lot. Both of these areas are located at one end or the other of the downtown couplet. With proper signage, they should be easy for visitors not familiar with the area to find. RVs also can park in non-designated locations on city streets and surface parking lots. Possible RV Overnight Parking - This option would explore the willingness of Safeway to allow RVs to park overnight in their parking lot. This may require adjustments to City zoning code. - With the construction of the new Safeway on the ol Supermarket site, parking to accommodate employees of the downtown core will be needed. The city currently administers a monthly parking permit program for the lot facing 2n"ust west of Iby. It is recommended that the City expand this program for the City lot just east of Ivy, where parking could be used by employees with a permit (small fee to cover administrative costs) or by visitors by meter. The City currently recommends that employees park outside the parking district where no time limitations exist. A concern raised by stakeholders is that the pedestrian environment is not consistent outside the parking district, making the walk to the core unpIeasant in certain locations. This plan recommends improvements to the pedestrian environment, including consistent sidewalks and landscaping where appropriate to make walking more pleasant for employees and visitors. Possible Future Expansions of Employee and/or Public Parking, Including Structure - The Eagles building on the comer of 2nd and StillweIl may be for sale. The City could acquire this property and expand the permit parking area for employee parking, and/or make it available for visitors. Future Parking Structure - Two locations were identified for potential long-term future parking structures. The first location is building a deck or a structure on the existing City-owned lots (south side of 2nd, between Main and Stillwell). If a structure is built, the potential for first-floor retail should be explored. The second parcel is located on the south side of 1st Avenue just west of Ivy is expected to be redeveloped at some point during the 20-year planning horizon. When this occurs, the City should explore the possibility of public parking on the site. Angle Parking - At the request of the City of Tillamook, angle parking was explored along 2nd Avenue between Grove Street and Pacific Street, and along Ivy Street between 1st Avenue and 3rd Avenue. According to field surveys, the width of 2nd Avenue is approximately 36 feet and the width of Ivy Street is approximately 32 feet. According to Parking (Eno Foundation, 1990 rep. 2003), these widths are adequate to accommodate 45 degree angle parking with one-way traffic. In addition, there is sufficient room to accommodate parallel parking on the south side of 2nd Avenue and on the west side of Ivy Street. Few changes were assumed to driveway placement and location, or to #I0 PARKING RECOMMENDATIONS DOC DOWNTOWN PARKING RECOMMENDATIONS (MEMO #TO) location of loading zones. One driveway was assumed to be closed on the east side of Ivy Street between 2nd Avenue and 3rd Avenue. Two options were explored, as illustrated in Figures 2 and 3. Option 1: Option 1 adds 45 degree angle parking along the north side of 2nd Avenue between Grove Street and Pacific Street, and along the east side of Ivy Street between 1st Avenue and 3rd Avenue. The traffic channelization of 2nd Avenue would change to one way in the westbound direction between Grove Street and Main Street, and one way in the eastbound direction between Main Street and Pacific Street. This change in direction east and west of Main Street is recommended to simplify the movements at the 2nd and Main intersection, and improve safety - under this scenario no traffic enters Main Street from 2nd Avenue. Channelization along Ivy Street is modified to be one-way in the northbound direction. Option 1 accommodates parallel parking on the south side of 2nd Avenue, and along the west side of Ivy Street. Option 1 includes buIbouts along Main Street and Pacific Street at 2nd Avenue to reduce the crossing distance for pedestrians. This option provides a net increase of 26 parking stalls over the existing parking configuration. Option 2 is identical to Option 1 except that it does not include the bulbouts at the intersections of 2nd Avenue and Main Street or 2nd Avenue and Pacific Street. Option 2 provides a net increase of 37 stalls over the existing parking configuration. Another location of possible angle parking in the downtown area is Laurel Street. Laurel Street is 40 feet wide between 3rd Avenue and 5th Avenue, which should accommodate 60 degree parking on one side, with either two-way traffic and no parking on the other side, or one-way with parallel parking on the other side. Resident Permit Parking - City staff have noted that residents of the downtown area make up another segment of parking demand. Currently residents rent space from off- street parking lots inside the district, park outside the district and walk in, or park inside the district outside the hours of regulation and move their vehicle as needed. It is recommended that residential permit parking be explored along Laurel between 3rd and 5th Streets. This parking would be managed by the City of Tillamook as an element of the existing permit program. Possible Shared Parking - Several interior lots throughout the district are underutilized during the weekday. These lots belong either to restaurants, churches, or businesses with more than adequate parking for their employees and customers. The City should explore shared parking at some of these locations, to be made available to employees of the downtown area on a permit basis. Vacant Lots -Maximum use of existing surface lots for employee and/or public parking is preferable to the construction of a new lot. However, if this were needed, a number of existing vacant lots within walking distance of downtown were identified. Main and Pacific Parking Options -Main Street and Pacific Street are the subject of several recommendations made in the refinement plan, which address mobility, safety, and truck travel. Please refer to the main Refinement Plan for a description of these recommendations. #I0 PARKING RECOMMENDATIONS.DOC DOWNTOWN PARKING RECOMMENDATIONS (MEMO #lo) lo. On-Street Parking Regulation - Simplification of the parking regulations is desired. A flat two-hour parking regulation appears to be sufficient. The reinstitution of on-street parking meters also was suggested for the parking district to replace the current parking regulations. It is understood that the City has the parking meters that were used in the area in the past still in their possession, so costs to reintroduce parking meters are expected to be low. However, substantial outreach to business owners and residents is highly recommended, and further study would be desired before a final recommendation is made. As a first step toward reintroducing meters, and to accommodate employees working downtown, it is recommended that one space per block face be set aside for long-term (max 8 hours) parking meter. ignage - Signage is recommended for the north and south ends of the downtown area to safely and clearly direct out-of-town visitors to parking areas off the state highway. The table below suggests implementation timing (short-term, medium-term, long-term) and qualitative cost estimate for each of the parking recommendations identified above and on the corresponding map. PARKING RECOMMENDATIONS: IMPLEMENTATION TIMEFRAME AND COST CONSIDERATIONS No. Concept Name Concept Description Timeframe Cost 1 RV Parking Set aside more on- Short-Term tow street parking area reserved for RVs 2 Potential RV Possibly allow RVs to Medium-Term Low Overnight park overnight in the Parking (new) Safeway parking lot 3 Employee Allow employees to Short-Term Low Parking (surface) park in City parking lots on east and west sides of Ivy, just south of Pd Street 4 Future Employee Possible acquisition of Long-Term High or Public Parking property immediately east of Stillwell Avenue to expand employee and visitor parking 5 Future Parking Options include #I0 PARKING RECOMMENDATIONS.DOC Long-Term High Cost Items Signage Coordination with businesses Signage Coordination with Safeway Possible amendments to City zoning code Signage Administrative costs to run employee monthly passes Property acquisition Grading and paving Striping and signage Minimal additional administrative costs to expand employee monthly pass program Possible property DOWNTOWN PARKING RECOMMENDATIONS (MEMO #lo) PARKING RECOMMENDATIONS: IMPLEMENTATION TIMEFRAME AND COST CONSIDERATIONS No. Concept Name Concept Description Timeframe Cost Structure building a deck or larger parking structure on current city parking lots, and building a structured parking area on south side of 1'' street west of Ivy Avenue, looking for opportunities to team with others as property is redeveloped. 6 Angle Parking Change parallel parking Short-Term Medium to angle parking along znd Avenue between Grove Street and Pacific Street, Ivy Street between 1'' Avenue and 3rd Avenue, and Laurel Street between 3& Avenue and sth Avenue to include angle parking on the north side of 2nd Avenue and the east side of Ivy Street. Traffic would be one- way and parallel parking would be provided on the south side of 2nd Avenue and the west side of Ivy Street. Laurel Street would either remain two-directional or transitioned to one way with parallel parking on one side. 7 Resident Permit Allow residents to park Short-Term Low Parking overnight andlor for longer periods during the day along Laurel Avenue between 3rd Street and 5th Street. 8 Shared Parking Explore opportunities to Short-Term Low for Employee share parking with Use businesses that either use their parking areas Cost Items acquisition, depending on current owner and likelihood of joint development venture Construction costs for a deck or parking structure (approx. $25,00O/stall) If the City is a tenant, rent payments will be a cost. If the City owns the parcel and rents space to other businesses (e.g., first floor retail), rent payments from these other businesses are an expected revenue source Signage and striping Public outreach on change in circulation patterns Design of one-way street network Administrative costs to develop a residential permit parking program Signage on streets where residential permit parking would be relevant Possible lease agreements with private businesses #I0 PARKING RECOMMENDATI0NS.DOC DOWNTOWN PARKING RECOMMENDATIONS (MEMO #lo) PARKING RECOMMENDATIONS: IMPLEMENTATION TIMEFRAME AND COST CONSIDERATIONS No. Concept Name Concept Description Timeframe Cost Cost Items 9 New lots for visitor andlor employee use 10 Main and Pacific I1 On Street Parking Regulation 12 Signage more in the evening or on weekends, or that have surplus parking areas. Construction of one or Long-Term more surface parking areas on parcels currently vacant, for use by visitors andlor employees See Refinement Plan Option 1 simplifies Short-Term parking reguiations to mainly a 2-hour time limit throughout town. Long-Term Option 2 reintroduces parking meters Adds signage to guide Short-Term visitors to parking areas off the state highway Administrative costs to set up and operate system High Property Acquisition Design and construction of new lot Signage Administrative costs to operate lot Low Change parking code Kew signage Medium Outreach to community Installation of meters Operation of meters Low Procurement and installation of signs Short-Term = 0-5 years Medium-Term = 5-10 years Long-Term = 10-20 years #10 PARKING RECOMMENDATIONS.DOC DOWNTOWN PARKING OPTIONS Legend I Angle Parktng Emplop% Parking I Maan and Pacrfic Pariiafsg Qptians I RV Parking In addition to the current RV parking spaces on 2nd Avenue, add new RV parking spaces on th Avenue just east of Ivy (south side of the new Safeway lot). Add signage so these areas are easy for visitors to find. otential RV Overnight Parking Explore the willingness of Safeway to allow RVs to park overnight in their parking lot. This may require adjustments to City regulation. 3 Employee Parking Parking for downtown employees is needed. The City currently has a monthly parking permit program for the lot facing 2nd Street just west of Ivy. The City could expand this program to the lot just east of Ivy, where parking could be used by employees with a permit or visitors by meter. 4 Future Employee andlor Public Parking The City could acquire one or both of these properties and expand the permit parking area for employee parking, andlor make it available for visitors. 5 Future Parking Structure Two locations have been identified for potential long-term future parking structures. * Building a deck or a structure on the existing City-owned lots (south side of 2nd, between Main and Stillwell). If a structure were built, the potential for first-floor retail should be explored. The parcel on the south side of 1st Avenue just west of Ivy is likely to be redeveloped at some point in the future. When this occurs the City should explore the possibility of public parking on the site. 6 Angle Parking Add angle parking on 2nd Street between Ivy and Stillwell, on Ivv between 1st and 3rd, and on laurel between 3rd and 5th. Ivy could accommodate 45 degree angle park~ng one s~de, one-way traffic lane, and parallel park~ng on the other s~de Laurel would accommodate 60 degree parking on one side, either with two-way traffic and no park~ng the other side, or one-way with parallel parking on the other srde. Resident Permit Parking To prov~de parkmg opt~ons for res~dents downtown, res~dent~al parking should be explored along Laurel between 3rd and 5th. Permits would be managed by the City of Tilamook. Parking for Employee Use ing lots-such as churches, restaurants and other businesses-are underused during the weekdays or have more park~ng they need. The C~ty explore shared parking agreements so that extra spaces could be used by downtown employees on a perm~t bas~s. Vacant Lots 10 Main and Pacific Use of exist~ng parking lots for Parking Options mployee andlor pu bl~c Several opt~ons Maln and preferable to the construct~on Pacif~c proposed to make of new lots. However, exist~ng parkmg more safe comfortable for vacant lots withm walkmg users. These are shown on a d~stance of downtown could be separate f~gure. explored for add~t~onal On-Street Parking Regulation 12 Signage (Not shown on map) Signage IS recommended To s~mplify park~ng regulations and remove extra for the north and south signage, a flat two-hour park~ng is recom- ends of the downtown mended throughout the parking district. In the future, area to safely and clearly on-street parking meters could be re-installed ~nstead of direct out-of-town vrsitors the current parking regulat~ons. parking meters to parking areas off the would brmg revenue to the city, it would require up-front state h~ghway. exoense and the supoort of the business commun~tv. Tillamook Transportation Refinement Plan Net Difference: + 37 Parking Spaces Legend: Loading Zone Driveway 6a Close Driveway r>a Insufficient Length For Parking Space Long Term Meter Parking Proposed: 10 Parkm Spaces P I Loading one Space Existing: 5 Parking Spaces Proposed: 11 Parkmg Spaces 5 ces 7 ces Existing: 6 Parking Spaces Proposed: 7 Parking Spaces Existing: 5 Parking Spaces Proposed: 7 Parking Spaces I Figure 3: Ivy Street Diagonal Parking (without Curb Extensions) I ODOT Pedestrian Safety Study TECHNICAL MEMORANDUM 2 Tillamook Transportation Refinement Plan: ODOT Pedestrian Safety Study (Memo #11) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: Tim Burkhardt, CH2M HILL DATE: September 12,2005 This memo transmits the results of ODOT's pedestrian safety study in downtown TilIarnook, with data collected by video camera on May 15 and 16,2005 (Report 1) an August 2 and 3,2005 (Report 2). The two reports were prepared by Cindy L. Westbrook, egion 2 Transportation Safety Coordinator. The reports were reviewed in the preparation of recommendations for downtown Tillamook. MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMO #I 1) Tillamook City Pedestrian Safety Report (Report #1) Below are my observations by camera location. For my ease in taking notes the tapes were arbitrarily numbered and some specific times were noted if you would like to review specific incidents. Tape 1 - Camera at Highway 101 looking south at 1st Street and Slough Bridge. There were very few pedestrians at this location. There appeared to be a sidewalk on the bridge but no sidewalk before or after the bridge on Highway 101 making the location not very inviting for pedestrians. In the morning hours I only counted 17 pedestrians and 6 bicyclists. We did have a couple of people dart across Highway 101 but there were no near misses. If we were to put sidewalk in at this location pedestrian traffic would no doubt increase. It quite honestly did not appear to me to be a very safe place to walk and the low number of pedestrian reflects that. Tape 2 - Camera at Highway 101 looking North at 3d Street near the Tillamook Couniy Pioneer Museum. The oncoming traffic is south bound on Highway 101 and 3rd Street is also Highway 6 east bound. There was a great deal more pedestrians at this location. I counted 63 pedestrians during day light hours. There were several mid-block location crosses but these appeared to pose no problems. Driver behavior was good except for some cars stopping in the crosswalk on 3rd which may be a visibility issue. During the evening and nighttime hours Highway 101 appeared to be well lit however additional lighting on 3rd Street would improve safety at this location. There were no pedestrians from 9100 PM until 7:00 AM. There were more bicycles at this location as I counted 17 during the daylight hours. Tape 3 - Camera looking at Highway 101 North and 3.d or Highway - 6 - going East. The crosswalks were well delineated however, there were few pedestrians present. There was a fair amount of truck traffic and trucks turning onto Highway 6 take two lanes to make the turn. Trucks and motor homes on Highway 101 and Highway 6 appear to be over the center line most of the time. The lanes on both highways appear to be fairly narrow. This intersection might benefit from some additional lighting as it was too dark after 7:00 PM to see pedestrians on the tape. There was very little bicycle traffic. Tape 4 - Camera looking south at 9th and 10th Street with oncoming traffic north bound on Highway 101. These crosswalks are in need of striping, they were very poorly delineated. While there was a fair amount of traffic on Highway 101 there was little traffic on 9th. There were pedestrians but certainly not a lot. There were several mid-block crosses at the motel and a lot of activity in the phone booth near the motel. There appeared to be some visibility issues with parked cars on Highway 101. I did note some lane changes on 101 in the intersection with 9th Street. Tape 5 - Camera looking at 101 North and 2~ Street. These crosswalks were all in need of better delineation. I also thought that 211d Street would benefit from better illumination. Driver behavior was pretty good although not everyone does stop for pedestrian on 2nd MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMO #11) even if they are off the curb. Vehicular traffic picks up considerably at 5:00 PM however there is not an increase in pedestrian traffic at that time. There appears to be modified bulb outs on 2nd but they were hard to see. It was difficult to tell if they benefited safety. There was a little bit of bicycle traffic but no problems noted. Tape 6 - Camera looking North on Hinhwav 101 at 1st Street. This was a skewed and interesting intersection with only 2 crosswalks. There was very little pedestrian traffic and no noted problems. Delineation at this location was good and the lighting on Highway 101 was good after dark. 1st Street might benefit from added illumination however there was very little pedestrian traffic after dark. My personal impression was that this is a rather complicated intersection and people may avoid it for that reason. Tape 7 - Camera Iookin~ on Highway 101 at the 9@ and lo& street intersections. The delineation was not good at these crosswalks. There were several mid-block crosses. This camera caught a school bus accident at about 1223. The bus appears to clip a parked car that may be in a no parking zone. The accident was very minor and the police did come. There was not a lot of pedestrian traffic at this location and the street emptied out at 5:00 PM and stayed very quiet through out the night. After 9:00 PM there was very little visibility and no pedestrians. Tape 8 - Camera looking North on Highwav 101 and 2d Street. This intersection has good delineation but narrow lanes. There is not an abundance of pedestrians at this location either. There are a few mid-block crosses but no close calls. Vehicles parked on the street do cut down on visibility and additional illumination may be beneficial. Conclusions: In my opinion several of the intersections would benefit from additional lighting and several are in need of delineation. Driver behavior was for the most part good, however it is obvious that not everyone is aware of the new pedestrian law and the requirement to stay stopped while the pedestrian clears the adjacent lane. I saw no close calls or near misses involving pedestrians. There is a fair amount of mid-block crossing going on which might be helped by better delineation at crosswalks which could encourage pedestrians to use them. It was obvious in some locations that people would park on the street, wait for clearing and cross at their car rather than going to the corner. A certain amount of this is to be expected and even with pedestrian education is hard to stop. Again, please note that even with the mid block crosses there were no near misses noted. It is also interesting to note that I saw very few bicycles at any of the intersections. Of the bicycles I did see very few get off there bikes and walk them across the street as recommended but seem to wait for the signal and cross on their bike. I also noted that there were very few children and almost no school age children walking at these intersections or crossing any of the streets. I did see lots of school buses and one unfortunate minor school bus accident involving a parked car. I further observed that all streets appear very narrow without bike lanes. The addition of on-street parking really cuts down on lane width and visibility for everyone. MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMO #I!) There is not an abundance of pedestrian traffic at any of these locations however school is still in session and the tourist season has not begun. It would be interesting to review a couple of the busier locations such as Highway 101 and 3rd Street in late July or early August. The best recommendation I can make is for additional delineation at a few specific locations and additional illumination as noted above. Respectfully Submitted by: Cindy L. Westbrook Region 2 Transportation Safety Coordinator MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMO #I?) Supplemental Report on Pedestrian Safety In Tillamook- Tourist Season (Report #2) There were 4 additional videos to review of pedestrian activity in Tillamook during the month of August 2005. While I did not watch every hour of every tape I believe I watched enough to get a flavor for what issues there might be. My first observation is as we had expected, there are many more pedestrians during the peak tourist season than we saw in the spring when schooI was still in session. Generally speaking I thought pedestrian behavior was good with most people using the crosswalks and I believe waiting for the WALK si In general driver behavior was also good stopping in advance of crosswalks. The biggest problem I saw at any intersection was traffic stacking that caused cars to stop in crosswalks waiting for an intersection to clear. This is clearly a highway capacity issue that was only observed at peak commute times. The intersection of Highway 101 and 2nd Street near Pioneer Museum is clearly in need of delineation and could benefit from additional illumination. However I have to say that there were not large volumes of pedestrians at this location. Additional illumination would also be helpful at 2nd and Main. There was some traffic stacking at this location which occasionaIly blocked pedestrian access across Main. In spite of this problem driver behavior was good and pedestrians had little time to wait for motorists. The other suggestion I would make for safety improvements is the addition of advance stop bars at all crosswalk locations. This would improve visibility for all pedestrians. In conclusion I have to say that I did not observe any accidents or near misses. I believe that in general pedestrians and motorists in this area are careful and courteous. Respectfully Submitted, Cindy Westbrook, Region 2 Transportation Safety Coordinator ODOT PEDESTRIAN SAFETY STUDY (MEMO #14) Tillamook City Pedestrian Safety Report (Report #1) Below are my observations by camera location. For my ease in taking notes the tapes were arbitrarily numbered and some specific times were noted if you would like to review specific incidents. Tape 1 - Camera at Highway 101 looking south at 1st Street and Slough Bridge. There were very few pedestrians at this location. There appeared to be a sidewalk on the bridge but no sidewalk before or after the bridge on Highway 101 making the location not very inviting for pedestrians. In the morning hours I only counted 19 pedestrians and 6 bicyclists. We did have a couple of people dart across Highway 101 but there were no near misses. If we were to put sidewalk in at this location pedestrian traffic would no doubt increase. honestly did not appear to me to be a very safe place to walk and the low number of pedestrian reflects that. Tape 2 - Camera at Highwav 101 looking North at 3rd Street near the Tillamook County Pioneer Museum. The oncoming traffic is south bound on Highway 101 and 3rd Street is also Highway 6 east bound. There was a great deal more pedestrians at this location. I counted 63 pedestrians during day light hours. There were several mid-block location crosses but these appeared to pose no problems. Driver behavior was good except for some cars stopping in the crosswalk on 3rd which may be a visibility issue. During the evening and nighttime hours Highway 101 appeared to be well lit however additional lighting on 3rd Street would improve safety at this location. There were no pedestrians from 9:00 PM untiI 7:00 AM. There were more bicycles at this location as I counted 17 during the daylight hours. Tape 3 - Camera look in^ at Highway 101 North and 3rd or Highway 6 going East. The crosswalks were well delineated however, there were few pedestrians present. There was a fair amount of truck traffic and trucks turning onto Highway 6 take two lanes to make the turn. Trucks and motor homes on Highway 101 and Highway 6 appear to be over the center line most of the time. The lanes on both highways appear to be fairly narrow. This intersection might benefit from some additional lighting as it was too dark after 7:00 PM to see pedestrians on the tape. There was very little bicycle traffic. Tape 4 - Camera looking south at 9th and 10th Street with oncoming traffic north bound on Highway 101. These crosswalks are in need of striping, they were very poorly delineated. While there was a fair amount of traffic on Highway 101 there was little traffic on 9th. There were pedestrians but certainly not a lot. There were several mid-block crosses at the motel and a lot of activity in the phone booth near the motel. There appeared to be some visibility issues with parked cars on Highway 101. I did note some lane changes on 101 in the intersection with 9thStreet. Tape 5 - Camera looking at 101 North and 2nd Street. These crosswalks were all in need of better delineation. I also thought that 2nd Street would benefit from better illumination. Driver behavior was pretty good although not everyone does stop for pedestrian on 2nd MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMOH4) even if they are off the curb. Vehicular traffic picks up considerably at 5:00 PM however there is not an increase in pedestrian traffic at that time. There appears to be modified bulb outs on 2nd but they were hard to see. It was difficult to tell if they benefited safety. There was a little bit of bicycle traffic but no problems noted. Tape 6 - Camera looking North on Highway 101 at 1st Street. This was a skewed and interesting intersection with only 2 crosswalks. There was very little pedestrian traffic and no noted problems. Delineation at this location was good and the lighting on Highway 101 was good after dark. 1st Street might benefit from added illumination however there was very little pedestrian traffic after dark. My personal impression was that this is a rather complicated intersection and people may avoid it for that reason. Tape 7 - Camera looking south on Highway 101 at the 9th and 10th street intersections. The elineation was not good at these crosswalks. There were several mid-block crosses. This camera caught a school bus accident at about 12:23. The bus appears to clip a parked car at may be in a no parking zone. The accident was very minor and the police did come. There was not a lot of pedestrian traffic at this location and the street emptied out at 5:00 PM and stayed very quiet through out the night. After 9:00 PM there was very little visibility and no pedestrians. Tape 8 - Camera looking North on Highway 101 and 2nd Street. This intersection has good delineation but narrow lanes. There is not an abundance of pedestrians at this location either. There are a few mid-block crosses but no close calls. Vehicles parked on the street do cut down on visibility and additional illumination may be beneficial. Conclusions: Bn my opinion several of the intersections would benefit from additional lighting and several are in need of delineation. Driver behavior was for the most part good, however it is obvious that not everyone is aware of the new pedestrian law and the requirement to stay stopped while the pedestrian clears the adjacent lane. I saw no close calls or near misses involving pedestrians. There is a fair amount of mid-block crossing going on which might be helped by better delineation at crosswalks which could encourage pedestrians to use them. It was obvious in some locations that people would park on the street, wait for clearing and cross at their car rather than going to the corner. A certain amount of this is to be expected and even with pedestrian education is hard to stop. Again, please note that even with the mid block crosses there were no near misses noted. It is also interesting to note that I saw very few bicycles at any of the intersections. Of the bicycles I did see very few get off there bikes and walk them across the street as recommended but seem to wait for the signal and cross on their bike. I also noted that there were very few children and almost no school age children walking at these intersections or crossing any of the streets. I did see lots of school buses and one unfortunate minor school bus accident involving a parked car. I further observed that all streets appear very narrow without bike lanes. The addition of on-street parking really cuts down on lane width and visibility for everyone. MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMO #14) There is not an abundance of pedestrian traffic at any of these locations however school is still in session and the tourist season has not begun. It would be interesting to review a couple of the busier locations such as Highway 101 and 3d Street in late July or early August. The best recommendation I can make is for additional delineation at a few specific locations and additional illumination as noted above. Respectfully Submitted by: Cindy L. Westbrook Region 2 Transportation Safety Coordinator MEMO #14.DOC ODOT PEDESTRIAN SAFETY STUDY (MEMO #14) Supplemental Report on Pedestrian Safety In Tillamook- Tourist Season (Report #2) There were 4 additional videos to review of pedestrian activity in Tillamook during the month of August 2005. While I did not watch every hour of every tape I believe I watched enough to get a flavor for what issues there might be. My first observation is as we had expected, there are many more pedestrians during the peak tourist season than we saw in the spring when school was still in session. Generally speaking I thought pedestrian behavior was good with most people using the crosswalks and I believe waiting for the WALK signal. In general driver behavior was also good stopping in advance of crosswalks. The biggest problem I saw at any intersection was traffic stacking that caused cars to stop in crosswalks waiting for an intersection to clear. This is clearly a highway capacity issue that was only observed at peak commute times. The intersection of Highway 101 and 2nd Street near Pioneer Museum is clearly in need of delineation and could benefit from additional illumination. However I have to say that there were not large volumes of pedestrians at this location. Additional illumination would also be helpful at 2nd and Main. There was some traffic stacking at this location which occasionally blocked pedestrian access across Main. In spite of this problem driver behavior was good and pedestrians had little time to wait for motorists. The other suggestion I would make for safety improvements is the addition of advance stop bars at all crosswalk locations. This would improve visibility for all pedestrians. In conclusion I have to say that I did not observe any accidents or near misses. I believe that in general pedestrians and motorists in this area are careful and courteous. Respectfully Submitted, Cindy Westbrook, Region 2 Transportation Safety Coordinator MEMO #14.DOC Alternatives Development and Evaluation TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Alternatives Development and Evaluation (Memo #12) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: Tim Burkhardt, CH2M HILL COPIES: DATE: Project Management Team October 11,2005 e options and alternatives developed for the Tillamook Refinement Plan were based on technical data, past plans, input from the Pro~ect Team, the consultant team, and the general public. valuation Methods The alternatives were evaluated qualitatively against the goals and evaluation criteria developed early in the process. As shown in the attached spreadsheets, the options or alternatives were rated on a five-point scale (from +2 to -2) for each criterion. A total of 100 points were distributed among the five goals (based on the technical team's assessment of their relative importance) to provide a weighting factor to the points for each criteria. The weighted points were totaled and then, based on the totals, grouped into three categories: "recommended" (green), "possibly recommended" (yellow), and "not recommended" (red). The determination of where one category ended and the other began was subjective but based on the relative distribution of the total scores for a given alternative group. Alternatives C Alternate Truck Routes A large number of concepts were considered to improve existing roads or develop new roads for the purpose of reducing the volume of through truck traffic (and other through traffic) in downtown Tillamook. A number of these concepts came from ideas suggested by project stakeholders at public meetings and workshops. The concepts, which are described and illustrated in Memo #8, are divided into four groups: a North of OR 6 ("C" options) South of OR 6 ("D" options) a Downtown Tillamook ("A" options) Tillamook Lumber Mill ("B" options) #I2 ALTERNATIVES DEVELOPMENT AND EVALUATION-010806.DOC ALTERNATIVES DEVELOPMENT AND EVALUATION (MEMO #12\ This section discusses the North of OR 6 and South of OR 6 solutions. Solutions in downtown Tillamook are addressed by the Downtown Traffic and Main and Pacific Avenue Street Design alternatives. Solutions related to the Tillamook Lumber Mill are discussed in the corresponding section. Alternatives Considered Alternate truck routes north and south of OR 6 were developed to improve existing opportunities or develop new opportunities for through traffic to bypass downtown Tillamook. The alternatives range from intersection improvements to entirely new roads. Evaluation Results The results show that four of the "C" options and two of the "D" options were recomnzended and three other options were possibly recommended. The remaining options were not reconzmended due to low scores against the evaluation criteria. The recommended options are focused improvements to existing facilities that are already under design or construction. The possibly recommended options are relatively easy to implement but have potentially limited value. Tillamook Lumber Mill Options The data collection portion of the Refinement Plan, which included a license plate survey of truck travel patterns (see Memo #6), identified opportunities to make changes to the local street system and the to Tillamook Lumber Mill site to reduce the volume of trucks entering and exiting the Mill via downtown Tillamook. Alternatives Considered The alternatives considered for the Tillamook Lumber Mill are described and illustrated in Memo #13. The alternatives seek to address a key conclusion of the data collection effort: that a significant number of trips that go through downtown Tillamook to get to and from the Mill could be re-routed outside of downtown if the internal circulation at the Mill were reconfigured. Specifically, if the two access points at the Mill (via 3rd Street and via 10th Street) could be used for both entering and exiting by both log trucks and product (lumber, chips) trucks. The result would be that all trucks heading to or from the north or east would use the 3'd Street access; all trips heading to or from the south would use the 10th Street access. Evaluation Results Options B1 and B2 were recommended; options B5, B6, and B7 were possibly reconznzended; and the remainder were not recomnzended. Option B1, to implement internal layout and circulation changes on the Mill site so as to create two full-service access points, scored the highest. Option B2, to use Del Monte Avenue as the primary access from OR 6, confirms that this existing route is the best of those options available. The possibly recommended options are other potential routes to access the Mill from OR 6. While these options had relatively few adverse impacts, it is not clear whether they would be justifiable by their benefits compared to the existing route (Del Monte). #12 ALTERNATIVES DEVELOPMENT AND EVALUATION-010806.DOC COPYRIGHT 2006 BY CHZM HILL, INC. .COMPANY CONFIDENTIAL ALTERNATIVES DEVELOPMENT AND EVALUATLON (MEMO #12) Main and Pacific Design Alternatives Alternatives Considered The following alternatives that would change the design of Main and Pacific Avenues in the US 101 couplet were considered: No-Build (Existing Conditions): Two 10-foot travel lanes, two 8-foot parking lanes, 12- foot sidewalks on both sides. Option A (Remove Parking 1): Remove parking on right-hand side, widen travel lanes to 12 feet/ll feet, add 5-foot bike lane, maintain 8-foot parking on left hand side Option B (Narrow Sidewalks): Narrow sidewalks by 2 feet on each side, widen travel lanes to 12 feet each, maintain $-foot parking on both sides Option C (Remove Parking 2): Remove parking on right-hand side, widen travel lanes to 12 feet each, add landscape strip in place of remaining space in right-hand parking lane, maintain 8-foot parking on left hand side Option D (Streetscape - can combine with any other option): Add corner and/or offset curb extensions, reconstruct/repair sidewalks and curb ramps, add new landscaping (combination of street trees, sidewalk planter boxes, etc.), add illumination at key intersections, add advance stop bars and signage before pedestrian crossings, paint/repaint crosswalks using continental style, reduce sign clutter by consolidating existing public signs (highway signs, local street and information signs). Phase I would extend from 1st to 5th Streets (to capture new Safeway location). Phase I1 would extend from 6th to 12th Streets. Option E (Storefront - can combine with any other option): Work with property owners to improve storefronts and business signage (private signs) to improve aesthetics, create coordinated image, and reduce tunnel effect. Improve visual appeal to drivers and encourage them to slow down (improve safety) and stop in Tillamook (support businesses). Two other alternatives were suggested by project stakeholders but were not pursued because they did not adequately address the purpose of the project: Remove parking on one side, widen travel lanes, do not add bike lane or landscaping: This alternative was determined to be fatally flawed because it would place vehicle traffic directly adjacent to the sidewalk with no buffer for the length of the couplet. While this would address truck/ traffic movement, the lack of buffer would have significant adverse impacts on the downtown pedestrian and business environment. The concept would be expected to increase traffic speeds downtown due to the wider cross- section with little opportunity for intervening design features such as curb extensions or on-street parking. Remove and redevelop buildings on one side of Main Street, replace with 5-lane highway section: This alternative was determined to be fatally flawed because it would remove a substantial portion of the existing downtown Main Street. While the change in highway cross-section would result in a highway built to current standards that would #I2 ALTERNATIVES DEVELOPMENT AND EVALUATION-010806.DOC COPYRIGHT 2006 BY CH2M HILL, INC. - COMPANY CONFIDENTIAL ALTERNATIVES DEVELOPMENT AND EVALUATION (MEMO #12\ address the identified transportation issues, it would remove much of the existing downtown, the primary resource that the Refinement Plan intends to preserve and enhance. Evaluation Results As shown in the spreadsheet, Option D (Streetscape) and Option E (Storefront) scored the highest and were the only recommended options. Option B (Narrow Sidewalks) was scored as possibly recommended. Option A (Remove Parking 1) and Option C (Remove Parking 2) were not recommended. Because of the constrained space in this location, the addition of any new feature generally means the removal of some other feature. As a result, the alternatives with the least adverse impact on existing functions scored the best. The Remove Parking options tended to score lower due to anticipated increase in vehicle speeds that would result and the associated adverse impacts on the pedestrian environment. The "possibly recommended" results for Option B (Narrow Sidewalks) suggest that this option may be worth its costs if the recommended options (which are less expensive) do not adequately address the problems. Downtown Traffic Alternatives While the Refinement Plan was not initially focused on improvements to the intersection of US 101 and OR 6, during the process it became clear that traffic congestion and other issues at this intersection (safety, pedestrian circulation, vehicle speed, and the intersection's function as a gateway entrance to Tillamook) made it integral to the Plan. Alternatives Considered The alternatives considered include the following changes, in various combinations: TABLE 1. Alternatives Considered for US 101 and OR 6 Intersection Traditional Alternatives Roundabout Alternatives (add to the features of traditional alternatives) Add northbound through lane at intersection Two separate roundabouts at Main and Pacific Add additional lane over Hoquarten Slough One combined roundabout at Main and Pacific Convert 1'' Street and 3rd Street to two-way streets to Roundabout at OR 6 and Miller improve circulation and intersection operations Memo #7A describes and illustrates the traffic alternatives considered and the results of the operational analysis conducted for each. Evaluation Results Most of the alternatives were recommended for further study as part of the upcoming STIP project at US 101 and OR 6. Only two (traditional alternatives 2 and 3) were not recommended for further study, primarily due to a lack of positive impact on traffic operations at the intersection. Given that the DSTIP project will require a detailed #I2 ALTERNATIVES DEVELOPMENT AND EVALUATION-010806.DOC COPYRIGHT 2006 BY CH2M HILL. INC.. COMPANY CONFIDENTIAL ALTERNATIVES DEVELOPMENT AND EVALUATION lMEMO #12) alternatives analysis, no attempt was made at this time to further narrow the identified alternatives. Downtown Parking Recommendations Recommendations to address downtown parking needs are based on the results of previous technical work (Memo # 5: Parking Utilization Study and Existing Conditions) and input from stakeholders. The recommendations are described in detail and illustrated in Memo #lo: Parking Recommendations. Unlike the other solutions developed in the Refinement Plan, the parking recommendations were not evaluated against each other but instead are intended to be a menu of choices that can be implemented by the City of Tillamook based on priorities, funding, etc. Memo #10 includes recommendations for when the concepts should be (i.e., short-term, medium-term, long-term) and describes cost and other considerations. #I2 ALTERNATIVES DEVELOPMENT AND EVALUATION-010806,DOC COPYRIGHT 2006 BY CHZM HILL. INC. .COMPANY CONFIDENTIAL Tlllamook Transportation Reflnement Plan Alternatives Evaluation: Alternate Truck Routes I 1 I I I I I I I 1 I 4 I 1 I I 1 4 Sows Truck Speeds I 0 0 0 0 0 0 0 0 0 0 0 0 0 Alternate Truck Routes IPedestrlan Safely 2 3 Aa*'gtied Weight 25 NeutralINo Effect North of Oregon 6 Vehicle Safety Bicycle Safety Pedestrian Crasslngs within the Town Center Area Vehlcle Speeds Tiafflc Congestion Aesthetics and Stieetscape Amenities SUB TOTAL 2 Address Downfawn Parking Defloiencies Parking Safety and Comfort on US 101 pa*,ng Supply on US 101 PubI8c Panlng Supply Downtown Employee Pahlng Supply Downtown QV Parking Supply Down1ov.n Parklng Regulations Direcllonal Signage to public Parklng SUB-TOTAL 3 Address Adverse Jmpacis of TNeks M US 101 Downfawn Reduces Truck Tiips thiough Downtown , ecommended Possibiy recommended @3&g&&4 Not mommended south of~te~on Truck trip eficiency (likelihood route will be ued) Provides lhkage to indurtilally~zooed land, 1ncIvd8ng under-developed mduslnal parcels S~~ppom and regma busnesr and economy lm acts on natiral resources and resource lands Alternate Truck Ats Ci 15 20 ,~,~,~,~,~,O,O,~,~,~,~,~,l,l,o,otO>o,O,o, Dl 1 0 1 D3 0 0 0 0 0 0 0 NA NA NA NA NIA NA tiA 0 C7 1 0 1 D4 1 1 0 0 0 0 75 0 NA N A NA NA NA NA 0 1 C8 t 0 0 D5 1 1 0 0 1 0 100 1 NIA NIA NIA NA NA NA 15 C9 2 0 3 D6 1 I 0 0 2 0 125 2 NA N A NIA NA NA NA I0 1 Ci0 1 0 0 C1i DI 0 0 0 0 0 0 0 0 NA N A NA NA NA NA 0 1 1 0 0 08 0 0 0 0 0 0 0 0 NA NIX NA NA NA NA 0 D9 1 0 0 0 0 0 0 0 0 0 0 NA NIA NA NA NA NA 0 1 N.A N A 1 1 1 0 0 0 0 75 1 NIA NA NA NA N4 NA 15 1 0 0 0 0 0 0 0 0 0 0 0 NA N A NA NA NA NA 0 ---------------- 0 0 0 0 I I 0 0 3 C 75 1 hA N A NA NA NA NA 15 1 1 0 0 0 0 0 0 0 NA NIA NA NA NA N* 0 1 0 0 1 0 0 0 0 0 0 0 0 NIA NIA NA NA NIA NIA 0 1 1 0 0 1 1 0 0 1 0 100 1 NIA NIA NIA NIA NIA NIA $5 1 2 0 0 1 1 0 0 2 0 125 2 NA NIA NIA NA NA NA 30 2 0 0 0 0 0 0 0 0 0 0 0 NA NIA NIA NA NIA NIA 0 1 I 0 0 0 0 0 0 0 0 0 0 NIA N A NA N,A NIA NA 0 0 2 0 0 0 0 0 0 0 0 0 NA NIA NIA NA hA NIA 0 1 0 0 0 0 0 0 0 0 0 0 0 NA N A klA NA NA NA 0 1 0 0 1 8 0 0 0 0 0 0 0 0 NA N A A NA NA NA 0 1 0 0 0 0 0 0 0 0 0 0 0 NA NIA NA NA NA NA 0 1 TOTAL POINTS Tillamook Transportation Refinement Plan NeutrallNO Effect Alternatives Evaluation: Tillamook Lumber Mill Options ecommendeo OSSI~IY ot reconmended Tillamook Lumber Mill Oetions Tlllarnook Transportation ReRnernent Plan Alternatives Evaluation: Main and Pacific Street Design Alternatives Vehlcle Safety Blcycle Safety Pedestilan Crossings wlthin the Town Center Area Vehcle Speeds Tiafic Congest~on Aesthetics and Streetscape Amenities SUB-TOTAL Main and Pacific Street Desian Alternatives 3 - 4 0 0 0 N 'A 0 NeutrallNo Effect oss8bIy recommended Parking Supply on US 101 Public Parklng Supply Downlown Employee Parking Supply Downtown RV Parking Supply Downtown Paiklng Regulatms Directional Slgnage to Public Parking SUB-TOTAL 3 Add169sddvMse lmprl~fs d Truiucks on US 101 Downrnwn Reduces Truck Trips through Downtown Slow Truck Speeds Improves Truck Tuinlng Pimdes a Buffer between Trucks and On Street Paiklng SUPPOI~S Business and Economy SUB-TOTAL 4 Dsvsfop Affwmte rrlrJr Rwfe.5 1 2 2 N'A 0 20 25 1 1 0 0 NIA 0 0 hA N A NA NP hl 15 0 2 0 0 40 1 0 1 1 N !A 1 0 2 NA hlA h A NA NA 15 2 2 1 2 20 0 1 1 NIA 2 0 0 0 C MA 1 25 0 hA NIA NIA NIA h A 15 0 0 1 1 20 2 h !A NIA NA Nn hA .I5 0 2 1 1 2 40 h A N 4 NA NA hA 0 0 40 0 N 4 NA hA hA Nh 0 0 1 0 1 40 2 ecornrnended for further study SUB-TOTAL 2 dddr~65 !'&4ng&fi~h~re5 Paming Safeiy and Comfort on US 101 Paiklng Supply on US ID? Public Parking Supply Downiow Employee Parklng Supply Doivnlown RV Parklng Supply Downtown 15 0 NA NA NA N .25 NIA NIA NIA NiA 25 NA NA NiA NiA 0 NA NA NA N 50 NA NA NA N , 25 NIA NA N A NA 75 NA NA N NA 50 NA NA NA NA 50 N N NA NC 25 75 25 NA N NIA N NA N NA NA NA NA NA NA 75 50 NA N 4 NA NA NA NA NA Nh MEMO #13 Illumination and Signage Recommendations TECHNICAL MEMORANDUM C H Tillamook Transportation Refinement Plan: Illumination and Signage Recommendations (Memo # 13) PREPARED FOR: Valerie Grigg Devis/ODOT PREPARED BY: Tim Burkhardt/CH2M HILL Andra Henriques/CH2M HILL Eric Shimizu/ CH2M HILL COPIES: DATE: Project Management Team November 18,2005 This memorandum documents the existing conditions of the illumination and signage on U.S. 101 in the Tillamook downtown core and provides recommendations for addressing deficiencies. Two important issues under consideration in the Tillamook Refinement Plan are illumination and signage, which contribute to the safety and aesthetics of a roadway corridor. Information on these topics is provided at a conceptual level, as neither illumination nor signage were the subject of detailed technical investigations in the refinement plan scope of work. Illumination Existing Conditions An illumination survey was conducted for the Tillamook downtown area, which included Main Avenue and Pacific Avenue from Front Street through Twelfth Street. Figure 1 shows a graphical representation of the existing luminaires in downtown Tillarnook. Nearly every intersection has at least one luminaire. The intersections of Main Avenue and Twelfth Street as well as Pacific Avenue and Fifth Street do not have any illumination. Three intersections along Main Avenue (Pd, 3.d and 4th Street) have two luminaires as well as acific Avenue an 3rd Street. There is one mid-block luminaire on both ain Avenue and Pacific Avenue on the biock between Eighth Street and Ninth Street. Illumination - Recommendations Based on a qualitative review of existing conditions, the following recommendations for Main and Pacific Avenues appear prudent: Add illumination to those intersections that are currently unlit. Provide additional illumination on 5th Street at Main and Pacific, to bring these intersections to the same level (two luminaires per intersection) currently seen at the other downtown core intersections (2nd, 3rd, and 4th). This is recommended in light of the new Safeway store and an anticipated increase in pedestrian activity at this location. MEMO #13.DOC 1 (MEMO# 13) In order to develop more specific improvements, an in depth technical analysis (e.g., quantitative measurement of current illumination levels) would be required. In the mean time, the following general recommendations can be made based on current conditions and Oregon Department of Transportation highway illumination standards. For areas along the corridor that have more business and retail, an average illuminance level of 1.2 foot candles is desired in the intersection and throughout the block based on IES national guidelines. If a section of roadway segment shows a history of night-time crashes then it would be desirable to light throughout the block; otherwise, lighting at the intersections is acceptable. For more residential areas of the study area, lower average illuminance levels of 0.8 foot candles are desired. Desired uniformity of 3:1 or better for all locations. The City may choose to provide uniformity of 4:l or better along roadway segments between intersections. The number of luminaires required to meet the levels of luminance depends on the wattage and mounting height. The acceptable wattage varies between 250 and 400. When the wattage is higher, the number of luminaires required generally decreases. The mounting height will depend on any city height restrictions. If decorative sidewalk lighting is desired, then the city should choose an architectural theme and decide on a decorative street light that would fit within this theme. The decorative street lights generally do not light the roadway to the fuIl level of light previously mentioned, but it improves aesthetics while lighting the sidewalk. Spacing will depend on desired illuminance levels. Wattage for the decorative street lights is generally 250 watts. In the more residential areas light pollution should be taken into consideration. If a luminaire is installed it should have street side or house side shields, or should use a Type 111 medium or full cutoff high pressure sodium lamp. In general, for the non decorative luminaires, the high pressure so iurn lamps shod used. Signage Existing Conditions A qualitative survey of existing signage was conducted for the TilIamook downtown area, which included Main Avenue and Pacific Avenue from Front Street through Twelfth Street. There are a few notable locations within the study area that are mentioned below. 1st and Main: This is one of the intersections where US 101 and OR 6 converge. When traveling westbound on OR 6, the signs are mounted on an overhead structure. This is a good method to mount signs in this location due to the high traffic volumes, large MEMO #13.DOC percentage of trucks and restricted sight distance (especially for those coming north on us 101). 2nd and Main: Traveling southbound on Main, there are a large number of signs on the right hand side of the street near the intersection with 2nd Street that appear cluttered and may lead to driver confusion. Main Avenue and 3rd Street poses a challenge because of the conversion of 3rd Street from one-way to two-way at the intersection, which affects driver expectation. The northern section of Pacific Avenue has the challenge of clearly noting the best way of travel to OR 6 and US 101. The combination of local interest signs and all the highway directional signs creates sign clutter at key intersections (e.g., 3rd and Main). The use of single-side signs may be appropriate for vehicles on one-way streets but is of concern for pedestrians who are unable to easily read the signs. Signage - Recommendations A more in depth signage inventory and analysis would be an appropriate step in the future at a time when roadway design work was underway and roadway survey data was being collected. Such information could be used to develop specific sign-by-sign recommendations. In the mean time, the following are general recommendations to improve roadway signage on US 101 in downtown Tillamook: Signage should be simple and clear Follow MUTCD guidance for priority of sign placement. Regulatory signs should be the highest priority. Generally, spacing should be evaluated based on the speed of the roadway to provide adequate space between groupings of signs. * Unnecessary signs should be removed. Consider removing or relocating some of the local interest signs, especially where the two state highways are intersecting and there are directional signs that already require the special attention of drivers. * Identify possible locations where overhea structures could be used for mounting signs. This may be useful on Pacific Avenue, between 1st Street and 3rd Street. To optimize visibility, mount street name signs on mast arms when the intersection is signalized. Mast arm signs should generally be double sided and have at least 12 inch capital letters and 9 inch lower case letters. Note that any time a sign is added to a signal pole or mast arm, it must be verified that the pole type, bolt connections, and foundation are sufficient for the added load that the sign creates. When intersections are not signalized, street name signs may be mounted on opposing corners, be double sided and have at least 6 inch capital letters and 4.5 inch lower case letters. MEMO #13.DOC (MEMO # 13) Local signage should be unified by creating a theme and adapting all the local signs to match that theme. Local interest signs could be mounted together (depending upon the quantity of signs) at entrance points to the city, improving their visibility and drivers opportunity to react to them and reducing signage clutter at key roadway intersections. A wayfinding program could be developed to create a unified theme and system for signage to guide visitors (both vehicle and other modes) to attractions in Tillamook. Clear signage should be added directing visitors to an area where they can park (see parking recommendations documented separately). As noted in the parking study, simplifying parking regulations would provide the opportunity to remove a number of signs, thus reducing sign clutter downtown. MEMO #13.DOC Corner with existing luminaire Corner with no luminaire Mid-block lurninaire Front Street 0 First Street 0 IXI Second Street El Third Street 0 Fourth Street x (mid-block) Ixl El (mid-block) x Fiflh Street 0 Sixth Street o Seventh Street 0 Eighth Street x (mid-block) 0 (mid-block) x IXI Ninth Street 0 Tenth Street Eleventh Street ixi Twelfth Street 0 Figure 1 Tillamook Existing Illuminatior 1 111 8/200! CH2M HlLl Public involvement Summaw TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Public Involvement Summary (Memo #14) PREPARED FOR: File PREPARED BY: Tim Burkhardt, CH2M HILL DATE: January 4,2006 This memo provides documentation of the public involvement process conducted for the Tillamook Transportation Refinement Plan. A multi-faceted public involvement approach was taken on this project to ensure the effective involvement of members of the Tillamook community and other interested stakeholders. The approach included the following: Refinement Plan Advisory Committee (RPAC) -The RPAC was a 22-member committee of Tillamook-area residents, elected officials, business people, and public agency staff members. It was designed to represent a range of interests in Tillamook transportation issues, including downtown business people and truck-based businesses outside of downtown. The RPAC met six times between September 2004 and November 2005. Public Workshops -Two hands-on public workshops were conducted, in January and February 2005, to solicit involvement of the broader community in the identification of problems and brainstorming of solutions. Public Open Houses -Two public open houses were conducted during the project, one to present preliminary alternatives (July 2005 at the Tillamook farmers' market) and one to present the draft plan (November 2005 at the Tillamook Forestry Center). Open house materials also were displayed at City Hall after the July 2005 event. Mailings, Media, and Advertisements- Public events were publicized through the use of mailings to interested parties, as well as to downtown businesses and those with a potential interest in truck transportation issues. This refinement plan and public events were described in notices, articles, and a vertisements in the Tillamook Headlight Herald and announced on the local radio station: Documentation of the public involvement process (meetings) follows this page. #I4 PUBLIC INVOLVEMENT.DOC Tillamook Refinement Plan Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee (RPAC) Meeting #I Tuesday, September 28,7:00 p.m. - 9:00 p.m. Oregon Department of Forestry 5005 East 3rd Avenue, Tillamook Agenda 7:00 Introduction Welcome e Introductions Review agenda 7:15 Project Overview * Purpose and goals Organization, involvement and decision making Review tasks and schedule 7:30 Advisory Committee Roles and Responsibilities 0 Discuss roles and responsibilities handout Changes, additions? c Group fornation - who is missing 8:00 Break e Project background and goals Problem statement and issues discussion 8:45 Next Steps Downtown walking tour (if interest) 0 Existing conditions analysis, including truck and parking data collection Next Advisory Committee meeting 9:00 Adjourn Tillamook Refi'nemen t Plan Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee (RPAC) Meeting #1 Tuesday, September 28,7:00 p.m. - 9:00 p.m. Draft Meeting Summary Agenda Welcome, Introductions Review agenda Project Overview Advisory Committee Roles and Responsibilities Problem statement and issues discussion Existing conditions analysis, including truck and parking data collection Participants Sally Clay, TDA Dana Clay, Green Diamond Jack Colleknon, TP Freight Lines Gary Hanenkrat, Tillarnook Cheese Mike Lipke, Hampton Lumber Mills Terry Wright, Tillamook Police Rick Adams, Tillamook Fire Eric Swanson, 911 Norm Myers , Tillamook Traffic Safety ob Reed, Tillamook County Road Advisory Committee Shell Sheldon, Sheldon Oil zie CougMan, City Council Carolyn Decker, City Council Joseph Martin, City Council Doug Henson, City Council Sandy Hemenway, Tillamook Chamber of Commerce George Langlois, Tillamook Apartments Dwight Guenther, School District #9 Ed Werner, Coast Wide Ready Mix Wayne Auble, Oregon Department of Forestry Brett Hesmark, Dentist Tim Lyda, City of Tillamook Aarorr Suko, Tillamook County Mark Gervasi, City of Tillamook Consultants Tim Burkhardt CH2MHill Heather Leigh Fuller CH2MHill Jamie Damon JLA, Inc Int reductions The group began the meeting by introducing themselves and answering the following question - "At the end of this process I hope that.. ." We'll consider public safety Find solutions to truck and safety issues Improve the parking in downtown Adoptable solutions Transportation options are safe and economical Efficient and safe movement of raw materials through the area Move trucks safely Safer more efficient way to get trucks in and out of facilities Enforce traffic - solve the problems A solution for all Get an answer to solve 2nd and Main! Get answers, wrap the process up and move on Something positive out of all of this Its not just trucks - emergency services movements are a problem too Solutions with broad support and creative funding Result is something of value Harmonious decisions regarding pedestrians, bikes and trucks Safe transportation around the city - a bypass? Long term solutions that are workable for everyone Consider school district, pedestrian and traffic around schools Solutions for safety issues not just truck traffic but tourists also Do something about too much traffic coming through the city Bring focus on the importance of solving the problems as part of the TSP Safe and efficient - resolve gridlock especially around the schools Resolve access for trucks through town - don't hinder the truck movement Solutions that are locally based and supported e project manager from CH Hill, presented an overview of the hedule, organization and tasks. Tim distributed a showing the schedule and task list. The purpose ~f the project is to develop a plan that documents the problems relating to truck movement and downtown parking and safety and outline potential solutions to resolve the problems for the City, County and State to implement. The project will be completed by the end of 2005. The group had the following comments/questions: Is there a law that protects trucks from limiting their ability to move efficiently? What is the process for implementation? How long will it take to get the funding? We need to think "out of the box" and consider some ideas that may seem crazy! Adviso y Committee Roles and Responsibilities Jamie Damon, facilitator with JLA, Inc., led the group through a discussion of the advisory committee's role and responsibilities. Jamie distributed a handout with sample roles, meeting guidelines, and an organizational chart. The group discussed and amended the handout (see attached "Structure and Meeting Guidelines.) The group also discussed the committee make-up and who should fill the seats. All interested parties will be notified of the committee's meetings. The discussion of the group composition was to develop a "core group" who could commit to participating in all 7 of the anticipated committee meetings as well as the workshops. The group decided on the following for the make-up of the committee. I Trucking interest other goods Gary Hanenkrat, TCCA Tillamook County Creamery Association Trucking interest outlying area Don Averill, Avrill Trucking Trucking interest independent drivers Barry Mamano Port of Tillarnook Bay Ken Bell Local merchant Brett Hesmark, Dentist, downtown business I Local Merchant I Tom Larson, Larson Bodv & Glass Downtown Resident George Langlois, Tillamook Apartments Tillamook Downtown Association & Sally Clay VJ I Transit Tillamook County Transportation I Heather Ornelas, Tiliamook County Transportation District District Chamber of Commerce &Visitors Bureau Sandie Hemenway, I Tillamook chamber County Road Advisory Committee Bob Reed, Tillamook County Road Advisory Committee Tillamook Traffic Safety Advisory Norm Meyers, Tillamook Traffic Safety Advisory Committee Cormnittee School District Transportation Manager Dwight Guenther, School District #9 Tillamook Economic Development Council (EDC) Countv - Elected official I Tim Tosi J I City - Elected official 1 Doug Henson Problem Statement and Issues Discussion Tim lead presented a draft "Project Objectives" and invited the groups input on the document. The group had the following input: Include Emergency Services Consider issues relating to flooding = Consider more than "existing" truck based businesses = Include more than simply "downtown enhancement" Tim continued with an overview of the upcoming technical tasks which include traffic counts and invited the group to look at the maps at the end of the meeting and give input on locations for getting counts. Next Meeting The next meeting was tentatively scheduled for December 7 from 7 - 9pm at the Oregon Department of Forestry. A meeting summary and meeting notice will be distributed by email at least one week prior to the next meeting. Tillamook Transportation Refinement Plan Refinement Plan Advisory Committee (RPAC) Structure and Meeting Guidelines (updated 10-21-04) Purpose of the Committee The Refinement Plan Advisory Committee (RPAC) will work to develop an agreed upon set of recommendations to the Project Management Team, City Council and County Commission for resolving the truck route issues and parking and safety issues in the downtown area. Committee Responsibilities The Committee will meet up to 7 times over the next year and a half. Committee members are expected to participate in up to 3 workshops. Committee members are expected to participate in up to 2 public meetings. e Committee members are expected to read the materials sent in advance of meetings and participate fully in the meetings. Committee Structure e The RPAC is comprised of up to 21 "seats" representing the range of stakeholders. The Committee will include the following '"eats": Trucking interest - logging/agriculture Trucking interest - other goods Trucking interest - outlying area Trucking interest - outlying area Trucking - independent drivers Port of Tillamook Bay Local merchant Local merchant Downtown Resi 14. Transit - Tillarnook County Transportation District 15. Visitors Bureau 16. Liaison from the County Road Advisory Committee 17. Liaison from the Tillamook Traffic Safety Advisory Committee strict Transportation Tillasnook Downto cil (EDC) & Parhg District 20. County - Elected official 11. Parking Enforcement 21. City - Elected official 12. Emergency Services - Police 13. Emergency Services - Fire/EMS Meeting Guidelines Meetings will be held on the first Tuesday of each month, from 7pm -9pm in Tillamook at the Oregon Department of Forestry, 5005 East 3rd Avenue. e Meeting materials will be emailed a week in advance of the meeting. Discussions will be facilitated. Meetings will be tape-recorded RPAC members will share the available speaking time, be respectful of a range of opinions, and focus a successfully completing the agreed upon agenda. Public comment will be allowed for 5 minutes at the beninninn and 5 minutes at the end of each meeting. The public is encouraged to submit comments in writing. Comment cards will be available at each meeting. Decision Making o The WAC is advisory and makes recommendations to the PMT. The group will strive for consensus decision-making using an agreed upon definition of consensus. 0 If consensus cannot be reached, 2/3_of the group needs to be in agreement for a recommendation to be forwarded and all dissenting opinions will be forwarded. All opinions will be part of the meeting record. "Freeze" decision points - no revisiting of decisions unless sigruficant new information is introduced. internal Communication WAC members are encouraged to contact each other outside of meetings to discuss the project and resolve issues. All project information will be available electronically. External Communication WAC members are encouraged to share project information with other members of the community and act as a liaison to the constituent group that they represent. ce WAC members can call the following roject managers &redly with my questins or concerns: o Bill Campell, Tillamoo ty, (503) 842-3408, bc o Mark Gervasi, o Valerie Grigg valerie .griggdevis@odot .state.or.us Requests for information by the Media or broader public should be directed to one of the above listed project managers. Coordination with the Working Groups Truck Route and Downtown Safety and Parking Working Group and Workshops At key points in the process, Truck Route and Downtown Safety and Parking Working Groups will participate in several workshops. The workshops will have invited participation from people who can speak in detail to the issues for each topic. One or two workshops will be held with each group. The "Truck Route" Working Group will include trucking interests who are affected by, have an interest in, or have expertise to be able to discuss alternative truck routes. The "Downtown Parking/Safetyrl Working Group will include business owners and others who may be impacted by or have expertise to be able to discuss alternatives for downtown parking or safety. The outcomes of these workshops will be shared with the WAC for consideration and merged into a coordinated recommendation to the Project Management Team. Coordination with the Public * The various interests of the Tillamook County and City of Tillamook public are represented by the WAC. * The Public is encouraged to attend RPAC meetings and will be given time at every meeting to participate. The Public is encouraged to participate in the workshops and public meetings that are of interest to them. e The Public can contact the project managers listed on page two directly at any time. e Notices of the WAC meetings, workshops and public meetings will be placed in the local paper a week before meetings. * Meeting materials will be available at the meetings. Tillamook Transportation Refinement Plan Pu bliclAgency Organizational Chart September 2004 C 2 mook Tmnsportution RefiPlement Plan ; C Advisory Committee E September 28,2004 c ? Tillamook Transportation Refinement Plan Tillamook Safety and Parking Workshop January 19,2005 The downtown safety and parking workshop was held on January 19,2005 from 7:OOpm - 9:OOpm at the Oregon Department of Forestry, 5005 E. 3rd Avenue, Tillamook. The purpose of the workshop was to give downtown businesses, residents, agencies and other interested parties an opportunity to identify downtown parking and safety issues in Tillamook. The outcome of the workshop will assist the Oregon Department of Transportation, the City of Tillamook and Tillamook County in developing solutions to address the problems. The workshop was attended by approximately 38 people. The meeting began with a brief presentation of the data collected-to-date regarding parking and safety issues in the downtown area. The participants were then asked to work in groups of 6 -8 people to discuss their experience with parking and safety problems and their ideas to address the problems. The meeting concluded with each small group reporting the highlights of their discussion to the full group. The following is a compilation of the comments received from the small groups: = Concerned about lack of seasonal data-great fluctuations in speed, volumes, ability to park downtown in the summer. Concerned that decisions are made using the data-needs to be balanced with reality. Be sure to combine truck and parking issues at some point in the process. Need to take into account extra long vehicles (RV's pulling boatslcars etc.) Lanes = Nmow lanes - doors taken off cars = Lost 8 minors off sidewalks to Sign age Too many signslspacing of signs Get sandwich boards off of the street Improved signage = Improved signage-less confusion for drivers Congestion = Safeway will generate more traffic = Congestion causes safety concerns - people get frustrated when crossing streets - tourists block intersections Tillamook Safety & Parking Workshop 1 Meeting Summary 1/19/05 - Slough bridge bottleneck- need 2 lanes NB at lSt Visibility Visibility at 2nd and Main blocked by parked cars Trucks Can you use old Front Street (east side) for trucks? Truck traffic is a safety issue Tunnel fiom 1'' - 12'~ trucks Tunnel fiom 9& and 1 oth for logging trucks Truck reroute Two trucks traveling side by side take whole road Trucks are supposed to be in right lane only, they don't do that Drive on sidewalk when trying to parallel park, big truck problem Big trucks turning on right at 3'd and Main (RV's mostly) clip the curb. The power pole comes down 2-3 times a summer. Signal timing between lSt/Main and 3rd/Main slow so 2nd truck speeds up clear the light. Remove truck traffic downtown Effect of Wilson River bypass? - Change 1' from 1-way to 2-way to allow trucks to turn down Can't mandate trucks to use Front street truck route Pedestrians Pedestrian danger 5th Pacific/ Main pedestrian safety More pedestrian fiiendly crosswalks on Main/Pacific all through the corridor Curb extensions on Main and la gateway No way to cross on 101 and First from KFC to gas station More bump-outs to ensure safety of pedestrians Lights in pedestrian crossing to alert vehicles that a pedestrian is going to cross th street Pedestrian- cars not seeing pedestrians outside downtown core. rossing Pacific and 2nd peopl pedestrians or people parking vehicles. South on Main can't see pedestrians at 2""d Main Remove crosswalk on North side of 2nd to channel pedestrians to south side 2nd/Main- better visibility Curb extensions on ~ain/2"~, 9&/Mainl~acl th/Pac/Main, 5th? Raised intersections-especially at 2nd/~ain of sidewalk Safety for special needs at intersections StreetscapeLighting Better lighting at night for pedestrians (south side) Need streetscape lighting (i.e. old fashioned) at night- need for pedestrian safety Tillamook Safety & Parking Workshop 2 Meeting Summary 111 9/05 Bicycles Bike unfriendly Bike lanes on Main and Pacific Narrow sidewalks- make part into bicycle lane Enforce skateboardhikes on sidewalks Bicyclists don't ride on highway because of safety Stillwell bike route not signed Seasonal Traffic Summer traffic- in summer time going up north 10lIheavy trafficlemergency vehicles RV7sreroute Speed Enforcement of speed = Lower speed limit for truckslauto Other 101 and 6- confusing Lebanon solved traffic right with alt. route Safety on 2nd and Main and Pacific 4h & Main driveways too close to intersections Need street lights Main street theatre Theme for Tillamook- Supernatural Plan for the city- don't do projects to put out fires Relocate Businesses on Hwy 101 and Relocate and make hghway freeway Stoplight on 2nd and Main South Wilson River for road, bring into mall property-1 -way South bound EB, avoids downtown. Turn Pacific into a 2-way through town helps with turn radius onto Route 6. Remove 1 side garking on Pacific to allow wider lanes. PARKING Business Designated employee parking lot Currently employee unfhendl y Employee- need space in structure Adequate employee parking is the key to making downtown parking work Address the displacement of spaces by Safeway What will happen to 4h street when Safeway comes? Analysis of what is available for employees and where the parking is located Seasonal4Special More designated RV and other parking adjacent to highway (e.g. in front of Safeway) Better RV parking on Second Tillamook Safety & Parking Workshop 3 Meeting Summary 1/19/05 Need parking for fishing boats at slough Need parkmg for RV's and Special needs No real capacity issue in downtown-even in the summer So many cars you can't see the nice store displays flower beds, etc.. . Parking Structure/Zot Parking structure to accommodate parking loss on Main and Pacific Parking structure needed to get parking off 101 More identified and user hendly off street parking Parhng lot lighting for safety A sim prowam for downtown is needed especially to identify location of parking lots, especially free parlung Small town ?iiendliness includes free parking (like cannon beach) No parking lot directional signs RemovindChanging Main Street parking on one side only Pacific parking on west side only Removal of parking on one side of 101 (Main) No RV parking on HWY 101 Remove all parking on 101 Cut 2 feet off sidewalks on 101 to allow more space for parking Diagonal parking on side streets- will give more spaces = Parking space at transportation site on 2nd and Laurel Need long-term parking 3rd/~vy library - remove it for parking egulation and En forcement Tires on sidewalk for safety- got ticket City sidewalk regulations too restrictive? Re-designate the unused loading zones Some 15 minute spaces not needed Parking meters arking regulations- inconsistent all over consistent. Have one time limit so there is no confusion. Enforcement is sporadic City bends street parking regs to suit the businesses of each block Barking and SafeQ Perception of parking problem (hazard) = Unable to parallel park large vehicles, especially on Main and Pacific Worse on Main than Pacific = People don't park on 101 Parallel parking-blocks traffic Pacific parking on west side only Hard to parallel park on Main and Pacific Tillamook Safety h Parking Workshop 4 Meeting Summary 1/19/05 Parking zones in parking district Frightening for elderly and moms with small children Parking on main streets to narrow = It would alleviate the fear factor of parking on Main if the large trucks were off of Main. Other Quality issue, not quantity Research done summer and winter Copy Cannon beach directional signs for Parking! (Clear, readable, inviting) I 3"d/~tillwell: new library - What about ped crossing on 3rd The following are tables and diagrams that were written on the charts from the small group discussions Parking Solutions -Meter -Multi-level structure for county courthouse - I level public - I level employees - Charge for parking county empIoyees - More RV parking. Well marked otherside of museum on SR 6, - Time limits an issue at 3pm millworks visiting local establishments. 2nd street on street just East and West of Main. Daily heavier towards end of week. Problems -near courthouse capacity issue -county used all pkg near courthouse eripheral lots, especially RV' s ossible use of lot at Pacific and 4'" ossible structure on old library site - l -way HWY 101 with angle parking between and 3& - Structure at same location - 1'' and 3'd to I-way streets, angle parking, or znd to l-way - 3rd I -way extend west also helps with RV7s clipping the curb. Tillamook Safety & Parking Workshop 5 nd rd - apt (2 /3 Ipac) park along 3/d east pacific - city employee outflow along Madrona S. of courthouse - RV parking insufficient Meeting Summary 1/19/05 9 Would like parking removed fiom Main street 9 Parking is vew important to Main street business 9 Parking slows traffic down 9 Why not have parking on 1 -side? 9 Why not put bike lane on the right east park 1 lane 1 1 lane 2 1 bike lane west main No alley access More alley access Solutions for znd Diagonal parking on 2nd street . Can znd street be l-way? (both directions) Because of uphiii and making signal Possible re-sync of lights at is' and 3" and 4th to discourage those who are pushing the Tillamook Safety & Parking Workshop 6 Meeting Summary 1/19/05 Pedestrian Crossing More street lighting- to help pedestrians at night time especially for new safe wall Consider 2 embedded pedestrian lighting for crosswalks Strengthen paversfother crosswalk identification RV7s should be included as "trucks" (if they don't always drive very well) (for a bypass) The following is a compilation of the comments received fiom the comment forms: SAFETY AND ''MAIN STREET" 1) What are your concerns about safety on Main and Pacific downtown? Lack of attention and lack of planning in the downtown traffic area. Main and Pacific have reached their saturation point. Horrible bottleneck on state highways. Provide for those with special needs, retired, physically limited, mentally challenged. Think about Tillamook as being super natural, supportive of ecological principles walking, bicycle riding, street vendors, and walking to shops. Unsafe because we are trying to do too much in the limited width. The roadway is too narrow for 2 lanes (especially with trucks) and 2 rows of parking. Put lights at all intersections to control foot traffic. Coordinate them with e traffic lights (Yd street to sth street). xisting lanes are too narrow for today's er and larger vehicles. Speed of trucks-rapid acceleration to make 3rd and Main light, crosswalk on 2nd and Main for pedestri safety, bicycle pathway (non-existin young people riding bikes on sidewalks. People getting out of their cars with logging trucks going down the street. Pedestrians not being able to be seen by trucks and RV's. The pedestrian crossing is not adequate. Emergency vehicles different plans at different times of the year. Pedestrian safety 5th and Main and Pacific. Speed enforcements, special needs. No RV on 101, better lighting. "Trucks" big trucks. The same threat exists fiom motor homes, boat trailer haulers, testosterone pickups, etc ... Street corners are too sharp for long lengthy vehicles. Left hand turn viewing for Hwy 101, access blocked intersections from June through Tillamook Safety & Parking Workshop 7 Meeting Summary 1/19/05 Sept. Narrow parking width and traffic lanes. October 1" through 2lSt high volume towed fish boat season. Truck traffic, sign spacing, narrow lanes, emergency vehicles going north in the summer, pedestrian danger, reroute the RV's, bicycle unfriendly, more pedestrian signs at crosswalks, no corner cuts in the cone, driveways too close to intersections. Lanes are too narrow, pedestrian issues too many signs, spacing, emergency vehicles can't access north, too few signaled pedestrian crosswalks, 4' and Main driveway too close to intersection. 2) What should be done to improve safety? Remove trucks fiom downtown area. Light at 2nd and Main and 2"d and - Pacific, reduce speed limit. Better sidewalks and lighting to improve pedestrian crossing areas One row of parking on the left, 2 of traffic wider than existing, one bike lane on the right side. Increase lane width Irn roved signage, enforcement and education, possibly a light system at B 2" and Main to protect the pedestrians. Possible removal of parking on Main on one side of the street. Bump outs, truck route, a parking safety plan, provide parking structure to accommodate parking eliminated on Main and Pacific, and traffic. Parking on side street or hghway, bike lanes on Main street, lights signaling when pedestrians can cross. Lit crosswalks, bright paint, empty space for crosswalk. Please don't consider summer traffic and speed measurement to be only an element "in an ideal world". It is the real world and your group should know that without hard thinking. Don't be silly enough to plan a highway here in the off season. Reduce sidewalk width 10-1 2" each from 1" through gth. Share gained width to parking and traffic lanes. Main street parking on East side only. Pacific street parking on West side only with parallel parking on opposite sides. Install pedestrian friendly crosswalk, has controls all the way through. Add a bike lane on w Eliminate one side of parking on both Main and Pacific. Install more pedestrian fhendly controlled crosswalks, and add bike lanes on Main and Pacific. 3) What would make Main and Pacific a better "Main Street"? No trucks, less traffic, wider streets, narrower sidewalks. More business and parking on one side only, street vendors, 2 lanes of traffic, one bike route, think about a tunnel or overpass. Adequate cross walks at all intersections, limiting the driving on Main and Pacific, shift driveways to cross streets, store front upgrades, more standard treatment both blocks. Tillamook Safety & Parking Workshop 8 Meeting Summary 1/19/05 Remove one side street parking and increase lane size, which also would improve visibility for pedestrian traffic and bicycle traffic. Make 2nd street one way from Main East to Laurel, west to Stillwell with angle parking spaces. Plantings, benches, kiosks with info on area. Have a plan that would incorporate parking, safety, streetscapes, and pedestrian bump outs. Gateway on 1 St and Main, "slow down". Get rid of on street parking so the store fronts and attempts at beautification are given some kind of graceful space. Pedestrian only control lights (2nd Street) and large lengthy vehicular cornering Decorative street lights, eliminate sandwich board signs, street trees, consistent sidewalk and theme, curb extensions, gateway to Main and First, need crosswalk on Highway 101 and First Street. Add more illumination, lights, and door consistency, curb extensions, consistent intersections. 4) Do you have any other concerns or suggestions? No physical way for pedestrians to cross from West-East at First and Main. Calling industrial and commercial trucking the problem; it's also motor homes, travel trailers, and towed boats and trailers. I own a motor home with car towing and a 21 foot sport fishing boat that requires two lane clearances on 1" and 31~. Signs at entrances to town and free parking on all side streets The proposed Safeway store that has a through street with a lot of traffic, at its front doors. Need to vacate 4fi between Ivy and Stillwell. What is going to happen when Safeway gets going and the people that come from north want to get out of town? Are they going to need to go rd nd east on 3 ,2 ,4& then north on Pacific? lS' Street can't handle any more East bound traffic because it gets clogged up now under average traffic level because the west bound traffic has the right of way almost all of the time? You really need to get data in peak summer. Usin to project it to summer is not possible or valid. Have what we do with parking and pedestrian use fit with a theme for the city (i.e.: supernatural the most ecological city in Oregon). This was a pedestrian safety meeting and it was held outside of town making it necessary to drive to attend. 1) What are your concerns and suggestions for the following parking issues? Parking capacity (number of spaces) Tillamook Safety & Parking Workshop 9 Meeting Summary 1/19/05 There is no oversized vehicle parking more identified and user friendly off street parking. No RV parking no signs to tell drivers where to sign, parking garage, more identified and user friendly off street parking. RV's and oversized vehicles size, employee unfriendly Diagonal parking on side streets Number is ok but location may not always as convenient as people would like. Reduce the number of spots on Main and Pacific. Increase the number of spaces on side streets. Quality of parking is more of an issue than the quantity. Safety when parking on Main and Pacific Lanes too narrow can't open doors. Lanes too narrow for parallel parking blocks both lanes. Main Street parking on East side only, Pacific Street parking on West side only with parallel parking on opposite sides. Install pedestrian friendly cross walk, has controls all the way through add bike lane on West side. Intimidating streets to narrow, site long term parking locations, narrow sidewalks. Take off some of parking on one side of the street (1 01) Terribly frightening for elderly and people with small children. Narrow streets intimidation by trucks and motor homes. Still too crowded generally parking delays traffic. Street is too narrow and truck traffic problems. Street is too narrow; people hate parking with trucks and huge RV's going by, lots of mirrors ripped off of parked vehicles. Employee parking needs Employee unfriendly need more off street parking Employee unfhendly, ride the bus or use parking meters Need structure Stricter enforcement keeps people out of the care area. Consistency m ers, consider off street m Not major issues at this point rental stalls at this point rental stalls md free parking outside of the district are available to employees. Existing parking regulations (time limits) Somewhat confusing, explore new parking zones Parking zones Parking zones dynamic, allow changes with in land uses. Consistency would go up and confusion would go down. = Make consistent all over the city, not make exceptions to put out fires or fiee parking. = Will always need some short term parking to support the customers. Tillamook Safety & Parking Workshop 10 Meeting Summary 1/19/05 = Are not enforced.. . that applies to 5' limitation parking spots that are marked off for pedestrian safety. Necessary! ! If they weren't in place people would abuse the parking situation. Other Remove plug on side highway Consider a location for farmers market on weekend and parking during the week. I like the downtown business and want to see them succeed, but I don't like to park on Main. 2) Do you have any other parking concerns or suggestions? Eliminate all bump outs and critical intersections for emergency access. Parking structure. Diagonal or side street parking. Parking structure that goes over Ivy and has city padung on both sides of the street and above the street. Also, if old library site is sold for retail, site possible co-op with city to make it happen. We need to have parking for RV's. Research needs to be balanced (summer vs. fall or winter). I would rather not see any additional parlung, but it is necessary. And would like to see a multi-level structure. Downtown Salem has good diagonal parking. Diagonal parking could be utilized in certain area Tillamook Safety & Parking Workshop 11 Meeting Summary 1/19/05 Tillamook Transportation Refznement Plan Alternate Truck Route Workshop March 8,2005 The Truck Route workshop was held on March 8,2005, fiom 7:00pm - 9:00pm at the Oregon Department of Forestry, 5005 E. 3rd Avenue, Tillamook. The purpose of the workshop was to give local area truck oriented businesses, residents, agencies and other interested parties an opportunity to identify truck route issues and preliminary solutions for the Tillamook area. The outcome of the workshop will assist the Oregon Department of Transportation, the City of Tillamook and Tillamook County in developing truck route alternatives. The workshop was attended by approximately 45 people. The meeting began with a brief presentation of the data collected-to-date regarding how trucks move through the Tillamook area. The participants were then asked to work in groups of 6 -8 people to discuss their experiences moving trucks through the area including any related safety and routing issues and ideas. The meeting concluded with each small group reporting the highlights of their discussion to the full group. The following is a compilation of the comments received fiom the small groups: OVERALL Need mileage for different routes for comparison What is the impact of possibly changing the status of Highway 101? (Pending Legislation) How are seasonal adjustments accounted for? (Fishing, RV's, etc.) = Where is the Trask lumber traffic going? Downtown = The shift fiom 2-way to 1-way caused conflict on 3rd Could parking on Main be reduced to one side? Downtown delivery vehicles can obs et traffic-especially Ivy treet between 3rd and 4'". Need loading zones! Truck traffic downtown is deteriorating downtown buil Roads-downtown streets not designed ibr large trucks Pedestrian safety Turning radius on downtown streets Rv's-trucks = Reduce truck traffic downtown Front street is ineffective, cannot go only @ SW or ES movements Median on front street and 101 impedes truck flow-this is supposed to be the city's truck route alternative Speed Trucks travel too quickly on Latimer, not safe to walk on road, narrow road Perception of trucks going fast Tillamook Truck Workshop 3/8/05 Meeting Summary Hwy 6 traffic speeds Lanes st rd Safety/Roadway width on Main from 1 13 -Mirrors Clipped Widen ROW on each side of train track fiom Highway 6 to 101. Put a lane for trucks on each side. 2 trucks side by side in the corridor/Main/Pacific, you get perception of being intimidated, claustrophobia Damage to doors, mirrors Congestion Congestion on 3'('hlain: Especially when long trucks turn need to turn east 3dlMain-~tacking onto 101 North and stacking from Pacific signal west All roads lead to bottleneck 101,6,13 1 all converge at 1 point Outside of TillamooWRural Area Side road access Turning on rural roads, radius concerns Narrow roads for the size of today's trucks Take Trask River Road to avoid the scales = Johnson Creek Bridge has a load limit under design presently (OTIA) = Is there a weight limit on Mill Creek Bridge? = Numbers from Trask seem too low 4-5 min longer fiom Port to cheese factory on '%back" roads Bridge over slough (1 01N) has only 1 lane in the north direction East to south (6-101) trucks take 3 lanes to turn Other = Roadway damage, house damage, land damage, on Latimer from constant truck traffic. Public education re: driving next to a tmek Noise! Mix use of roads (Bikes, cars, trucks, RV's) Trucks pulling out onto hi School buses Long Prairie and 101- needs signal, long waits, fm TRUCK SUGGESTIONS~~THER Interchange at middle Wilson River Loop and Trask River possible Schild to be the interchange not WRL or Trask Highway 101 from north to south-cross Hoquarten Slough-make left on Hoquarten property, follow old rail line to turn into Mill. Need a stop light - Stillwell and Safeway = Make parking on one side of Street and Main Decrease sidewalks to make streets wider on 101 Tillamook Truck Workshop 3/8/05 Meeting Summary Fix Bridge at Johnson Bridge so trucks won't have to go through Till. (Eastbound trucks from Port have to go downtown due to weight restriction on bridge) Improved shoulders and turning radius anywhere i.e. turn off Sollie Smith to go to creamery. Road slanted wrong. Use existing truck route on Stillwell-improve southern turning radius to 10& Look @ Lebanon, OR for their improvements for truck routes 1 % tax break for big trucking Co. i.e. Creamery, Lumber, if they use a preferred route Partner with the mill to build a new entrance into log yard from Evergreen Build road from old Wilson River Loop Road to follow rail road tracks Fixing Johnson Creek Bridge-Fall 2006, load limited now Signal at 101 and Latimer Signal at 101 and Long Prairie Wilson River Highway and Highway 6 Interchange Highway 6-2 way all the way to 101 Remove parking from one side of 101 Circulation change at the Mill-1 ofi and Miller Extend 12& to Hamptons Mill-Eliminate truck traffic from residential area New road from Highway 61 Wilson River Loop up to signal @ Fred Meyer. lSt and Stillwell = reverse stop signs to favor truck route, so trucks are encouraged to use the alternative to 101. Trask River Road (Johnson Creek Bridge) will be completed fall 2006. Johnson Creek Bridge is load limited currently this should facilitate Trask River Road as truck route to BOTB Internal circulation at Mill - could reduce significant trips on 101 throughout downtown. Could reduce 30% of traffic southbound 101 using 3rd Street if internally re-routed to 10" street. Could reduce 33% of north bound 101 going out 3rd street rather than using 10~ Averill should locate at POTB to reduce trips through downtown by 69% Widen Hoquarten Bridge; clean up Highway 6Mighway 101 IntersectionlGround Zero make first priority/Mighway 6 2 way-east and west, Ramp at PUD substation for Highway 6 traffic to Hampton et log trucks off loth to Mill northbound to Mill on 1 Use 1 l th to Mill Eliminate parking on one side of MaidPacific for the whole way I& to south couplet Get ODOT/City to support a downtown parking structure Remove "smart" light at IS' and main-gets out of sync Use existing RxR right of way for new road Tiliumook Truck Workshop 3/8/05 Meeting Summary The following is a compilation of the comments received fi-om the comment forms: 1) What are your concerns about truck traffic: A) In downtown Tillamook? Enforce existing traffic laws Streets are too narrow Streets to narrow-take parking off Main and Pacific collaborate stop signs, forget pedestrian crossing on 2nd and Main. It is hghtening, parking should be stopped at least 5 blocks along Main Ave Remove parking one side of the street As long as they stay inside the speed limit there is no trouble Configuration- have width and radius turning does not allow trucks to operate safely Noise, congestion, speeding, trucks in tandem, overwhelming to people trying to get out of a car Safety- two people dead so far from trucks. Intimidation- they scare people, noise, volumes of trucks trylng to get through town. Traffic lanes on Main Street too narrow. May have to fill in some basements to reduce sidewalk width. Too much traffic on Main and Pacific with narrow travel way. Congested traffic on Main and Tenth and Pacific and Tenth. Safety, passing, parking Safety, congestion Mix of traffic trucks, tankers, long freight trucks, delivery vehicles, SUVYs, bicycles, or vehicles pulling trailers. B) Outside of downtown Tillamook? Roads are too narrow, rough, and too crooked Roads are too narrow, too rough and in poor condition and to crooked Latimer Rd. is already a disaster, and increasin he trucks will make it limit" on trucks- Do not heed As long as they stay inside the speed limit there is no trouble Again lanes are too narrow for modern trucks, many roads have no shoulders Amount of trucks going through on 101 Have to persuade truck drivers to use alternate routes- they want to go the shortest way Roadlpavement quality with increased traffic and use Trucks on roads not built for the loads being carried- Road beds, pavement detonating, coordination of multiple trips fi-om same site areas. 2) What should be done to reduce the amount of truck traffic downtown? Tillamook Truck Workshop 3/8/05 Meeting Summary Find a bypass for truck traffic by way of the railroad on each side of tracks going north and south. Start work now on finding a feasible inexpensive as possible bypass. Don't know Operate in certain hours and days I'm not sure that should be the goal. Would rather build the road to handle the traffic Voluntary re-route, Hwy 6 and Wilson River Loop overpass should help for a new route. Find alternate routes Inside study of traffic at Tillamook Rd to determine if their traffic patterns could be altered and reduce some downtown trips Truck route (require for Tillamook based firms) and encourage through truck traffic to use the route Coordinate major truck destinations for time best to avoid congestion on main roads. If money becomes available to build a new alternate truck route or improve an xisting alternate route (such as Wilson River Loop) which route is the best, and why? A new route so it won't jeopardize the existing home owners and their homes on Latimer Rd. Use parts of eithedor- no matter how you go much of the current roads will not hold up to heavy truck traffic. Diagonal across farmland from Wilson Loop intersection to Fred Meyer intersection. Build a new truck route Wilson loop to long Prairie Rd keeps the people out of town that don't want to be here. Latimer, Wilson, fiver Loop, l0ln to 6, Shield, Trask River Rd, Long Prairie Rd Brew map on back of sheet Trucks, River Rd for now- the Wilson River Loop not bad- look for a new ection between hwy 6 in to Tillamook ar Evergreen through to Hwy 6, add additi Hoquarten Bridge Vwy 101), Signage at Latimer and Long Prairie Rd. encouraging use of truck route (no trucks turning East onto 3rd fionl HWY 101). Right of way access vs. improvements, lots of resistance by Himby's resisting the added traffic especially trucks. Assuming there will always be trucks downtown, what could be done to reduce the negative effects of trucks? Take parking off main street Take parking off the west side on Main and East side on Pacific to give more room for driving through town. Tillamook Truck Workshop 3/8/05 Meeting Summary Remove parking on Main and Pacific sign and point directional information for turning radius for big trucks Slow them down Operate in certain hours of the day Wider lanes and provide room for turning movements. This may require y arking and pedestrian may need to limited. Take one side of parking on Main X2 lane 101 - 2 lane all the way on 101- eliminate bottleneck @ Hoquarten Slough Bridge Change the speed limit, widen the street by narrowing the sidewalks on eliminate parking on Main and Pacific. Park on one side of the street Remove parking fiom one side of Main Street between 1" and 4'h and wider lanes. Increase lane width by reduction of sidewalk widths by having parking only on one side- good luck! 5) Do you have any other concerns or suggestions? We can't eliminate the truck traffic because it is important to the economy of Tillamook. We just need to find a new route that is good and safe for everyone. Money- too many of county roads and state roads are in bad shape. They were not built to cany the size, length, and weight of current allowable trucks. Either no bicycles or build streets wide enough to accommodate them- 101, 13 1,6 and all county roads. Lower speed limit on Latimer Rd. and enforce it. Lower speed limit on Latimer and enforce it, not safe! No Lack of funding for construction makes it almost impossible to do a major improvement. More? operation to the Port We need trucks, we need safety. Find ways to benefit freight overs by working ith the adopte 'Trucks parking too close to intersections make it difficult for vehicles trying to cross to assess oncoming cross traffic. Safeway relocation in blocks between 3"d and 5" and Stillwell and vacated Ivy Street. Will work out problems with trucks coming for supply on Stillwell and down 5th. Tillnmook Truck Workshop 3/8/05 Meeting Summary Tillamook Refinement Man Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee Meeting # 2 Tuesday, May 3,2005,7:00 p.m. - 9:00 p.m. Tillamook County Courthouse, 2nd Floor (BOC Hearing Room) 201 Laurel Avenue, Tillamook Agenda 7:00 Introduction * Welcome e Introductions Review agenda 7:10 Summary of Activities Since Last Meeting Speed study, traffic and safety analysis (September-November) Parking utilization study (October) Truck data collection (November) Downtown workshop (January) Truck workshop (March) Initial synthesis of ideas and ODOT review (April) 7:15 Review Project Evaluation Criteria c Downtown * Downtown hck routes 8:50 Next Steps Revise and refine concepts Public open house to present concepts (mid-June) Evaluate concepts, select preferred Advisory Committee meeting to review evaluation results (July/Aug?) 9:00 Adjourn L mook Transportation Refinement Plan $ Advisory Committee iji (21 May 3,2005 1 I Name I ABLiaiion I Address (including city and zip code) Tillamook Refinement Plan Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee Meeting # 3 Tuesday, June 7,2005,6:00 p.m. - 8:00 p.m. Tillamook County Courthouse, 2nd Floor (BOC Hearing Room) 201 Laurel Avenue, Tillamook Agenda 6:00 Introduction * Welcome r Introductions r Review agenda 610 Summary of Activities Since Last Meeting Additional parking analysis Additional traffic analysis (roundabouts) Revised evaluation criteria in response to May RPAC discussion ODOT traffic data collection (cameras) 6:15 Presentation and Discussion of Draft Concepts (Continued) Downtown traffic r Truck routes * Curb extensions e8 a 7:45 Next Steps Revise and refine concepts Public open house to present concepts (Saturday, June 25) Evaluate concepts, select preferred r Advisory Committee meeting to review evaluation results 8:00 Adjourn Tillamook Transportation Refinement Plan ' Farmer's Market Booth and City Hall Display July 2005 A booth was held at the Tillamook Farmer's Market on July 9,2005 fiom 9:00 a.m. until 2:00 p.m. at the Tillamook Farmer's Market, on Laurel Ave., in downtown Tillamook. The same displays of information were also available in the lobby of Tillamook City Hall the week of July 1 1,2005 through July 15,2005. The purpose of the booth and displays was to give downtown businesses, residents, agencies and other interested parties an opportunity to come and talk with project staff, learn more about the range of options and to offer additional ideas. The options had been developed as a result of two community workshops held earlier in the year. It is estimated that well over 50 people stopped by the booth and it is unknown how many people viewed the displays in City Hall. The displays of information included a map of the project vicinity and several displays outlining the range of options. Participants were asked to complete a questionnaire and share their preferences. We received nine completed questionnaires. Many people who stopped by the booth did not complete a questionnaire, but verbally offered positive feedback to the project team about the proposed improvements. The majority of people who commented were glad to see that some improvements to resolve the parking and truck route issues were being proposed and were glad that the City, County and ODOT were working together to solve the problems. The following is a compilation of the comments received from the questionnaires: TRUCK AND THROUGH TRAFFIC OPTIONS Which options do you think are most feasible? Use the map inside to show other ideas. 6 of 9 people responded to this question > Re-route 101 east of Mill, and intersect at Hwy 6. 9 Improve Long Pralrie Road intersection at 101. This entrance is dangerous, and needs a traffic East to West across 101. P Provide a second river crossin s Hwy to North as shown on map. Avoid congestion down P Bypass on east side of town. 9 Provide wider travel lanes. DOWNTOWN PARKING OPTIONS Which parking improvements are most important to you? Use the map inside to show other ideas. 5 of 9 people responded to this question 9 Needs parking lot close to 101 with a nice bathroom. Children play structure, landscaping, and direct pedestrian connections to downtown. P No angled parking in areas with high traffic volumes. P Free parking throughout, a parking lot adjacent to the courthouse. Tillamook Safety & Parking BoothDisplay 1 Summary 7/05 9 Have no parking on one side of Main and Pacific with wider travel lanes. 9 Support angled parking. 9 Future parking structure DOWNTOWN TRAFFIC OPTIONS Please rank options A- D in order of your preference (first choice = "1 ", second choice = "2". . .) 6 of 9 people responded to this question Additional comments: Change all one-way streets to two way streets. P Widen Hoquarten Bridge 9 Dislike the two-way on 31d street 9 Make round-about 2 lanes 9 Favor a bypass option from Hwy 101 North and South 3 - "c" as first choice 1 - "a" as first choice 2 - "b" as first choice 1 - "c" as a second choice 1 - "d" as second choice 1 - "a" as a third choice e 1 - "d as a fourth choice MAIN AND PACIFIC ROADWAY DESIGN OPTIONS Please rank options A- C in order of your preference (first choice = "1 ", second choice = "2". . .) 5 of 9 people responded to this question Additional Comments: Existing conditions preferred 9 No bike lanes on Hwy. 9 Too many other distractions that are dangerous (curb bump outs) 9 Bike routes to continue one block over. > Add bike lanes on 1 9 Like curb bump outs, low landscaping, "raised" cross walks, an bumpy surface slow drivers down. parking on one side only P bike lanes 9 Bike path would be nice! 9 12' sidewalks seem a bit much! 9 Narrow sidewalks! Get state's money and build it. 3 - "a" as their first choice 1 - "b" as their first choice 1 - "c" as their first choice 2 - "c" as their second choice 1 - "b" as their second choice 1 - "a" as their third choice 1 - "b" as their third choice Tiffamook Safety & Parking Booth!Visplay 2 Summary 7/05 MAIN STREET AND PACIFIC STREETSCAPE OPTIONS Which streetscape option(s) do you like best? Why? 3 of 9 people responded to this question > Existing, but with moving back parking - allowed spaces > Curb outs, like 2nd and Main > Colored ladder bar is a nicer visual than regular ladder bar Which streetscape options do you dislike? Why? 2 of 9 people responded to this question > Street striping is slippery when walking > Curb bump outs > Curb extensions are visually nice but take up a lot of space WHERE DOES YOUR OPINION FALL ON THE SCALE BELOW? 3 of 9 people responded to this question > Removing one or two buildings would be OK if it improves congestion and safety (1) > We should preserve what we've got- don't impact buildings on Main and Pacific to make space for improved roads (1) We should redevelop much of Main and Pacific to make space for improved roads (1) Tillamook Safety & Parking BootWDisplay 3 Tillamook Transportation Refinement Plan Truck Transportation Study and Downtown Safety and Parking Plan The Oregon Department of Transportation in cooperation with the City of Tillamook and Tillamook County is preparing the Tillamook Transportation Refinement Plan to address: The possible development of alternative routes for through traffic and freight mobility in and surrounding the City of TiHamook Traffic hazards, congestion, pedestrian safety, and parking on and adjacent to Highway 101 in downtown Tillamook The Refinement Plan began in summer 2004 and will be completed in Fall 2005. A number of alternatives have been developed based on a review of existing conditions, collection of traffic and safety data, public workshops, and input from the advisory committee. Proposed options address the design of Highway 101 downtown and the intersection of Highway 101 and Wilson River Highway, on- and off-street parking, and possible improvements outside of downtown to improve truck and through traffic mobility. HOW ARE BUSINESSES, OWNERS THE COMMUN~TY A 21-member Refinement Plan Advisory Committee has been established to provide recommendations to the Project Management Team regarding issues, alternatives, and solutions. The committee, which has met three times since September 2004, includes local community representatives from trucking, agriculture, logging, downtown businesses, emergency services, schools, and elected officials. Two hands-on public workshops were held in early 2005 to understand stakeholder concerns and brainstorm potential solutions. The June 9, 2005, public open house is an option for the community to review and comment on the alternatives now being considered. Property owners and others who have an interest in the study area can call or contact OD8 ttend the advisory c Pa in workshops, and nd public hearings. en ed which includes residents, interest groups and others who have an interest in the study area. Valerie Grigg Devis Northwest Senior Transportation Planner Oregon Department of Transportation (503) 986-5751 valerie.uriuadevis@odot.state.or.us Bill Campbell Community Development Director Tillamook County (503) 842-3408 bcampbel@co.tillamook.or.us Mark Gervasi City Manager City of Tillamook (503) 842-2472 mgervasi@tillamookor.gov - I DOWNTOWN STREETSCAPE OPTIONS FRONT STREET LEGEND ,$'[!.,;, .,$ Ldddc!r bar crosswalk 2 ,a, .!I\?&?& Ladder bar c.rosswalk with tolor.xl pavement 1,;; ,;:,' ,,.;I i . . . , , , j : ! "Slow street" . .. . @ Curb extensions (where fcasiblej I 1 ST STREET 4TH STREET STH STREET Tillamook Transportation Refinement Plan Existing Conditions MAIN STREET AND PACIFIC STREET DESIGN OPTIONS Option C Option A Tillamook Transportation Refinement Plan Tillamook Transportation Refinement Plan Tillamook Transportation Refinement Plan Truck and Through-Traffic Options Tillamook. OR Location of Preliminay Allemafives Legend ..ix Highways - Local Roads --.I.-- Railroads Q City Limits A1 Downtown Tillamook rtllamook Lumber Mill North of Oregon 6 South of Oregon 6 -- Feet Tillamook Truck and Through Traffic Options A number of options are under consideration to improve the safety and efficiency of truck traffic and other through traffic as it moves through Tillamook. The options have been divided up geographically as shown in the tables and the map. worth further study All of the options recommended for further consideration will be formally evaluated prior to making a recommendation. A. DOWNTOWN TILLAMOOK NAM WDESCRlPTlON SUMMARY CONSIDER FURTHER? A?. MainiPacific redesign options (wider lanes, narrower sidewalks, curb extensions, etc.) A2. OR 613'~ Street Two-way traffic As. Pacific Avenue Northward Extension A5. Use abandoned railroad (old Front Street) north of OR 6 Several options proposed Yes Seeks to improve balance between all modes and downtown users See other graphics for illustrations Reduces significant number of truck Yes trips on US 101 between 1" Street and 3'* Street Reduces intersection congestion See other graphics for illustrations Reduces congestion (including for Yes trucks) in downtown Tillamook Conflicts with existing Ian See other graphics for illustration Reduces congestion, improves safe Yes Potential conflicts with existing land uses See other graphics for illustration Connection to OR 6 problematic due to No grade separation Benefit appears limited Conflicts with Slough trail plans B. TILLAMOOK LUMBER MILL SUMMARY CONSIDER FURTHER? B1. Internal layout and circulation changes to reduce trips through Tillamook 82. Use DelMonte Ave as primary north access to Mill from OR 6 B3. Trout Ave northward extension as primary access to Miil from OR 6 84. Evergreen Dr northward extension as primary access to Mill from OR 6 85. OR 6 ButtonhooWramp to 3* at Evergreen B6. Marolf Loop northward extension as primary access to Mill from OR 6 B7. Wilson River Loop as primary access to Mill from OR 6 B8. Schild ~oadl3* Street as primary access to Mill from OR 6 B10. Use newlextended 12" Street instead of loth for Mill access Make 3rd Street best access for all trucks traveling Yes toffrom the north or east Make loth Street best access for all trucks traveling toffrom south This is the existing condition - recently rebuilt. Yes Disadvantages include adjacent park, nearby school, and railroad crossing. >I 0% grade presents fatal flaw No >lo% grade presents fatal flaw No Would require significant structure and would not No accommodate all movements Would conflict with land uses between 3* St, OR 6 Grade is less than at Evergreen Yes Would increase truck traffic on east end of 3* Street (residential) Would increase truck traffic on east end of 3* Yes Street (residential) Depends on OR 6NVR Loop intersection solution Would increase truck traffic on east end of 3'* Yes Street (residential) Depends on OR 6NVR Loop intersection solution treet indudes multi-family residential building an some commercial uses Appears to be detrimental to 1'Ith in proportion with benefits to 10" - not worth the switch Could provide new direct street with few or no No conflicting uses between US 101 and Miller But 12~ High School and Head Start- new connection would increase traffic and trucks Extension would have some impact on existing structures and waterlwetland areas C. NORTH OF OR 6 SUMMARY CONSIDER FURTHER? Cl. Signal at US 101 and Latimer Rd. C2. Wilson River LooplOR 6 intersection improvement C3. N-S Bypass on railroad RNV, adjacent to railroad tracks (north of OR6) 64. NWlSE diagonal bypass across resource lands C5. Latimer RoadNVilson River Loop intersection improvements C6. Latimer Road pavement improvements C7. Latimer Road frontagdbackage road 8. Relocate Averill Trucking south of downtown Tillamook (to Port of Tillamook Bay? co- locate at Lumber Mill?) Front Street alt. truck route C10. Signage to encourage use of LatimerWilson River Loop bypass route Safetyloperations improvement - currently under design. Interchange currently under design Efficient bypass - but high cost, low feasibility Could provide direct connection to Mill. Assumes RR already raised out of floodplain Impacts on resource lands, UGB issues. Would require interchange-type facility and overpass at OR 6 Efficient bypass Resource IandIUGB impacts and costs assumed to be fatal flaw Would require new bridge and related improvements to improve truck turning efficiency Improve pavement for existing and future truck traffic - consistent with functional classification Truck traffic conflicts with residential uses adjacent to road Reduce impacts of truck traffic by creating separate access road(s) Would create many new impacts; low feasibility Could reduce truck trips through downtown Solution would need to work well for existing business nmurage trucks heading Highway from US 10? north to use Front Street Would remove some trips on Main between 1'' and 3rd Not recommended because roads are not improved to truck route standards ODOT would by unlikely to approve Yes Yes No No Yes Yes No Yes No D. SOUTH OF OR 6 SUMMARY CONSIDER FURTHER? Dl. intersection improvements (turn lanes, etc.) at US 101 and Long Prairie Rd D2. N-S Bypass on railroad W, adjacent to railroad tracks (south of OR6) D3. SW-NE diagonal bypass across resource lands D4.0lsonfFras~3'~ - change stop control to Olson~rask free and 3rd is stop controlled 05. Improvements to Trask River RoadRong Prairie Loop to promote use as bypass (in general) D6. McCormick Loop extension at south across river to Long Prairie Road (in general) D7. Better connection and alignment between Schild Road and McCormick Loop 08. Johnson Creek Bridge - remove weight restrictions D9. Signage to encourage use of Trask River RoadILong Prairie Road bypass route Would make truck turns tolfrom tong Prairie Rd easiertsafer especially in peak periods These improvements are currently under design Efficient bypass - but high cost, low feasibility Could provide direct connection to Milt Assume RR already raised out of floodplain Assume some impacts on resource lands, UGB issues. Would require interchange-type facility and overpass at OR 6 Efficient bypass Resource IandlUGB impacts and costs assumed to be fatal flaw Appears feasible although grade may be an issue for sight distancelsafety. Infeasible to reconstruct roads to truck standards (e.g., lane widths, shoulder, grades) - in particular Trask River Road Instead, maintain to existing functional classification standards (major collector) to continue use as unofficial bypass for minority of ve hicles McCormick Loop existing conditions and functional class (minor collector) inconsistent with use as truck bypass - narrow, rural residential Only one adjacent building on Sehild Rd Still expect stop control because of grade differences Eliminate weight restrictions from Trask River Road bypass Bridge replacement currently under design Not recommended because roads are not improved to truck route standards ODOT would be unlikely to approve Yes No No Yes Yes No Yes Yes No Tillamook Refinement Man Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee Meeting #4 Thursday, September 22,2005,6:00 p.m. - 8:00 p.m. Oregon Department of Forestry 5005 East 3rd Avenue, Tillamook Agenda 6:00 Introduction Welcome o Zntroductions a Review agenda 6:10 Activities Since Last Meeting Farmer's Market booth (July) 0 Additional pedestrian data collection (May and August) 0 Additional traffic analysis (roundabouts) 2nd Street parking options 0 Funding of "D-STIP" project for US 101 and OR 6 intersection 6:30 Packaging and Evaluation of Refinement Plan Options (Part I) Alternate Truck Routes Tarnook Lumber tions 0 town Traffic Alternatives a m and Pacific Street Design Alternatives e Downtown Parking Recommendations 7:45 Next Steps October Advisory Committee meeting to continue review of evaluation results (date?) November Advisory Committee meeting and Public Open House to present Draft Refinement Plan (date?) Revised Draft Refinement Plan and Adoption Process Final Plan 8:00 Adjourn Tillamook Refinement Plan Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee Meeting #5 Tuesday, October 11,2005,6:00 p.m. - 8:00 p.m. Tillamook County Courthouse, 2nd Floor (BOG Hearing Room) 201 Laurel Avenue, Tillamook Agenda 6:00 Introduction * Welcome Introductions Review agenda 630 Evaluation and Discussion of Refinement Plan Options (Part 11) Downtown Traffic Alternatives Main and Pacific Design Alternatives 7:45 Next Steps Wednesday, November 30 - Public Open House and final Advisory Committee meeting to present Draft Refinement Plan December - Prepare Revised Draft Refinement Plan 006 - Adoption Process and Final Plan :00 Adjourn g/? he 6h B&s fl Ma7 sasr5%& -jTz-r/ u$+f/wl;eD + ;kwGlqh~(/~ TLQ/W ~ZWL ~o%-- / gz4eao rLf. a w(##B[ c~ry m~. S~-~YL*YZX v-c;~ (I fi / ~/-~h+~ci~~+ -,~/-%3-37%5- k'o ~fdi~4/~ Mi !hV,P MJ-$ssn - cJ.9 / / i - \u p\&T c\,% of T\~w~c xL Q+,uu,.a kt- - 7 MEETING SUMMARY Tillamook Transportation Refinement Plan Public Open House: Tillamook Forestry Center November 30,2005 A public open house was held on Wednesday, November 30,2005 from 5:00 p.m. until 7:00 p.m. at the Tillamook Forestry Center, on Third Street in Tillamook. The purpose of the meeting was to give downtown businesses, residents, agencies and other interested parties an opportunity to come and talk with project staff and learn more about the draft Tillamook Transportation Refinement Plan being presented. The draft plan had been developed as a result of five previous Project Advisory Committee meetings and two community workshops held in 2005. Approximately 30 people attended the meeting. Participants were asked to complete a questionnaire and provide their input about the draft plan. Nine completed questionnaires were turned in. The questionnaire consisted of the following: Please tell us what you think about the proposed transportation solutions being presented tonight: 1. Alternate Truck Route Options (Outside of Downtown) 2. Tillamook Lumber Mdl Options 3. Main and Pacific Design Alternatives (US 101 Couplet) 4. Downtown Traffic Alternatives (Intersection of US 101 and OR 6) 5. Downtown Parking Options 6. Other Comments Overall, the comments were supportive of the ideas contained in the draft Refinement Plan. Many of the respondents included additional ideas for consideration. e foblotving is a co ilation of the comments received from the questi Anything is better than what we are dealing with now Some good options here - they need to be done well enough to attract truckers to use them. 2. Tillamook Lumber Mill Options (Four of nine people responded to this question) 1 like the idea oftwofull access routes to the millfiom Third and Tenth Streets - 1 am a property owner on Tenth Street. Great ideas here if you can persuade Hampton to play ball -making it possible to change truck access is critical to improving downtown trafic. TillamookTransportation Refinement Plan November 30,2005 Open House Summary = This is the single most challenging obstacle to work with. Hope the options to take truck trafic off Tenth Street work out. Suggest the Mill and City consider moving Tenth Street truck access to Eleventh. There is a tight curve on Tenth that is a hazard to two-way trafic. ?'he cost to move their entrance should not be prohibitive. Eleventh Street is wider than Tenth. 3. Main and Pacific Design Alternatives (US 101 Couplet) (Four of nine people responded to this question) = In spite of the loss of parking, 1 think restricting the parking at upstream corners (?) would greatly enhance safety. A bad idea for the amount of out of town travelers we get. A nightmare fm recreational vehicles towing trailers or second vehicles. A nightmare for large vehicles. 1 am personally not a fan of curb extensions -primarily because there is offen a big difference between the planned extension and the actual construction. These are offen awkward to use for vehicles, while ofgreat benefit to pedestrians. 1 Iike the roundabout and having Highway 6 a two-way street. 4. Downtown Traffic Alternatives (Intersection of US 101 and OR 6) (Five of nine people responded to this question) I think two-way traffic on First and Third streets would only add to the con&sion. Tourists already have enough troublefiguring it out. An additional lane over Hoquarten would certainly improve trafficpow. Definitely pursue Alternative 4. This would solve east-west gridlock on Highway 6. This would really solve US 101 north-south gridlock. Let's not create another Lincoln City with its traffic jams. Need tofind a way to keep the traffic moving (the roundabout idea) and not stop it. Whatever is done in the shmt- term should not hinder a longer-term solution. = Another lane on the Hoquarten Slough Bridge is badly needed. The suggested changes into two-way and one-way merit careful consideration. Seem to be covering all of the bases here. Looks like widening the bridge would be simplest. Roundabouts need to be doubly advantageous to overcome the confusion most ve when encountering them. (Seven of nine people responded to this question) 1 think overnight parking fm RV's in the new Safeway parking lot is unrealistic. Safeway is going to ~xperience a lot ofnon-customer use on a day-to-day basis. Putting too many expectations on them may force them to close their lot. 1 really like the ideas about additional parking around Second and Ivy, etc. Alternate 1 may work at Stillwell and F@h. Not a real advantage at Second and Pacific. Competes with wide local transit buses. My favorite idea is multi-level off-street parking. 1 don't Iike parking along 101 on &lain especially. Diagonal parking option would be an improvement. = I've never experienced parking dzficulty but the City certainly needs to plan fm the future, papficularly after the Safaoay and library construction is completed. Tillamook Transportation Refin~mtnt Plan November 30,2005 Open House Summury I know the option of taking parking awayfiom one side of Main is not popular, but it would certainly encourage more people to stop because there would be more room in each lane for cars and trucks. = Good, innovative thinking. = Parking structures should be explored. One-way street changes should go all one direction on a street (Second Street should not have opposite directions on either side of Main). One-way's should be no more than one block apart in opposite directions. 6. Other Comments (Five of nine people responded to this question) D@nitely do Main and Pacific Street wideningfiom First to Fifth Streets. Encourage PUD beautification grants - put electrical service lines underground (reference Joseph, OR, also Illinois Valley town). Encourage USDA rural development grants - ease of usefor farm andforest trucks. Definite safetti improvement project. Better bike route signing through town. Consider non-motorized human transport options like carts and bicycle trailers in Tillamook city core. Sidewalks and curb lane areas should be able to support a little wider uses than the average pedestrian. = None of this is earth-shocking change; it all looks pretty reasonable to do. Looking forward to development. Would appreciate feedback on the Tenth Street truck access (John Coopersmith - 812-2052) Ofset curbs - a real pedestrian safety and vehicular liability reduction project. Alternative - place pedestrian crossing lights - costly and somewhat of a traffic impediment. Tillamook Transportation Refinement Plan November 30,2005 Open House Summa y ook Transportation Refivt ement Plan Open House November 30,2005 mook Transportation Refinement Plan Open House November 30,2005 Tillamook Transportation Refinement Plan Public Open House: Tillamook Forestry Center November 30,2005 Please tell us what you think about the proposed transportation solutions being presented tonight: 1. Alternate Truck Route Options (Outside of Downtown): 2. Tillamook Lumber Mill Options: PLEASE FILL OUT OTHER SIDE 4. Downtown Traffic Alternatives (Intersection of US 101 and OR 6): 5. Downtown Parking Options: 6. Other Comments: to tell us what you comment boxes when you are done. If you prefer to mail this form in later, comments wi14. be accepted through December 15,2005. Mail this form to: Jeanne Lawson Associates Attn: Alex Cousins 1110 SE Alder Street, Suite 301 Portland, OR 97214 Tillamook Refinement Plan Truck Transportation Study and Downtown Safety and Parking Plan Refinement Plan Advisory Committee Meeting #6 Wednesday, November 30,2005,7:30 p.m. - 9:00 p.m. Oregon Department of Forestry 5005 East 3rd Avenue, Tillamook Agenda 7:30 Introduction 0 Welcome o Review agenda 7:40 Review and Discuss Draft Refinement Plan e Comments heard from general public at Comments from Advisory Committee Summarize any revisions to Draft Plan 8:50 Next Steps December - Prepare Revised Draft Refinement Plan 0 Early 2006 - Adoption Process and Final Plan 9:OO Adjourn MEETING SUMMARY CH2MHILL Tillamook Transportation Refinement Plan: Advisory Committee Meeting #6 (November 30,2005) ATTENDEES: Committee Members Rick Adams Dana Clay Sally clay Gary Hanenkrat Sandie Hemenway Mark Labhart Mike Lipke Barry Mammano Norm Myers Kathleen Newton Carolyn Decker Heather Ornelas Bob Reed StaffKonsultants Tim Burkhardt Bill Campbell Mark Gervasi Valerie Grigg Devis David Mattison Brandy Steffen FROM: Tim Burkhardt, CHZM HILL DATE: December 19,2005 Discussion Summary Following the public open house, dinner was served at 7:15 pm and the committee began discussing the Draft Refinement Plan. Tim Burkhardt opened the discussion by saying that the purpose of this meeting was to review and discuss the Draft Tillamook Transportation Refinement Plan, presented just prior to the meeting at a public open house. After a brief review of the project to date, the conversation shifted to the issue of parking. Valerie confirmed that ODOT had reviewed the addition of diagonal parking to Ivy & 2nd and approved it with respect to the state highway. Tim indicated that, under a separate contract, CH2M HILL was preparing a site plan for TCTD for a second parking concept on nd Street that would include a transit center and related facilities. The result will be a concept for discussion by the City and TCTD but this option will not be inc Refinement Plan. The key issue wiU be the net impact of the concept on p Main & Pacific alterations were discussed. The modified bump-out was a concern for ODOT for pedestrian safety issues and committee members raised the concern over truck turning radius and taking up multiple lanes. Other committee members were supportive. While the modified bump-out was a compromise compared to a full bump-out, it was not the preferred option of the plan. Some mentioned that this modified bump out was good because it did not impede the truck hnming motion. Norm Myers mentioned that this would require an educational process for pedestrian safety. It was also mentioned that the wheelchair sloping to the street would help delineate the curb area/bump out from the street. A question was raised regarding adding angled parking on 2nd and the safe distance from the crosswalk when cars were backing out of spaces. Someone recommended adding RPAC SUMMARY-113005.DOC COPYRIGHT 2006 BY CWM HILL, INC. -COMPANY CONFIDENTIAL TILLAMOOK TRANSPORTATION REFINEMENT PLAN: ADVISORY COMMIllEE MEETING #6 (NOVEMBER 30,2005) loading zones between the parking spaces and crosswalk to create a buffer zone. Metered parking was also discussed as an alternative for supplying employees with parking spaces near their job. County Commissioner Mark Labhart then raised the question that when this plan was put to the County, whether this committee would support it. He reframed the question by asking, "Is there anyone who can't live with something in here?" One of the committee members asked to hear whether Hamptom Mill would support it. Mike Lipke responded that the recommendations for the MFU were within the realm of possibility thought they may not be the final solution. He said that he is willing to be involved in the real solution. When pressed about the plan as it stands, he said that it looks good. This lead to a discussion of whether the lumber mill entrance on 10th Street could be moved to I l* Street. It was mentioned that this would move trucks away from this mostly residential street to a less residential street, but closer to the High School and a Head Start facility. It would also be a substantial, non-profitable investment for the lumber mill. However, Mike said that the mill was interested in being a good neighbor. He also said that for options on the Mill site in general, not all of the decision for this topic rested with the mill, but also with the Port of Tillamook Bay since the railroad runs through the mill. Mark Labhart indicated that the weight of this committee meant a lot and asked his question again. Norm Myers said that the plan did not do enough and he would like a truck and automotive bypass route around the city. There was a lot of discussion on this topic. About three committee members felt strongly that the plan did not go far enough with respect to a bypass. Other members pointed out that this plan did not limit future development of a bypass. Based on the overall goals and objectives of the study and the feasibility of a bypass route, the plan focuses on the city itself and solutions for the problem using the existing state highways. Valerie also mentioned the issue and expense of a traffic model, which does not exist for Tillamook, as a prerequisite for a true bypass study. After discussion about the feasibility of a bypass route and the scope of this particular plan, the committee members who wanted a bypass agreed that the refinement plan was a good start in the right direction. las said that she was mcornfortable with the term "roundabout" being used in s section and that a more general "traffic alternatives" should be used since some people do no like roundabouts and no opti has yet been selected. about that roundabouts can be controversial and e potential delay that this word choice. Several committee members felt that provision of RV parking was lacking in the plan. There was more discussion on this topic, including several proposals for solving the problem. It was concluded that the plan did not limit RV parking improvements but that further identification of specific solutions would be up to the City. Mark Labhart asked again whether the committee supported the plan and, hearing no negative responses, he asked if there should be a vote. Dana Clay made a motion for the Advisory Committee to approve the plan and Barry Marnmano seconded the motion. All committee members present voted in the affirmative. There were no dissenting or abstaining votes. RPAC SUMMARY-1 t3WS.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: ADVISORY COMMITFEE MEETING #6 (NOVEMBER 30.2005) The committee meeting then concluded at around 8:30 pm. Action Items Alert Committee members when the final plan is put to the City and County of Tillamook for adoption. Add the Port of TiUamook Bay to the secondary implementation role column for the Tillamook Lumber Mill in the implementation table Send out a copy of the final report to all committee members 0 Respond to request by Heather Ornelas to change wording in alternatives section for downtown traffic alternatives from "roundabout" to "looking at multiple design alternatives". 0 Make a recommendation in the report for a specific RV parking implementation plan within the central downtown area. A few options that were raised included additional parking spaces on Ivy, using the County library site for RVs, creating a shuttle between the old Safeway to downtown, and creating an RV designated parking area. Next Steps The revisions discussed during the meeting will be made to the plan prior to beginning the adoption process with the City of Tillamook and Tillamook County, expected to be completed in the first quarter of 2006. A copy of the Final Plan will be provided to the advisory committee members. RPAC SUMMARY-113005.DOC Cost Estimates TECHNICAL MEMORANDUM C Tillamook Transportation Refinement Plan: Cost Estimates (Memo #15) PREPARED FOR: File PREPARED BY: Andra Henriques, CH2M HILL Tim Burkhardt, CH2M HILL DATE: January 13,2006 This memo transmits summaries of the planning-level cost estimates prepared for the recommended projects in the Tillamook Transportaiton Refinement Plan. Costs to design and construct the various projects were estimated at a planning level. Based on the conceptual design of each project or element, a 40 percent contingency has been included in the construction cost estimate to account for potential unknowns typically identified during preliminary and final design. MEMO #15.DOC CHZM HILL Tillamook Refinement Plan Cost Estimate - Capacity Improvements (Table 5-1) 'ROJECT: (Tillamook Refinement Plan) Improve signage at US 101 and Front Street to encourage trucks to use this existing alternate route. IESIGN LEVEL: Preliminary REFERENCE NAMEIPHONE SHEET NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 - - ilND OF WORK: Roadway - Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Sianal LENGTH (MI.): DATE ITEM Curb. Gutter. Sidewalks &)rainaae - New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural 1 of 1 NAME , , E A 0.00 1 $,500,000 Lane-Mi. 0.00 I %9.000 UNIT I QUANTITY Mi. I 0.00 . . Lane-Mi. 0.00 I $5,000 1 Lane-Mi. $167,000 EA -1 $3,000 Lane-Mi. $5,000 LS 0.00 JO.000 0111 312006 UNIT COST $36.000 E A Yo Mi. TOTAL a Mi. SF E A LS Signing Striping TOTAL CONSTRUCTION COST $7,000 Design Engineering 13.0% 13.0% $,OOO Construction Engineering 10.0% 10.0% $,OOO TOTAL PROJECT COST $9,000 NOTES: CHZM HILL Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 1st St and 5th St: Add continents style crosswalks at all intersections. IESIGN LEVEL: Preliminary :IND OF WORK: Roadway NO. 1 ITEM I~urb, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 ~ecorative lEFERENCE NAMElPHONE SHEET 1 of 1 .ENGTH (MI.): DATE NAME 01 11 312006 UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $1 E A 0.00 $1,500,000 $1 Lane-Mi. 0.00 $239,000 $1 Lane-Mi. 0.00 $55,000 $1 Lane-Mi. 0.00 $267.000 E A 0.00 $431000 Lane-Mi. 0.00 $15,000 LS 0.00 $30,000 ?A 0.00 $140,000 E A 0.00 $60,000 ?A 0.00 $25,000 O/O 0.00 Mi. 0.00 $234,000 Mi. 0.00 $225.000 . . Mi. 0.00 1 $2,288,0001 SUBTOTAL ., NOTES: Line 19 - Crosswalks on US 101 only. TOTAL CONSTRUCTION COST $77,200 $2,000 $2,000 TOTAL PROJECT COST $21,200 13.0% 10.0% Design Engineering Construction Engineering 13.0% 10.0% CH2M HILL I Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 1st St and 5th St: Add advance stop bars and signane before pedestrian crossings. IESIGN LEVEL: Preliminary ;IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 1 ~ecorative I - lEFERENCE NAMEIPHONE SHEET I of 1 .ENGTH (MI.): IDATE NAME 1 Ol/l3/2OO6 1 UNIT I QUANTITY I UNIT COST1 TOTAL ,.. . Lane-Mi. 0.00 I $239,0001 Lane-Mi. 0.00 I $55,000 Lane-Mi. 0.00 1 $267,000 E A 0.00 I $43,000 Lane-Mi. 0 00 $15.000 % Mi. Mi. SUBTOTAL --,-- ADDITIONAL COSTS RANGE PERCENTAGE TOTAL Construction Surveying 1 .O-2.5% 2.5% $0 TP & DT Mobilization Erosion Control Continaencv NOTES: Line 19 - Stop bars on US 101 only. TOTAL CONSTRUCTION COST $12,880 Design Engineering Construction Engineering TOTAL PROJECT COST $1 5,880 13.0% 10.0% 13.0% 10.0% $2,000 $1,000 CH2M HILL I Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 1st St and 5th St: Restrict parking on upstream side of key corners to improve driver-pedestrian visibility. IESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Lighting .ENGTH (MI.): 1 DATE NAME I Mi. E A Lane-Mi. Lane-Mi. Lane-Mi. E A Lane-Mi. LS E A E A E A Yo Mi. Mi. SF E A LS E A SF Mi. rosion Control I I 1 NOTES: TOTAL CONSTRUCTION COST $7,600 Design Engineering Construction Engineering TOTAL PROJECT COST $9.600 13.0% 10.0% 13.0% 10.0% $1,000 $1,000 CHZM HILL Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 1st St and 5th St: Improve lightin1 at intersections where it is ~otentiallv deficient. - ~ESIGN Preliminary 3ND OF WORK: Roadway NO. I ITEM ICurb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 1 ~ecorative I ZEFERENCE NAMEIPHONE SHEET I, of I .ENGTH (MI.): $239,000 $55,000 Lane-Mi. $267,000 E A $43.000 TOTAL $( $1 UNIT Mi. E A E A E A E A % Mi. Mi. SF Lane-Mi. LS E A LS E A SF Mi. QUANTITY 0.00 0.00 . -.--- 0.00 I $15,000 0.00 $30.000 UNIT COST $736,000 $1,500,000 NOTES: Line 13 - This assumes the installation of new illumination. TOTAL CONSTRUCTION COST $146,260 Design Engineering Construction Engineering TOTAL PROJECT COST $1 80.260 13.0% 10.0% 13.0% 10.0% $19,000 $15,000 CH2M HILL Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 6th St and 12th St: Add continental-style crosswalks at all intersections. IESIGN LEVEL: Preliminary ;IND OF WORK: Roadway NO. I ITEM 1 I~urb, Sidewalks & Drainage I SUBTOTAL 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 SHEET I1 of 1 Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Lighting .ENGTH (MI.): 1 DATE NAME 0111 3IZOO6 UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $I E A 0.00 $1,500,000 $( Lane-Mi. $239,000 $55,000 Lane-Mi. $267,000 E A 0.00 $43.000 Yo Mi. Mi. SF E A $1 SF $1 5,681 Mi. $1 NOTES: Line 19 - Crosswalks on US 101 only. TOTAL CONSTRUCTION COST $23,680 $3,000 $2,000 Design Engineering Construction Engineering TOTAL PROJECT COST $28,680 13.0% 10.0% 13.0% 10.0% CH2M HILL I Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 6th St and 12th St: Add advance stoo bars and sianaae before ~ed 1 u " IESIGN LEVEL: Preliminary aND OF WORK: Roadway " LEFERENCE NAMEIPHONE SHEET I 1 of 1 ENGTH (MI.): 1 DATE NAME - - NO. I ITEM Icurb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 Decorative Lighting TOTAL CONSTRUCTION COST $15,032 Design Engineering 1 13.0% 1 13.0% I $2,000 I lconstruction Engineering I 10.0% I 10.0% I $2,000 TOTAL PROJECT COST $19.032 NOTES: Line 19 - Stop bars on US 101 only. Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 6th St and 12th St: Restrict parking on upstream side of key corm IESIGN LEVEL: Preliminary 3ND OF WORK: Roadway NO. I ITEM I~urb, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 Decorative Lighting SUBTOTAL ; to improve driver-ped visibility. ~EFERENCE NAMEIPHONE ISHEET 1 of 1 .ENGTH (MI.): DATE NAME 0111 312006 UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $( E A 0.00 $1,500,000 $( Lane-Mi. 0.00 $239.000 'XI Lane-Mi. 0.00 I ' $55;000 Lane-Mi. 0.00 1 $267.000 E A Lane-Mi. LS E A E A E A Yo Mi. Mi. v. Mi. 0.00 1 $2,288,0001 $( TOTAL CONSTRUCTION COST $7,750 Design Engineering 13.0% 13.0% $1,000 Construction Engineering 10.0% 10.0% $1,000 TOTAL PROJECT COST $9,750 NOTES: Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 5th St and 12th St: Improve lighting at intersections where it is potentially deficient. 1 IESIGN LEVEL: Preliminary :IND OF WORK: Roadway NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Liahtina !EFERENCE NAMEIPHONE SHEET 1 of 1 .ENGTH (MI.): 1 DATE NAME I Mi. 0.00 1 $2,288,0001 $0 $168.480 Mobilization NOTES: Line 13 - This assumes the installation of new illumination. TOTAL CONSTRUCTION COST $268,480 Design Engineering Construction Engineering TOTAL PROJECT COST $330.480 13.0% 10.0% 13.0% 10.0% $35,000 $27,000 Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) ROJECT: (Tillamook Refinement Plan) Narrow the sidewalks on Main and Pacific Avenues between I st and 5th streets by 2 feet on each side; widen travel lanes to 12 feet each, maintain 8-foot parking on both side , and add combination of traditional and off-set curb extensions. ~ESIGN LEVEL: Preliminary Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping :IND OF WORK: Roadway NO. I ITEM I~urb, Sidewalks & Drainage 20 ~edorative 1 of 1 .ENGTH (MI.): DATE NAME 0111 312006 UNIT QUANTITY UNIT COST TOTAL Mi. 0.56 $736,000 $412,16( E A 0.00 $1,500,000 $I Lane-Mi. 0.13 $239,000 $31,071 Lane-Mi. 0.00 $55,000 $( Lane-Mi. 0.00 $267.000 $1 E A 0.00 $43;000 $1 Lane-Mi. 1.56 $15,000 $23,401 LS 0.00 $30,000 $1 E A 0.00 $140,000 $1 E A 0.00 $60,000 $1 E A 0.00 $25,000 $1 O/O 0.00 $1 Mi. Mi. Mi. 1 0.00 1 $2,288,0001 $1 f SUBTOTAL ., I TOTAL CONSTRUCTION COST $1,246,630 I 1 Design Engineering I l~onstruction Engineering I 10.0% I 10.0% I $125,000 NOTES: Line 1 - This is for the reconstructed sidewalk on Main and Pacific to cut back for the extra travel width. Line 3 - This is for the reconstructed roadway to be build where the sidewalk is being removed. Line 7 - Restripe corridor due to shift in lanes. Line 16 - Assumes some type of curb extension on each corner. Line 17 -To fix basements below 3rd and Main Street for sidewalk alteration. CH2M HILL Tillamook Refinement Plan Cost Estimate - Safety Improvements (Table 5-2) 'ROJECT: (Tillamook Refinement Plan) On Main and Pacific Avenues, between 1st St and 12th St: Add combination of traditional and off-set curb extensions. IESIGN LEVEL: Preliminary ;IND OF WORK: Roadway Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illurnination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping NO. IDecorative Liahtina ITEM Curb, Gutter, Sidewalks & Drainage .ENGTH (MI.): !EFERENCE NAMElPHONE NAME IDRE 3,2006 I SHEET ?of1 Lane-,. 1 1 $55,000 1 Lane-Mi. $267,000 E A 0.00 $43,000 Lane-Mi. $1 5,000 $30,000 E A $140,000 EA $60.000 TOTAL $ $ $ UNIT Mi. E A Lane-Mi. Mi. Mi. SF E A LS Mi. I 0.00 i $2.288.0001 $1 QUANTITY 0.00 0.00 0.00 I .. . , UNIT COST $736,000 $1,500,000 $239.000 NOTES: TOTAL CONSTRUCTION COST $345,000 Design Engineering Construction Engineering TOTAL PROJECT COST $425.000 13.0% 10.0% 13.0% 10.0% $45,000 $35,000 Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: Set aside more on-street parking area rl eserved for RVs. IESIGN LEVEL: Preliminary JND OF WORK: Roadway NO. I ITEM I~urb, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping {EFERENCE NAMEIPHONE SHEET 1 of 1 20 Decorative Lighting SUBTOTAL .ENGTH (MI.): 1 DATE INAME . . 0111 312006 UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $1 E A 0.00 $1,500,000 $I Lane-Mi. 0.00 $239,000 $1 Lane-Mi. 0.00 $55,000 $1 Lane-Mi. 0.00 $267,000 $1 E A 0.00 $43.000 $1 Lane-Mi. 0.05 $1 ~[OOO LS 0.00 $30.000 Yo Mi. Mi. SF SF 0.00 I $4 Mi. 0.00 1 $2.288.000 Mobiiization Erosion Control ADDITIONAL COSTS Construction Surveying TP & DT NOTES: RANGE 1 .O-2.5% 3.0-8.0% PERCENTAGE 2.5% 8.0% TOTAL $0 $0 CH2M HILL Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: (Tillamook Refinement Plan) Change parallel parking to angle parking in specified locations along 2nd Street, Ivy Avenue, and Laurel Avenue. IESIGN LEVEL: Preliminary REFERENCE NAMEIPHONE SHEET NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 - .IND OF WORK: Roadway New Roadway Overlav Existina Roadwav ITEM Curb, Gutter, Sidewalks & Drainage Roundabout v ~econstruct Existing ~oahwa~ Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements 1 of 1 NAME 01 11 312006 UNIT QUANTITY UNIT COST Mi. 0.00 $736,000 E A 0.00 $1.500.000 Traffic Calming Illumination Landscaping Bridges DATE curb Extensions Walls - Structural Signing I L 7 7---7--- Lane-Mi. 0.00 $239,000 .~ ~.- ~- Lane-Mi. 0.00 $267,000 I EA 0.00 $43.000 Lane-Mi. LS E A E A E A Yo Mi. Mi. SF Striping Decorative Lighting NOTES: SF 0.00 I $4 Mi. 0.00 1 $2,288,000 TOTAL CONSTRUCTION COST $5,750 Design Engineering Construction Engineering TOTAL PROJECT COST $7,750 13.0% 10.0% 13.0% 10.0% $1,000 $1,000 CH2M HILL Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: (Tillamook Refinement Plan) Simplify parking regulations by establishing a 2-hour time limit throughout town. ESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 1 Decorative Lighting I !EFERENCE NAMEIPHONE SHEET 1 of 1 .ENGTH (MI.): 1 DATE NAME 01 I1 312006 UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $C E A 0.00 $1,500,000 $C Lane-Mi. 0.00 $239,000 $( Lane-Mi. 0.00 $55,000 $( Lane-Mi. 0.00 $267,000 $C E A 0.00 $43,000 $( Lane-Mi. 0.00 $15.000 E A E A Yo Mi. Mi. SF E A -. I , Mi. 0.00 1 $2,288,0001 SUBTOTAL $5,006 rosion Control NOTES: Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: (Tillamook Refinement Plan) Acquire property immediately east of Stillwell Avenue to expand employee and visitor parking. IESIGN LEVEL: Preliminary ;IND OF WORK: Roadway NO. I ITEM 1 I~urb, Sidewalks & Drainage - Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 Decorative Lighting 11 of 1 .ENGTH (MI.): 1 DATE 1 NAME I 1 SUBTOTAL NOTES: Cost Estimate To Be Decided TOTAL CONSTRUCTION COST $0 Design Engineering Construction Engineering TOTAL PROJECT COST $0 13.0% 10.0% 13.0% 10.0% $0 $0 CHZM HILL Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: (Tillamook Refinement Plan) Construc ESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Lighting parking structure. !EFERENCE NAMEIPHONE SHEET 1 of 1 .ENGTH (MI.): DATE NAME 01 I1 312006 UNIT I QUANTITY UNIT COSTI TOTAL Mi. I 0.00 $736.0001 $( E A 0.00 1 $1,500,000 Lane-Mi. 0.00 1 $239.000 Lane-Mi. 0.00 ' $551000 Lane-Mi. 0.00 $267.000 E A Lane-Mi. LS E A E A E A O/O . Mi. 0.00 $234,000 Mi. 0.00 $225.000 I Mi. 0.00 1 $2,288,0001 SUBTOTAL $1 rosion Control NOTES: Cost Estimate To Be Decided CHZM HILL Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: (Tillamook Refinement Plan) Construct one or more surface parking areas on parcels currently vacant, for use by visitors and/or employees. IESIGN LEVEL: Preliminary :IND OF WORK: Roadway NO. I ITEM I~urb, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 1 ~ecoritive I 1 01/13/2006 1 UNIT I QUANTITY I UNIT COST1 TOTAL LEFERENCE NAMEIPHONE .ENGTH (MI.): 1 DATE Mi. E A Lane-Mi. Lane-Mi. Lane-Mi. E A Lane-Mi. LS E A SHEET 1 of I NAME Mi. Mi. SF E A I I ADDITIONAL COSTS I RANGE 1 PERCENTAGE 1 TOTAL I SF Mi. Construction Surveying TP & DT Mobilization Erosion Control I 1 Escalation (per year) 1 0.5-2.0% 1 0.0% 1 1 . , 400.00 I $4 0.00 1 $2,288,000 $1,60( $( NOTES: This cost is calculated for 1000 square feet of parking lot. TOTAL CONSTRUCTION COST $63,840 Design Engineering Construction Engineering TOTAL PROJECT COST $77,840 L 13.0% 10.0% 13.0% 10.0% $8,000 $6,000 Tillamook Refinement Plan Cost Estimate - Parking Improvements (Table 5-8) ROJECT: (Tillamook Refinement Plan) Reintroduce ~arkina ESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2 1 - ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Lighting Parking Meter 11 of 1 ENGTH (MI.): 1 DATE INAME Lane-Mi. 0.00 $267:0001 E A 0.00 $43.000 0111 312006 Lane-Mi. $1 5,000 LS $30,000 E A $140,000 Yo 0.00 I Mi. 0.00 1 $234.000 UNIT Mi. E A Lane-Mi. Mi. 0.00 $2251000 SF 0.00 $1 50 Lane-Mi. 0.00 $55.000 UNIT COST $736,000 $1,500,000 $239,000 QUANTITY 0.00 0.00 0.00 SF 0.00 I $4 Mi. 0.00 1 $2.288.000 TOTAL $( $( $( SUBTOTAL $22,756 TOTAL CONSTRUCTION COST $36,750 Design Engineering 1 13.0% 1 13.0% I $5,000 Construction Engineering I 10.0% I 10.0% I $4,000 TOTAL PROJECT COST $45,750 NOTES: Line 21 - In the parking district there are approximately 700 parking stalls. This estimate assumes 70% of the stalls share a two-headed parking meter. CH2M HILL Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) ROJECT: (Tillamook Refinement Plan) From 1st St. to 5th St: Add new landscaping where space allows. ESIGN LEVEL: Preliminary REFERENCE NAMEIPHONE SHEET I 11 of 1 IND OF WORK: Roadway ILENGTH 1 DATE NAME NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 I Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural SUBTOTAL $87,75( NOTES: kine 14 - This is for landscaping along US 101. TOTAL CONSTRUCTION COST $740,750 Design Engineering Construction Engineering TOTAL PROJECT COST $1 72.750 13.0% 10.0% 13.0% 10.0% $1 8,000 $14,000 Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) ROJECT: (Tillamook Refinement Plan) From 1st St to 5th St: Add ped scale lighting to improve ped safety and downtown aesthetics. ESIGN LEVEL: Preliminary .IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 1 ~ecorative LEFERENCE NAMEIPHONE SHEET 1 of 1 ENGTH (MI.): 1 DATE NAME 1 01/13/2006 1 UNIT I QUANTITY I UNIT COST1 TOTAL Mi. 0.00 $736,000 $( E A 0.00 $1.500.000 Lane-Mi. Lane-Mi. Lane-Mi. E A Lane-Mi. LS E A E A E A L , , Yo 0.00 Mi. 0.00 $234.000 Mi. SF 0.00 I $4 Mi. 0.39 1 $2,288,000 SUBTOTAL $892,321 I I -current vear 1 I 0.0% -1 $01 NOTES: TOTAL CONSTRUCTION COST $1,431,320 $186,000 $143,000 Design Engineering Construction Engineering TOTAL PROJECT COST $1,760,320 13.0% 10.0% 13.0% 10.0% IESIGN LEVEL: Preliminary ;IND OF WORK: Roadway CH2M HILL Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) 'ROJECT: (Tillamook Refinement Plan) From 1st St to 5th St: Reconstructlrepair existing sidewalks to make ADA compatible (curb ramps), improve aesthetics, and allow for new landsca~ina NO. I ITEM I~urb, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffk Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 ~ecorative Lighting . - .. [EFERENCE NAMEIPHONE SHEET 1 of 1 .ENGTH (MI.): NAME I DE 3,2006 I UNIT Mi. E A Lane-Mi. Lane-Mi. Lane-Mi. E A Lane-Mi. LS E A E A E A 0.00 s25;ooo % 0.00 Mi. 0.00 $234,000 Mi. SF TOTAL $29,441 TOTAL CONSTRUCTION COST $47,440 Design Engineering 1 13.0% 1 13.0% I $6,000 NOTES: Line 1 - This price is for both sides of one block. Construction Engineering I 10.0% I 10.0% $5,000 TOTAL PROJECT COST $58,440 CH2M HILL I Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) ROJECT: (Tillamook Refinement Plan) From 1st St to 5th St: Reduce sign clutter by consolidating existing public signs. ESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Lighting lEFERENCE NAMEIPHONE SHEET 1 of 1 ENGTH (MI.): 1 DATE NAME - . . . - . - - - - UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $1 E A 0.00 $1,500,000 $1 Lane-Mi. 0.00 $239,000 $1 Lane-Mi. 0.00 $55,000 $I Lane-Mi. 0.00 $267,000 $1 E A 0.00 $43,000 $1 Lane-Mi. 0.00 $1 5.000 $1 . - Mi. Mi. SF E A -. I - .. Mi. 0.00 1 $2,288,0001 $ SUBTOTAL 7-7- - TOTAL CONSTRUCTION COST $7,000 Design Engineering Construction Engineering TOTAL PROJECT COST $9,000 NOTES: 13.0% 10.0% 13.0% 10.0% $1,000 $1,000 CH2M HILL Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) ROJECT: (Tillamook Refinement Plan) From I st St to 5th St: Work with property owners to improve storefronts and business signage to improve aesthetics, create coordinated image, and reduce tunnel effect of existing signage. ESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 ~ecorative !EFERENCE NAMEIPHONE SHEET 1 of 1 .ENGTH (MI.): (DATE NAME 01 11 312006 UNIT QUANTITY UNIT COST TOTAL Mi. 0.00 $736,000 $ E A 0.00 $1,500,000 $' Lane-Mi. 0.00 $239,000 $ Lane-Mi. 0.00 $55,000 $ Lane-Mi. 0.00 $267,000 $ E A 0.00 $43,000 $ Lane-Mi. 0.00 $1 5.000 $ . . Mi. 0.00 $234,000 Mi. 0.00 $225.000 Mi. 0.00 1 $2,288,000) SUBTOTAL $( ADDITIONAL COSTS Construction Surveying TP & DT Mobilization Erosion Control Escalation (per year) RANGE I PERCENTAGE I TOTAL 1 .O-2.5% 1 2.5% I NOTES: NIA - no calculable cost for this project. TOTAL CONSTRUCTION COST $0 $0 $0 TOTAL PROJECT COST $0 13.0% 10.0% Design Engineering Construction Engineering 13.0% 10.0% Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) ROJECT: (Tillamook Refinement Plan) From 5th St to 12th St: Add new landscauina where space allows. ESIGN LEVEL: Preliminary IND OF WORK: Roadway NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Liahtina IEFERENCE NAMEIPHONE SHEET 1 of 1 .ENGTH (MI.): 1 DATE NAME 1 0111 312006 1 UNIT I QUANTITY I UNIT COST1 TOTAL Mi. 0.00 $736,000 $I E A 0.00 $1.500.000 $1 ., , Lane-Mi. 0.00 $239,000 Lane-Mi. 0.00 $55.000 Lane-Mi. E A Lane-Mi. LS E A E A EA Yo $ Mi. $ Mi. $162,00 SF $ I I ADDITIONAL COSTS I RANGE 1 PERCENTAGE TOTAL $4,000 - $1 3,000 - $4 3,000 I Construction Surveying 1 .O-2.5% TP & DT 3.0-8.0% Mobilization 8.0-1 Erosion Control 0.5-2.0% $3.0001 NOTES: Line 14 - This is for landscaping along US 101 from 5th to 12th Street. TOTAL CONSTRUCTION COST $260,000 $34,000 $26,000 Design Engineering Construction Engineering TOTAL PROJECT COST $320,000 13.0% 10.0% 13.0% 10.0% I CH2M HILL Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) PROJECT: (Tillamook Refinement Plan) From 6th St to 12th St: Add ped scale lighting to improve ped safety and I downtown aesthetics. DESIGN LEVEL: Preliminary F KIND OF WORK: Roadway IL NO. ITEM 1 Curb, Gutter, Sidewalks & Drainage 2 Roundabout 3 New Roadway 4 Overlay Existing Roadway 5 Reconstruct Existing Roadway 6 Intersection Widening 7 Restriping Existing Roadway 8 Interconnect Signal 9 New Signal 10 Signal Modifications 11 Transit Enhancements 12 Traffic Calming 13 Illumination 14 Landscaping 15 Bridges 16 Curb Extensions 17 Walls - Structural 18 Signing 19 Striping 20 Decorative Lighting lEFERENCE NAMElPHONE SHEET 1 of 1 .ENGTH (MI.): 1 DATE NAME Mi. Mi. SF E A I - - T Mi. 0.72 1 $2,288,0001 $1,647,361 I SUBTOTAL $1,647,36( TOTAL CONSTRUCTION COST $2,644,360 Design Engineering 1 13.0% 1 13.0% I $344,000 Construction Engineering 1 10.0% I 10.0% I $264,000 TOTAL PROJECT COST $3,252,360 NOTES: CHZM HILL I Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) 'ROJECT: (Tillamook Refinement Plan) From 6th St to 12th St: Reconstructlrepair existing sidewalks to make ADA-com~atible (curb ramps). im~rove and allow for new landscaping opportunities. I , ,. . IESIGN LEVEL: Preliminary rlND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping Decorative Lighting 11 of 1 .ENGTH (MI.): 1 DATE NAME I Yo Mi. Mi. SF SF 0.00 I $4 Mi. 0.00 1 $2.288.000 SUBTOTAL $29,440 Erosion Control TOTAL CONSTRUCTION COST $4 7,440 Design Engineering 1 13.0% 1 13.0% I $6,000 I l~onstruction Enaineerina 1 10.0% r 10.0% I - w $5,000 I TOTAL PROJECT COST $58,440 NOTES: Line 1 - This price is for both sides of one block. LHZM HILL Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) 'ROJECT: (Tillamook Refinement Plan) From 6th St to 12th St: Reduce sign clutter by consolidating existing public signs. IESIGN LEVEL: Preliminary ;IND OF WORK: Roadway NO. ITEM Curb, Gutter, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming Illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 Decorative Lighting ZEFERENCE NAMEIPHONE SHEET .ENGTH (MI.): 1 DATE 1 NAME Yo Mi. Mi. SF SF 0.00 I $4 Mi. 0.00 1 $2,288,000 NOTES: TOTAL CONSTRUCTION COST $7,000 Design Engineering Construction Engineering TOTAL PROJECT COST 13.0% 10.0% 13.0% 10.0% $1,000 $1,000 CH2M HILL Tillamook Refinement Plan Cost Estimate - Pedestrian and Bike Improvements (Table 5-9) 'ROJECT: (Tillamook Refinement Plan) From 6th St to 12th St: Work with property owners to improve storefronts and business signage to improve aesthetics, create coordinated image, and reduce tunnel effect of existing signage. IESIGN LEVEL: Preliminary 3ND OF WORK: Roadway NO. I ITEM I~urb, Sidewalks & Drainage Roundabout New Roadway Overlay Existing Roadway Reconstruct Existing Roadway Intersection Widening Restriping Existing Roadway Interconnect Signal New Signal Signal Modifications Transit Enhancements Traffic Calming illumination Landscaping Bridges Curb Extensions Walls - Structural Signing Striping 20 l~ecorative I .ENGTH (MI.): l DATE INAME % Mi. Mi. SF UNIT Mi. E A Lane-Mi. Lane-Mi. Lane-Mi. E A Lane-Mi. LS 0111 312006 UNIT COST $736,000 $1,500,000 $239,000 $55,000 $267,000 $43.000 QUANTITY 0.00 0.00 0.00 0.00 0.00 0.00 TOTAL $1 $1 $1 $1 $1 0.00 0.00 SF Mi. NOTES: N/A - no calculable cost for this project -. $1 5,000 $30.000 0.00 I $4 0.00 1 $2.288.000 TOTAL CONSTRUCTION COST $0 Design Engineering Construction Engineering TOTAL PROJECT COST $0 13.0% 10.0% 13.0% 10.0% $0 $0 Funding Options TECHNICAL MEMORANDUM 2 Tillamook Transportation Refinement Plan: Funding Options (Memo #16) PREPARED FOR: Valerie Grigg Devis, ODOT PREPARED BY: COPIES: Tim Burkhardt, CH2M HILL Darren Muldoon, CH2M HILL Project Management Team DATE: November 20,2005 This memorandum provides an overview of the Oregon Statewide Transportation Investment Program (STIP), and potential federal, state, and local funding sources for the Tillamook Transportation Refinement Plan. A brief qualitative implementation summary of the potential local funding sources is also provided at the end of this memorandum. The Statewide Transportation Investment Program (STIP) The STIP is the primary programming document that identifies transportation priorities for federal and state funding in Oregon. The STIP provides a schedule and identifies funding for projects throughout the state. The STIP lists projects that are planned for construction during a 4-year period. Projects that are included in the STIP are regionally significant and have been given a high priority through planning efforts. The STIP has five categories - modernization, safety, bridge, pavement preservation, and operations. All federally funded transportation projects, as well as all state and IocalIy funded projects that are deemed "regionally significant" must be included in the STIP. The current adopted (2004-2007) STIP1 contains $1.35 billion of transportation projects. Approximately 80 percent of STIP projects are federally funded. The following is a summary of how a project gets into the STIP2: ODOT monitors the state's transportation system using technical and objective methods. Public involvement (ongoing throughout all stages of the STIP process) - Citizen input and ideas for new projects; - Transportation planning and local priority process (corridor plans, region plans, system plans); - Area Commissions on Transportation (ACTS) and Oregon Transportation Commission (OTC) review. ODOT ranks conditions and needs across the state; A Draft 2006-2009 STIP has been developed, but has not been adopted; federal approval is expected by the end of 2005. * A more detailed explanation is available at http://www.oregon.gov/ODOT/HWY/STIPlgeneralstip.shtml. TILLAMOOK FUNDING OPTIONS (MEMO #12) 111805.DOC FUNDING OPTIONS (MEMO #16) OTC considers needs expressed by citizens, cities, counties, councils of governments, and Area Commissions on Transportation (ACTS); OTC sets funding levels for different types of projects; OTC prioritizes projects and matches to available funding levels; Draft STIP is created; Public review of proposed projects; OTC and United States Department of Transportation (USDOT) approval Final STIP; Oregon STIP is published (every other year). The Final 2006-2009 STIP is currently being reviewed by USDOT. USDOT approval of the Final 2006-2009 STIP is expected by December 2005. Existing and Potential Funding Sources Federal Funding Sources Federal funding sources account for approximately 21 percent of transportation project funding within the state of Oregon. Because Tillamook County is outside the boundary of a Metropolitan Planning Organization (MPO), federal funding is predominately made available through state or county programs, though some funding is made available directly to cities within Tillamook County. The most significant federal sources are the Federal Highway Trust Fund and federal forest revenues. Federal Highway Trust Fund These revenues come from motor vehicle fuel taxes, sales taxes for heavy trucks and trailers, tire taxes, and annual heavy truck use taxes. Funds are appropriated to individual states on an annual basis. These revenues are used by the state, counties, and cities and must be matched with state and local funds. Federal Forest Revenues Some federai forest revenues are used for roads, and are distributed directly to counties and earmarked for specific projects. Of total federal forest revenues, approximately 65% of federal forest revenues are distributed to the county where the revenue was produced, and then this is redistributed among the local taxing districts, including to the county itself3. Of the amount redistributed to Tillamook County, 75% goes to the County's Road Fund. In 2004, this amounted to approximately $1.7 million4. State Funding Sources The two most significant state funding sources are the State Highway Fund and the Oregon Transportation Investment Act (OTIA). Association of Oregon Counties. Shared Revenue Agreements & State Stewardship. 2004. www.aocweb.org/Phiiip/AOC~Shared~Revenue~Report.pdf Tillamook County Public Works, 2005. http:Nwww.co.tiilamook.or.uslgov/pwlfunding/usfs-rev-tillco.htm TILLAMOOK FUNDING OPTIONS (MEMO #12) 111805.DOC FUNDING OPTIONS (MEMO #16) State Highway Fund Revenues are received from a combination of state fuel taxes, vehicle registration and title fees, and the truck weight-mile tax. State Highway Trust Fund revenues may be used only for construction and maintenance of state and local highways, bridges, and roadside rest areas, but a reasonable amount of the fund must be spent on walkways and bikeways. State Highway Fund revenues are appropriated by the OTC on an annual basis. Appropriation is based on population for cities and registered vehicles for counties; net revenues are distributed in the following manner: State - 60 percent; Counties - 24 percent (by number of vehicles registered); Cities - 16 percent (by population). Oregon Transportation Investment Act (OTIA) of 2001 OTIA revenues are derived from automobile and truck registration and title fees, as well as a net increase in the weight-mile tax, to finance construction bond sales. OTIA funds are not typically used for construction of new highway facilities. In the future, debt service on the OTIA program will be funded in part through a portion of Oregon's transportation modernization program, which is otherwise used to bring existing highway facilities to current safety and operational standards. The remaining modernization program budget for use on other projects is $23 million annually (state and federal funds combined) for the entire state. A newer source of potential highway project funding is the Oregon Innovative Partnerships Program (OIPP), which allows the creation of public-private partnerships to fund highway projects. This program gives ODOT the freedom to ask for proposals, or accept unsolicited proposals for transportation projects from private firms and governmental organizations. Private companies can participate at the conceptual stage of project development, allowing innovative techniques and finance plans to be proposed early in the project. Though public- private partnerships can be funded a number of ways, tolling is a common consideration. A potential future state funding source would be some form of fees collected on the miles driven by each vehicle or person in the state. Although efforts are underway to explore such a program, no proposals exist at thls time. Oregon counties and cities have the power to devise their own non-property tax and other local revenue structures without specific state enabling legislation. Although these sources are typically implemented at the city level, some are also applicable at a regional or multi- jurisdictional level as well. The institution of some of these revenue sources could make available some of the transportation fund revenue that currently goes towards maintenance and preservation. Existing and potential local funding sources are listed and described below. Urban Renewal Districts Urban renewal districts are formed in selected areas of a city, creating a tax-increment financing (TIF) mechanism to generate urban renewal funds. TIF works by 'freezing' TILLAMOOK FUNDING OPTIONS (MEMO #12) 11 1805.DOC FUNDING OPTIONS (MEMO #16) property values at the beginning of an urban renewal plan, and assessing a fee only on the incremental growth in property value observed since the beginning of the urban renewal district plan. The revenues generated within an urban renewal district are used to secure bonds to finance projects and programs within the district. Use of the funds is not limited to transportation projects. Funds generated within each district must be spent within that urban renewal district. Before an urban renewal district can be established, the needs and required funding must be identified. This would typically take the form of an urban renewal plan. The urban renewal plan would specify the boundaries for the urban renewal district, the proposed improvements to be made, the costs associated with these improvements, and the amount and source of funding. A new urban renewal area would require approval by the jurisdiction's designated urban renewal agency, and cannot overlap with existing urban renewal plans. Urban renewal has been suggested in the past as a tool to fund a variety of projects in Tillamook. In particular given the new Safeway development downtown and the potential for related new development, urban renewal should be explored further both for transportation and other infrastructure and development projects. Local Improvement Districts Local Improvement Districts (LIDs) are created by property owners within a district of a city to raise revenues for constructing street improvements within the same district. LIDs may be used to assess property owners for improvements that benefit properties. Property owners typically enter into LIDs because they see economic advantage to the improvements. Assessments are secured by property liens. LIDs could be implemented to fund new connector roads that will benefit one or more groups of property owners at a higher rate than a city as a whole. The formation of LID districts is governed by state law and local jurisdictional development codes. LID revenues could be used solely for capital costs. Similar to TIF revenues, LID revenues could be combined with other revenue sources. Genera1 Obligation Bonds pay for construction of large capital improvements. This method is typically used to fund road improvements that will benefit an entire community. General Obligation Bonds add the cost of the improvement to property taxes over a period of time. Oregon State law requires a double majority voter approval is required for instituting General Obligation Bonds. Revenue is collected in property tax billings. System Development Charges System Development Charges (SDCs) are a one-time fee assessed on new development, to compensate for increased traffic associated with new development. SDCs are limited to those capital improvements that will be or were required to increase capacity because of increased demand due to current or expected development. This method is commonly acceptable to the public because new residents, rather than current residents, pay for the improvements. It is applied to capital improvement projects that increase transportation TILLAMOOK FUNDING OPTIONS (MEMO #12) 111805.DOC system capacity as necessary to serve new development. Revenues provided by this method are variable because they are linked to the amount of new development. Transportation Utility1 Impact Fees Similar to water, sewer, and other utility fees, these fees allocate costs to the system's users, based on their use of the system. Revenues are directed towards maintenance and preservation of the existing transportation network. These fees are typically attributed to each property based on the land use of the property and the number of trips generated. Fees are administered in a similar fashion to other utilities (for example, sewer, water, electricity). Several cities in Oregon have already implemented this system, including Grants Pass, Ashland, Medford, Wilsonville, and Philomath. Much of the revenue from these fees would be expected to go to preservation and maintenance of the existing roadway network, which could make some of the street revenue that currently goes to preservation and maintenance available for new projects. General Fund The general fund for a given jurisdiction is comprised of discretionary revenues. As a result, application toward transportation capital improvement projects is very limited in most jurisdictions. A substantial majority of general fund revenues are applied to operating expenses for public safety and other public services. County Vehicle Registration Fee Vehicle registration fees are generally, but not directly, related to actual transportation system use. With voter approval, counties may impose a vehicle registration fee that is no more than the state's vehicle registration fee. For a County registration fee, ODOT would collect revenue from the fees and pay the revenue back to the counties that establish registration fees. The Oregon Constitution requires all revenues to be used for the construction and maintenance of highways, roads, and streets. There are 34,208 registered vehicles in Tillamook County5. Each dollar of a county registration fee would therefore generate about $34,208, minus the administrative collection cost by ODOT. Thus, a $10 annual registration fee could generate a gross of approximately $340,000. oad User Feel Toll This method would implement a toll or fee on a portion of a roadway for use of that roadway. Since tourism can account for significant seasonal traffic volume changes on roadways in Tillamook County, in theory the County could employ a road user fee or toll to support transportation related improvements as a result of the seasonal traffic volume changes. Traffic Impact Fees This method is used to finance necessary road improvements associated with new development. The fee, which can vary for different land uses, is calculated based on the estimated number of vehicle trips generated by the proposed development. Revenues are ODOT, 2005. Oregon Department of Transportation Fund Apportionments: Registered Vehicles by County. http:Ilwww.oregon.govlodot~cslfslcountyreg~fy06.pdf TILLAMOOK FUNDING OPTIONS (MEMO#12) 111805.DOC FUNDING OPTIONS (MEMO #16) generated in this manner and must be used for capital improvements and not maintenance activities. Parking Tax This method would impose a business tax based on the number of parking spaces at a business. Oregon State law does not preclude cities from developing a city or regional parking tax based on the number of parking spaces at a business. However, it has not been determined if a parking tax collected through business licenses fees could legally be used for transportation projects. In addition, there could be a high administrative cost since a database of the parking spaces for all properties wouId be needed. Gas Tax Gas tax revenues can be used to fund either operating or capital costs, but the Oregon Constitution restricts gas tax revenue to road or bridge projects, not transit. Gas taxes generally measure demand for use of transportation facilities, so the equity is fairly high. However, fuel revenues are expected to level off in the short-term and then drop permanently, as the purchasing power of fuel revenues decreases with inflation and more fuel-efficient vehicles are purchased. Parking Meters and Fines This method would implement parking meters, monitoring, and parking fines in selected areas of the city. Parking meters: (1) promote parking turnover; (2) distribute limited on- street parking time equitably; (3) provide space for short-term shoppers; (4) maximize the economic vitality by providing opportunities for more conveniently; (5) generate revenue6. In general, most people try to abide by the time limitations imposed by parking meters. Since parking meters are generally self-enforcing, they could be used to aid in the enforcement of time limit restrictions and to promote desired parking turnover at curb spaces while creating revenue. Generated revenue would also be used to offset the costs of installation, operation, and maintenance. otell Lodging Tax Many Oregon jurisdictions impose a local hotel tax (also known as a transient room tax). Presently, four jurisdictions (Lake Oswego, Lincoln City, Umatilla County, and Union County) have been identified as dedicating revenue from a hotel/ lodging tax to transportation projects. Sales Tax This method would impose a sales tax on goods sold within Tillamook or Tillamook County. Oregon counties and cities have the power to implement a sales tax, but no jurisdiction in Oregon currently imposes a sales tax7. National Trust for Historic Preservation and The Institute for Transportation Engineers. The Parking Handbook for Small Communities. 1994. Wood Village, Oregon is considering implementing a 1 % sales tax. TILLAMOOK FUNDING OPTIONS (MEMO#12) 111805.DOC FUNDING OPTIONS (MEMO#16) ODOT Bicycle and Pedestrian Program ODOT's Bicycle and Pedestrian Program awards grants on an annual basis to construct improvements to improve bicycle and pedestrian safety. Grants awarded for the FY 2006- 2007 amounted to approximately $5 million. Projects receiving funding from this program are expected to receive a local match. Implementation: Local Funding Options The table below is a qualitative assessment (low, medium, and high) of the revenue potential and implementation feasibility, and if voter approval is required by law, for the local revenue and funding sources identified above. LOCAL FUNDING OPTIONS: POTENTIAL FUNDING1 REVENUE AND IMPLEMENTATION FEASIBILITY Revenue Feasibility of Voter Approval Potential Funding1 Revenue Source potential' lm~lementina~ Reauired? Urban Renewal District Medium to Hinh High Yes Local lm~rovement Low to Medium High No Revenue and General Obligation Bonds Medium to High Medium Yes System Development Charges "- Low to High Medium No Transportation Utility/ Impact Fees Low to Medium Medium No General Fund N/A~ Medium No County Vehicle Registration Fee Low to Medium Medium Yes Road User Feel Toll Low to High Low No Traffic lm~act Low to Medium Medium No parking Tax Low to Medium Low Yes Gas Tax Low to High Medium Yes Parkina Meters and Fines Low Medium No Hotel Tax Low to Medium Medium Yes Sales Tax Medium to High Low Yes ODOT Bicycle and Pedestrian Program Low to Medium High No ' Revenue potential for many of the funding sources would vary and depend on the extent of implementation (e.g. tax rate, fee, toll, etc) and extent of new development (for system development charges and traffic impact fees). Wonsiders legal feasibility, potential public perceptionlapproval, and administrative costs. This is not a new revenue source; money is redistributed from the general fund to transportation TILLAMOOK FUNDING OPTIONS (MEMO#12) 111805.DOC MEMO #17 Adoption Recommendations TECHNICAL MEMORANDUM Tillamook Transportation Refinement Plan: Adoption Recommendations (Memo #17) PREPARED FOR: Mark Gervasi, City of Tillamook Bill Campbell, Tillamook County Valerie Grigg Devis, ODOT PREPARED BY: Michael Hoffmann, CH2M HILL Tim Burkhardt, CH2M HILL DATE: January 4,2006 Implementation Authority Responsibilities for the development, adoption, and implementation of the Tillamook Refinement Plan are determined by regulatory authority. Local agency authority comes from and through state statutes, and city and county comprehensive plans and development codes. State of Oregon authority comes in the form of policy and administrative rules governing authority over federal and state systems, as granted through the following: State Agency Coordination Rule and Agreement (SAC 1990 -OAR 731-015) - The purpose of this rule is to define which ODOT actions are land use actions and how ODOT will meet its responsibilities for coordinating these activities with the statewide land use planning program, other agencies, and local governments. Transportation Planning Rule (OAR 660-012) - This rule is one of several statewide planning rules that provides protection of the long-term livability of Oregon's communities for future generations. The rule requires multi-modal transportation plans to be coordinated with land use plans. In complying with the rule, state and local governments must satisfy requirements that lead to implementation of a transportation system that is consistent with the planned land uses. ity of Tillamook Actions: Adopt, through City ordinance, the Tillamook Refinement PIan and associated changes to the TSP. A draft of this ordinance ["City of Tillamook Refinement Plan Adoption Ordinance"] is attached to this memo. Modify TSP to include changes explicitly designated in Tillamook Refinement Plan Adoption Ordinance. Recommended modifications to the TSP ["Recommended TSP Modifications"] are attached to this memo. Collaborate with ODOT and Tillamook County to implement the recommendations of the Tillamook Refinement Plan. MEMO #I?.DOC TILLAMOOK TRANSPORTATION REFINEMENT PLAN: ADOPTION RECOMMENDATIONS (MEMO #I71 Tillamook County Actions: Review and acknowledge Tillamook Refinement Plan Collaborate with ODOT and the City of Tillamook to implement the recommendations of the Tillamook Refinement Plan. StatelODOT Actions: Review Tillamook Refinement Plan Collaborate with the City of Tillamook and Tillarnook County to implement the recommendations of the Tillamook Refinement Plan. Department of Land Conservation and Development Actions: Review the Tillamook Refinement Plan Acknowledge amendments to City of Tillamook TSP made as part of Tillamook Refinement Plan adoption MEMO #17.DOC ORDINANCE NO. AN ORDINANCE AMENDING THE CITY OF TILLAMOOK TRANSPORTATION SYSTEM PLAN, AN ELEMENT OF THE TILLAMOOK COMPREHENSIVE PLAN, TO INCLUDE THE TILLAMOOK TRANSPORTATION REFINEMENT PLAN AND IMPLEMENT THE RECOMMENDED IMPROVEMENTS CONTAINED THEREIN WHEREAS, The City of Tillamook is acting pursuant to the authority 60.012.0015(3); and WHEREAS, a Refinement Plan, as defined by OAR 660.01 2. n amendment to the transportation system plan, which resolves, at a systems level, function, mode or general location which were deferred during transp information needed to make those determinations c process. WHEREAS, the City Transportation System Plan ( refinement study to identify improvements to mitigat the City's downtown, improve pedestrian, bicycle, parking utilization and supply; and WHEREAS. the an contains study analysis and subsequent ose of a refinement plan as defined by OAR 660.012.0005(21); a project consultant team to develop the Tillam WHEREAS, City-appoi orked closely with the Oregon Department of Transportation (ODOT), ook Downtown Association, and the Department of Land Conservati ect consultant team in planning for future transportation 11 participation on the Project Management Team (PMT) for ement Plan; and . a multi-faceted public involvcmcnt program, involving the following components, was instrumental in guiding the development of the Tillamook Refinement Plan: a Refinement Plan Advisory Committee (WAC) consisting of 22 Tillamook-area residents, elected officials, business people, and public agency staff, met six times over the course of the project; two hands-on public workshops; two public open houses; project-relevant public information dissemination in the form of mailings and media advertisements; and WHEREAS, the Tillamook Transportation Refinement Plan documents the land use planning, transportation planning, and public involvement work that resulted in the recommended improvements; and WHEREAS, the City has held public hearing on the Tillamook Transportation Refinement Plan on [insert date] and [insert date]; and PAGE I of 2- Ordinance No. WHEREAS, this Ordinance amends the City of Tillamook TSP Section 5 to read as described in Exhibit A, hereto attached, with deletions shown with and new text underlined; and NOW, THEREFORE, THE CITY OF TILLAMOOK ORDAINS AS FOLLOWS: SECTION 2. The City Council of the City of Tillamook does hereby amend the Tillamook TSP to incorporate, by reference, the Tillamook Transportation Refinement Plan, hereto attached as Exhibit B. SECTION 4. The Tillamook Transportation Refineme the Tillamook Transportation System Plan, an el SECTION 5. EFFECTIVE DATE. This ordinance sh enactment. Passed by the City Council this [insert] day of [insert month], 2006, by the following vote: First Reading Second ReadingAyes: APPROVED BY THE MAYOR, this ,2005. Bob McPheeters, Mayor Bernadette Sorensen, City Recorder ATTACHMENTS (2): EXHIBIT A; EXHIBIT B PAGE 2 of 2- Ordinance No. SECTION 5 Transportation System Plan Introduction This section of the TSP document comprises the actual TSP for adoption by the City of Tillamook and acknowledgment by the State of Oregon. The rest of the document provides background documentation for the contents of this section. This section begins with the TSP goals and objectives and identifies how the TSP meets the goals and objectives. The remainder of this section identifies the transportation projects and policies recommended for implementation during the next 20 years in Tillamook, along with estimated costs and timing. TSP Goals and Objectives process. They are intended to provide a framework for the planning process, to repres the values of the city, and be consistent with and supportive of the policies of relevant agencies. The goals and objectives are implemented through the specific projects and policies identified in the TSP. These projects and policies are summarized for each goa described in this section. As described in Section 2, goals and objectives were developed at the beginning of the TSP ent l and Goal 1 : Coordination Maintain a transportation system plan that is consistent with the goals and objectives of the City of Tillamook, Tillamook County and the state. ectives 1 Provide a transportation system that is consistent with other elements and objectives of the City of Tillanzaok City Con~p~ehensiue and other policy documents. 2 Ensure consistency with state policies including the OTP and the OHP regardin transportation issues relating to Oregon 6 and U.S. 101. 3. Coordinate with the Port of Tillamook Bay regarding the Tillamook Airport, the Port of Tillamook Bay Industrial Park and the Port of TiHamook Bay shortline railroad. 4. Coordinate land use and transportation decisions to efficiently use public infrastructure investments to: a. Maintain the mobility and safety of the roadway system b. Foster compact development patterns c. Encourage the availability and use of transportation alternatives d. Enhance livability and economic competitiveness 5. Establish a local street master plan for the City of Tillamook. Implementation Strategies The TSP process has been coordinated with the plans and policies of relevant agencies through the plan and policy review conducted at the beginning of the process and provided in the Background Document, and through meetings of the PAC. The Port of Tillamook Bay staff participated on the PAC and reviewed draft documents. Consistency with relevant sections of the OHP and the TPR are documented throughout the TSP. Goal 2: Safety Provide a transportation system that maintains adequate levels of safety for all users. Objectives Enhance safety at the intersection of Oregon 6 and US. 101, and west toward the Hoquarten Slough Bridge. Improve the safety of rail crossings, particularly at 12th Street and 3rd Street. Identify safe connections for vehicles, bicycles and pedestrians across U.S. 101, Oregon 6 and Wilson River Loop. Encourage improvements that minimize the impacts associated with frequent flooding. Develop lifeline and evacuation routes in coordination with local, regional, state and private entities. Undertake, as needed, special traffic studies in problem areas, especially around schools, to determine appropriate traffic controls to effectively and safely manage vehicle and pedestrian traffic. Implementation Strategies Numerous safety projects are included in the TSP, based on the review of existing and future conditions and input from the PAC. There are projects in the relevant sections of the TSP that correspond to all of the objectives for this goal. Provide a transportation system that balances transportation system needs with the community desire to maintain a pleasant, economically viable city. Objectives 1. Minimize adverse social, economic and environmental impacts created by the transportation system, including balancing the need for street connectivity and the need to minimize neighborhood cut-through traffic. 2. Preserve, protect and ensure access to the city's significant natural features and historic sites, including the Pioneer Museum. Improve transportation facilities without major disruption of existing neighborhoods or downtown. Promote pedestrian-oriented design and the provision of pedestrian amenities in the downtown area, such as pedestrian-scale lighting. Ensure adequate vehicle and bicycle parking and parking signage in the downtown commercial area, using techniques such as shared parking areas where appropriate. Minimize traffic congestion in the downtown commercial area. Develop and implement a street tree program, with emphasis on the downtown area. Discourage through-traffic and high speeds in residential areas. Implementation Strategies Many of the needs identified in Tillamook relate directly to the issue of balancing the needs of highway traffic with local traffic and other community needs. As a result, the TSP reflects this goal throughout. Changes to the transportation system are focused on improving the existing system rather than creating new routes (with the exception of the street extension projects). The evaluation criteria for individual projects reflect this goal as do the projects included in the TSP. oal4: Circulation and Mobility Develop an interconnected, multimodal transportation system that serves the travel needs of Tillamook. Objectives Promote alternatives to ease adverse impacts (congestion, noise, safety) of commercial truck traffic in town. Provide a network of arterials, collectors and local streets that are interconnected, appropriately spaced and reasonably direct. Balance the simultaneous needs to accommodate local traffic an through-travel while incorporating traffic calming provisions. Minimize travel distances and vehicle-miles traveled. Safely, efficiently and economically move motor vehicles, pedestrians, bicyclists, transit, trucks, and trains to and through Tillamook. Encourage development patterns that offer connectivity and mobility options for members of the community. Recognize and balance freight needs with needs for local circulation, safety and access. lmplementation Strategies Circulation and mobility in Tillamook are addressed in several areas of the TSP. The freight system plan identifies several improvements related to truck traffic in the city, in balance with other modes and livability issues. Several street extensions, and pedestrian and bicycle improvements are identified to improve connectivity. Goal 5: Capacity Provide a transportation system that has sufficient capacity to serve the needs of all users. Objectives 1. Enhance capacity at the intersection of Oregon 6 and U.S. 101, and west toward the Hoquarten Slough Bridge. 2. Protect capacity on existing and improved roads to provide acceptable service levels to accommodate anticipated demand. 3. Limit access points on highways and major arterials, and use techniques such as alternative access points when possible to protect existing capacity. 4. Minimize direct access points on to arterial rights-of-way. 5. Update and maintain required access management standards for new development and work toward modifications of existing development to preserve the safe and efficient operation of roadways, consistent with functional classification. implementation Strategies Capacity needs in Tillamook were studied as part of the existing and future conditions analysis. Capacity improvements at the Oregon 6 and U.S. 101 intersection are included in the state roadway section of the TSP, as are access management improvements on U.S. 101 north of downtown. City code has been reviewed to identify potential changes to access management provisions. Goal 6: System Preservation Work to ensure that development does not preclude the construction of identified future transportation improvements, and that development mitigates the transportation impasts it generates when appropriate. bjectives Identify and preserve locations for potential future street connections. Require developers to aid in the development of the transportation system by dedicating or reserving needed rights-of-way, by constructing half or full street improvements and by constructing off-street pedestrian, bicycle and transit facilities when appropriate and needed to serve new development. Consider transportation impacts when making land use decisions, and consider land use impacts (in terms of land use patterns, densities, and designated uses) when making transportation-related decisions. Ensure that development does not preclude the construction of identified future transportation improvements. lmplementation Strategies Several changes to the Tillamook zoning code are recommended to coordinate future development with transportation system needs and to address the potential impacts of development on the transportation system. Goal 7: Accessibility Provide a transportation system that serves the needs of all members of the community for all routes and all available modes of transportation. Objectives 1. Consider the transportation disadvantaged when developing alternatives to meet growing transportation needs. 2. Upgrade existing transportation facilities and work with public transportation providers to provide services that improve access for all users. 3. Develop and maintain travel routes for pedestrians, bicyclists and the physicaIly handicapped. implementation Strategies The TSP has been coordinated with TCTD and includes background information on the existing public transportation system and a description of TCTD's plans for improvements to the system. While no new public transportation facilities are included in the TSP because they are beyond the city's jurisdiction, the many pedestrian, bicycle and trail projects will aid pedestrians, bicyclists and those who use these modes in combination with transit. Goal 8: Public Transportation Work to improve cost-effective and safe public transportation through and within Tillamook. bjectives 1. Work with the TCTD to develop transit systems and stations and related facilities in convenient and appropriate locations that adequately and efficiently serve Tillamook. 2. Work to improve the signage and amenities at transit stops and stations. 3. Work with TCTD to expand transit service as necessary during summer months of peak travel. 4. Provide for the transportation disadvantaged by complying with state and federal regulations and cooperating with the TCTD and other agencies to provide transportation services for the disadvantaged. lmplementation Strategies The TSP has been coordinated with the TCTD and includes background information on the existing public transportation system and a description of TCTD's plans for improvements to the system. While no new public transportation facilities are included in the TSP because they are beyond the city's jurisdiction, the many pedestrian, bicycle and trail projects will aid pedestrians, bicyclists and those who use these modes in combination with transit. Goal 9: Pedestrian and Bicycle Facilities Provide for an interconnected system of pedestrian and bicycle facilities in Tillamook. Objectives Ensure and strengthen the presence of safe, attractive and convenient pedestrian and bicycle access to and circulation in the downtown area. Place priority on sidewalk pavement improvements for the downtown area. Preserve and enhance the U.S. 101 coast bicycle route. Work to develop safe, connected pedestrian and bicycle facilities near schools, residential districts and commercial districts. Develop bicycle lanes or shoulder bikeways on all arterial streets, major collectors and minor collectors. Ensure adequate pedestrian access on all streets in commercial zones. Use unused rights-of-way for greenbelts, walking trails or bike paths where appropriate. Promote multimodal connections where appropriate. Develop safe and convenient pedestrian and bicycle systems that link all land uses, provide connections to transit facilities and provide access to publicly owned land intended for general public use. 10. Support and encourage increased levels of bicycling and walking. Implementation Strategies Many improvements to the pedestrian and bicycle system are included in the TSP, particularly near pedestrian generators, such as downtown and schooIs. Trail improvements are included. Provide a transportation system that balances transportation facilities and services with the need to protect the environment and significant natural features. Objectives 1. Promote a transportation system that encourages energy conservation, in terms of efficiency of the roadway network and the standards developed for street improvements. 2. Encourage use of alternative modes of transportation and encourage development that minimizes reliance on the automobile. 3. Minimize transportation impacts on coastal and inland natural resources. Implementation Strategies Beneficial environmental impacts will result from the connectivity/mobility projects and from pedestrian, bicycle and trail projects that support the use of non-motorized transportation in the city. Potential adverse environmental impacts were considered and identified through the project evaluation process. Where substantial environmental impacts would result from a proposed project, these are noted. Some projects with substantial impacts were eliminated from further consideration in the evaluation process. Goal I I : Transportation Funding Provide reasonable and effective funding mechanisms for city transportation improvements identified in the TSP. Objectives 1. Develop a financing program that establishes transportation priorities and identifies funding mechanisms for implementation. 2. Develop proposed improvements with sufficient detail to qualify for funding of engineering and construction phases. 3. Develop and implement a transportation impact fee program to collect funds from new developments to be used for off-site and on-site transportation improvements. 4. Identify funding opportunities for a range of projects, and coordinate with county, state and federal agencies. 5. Develop improvements that meet applicable local, county, state and federal plans, standards and criteria. Implementation Strategies Section 6 includes the transportation financing plan that addresses this goal. This subsection identifies the transportation improvements and policies that should be implemented in the next 20 years in Tillamook to improve motor vehicle operations, safety, estrian and bicycIe travel. The plan also includes public transportation, rail and water elements. The transportation improvements and policies in this section were included on the basis of the information presented in previous sections of this document, including the analysis of existing and future, forecasted, no-build conditions; the analysis of alternatives and projects; and the selection of a preferred alternative. The transportation system plan is divided into the following plan elements: e State Roadway System Local Roadway System Freight System Pedestrian System Bicycle System Public Transportation Rail System Figure 5-1 shows the locations of the roadway capacity and safety projects incIuded in the TSP. Because not all of the projects are likely to be funded under existing revenue sources, each project is given a priority in terms of years. The priorities are based on the measures of effectiveness and input from stakeholders, including the PAC. An order-of-magnitude cost also is included for most projects. The list of projects does not represent a financially constrained plan. State Roadway System The state roadway network in Tillamook, which consists of U.S. 101, Oregon 6 and Netarts Highway (131), serves both local and tourist traffic. In this subsection, capacity and safety improvements on U.S. 101 are outlined. This subsection also discusses highway segment designations, planning studies, functional classifications and lifeline routes. Capacity Improvements Table 5-1 presents the capacity improvements that are recommended for U.S. 101, Oregon 6 or Netarts Highway (131) in Tillamook. The projects are numbered and shown in Figure 5-1. Figure 5-1 Capacity and Safety Project Locations 11 x 17 front Figure 5-1 Capacity and Safety Project Locations 11 x 17 back TABLE 5-1 Recommended Capacity improvements on State Facilities Project Estimated Number Location and Description Cost 1 Provide grade-separated interchange at Oregon 6 and Wilson River Loor, intersection.' 'D?.'? Lproiect currently under desicln; scheduled for constructidn in 2 Widen Wilson River Bridge at U.S. 101. Includes other capacity improvements outside the city's UGB. (Part of current STIP.) 3 Provide an eastbound right-turn lane at US. 101 and Wilson River Loop intersection (to U.S. 101 southbound) while providing for safe pedestrian and bicycle movements. 4 Install a traffic signal at Netarts Highway (131) (3rd Street) and Stillwell Avenue and provide northbound and southbound left- turn lanes.' 5 Construct a pedestrian island that provides a channelized westbound right-turn at U.S. 101 and Oregon 6 intersection, reconstruct northeast corner, provide downstream lane and widen Hoquarten Slough Bridge. Provide signing that yields vehicles to pedestrians crossing the right-turn lane.' Improve siqnacle at US 101 and Front Street to encouracle trucks to use this existincl alternate route. Install siclnal and related improvements at US 101 and Latimer Road. (Proiect currently under desicln). Construct intersection improvements at US 101 and Long Prairie Road includincl left turn lane. [Proiect currentlv under desicln; scheduled for construction in 2007). Priority (years) 0-5 0-5 0-5 5-10 5-1 0 5-4 0-5 - 0-5 - 1 o+ - Improvements included in other tables. The costs associated with this project should only be counted once. It is noted that any modifications to the signing and traffic control on the state system would have to be approved by the State Traffic Engineer. STlP = Statewide Transportation Improvement Program. UGB = urban growth boundary. Safety lmprovements Table 5-2 presents the safety improvements that are recommended for state facilities in Tillamook. The projects are numbered and shown on Figure 5-1. TABLE 5-2 Recommended Safety Improvements on State Facilities Project Number Location and Description Estimated Priority Cost (years) 1 Construct Interchange at Wilson River Loop and Oregon 6.' (Part of Draft 2004-2007 STIP.) 2 Consolidate driveways near intersection of U.S. 101 and Hadley Road and provide a median barrier to restrict the driveways near the intersection to right-in, right-out. 3 Improve driver awareness (bulb-outs, removal of parking, con- solidate of driveways) at U.S. 101 (Pacific Avenue) and 3rd Street. lmprove signing and striping on the eastbound approach. 4 Improve the pedestrian visibility (by treatments such as improved corner bulb-outs with parking removal) at U.S. 101 (Pacific Avenue and Main Avenue) and 2nd Street. On Main and Pacific Avenues, between I st Street and 5th Street: Add continental-stvie crosswalks at all intersections. On Main and Pacific Avenues, between 1st Street and 5th Street: Add advance stop bars and siqnaqe before pedestrian crossinas. On Main and Pacific Avenues, between 1st Street and 5th Street: Restrict parkinq on upstream side of kev corners (e.q., 2nd and Main) to improve driver-pedestrian visibilitv. On Main and Pacific Avenues, between 1st Street and 5th Street: lmprove liqhtinq at intersections where it is potentially deficient lea., 5th and Maint 5 Signalize Netarts Highway (131) at Stillwell s venue.' 6 Reconstruct westbound approach at U.S. 101 and Oregon 6 (skewed geometry, potential safety issues with confusing operations and create one-way couplet to remove eastbound approach. 2 7 Provide a raised island at Ocean Place and 4th and 3rd Streets for a safe pedestrian refuge with marked crosswalks on every approach. Designate Ocean Place between the Oregon 6 couplet as northbound only. On Main and Pacific Avenues, between 6th Street and 12th Street: Add continental-style crosswalks at all intersections. On Main and Pacific Avenues, between 5th Street and 12th Street: Add advance stop bars and siqnaqe before pedestrian crossinqs. On Main and Pacific Avenues, between 5th Street and 12th Street: Restrict parkinq on upstream side of kev corners fe.q., 2nd and Main) to improve driver-pedestrian visibility. TABLE 5-2 Recommended Safety lmprovements on State Facilities Project Number Location and Description Estimated Priority Cost (years) On Main and Pacific Avenues, between 5th Street and 12th Street: Improve liqhtina at intersections where it is potentially deficient (e.a.. 5th and Main). 8 Provide a gateway along Pacific Avenue at the south end of the city. 9 Realign 12th Street and U.S. 101 (Pacific Avenue). 10 Construct a roundabout at Ocean Place and 4th and 3rd Streets, and realign approaches. Provide advanced signing and striping to provide safe operating conditions. Narrow the sidewalks on Main and Pacific Avenues (between 1' and 5' Streets) bv 2 feet on each side; widen travel lanes to 12 feet each, maintain 8-foot parkinq lanes on both sides, and add combination of traditional and off-set curb extensions. On Main and Pacific Avenues, between 1' Street and 12~ Street: Add combination of traditional and off-set curb extensions to slow traffic, improve pedestrian visibility, and provide opportunities for aesthetic enhancements (e.4.. landscapinq). lmprovements included in other tables. The costs associated with this project should be counted only once. It is noted that any modifications to the signing and traffic control on the state system would have to be approved by the State Traffic Engineer. Access Management Access management improvements to consolidate driveways and provide a median barrier similar to U.S. 101 north of the Wilson River Loop intersection are recommended along U.S. 101, north of Hoquarten Bridge to Wilson River Loop intersection (see Goal 2). Consolidation of driveways should occur with redevelopment. Driveway coi~solidation and median access control is recommended near U.S. 101 and Hadley Road. Also, access management and the need for a local access road system near Suppress Road should be explored in a refinement study. To protect transportation facilities and to provide for safe multimodal transportation in the City of Tillamook, several changes have been proposed to the city's ordinances. A new subsection has been added to the city's Zoning Ordinance, Section 22.1, Subsection 17, Access Management. This section provides for the closing or consolidation of access points and provides access spacing options to create walkable and safe pedestrian crossings. Optional language for shared driveways, vertical clearance and fire access has been included in Section 7. The city's existing Zoning Code, Section 22, Site Development Standards, includes a requirement for completion of a traffic impact study. This existing code and the proposed changes help the city to be in compliance with the TPR. Highway Segment Designation The OHP provides for special designation of certain highway segments to guide future planning and management decisions, and to balance the needs of through traffic with local traffic and development. The designations, which include STAs, commercial centers, and urban business areas, have specific objectives for access management, automobiles, pedestrian and bicycle accommodation, transit amenities and development. Neither the commercial center nor urban business area designations apply to the City of Tillamook. The STA designation does apply, as outlined below. The city staff has expressed interest in pursuing an STA designation on a portion of U.S. 101 in Tillamook to better balance the needs of through traffic with local traffic and economic development. An STA designation, if appropriate, would help the city and ODOT address through traffic needs on U.S. 101 while supporting the city's desire to maintain and enhance the downtown area as an aesthetically appealing destination that functions well for pedestrians and bicyclists and is economically vibrant. The STA designation is a tool developed and supported by the OTC designed to make a downtown district function well when the state highway is also the community's main street. For example, an STA may have special features that result in lower speeds, narrower lane widths and wider sidewalks on the state highway. The STA designation process is currently under review by ODOT. Some designations may require a detailed management plan (as described in OHP Policy lB.ll). Potential STA Benefits Provides greater flexibility for state highway standards, such as highway mobility, street spacing, signal spacing and street treatments. For example, highway mobility standards may allow for more congestion than on other urban highways. Receives ODOT approval up front. Addresses exceptions early in the planning process and in writing. Provides certainty about how the highway will be managed. tential rawback * Criteria and the process are exacting-must be a good fit to the existing city conditions or the city must have future plans that would make it a good fit. 0 It is a new program that has not yet been implemented on a statewide highway, such as U.S. 101 There may be other, easier ways to make the desired changes, including the use of guidelines for downtown areas provided by the 2002 ODOT Highway Design Manual. Review of STA Characteristics Table 5-3 provides a preliminary review of STA characteristics as they relate to Tillamook and indicates that the downtown core area of the city on U.S. 101 already has many of the characteristics. The downtown core area is functioning as if an STA were in place: posted speeds are low, lane widths are relatively narrow, sidewalks are as wide as space allows. An STA designation could help formalize these conditions by putting them in the form of an agreement between ODOT and the city. Based on this and the city's interest in the STA, an STA designation is recommended for this segment of U.S. 101 between at least 1st Street and 9th Street, and possibly as far south as 12th Street (see Table 5-3). As of October 2003, the ODOT staff has recommended an STA designation in Tillamook on U.S. 101 (Main and Pacific Avenues) from 1st Street to 9th Street. The OTC will be asked to approve this designation in November 2003. If the OTC approves the designation at that time, a refinement study for the STA may not be needed. TABLE 5-3 Preliminary Review of STA Characteristics as They Relate to Tillamookl STA Characteristic Is Characteristic Present Today or Likely in Future? Notes Location Must straddle a state highway; any new development to be built off of the highway or only on one side Cannot be located on a freeway or expressway Area has a majority, if not all, of STA attributes, either as existing or planned uses and infrastructure through an adopted plan STA does not apply to entire city Yes Assuming STA was designated in downtown area. Yes U.S. 101 is a statewide highway and not a freeway or expressway. Maybe Issues listed as "maybe" in this table would need to be resolved, such as through future development. Yes Proposed STA area would be in downtown core area, such as 1st Street to 12th Street. Traffic STA located in compact area with local street Yes network to facilitate local auto and pedestrian circulation Traffic speeds are slow, generally 25 mph or Yes less identify strategies for addressing freight and Maybe through traffic including speed, possible signalization, parallet or other routes, actions elsewhere in the corridor esign In STA area, there are mixed uses; buildings are Yes close together Sidewalks have ample width and are adjacent to Yes highway and buildings Public road connections are preferred over Maybe private driveways There is on-street parking or else there are Yes shared parking lots located behind or to side of buildings Development in downtown core area is compact and there is a local street network. Current posted speed on U.S. 101 in the downtown core area is 20 mph. Would need to study options for parallel or alternative routes to assure adequate traffic capacity (see Freight Needs subsection of TSP). The downtown commercial area has mixed uses with buildings close together. Most sidewalks have ample width and are adjacent to the highway and buildings in the downtown commercial area. Access management is a key component of an STA. Some driveway closures might be required in the downtown commercial area. On-street parking is present throughout the downtown core area. The TSP includes plans for a parking study and possible additional off-street parking area. Streets are desiqned for ease of crossina bv Yes Improvements proposed in this plan would TABLE 5-3 Preliminary Review of STA Characteristics as They Relate to Tillamook' STA Characteristic Is Characteristic Present Today or Likely in Future? Notes pedestrians improve pedestrian crossing conditions. 1 This table is based on the STA description in the Oregon Highway Plan. As of May 2003, the STA designation process is under review. STA = special transportation areas TSP = transportation system plan Planning Studies During the TSP process, a number of issues were raised for which resolution is beyond the scope of the TSP. Therefore, additional studies that focus solely on the issues/problems identified are recommended. Funding for these projects should be joint agreements between any related agencies. Table 5-4 presents the recommended planning studies for Tillamook. TABLE 5-4 Recommended Planning Studies Location and Description Priority (years) U.S. 101 Access Management Study 12th Street Railroad Crossing Safety 0-5 STA Management Plan (if needed, depends on ODOT requirements) 0-5 Lumber Mil! Truck Circulation O~tion - 0-5 Trail Development Study. Include Phase 2 of Hoquarten Slough Trail. 5-1 0 STA = special transpofiation area. aintenancel reservation1 The TSP for Tillamook does not recommend specific maintenance, preservation and operations projects. If a roadway is recommended for other roadway improvements, it may be beneficial to include improvements for maintenance needs at that time. However, some of the projects included in Appendix B include maintenance, preservation or operation components that address existing deficiencies. Functional Classifications State Facilities As discussed in Section 2, ODOT has identified the functional classifications of roadways of statewide significance within the Tillamook city limits. No changes to the functional ~Iassifications the state highways U.S. 101, Oregon 6 and Netarts Highway (131) are recommended: U.S. 101 - principal arterial Oregon 6 - minor arterial Netarts Highway (131) - urban/rural major collector Lifeline Routes In the vicinity of Tillamook, several roadways - U.S. 101, Netarts Highway (131), Oregon 6, Latimer Road and Wilson River Loop-are designated as lifeline routes. U.S. 101 (south of Oregon 6), Netarts Highway (131), Latimer Road, Wilson River Loop and Oregon 6 (between U.S. 101 and Wilson River Loop) are designated as Priority 1 lifeline routes, which means they are essential for emergency responses in the first 72 hours after an incident. U.S. 101 (north of Oregon 6) and Oregon 6 (east of Wilson River Loop) are designated as a Priority 2 lifeline routes, which means they are desirable for emergency responses in the first 72 hours after an incident or are routes essential for economic recovery. No changes are recommended to these designations. Local Roadway System This subsection summarizes the recommended functional classifications for local roads in Tillamook to meet transportation system needs in the 20-year planning horizon. The recommendations in this section were based on input from the PAC, City of Tillamook staff, Tillarnook County staff, and the inventory of existing conditions. Coordination between ODOT, the City of Tillamook and Tillamook County will be necessary to implement the functional classification modifications listed in this section. Associated design standards are discussed in the next subsection. The recommended functional classifications for the City of Tillamook are shown in Figure 5-2. In addition to the recommendations listed in this section, the City of Tillamook, Tillamook County and ODOT should continue to review roadway functional classifications throughout the 20-year horizon and make changes as necessary based on ADT volumes, changes in use or development, pedestrian/bicycle usage, the surrounding road network, speed and access control. The proper classification of each roadway is important to help determine the appropriate traffic control, design standards, pedestrian and bicycle facilities, and access to adjacent properties for a roadway segment. The following are the functional classification definitions for Tillamook: Arterial Roadways. The primary function of an arterial roadway is to provide mobility. Therefore, arterials typically carry higher traffic volumes and allow higher travel speeds while providing limited access to adjacent properties. Collector Roadways. The function of a collector roadway is to collect traffic from local streets and provide connections to arterial roadways. Generally, collectors operate with moderate speeds and provide more access in comparison to arterials. Local Roadways. The primary function of a local roadway is to provide access to local traffic and route users to collector roadways. Generally, local roadways operate with low speeds, provide limited mobility, and carry low traffic volumes compared with other roadway classifications. Figure 5-2 Functional Roadway Classification 8.5 x 11 PDW031320016 DOC Arterials East of U.S. 101 to the city's UGB, the City of TiIlamook and Tillamook County should consider classifying 3rd Street as an arterial. This recommendation is based on the relatively high ADT volumes, relatively high truck volumes, and multimodal use (that is, bicyclists, pedestrians and transit). An arterial functional ~Iassification is not recommended for any other roads under city or county jurisdiction. U.S. 101 (Main Street and Pacific Avenue) and Oregon 6 (1st Street and 3rd Street) will continue to function as the city's main streets. These streets are under ODOT jurisdiction and should continue to be classified as arterials as described above. The TSP aims to balance these dual functions through specific project and policies, including streetscape and pedestrian projects and potential STA designation. Collectors As shown in Table 5-5, the following roadway facilities should be classified as collectors: TABLE 5-5 City of Tillamook Roadway Classification System Road Segment Agency Jurisdiction OlsenITrask River Road Tillamook River Road Wilson River Loop 12th Street Marolf Loop McCormick Loop Brookfield Avenue Evergreen Drive Goodspeed Road Makinster Road Stillwell Avenue Alder Lane Evergreen Drive I st Street 2nd Street Ash Avenue Front Street Miller Avenue 4th Street 10th Street I lth Street Ocean Place Cedar Avenue Birch Avenue Oregon 6 to 3rd Street City limits to 12th Street US. 101 to city limits, Oregon 6 to 3rd Street Stillwell Avenue to Marolf Loop Entire Length 3rd Street to city limits Entire Length North of Oregon 6 U.S. 101 to city Limits U.S. 101 to city Limits Front Street to 12th Street Evergreen Drive to DogwoodlCypress Street 12th Street to 3rd Street Birch Avenue to U.S. 101 Ash Avenue and Birch Avenue 2nd Street to 4th Street Cedar Avenue to U.S. 101 3rd Street to 12th Street Ash Avenue to Miller Avenue U.S. 101 to Miller Avenue Stillwell Avenue to Miller Avenue 4th Street to Oregon 6 Front Street to 1st Street 1st Street to 3rd Street Tillamook County Tillamook County Tillamook County Tillamook County and City of Tillamook Tillamook County Tillamook County Tillamook County, City of Tillamook, and Private Tillamook County Tillamook County Tillamook County City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook City of Tillamook Citv of Tillamook ODOT currently classifies Williams Avenue as a coIlector. Based on a review of existing and future conditions, ODOT should consider re-classifying Williams Avenue as a local street. Williams Avenue is a very low volume road in a residential grid network and is misrepresented on ODOT mapping. On the ODOT mapping Williams Avenue is shown as extending from 3rd Street to 12th Street, when it actually only is between Alder Lane and Hawthorne Lane. Any new roads or extensions that are constructed within the City of Tillamook, as listed in Table 5-6, should be classified based upon the ADT and usage by pedestrians, bicycles, and trucks. Many of the proposed extensions are expected to carry through traffic in addition to local traffic, which would likely lead to a collector functional classification. Local All city roadway facilities not listed above are recommended to be classified as local roads. Roadway Design Standards City and County Facilities Roadway design standards were developed for each functional classification for city facilities. Each functional classification requires different design standards based on the operating conditions (volumes, access management, speeds) and users (bicyclists, pedestrians, motorists) of the roadway. The design standards are not intended to require the city to update and retrofit current roadways to new standards, but should be applied during future development. See Figures 5-3,5-3A and 5-4 for proposed roadway standards on arterial, collector and local roadways. Urban Growth Management Agreement City standards generally apply to county roadways in the city limits and within the UGB. Tillamook County and the seven incorporated cities in the county (including Tillamook) have adopted Urban Growth Management Agreements (UGMAs) with each other. The purpose of the agreements is to provide for coordination of services in the city-county mutual interest area, defined as lands that are outside of the city limits, but within the city's UGB. By definition, these lands are determined to be necessary and suitable for future urban development. The UGMA requires that the city and county coordinate with each other regarding ma@- improvement projects, county road vacations, extensions of city services and annexations. The UGMA also recommends that the city and county consider the possibility of deveIoping a common set of road, street and storm drainage standards to be used in the mutual interest area. State Facilities Roadway design standards were not developed for state facilities. Applicable standards on state roads are provided in the ODOT Design Manual. Figure 5-3 Roadway Cross-Sections 8% x 11 Figure 5-3A Roadway Cross-Sections 8 l/2 x 11 Figure 5-4 Roadway Cross-Sections 8Y2 x 11 Capacity lmprovements Table 5-6 presents the capacity and widening improvements that are recommended for local facilities in Tillamook. The projects are numbered and shown in Figure 5-1. Many of the road extensions are dependent on development. If development occurs, then agreements with the developers should be required to construct these extensions. TABLE 5-6 Capacity and Widening lmprovements on Local Facilities Project Estimated Priority Number Location and Description Cost (years) 1 Extend 12th Street to McCormick Loop $1,500,000 0-5 2 Extend Williams Avenue south to 12th Street $275,000 0-5 3 Extend Meadow Avenue to 12th Street 4 Extend Beech Street to Marolf Loop 5 Extend Hawthorne Lane between Meadow and Williams Avenues $1,100,000 5-10 6 Designate Spruce Avenue as a public road and remove the $1 50,000 5-1 0 barriers at Apple and Beech Streets. Connect Spruce to Cypress to complete roadway grid system 7 9th Street, cul-de-sac one side of the park and add parking on the $100,000 5-1 0 other side 8 Extend Filbert Street to Marolf Loop $225,000 1 O+ Safety lmprovements Table 5-7 presents the safety improvements that are recommended for local facilities in Tillamook. The projects are numbered and shown in Figure 5-1. TABLE 5-7 Recommended Safety lmprovements on Local Facilities 1 Upgrade 12th Street railroad crossing with safety measures, such as $250,000 0-5 gate and flashing lights. First step would be study by ODOT rail. 2 On Ocean Place at 4th and 3rd Streets provide a raised island for a safe $200,000 0-5 pedestrian refuge with marked crosswalks on every approach. Desig- nate Ocean Place between the Oregon 6 couplet as northbound only.' 3 12th Street and Tillamook River Road-relocate stop bar to provide $5,000 0-5 better sight distance 4 Redesign the intersection at Alder Lane and Dogwood and Cypress $100,000 5-10 Streets to remove the parking area (or revise to not interfere with intersection operations), provide all-way, stop-controlled intersection. Provide shoulder along eastside of intersection for pedestrians and revise crosswalk locations. PDW031320016 DOC TABLE 5-7 Recommended Safety lmprovements on Local Facilities Project Estimated Priority Number Location and Description Cost (years) 5 Construct a roundabout on Ocean Place at 4th and 3rd Streets, and $750,000 10+ realign the approaches. Provide advanced signing and striping to provide safe operating conditions.' Improvements are included in other tables. The costs associated with this project should be counted only once. ODOT = Oregon Department of Transportation. Parking lmprovements Table 5-8 presents the parking improvements that are recommended for Tillamook. TABLE 5-8 Parking lmprovements Project Number Location and Description Estimated Priority Cost (years) 1 Provide signing along US. 101 to off-street lots off U.S. 101 Set aside more on-street parkinq area reserved for RVs Allow em~lovees park in City parkina lots on east and west sides of Ivv, iust south of 2@ Street. Change parallel parkinq to anale parkinq in specified locations alonq 2"4 Street, Ivy Avenue, and Laurel Avenue. Provide resident permit parkinq by allowinq residents to park overniqht and/or for lonqer periods durinq the day alonq Laurel Avenue between 3'4 Street and 5m Street. Explore opportunities to share parkinq with businesses that either use their parking areas more in the eveninq or on weekends, or that have surplus parkina areas. Simplify parkinq requlations bv establishinq a 2-hour time limit throuqhout town. Consider allowinq RVs to park overniqht in the (new, as of November 2005) Safeway parkinq lot. Acquire property immediately east of Stillwell Avenue to expand employee and visitor parking. Construct parkinq structure. Options include buildinq a deck or larqer parkinq structure on current city parkinq lots, and buildinq a structured parkinq area on south side of 1% street west of Ivy Avenue, lookinq for ooportunities to team with others as property is redeveloped. Construction of one or more surface parkinq areas on parcels currently vacant, for use by visitors andlor empiovees. Reintroduce parkinq meters. $5,000 $5,000 NIA - $10,000 N/A - NIA - $10,000 N/A rn determined determined $80,000 (per 1,000 square feet) $45,000 $5cwQo Freight System As part of the TSP process, City of Tillamook and Tillamook County staffs identified the need and desire to minimize the impacts of local and through freight truck traffic and large recreational vehicles in the City of Tillamook downtown commercial area and in residential neighborhoods in the city. Subsequent to the TSP, a refinement plan was conducted that included a study of options to reduce the adverse impact of trucks downtown. Most of these recommendations have been included elsewhere in the TSP. The following steps are recommended, in cooperation with the Tillamook Lumber Mill, to reduce the number of truck trips in downtown Tillamook. In cooperation with ODOT, develop a new 3rd Street access that can be used for all trucks, both entering and exit in^ (requires relocation of ODOT maintenance building). Make site and circulation changes (for example, improve roads, rearranpe log stacks) to allow the existing 10th Street access and proposed 3rd Street access to be used as either entrance or exit for all trucks. Redesign rail spur onsite and/or work with Port of Tillamook Bay (POTB) rail to minimize traffic stoppage on 3rd Street due to rail switchinp. Once the above improvements are complete, encourage drivers to use the mill entrance/exit that minimizes truck travel through downtown Tillamook. In cooperation with Averill Trucking, develop a satellite location for Averill Trucking operations on or near the Tillamook Lumber Mill site to reduce the number of trips through downtown. A further detailed evaluation of the above steps is recommended (as noted in Table 5-4 of this TSP). Pedestrian and Bicycle Systems Table 5-9 displays the recommended pedestrian facility improvements along existing streets and roads in Tillamook for the next 20 years. Each of these projects is shown in Figure 5-5. If the project is only a pedestrian or bicycle project, it is denoted with a "P" or "B", respectively. If the project is a pedestrian and a bicycle project, then it is denoted with a "PB". TABLE 5-9 Pedestrian and Bicycle System Improvements Project Project Number Type Location and Description Estimated Priority Cost (years) Downtown sidewalk constructionlreplacement from Hoquarten Slough to 4th Street. Includes bulb-outs at 2nd, 3rd and 4th Streets. This is Phase 1 of the transportation enhancement project. Construct sidewalk on 12th Street, east of the high school to Marolf Loop, repave from Miller Avenue to Marolf Loop. Provide adequate width along 12th Stree,t from high school to Marolf Loop for shared roadway designation. Provide adequate bike lane width and sidewalk and repave Alder Lane between Evergreen Drive and the CypresslDogwood intersection' Develop Phase 1 of the Hoquarten Slough Trail along the south side of Hoquarten Slough for approximately 1,000 feet. Connect parks along the slough and proposed Stillwell Avenue bike route. This is a current project of the Tillamook County estuary organization. From 1st Street to 5th Street: Add new landscapinq where space allows (combination of street trees, sidewalk planter boxes, etc.). From 1st Street to 5th Street: Add pedestrian scale liqhtinq to improve pedestrian safetv and downtown aesthetics. Include options for hanqinq banners. planters, etc. From 1st Street to 5th Street: ReconstrucVre~air existinq sidewalks to make ADA-compatible (curb ramps), improve aesthetics, and allow for new landscapinq opportunities. From 1st Street !o 5th Street: Reduce siqn clutter by consolidatinq existinq public siqns (hiqhwav siqns, local street siqns, and information siqns). From 1st Street to 5th Street: Work with propertv owners to improve storefronts and business siqnaqe to improve aesthetics, create coordinated imaqe, and reduce tunnel effect of existinq signaqe. Improve visual appeal to drivers and encouraqe them to slow down (improve safety) and stop (support businesses) in Tillamook. Create trail plan to assess roadway connectivity and off-street trails projects. Include the development of Hoquarten Slough Trail Phase 2. Construct bike lanes and sidewalk on 3rd Street, east of Evergreen Drive to Trask River Road, repave roadway from Nestucca Avenue to the city UGB. Provide marked crosswalks near the Tillamook County Fairgrounds with pedestrian area warning signs. Restripe crosswalks near Wilson Elementary1 Goodspeed Park area on 3rd Street. Retrofit ramps along 3rd Street to ADA compliance near Goodspeed Park and Wilson School. ' $450,000 $1,400,000 $740,000 $100,000 $1 75,000 $1,760,000 $60,000 (per block, both sldes) $1 c,ooo N/A w $50,000 $2,850,000 TABLE 5-9 Pedestrian and Bicycle System Improvements Project Project Estimated Priority Number Type Location and Description Cost (years) Provide bike route from Evergreen Drive to Trask River Bridge. Eastbound: Enter city on 3rd Street, south onto Ash Avenue, east on 4th Street, north on Ocean Place, east on 3rd Street. Would require bike lanes on 3rd Street to Ash Avenue, to shared roadway on Ash Avenue, 4th Street and Ocean Place. Westbound: On 3rd Street from Evergreen Drive, north on Ocean Place, west on Oregon 6 (1st Street), cross U.S. 101, south on Birch Avenue, west on 2nd Street, south on Ash Avenue, west on 3rd Street. Provide bike lanes on 3rd Street and Oregon 6. All other roads are shared roadway designation. Bike lanes on Oregon 6 can be provided with striping modifications. Bike lanes on 3rd Street west of Ash Avenue will require removal of parking on one side of road. Requires advanced signing on US. 101 and 3rd Street. Complete sidewalk on 3rd Street, west of Ash venue.' Create a bicycle bypass in downtown area along Stillwell Avenue, create bike lane connections with U.S. 101 along Front Street and I lth Street. Provide advanced signing. Remove parking on one side of road to provide bike lanes. Coordinate with Hoquarten Slough Trail. Might require undercrossing with U.S. 101 at Front Street. Additional study required. Complete sidewalk system on Stillwell Avenue, Front to 1st Streets and 11th to 12th Streets. Construct ADA ramps along Stillwell Avenue near Liberty Elementary School (7th and 8th Street crossings). Restripe crosswalks along Stillwell s venue.' Downtown sidewalk constructionlreplacement from 4th to 12th Street. Includes bulb-outs at 9th and I lth Streets. This is Phase 2 for the transportation enhancement project. Construct sidewalk and bike lanes on Evergreen Drive. Repave road with asphalt.' Provide ADA-compliant ramps along Miller Avenue. Provide painted crosswalks along Miller Avenue Construct ADA-compliant ramps along 10th Street. (Currently ramps exist only at Stillwell Avenue and U.S. 101 intersections) Provide bicycle parking in downtown Tillamook. Benches, drinking fountains, trash receptacles, and informational signage or historical kiosks are recommended Provide bicycle parking at sport fields on Alder Lane Provide bicycle parking at Tillamook County Fairgrounds Provide bicycle parking at TCTD, 2nd and Laurel Avenue, transit center Provide bicycle parking at hospital Provide bicycle parking at Goodspeed Park TABLE 5-9 Pedestrian and Bicycle System Improvements Project Project Estimated Priority Number Type Location and Description Cost (years) 19 B Provide bicycle parking at 9th Street Park $1,000 5-10 20 B Provide bicycle parking at Carnahan Park $1,000 5-10 P From 5th Street to 12th Street: Add new landscapinq where space $320,000 5-10 - allows (combination of street trees, sidewalk planter boxes, etc.). P From 5th Street to 12th Street: Add pedestrian scale liqhtinq to - $3.255.000 5-10 improve pedestrian safety and downtown aesthetics. Include options for hanqinq banners, planters, etc. P From 5th Street to 12th Street: ReconstrucUrepair existinq - $60.000 (~er 5-10 sidewalks to make ADA-compatible (curb ramps), improve block, both aesthetics, and allow for new landscapinq opportunities. sldes) P From 5th Street to 12th Street: Reduce siqn clutter by - $10,000 5-10 consolidatinq existinu public siqns (hiqhway signs, local street sisns, and information signs). P From 5th Street to 12th Street: Work with property owners to - - N/A 5-10 improve storefronts and business siqnaqe to improve aesthetics, create coordinated imaqe, and reduce tunnel effect of existinq siqnaqe. Improve visual appeal to drivers and encouraqe them to slow down (improve safety) and stop (support businesses) in Tiilamook. 2 1 PB Provide adequate shoulder on Brookfield Avenue. Road may need $220,000 10+ to be acquired by city.' 22 PB Provide adequate shoulder on McCormick Loop for shared $250,000 10+ roadway designation, repave road at south end. 23 PB Provide adequate shoulder on Marolf Loop for shared roadway $250,000 10+ designation, repave road, add sidewalk. ' 24 P Construct sidewalk along 4th Street from Nestucca to Miller $60,000 10+ Avenues. Contingent on development. 25 P Provide sidewalk on north side of I lth Street between Stillwell $130,000 10+ Avenue and U.S. 101, retrofit south side sidewalk, overlay roadway between Stillwell and Miller Avenues Project is a joint pedestrianlbicycle improvement and appears on Table 5-1 1, as well The cost should be accounted for in one table only. ADA = Americans with Disabilities Act. TCTD = Tillamook County Transportation District. UGB = urban growth boundary. The cost associated with the sidewalk improvements is for both sides of the road. It is expected that with limited funds, the sidewalk projects may be phased over time and begin with construction sidewalk on one side only. This would reduce costs dramatically because right-of-way impacts could be significantly or altogether avoided. Pedestrian System Improvements The Tillamook pedestrian system can be characterized as comprehensive in some areas of the city and lacking in some areas east of the downtown. Gaps in pedestrian connectivity exist in the residential areas. Also, the high number of private accesses and conflict opportunities are barriers to continuous, connected pedestrian facilities in certain areas of Tillamook. ADA compliance also is an important component of the Tillamook TSP. Sidewalks Existing sidewalk is generally located in all areas except in the east area of the city. Including Evergreen Drive, roads to the east either provide a narrow shoulder or have no pedestrian facilities. Sidewalk condition varies, with most areas exhibiting old, cracked sidewalk. In newer areas of the city, where development has occurred recently, the sidewalk is in good condition. This is noticeable in the commercial area along U.S. 101 to the north. In most areas, the sidewalk does not comply with ADA ramping and width requirements. Figure 5-5 Pedestrian and Bicycle Improvements 11 x 17 front Figure 5-5 Pedestrian and Bicycle Improvements 11 x 17 back To provide a network of safe and connected facilities that will promote a balanced transportation system, sidewalk improvements have been identified. Particular focus is placed on increasing pedestrian safety by installing new sidewalks in areas frequently used by pedestrians. Where sidewalks do not exist and where it is not feasible to build them, shoulder widening is recommended. Crosswalks To assist pedestrians in crossing busy roadways and improve pedestrian safety, marked crosswalks and pedestrian warning signage should be installed at several locations: near Tillamook schools, the hospital, Tillamook County Fairgrounds, any parks and along U.S. 101. Pedestrian Standards and Policies To enhance pedestrian safety, circulation and connectivity, and to comply with the TPR, several changes have been proposed to the Zoning Ordinance in Tillamook. Much of the pending language for inclusion in the Zoning Ordinance that supports pedestrian safety and circulation (such as access management and access spacing) has been recommended for adoption. The proposed code changes also address pedestrian access, requiring construction of pathways when street connections are not feasible. The new street cross sections, recom- mended for adoption into the city's Design Standards and Details document, reflect new street design standards, which require sidewalks along all new arterials and collectors as well as providing for either a sidewalk or a 5-foot-wide shoulder along new local streets. Optional planting strips can serve to buffer pedestrians from automobile traffic. These new standards and policies encourage pedestrian trips because they facilitate safe, direct and convenient access to local destinations. See Section 7 for detailed information on recommended amendments to the city's ordinances. edestrian System Plan Pedestrian activity in Tillamook is concentrated in the downtown area, the residential areas east and west of downtown, and the commercial area north of downtown. The focus of the pedestrian system element of the TSP is to improve connections in the community and ance pedestrian access to Tillamook's recreational features. Providing a connected network of pedestrian facilities in Tillamook is important to: e Serve shorter pedestrian trips from neighborhoods to area recreational and activity centers, such as schools Provide access to public transit 0 Meet residents' and visitors' recreational needs Provide circulation in the downtown area To meet specific goals and objectives identified in this TSP, the city will encourage walking as a means of transportation by addressing the following: Connectivity. The city will work to develop a connected network of pedestrian facilities. Connected networks are important to provide continuity between communities and to improve safety. Safety. The city will work to provide a secure walking environment. For residents to use the pedestrian system, it must be perceived as safe. Design. The city can ensure pedestrian-oriented design by adopting policies and development standards that integrate pedestrian scale, facilities, access and circulation into the design of residential, commercial and industrial projects. The pedestrian system plan identifies system and facility improvements that will contribute to a safe and well-connected pedestrian environment. The system will promote walking as a viable transportation mode and address needs of the transportation disadvantaged. Figure 5-6 shows the pedestrian system on the city's arterial and collector system. (A pedestrian facility inventory on local streets was beyond the scope of the TSP.) Bicycle System Improvements The Oregon Coast Bike Route passes through Tillamook along U.S. 101 and uses marked bike lanes or shoulders that are 3 feet wide or wider and are marked with signage. The remainder of the Tillamook bicycle system generally consists of either shared roadways (particularly on local roads) or shoulder bikeways and are characterized by good pavement condition. Aside from the Oregon Coast Bike Route, most bikeways are not marked with bicycle signage. The bicycle system lacks facilities in Tillamook. The current designated roads, such as Alder Lane, are characterized by low visibility pavement markings, small travel width and a multitude of various vehicles types that can cause barriers or hazards for bicyclists. Bikeways and Trails To promote safe and convenient bicycle links between commercial, recreational and other land uses, improvements to the bicycle system have been identified. Further, to better enhance the downtown area and connect bicycle traffic with parks and the designated icycle routes, a bicycle trail along the south side of IHoquarten Slough has been identified as a high priority project. This project is being studied by the Tillamook County estuary organization. To further enhance the trail system, a study that examines opportunities to develop trails east and north of the city should be conducted. Signage To promote safety and awareness of bicyclists where they share facilities with pedestrian and vehicular traffic, designation signage is recommended along U.S. 101, Oregon 6 and Netarts Highway (131). Bicycle Parking To comply with the standards stated in the OBPP, bicycle parking will be installed at community activity centers, such as the transit center, various schools and parks in Tillamook, the Tillamook County Fairgrounds, downtown area and hospital. Refer to Table 5-10 for the list of bicycle parking locations. Figure 5-6 Pedestrian System Plan 11 x 17 front Figure 5-6 Pedestrian System Plan 11 x 17 back Bicycle Standards and Policies To enhance bicycle safety, circulation and connectivity, and to comply with the TPR, several changes have been proposed to the city's Zoning Ordinance. Recommendations have been made to include bicycle parking standards in the Zoning Ordinance and to adopt new street cross sections. The new street cross sections, recommended for adoption into the city's Design Standards and Details documents, reflect new design standards, which require bike- ways on arterials and provide options for their construction on collector streets constructed in the city. The proposed changes also address bicycle access and circulation, requiring construction of multi-use pathways when street connections are not feasible. These new standards and policies encourage bicycle trips because they facilitate direct, safe and con- venient access to local destinations. See Section 7 for detailed information on recommended amendments to the city's ordinances. Bicycle System Plan Bicycle travel offers commuters, children and others an important option for transportation and is a transportation choice for people who do not own vehicles. Cycling is also an important recreational option, especially in scenic areas of Oregon such as Tillamook. This bicycle system element of the TSP establishes a network of bicycle lanes and routes throughout Tillamook, to connect trip generators and provide a safe, interconnected bicycle system. While all roadways and streets can be used as bikeways, designated routes along bicycle streets and roads and/or separated bicycle lanes on busy streets can improve safety as well as increase bicycle use. Figure 5-7 illustrates the bicycle plan for Tillamook. It includes shared roadways, shoulder bikeways, bicycle lanes, and designated bike routes. Table 5-10 describes Tillamook's designated bicycle routes and labels them as city or state facilities. Projects to improve the bicycle system are listed with the pedestrian system improvements in Table 5-9. TABLE 5-10 Tillamook Designated Bicycle Routes U.S. 101 North city limits Oregon 6 OD07 U.S. 101 12th Street South city limits ODOT Stillwell Avenue Front Street Oregon 6 First Street Birch Avenue 2nd Street Front Street 12th Street City Stillwell Avenue U.S. 101 City East city limits U.S. 101 ODOT U.S. 101 Birch Avenue City I st Street 2nd Street City Birch Avenue Ash Avenue City Ash Avenue 2nd Street 4th Street City Netarts Highway (I 31 ) (3rd Street) Ash Avenue West city limits ODOT 4th Street Ash Avenue Ocean Place City Ocean Place 4th Street Oregon 6 City 3rd Street Ocean Place McCormick Loop CityICounty TABLE 5-1 0 Tillamook Designated Bicycle Routes Bike Facility Name Between Management 12th Street Miller Avenue Marolf Loop CityICounty Miller Avenue Evergreen Drive Alder Lane I lth Street 3rd Street 12th Street City 3rd Street 12th Street City Evergreen Drive Dogwood Street City Stillwell Avenue Miller Avenue City Marolf Loop 3rd Street 12th Street CityICounty McCormick Loop 3rd Street South city limits CitylCounty ODOT = Oregon Department of Transportation. Public Transportation The TCTD currently operates public transportation services both in Tillamook, and between Tillamook and surrounding communities. In Tillamook, the addition of transit amenities at transit stops should be considered, including covered benches, bus pullouts, signage and concrete landing pads. These amenities would make the system more visible to potential users and possibly attract new riders. Also, all transit stops should be accessible to all potential riders per ADA standards. TCTD has outlined opportunities to improve public transportation services on a county level, including the following items: Provide annual incremental route expansion Provide park-and-ride services at the TCTD's building headquarters. This is a planned facility included in the Phase 2 construction of the TCTD's new headquarters building. It is expected that the park-and-ride will provide 25 stalls. Two STIP projects were awarded to TCTD for the new bus facilities (STIP #I2484 and #12089). Improve connections with other transit service providers. Currently, connections between transit service providers, including Sunset Empire, Greyhound, Pacific Transit and Oregon Coachways are not available or not well coordinated. Provide transit pull-outs on state and county facilities Enlarge transit shelters. This is a current proposal to the Tillamook City Council. It includes expansion of the transit center on 2nd Street and Laurel Avenue, and adds additional shelters at stops where there are none. Provide additional services at the 2nd Street and Laurel Avenue transit center stop. Includes providing restrooms, customer service station and bike racks. Advertise and promote TCTD services Coordinate TCTD, ODOT and Tillamook County efforts to explore the need for implementing TDM measures, such as carpooling and vanpooling in the county. Figure 5-7 Bicycle System Plan 11 x 17 front PDXi031320016 DOC Figure 5-7 Bicycle System Plan 11 x 17 back Expand services to these communities: Manzanita, Bayside Gardens, Nehalem, Wheeler, Oceanside, and Pacific City. Form a citizen advisory committee to develop a public transportation program. Rail System The existing rail line owned and operated by the Port of Tillamook Bay serves the Tillamook Lumber Company and the port. There are two existing at-grade crossings along this line, which are located at 3rd Street (flashing lights and automatic gate) and 12th Street (signage only). The existing rail line currently is being upgraded to a Class I1 rail facility. When the rail facility is upgraded and train speeds increase in Tillamook, safety improvements at the 12th Street crossing should become a high priority. The existing rail line in Tillamook is part of a countywide rail system. On a county level, the following rail issues have been identified and should be addressed: Identify and prioritize improvements on railroad bridges throughout the county to ensure the system is able to function throughout the 20-year design horizon. Explore opportunities to expand tourist rail services throughout the county and in the City of Tillamook. Consider improvements at the Latimer Road railroad crossing as necessary to accommodate increased truck traffic. Upgrade the existing railroad tracks from Tillamook to Blimp Boulevard. This improvement is currently underway. Expand the ability of the system to transport rock from local quarries and wood chips. To transport these products along the existing rail lines, the Port of Tillamook Bay would need to acquire new cars to carry rock and chips. Improve marketing of the Port of Tillamook Bay, including improving the appearance (road improvements) and infrastructure (storm drainage, rail line) of the port.