TRANSPORTATION 
SYSTEM PLAN 
City of Hubbard 
This project  is partially funded  by a grant  (Transportation Growth Management  Grant Agreement  No. 
16189) from  the  Transportation and  Growth Management  Program,  a joint  program  of  the  Oregon 
Department of Transportation and the Oregon Department of Land Conservation and Development.  The 
TGM  grant  is  funded  with  federal  Intermodal  Surface  Transportation  Eflciency  Act  and  local 
government funds. 
The contents of  this document do not necessarily reflect  the views or policies  of the State  of  Oregon. 
ACKNOWLEDGMENTS 
The  Hubbard  Transportation  System  Plan  was  developed  with  the  assistance  of  a 
Transportation Advisory Committee.  The following persons are acknowledged for their 
contributions to the project: 
Trans~ortation Advisory Committee 
Hildred Huyssoon, City Council 
Frances Raymond, Planning Commission 
Ken Yoder, Interested Citizen and Hubbard Rural Fire Department 
Mike Mooney, Interested Citizen 
Dusty Yoder and Russ Peterson, Hubbard Fire District No. 1 
Mike Louie, Marion County Public Works 
Dan Fricke, Oregon Department of Transportation 
D. J. Heffernan, Oregon Department of Transportation 
Larry Ksionzyk, Department of Land Conservation and Development 
City Staff 
Vickie Nogle, Recorder 
Jamie Estrada, Public Works 
Mark Fancey, Planner 
This document was prepared by: 
Mid-Willamette Valley Council of Governments 
105 High St. SE 
Salem, Oregon 97301 
Hubbard Transportation System Plan 
Adopted June 29,  1999 
EXECUTIVE SUMMARY 
This document describes and implements a plan to provide an economical, safe, accessible, 
and  multi-modal  transportation  system for  the  community  of  Hubbard,  Oregon.  The 
Transportation  System  Plan  (TSP)  satisfies  state  transportation  planning  requirements 
under the Oregon Transportation Planning Rule (TPR).  The TPR, adopted in  1991, and 
amended in  1995, implements Statewide Planning Goal  12, to provide and  encourage a 
safe, convenient and economic transportation system. 
The  Hubbard  TSP  was  developed  by  a  Transportation  Advisory  Committee  (TAC) 
composed of interested  citizens,  elected and  appointed city  officials, and  transportation 
planning specialists from state agencies and Marion County.  Public involvement and inter- 
jurisdictional coordination occurred during all phases of TSP  development and adoption. 
The TSP was developed in six steps:  (1) Review existing plans,  policies, standards, and 
laws;  (2)  Inventory the  existing  transportation system;  (3)  Identify current  and  hture 
transportation needs; (4) Develop and evaluate alternatives; (5) Produce a draft TSP; and 
(6) Review, revise, and adopt the TSP. 
The review of  existing plans,  policies,  standards, and  law included the  Transportation 
Planning  Rule  (OAR  660-012),  Hubbard  Comprehensive  Plan,  Hubbard  Development 
Code, Woodburn TSP, Marion County Rural TSP, various regional transportation plans 
and  studies, and the Oregon Transportation Plan and  supporting Oregon Department of 
Transportation (ODOT) modal plans. 
The plan developed background information about the community which included a brief 
history  of  the  city,  overview  of  natural  and  cultural  resources,  existing  and  hture 
population,  existing and  fbture land  uses  and  housing,  existing  and  hture employment 
patterns and local economy, and information about transportation patterns in  1990.  After 
area dedicated for use as public right-of-ways is removed, land area inside the UGB is 363 
acres.  The city, and its transportation system, is segmented by  the north-south trending 
railroad, Highway 99E, and Mill Creek.  Hubbard was the  10~  of the  19 cities in 
Marion County in  1990.  Estimated population in  1998 was 2,210 and  Marion County 
projected that 3,105 people will reside in the city by 2020. 
In general, Hubbard's  natural and  cultural resources,  or  natural hazards  and  limitations 
present slight to moderate development limitations to the transportation system.  The most 
common soil poses moderate development  limitations to  streets and  roads  due to  high 
seasonal water tables, slow permeability, and low stability; and poor storm water drainage 
was  identified by  the city  as a  concern.  Numerous  structures with  potential historical 
significance exist in the older central city, but  more information about these resources is 
needed.  Most natural resources and hazards/limitations are located along Mill  and Little 
Bear Creeks and are:  steeper slopes, soils with severe development limitations, floodplain, 
and riparian and wetland areas.  Species threatened or endangered with extinction are not 
known to exist in Hubbard, but would be most likely to occur near the creeks.  Hubbard 
Hubbard Transportation System Plan  ii 
Adopted June 29, 1999 
Mineral Springs is located  along Mill Creek in the northwest part  of the city.  Hubbard's 
community  centers were identified and the lack  of parks located  east of Hwy.  99E,  no 
schools inside the UGB,  the post  office  on  G  Street,  and  the market  and  bank  at the 
intersection of D and Hwy. 99E had important transportation-related effects. 
The  1999 Comprehensive  Plan  indicated the  following future distribution  of land  uses: 
48% residential,  27% industrial,  18% commercial, and 7% publiclserni-public.  The city 
anticipates that 307 new dwelling units will be needed by 2020.  Most undeveloped land is 
located around the periphery of the community with the largest areas located in the north 
and southeast parts of the community.  Hubbard  designated  a commercial center located 
west of Hwy. 99E in the approximate center of the city and continues to support industrial 
development in southeast Hubbard. 
In  1990, the Hubbard  workforce  was  823  people  and  they  worked  mainly in the  retail 
trade  and  manufacture  of  durable  and  non-durable  goods  industries.  The  largest 
employers employed between  100 and 249 people and were located  in the south part  of 
the city.  Most of the workforce traveled alone to work in an automobile (80%) and about 
67% of the workforce had a commute time between 30 and 60 minutes. 
The TSP was composed  of roadway,  rail freight and rail passenger,  bikeway, pedestrian, 
and  public  transportation  elements.  Each  element  included  a  discussion  of  TPR 
requirements;  definitions of facilities and  services; recommended  standards  for  facilities 
and services; inventories of the type and condition of facilities and  services; existing and 
fkture needs; and plans, maps, and policies. 
The main points  in the roadway  facility plan were to:  (1) Subdivide arterial  hnctional 
classification into major and minor categories; (2) Identify maintenance of existing streets 
with poor to fair pavement conditions as top priority; (3) Extend existing arteriaVcollector 
streets and construct  new collector  streets to develop a street network that protects and 
improves local and regional travel options; (4) Look for access management opportunities 
along  Hwy.  99  to  improve  safety,  reduce  congestion,  and  promote  inter-business 
circulation; (5) Apply to ODOT to open J Street at-grade crossing of railroad and improve 
intersection with Hwy. 99E; (6) Add continuous left turn lane to Hwy. 99E north of signal 
and make other capacitylsafety improvements as needed;  (7) Improve intersection safety 
along 3rd St.; (8) Realign the intersection of D St. and Hwy. 99E; (9)  Add a truck route; 
(10) Revise street design standards; and (1 1) Update goals and policies. 
The main points of the rail freight and rail passenger plan were:  apply to ODOT to open 
the  closed  J  St.  at-grade  crossing  and  make  the  other  needed  safety  and  capacity 
improvements to the street  and key intersections;  evaluate  local travel to and from the 
post  office for daily mail  pick up to assess the traffic  impact  on the  protected  at-grade 
crossings,  work with  ODOT and railroad  on measures to mitigate the sound and  visual 
impacts of rail traffic; and update goals and policies. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
iii 
The main points of the bikeway plan were:  include bikelanes when the major  and minor 
arterials, 5& St., A St. and parts of G St. are improved; require new collectors and arterials 
to include bikelanes; designate other bikeway facilities for remaining collector streets, plan 
for  a  multi-use  path  along  Mill  Creek  with  potential  connections  to  Woodburn  or N. 
Marion Schools; plan for bikelanes along existing roads to N. Marion Schools; and update 
goals and policies. 
The main features of the pedestrian facilities plan were to meet Hubbard's  sidewalk needs 
by prioritizing construction  of new  sidewalks, and improvement  of existing sidewalks, to 
arterial  and  collector  streets,  the  Commercial  Center,  and  Riveness  Park.  Goals  and 
policies were also reviewed and revised. 
The public transportation  plan identified the following projects:  two bus  pull-outs  along 
Hwy.  99E in  the  north  and  south  parts  of town;  a  safe  and  convenient  transit  stop  at 
Riveness Park; two park-and-ride  facilities located  in  Commercial  Center  and  industrial 
area;  and  updated  goals  and  policies.  The  transit  facility  at  Riveness  Park  will  be 
coordinated with the North Marion County  Service,  a new public transportation  service 
provided by "Wheels"  that began operating in Hubbard in the spring of 1999.  The public 
transportation  element  included  a  detailed  inventory  of  the  existing  services  and 
connections in Hubbard and Woodburn. 
The TSP concludes with a schedule and cost estimate for the proposed  improvements  in 
the each element of the transportation plan, and potential knding mechanisms available at 
the local, state, and federal level.  Projects are prioritized and scheduled over 0-5 year, 5- 
10 year,  and  10-20 year  intervals.  The Plan  identified $10,235,104 of projects  on  city, 
County, and ODOT facilities during the next 20 years. 
TSP appendixes include definitions and acronyms used in the document; public input and 
TAC meeting  minutes;  a  detailed  inventory  of  streets,  sidewalks,  and  existing  accesses 
along  Hwy.  99E;  a  review  of required,  transportation-related  land  use  regulations  and 
recommended  changes  to  Hubbard  code;  street  design  standard  drawings,  and  written 
review comments. 
The TSP was implemented by a review  and coordination process that included city staff, 
Marion  County,  ODOT,  and  the  Department  of Land  Development  and  Conservation. 
The Hubbard  Development  Code was  reviewed  for  consistency  with  the  standards  set 
forth in the TSP and  was revised  to implement the TSP.  The TSP and  code revisions 
were reviewed by the Hubbard Planning Commission and City Council in work sessions in 
June and adopted by resolution on June 29,  1999. 
Hubbard Transportation System Plan  iv 
Adopted June 29, 1999 
TABLE OF CONTENTS 
INTRODUCTION 
Overview of Transportation System Plans 
Public Involvement and Interagency Coordination 
Development and Evaluation of Transportation Alternatives 
BACKGROUND INFORMATION 
Hubbard 
Existing and Future Population 
Existing and Future Land Uses and Housing 
Existing and Future Employment and Economic Development 
Existing Information About Hubbard Transportation Patterns 
Natural and Cultural Resources 
Review and Evaluation of Existing Plans, Policies, Standards, & Laws 
TRANSPORTATION SYSTEM PLAN 
Street Network 
Rail Freight and Rail Passenger Transportation 
Bike Transportation 
Pedestrian Transportation 
Public Transportation 
Air, Water, Pipeline Transportation 
IMPLEMENTATION OF TRANSPORTATION SYSTEM PLAN 
Summary of Recommended Improvements 
Review & Coordination 
Adoption Process 
Implementing Ordinances 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Financing & Capital Improvement Program 
REFERENCES 
APPENDICES 
Appendix A:  Definitions and Acronyms 
Appendix B:  Transportation Planning Survey and TAC Meeting Minutes 
Appendix C:  Inventory of Existing Transportation System 
Auuendix C1:  Inventory of Existing Street, Sidewalk, and Bikeway Conditions 
Appendix C2:  North Pacific Highway 99E Access Inventory Summary 
Appendix D:  Review of Land Use Regulations Related to the Transportation System 
Appendix D-1 Street Design Standard Drawings 
Appendix F:  TSP Checklist and Written Review Comments 
LIST OF TABLES 
TABLE 1.  SELECTED INFORMATION FROM 1990 CENSUS 
TABLE 2.  1999 COMPREHENSIVE LAND USE PLAN DESIGNATIONS 
TABLE 3.  COMPARISON OF WORKFORCE TRAVEL MODES 
TABLE 4.  COMPARISON OF WORKFORCE TRAVEL TIME 
TABLE 5.  POTENTIAL RARE, THREATENED, OR ENDANGERED SPECIES IN THE HUBBARD 
AREA  26 
TABLE 6.  SOIL LIMITATIONS FOR ROAD DEVELOPMENT  27 
TABLE 7.  HUBBARD COMMUNITY CENTERS AND OTHER FEATURES  3 1 
TABLE 8.  REVIEWED PLANS, DOCUMENTS, AND STANDARDS  33 
TABLE 9.  COUNTY RURAL ROAD DESIGN STANDARDS  36 
TABLE 10. 
TABLE 1 1. 
TABLE 12. 
TABLE 13. 
TABLE 14. 
TABLE 15. 
TABLE 16. 
TABLE 17. 
TABLE 18. 
TABLE 19. 
TABLE 20. 
TABLE 2 1. 
TABLE 22. 
TABLE 23. 
TABLE 24. 
SPACING RECOMMENDATIONS FOR NEW ACCESSES ONTO COUNTY ROADS 
FUNCTIONAL CLASSIFICATION OF HUBBARD ROADWAYS 
EXISTING STREET STANDARDS 
EXISTING STREET NETWORK:  ALLOCATION BY FUNCTIONAL CLASS 
SUMMARY OF EXISTING ARTERIAL AND COLLECTOR STREETS 
LOS AT SELECTED HUBBARD INTERSECTIONS 
HUBBARD CRASHES:  1988-1997 
HUBBARD CRASH STATISTICS:  1988-97 
CULVERTS AND OTHER STRUCTURES 
FUTURE POPULATION, TRAFFIC VOLUME, AND LOS 
SUMMARY OF NEW STREETS & OTHER FACILITIES 
STREET DESIGN STANDARDS 
DAILY TRAFFIC COUNTS:  AT-GRADE CROSSINGS IN HUBBARD 
EXISTING BTKEWAY FACILITIES 
BIKEWAY NEEDS AND RECOMMENDATIONS 
Hubbard Transportation System Plan  vi 
Adopted June 29, 1999 
TABLE 25.  PRIORITIZED SIDEWALK IMPROVMENTS  100 
TABLE 26.  PUBLIC TRANSPORTATION SERVICES IN AND NEAR HUBBARD  108 
TABLE 27.  TRANSPORTATION SYSTEM PLAN RECOMMENDATIONS:  SCHEDULE AND 
BUDGET  118 
TABLE 28.  FUNCTIONAL CLASS CRITERIA  13 1 
TABLE 29.  LEVEL OF SERVICE CRITERIA  132 
TABLE 30.  HWY. 99E ACCESS INVENTORY  173 
LIST OF FIGURES 
Figure 1. Integrated Transportation Planning  3 
Figure 2.  North Marion County Map  5 
Figure 3.  Map Of Hubbard In 1878  7 
Figure 4.  Inventory Of Existing Land Uses In 1998  11 
Figure 5.  Hubbard Comprehensive Land Use Plan, 1999  14 
Figure 6.  Distribution Of Workforce By Industry  16 
Figure 7.  Distribution Of Workforce By Occupation  17 
Figure 8.  Vacant Lands And Larger Employers In Hubbard  20 
Figure 9.  Hubbard Topographic Map  23 
Figure 10.  National Wetland Inventory (NWI) Map For Hubbard  25 
Figure 1 1. Flood Hazards In Hubbard  29 
Figure 12.  Street Network:  Existing Functional Classification, Roadway Condition, & Existing Traffic 
Volume  47 
Figure 13. Historic And Projected Trac  Volumes On Hwy. 99E  50 
Figure 14.  Crash Location Map  53 
Figure 15.  Annual Total Crash Numbers  And Traffic Volume  56 
Figure 16. Roadway Network And Rail Plan  77 
Figure 17.  Bikeway Plan  93 
Figure 18. Pedestrian Facility Plan  101 
Figure 19. Public Transportation Plan  115 
Figure 20.  Location Map Of Accesses Along Highway 99E  175 
Figure 21.  Crash Distribution By Time Of Day  177 
Figure 22.  Crash Distribution By Day Of Week  178 
Figure 23.  Crash Distribution By Month  179 
Figure 24.  Typical Pavement Deterioration Pattern  180 
Hubbard Transportation System Plan  vii 
Adopted June 29, 1999 
INTRODUCTION 
Overview of Transportation System Plans 
This document presents the Transportation System Plan (TSP) for Hubbard, Oregon. The 
purpose of a TSP is to identi& a system of transportation facilities and services that will 
provide for local transportation needs and meet state and federal transportation planning 
requirements.  A successf%l plan will contribute to an efficient travel ini?astructure,  clean 
air,  multiple  travel  options,  and  economical  and  timely  travel  for  the  community  of 
Hubbard.  Explanations of terms and acronyms commonly used in transportation planning 
are included in Appendix A. 
Transportation System Plans are required by federal and state legislation.  The Intermodal 
Surface  Transportation  Efficiency  Act  (ISTEA),  passed  by  Congress  in  1991,  was 
replaced  by  the  Transportation Equity  Act  for  the  21"  Century  (TEA-21).  TEA-21 
increased federal fbnding for surface transportation, and  continued  most of the planning 
requirements  and  projects  established  by  ISTEA  (ODOT,  1999).  Oregon  passed  the 
Transportation Planning Rule  (TPR) (OAR  660 Division  12) in  1991 and  revised  it  in 
1995.  The TPR guides regional and local transportation planning for Land Conservation 
and Development Commission (LCDC) Goal 12 - Transportation. 
The  State's  TSP  consists  of  the  Oregon  Transportation  Plan,  adopted  in  1992,  and 
supporting modalltopic and facility plans: 
Aviation System, 
BicyclePedestrian, 
Highway, 
Public Transportation, 
Rail Freight, 
Rail Passenger 
Transportation Safety Action, and 
Willamette Valley Strategy. 
The  TPR  also  requires  that  counties,  cities,  and  metropolitan  planning  organizations 
@PO'S)  prepare TSPYs  are consistent with state plans and other relevant plans. 
The  TPR  establishes  different  requirements  for  TSPs  depending  on  the  population, 
transportation needs, and location of each jurisdiction.  Hubbard is required to include the 
following components in its TSP: 
A road plan for a network of arterial and collector streets; 
A public transportation plan; 
A bicycle and pedestrian plan; 
An air, rail, water, and pipeline plan; 
Policies and land use regulations implementing the plan; and 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Financing program. 
A checklist, detailing the requirements for the Hubbard's TSP is included in Appendix F. 
The Hubbard TSP was coordinated with the Marion County Rural Transportation System 
Plan (RTSP), the Marion and Polk Counties Regional Transportation Enhancement Plan, 
and the Oregon Transportation Plan.  Hubbard also reviewed the Woodburn TSP because 
the cities are located within one mile of each other, and share facilities and certain issues. 
The key achievements of the Hubbard TSP are: 
Public and interagency involvement; 
Plan's internal consistency and consistency with state and regional plans; 
Network of streets; 
Transportation accessibility; 
Safety; 
Safe and convenient walking and bicycling; 
Minimizing adverse economic, social, environmental (ESEE) consequences; 
Intermodal linkage and passenger services coordination; 
Minimizing conflicts between modes; 
Fundable plan; and 
Implementing ordinances. 
A determination was also made regarding the TSP requirements and the Clean Air Act. 
Ambient air quality is monitored by the Oregon Department of Environmental Quality 
(DEQ) by a statewide air quality surveillance network.  Air Pollution Index (API) values, 
based on the monitoring information, are calculated for Portland, Salem, Eugene, 
Medford, and Bend.  The monitoring station closest to Hubbard is located in Salem.  This 
station continuously monitors for carbon monoxide, ozone, and particulate levels.  Lead 
samples have also been obtained in Salem.  Ambient air quality is related to the amount 
and types of discharged pollutants and meteorological events (DEQ, 1994). 
Available data from the Salem station indicates that  air quality is generally good (DEQ, 
1996).  DEQ monitoring records indicate that  air  quality  standards in  Salem were  not 
exceeded  for  ozone,  fine  particulate  matter,  or  lead;  but  were  exceeded  for  carbon 
monoxide twice, in 1991 and 1993. Presently, there is no air quality data for the Hubbard, 
and  the city  is  assumed  to be  in  conformance with  air  quality standards,  therefore the 
requirement to demonstrate compliance with the Clean Air  Act  in  the TSP has not been 
triggered. 
Due  to  its  size  (<25,000  people)  and  location  (not  part  of  a  Metropolitan  Planning 
Organization area), Hubbard is not required to include a Transportation System Demand and 
Management Element in their TSP,  Hubbard is supportive of public transportation services 
and  facilities  (rideshare  facilities  and  regional  demand  management programs)  that  would 
reduce commuter traffic and promote carpooling programs at large employers. 
Hubbard Transportation System Plan  2 
Adopted June 29, 1999 
Public Involvement and Interagency Coordination 
The  Hubbard  TSP  was  developed  cooperatively  with  a  Transportation  Advisory 
Committee (TAC) made up  of city staff, appointed  and  elected  city  officials, interested 
citizens,  Oregon  Department  of  Transportation  (ODOT),  and  Department  of  Land 
Conservation  and  Development  @LCD)  representatives  (Appendix  B).  Interagency 
coordination included review of other transportation planning  documents and  these are 
shown in Figure  1.  The TAC met about every other month during some phases of the 
process and two Open Houses were held  in order to solicit public input.  TAC meeting 
minutes  and  information  summaries of  Open Houses  are  included  in  Appendix B.  A 
survey (Appendix B) was also distributed to Hubbard residents with their August,  1998, 
water  bill to gain additional insight into the community's  concerns and  goals regarding 
transportation issues. 
I  SYSTEM PLAN 
HUBBARD TRANSPORTATION 
I  ModeITopic Plans 
Aviation 
BicyclePedestrian 
Highway 
Public Transportation 
Rail Freight 
Rail Passenger 
Transportation Safety 
Action 
Willarnette Valley Strategy 
Oregon 
Transportation Plan 
Figure 1.  Integrated Transportation Planning 
(adapted from ODOT, 1998) 
Statewide 
Transportation 
Improvement 
Program 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Development and Evaluation of Transportation Alternatives 
Hubbard is a small community with a relatively simple transportation system.  Two simple 
alternatives  were  considered  in  developing  the plan  for  each  system  element:  (1) no- 
action, and (2) system improvement. 
No-Action Alternative 
This  alternative  envisioned  no  changes  to  existing  transportation  goals  and  policies, 
roadway functional classification, and roadway design standards.  Local roads would be 
built  as  development  occurs  and  the  existing  ordinances  and  standards  would  apply. 
Roadway  maintenance  and  improvement  projects  would  occur  as  needed  in  the 
community.  Bikeway,  walkway,  and  public  transportation  needs  would  be  guided  by 
existing language in the Comprehensive Plans and City Code. 
System Improvement Alternative 
The system improvement  alternative  envisioned meeting transportation  system needs by 
formulating an overall plan to implement as growth and funding allows.  This alternative 
included long-term  incremental improvements and expansion of all facets of the existing 
system.  Hubbard would  coordinate with Woodburn, when  possible,  on some elements, 
e.g.  public  transportation,  consistent  fhctional classification and  design  standards  for 
streets. 
The choice between these  alternatives used  Hubbard's  existing transportation  goal as a 
criteria.: "Which  alternative will best  provide for and encourage a  safe, convenient,  and 
economic transportation system for the community?" 
The no-action  alternative was deemed  unacceptable  because it  failed to provide  a  safe, 
convenient,  and  economic  transportation  system.  Hubbard,  and  the Willamette  Valley, 
will  grow  substantially  during  the  next  twenty  years  and  a  piecemeal  approach  to 
transportation system planning and expansion will not result in the integrated network the 
community needs.  It is crucial the Hubbard  develop collector and minor arterial  routes 
that provide  alternatives for local and cross-town traffic,  and  alternatives to Hwy. 99E. 
Access management and other actions are needed to improve conditions on Hwy. 99E and 
will  require  coordination  with  ODOT.  Minimizing  conflict  between  the  railroad  and 
adjacent land uses and  other transportation modes will  also be better  accommodated by 
the system improvement alternative. 
The system improvement alternative developed for each element was based on: 
Background information, 
TAC members' familiarity with the current transportation system, 
Results of the public survey, 
Funding limitations, and 
Minimum requirements established by the TPR. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Legend: 
1-Closest 1-5 interchanges  2-  Possible interchange at Buttevillle Rd*  3-Possible interchange at 
Broadacres Rd.*  4-  Crosby Road  5-New bridge over Pudding R.  6-At-grade RR crossing closest to 
Hubbard 
*These overpasses have been suggested for  consideration as new interchanges in previous 
transportation planning projects. 
Hubbard Transportation System Plan 
Adopted June 79, 1999 
BACKGROUND INFORMATION 
Hubbard 
Hubbard is located in the north central part of the Willamette Valley, a broad lowland area 
lying between the Coast Range and Cascade Mountains in western Oregon.  The majority 
of  Oregon  population  (70%)  and  industry  is  clustered  into  this  region  of  the  state. 
Population estimates (1998) indicated that about 2,210 people reside in Hubbard and the 
community  grew  by  an  estimated  17  percent  between  1990 and  1997  (PSU,  1998). 
Hubbard was ranked  loh of 19 cities in Marion County in terms of population.  Hubbard 
lies less than one mile north of Woodburn, the third-largest city in the County.  Hubbard is 
located about 20 miles north of Salem, the largest  city in  Marion County and the  state 
capitol (126,635  people),  and  28  miles  south  of  Portland,  the  largest  city  in  Oregon 
(509,610 people). (Figure 2). 
Hubbard is one of the many small towns in the Willamette Valley that sprang up along the 
railroads built in the late 1860s and  1870s.  The city is named after Charles Hubbard who 
donated 10 acres of his Donation Land Claim to the Oregon-California Railroad in  1871 
for a train station and townsite.  The first platted streets ran parallel and perpendicular to 
the railroad.  The east side of the city was near the Oregon City and Salem Road (Figure 
3).  Hubbard was incorporated in  189 1. 
The surrounding diverse and  productive agriculture has been the traditional mainstay of 
Hubbard's  economy.  Berries, walnuts, filberts, apples, pears,  prunes,  cherries, produce, 
grain, hay, hops, grass seed, and nursery stock have all been grown on the area's  fertile 
soils.  The Hubbard Mineral  Springs were developed as a health spa and picnic area that 
prospered into the 1950s. Hubbard has had a small commercial core in the center of town 
along Hwy. 99E and the railroad, and  an industrial area in  the  southeast portion of the 
city. 
Hubbard Transportation System Plan  6 
Adopted June 29, 1999 
Figure 3.  Map of Hubbard in 1878 
Hubbard Transportation System Plan  7 
Adopted June 29, 1999 
The major highway  and railroad transportation facilities running through  the Willamette 
Valley are located  next  to,  or near,  Hubbard  (Figure  2).  The Union  Pacific  Railroad, 
originally  the  Oregon  and  California  Railroad  (Figure  3),  runs  through  the  center  of 
Hubbard.  State Highway  99E, oriented  northeast-southwest,  lies in  the eastern third  of 
Hubbard.  Hubbard's nearest neighbors on this original down-valley route are Woodburn, 
located  0.8 mile  to the  south,  and  Aurora,  located  3.3  miles  to  the  north  (Figure  2). 
Salem, Canby,  Oregon City,  and Portland  are  also  located  on this  highway.  Interstate 
Freeway  5  (1-5)  is  located  1.5  miles  west  of  Hubbard  and  the  Burlington  Northern 
Railroad  lies  1.2 miles west  of 1-5.  From Hubbard,  the  closest  accesses to  1-5 are  in 
Woodburn  (4  miles  distance)  and  west  of Aurora  (7 miles  distance).  Broadacres  and 
Whiskey Hill Roads, once directly linked by J Street in Hubbard, form the longest,  most 
direct, east-west route through Hubbard.  Broadacres Road crosses both railroads and the 
freeway and  connects to St. Paul  and Newberg,  via Highway  219.  Whiskey Hill Road 
crosses the Pudding River (about 2.25 miles east of Hubbard),  enters Clackamas County 
and connects to State Highway 2 13 north of Molalla. 
The railroad  and  Hwy. 99E  cut  Hubbard  into  three  sections  and  limit  east-west  travel 
through the community relative to north-south travel.  Mill Creek on the west edge of the 
city provides another barrier oriented parallel to the railroad and highway. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Existing and Future Population 
Existing Population 
Census information (1990) is used to characterize the population of Hubbard and compare 
it to the neighboring city of Woodburn and Marion County.  The census data is ten years 
old, but is the only demographic information available for Hubbard. 
TABLE 1.  SELECTED INFORMATION FROM 1990 CENSUS 
74% of total housin  60% of total 
Population  1,838 
(1% of county) 
Renter Occupied Units 
People Living in Group Quarters - 
(dormitories, nursing homes, correctional 
facilities, shelters, etc.) 
or High School  1  (21% of city pop.)  I  (18% of city pop.)  I  (19% of total county 
13,404 
(6% of county) 
155 
10 
Median Family Income 
Median Gross Rent 
Enrollment in Elementary 
228,483 
(cities & rural areas) 
(1% of city pop.) 
1,524 
489 
$26,809 
$4 12 
386 
Enrollment in College 
30,984 
11,251 
(4% of city pop.) 
People over 60 years of age 
Work Force Older than 16 Years 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
(5% of population) 
$25,389 
$402 
2,407 
6 5 
(4% of city pop.) 
Non-white Race Population 
Hispanic Origin Population 
$31,415 
$40 1 
42,793 
259 
(14% of city pop.) 
823 
(45% of city pop.) 
5 16 
(4% of city pop.) 
In 1990, about 1 percent of the total Marion County population lived in Hubbard and the 
closest urban area, Woodburn, was 7 times larger than Hubbard.  Average household size 
was 2.9 people which was similar to the Woodburn and Marion County size.  A smaller 
percentage of the Hubbard population lived in group quarters (1 percent) when compared 
to Woodburn (4 percent) and Marion County (5 percent).  The median family income in 
Hubbard  ($26,809) was  lower than  the  County,  but  higher  than  Woodburn.  Hubbard 
273 
(15% of city pop.) 
353 
(19% of city pop.) 
14,918 
(7% of total county 
population) 
4,033 
(30% of city pop.) 
4,698 
(35% of city pop.) 
41,787 
(18% of county pop.) 
99,670 
(44% of total county 
2,763 
(21% of city pop.) 
4,226 
(32% of city pop.) 
population) 
19,363 
(8% of county pop.) 
17,447 
(8% of county pop.) 
ranked  1 l* of 19 when comparing median family income to other urban areas in Marion 
County.  About  21  percent  of the  Hubbard  population  is  enrolled  in  public  or private 
elementary and high schools, which is similar to the situation in Woodburn and the whole 
county.  The percent  of the population in Hubbard  60 years and  older is  14% which  is 
lower than the County (18 percent) much lower than Woodburn (30 percent).  About 45 
percent  of Hubbard  is  in  the  workforce  and  this  percent  is  similar  to  the  County  (44 
percent)  but  less  than  Woodburn  (35  percent).  The  communities  of  Hubbard  and 
Woodburn are culturally and racially more diverse than Marion County.  About  115  and 
113 of the people living in Hubbard and Woodburn, respectively, are of Hispanic origin. 
Population Forecast 
The city recently updated the urbanization  element of the Hubbard Comprehensive Plan 
(updated January  12, 1999).  The urbanization element addressed economic development, 
housing, and urbanization; and began by developing population projections and land needs 
for a 20-year  period.  This information was consulted  for population  projections for the 
20-year  planning  period  covered  in  the TSP.  The  city  is  required  to  coordinate  with 
Marion County on population projection.  The County used an average annual growth rate 
of 1.5 percent for Hubbard which translates into a city population  of 3,105 in 2020.  This 
represents an increase of 1,267 people when compared to the 1990 census population, and 
895 people when compared to the 1997 population estimate. 
Existing and Future Land Uses and Housing 
Existing Land Uses and Housing 
In 1998, the city began an evaluation of the current comprehensive land use plan with an 
inventory  of existing land uses.  After  area  dedicated  for use  as public  right-of-ways  is 
removed,  land area inside Hubbard city limits is 307 acres and land area inside the Urban 
Growth Boundary is 363 acres.  Figure 4 shows that the four most prevalent current land 
uses  inside  the  Hubbard  UGB  were  single-family  residential  (36%),  vacant  (17%), 
industrial (l2%), and agricultural (12%). 
Hubbard Transportation System Plan  10 
Adopted June 29, 1999 
The  1990 Census indicated that Hubbard  had  a total  of 635 housing  units  and  most  of 
these  were  two  and  three  bedroom  homes.  About  70  percent  of  the  homes  were 
constructed  in  the  1970s and  1980s.  From  1989 through  1997 the  following  housing 
permits were issued in Hubbard:  single-family-43, duplex- 1, and multifamily-4.  The 1998 
land use inventory identified the following numbers of housing types and densities: 
Low-density residential:  405  units on 92.7 acres for  an average density of 4.4 units 
per acre, 
Medium-density  residential:  83 units on 9.9 acres for an average density of 9.4 units 
per acres, 
High-density residential:  208 units on 26.21 acres for an average density of 7.9 units 
per acre, and * 
Commercial with residential:  66 units on 12.2 acres for an average density of 5.4 units 
per acre. 
The distribution  of housing  types  did  not  meet  the recommended  housing  mix  of 75% -  .. 
single family and 25% multifamily. 
Multifamily 2% 
Public 
Park  \  / 2%  Miscellaneous 
nufactured Housing 
7% 
Commercial 
8% 
Agricultural 
12% 
Figure 4.  Inventory of Existing Land Uses in 1998 
Future Land Uses and Housing 
The city used the land use inventory, the previous comprehensive land use plan (Hubbard, 
1977), current and  recommended  housing mixes,  and population  projections  to estimate 
urban land needs during the 1997-2020 planning interval and adopt a new comprehensive 
land  use  plan  to  meet  these  needs.  The  comprehensive  land  use  plan  designated  six 
Hubbard Transportation System Plan  11 
Adopted June 29, 1999 
categories  of land  use  inside  the Hubbard  UGB  and  the  distribution  is  summarized  in 
Table 2 and shown in Figure 5. 
TABLE 2.  1999 COMPREHENSIVE LAND USE PLAN DESIGNATIONS 
Zoning Category  Acres  I  Percent of UGB  I 
Low Density Residential 
Medium Density Residential 
High Densitv Residential 
I  INDUSTRIAL I  100.32 1  2 7 
TOTAL RESIDENTIAL 
COMMERCIAL 
The maximum  dwelling units  per  gross acre for  each  type  of residential  category is  as 
follows: 
Low density- 6, 
Medium density- 8, and 
High density- 12. 
Commercial use includes all  activities of a commercial  nature  and  industrial  use includes 
manufacturing,  warehousing, and wholesaling  activities, but  limits manufacturing  to light 
industrial types. 
119.68 
29.3 7 
26.58 
Based on population  projections and people per household  in the 1990 Census (2.92), the 
city will need  307  dwelling units by  2020.  Following the recommended  mix of housing 
types and minimum lot size, 230  units  on 37  acres need  to be  single-family residential, 
and 77  units on 12.4  acres  need to be multifamily residential.  Hubbard calculated that it 
had  adequate  land  to  meet  single-family  housing  needs,  but  not  enough  land  to  meet 
multifamily  housing  needs.  To  address  this  need  the  city  will  require  new  residential 
developments to reserve 20 percent  of the lots for duplexes.  The city also rezoned some 
lands  in  northeast  and  southeast  Hubbard  from  single-family  residential  (manufactured 
housing parks) to medium and high density residential. 
3 3 
8 
7 
175.63 
64.2 
About  55.43  acres  of vacant  land  designated  for low-density  residential  use  is  located 
within the UGB (Figure 5).  This land  is mainly located in  northwest Hubbard.  Another 
large property, also located in northwest Hubbard and currently reserved for a school, may 
become  available  for  low-density  residential  use.  About  2.82  acres  of  vacant  lands 
designated  for  medium-  and  high-density  residential  use  are located  in  east  and  central 
Hubbard. 
4 8 
18 
Commercial  and  industrial  land  needs  were  evaluated  based  on  population  projections, 
zoning,  and  land  availability.  Land  needed  for  commercial  use  was  estimated  to be  a 
minimum of 8.1  acres.  Land needed for industrial use was estimated to be a minimum of 
35.8  acres.  About 7.1 acres of vacant commercial land is located inside the UGB, almost 
meeting  the  city's  anticipated  needs,  but  only  24.51  acres  of vacant  industrial  land  is 
located inside the UGB, leaving the city with a deficit of at least 11.3 acres.  The city plans 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
on  exploring  options  outside  the  UGB  to  meet  the  need  for  industrial  land  and  has 
identified land adjacent to the existing industrial lands in the southern portion of the city 
(north of Schmidt Lane between the railroad and Hwy. 99E).  The city designated the area 
between A and G Streets and Highway 99E and 3"  Street as a commercial center (Figure 
5). 
Lands for public use are estimated to fall short of the need by at least 9  acres.  There are 
no lands available for parks inside the UGB at this time and the city designated the flood- 
prone, steeper lands adjacent to Mill Creek as public use to maintain their current hnction 
as part  of the  public  storm drain  system  and  natural riparian  corridor.  Hubbard  also 
recognizes a need  to distribute parks  and  open  space throughout  the  city  and  plans to 
develop parks on the east side of Hwy. 99E. 
Hubbard Transportation System Plan  13 
Adopted June 29, 1999 

The city also updated land use policies in each zoning category and those policies relevant 
to the TSP are listed below: 
Residential 
1.1.  Multi-family units should be located close to shopping facilities and arterial 
or collector streets and interspersed with single-family residential when 
new subdivisions are developed 
Commercial 
The 99E business area should be coordinated development that will add to 
the charm and beauty of the city.  Highway 99E is the first thing a visitor 
see when entering the city, so businesses along 99E should reflect the 
character of the community. 
Corridor or strip commercial development shall be discouraged. 
Cluster type development at major intersections and a commercial center 
between "A" and "G" Streets and Highway 99E and 3rd Street will be 
encouraged. 
Commercial centers should be oriented toward pedestrian users, with 
adequate off-street parking provided. 
A mix of commercial activities with accessory or second-story uses is 
encouraged between Hwy. 99E and the railroad right-of-way 
The mixing of uses in the commercial area will provide a means of access 
to transportation, housing, ands shopping to those persons who need to 
locate near the various facilities. 
The city encourages the continuation of business within the city limits 
along the Hwy. 99E corridor.  In planning for a commercial core, the city 
may be able to create secondary access or internal circulation between the 
businesses.  The effect will widen the area east and west, hopefidly, and 
eliminate some of the negative impacts of strip development 
The city supports maintaining existing businesses and encouraging a variety 
of new business activities to locate in the city. 
Industrial 
3.1.  Continue the development of an Industrial Park adequately served by city 
services and highway access as a way to increase and broaden employment 
opportunities for area residents and service-related activities. 
3.2.  Explore the potential for an urban growth boundary expansion to increase 
the land for industrial development. 
Public and semi-public 
4.1.  Encourage the development of Mineral Springs as a County or State Park 
4.2.  Make an effort to secure a grade school within the city limits of Hubbard. 
4.3.  Require adequate park, open space and right-of-way in residential and 
commercial development with increased emphasis on land east of Highway 
99E. 
4.4.  Encourage the preservation of a Mill Creek corridor to maintain the buffer 
along the creek, to allow an area for storm water management, and 
maintain the benefits of the vegetative riparian habitat. 
Hubbard Transportation System Plan  15 
Adopted June 29, 1999 
Existing and Future Employment and Economic Development 
Existing Employment Patterns and Businesses 
In  1990, Hubbard  had  a  total  work  force  of  823  people  employed  in  many  types  of 
industries  (Figure  6).  The  top  three  industries  were  (1)  Retail  Trade,  19%;  (2) 
Manufacturing  durable  goods,  17%;  (3)  Manufacturing  non-durable  goods,  10%. 
Educational  services,  other  services,  wholesale  trade,  and  agricultural/fishing/forestry, 
each  employed  7%  of  the  workforce.  The  distribution  of the  Hubbard  workforce by 
industry  is  similar  to  the  Marion  County  and  Woodburn  workforce.  Hubbard  has 
proportionally  more workers in  the  manufacture  of durable  and  non-durable  goods, and 
proportionally  fewer  workers  in  health  services  and  public  administration,  than  Marion 
Figure 6. Distribution of Workforce by Industry 
A- Agriculture, Forestry, Farming; B-Mining; C- Construction; D- Manufacturing non-durable goods, E- 
Manufacturing durable goods; F- Transportation; G- Cormnunications & Public Utilities; H- Wholesale Trade; I- 
Retail Trade: J- Finance. K- Insurance. Real Estate: Business & Repair Services, L- Personal Services, M- 
Entertainment, Recreational, Professional; N- Health Services; 0-  Services; P- Other Services; Q- Public 
Administration 
When comparing the distribution of the  Hubbard workforce by occupation to Woodburn 
and Marion County (Figure 7), the following differences emerge: 
Percent of Hubbard workforce employed as operators, fabricators, and laborers is 
almost double that of the County, and 
Percent of Hubbard workforce employed as professional, technical, sales, and 
administrative support is less than the County. 
Hubbard is fairly similar to Woodburn except that Woodburn has proportionally more of 
its workforce in the farming, forestry, and fishing occupations. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Figure 7.  Distribution of Workforce by Occupation 
Hubbard's  economy  has  been  based  on  the  surrounding  agricultural production of the 
valley, but in the 1980's and  1990's the city's industrial base increased.  An industrial park 
located  in  southeast Hubbard  is  served  by  water,  sewer,  and  storm  drain  systems.  A 
review  of the  1993-94 Oregon  Index  of  Manufacturing Industries listed  the  following 
manufacturing industries with Hubbard addresses: 
B P Industries, miscellaneous wood products company; 
Black Gold, Inc., fertilizer mixing company employing < 20 people; 
Granpa's Country Meats, meat packing plant employing <20 people; 
Kreigsco Mfg., wood partitions and fixtures company employing <20 people; 
J.R. Muesling Co., industrial machinery company employing <20 people; 
Needy Brick & Tile, plastic pipe company employing <20 people; 
Nordic Enterprises, men's and boy's clothing company employing 100 to 249 people; 
Reconnex, phone services company, 100 people; 
SkookumRopemaster, Inc., fabricated metal hardware company employing 20 to 49 
people; 
Ulven Forging, Inc., iron and steel forging company employing <20 people; 
Voget Meats. Inc., meat packing plant employing <20 people; and 
Wolf Steel Foundry, Inc., steel foundry company employing <20 people. 
Most  industries  employed  0  to  19  people,  except  Nordic  Enterprises,  Inc.;  which 
employed  100  to  249  people;  Reconnex,  which  employed  100  people;  and 
SkookumRopernaster,  Inc.  and  Ulven  Forging  which  employed  20  to  49  employees 
(Figure 8).  Nordic Enterprises, the largest employer in Hubbard, is not located adjacent to 
Hwy. 99E.  Nordic employees must use J Street, or other local Hubbard streets, to get to 
work.  The intersection of J and Hwy. 99E is uncontrolled and intersection angles are not 
Hubbard Transportation System Plan  17 
Adopted June 29,  1999 
90".  J  Street  is  blocked  at  the  railroad  so  employees  using  Third  (Front)  Street  or 
Broadacres Rd, must use G and Second Streets. 
Schrock  Trucking  is  located  on  the  east  side  of  Hwy.  99E,  north  of  the  signalized 
intersection  at Hwy.  99E  and  A  Street.  North  of this  intersection  there  is  no  center 
turning lane on the highway. 
Future Employment and Businesses 
Hubbard's  economic goal is: 
To  achieve  a  commercial  and  industrial  development  pattern  that  is  balanced  with  a 
moderate rate of overall economic growth.  The city encourages the location of businesses 
with the community that create wages able to support a family.  Commercial and industrial 
establishments should add to and not take away from the beauty of the community. 
Hubbard  plans  on  developing  and  maintaining a  central business  area  that  serves local 
residents and visitors.  The city designated  the area between A  and G Streets and Hwy. 
99E and  3rd Street as a  commercial  center  intended  to provide  mixed  commercial  and 
secondary residential uses.  Hubbard has vacant commercial land located primarily on the 
east side of Hwy. 99E (Figure 5). 
Hubbard  plans  on  maintaining  and  expanding  the  industrial  park  area  located  in  the 
southeast portion  of the city in order to increase and broaden  employment opportunities 
for are residents and service-related activities.  Vacant industrial land is located  primarily 
in  southeast  Hubbard  (Figure  8).  The  city  plans  on  additional  industrial  enterprises 
located west of Hwy. 99E and north of Schmidt Lane.  In the past,  Hubbard considered 
access to rail services and Hwy. 99E as transportation incentives likely to attract industrial 
enterprises to the park.  However,  rail  service  has  not  been  utilized  by  any  industrial 
enterprises in the park. 
Existing Information About Hubbard Transportation Patterns 
Characterization  of  past  and  current  transportation  patterns  in  Hubbard  comes  mainly 
from U.S. Census information.  There have been  no  state corridor  studies of Hwy. 99E 
and no traffic impact studies required from recent development applications. 
Information in the  1990 U.S. Census was used  to characterize work force travel modes 
and times  and then  compare this  data to the neighboring  city of Woodburn  and Marion 
County.  In Hubbard,  most  people (80%)  drove alone to work, followed  by  carpooling 
(14%) (Table 3).  Work travel modes in Hubbard were similar to Woodburn and  Marion 
County,  except  that  Woodburn  had  a  much  higher  percentage  of  the  work  force 
carpooling to their place of employment (26%).  About  1 percent  of the Hubbard work 
force bicycled or walked to work. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
TABLE 3.  COMPARISON OF WORKFORCE TRAVEL MODES 
I  Drove Alone  1  659  1  80  1  3,034  1  65  1  72,973  1  73  1 Carpooled 
Public Trans~ortation 
walked 
Motorcycle 
Bicvcle 
I  Other Means  112!  I  I  71  1  2  1  771  1  1 
114 
2 
0 
11 
In Hubbard, 67 percent  of the work force is at their place of employment after 30 minutes 
of  travel  (Table  4).  Only  31%  of the  Hubbard  work  force  arrives  at  their  place  of 
employment  in  less  than  15  minutes  suggesting  the  majority  of  workers  commute  to 
another community to work. 
14 
Worked at home 
TOTAL 
TABLE 4.  COMPARISON OF WORKFORCE TRAVEL TIME 
1 
I Hubbard  I  2  29  I  3 6  29 
1,233 
45 
17  1  2 
823 
1 Woodburn  5  3 5  26  2 5 
0 
4 6 
26 
1 
108  1  2 
4.698 
Hubbard Transportation System Plan  19 
Adopted June 29, 1999 
I 
3,950  1  4 
99.670 
I  Marion County  I  5 
15,505 
1,661 
16 
2 
355 
85 1 
3 4 
<I 
1 
40  16 
@~lven Forging, Inc., 20 - 49 Employees 
~/ Trucking 
Summary of Location and Type of Growth in Hubbard 
Information in the existing urbanization element (1998) estimated the amount and location 
of various types of growth.  These figures may change slightly, but for the purposes of the 
TSP the  existing  information is  adequate to generally plan  for the city's  transportation 
needs.  Hubbard anticipates the following growth to occur inside the UGB by 2020: 
(1) Industrial development in the industrial park located in southeast Hubbard.  The city is 
considering an expansion of the UGB in south Hubbard to provide an additional 11.6 
acres of industrial lands for a total of 35.8 acres new  industrial development.  This 
development will  rely  primarily  on Hwy.  99E., J  Street, and  Industrial Avenue  for 
access and through traffic.  The intersections of J and  Industrial Avenue with Hwy. 
99E are likely to receive increased use and access management along Hwy. 99E will 
be critical to preserve through traffic function of the highway.  The blocked at-grade 
railroad  crossing at J  Street limits the optimal use of J and  3rd Streets as alternative 
routes to Hwy. 99E. 
(2) 230  single-family dwelling units  located primarily  in  northwest,  and  possibly  west, 
Hubbard.  The addition of these dwelling units  will  add  2,197  average daily trips 
(9.55 trips per day per  single-family dwelling unit) to the local street network.  This 
type of development will utilize 3rd, 5',  and  A Streets, and  new or upgraded  roads 
will  be required for access and  connections to  the existing street network.  The at- 
grade railroad  crossings and  intersections with Hwy. 99E  for A and  D  Streets are 
likely to receive increased use. 
(3) 77  multi-family dwelling units located throughout Hubbard with a slight preference 
for the northwest, central, and east portions of the city.  The addition of these dwelling 
units will add 539  average daily trips to the local street network (7 trips per day per 
single-family dwelling unit).  Impacts to roads will be similar to low-density residential 
impacts, but new high-density residential development in east Hubbard underscores the 
need to improve street connectivity in east Hubbard. 
(4) About  8.0  acres of commercial development primarily located  adjacent to  the east 
side  of  Hwy.  99E  and  some  areas  scattered  throughout  central  Hubbard.  New 
commercial  development will  rely  primarily  on  Hwy.  99E  for  access  and  through 
traffic.  Improved  street or parking lot connectivity and access management will  be 
needed.  The area designated as a commercial center will use Hwy. 99E, 3rd St. and A 
St. for intra and inter city travel to the center. The intersections of A, D, and G Streets 
with Hwy. 99E are likely to receive increased use, as will the at-grade crossings of the 
railroad.  Access management along Hwy. 99E,  31~  and D  St. will be  critical to 
preserve safe, through traffic functions of these roads. 
(5) Public use  lands primarily  located  on  the  west  edge  of  city.  A,  J,  and  D  Streets 
presently provide access to these lands.  No parks in Hubbard are located east of Hwy. 
Hubbard Transportation System Plan  21 
Adopted June 29, 1999 
99E and access to any park located in east Hubbard will be limited by the disconnected 
street network in this part of the city. 
Natural and Cultural Resources 
Other  factors  affecting  the  transportation  system  plan  in  Hubbard  include  natural 
resources, natural hazards and limitations, and cultural resources.  Surface water, riparian 
areas, wetlands, wildlife and fish habitat, threatened and endangered species, engineering 
properties of soils, flood hazards, seasonal high water tables, seismic hazards, and unstable 
slopes  are  examples  of  natural  resources  and  constraints.  Cultural  resources  include 
properties and  sites with historic or archaeological significance; and  community centers 
such as schools, parks, post offices, fire stations, shopping areas, and emergency response 
routes.  This section of the TSP briefly reviews those natural and cultural conditions most 
likely to influence transportation facilities and planning. 
Natural Resources and Limitations 
Hubbard lies  on  the  relatively  flat  terrace  between  Mill  Creek  and  the  Pudding River 
(Figure 9)  in the French Prairie area of Marion County.  Most of the city lies on flat to 
gently  sloping (0-3  percent)  slopes and  elevation ranges from  about  135 to  185 feet. 
Short, steeper slopes are located along the west  edge of the city adjacent to Mill Creek 
and here slopes range from 12 to 20 percent. 
Mill Creek flows northeast to the Pudding River  near Aurora.  Little Bear  Creek, runs 
along the  southern UGB  and  flows into Mill  Creek and  has been  impounded to  create 
Bronec Reservoir (Figure 9).  A swale draining to Mill Creek is located north of D Street. 
Hubbard Mineral Springs are located on the east side of Mill Creek in northwest Hubbard. 
Some areas in  east Hubbard  drain to the Pudding River  because  the  city  straddles the 
broad, gently sloping watershed boundary between Mill Creek and the Pudding River. 
Riparian areas are located  adjacent to streams, springs, rivers, ponds, and lakes and  are 
dominated  by  vegetation requiring  large amounts of water.  These areas  are transition 
zones between  aquatic and  upland  habitats  and  play  a  critical role  in  purifjring  water, 
controlling erosion, attenuating flood discharges, and  providing habitat.  The floodplain 
and slopes adjacent to Mill Creek, and parts of Little Bear Creek, have  riparian vegetation 
composed of forest or shrub types.  Hubbard has already recognized the potential benefits 
of preserving the  riparian area along Mill  Creek and  has  zoned  it  for public  use.  An 
undisturbed riparian buffer will  also protect the area from surface erosion, prevent  slope 
destabilization, and preserve wetlands. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Figure 9.  Hubbard Topographic Map 
(from Woodburn Quadrangle, USGS 7.5' topographic series, photorevised 1985) 
Hubbard Transportation System Plan  23 
Adopted June 29, 1999 
The  occurrence of wetlands  in  the  Hubbard  area  is  another  natural  constraint on  the 
transportation  system.  The National Wetland  Inventory (NWI Woodburn  Quadrangle) 
shows some wetlands located inside the Hubbard UGB.  Mapped wetlands are palustrine 
types located  mainly  along Mill  and  Little Bear  Creek,  in  tributary  swales,  and  ponds 
Pronec Reservoir).  Palustrine meadows are fresh water  marshes bogs,  shallow ponds, 
and swamps mapped  as PEM, POW,  and PFO.  Hubbard has wetlands  associated with 
excavated  or  constructed  features  such  as  ditches,  ponds,  and  dikes.  The  excavated 
features are denoted by  an x,  and  the  impounded  features are denoted  by  an h  in  the 
wetland map code, for example POWKZx and POWKZh (Figure 11). 
The NWI is developed solely from interpretation of aerial photos and, therefore, provides 
only preliminary information about wetlands in the Hubbard area.  The soils map and NWI 
suggest that determining the presence and extent of wetlands on a site-specific basis will 
be required when new elements of the transportation system are designed and constructed, 
particularly when the projects are located in swales, drainages, ditches, and creeks. 
Hydric soils are strongly correlated to wetlands.  Table 6 lists hydric soils in  Hubbard- 
Labish, Concord, and Dayton.  These soils are located along western and southern edges 
of Hubbard in swales, depressions, and drainage ways.  Wetlands on the NWI are located 
on Dayton and Labish soils. 
Hubbard Transportation System Plan  24 
Adopted June 29, 1999 
Figure 10.  National Wetland Inventory (NWI) Map for Hubbard 
Plant  and  animal  species  threatened  or  endangered  with  extinction  can  influence 
transportation  system,  or  other,  construction  projects,  especially  if  federal  money  is 
involved.  Little site specific information is known about these resources in the Hubbard 
area  but  Table  5  shows  some  species  of  concern  located  in  the  Willamette  Valley. 
Improvements to, or expansions of, the existing transportation system may be required to 
obtain more site-specific information about these  species and/or work  closely with  state 
Hubbard Transportation System Plan  25 
Adopted June 29, 1999 
and federal resource management agencies as are part of project planning and permitting. 
The species list  changes with time and  not  all the species are likely to be located in  an 
urban  area,  but  it  does  indicate  the  potential  scope  of  this  type  of  environmental 
constraint.  Projects that impact Mill  and Little Bear Creeks are likely to need additional 
evaluation. 
TABLE 5.  POTENTIAL RARE, THREATENED, OR ENDANGERED SPECIES 
IN THE HUBBARD AREA 
1 Golden Indian paintbrush (Casfilleja levisecfa)  I Listed threatened'  1 
Fender's  blue butterfly  I  Candidate species recommended for  I 
Howellia (Howellia aquatilis) 
Bradshaw's lomatium (Zomatium bradshawii) 
Nelson's  checker-mallow (Sidalcea nelsoniana) 
Willamette daisy (Erigeron decumbens var. 
decumbens) 
Curtus' aster (Aster curtus) 
Tall bugbane (Cimic@ga elafa) 
Peacock larks~ur  ~avonaceum) 
I  I threatened status  I 
Listed threatened 
Listed endangered2 
Listed threatened 
Candidate species recently 
recommended for threatened status 
Candidate species3 
Candidate species 
Candidate s~ecies 
MAMMALS 
Long-eared myotis (bat)  I Species of concern 
AMPHIBIANS & REPTILES 
1 
The  Soil  Survey  of  Marion  County  maps  soils  in  Hubbard  and  characterizes  their 
suitability for a variety of development activities including construction of local roads and 
Northwestern pond turtle 
Northern red-legged frog 
Southern torrent (seep) salamander 
Hubbard Transportation System Plan  26 
Adopted June 29, 1999 
Species of concern 
Species of concern 
Species of concern 
'~isted  threatened with extinction under the Endangered Species Act 
2~isted  endangered with extinction under the Endangered Species Act 
%eing considered for listing as threatened or endangered with extinction under the Endangered Species Act 
4~pecies  conservation status is of concern but for which further information is still needed 
streets (United States Department of Agriculture (USDA),  1972).  Table 6  summarizes 
the information regarding soil limitations for local roads and streets.  A severe limitation 
indicates that  one or more  of the  soil  properties  or  site features are unfavorable or  so 
difficult  to  overcome  that  a  major  increase  in  construction  effort,  special  design,  or 
intensive maintenance is required.  A moderate limitation indicates that soil properties and 
site features are unfavorable  for the  specified  use,  but  limitations can  be  overcome or 
minimized by special planning and design. 
TABLE 6.  SOIL LIMITATIONS FOR ROAD DEVELOPMENT 
Am 
Co 
Da 
Amity silt loam 
Concord silt loam 
La 
Dayton silt loam 
WuA 
Severe:  seasonal high water table 
Severe:  seasonal high water table.  High 
Labish  silty  clay 
loam. 
WuC 
NO 
YES 
shrink swell potential, slow permeability. 
Severe:  seasonal high water table. High 
Woodburn  silt 
loam,  3- 12% 
slopes 
*Correlated with wetlands 
YES 
shrink swell  very slow permeability. 
Severe:  flood hazard.  High shrink swell 
potential, seasonal high water table, slow 
loam, 0-3% slopes 
Woodburn  silt 
permeability and low stability. 
WuD 
Limitation ratings in the table assume that local roads and streets will have an all-weather 
surface and  can  carry  light  to  medium  traffic  all  year.  Roads  have  a  subgrade  of  the 
mapped soil type; a base of gravel, crushed rock fragments, or soil material stabilized with 
lime or cement; and a flexible or rigid  surface, commonly asphalt or concrete.  The roads 
are graded with the soil material at hand, and most cuts and fills are less that six feet deep. 
YES 
permeability. 
Moderate:  seasonal high water table.  Slow 
Most  of Hubbard  is underlain by  Woodburn A  soil  which  has  moderate limitations for 
local streets and  roads due to the seasonal high water table.  Soils along Mill Creek, in 
depressions and swales (Labish, Concord, and Dayton), and Amity soils (located in eastern 
Hubbard) pose severe limitations to local roads and  streets due to  seasonal high  water 
table,  slow  permeability,  high  shrink-swell  potential,  flooding,  and  slope.  Soils 
information  suggests that  adequate design  and  construction  standards with  respect  to 
subgrade and road base requirements will be essential in well constructed roads that result 
in lower maintenance costs.  The city's requirements for new road design and construction 
should  be  evaluated  for  adequacy  or  established  by  site-specific  geotechnical 
investigations. 
NO 
permeability and low stability. 
Moderate:  seasonal high water table.  Slow 
Woodburn  silt 
loam,  12-20% 
slo~es 
Hubbard Transportation System Plan  27 
Adopted June 29, 1999 
NO 
Moderate:  slopes.  Slow permeability and 
low stability. 
NO 
Figure 10 is a Flood Insurance Rate Map (FIRM) for Hubbard and Table 6 indicates those 
soils with flood hazards.  A floodway and 100-year floodplain is mapped along Mill Creek. 
Floodway is defined as the channel of a stream and the adjacent land  areas reserved to 
discharge the 100-year flood without cumulatively increasing the elevation of the 100-year 
flood more  than a specified height.  Areas with a 1% chance of flooding in any given year 
(100-year floodplain) are located along Mill Creek and shown as Zone AE.  The elevation 
of the  100-year flood has been  calculated by  FEMA and is shown as  138 feet where D 
StreetMneral Springs Road, and  139 feet where J Street/Broadacres Road, crosses the 
creek..  The area along Little Bear Creek  lies outside of the detailed  study area and  is 
shown as Zone X.  Zone X lands are either areas outside the 500-year floodplain; or  areas 
inside the  500-year floodplain, areas on the  100-year flood with  average depths of less 
than  1 foot or drainage areas less than 1 square mile, and areas protected by  levees from 
the 100-year flood.  Labish silty clay loam has a flood hazard limitation (Table 5). 
The FIRM and soils maps show that Hubbard's minor arterial roadway connections to the 
west would be affected by  a 100-year flood.  Shallow water depths (<1 foot) might occur 
on J  Street, 3'd  Street, and Hwy.  99E during a  100-year event  and  impact north-south 
travel.  Transportation facilities and services located in floodways and floodplains must be 
designed  and  constructed  to  withstand  this  hazard  or  excessive  damage  will  occur. 
Emergency management plans and routes must take into account which routes are likely 
to be closed during flood events and devise alternative routes. 
Hubbard also has problems with shallow flooding due to inadequate storm drainage which 
affects roadways, particularly along Hwy. 99E.  These areas are also shown on Figure 10 
as "areas  flooded in  1996".  Poor drainage creates safety issues and  increases roadway 
maintenance expenses. 
Hubbard Transportation System Plan  28 
Adopted June 29, 1999 

Recent earthquakes in the northern Willamette Valley area and studies of estuaries on the 
Oregon  Coast  suggest that  damaging  earthquakes  are  likely  to  occur  in  Oregon.  The 
Scotts Mills  quake of  1993 (Maldin and  others,  1993) had  a Richter  magnitude  of 5.7 
(moment  magnitude  of 5.6), and caused widespread,  though generally minor,  damage in 
the  central  and  northern  Willamette  Valley.  The  preliminary damage  estimate for  this 
quake was 28.4  million dollars,  and  fortunately  included no  loss  of life  (Black,  1996). 
Quake damage was most intense in a northwest-southeast trending  area which  included 
Newberg, Woodburn, Mt. Angel, and Molalla (Madin and others, 1993).  The Scotts Mills 
event indicated that faults in this area are still active.  Great subduction earthquakes are 
the most powefil types ever recorded and recent investigations have found evidence that 
quakes along the Cascadia subduction zone affect Oregon every 400 to 600 years (Wang, 
1997). 
Site specific seismic hazards in Hubbard are not well constrained at this time, but existing 
information  from  other  areas  does  suggest  a  low  to  intermediate  relative  earthquake 
hazard due to liquefaction damage and amplification of ground shaking in most of the city. 
In an earthquake, soils in Hubbard would "IiquefL"  and flow.  Potential damages include 
differential vertical  settlement  of foundations  and  structures,  and  horizontal  flow in  the 
downhill  direction  or  toward  the  drainages.  Liquefaction  hazard  is  enhanced  by  soil 
moisture and would be higher during the wet winter months and near  ponds,  drainages, 
and streams.  Earthquake induced landslides are unlikely for most  of Hubbard but  could 
occur on the slopes adjacent to Mill Creek..  Critical transportation  facilities in Hubbard, 
particularly  near  Mill  Creek,  should  consider  seismic  hazards  during  design  and 
construction phases. 
Hubbard Transportation System Plan  30 
Adopted June 29,  1999 
Cultural Resources 
The TSP should also consider existing cultural resources in Hubbard.  These resources 
include  community  centers  such  as  parks,  educational  facilities,  local  services  and 
governmental facilities; and historically significant properties and  sites.  These resources 
are summarized in Table 7 and shown on Figure 17. 
TABLE 7.  HUBBARD COMMUNITY CENTERS AND OTHER FEATURES 
I H1  I  Historical  I Hezekiah Dayton House  1  2870 Schmidt Lane N.E., just  I 
Map 
Number 
I  I SHPO #755  /  limits and UGB  1 
TY pe 
H2 
H3 
H4  I  Historical  I Scholl House  I 
C 1  I Government  I  Hubbard Post Office  I G Street between 1" and Hw. 
Name 
Historical 
Historical 
Location 
C2 
C3 
C4 
I C7  I  Government 
1  Hubbard Municipal Water Wells  See Figure 17 
service  I 
SHPO # 761 
Albert Johnson House 
SHPO # 760 
Builder Bungalow House 
C5 
C6 
- - I 
CS  I  Government  I Hubbard Waste Water Treatment  I  South of A Street at west UGB 
south of UGB 
17707 Front St. NE, just south of 
UGB 
18537 Hwy. 99E, between city 
Service 
Government 
Service 
Government 
Service 
Public park 
Public park 
Government 
service 
City HallPolice Department 
Fire Station 
Riveness ParklShelter 
C9 
99E 
C Street between 1* and 2nd 
Streets 
2nd Street between G and J Streets - 
Bounded by d, E, 4'h, and 5th 
Barendse Park 
Hubbard Municipal Water Tower 
C10 
C11 
Historic resources are buildings,  sites,  objects,  structures, or  districts of local,  state, or 
national significance.  An inventory of historic properties has not been completed for the 
Streets. 
North of A Street between 3rd and 
5'h Streets. 
2nd Street between G and J Streets 
service 
Private 
C12 
city of ~ubbard. The unincorporated portion of Marion County has been inventoried and 
three  properties  in  the  Hubbard  area  were  identified  (Koler  Morrison  Planning 
Consultants, 1990).  Of the three resources, only one (H3 on Figure 17) is located inside 
the UGB (Table 7).  None of the resources have been nominated to the National Register 
of Historic Places (NRHP).  The historic resource closest to Hubbard and on the NRHP is 
commercial 
Natural resource 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Facility 
Market and bank 
Hubbard Commercial Center 
On the east side of the 
Hubbard Mineral Springs 
Hubbard Cemetery 
Broadacres Road. 
Between A and G Streets, and 3rd 
and Hwv. 99E. 
intersection of D Street and Hvcy. 
99E. 
See Figure 17 
Outside of UGB north of 
the John Stauffer House and Barn  at  13551 Stauffer Rd, Aurora,  Oregon.  The Marion 
County Road and Recreation Map (Marion  County Public Works,  1995) lists one other 
property in Hubbard with historic value:  the Scholl House, a three-story farmhouse with 
beveled glass windows built in  1908 (Table 7, Figure  17).  Existing information suggests 
that  other  historic  resources  exist  in  Hubbard.  The  city  may  want  to  obtain  grant 
assistance  to  identifi  these  potential  resources  and  include  considerations  of  historic 
resources  in  planning  for  street  improvements.  Historic  resources  are  also  mentioned 
because federally hnded highway improvements  are constrained  from impacting  known 
and potentially significant historic resources. 
The Hubbard Post Office strongly  influences local driving and walking patterns  because 
most residents pick up their mail on a daily basis.  Later sections of the TSP (Rail Freight 
and  Rail  Passenger)  discuss  the  impact  of  this  community  center  on  previous 
transportation planning decisions.  At the time the TSP was written, relocation of the Post 
Ofice was  under  discussion.  The  siting  decision  should  consider  the  impact  on  the 
transportation system elements, particularly the roadway and pedestrian facilities. 
The distribution of Hubbard  community centers is skewed towards the west  side of the 
city.  Hubbard community centers are generally adequately linked by the road network but 
Hwy. 99E with its high traffic volumes and relatively high speeds does divide the city, and 
community  centers,  into  two  sections.  Community  center  connections  via  the  street 
network in the southwest part of the city is more circuitous and longer with the closure of 
the J St. at-grade rail road crossing.  Access to, and linkages between,  community centers 
via the pedestrian and bikeway modes is presently very limited in Hubbard.  These modes 
are subject to the same limitations as the street network and fbrther limited by incomplete 
and disconnected pedestrian  and bikeway  systems.  The city will begin to  address these 
deficiencies in the street, pedestrian, and bikeway elements of the TSP. 
Review and Evaluation of Existing Plans, Policies, Standards, & Laws 
The TSP process included an evaluation of existing relevant plans and policies within the 
city  of  Hubbard,  and  other  relevant  plans  and  policies  from  other  jurisdictions  and 
geographic  areas.  The  integrated  planning  process  is  illustrated  in  Figure  1  and  the 
resources  consulted  are  shown  in  Table  8.  These  documents  provide  insight  into 
Hubbard's  present land  use pattern  and transportation  system, and  suggest  direction  for 
planning transportation improvements and future facilities.  The following review includes 
detailed and specific information gleaned from the Woodburn TSP and the Marion County 
Rural Transportation System Plan.  Information from the Hubbard  Comprehensive Plan 
(1977)  and  City  Code,  and  state  plans  is  included  in  the  sections  covering  each 
transportation  element.  The  Hubbard  Comprehensive  Plan  contained  a  general 
description  of  the  transportation  system  and  listed  a  few  goals  and  policies.  The 
transportation element had not been updated since 1977. 
Hubbard Transportation System Plan  3 2 
Adopted June 29, 1999 
TABLE 8.  REVIEWED PLANS, DOCUMENTS, AND STANDARDS 
Hubbard 
Comprehensive 
Plan (1977) 
Marion County 
Rural 
Transportation 
System Plan 
(1998) 
Oregon 
Transportation 
Plan 
Oregon Bicycle 
and Pedestrian 
Plan (1995) 
CITIES:  HUBBARD & WOODBURN 
Hubbard City  I Hubbard  1  Woodburn  I 
Code  Comprehensive Plan:  Transportation 
Urbanization Element  System Plan 
..... .......... ........ .::imON:eOmiAND  'RE 
........ ...............  ............... .......... 
Willamette Valley  I Regional 
Transportation   ortat tat ion 
Strategy, Phase  Enhancement Plan 
One Report (1995)  (1998) 
Oregon Rail  Oregon Rail 
Freight Plan  Passenger Policy 
WOODBURN 
The city of Woodburn completed and adopted the Woodburn Transportation System Plan 
in  1996.  Though  Woodburn  (1998  population  of  16,585)  is  7.5  times  larger  than 
Hubbard,  the  cities  share  several  transportation  facilities  and  issues.  Woodburn  and 
Hubbard are directly connected by Hwy. 99E and Front St. (Woodburn-Hubbard Hwy. or 
3rd Street) and both cities are bisected by  the Union Pacific Railroad.  Woodburn differs 
from Hubbard, from a transportation perspective, in important ways because it abuts 1-5, 
has accessways to the freeway, lies on State Highways 2 1 1 and 2 14, and operates a public 
transportation system.  Because of Woodburn's size and location, the city is a gateway to 
transportation  facilities  used  by  Hubbard  residents.  The  following  information, 
transportation policies,  system management plans,  and system changes in the Woodburn 
TSP were evaluated in the developing the Hubbard TSP: 
1.  Policy to develop a plan for providing travel options between Woodburn and Portland 
and/or Salem, including intercity bus service and potential bus/carpool Park-and-Ride 
facilities.  Plan proposed to expand the public transportation service to include inter- 
city  service to Portland (top  priority) and  Salem via shuttle buses on 1-5. Park-and- 
Ride facility with 300 spaces planned near the interchange of 1-5 and Hwy. 214. 
2.  Policy to develop a plan for designated truck routes through the City, and a plan to 
handle truck  and  rail  hazardous cargoes.  Plan  called  for  focusing truck  traffic  on 
Highways  2191214,  21 1, 99E,  and  the  future  South Arterial.  Hazardous  materials 
shipments routed north-south will be focused on 1-5 and those routed east-west will be 
focused onto hture South Arterial. 
3.  Develop a passenger rail stop in downtown area. 
4.  Develop off-street pathways along Mill Creek. 
Hubbard Transportation System Plan  3 3 
Adopted June 29, 1999 
Points  on  Woodburn's  existing  fixed-route  transit  service  closest  to  Hubbard  are 
located at the intersections of Hwy. 214 and Front Street, and Hwy. 214 and Highway 
99E.  The proposed system will be two-directional fixed route, with 60 minute service 
frequency  and expanded to include a route up Hwy. 99E, turning west  on Industrial 
Avenue  and  turning  south  on  Progress.  Paratransit  service  will  continue,  but  it 
presently serves only Woodburn residents. 
If a passenger rail service stop is located in Woodburn, the bus and rail systems will be 
connected via downtown transportation center. 
Policy to develop a strategy for providing improved access to 1-5 from the Woodburn 
area,  by  improvements  to  the  existing  Highway  214  interchange  andlor  a  new 
interchange in the Woodburn vicinity (with supporting local roadway improvements). 
Woodburn  evaluated four roadway  system alternatives:  no-build, 1-5 Split Diamond 
Interchange with South Arterial, Second 1-5 interchange with South Arterial, improve 
existing 1-5 Interchange and widen Highway  214lSouth Arterial  with  1-5 Overpass. 
The location  of South Arterial  is not  finalized but  the route  lies  along the  southern 
UGB  and  connects  Hwy.  99E  and  1-5.  The  proposed  location  of  the  second 
interchange is at the Butteville Road overpass (Figure 2).  Preferred  alternative will be 
identified by a future refinement study. 
Each roadway system alternative, including the no-build, was evaluated for impact to 
existing traffic flow patterns in 2015.  Average Daily Traffic (ADT) on north end of 
Front Street ranged from 4,000 to 8,500 and ADT on north end of Hwy. 99E ranged 
from 20,000 to 26,000. 
Field  survey  of  accesses  on  Hwy.  99E  between  south  city  limits  and  Lincoln  St. 
showed existing driveways per mile ranged  from  14 to 65.  Consolidation  plans will 
reduce this to 10 to 35 driveways per mile. 
Woodburn  will  consider  the  following  access  management  strategies  along  state 
highways: plan  and  develop parallel road  systems to Hwys.  99E,  2191214 to reduce 
local traffic volumes, intersection improvements, purchasing right-of-way  and closing 
driveways,  install median barriers  and driveway access controls, and  install two-way 
left turn lanes. 
Front Street (also called Woodbum-Hubbard Hwy.) was classified as a minor arterial 
and Hwy. 99E was classified as a major arterial, inside Woodburn city limits.  Typical 
street  section  for minor  arterial was two,  12-foot travel  lanes; one  14-foot  left turn 
lane; two, 6-foot bike lanes; two, 4.5-foot parkway  strip; and two, 6-foot  sidewalks. 
Typical street section for major arterial was four, 12-foot travel lanes; one 14-foot left 
turn  lane;  two,  6-foot  bike  lanes;  two,  4.5-foot  parkway  strip;  and  two,  8-foot 
sidewalks.  These street sections apply inside city limits. 
COUNTY 
Marion  County  completed  the  first  drafi  of  the Marion  County Rural  Transportation 
System Plan in  1998.  The plan provides a "framework  for developing an efficient, well- 
balanced,  cost-effective  transportation  system for the next  20 years".  The scope of the 
project  covered  all  transportation  facilities outside  UGB's.  The  entire  document  was 
reviewed but only issues, policy, information, and planned improvements directly affecting 
Hubbard are included. 
Hubbard Transportation System Plan 
Adopted June 29,  1999 
Marion County recognized  that  the scenic, rural,  low traffic volume features of county 
roads are appealing to bicyclists and is working to add paved  shoulders to county roads. 
A bicycle facility along Grim Road serves high, middle,  and elementary schools attended 
by children in Hubbard 
Transportation issues were identified by  soliciting comments from the public and  County 
staff  Identified issues pertaining to Hubbard were: 
Bypasses:  Woodburn-Monitor Rd. to Woodbum-Hubbard Rd. 
Sidewalks needed in Hubbard along Hwy. 99E 
Broadacres Rd. traffic conflicts with 7h  St. traffic in Hubbard 
Bike paths needed from Woodburn to Hubbard 
Use existing rail lines for commuter (BNRR) and high speed (UPRR) rail 
New freeway interchange in Woodburn area 
Issues were categorized by type, problem and  solution, and  assigned a benefit index (1-9 
with  9  meaning  highest  benefit),  feasibility,  and  relative  cost.  Conceptual  roadway 
improvements evaluated  in  the  Hubbard  area were:  (1)  Improving the  intersection  of 
Broadacres  and  Boones  Ferry  Rd.,  (2)  widening  Front  Street  (Woodburn-Hubbbard 
Hwy.) between Hubbard  and  Woodburn,  and  (3) Widening  Whiskey  Hill Rd.  between 
Hubbard  and  the  county  line  (scheduled  for  completion  in  1997).  A  signal  at  the 
intersection of Hwy. 99E and G Street to reduce congestion was rated feasible, moderate 
cost with  a  benefit  index  of  1.  A corridor study of Hwy.  99E from  Salem-Keizer to 
Aurora received a benefit index of 9 and low cost ranking.  A regional interchange study 
in the Woodburn area was given a benefit index of 9 and very high cost ranking. 
The inventory of county roads included roads inside Hubbard and roads connecting to city 
roads.  County roads inside the Hubbard UGB were J Street (called Broadacres Road in 
County),  and Mineral  Springs Road.  County roads  connecting to Hubbard roads were 
Woodburn-Hubbard  Hwy.  (Front  Street)  and  Whiskey  Hill  Road.  Functional 
classifications were major collector for Front St., J St./Broadacres Rd., and Whiskey Hill 
Rd; and minor collector for Mineral Springs Road.  Hwy. 99E was classified as an arterial 
and characterized as a corridor with heavy traffic volumes, especially during the morning 
and  afternoon peak  periods.  Table 28 in  Appendix A  summarizes the criteria for  each 
functional  class.  Other  information  about  roadway  size,  condition,  and  operation  is 
included in the street-sidewalk-bikeway inventory in Appendix C. 
The RTSP had  1995-96 traffic volume data for Whiskey Hill, Front  Street (Woodburn- 
Hubbard Rd.), Mineral Springs Road.  Turning movements and intersection configuration 
for  the  intersections  of  Hwy.  99ElJ  St., Hwy.  99E/D  St.,  and  Front  St./J  St.  were 
included.  The  County  analyzed  the  performance  of  43  urban  intersections  and  53% 
performed very well (LOS A or B).  Of the 6 urban intersections with lower performance 
(LOS D or E), two were located in Hubbard (Hwy. 99E / J Street and Hwy. 99E / D St.). 
An explanation of Level of Service, and corresponding volume/capacity (VIC) ratios, are 
included in Appendix A (Table 26).  County transportation policy for acceptable Level of 
Hubbard Transportation System Plan  35 
Adopted June 29, 1999 
Service in rural areas is LOS D or better for signalized and four-way stop intersections, 
LOS E or better for unsignalized intersections, and LOS D or better for road  segments. 
Traffic volume and intersection data is included in the transportation system inventory. 
A computer model was used to forecast travel patterns in Marion County and included the 
Hubbard area.  The model used an estimated population of 2,787 (average annual growth 
rate 1.56%) in Hubbard at 2015.  No  roadways in the Hubbard area were projected 
to operate at a very low level of service in 2015 by the model.  Projected traffic volumes 
in 2015 for selected roads near Hubbard were 5,000 ADT  on Front  St., 5,200 ADT  on 
Whiskey Hill Road, and 15,200 ADT on Hwy. 99E near the north city limits. 
An analysis of high frequency accident locations on rural county roads noted that the site 
closest to Hubbard was the intersection of Boones Ferry and Broadacres Road where 7 
accidents had  occurred between  1994-97.  Compare  this  to  some  intersections  in  the 
Salem urban area with 25 to 47 accidents. 
Roadway design standards for rural roads (all roads outside of UGB) are summarized in 
Table 9.  Rural roads located next to urban areas with high traffic volume can use urban 
design standards.  The RTSP noted the standards were developed in  1990 and may need 
to be revised to accommodate population growth experienced in the 1990's. 
TABLE 9.  COUNTY RURAL ROAD DESIGN STANDARDS 
Functional 
Class 
Strategies to maximize the capacity, safety, and efficiency of the existing transportation 
system include traffic control improvements, access management, and land use controls. 
The County's recommended spacing requirements for accesses to county roads are 
summarized in Table 10. 
Arterial 
Collector 
Local 
TABLE 10.  SPACING RECOMMENDATIONS FOR NEW ACCESSES ONTO 
COUNTY ROADS 
Average Daily 
Traffic (ADT) 
I  Functional Class  (  Access Spacing Recommendations  1 
1,000 - 10,000 
500 - 1,000 
0 - 500 
Minimum R/W 
Width 
Hubbard Transportation System Plan  36 
Adopted June 29,  1999 
66 feet 
60 feet 
60 feet 
Arterials 
Major Collectors 
Minor Collectors 
Local Roads 
Minimum 
Pavement Width 
500' from any intersection with a state highway, arterial or major collector 
400' from any other intersection (including a private access) 
400' from any intersection with an arterial or state highway 
300' from any other intersection (including a private access) 
300' from any intersection with an arterial or state highway 
150' from any other intersection (including a private access) 
200' from any intersection with an arterial or state highway 
100' from any intersection with a major collector, minor collector, or local 
Road.  No spacing requirements form intersections with a private access. 
Gravel Shoulders 
(both sides) 
28 feet 
22 feet 
22 feet 
2 feet 
2 feet 
2 feet 
Marion  County  identified the following  existing and  future roadway  system  needs  near 
Hubbard: 
Widen the Whiskey Hill Road Bridge (47C06) over the Pudding River (Figure 2); 
Widen Woodburn-Hubbard  Rd. (Front St.) between the UGBs to improve safety; 
Perform a corridor study on Highway 99E between Keizer and Aurora that addresses 
access management  strategies,  growth and  development  policies,  increased  capacity, 
alternative transportation modes, and safety and traffic control improvements; and 
Perform  a  refinement  study  on  the  Woodburn  interchange  that  identifies  ways  to 
improve the existing interchange and identifies the need for a second interchange. 
Recommended improvements and policies during the next 20 years with  direct relevance 
to Hubbard were: 
0  Woodburn Interchange Refinement Study 
Unspecified  improvements  to pedestrian  and  bicycle facilities in urban  areas using  a 
percentage of State Highway Funds 
Support  efforts  for  a  commuter  shuttle  service  between  Woodburn  and  Salem, 
implement on trial basis 
Look for opportunities for a park-and-ride lot between Hubbard and Woodburn 
Explore the feasibility of expanding Cherriots system to serve peripheral park and ride 
facilities and link to existing transit services in Woodburn and Wilsonville 
Organize and support paratransit  services by sub-regions in the County 
Support plans for a high speed rail service currently proposed for the track owned by 
Union Pacific 
Not all the recommended improvements could be achieved due to financial constraints and 
only the following projects from the previous list are scheduled:  Woodburn Interchange 
study within the next 5 years, and Whiskey Hill Rd. Bridge over the Pudding River within 
the next 5 to 10 years. 
The  Marion  RTSP  concluded  by  identifLing  and  discussing  several  long  term 
transportation issues which will affect the mobility needs of the County in the 21" Century. 
Peripheral  routes  and  strategic  corridors,  passenger  rail  service with  supporting  access 
network, transportation  system management  strategies, aggressive  transportation  system 
demand management strategies, additional connections to 1-5 and Hwy. 22, and additional 
crossings of the Willamette River were identified as factors that  could play  a  significant 
role in more than 20 years in the future.  Hubbard is influenced by all these factors but the 
peripheral  routeslstrategic  corridors,  passenger  rail  service,  and  connections  to  1-5  are 
especially important to the city.  The County identified Hwy. 99E as a strategic interhntra 
county  corridor likely to need  expansion  or refinement in  the future.  Crosby Rd.  was 
identified as an existing peripheral  route that  could  be  used  to bypass  the Hubbard  and 
Woodburn urban areas.  The Plan notes that strict land use policies maintaining the traffic- 
moving capabilities of peripheral routes would be needed to preserve future function.  The 
network  envisioned  to connect  users  to rail  service  would  directly  affect Hubbard  and 
included  such things as grade crossing  improvements,  park-and-ride  facilities, upgrading 
existing roads, or building new roads that serve rail stations. 
Hubbard Transportation System Plan  37 
Adopted June 29, 1999 
STATE 
ODOT  has  a  variety  of  plans  that  cover  modes  of  transportation  and  specific 
transportation  facilities.  The Oregon Highway Plan, Oregon Rail Passenger Policy and 
Plan,  Oregon Rail Freight  Plan, Oregon Public  Transportation Plan,  Oregon Bicycle 
and Pedestrian Plan, and Oregon Transportation Plan were reviewed for information and 
policy  pertinent  to  Hubbard.  Hwy.  99E  is  at  the  center  of  most  of  the  existing 
transportation  issues  in  Hubbard,  and  since  the  road  is  a  state  facility,  the  Oregon 
Highway Plan contained a substantial amount of relevant information.  Policy and facility 
information  from  the  highway,  bicycle  and  pedestrian,  public  transportation,  and  rail 
freight and rail passenger plans are included in the inventory of existing conditions in the 
TSP. 
TRANSPORTATION SYSTEM PLAN 
This section of the TSP builds on the background  information and develops roadway, rail 
freight  and passenger,  bikeway, pedestrian,  public, air, water,  and pipeline transportation 
plan  elements.  Each system element:  (1) Discusses  TPR requirements,  (2) Defines the 
facility types and services, (3) Presents recommended standards for facilities and services, 
(4)  Inventories the  existing facilities and  services, (5)  Characterizes existing  and  hture 
needs, and (6) Presents a plan, policy, and map. 
Street Network 
This section of the TSP: 
References  the  requirement  to  plan  for  roadway  facilities  in  the  Transportation 
Planning Rule, 
Reviews standards, plans, and policy, 
Completes  an  inventory  of  the  street  network  and  roadway  traffic  conditions  in 
Hubbard, 
Identifies existing and fiture roadway needs in Hubbard, and 
Presents the street network plan. 
The  inventory  of  existing  roadways  also  discusses  safety,  capacity,  and  access 
management issues. 
TPR Reauirement 
The TPR (OAR 660-12-020(2)(b)) requires that the TSP include:  " A road plan for a system 
of arterials and collectors and standards for the layout of local streets and other important 
non-collector  street  connections.  Functional  classification of roads in  regional  and local 
TSPs shall be consistent with finctional  classification of roads in state and regional TSPs 
and shall prove for continuity between adjacent jurisdictions.  The standards for the layout 
of  local  streets  shall  provide  for  safe  and  convenient  bike  and  pedestrian  circulation 
necessary to carry out OAR 660-12-0045(3)(b).  New connections to arterials and state 
Hubbard Transportation System Plan  3 8 
Adopted June 29, 1999 
highways shall be consistent with designated access management categories.  The intent of 
this  requirement  is  to  provide  guidance  on  the  spacing  of  fiiture  extensions  and 
connections  along  existing  and  future  streets  which  are  needed  to  provide  reasonably 
direct routes for bicycle and pedestrian travel.  The standards for the layout of local streets 
shall address 
(A)  Extensions of existing streets, 
(B)  Connection to existing or planned streets including arterials and collectors; 
and 
(C)  Connections to neighborhood destinations." 
The roadway element, and all other elements, shall contain (OAR 660-012-0020(3): 
An  inventory  and  general  assessment  of  existing  and  committed  transportation 
facilities and services by fiinction, type, capacity, and condition; 
A  system  of  planned  transportation  facilities,  services,  and  major  improvements, 
establishing the general corridor within which the facilities, services or improvements 
my  be  sited.  This  shall  include  a  map  showing  the  general  location  of proposed 
transportation improvements, a description of facility parameters such as minimum and 
maximum  road  right-of-way  width  and the number  and  size of lanes,  and  any other 
additional description  that is appropriate. 
The  TPR  (OAR  660-12-020)  contains  the  following  requirements  related  to  access 
management:  Local governments shall adopt land  use or subdivision ordinance regulations, 
consistent with applicable federal and  state requirements, to protect transportation facilities, 
corridors and sites for their identified functions.  Such regulations shall include: 
(a) Access control measures, for example, driveway and public road  spacing, median 
control  and  signal  spacing  standards,  which  are  consistent  with  the  hnctional 
classification of roads and consistent with limiting development on rural lands to rural 
uses and densities; 
(b)  Standards to  protect  future  operation  of  roads,  transitways  and  major  transit 
corridors; 
(d)  A  process  for  coordinated  review  of  fhure  land  use  decisions  affecting 
transportation facilities, corridors or sites; 
(e)  A  process to  apply  conditions to  development proposals in  order  to  minimize 
impacts and protect transportation facilities, corridors or sites; 
(f)  Regulations to provide notice to public agencies providing transportation facilities 
and services, MPOs, and ODOT of 
(A)  Land use applications that require public hearings; 
(l3)  Subdivision and partition applications; 
(C)  Other applications which affect private access to roads; 
(g)  Regulations  assuring  that  amendments to  land  use  designations,  densities, and 
design standards are consistent with the functions, and capacities and levels of service 
of facilities identified in the TSP. 
Hubbard Transportation System Plan  39 
Adopted June 29, 1999 
Roadway Types, Standards, Plans, and Policy 
Roadway type refers to the hnctional classification of the street, which is based upon the 
type of primary  service the road is intended to provide.  The two end  members of the 
classification system  are  local  streets  which  primarily  provide  access  to  property  and 
arterial streets which primarily provide for travel mobility. 
Hubbard (1977) used three general classifications to describe its existing and future network of 
streets.  The three hnctional classifications are defined as follows: 
Arterial:  This is a facility for moving inter-area traffic primarily carrying through traffic. 
An arterial is intended to provide for the majority of regional travel passing through an area 
as well as the majority of local trips  entering and leaving the urban area.  It should also 
provide  continuity for  all rural  arterials which  intercept  the  UGB  and  should  include 
connections to all rural collectors.  Arterials generally emphasize mobility over land access. 
Access to arterials should be managed to protect the mobility finction of the street as much 
as possible. 
Collector: This facility connects intra-area traffic to the arterial system.  Collectors provide 
links between an area or  neighborhood  and the  arterial  system.  They  supply abutting 
property with the same degree of land service as a local street but are usually given priority 
over local streets in any traffic control installations.  Collectors penetrate into all areas of a 
city, gathering traffic, and channeling it to arterials or rural collectors. 
Local:  This type of street primarily provides access to abutting properties and is protected 
from "through" traffic.  Local streets entail all those not otherwise defined as arterials or 
collectors. While connectivity is encouraged for all streets, through traffic movement is not 
the intended purpose of a local street. 
ODOT, Marion County, and Woodburn all use the same general fhctional classification 
system for the roadways they own and  operate.  Each jurisdiction  may  classifl a given 
roadway  slightly  differently  because  the  system  is  context  dependent  and  can  be 
subdivided if needed.  Table 11 summarizes how each jurisdiction classifies roadways in 
and adjacent to Hubbard. 
ODOT  also  divides  state  highways  into  five  categories based  on  hnction:  Interstate, 
Statewide, Regional, District, and Local Interest Roads.  In addition, four special purpose 
designations may be applied:  land use, statewide freight routes, scenic byways, and lifeline 
routes.  The  ODOT  hnctional  classification  of  Highway  99E  is  Regional  Highway. 
"Regional Highways typically provide connections and links to regional centers, Statewide 
or Interstate Highways,  or  economic  or  activity  centers of  regional  significance.  The 
management  objective  is  to  provide  safe  and  efficient,  high-speed,  continuous  flow 
operation in  rural  areas and  moderate to high-speed  operation in  urban  and  urbanizing 
areas.  A secondary hnction is to serve land uses in the vicinity of these highways.  Inside 
Special Transportation Areas (STAs), local access may also be a priority (ODOT, 1999)". 
Hubbard Transportation System Plan  40 
Adopted June 29, 1999 
Hwy.  99E is NOT designated a statewide freight route or scenic byway.  A special land 
use designation in the Hubbard area may be applicable, and will be discussed later.  ODOT 
is presently working on the lifeline route designations. 
Marion  County  classified Whiskey Hill Rd., Broadacres Rd., Woodburn-Hubbard  Hwy. 
(AKA  Front  and  3'd  Streets),  and  Mineral  Springs Rd.  as  major  or  minor  collectors. 
Woodburn  (1998)  classified Hwy. 99E as  a  major  arterial  and Front  Street as a  minor 
arterial in their TSP. 
TABLE 11.  FUNCTIONAL CLASSIFICATION OF HUBBARD ROADWAYS 
Hwy. 99E  South UGB - North UGB 
3*  Street  South UGB - North UGB 
3'(' Street  South of UGB 
J Street  West UGB - RR 
J Street  RR -about G St. 
Whiskey Hill Rd. 
Arterial 
"Regional Highway" 
Arterial 
Major Collector 
Maior Collector 
about G St. -  east^^^ and in County 
Mineral Springs Rd. 
ODOT 
City 
Marion County 
Marion Countv 
Arterial 
Major Collector 
West UGB to west city limits 
D Street  City limits - Hwy. 99E 
City 
Marion County 
Major Collector 
D Street Hwy. 99E to Oak Ridge Dr. 
A Street  7& St. to A St. 
2nd Street  J St. - A St. 
Functional  classification is typically  associated  with  design  and  mobility standards,  and 
access management  and  other policies.  Table  12 summarizes Hubbard's  current  design 
standards and Table 9 summarizes Marion County's  recommendations for rural roadways. 
The Hubbard Development Code was updated in 1996-97 and included a section on street 
standards.  Street  standards  included  a  statement  of purpose,  defined  the  scope of the 
standards, listed  general provisions,  established general  right-of-way  and street  sections, 
established a procedure to modifjr the established standards, and established construction 
standards.  Construction  specifications  were  referenced  to  the  most  recently  adopted 
public works and street standards.  The Development  Code also addressed  private streets 
and off-street parking and loading. 
Marion County 
Arterial 
5th Street  J St. - north UGB 
7th Street  J St. - A St. 
Hubbard  has  no  mobility  standards  based  on  functional  classification  for  city  streets. 
Marion  County  standards  are LOS  D  or  E  for  rural  roadways  and  intersections  (see 
previous discussion). 
City 
Collector 
Collector 
Collector 
Hubbard Transportation System Plan  4 1 
Adopted June 29, 1999 
City 
City 
City 
Collector 
Collector 
City 
City 
ODOT  mobility  standards  are  based  on  hnctional  classification  and  special  purpose 
designations for the roadway.  Highway performance is measured by Volume to Capacity 
(VIC) ratios which is the peak hour traffic volume divided by the maximum volume of the 
highway  segment.  The  closer  the  number  is  to  1, the  more  unstable  traffic  flow  is. 
Maximum VIC ratio for peak hour operating conditions on Hwy. 99E in Hubbard is 0.8, 
(non-MPO  area,  located  outside  a  ST4 where  non-freeway  speed  limit  is  <45mph 
(ODOT,  1999). 
TABLE 12.  EXISTING STREET STANDARDS 
1 Does not include allowance for on-street parking 
2  The minimum  width for a bikelane  is 4 feet on open  shoulders, of  5 feet from the face of  a  curb, 
guardrail, or parked cars 
3  Additional  on-site  parking  is  required  for  this  option:  1,  2,  and  3  family  dwellings,  including 
manufactured homes, and multi-family dwellings shall have three (3) parking spaces per dwelling unit. 
Arterial 
Commercial 1 
Industrial / 
Institutional 
Collector 
Local 
Option A 
Local 
Option B 
Cul-de-sac 
Cul-de-sac 
bulb 
Both Marion County and ODOT have access management policies and standards.  Marion 
County spacing requirements are summarized in Table 10.  The location, spacing and type 
of road and street intersection and approach roads to state highways is intended to assure 
safe and efficient operating conditions.  ODOT states that Hwy. 99E "Will be managed to 
provide for efficient and safe, medium to high speed, and medium to high volume traffic 
movements".  Management  objectives  and  access  management  standards for Hwy. 99E 
are given below. 
Hubbard Transportation System Plan  42 
Adopted June 29, 1999 
60' 
60' 
60' 
50' 
40' 
50' 
46'  radius 
38" 
36' 
36' 
34' 
30' 
30' 
40' 
6' 
5 
5 
5 
5 
5 
5 
5 
Shared 
roadway 
16 
16 
16 
16 
16 
16 
16 
3 
Management objectives of regional highways are: 
Provide safe and  efficient high-speed  (-50  mph),  continuous flow (LOS C) in  rural 
areas (allowing for environmental constraints). 
Provide moderate to low-speed (-45  mph)  operation in  urban  and  urbanizing  areas 
with moderate interruptions to flow (LOS D in urban and LOS C in urbanizing areas. 
The conditions above represent the  minimum  tolerable  conditions (ODOT,  1991) for a 
regional highway. 
Access management standards for regional highways in urban areas include: 
Minimum spacing between public road intersections of 114 mile. 
Minimum spacing between private road intersections of 300-500 feet. 
Minimum spacing between traffic signals of 114 to 112 mile. 
Partial to no median control of left turning. 
Lastly, because Hwy. 99E is such an important  roadway in Hubbard and the topic of most 
public comment received during the TSP process (Appendix B), a few other relevant facts and 
policies taken fiom the Oregon Highway Plan (ODOT,  1999) are mentioned here.  Hubbard 
residents repeatedly identified improvements for Hwy. 99E, so an understanding of ODOT's 
improvement  strategy  should  be  usefbl.  ODOT  plans  for  major  improvements using  the 
following strategies:  (1) Protect  existing  system, (2) Improve capacity and  efficiency of 
existing facilities, (3) Add  capacity to existing system, and (4)  Add  new facilities to the 
system. 
Conflicts  between  railroad  and  roadway  transportation  have  long  been  a  concern  in 
Hubbard.  The objective of ODOT's  rail and highway compatibility policy  is to increase 
safety  and  transportation  efficiency through  the  reduction  and  prevention  of  conflicts 
between railroad and highway users.  Implementing actions include eliminating crossings 
at grade wherever  possible.  Priority will be  given to closing  those  crossings with the 
greatest  potential  for  train-vehicle  conflicts.  Where  rail  grade  crossings  provide  an 
important route for local pedestrian, bicycle or vehicle circulation, the needs of these local 
movements  should  be  considered  (ODOT,  1999).  Other  ODOT  rail  policies  will  be 
discussed in the rail section. 
The Hubbard Comprehensive Plan (1977) contained other transportation policy and plans 
which are discussed under the relevant system element in this TSP.  The general 
transportation goal is given here: 
To encourage efficient, safe, convenient, and economic modes of transportation. 
Regional roadway-related recommendations included an interchange on 1-5 at Broadacres 
Road  and  a southern bypass along Jones Road to Boones Ferry Road (Figure 2).  The 
railroad  and  Hwy.  99E were  recognized  as  commercial  freight routes.  Truck  weight 
scales  are  currently  located  on  1-5  near  the  Broadacres  Road  overpass  which  could 
interfere with construction of an interchange. 
Hubbard Transportation System Plan  43 
Adopted June 29, 1999 
The automobile was identified as the dominant travel mode in Hubbard and therefore the 
city's  dominant  transportation  facility  was  the  street  network.  Generally  good  traffic 
circulation existed in Hubbard, but extension of future streets and ROW should consider 
improving circulation.  A standard grid system, located west of Hwy. 99E, promoted good 
circulation, but the street network east of Hwy. 99E was not a grid system and circulation 
was  not  as good.  Hwy.  99E  and  the  railroad  presented  some  hindrance  to  east-west 
travel. 
The  Plan  (1977)  contained  some  specific information  and  recommendations  related  to 
Highway 99E: 
The highway was a major transportation link to points north and south of Hubbard, 
Highway should be widened, 
Accesses should be controlled and combined where possible, 
New development should be sited to allow for future road widening, 
New development along Hwy. 99E required to widen and improve Hwy. 99E,  and 
Widen Hwy. 99E to four lanes with turning laneslsignal at the main intersection. 
Recommendations for improvements to other arterial streets included: 
Extend  31~  from the dead  end to the north  city limits to  a connection with Hwy. 
99E, 
Widen J Street to 40 feet  and improve the intersection  with Hwy.  99E (right  angle) 
because  the  road  was  intended  to  serve  as  the  major  access  point  for  the  city's 
industrial district, and 
Widen D Street to 40 feet as development occurs. 
Recommendations for improvements to collector streets included: 
Extend  A Street east  of Hwy. 99E to serve as a collector street for  commercial and 
residential zones to north, 
Use A Street as major access when development on school property occurred, and 
Build another collector street connecting to Hwy. 99E in the northwest portion of the 
city. 
Most local streets were described as substandard and needed curbs, gutters, catch basins, 
sidewalks, and increased paved width.  An important  local street, Industrial Avenue, was 
planned  to  serve  the  industrial  park  area  in  the  southeast  part  of  the  city  and  it  was 
recommended that some alleys be vacated in residential areas. 
Hubbard Transportation System Plan  44 
Adopted June 29,  1999 
Inventorv of Existing: Streets and Conditions 
Functional Class and Condifion 
The  roadway  inventory  (Figure  12  and  Appendix  C)  is  a  compilation  of  information 
gathered by  Hubbard Public Works in  1998, Marion County Public Works, and  ODOT. 
Data showed that about 59,465 linear feet (1 1.3 miles) of roadway were located inside the 
UGB.  Table 7 shows how the streets are allocated amongst existing functional classes. 
Collectors and arterials comprised about 53% (3 1,657 feet) of the existing street network. 
Table  14 summarizes available information about  street name,  number  of intersections, 
length,  speed  limit,  pavement  width  and  condition,  ROW  width,  and  traffic  volume. 
Detailed  inventory  information,  by  street  segment,  is  found  in  Appendix  C-1.  The 
inventory identified certain segments in need of repair.  Segments in poor or fair condition 
are shown on Figure 12. About  1,759 feet (3% of total) of roadway, located mainly on 3rd 
and  A  Streets,  had  poor  pavement  condition.  About  7,879  feet  (14%  of  total)  of 
roadway, located mainly on 3rd, J, I, an D Streets, had fair pavement condition. 
TABLE 13.  EXISTING STREET NETWORK:  ALLOCATION BY 
FUNCTIONAL CLASS 
Table data  is  from ODOT and Marion  County inventory information and  an inventory  completed by 
Hubbard Public Works as part of the TSP.  Roads classified by Marion County as Minor or Major Urban 
Collector are considered arterial in this table. ' 
This is a "weighted"  average for paved roads only and is based on the width of  segments of  a certain 
length compared to the entire length 
Local 
Collector 
Arterial 
TOTAL 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
27,808 
12,772 
18,885 
59,465 
11.3 miles 
27.7 
21.8 
36.8 
47 
2 1 
32 
TABLE 14.  SUMMARY OF EXISTING ARTERIAL AND COLLECTOR 
STREETS 
Hwy. 99E 
South UGB - North UGB 
I  l1  I  6>733  I  1 
3rd Street  11  4,376'  25 
South UGB - North UGB 
West UGB - RR 
West UGB to west city 
city limits - Oak Ridge 
Drive 
A Street  8  1,976  25 
7h St. to A St. 
G Street  1,286 
2nd St. to J St. 
2nd Street  2,428 
J St. - A St. 
sth Street  11  3,885  25 
J St. - north UGB 
7th Street  8  2,574  25 
44-58'  1  Good  1  11,700 -1 
Fair to poor  1  2,500-3,000  1 
60' 
22-40'  1 
good on  in 1998 north end 
21-33'  Fair  1,500 in 
60'  1995 
24-34'  Fair to good  1,500 in 
60'  1995 I  I 
20-33'  1  Good  1  2,200 in 
20-42'  Good  2,000 - 
40-60'  2,999 in 
18-30'  Poor to  990 in 1998 
60'  good 
24-48'  1 
Good  1  2,::t8in  I 60' 
19-25'  Good 
50-60' J St. - A St.  I 
1  Intersection number includes the crossroads at the ends of the segments evaluated 
2  Total length of J Street inside Hubbard UGB is 4,217 feet 
3  Total length of D Street inside Hubbard UGB is 3,919 feet 
4  Total length of G Street inside Hubbard UGB is 2,655 feet 
Street length ranged from  1,974 to 6,733 feet and Hwy. 99E was the longest continuous 
street inside the UGB (Table 14).  Third  Street was the longest street entirely under city 
jurisdiction.  Speed limit on all streets in Hubbard was 25 mph expect for Hwy. 99E where 
the speed limit was 40 mph,  and a segment of Mineral Springs Road with  a speed limit 
was 55 mph.  Most right-of-way width was 60 feet, but ROW along Hwy. 99E was 80 
feet and ROW along D Street, between Hwy. 99E and  7'  Street, was 90 feet.  Mineral 
Springs Rd. (D St.), west of city limits, had a 40 foot ROW width, and  1" Street had row 
widths between 20 and  30 feet (south end  to D ST.).  Pavement widths on  city  streets 
ranged from 18 to 58 feet.  Widest paved widths were associated with Hwy. 99E and the 
narrowest widths were located on A Street. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Figure 12.  Street Network: 
Existing Functional Classification, 
Traffic Volumes and Roadway Conditior 
Junctional Classification - Arterial, Collector and Local 
.997-1998 Traffic Volumes in Average Daily Traffic 
toadway segments in poor condition 
Roadway Condition 
Mid-Willamette Valley 
Council of Governments 
105 HJ& Swa SB 
Snlnn, OR 97301-3367 
he.  588-6177 
Par. (503) 588-6094 
=--mwtog@open.og 
Thu map u forrrpmacsmnnl pmpo+s only 
nod la not rn omml d-mr 
Road Functional Class 
@ Arterial 
Collector rn 
Alley Major Collector (County) 
/ /or  Collector (County) 
Most city streets had two lanes except Highway 99E which had a center turning lane from 
the south UGB to the signalized intersection with D Street.  The highway was two lanes 
north of D Street.  In general, pavement conditions were good on the arterial and collector 
streets with  the  exception being  3'd,  A,  and  J  Streets.  These  roadways  had  a  higher 
percentage of pavement in poor or fair condition (Appendix C). 
Hubbard had one traffic signal, with left turn arrows, at the intersection of Hwy. 99E and 
D Street.  Flashing yellow caution lights were located at the intersection of Hwy. 99E and 
G Street and the intersection of Hwy. 99E and  J  Street.  The signal  and  caution lights 
were under the jurisdiction of the ODOT.  Most  intersections in  Hubbard  did  not  have 
separate turning  lanes,  except for  the  intersections of Hwy.  99E  and  D  and  J  Streets. 
Hwy. 99E had a center left-turn lane at both intersections.  D Street had a lee turn lane for 
traffic approaching Hwy. 99Efrom the east. 
Traffic Volume and Level of Service 
Current traffic volume (Average Daily Traffic) on arterial and collector streets is listed in 
Table  14 and shown on Figure  12.  Data (1996-98) was  obtained  from ODOT, Marion 
County and the city of Hubbard.  North-south traffic on Hwy. 99E ranged from 11,600 to 
13,100 ADT  and  was  3-4  times  the  volume  of traffic  on  any  other  road  in  Hubbard. 
Traffic movement in and out of the city on other arterials, ranked by  ADT  at or near the 
UGB, was as follows:  (1) 3"'  St. (2,600 ADT), (2) Whiskey Hill Rd. (2,200 ADT), (3) J 
St./Broadacres Rd. (1,500 ADT), and (4) Mineral Springs Rd. (1,170 ADT). 
The highest, in-town arterial traffic volume was located on D St. (3,600 ADT) which also 
had  the  only  signalized  intersection  with  the  highway.  Traffic  volume  data  was  not 
available  for  all  collector  streets  in  Hubbard,  but  existing  information  suggested  that 
volumes were heaviest on G St. (2,700 ADT), followed by  5fi St. (1,790 ADT) and A St. 
(990 ADT). 
Historic traffic volumes were  available for  Hwy. 99E.  Traffic  volumes  from  1977-97, 
measured  at  6  locations within  and  near Hubbard,  are  shown  on  Figure  13.  Between 
1977-97, traffic volume on Hwy. 99 E, 0.01 mile north of G St. increased from 8,600 to 
12,300 ADT (43%).  Overall, there appears to be a shift in  the location of highest traffic 
volumes from the  south end  to the north  end  of town,  beginning  in  about  1982.  It  is 
difficult to  see the  impact  of  closing at-grade railroad  crossings at  J  and  E  Streets on 
highway traffic volume.  Traffic volume north  of G Street dropped  in  1992 (1 1,400 to 
9,900 ADT),  but  traffic volume  south of  G  St. showed  no  abrupt  changes aRer  1980 
(Figure  13).  The crossing closings may have had  more effect on local traffic flow rather 
than through traffic,  or been  masked  by  signalization  of the D  St. intersection and  the 
construction of Industrial Avenue. 
Hubbard Transportation System Plan  49 
Adopted June 29,  1999 
Figure 13.  Historic and Projected Traffic Volumes on Highway 99E 
Level of service (LOS) is a semi-quantitative measure of the effect of a number of factors 
on transportation service including speed and travel time, traffic interruptions, freedom of 
movement, safety, driving comfort, and convenience.  Table 29 in Appendix A describes 
typical traffic flow conditions for each level of service, with LOS A representing mostly 
uninterrupted flow and LOS F representing traffic jams. 
The Marion RTSP (1998) included LOS analyses for four intersections in Hubbard (Table 
15).  The existing LOS at all intersections met County standards. 
TABLE 15.  LOS AT SELECTED HUBBARD INTERSECTIONS 
Intersection Location  I  LOS in 1995  1 
I Hwy. 99E and D Street  B 
During the  public  input  phase  of the  TSP,  Hubbard residents  repeatedly  identified  the 
following areas as congested: 
Hwy. 99E in morning and evening, work travel- 7 (number of responses) 
The intersection of Hwy. 99E and G Street between  4:00 and 6:00 PM- 5 
The intersection of Hwy. 99E and D Street between  4:00 and 6:00 PM- 2 
Hwy. 99Eall day-2 
Post office area-2 
All of Hwy. 99E in the late afternoon- 2 
Hubbard residents view Hwy. 99E as the location of most congestion and unsatisfactory 
LOS in the city. 
Access Management 
The goal of access management  is to protect  a street for its intended function.  Access 
management is primarily a tool that can be used to insure that objectives of mobility and 
safety are preserved for the city's arterial and collector system.  Hwy. 99E, and the city's 
minor arterials, present important challenges related to reconciling the needs of past  and 
hture development along the roadways with the roadways' intended primary function of 
carrying through traffic. 
The  city  of  Hubbard  has  44  driveway  access  points  along Hwy.  99E  (Appendix  C-2, 
Figure 20).  These can generally be  divided  into  32  commercial use  driveways and  12 
residential use driveways.  Eleven of these access points are common driveways shared by 
more than  one user.  Thirteen  of the  44  driveways have  secondary  street  access from 
corner lots or property that extends to a parallel secondary street.  Inventoried accesses 
are all contained within the city's boundaries. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Additional  driveways  in  the  Marion  County  area  south  of the  immediate  city  line  are 
generally residentiaVagricultura1 with a couple retail access points well spaced along Hwy. 
99E.  In  contrast,  immediately  north  of  the  city  limit  is  a  congested  grouping  of 
commercial  and  residential  driveways.  These  sit  at  the  entrance  to  Hubbard  from  the 
north at a point of speed reduction from 50 mph to 40 mph.  Additionally, there is no turn 
lane  for  traffic  turning  into  these  access  points.  This  is  the  most  frequent  point  of 
automobile accidents along this stretch of Hwy. 99E.  These have a direct impact on the 
city of Hubbard's Police Department staff, yet fall outside their taxing authority. 
The inventory  found that  39 driveways per  mile were  located  along  the highway inside 
Hubbard  city  limits.  This  range  is  comparable  to  the  14-65  driveways  per  mile  on 
Highway 99E in Woodburn. 
Safety  and Crashes 
TABLE 16.  HUBBARD CRASHES:  1988-1997 
Hubbard's  crash  statistics  from  1988  through  1997  for  were  obtained  from  ODOT7s 
Accident  Summary  Database.  Data  showed  that  222  total  crashes  and  3  fatalities 
occurred during this interval (Table  16).  Crash locations are shown on Figure  14.  The 
data was analyzed for collision type, cause, and driver error (Table  17). The analysis also 
separated crashes occurring on Hwy. 99E from crashes on all other Hubbard streets to see 
if the different driving conditions resulted in different types of crashes. 
TOTAL 
Fatal crashes in Hubbard were located on the arterial streets:  two fatalities were located 
on Hwy. 99E (near J and Elm Streets), and one fatality was located on Third St. (north of 
A  St.).  These  crashes  involved  drugs  or  alcohol  (2  events)  or  driving  too  fast  for 
conditions (1 event).  A crash involving a pedestrian was located  near the intersection  of 
Third and E Streets. 
222  I  3 
Total annual crashes were also compared to traffic volume on Hwy. 99E (measured north 
of  G  St.) during  1988-1997  (Figure  15).  In  general,  the  total  number  of  crashes  in 
Hubbard is increasing, as is traffic, and proportionally  more crashes have been  occurring 
on Hwy. 99E, especially in  1996 and 1997. 
Hubbard Transportation System Plan  5 2 
Adopted June 29, 1999 
Most city streets had two lanes except Highway 99E which had a center turning lane from 
the south UGB to the signalized intersection with D Street.  The highway was two lanes 
north of D Street.  In general, pavement conditions were good on the arterial and collector 
streets with  the  exception being  3'd,  A,  and  J  Streets.  These  roadways  had  a  higher 
percentage of pavement in poor or fair condition (Appendix C). 
Hubbard had one traffic signal, with left turn arrows, at the intersection of Hwy. 99E and 
D Street.  Flashing yellow caution lights were located at the intersection of Hwy. 99E and 
G Street and the intersection of Hwy. 99E and  J  Street.  The signal  and  caution lights 
were under the jurisdiction of the ODOT.  Most  intersections in  Hubbard  did  not  have 
separate turning  lanes,  except for  the  intersections of Hwy.  99E  and  D  and  J  Streets. 
Hwy. 99E had a center left-turn lane at both intersections.  D Street had a lee turn lane for 
traffic approaching Hwy. 99Efrom the east. 
Traffic Volume and Level of Service 
Current traffic volume (Average Daily Traffic) on arterial and collector streets is listed in 
Table  14 and shown on Figure  12.  Data (1996-98) was  obtained  from ODOT, Marion 
County and the city of Hubbard.  North-south traffic on Hwy. 99E ranged from 11,600 to 
13,100 ADT  and  was  3-4  times  the  volume  of traffic  on  any  other  road  in  Hubbard. 
Traffic movement in and out of the city on other arterials, ranked by  ADT  at or near the 
UGB, was as follows:  (1) 3"'  St. (2,600 ADT), (2) Whiskey Hill Rd. (2,200 ADT), (3) J 
St./Broadacres Rd. (1,500 ADT), and (4) Mineral Springs Rd. (1,170 ADT). 
The highest, in-town arterial traffic volume was located on D St. (3,600 ADT) which also 
had  the  only  signalized  intersection  with  the  highway.  Traffic  volume  data  was  not 
available  for  all  collector  streets  in  Hubbard,  but  existing  information  suggested  that 
volumes were heaviest on G St. (2,700 ADT), followed by  5fi St. (1,790 ADT) and A St. 
(990 ADT). 
Historic traffic volumes were  available for  Hwy. 99E.  Traffic  volumes  from  1977-97, 
measured  at  6  locations within  and  near Hubbard,  are  shown  on  Figure  13.  Between 
1977-97, traffic volume on Hwy. 99 E, 0.01 mile north of G St. increased from 8,600 to 
12,300 ADT (43%).  Overall, there appears to be a shift in  the location of highest traffic 
volumes from the  south end  to the north  end  of town,  beginning  in  about  1982.  It  is 
difficult to  see the  impact  of  closing at-grade railroad  crossings at  J  and  E  Streets on 
highway traffic volume.  Traffic volume north  of G Street dropped  in  1992 (1 1,400 to 
9,900 ADT),  but  traffic volume  south of  G  St. showed  no  abrupt  changes aRer  1980 
(Figure  13).  The crossing closings may have had  more effect on local traffic flow rather 
than through traffic,  or been  masked  by  signalization  of the D  St. intersection and  the 
construction of Industrial Avenue. 
Hubbard Transportation System Plan  49 
Adopted June 29,  1999 
Figure 13.  Historic and Projected Traffic Volumes on Highway 99E 
Level of service (LOS) is a semi-quantitative measure of the effect of a number of factors 
on transportation service including speed and travel time, traffic interruptions, freedom of 
movement, safety, driving comfort, and convenience.  Table 29 in Appendix A describes 
typical traffic flow conditions for each level of service, with LOS A representing mostly 
uninterrupted flow and LOS F representing traffic jams. 
The Marion RTSP (1998) included LOS analyses for four intersections in Hubbard (Table 
15).  The existing LOS at all intersections met County standards. 
TABLE 15.  LOS AT SELECTED HUBBARD INTERSECTIONS 
Intersection Location  I  LOS in 1995  1 
I Hwy. 99E and D Street  B 
During the  public  input  phase  of the  TSP,  Hubbard residents  repeatedly  identified  the 
following areas as congested: 
Hwy. 99E in morning and evening, work travel- 7 (number of responses) 
The intersection of Hwy. 99E and G Street between  4:00 and 6:00 PM- 5 
The intersection of Hwy. 99E and D Street between  4:00 and 6:00 PM- 2 
Hwy. 99Eall day-2 
Post office area-2 
All of Hwy. 99E in the late afternoon- 2 
Hubbard residents view Hwy. 99E as the location of most congestion and unsatisfactory 
LOS in the city. 
Access Management 
The goal of access management  is to protect  a street for its intended function.  Access 
management is primarily a tool that can be used to insure that objectives of mobility and 
safety are preserved for the city's arterial and collector system.  Hwy. 99E, and the city's 
minor arterials, present important challenges related to reconciling the needs of past  and 
hture development along the roadways with the roadways' intended primary function of 
carrying through traffic. 
The  city  of  Hubbard  has  44  driveway  access  points  along Hwy.  99E  (Appendix  C-2, 
Figure 20).  These can generally be  divided  into  32  commercial use  driveways and  12 
residential use driveways.  Eleven of these access points are common driveways shared by 
more than  one user.  Thirteen  of the  44  driveways have  secondary  street  access from 
corner lots or property that extends to a parallel secondary street.  Inventoried accesses 
are all contained within the city's boundaries. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Additional  driveways  in  the  Marion  County  area  south  of the  immediate  city  line  are 
generally residentiaVagricultura1 with a couple retail access points well spaced along Hwy. 
99E.  In  contrast,  immediately  north  of  the  city  limit  is  a  congested  grouping  of 
commercial  and  residential  driveways.  These  sit  at  the  entrance  to  Hubbard  from  the 
north at a point of speed reduction from 50 mph to 40 mph.  Additionally, there is no turn 
lane  for  traffic  turning  into  these  access  points.  This  is  the  most  frequent  point  of 
automobile accidents along this stretch of Hwy. 99E.  These have a direct impact on the 
city of Hubbard's Police Department staff, yet fall outside their taxing authority. 
The inventory  found that  39 driveways per  mile were  located  along  the highway inside 
Hubbard  city  limits.  This  range  is  comparable  to  the  14-65  driveways  per  mile  on 
Highway 99E in Woodburn. 
Safety  and Crashes 
TABLE 16.  HUBBARD CRASHES:  1988-1997 
Hubbard's  crash  statistics  from  1988  through  1997  for  were  obtained  from  ODOT7s 
Accident  Summary  Database.  Data  showed  that  222  total  crashes  and  3  fatalities 
occurred during this interval (Table  16).  Crash locations are shown on Figure  14.  The 
data was analyzed for collision type, cause, and driver error (Table  17). The analysis also 
separated crashes occurring on Hwy. 99E from crashes on all other Hubbard streets to see 
if the different driving conditions resulted in different types of crashes. 
TOTAL 
Fatal crashes in Hubbard were located on the arterial streets:  two fatalities were located 
on Hwy. 99E (near J and Elm Streets), and one fatality was located on Third St. (north of 
A  St.).  These  crashes  involved  drugs  or  alcohol  (2  events)  or  driving  too  fast  for 
conditions (1 event).  A crash involving a pedestrian was located  near the intersection  of 
Third and E Streets. 
222  I  3 
Total annual crashes were also compared to traffic volume on Hwy. 99E (measured north 
of  G  St.) during  1988-1997  (Figure  15).  In  general,  the  total  number  of  crashes  in 
Hubbard is increasing, as is traffic, and proportionally  more crashes have been  occurring 
on Hwy. 99E, especially in  1996 and 1997. 
Hubbard Transportation System Plan  5 2 
Adopted June 29, 1999 
Figure 14.  Crash Location Map 
I I  me:  ( 2'02r'~ity  Limits 
1988 to 1997 data from ODOT Transportation Data 
Section, Accident Data Unit 
@ Crash number shown in circle 
Filled squares represent one crash 
Fatality crashes were located: 
--On 3rd Street about 100 ft. NE of A st. in 1988. 
Driver was under the influence of alcohol or drugs. 
--On Hwy. 99E neat Elm St in 1993. Collision with 
mailbox and driving too fast for conditions. 
--At the intersection of Hwy. 99E and J St in 1990. 
Pedestrian was hit by a speedtng, drunk driver 
making a wide turn. 
Another accident involving a pedestrian occurred in 
1992 on 3rd St just NE of E St. 
I  i*i**~rban  Growth Boundary Figure 14.  Crash Location Map  /!./  ~ailioacis I I 
Created bv:  I Date:  I Revision:  AUey 
Mid-~ikmette  Council of Governments  I  Annial CoUmr 
I May10,1999  11  Minor CoUeaor (County) 
Fie:  Prkate Roads  Thi IMP b Cor reptryllptaml porposes og 
c/cog4/proj&/hubbard/hub-tsp.apr  o  md b not m 0%  d~~mnmt 
Mid-Wlllamene Valley 
Council of Governments 
105 Hjgh Street SE 
Sdq OR 97301-3367  <&> 
Phone: (503) 5886177  L A 
FPC (503) 588-5494  Y 
e-tnaikMop"og 
In Hubbard,  on streets other than Hwy. 99E (Table  17), the two most common types of 
collisions were angle types (39% of total crashes), followed by turning types (25% of total 
crashes).  The most common cause was failure to yield the right-of-way  (45%) and driver 
error was not having the right-of way (44%).  On Hwy. 99E, the two most common types 
of collisions  were  turning  types  (30%  of total  crashes)  and  angle  types  (19%  of total 
crashes).  The two most common causes were improper driving (30%) and failure to yield 
right-of-way  (26%) and driver error was failure to avoid  stopped vehicles (38%) and not 
having right-of-way  (25%).  Angle type collisions occur when two vehicles intended to go 
straight through an intersection,  but collided.  Turning type collisions occur when one or 
both vehicles intended to turn at an intersection, but collided. 
TABLE 17.  HUBBARD CRASH STATISTICS:  1988-97 
TYPE OF COLLISION  1 
Angle 
Turning Movements 
Backing 
Fixedlother Obiect 
I Animal  101  111  I 
Non-collision 
Pedestrian 
Sideswipe-meeting 
Sideswipe-overtaking 
Parking Movements 
-  ~  -..- 
CAUSE 
Other Hubbard Streets 
1 
1 
1 
1 
1 
Hubbard Transportation System Plan 
Adopted June 29,  1999 
Number 
28 
18 
11 
5 
Hwy. 99E 
0 
1 
2 
2 
0 
Did Not Yield Right of Way 
Passed Stop Sign or Red Flasher 
Other Improper Driving 
Made Improper Turn 
Drove Left of Center on 2-Way 
Road 
Disregarded a Traffic Signal 
Percent of 
~otul' 
39 
25 
15 
7 
Number 
29 
46 
0 
6 
Percent 
of ~otaP 
19 
30 
4 
32 
7 
16 
7 
1 
0 
DRIVER ERROR 
45 
10 
23 
10 
25 
38 
12 
5 
8 
39 
2 
45 
10 
3 
18 
1. Percent of total number of crashes in Hubbard not on Hwy. 99E 
2.  Percent of total number of crashes in Hubbard on Hwy. 99E 
1 
3 7 
0 
58 
18 
7 
12 
Disregarded Stop Sign or Signal  7  10 
2 6 
30 
7 
12 
Did Not Have Right-of-way 
Backing Improperly 
Failed to Avoid Stopped or 
Parked Vehicle 
Disregarded Trafftc Signal 
Driving Too Fast For Conditions 
Left Turn in Front of Oncoming 
Traffic 
3 1 
10 
5 
0 
4 
1 
44 
14 
7 
6 
The intersections with the highest number of crashes were: 
Hwy. 99E / D Street (35 total crashes), 
Hwy. 99E / G Street (29), 
Hwy. 99E 1 A Street (18) 
Third Street 1 D Street (13), and 
Hwy. 99E / J Street (12). 
At D and Hwy. 99E, crashes were about 33% angle, turning, and rear collision types, and 
driver error was mainly disregarding the traffic signal and failure to yield right-of-way. At 
G and Hwy. 99E; crashes were 48% angle collision type and 31% turning collision type 
and driver error was mainly failure to yield right-of-way. 
At A and Hwy. 99 E, crashes were 50% rear collision type and 44% turning collision type, 
and driver error was mainly failure to avoid a stopped or parked vehicle and yield right-of- 
way.  Between A and the north UGB on Hwy. 99E, crashes were 68% rear collision type 
and  14% turning collision type and driver error was mainly failure to avoid a stopped or 
parked vehicle.  The increasing incidence of rear end collisions occurred on the portion of 
Hwy.  99E that  lacked  a  center turning  lane.  At  J  and  Hwy.  99E; crashes were  58% 
turning collision type and 25% angle collision type and driver error was mainly failure to 
yield right-of-way. 
Crashes between  1988-97 were also evaluated by  the time of day, day  of the week,  and 
month  (graphed  results  in  Appendix  C).  Most  crashes  in  Hubbard  occurred  in  the 
afternoon and early evening, and peaked between 3:00 and 6:00 PM.  The distribution of 
crashes by  time of day was similar for both Hwy. 99E and  other Hubbard streets.  The 
greatest difference between the number of crashes on other Hubbard streets vs. Hwy. 99E 
occurred between 5:00 to 6:00 PM when 23 crashes occurred on the highway compared 
to one on other  Hubbard streets. 
For both Hwy. 99E and other Hubbard streets, more crashes occurred during the work 
week  than  on the  weekend  and  Friday  had  the  most  crashes  of  any  day  of the  week. 
Saturday (22 crashes) and  Sunday (21 crashes) had  about half the number of crashes as 
Friday (42 crashes).  The pattern of crash distribution by month was similar for Hwy. 99E 
and  other Hubbard  Streets with peak numbers occurring in  January, April,  August,  and 
November (Appendix C).  The highest number of crashes on Hwy. 99E occurred during 
the  month  of  August  (17  crashes),  and  the  lowest  number  occurred  in  December  (5 
crashes).  Other  Hubbard  streets  also  had  the  least  number  of  crashes  occurring  in 
December and May (2 crashes), but the highest number  of crashes occurred during the 
month of January (7 crashes), not August. 
During the  public  input  phase  of the  TSP,  Hubbard  residents  repeatedly  identified  the 
following roadway areas or situations as unsafe: 
Getting on and off Hwy. 99E- 4 
Unsafe intersection at Hwy. 99E and A Street- 4 
Hubbard Transportation System Plan  57 
Adopted June 29, 1999 
exist in^ and Future Roadway Needs 
The  existing  road  system  inventory,  population  growth  and  employment  forecast, 
development  patterns,  future traffic volumes,  and  level  of  service forecasts is  used  to 
identify existing and future roadway needs.  The discussion of needs has been divided into 
review  of  functional  classification,  forecast  of  future  traffic  volumes  and  LOS, 
improvement of existing roadways, location of new roadways, access management, safety 
improvements, , review of street design standards, other structures, and truck route. 
Functional Class 
A  review  of  the  existing  functional  classification  of  the  Hubbard  street  network; 
comparison with ODOT, Marion County, and Woodburn classification; and  existing and 
fbture traffic volumes suggested that Hubbard should reexamine the arterial classification 
system.  Traffic volume on Hwy. 99E was, and is forecast to be, 3 to 5 times the volume 
on any  other designated arterial street in  the  city.  The city  should  also reconsider the 
roadway  types  and  associated  design  standards  in  the  Table  12.  A 
cornrnerciaVindustriaVinstitutional type of roadway is listed in the table, but not shown on 
any maps or specified for any situations.  Hubbard  should describe the purpose of minor 
arterials  and  collectors in  order  to  preserve  roadway  function  during  the  course  of 
subsequent planning and construction decisions. 
Future Traffic Volume and Level of Service 
TABLE 19.  FUTURE POPULATION, TRAFFIC VOLUME, AND LOS 
I  I  I  ADT 
Population 
Local residential traffic 
South Hwy. 99E Traffic  1  12,600 ADT  1  %:0  -26,000 
Volume  I  15-206% 
North Hwy. 99E Traffic  I  13,100 ,T  1  K5:2?? ADT' - 
Volume  I  16-47% 
2,2 10 
See Figure 12 
Whiskey Hill (east of J  St.) 
Traffic Volume  1  2,200  1  5,2001  1  42% 
3,105 
? 
South end of Third St.  1 
2,500 
40% 
+2,500 
1.  Marion County transportation model value for 20 15 
4,000 - 8,000 ADT 
LOS C for 5,000 ADT 
Mineral Springs (west of D St.) 
Traffic Volume 
Future  traffic  volumes  and  level  of  service  were  estimated  for  selected  roads  and 
intersections in  Hubbard  (Table  19).  This  information is  used  in  conjunction with  the 
background and inventory information to identify future roadway needs. 
60 - 320% 
Hubbard Transportation System Plan  5 9 
Adopted June 29, 1999 
1,210  2,690~ 
LOS C 
222% 
New Roadways 
The road  system will increase  as the urbanizable area around Hubbard  is developed  and 
new  roads  are  needed  to  access  property.  Figure  8  shows that  the  largest  pieces  of 
undeveloped  land,  not  served  by  the  existing  street  network,  are  located  in  northwest 
Hubbard.  The  TSP  does  not  identify  local  street  alignments,  but  does  indicate  the 
conceptual location of collector and arterial streets. 
Hubbard's new road network should: 
Extend  existing  collectors  and  arterials  to  provide  for  good  local  circulation  and 
connection to intra-county and inter-city facilities; 
Build  new  collectors to  provide  access  to  land,  and  connection  to  the  local  street 
system and community centers; 
Build  new  collectors  to  improve  circulation  and  local  travel  alternatives  in  east 
Hubbard.  Local,  north-south travel,  off Hwy. 99E,  is very  limited in  east Hubbard, 
and 
Improve and  preserve  existing and  future  system  connectivity  by  assuring that  local 
roads are connected to the new arterial and collector roads.  New road layouts should 
assure the ability to extend arterial and collectors outside the UGB as the need arises. 
Access Management 
Arterials and collectors in Hubbard must  provide both  safe, efficient, through flow of traffic 
and  access to  property  and  businesses.  The  distribution of  the  high  crash  locations,  and 
complaints  regarding  congestion  on  Hwy.  99E,  suggests  that  access  management  is  an 
important component of addressing capacity and safety concerns.  In light of these competing 
demands on the arterials, particularly Hwy.  99E, the  city will  work  with  adjacent property 
owners  to  develop  creative  approaches  to  access  management.  Although  the  state  has 
jurisdiction over the highway itself, the city has control over land adjacent to the highway, and 
thus, has significant influence over access demands.  Because of the overlapping jurisdictions, 
all  development  proposals that  impact  the  state  highway  will  be  submitted to  ODOT  for 
review. 
D, J, and 3"'  Streets are a minor arterials where access management is of particular importance 
because  these  routes  provide  east-west  connections  and  travel  alternatives  to  Hwy.  99E, 
respectively.  Preserving the  fbture  mobility  of  these  roadways  will  require  a  coordinated 
commitment to managing access by Marion County and Hubbard. 
Safely Improvenzents 
Existing  information  identified  several  relatively  unsafe  intersections,  unsafe  street 
segments, unsafe situations, and conflicts between transportation modes: 
Third Street 1 D Street, 
Hwy. 99E l J Street, 
Hwy. 99E 1 G Street, 
Hubbard Transportation System Plan  6 1 
Adopted June 29, 1999 
emergency response travel across one crossing of Mill Creek was not blocked by  a 100-year 
flood event. 
The city also needs to ensure that the protected at-grade railroad crossings are located so as 
maximize  intra-city traftic circulation and  connection to  inter-city  and  intra-county  routes. 
These crossing facilities should also be coordinated with intersection improvements on Hwy. 
99Eto improve safety and traffic flow. 
Truck Route 
Hubbard would  also like to direct truck traffic through the city for safety, capacity, and 
road  maintenance  reasons.  A  truck  route  to  redirect  large  vehicles  and  hazardous 
materials  is  recommended.  The  adequacy of the  roadway base,  pavement  layers,  and 
intersection characteristics should be evaluated as part of route selection. 
Roadwav Facilities Plan 
The roadway facilities plan (Figure 16) will be used  as a guide to assure the dedication, or in 
some  cases,  the  acquisition  of  adequate  rights-of-way  for  streets  and  related  facility 
improvements in  appropriate locations.  While  exact  alignments may  require  more detailed 
refinement studies, this plan identifies the general alignments and connections that need to be 
made in order for the city to provide a safe, convenient, and  economic transportation system 
with  adequate access to  all  planned  land  uses.  The roadway  plan  also  addressees  safety, 
capacity, maintenance, and access management. 
Functional Class~Jication 
Most  of  the  previous  functional  classification  categories  and  roadway  designations  were 
retained.  One functional classification was  subdivided,  another was  eliminated and  options 
were  developed.  Some  street  segments  were  reclassified  (Figure.  16).  Due  to  large 
differences in traffic volume, the arterial fknctional classification is subdivided into major 
and minor arterials.  Hwy. 99E is designated a major arterial; and D, J, and 3rd Streets are 
designated minor  arterials.  Hubbard  recognizes that  the  minor  arterial  streets provide 
important  local  connections  to  inter-  and  intra-county  roadways,  elementary  and 
secondary schools, connections to future interstate freeway accesses in  northern Marion 
County,  and  alternatives  to  travel  on  Hwy.  99E.  Third  St.  provides  an  important 
alternative route to Woodburn which could be extended north to connect with Grim Road 
or  the  Wilsonville  Cutoff  as  needed.  Fully  protected  at-grade  rail  crossings  and 
intersection improvements with Hwy. 99E are needed  in  order to improve and  preserve 
the  connective  and  alternative  route  functions  of  Hubbard's  minor  arterials.  The 
comrnerciaVIndustriaVInstitutional street type is eliminated. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
'able 21 
Map 
Key 
4 
extension of 31~ 
perimeter  to D Street.  5& Street and west A 
road  Street extension 
connect to road. 
Schmidt 
Lane 
New Road 
B, 9&, Casteel, 
Oak Ridge, 
Riviera Ct., 
Rainbow 
Loop, Pacific 
Circle, 
Rudometkin 
Drive, Ash 
From Hwy. 99E to 
RR 
Hwy. 99E and east 
perimeter road 
between Parkway 
Blvd. & Basilio Dr. 
Multiple public and 
private local street 
connections to new 
collector streets 
Access 
Management 
UGB 
Adjacent to Hwy. 
99E 
Area 
3rd Street 
J St.:  Open 
Crossing / 
Improve 
Intersection 
and Street 
North dead end to 
Closed railroad 
crossing and 
intersection with 
Hwy. 99E 
Mitigate RR 
Impacts 
West of railroad 
between A Street 
and north UGB 
Collector 
Collector 
Short 
extensions  of 
local  streets 
to  intersect 
with  collector 
streets. 
Not 
Applicable 
Minor 
Arterial 
Minor 
Arterial 
Intended to provide access 
to new residential 
development, connection 
the collector and minor 
arterial streets in 
northwest Hubbard, and 
provide alternative access 
to Hwy. 99E. 
Intended to property access 
and connection to Hwy. 
99E for the industrial 
lands located in the 
proposed UGB expansion. 
Intended to improve 
circulation in east 
Hubbard. 
Intended to improve 
circulation and promote 
local travel options off 
Hwy. 99E.  As the 
opportunity arises, 
connections between the 
circular private roads in 
northeast Hubbard will be 
connected to the eastern 
perimeter road. 
Improve safety and 
capacity on roadways. 
Alternative to north-south 
travel on Hwy. 99E. 
Preserve ability to extend 
the street to the north 
Restore function of 
roadway (east-west travel), 
improve safetylcapacity at 
intersection, and provide 
for emergency response 
use of J St.. 
Provide sound and visuals 
screens to reduce the 
conflict between 
residential uses and 
railroad 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
connected street network, with numerous alternative routes, reduces the volume of traflic on 
any one route and provides a more bicycldpedestrian friendly environment. 
The TPR requirements related to the layout of streets are addressed through the street network 
plan,  street design standards, and the city's  land development regulations.  While arterial and 
collector streets are identifled in  the street network plan,  an additional means of achieving a 
well connected street network is through the Hubbard City Code  Amendments to the city's 
land development regulations are provided Appendix D. 
Capacity and Safety Improvements 
The city  strategy to maintain  acceptable levels of service in  the  in  the roadway  system 
includes  improvements at  intersections  (turning  lanes  and  signalization), widening  the 
existing  network  of  arterial  and  collector  streets,  phasing  out  on-street  parking  on 
collectors when warranted, and developing a well-connected street network that reduces 
local travel on Hwy. 99E.  Level of Service standards are set in the road design standards 
to guide the timing  of capacity improvements.  The city  should  approach capacity  and 
safety improvements on a situation by  situation basis but the following list identifies some 
options: 
Add a continuous turning lane to Hwy. 99E north of the intersection with D Street; 
Expand the collector street network as identified in Table 20; 
Widen minor arterials and add turning lanes at intersections with collectors; 
Evaluate and improve the intersections of Hwy. 99E and J, G, and A Streets; 
Evaluate and improve the intersections on 3rd Street, especially D and G Streets; 
Evaluate and improve the intersection of 7h and J Streets. 
Apply to ODOT to evaluate the posted  speed limits  on Hwy. 99E approaching and 
within the city to improve safety by slowing traffic down. 
Capacity improvements on Hwy. 99E will be made as needed.  ODOT design standards 
for Hwy. 99E include four travel lanes, and  1 continuous left turning lane.  A parkway 
strip is an option if the city will assume maintenance responsibilities for the landscaping. 
As Hwy. 99E is upgraded to meet capacity and safety needs, various landscaping features 
will  be  evaluated  as  a  means  to  slow  traffic  down  as  it  enters  the  city  and  improve 
aesthetics.  This is consistent with the city's policy to improve first impressions of the city 
by adding charm and beauty to the Hwy. 99E business area. 
The Hubbard Fire Department will continue to work with ODOT and railroad hazardous 
materials  and  emergency  response  specialists  to  prevent  accidents  and  respond  to 
accidents involving rail transport of hazardous materials. 
Access Management 
The city identifies the area long Hwy. 99E as and  access management opportunity area. 
The city will use the access inventory information  (Appendix C-2) to work with ODOT 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
(Front) Street between the southern UGB  and  D  St., Broadacres Rd./J St. between the 
west UGB  and Front St., Whiskey Hill Rd./J St. between the east UGB  and Hwy. 99E; 
and D St. Mineral Springs Rd, between Hwy. 99E and the west UGB.  If and when the J 
St. at-grade crossing of the railroad is opened, the segment of J between Hwy. 99E and 
Front  Street would  be  added  to  the truck route. The truck  route  should be  studied to 
evaluate the adequacy of the existing road beds for truck traffic  and the turning geometry 
and  turning  lane  needs  of  intersections.  Needed  roadway  improvements  and  parking 
restrictions should be implemented. 
Street Design Standarch 
The street design standards are summarized in Table 21 and described in the following section. 
The following description of fbnctional classes and street design standards will help the city to 
achieve compatibility and consistency in the development of the street network.  Although it is 
important to have recognized street design standards, major  street projects  often need to be 
evaluated on an individual basis.  Strict adherence to these standards may not be practical in all 
situations  considering  existing  development  or  other  social,  economic,  and  environmental 
constraints.  Furthermore,  there  are  other considerations that  need  to  be  evaluated when 
designing specific streets including distance between intersections, access points, and adjacent 
land uses. 
Hubbard Transportation System Plan  69 
Adopted June 29, 1999 
MAJOR ARTEW 
Access 
Access Spacing:  In Hubbard, the major arterial street is a state highway (Hwy. 99E).  ODOT 
has sole responsibility for approval and permitting of accesses to state highways and Hubbard 
must  coordinate with  the  state-developed  standards.  ODOT  management  objectives  are 
moderate to low speeds (-45 mph) with moderate interruptions of flow (LOS D).  ODOT's 
access management standards are 1,320' minimum spacing between public road intersections, 
300-500 feet minimum spacing between private road  intersections, and  '/4 - % mile minimum 
spacing between traffic signals.  Additional pedestrian and bikeway accesses will be provided 
where blocks are 600 to 1,320 feet long. 
Uses Permitted Direct  Access:  The following will  be permitted direct major arterial access 
when they conform with spacing requirements. 
Commercial 
Major public or private development 
0  High Schools 
Uses Prohibited Direct Major Arterial Access: 
Single-family residential 
Duplex 
Multi-family 
Elementary or Middle Schools 
Parks 
The city  will use  the access inventory  information in  this  TSP  and  work  with  ODOT and 
property owners along Hwy. 99E to minimize the number of accesses and  provide optimum 
access spacing as the opportunity arises.  The city will  also work  with  property owners to 
develop connections between parking lots.  The city recognizes that capacity improvements to 
Hwy. 99E will be phased in based on the need. 
ODOT VIC Standard: 0.8 or LOS D 
Minimum Right-of-way:  100' 
Minimum Curb-to-Curb Width:  76' 
Travel Lanes:  4 @ 12' 
Left Turn Lane:  1 @ 14  to 16' 
On-street Parking: Prohibited 
Sidewalks:  Required, both sides, 6' minimum width. 
Bikeways: Bikelanes required, 6', both sides. 
Parkway Strip:  Two @ 5' with the city providing maintenance 
Public Utility Easement:  Two @ 8' 
Additional  Design  Considerations:  Additional  right-of-way  and  roadway  improvements 
may  be  required  at  major  intersections to  provide  for  turn  lanes.  When  the  pre-existing 
patterns  of  land  ownership  preclude the  application of the  spacing  standard,  the  city  will 
encourage  property  owners  to  share  private  drives  or  access  local  and  collector  streets 
whenever possible. 
Hubbard Transportation System Plan  7 1 
Adopted June 29, 1999 
COLLECTOR 
Access 
Access  Spacing:  Access to collectors will  be permitted by  both  streets and  private  drives. 
Minimum spacing between public street intersections will be 400 feet, centerline to centerline. 
Minimum access spacing for private driveways will be 100 to 150 feet.  The city will encourage 
property owners to minimize collector street access according to the following guidelines: on- 
site vehicle turn-wounds, adequate off-street parking, safe intersection sight distance, and safe 
off-set  distance  between  intersections on  opposing  sides  of  the  collector.  The  city  will 
encourage combined access to collector streets wherever practical. 
Level of Service Standard: B 
Minimum Right-of-way:  60 feet 
Minimum Curb-to-curb Width:  34 feet 
Travel Lanes:  two @lo7 (Phase I), two @11' phase 11) 
Bikeways: 
Phase 1: Shared roadway 
Phase 2: Bike lane required, 2 @ 6' 
On-street Parking: 
Phase 1: Permitted, both sides 637'. 
Phase 2: Prohibited 
Parkway Strip:  2 @4.S 
Sidewalks: Required, both sides, 5' minimum width. 
Public Utility Easement:  2 @ 8' 
Additional  Local  Street  Design  Considerations:  Collectors  may  exist  in  two  phases. 
Collector streets with  less than  3,000 ADT  and  speeds less than  or  equal  to  25  mph  can 
accommodate on-street parking and bicyclists on the roadway, fbnctioning more as a local than 
as a collector street.  As development occurs and traf5c volumes begin to exceed 3,000 ADT, 
the city will begin to study the need to eliminate on-street parking and provide designated bike 
lanes.  This strategy provides the city with the flexibility to easily increase the capacity of a 
collector street at minimal cost, based on need. 
As collector streets are restriped to meet increased traffic volumes, additional right-of-way and 
roadway improvements may be required at major intersections to provide for turn lanes. 
Hubbard Transportation System Plan  73 
Adopted June 29,  1999 
LOCAL STREEF OPTION D 
Level of Service Standard: B 
Minimum Right-of-way:  60 feet 
Minimum Curb-to-Curb Width:  34 feet 
Travel Lanes:  2 @lo' 
On-street Parking: On-street Parking:  Permitted, both sides @7'. 
Parkway Strip:  2 @5' 
Sidewalks:  Required, both sides, 5' minimum width. 
Public Utility Easement: 2 @ 8' 
Bikeways:  Shared roadway 
Application:  Serves' local  traffic  and  some  through  traffic  connection  to  collectors and 
arterials, average daily traffic of 1,000 to 2,000, speeds 125 mph. 
Additional Local Street Design Considerations:  A well connected local street network is 
important for convenient bicycle and pedestrian access.  Cul-de-sac streets will continue to be 
discouraged in favor of connection with existing or planned streets.  Because local streets serve 
a wide  range of uses, including neighborhood play  areas, the city will explore options that 
discourage "through" tra&  and speeds in excess of 25 mph.  Application guidelines are listed 
for  each  of  the  local  street  options,  but  local  conditions  may  warrant  different  widths. 
Selection of local street option will be reviewed by the city to ensure that it is appropriate for 
emergency vehicle access, average daily traffic, local vs. through type of travel, and number of 
dwelling units served. Block perimeter shall not exceed 1,600 feet unless the previous adjacent 
development pattern or topographical conditions just@  a variation.  Blocks longer than 600 
feet will provide additional pedestrian and bikeway accesses. 
Goals and Policies 
GOAL:  To encourage safe, efficient, convenient, and economic modes of travel that 
reduces reliance upon one form of transportation, minimizes energy consumption 
and air quality impacts. 
GOAL:  To develop a safe and eficient street system which will handle the 
projected needs of the community and provide connections to the region. 
1.  Policy-  Support efforts to plan for and construct an additional 1-5 interchange in 
the north Marion County region. 
2.  Policy-  The designated existing and future major and minor arterials, and collector 
streets in the Street Network Plan of the TSP will be used to prioritize street 
maintenance and guide the location and design of new streets. 
Hubbard Transportation System Plan  75 
Adopted June 29,  1999 
Figure 16. Roadway Network and Rail Plan 
Prrpartd by: 
Mid-Willamette Valley Council of Governments 
CfWCd by  I Date:  1  Rmson: I 
May 7,1999  13 
1 Road Functional 
ass 
Major Arterial 
Minor Arterial a 
Collector / 
Local 
Alley 
Private 
Proposed Pmtatcd + 
RRCmssii 
RR Crossing 
See Table 20 for explanadon 
of map numbem 
Improve Existing Street Segment 
N N-  ~~d~ m 
Commercial 
Center Area 
Mid-Willamette Valley 
Coundl of Governments 
105 High Sea SE 
Salem, OR 97301-3367 
Phone: (503) 588-6177 
Fpx: (503) 588-6094 
*-og@opeaa~ 
Rail Freight and Rail Passenger Transportation 
This section of the TSP: 
References the  requirement to  plan  for  rail  facilities  in  the  Transportation Planning 
Rule, 
Reviews standards, plans, and policy (ODOT, 1995), 
Completes an inventory of rail transportation facilities and services in Hubbard, 
Identifies existing and future needs in Hubbard, and 
Presents the rail facility plan. 
The  inventory  of  existing rail  passenger  and  freight  services  includes a  description  of 
facilities, shipping and passenger use, public input, and background information regarding 
previous closure decisions of at-grade crossings in Hubbard. 
TPR Reauirement 
The TPR (OAR 660-12-020(2)(c)) requires that the TSP include a Rail Transportation Plan 
which: 
Describes the  intercity bus  and  passenger  rail  service and  identifies the  location  of 
terminals 
Includes and  air, rail, water,  and  pipeline transportation plan  which identifies where 
public  use  airports,  mainline  and  branchline  railroads  and  railroad  facilities,  port 
facilities, and major regional pipelines and terminals are located or planned within the 
planning area. 
Rail Standards, Plans, and Policv 
ODOT has separate plans for rail passenger and rail freight services.  These plans directly 
affect Hubbard because the city is bisected by track that is heavily used for rail freight and 
rail passenger services.  These uses are expected not only to continue at present levels, but 
to increase during the planning horizon. 
State policies set the general context and standards for site specific decisions.  The Oregon 
Transportation  Commission  established  policies  and  actions  regarding  freight  and 
passenger rail service (ODOT, 1994). Present policies are: 
1.  Increase economic opportunities for the State by having a viable and competitive rail 
system. 
2.  Strengthen the retention of local rail service where feasible. 
3.  Protect abandoned rail rights-of-way for alternative or future use. 
4.  Integrate rail freight considerations into the State's land use planning process. 
Planning actions associated with the fourth policy are listed because they are particularly 
relevant to Hubbard: 
1.  Recognize the social, economic, and environmental importance of rail freight service. 
Hubbard Transportation System Plan  79 
Adopted June 29, 1999 
Encourage land use zoning ordinances that  enhance and protect  existing rail freight 
service. 
Work with communities to minimize conflicts between railroad operations and other 
urban activities. 
Assist  in  removing  constraints  to  improved  operating  efficiency  within  urbanized 
areas.  Work with communities to consolidate or close existing grade crossings  and 
prevent the establishment of unjustifiable new grade crossings. 
Encourage local jurisdictions  to identifj, alternative uses for low  density branch line 
right-of-ways. 
The impact of Planning Action #4 in  Hubbard  is underscored  by  the following additional 
policy statement: 
"South  of Portland, the designated High Speed Rail corridor is the Union 
Pacific mainline.  There will be no more at grade public or private crossings 
allowed  for  this  line.  All  efforts  should  be  made  to  close  unnecessary 
crossings or provide for future grade separations (ODOT, 1994)". 
The ODOT Rail Crossing Section has three rail-related responsibilities:  (1) grade crossing 
safety,  (2) railroad  safety, and  (3)  rail  safety.  The PUC  has jurisdiction  over  all  public 
grade  crossings,  must  approve  new  crossings  and  alterations,  and  can  order  crossing 
closures and installation of safety devices.  The PUC is charged with inspecting track and 
equipment, and has responsibilities related to hazardous materials. 
The Oregon Rail Passenger Policy & Plan (ODOT, 1992) proposed that a High Speed Rail 
System be developed between Eugene and Portland and would use the Union Pacific track 
that bisects Hubbard.  The service would also extend through Washington to Vancouver, 
British  Columbia.  The  system would  incrementally upgrade  existing track  and  acquire 
high-performance  train  equipment  that  can  travel  at  speeds  of  100-125  mph.  The 
proposed  service will  use  existing  stations  and  intermodal  facilities in  Eugene,  Albany, 
Salem, and Portland; and included no plans to develop other local stops. 
The discussion of system management and governance notes that many communities along 
the proposed service route see rail-related opportunities and are concerned about potential 
noise and safety impacts.  The need for strong local/regional cooperation and methods to 
effectively  communicate  with  local  jurisdictions  is  acknowledged.  Funding  strategies 
noted  that  some local  funding might  be  possible in  communities developing multimodal 
transportation centers that provide connections to other services, including rail. 
The only specific policy reference to rail transportation in the Hubbard Comprehensive 
Plan (1977) was "To encourage a land use pattern which will maximize the use of rail- 
based systems".  The Plan noted that no scheduled stops for passenger or freight were 
currently provided, but that rail service could be provided to Hubbard when need arises 
In 1977, facilities included mainline and spur trackage  Space for more depot facilities 
located in strip of land between railroad and Third Streets. 
Hubbard Transportation  System Plan  80 
Adopted June 29, 1999 
Inventory of exist in^ Rail Facilities and Services 
Hubbard  is located  around  one of the two  major  railroad  mainlines in Marion  County. 
Total trackage in the county is  122 miles with 200 public  rail crossings (Marion County 
Public Works,  1998). Hubbard was platted along either side of the Oregon and California 
Railroad in  1878 (Figure 3), and  2nd and  3"  Streets run  parallel  to the track.  A siding 
track ran between A and D Streets and the depot was located between the lines adjacent 
to C Street.  During the last 121 years Hubbard has expanded around the line and today is 
bisected by the track.  The line is currently owned by the Union Pacific Rail Road (UPRR) 
and 5,014 feet of single track and 3  at-grade crossings of public roads are located inside 
the UGB.  The at-grade crossings are located on: 
1.  A Street between 2nd and 31d Streets; 
2.  D Street between 2nd and 31d Streets; and 
3.  G Street between 2nd and 31d Streets. 
The at grade crossings are protected by  automatic signals and gates, the highest level  of 
protection applied to at-grade crossings. 
Hubbard's two north-south arterials (31d Street and Hwy. 99E) run parallel to the railroad. 
The east-west arterials (J and D Streets) cross the railroad (Figure 2).  When trains pass 
through Hubbard  north-south travel is not  affected, but  east west  travel  is  temporarily 
blocked.  The fire station, located  southeast  of  the  track,  is  delayed  in  responding to 
events west of the tracks. 
The  Comprehensive Plan  (1999) designated  land  uses  adjacent  to  the  track  which  are 
mainly industrial and commercial, and  some medium and  high density residential.  In the 
middle of town, individual parcels along the track tend to be long (250-1000'  long) and 
narrow (50-80' wide).  However, on the north and south end of Hubbard large industrial 
properties abut the track.  A screening line of trees is located along part of the west side of 
the track between D and G Streets. 
Both rail freight and rail passenger services utilize the track, also referred to as the Valley 
Main Line, but neither service stops in Hubbard. Intercity rail passenger services, provided 
by AMTRAK, are called the Coast Starlight and Pacific Northwest Corridor routes.  Both 
services stop in Eugene, Albany,  Salem, and  Portland.  The Coast  Starlight Route runs 
from  Vancouver,  British Columbia, to Los  Angeles,  California.  The  southbound train 
departs from Portland at 2:25 PM and Salem at 3:30 PM.  The northbound train departs 
from  Salem  at  1:30 PM  and  from  Portland  at  3:55  PM.  In  1995,  boardings  and 
deboardings  at  the  Salem  and  Portland  train  stations  were  32,779  and  341,393, 
respectively (ODOT, 1997). There are four AMTRAK train movements through Hubbard 
each day, three in the day and one in the late evening (about 10:OO PM).  The trains are 
300-400  feet  long  and  travel  at  70  mph.  By  2003,  it  is  expected  that  the  speed  of 
passenger trains will be 79 mph. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
The UPRR line between Portland  and Eugene is the most  heavily utilized rail  line in the 
Willamette Valley (ODOT,  1994) and handles over  20 million gross ton  miles yearly (a 
gross ton is one ton hauled one mile),  and the measurement  includes the weight  of cars, 
contents,  and  locomotives  (ODOT,  1994).  Track  classification  is  established  by  the 
Federal Railroad Administration and sets maximum train speeds.  The Valley Main Line is 
maintained to Class 4  standards and maximum freight and passenger  train  speeds are 60 
and  80  mph,  respectively.  The  maximum  gross  weight  of  a  loaded,  four-axle  car  is 
3 15,000 Ibs. 
Farm  products,  lumber  or wood  products,  chemicals,  and  pulp  and  paper  comprise  60 
percent  of  rail  freight  originating,  terminating,  shipped  intrastate,  and  shipped  through 
Oregon.  Principal  commodity  shipments originating  and  terminating  in  Marion  County 
were  food  products;  lumber  or  wood  products;  farm  products;  and  pulp,  paper,  and 
related  products  (ODOT,  1994).  Lumber  and  wood  shipments  originating  in  Oregon 
declined from 1986-1992, but shipments terminating and going through Oregon increased, 
resulting in a 28 percent increase in total freight. 
There were 8 to  16 freight train movements through Hubbard each day and this varied on 
a daily and seasonal basis. Travel through the city occurred  24 hours  per  day, and night 
movements were slightly more common.  Train length was up to 6,000 feet long and the 
maximum speed was 55 mph.  Condition of track met Class IV standards.  An  extensive 
tie replacement project  occurred in the Hubbard area during the last two summers and no 
major improvements are planned up to 2003 (Ed Immel, written communication, ODOT). 
At-Grade cross in^ Closures 
In  1978 there were  five  at-grade  crossings  in  Hubbard  (located  at  A,  D,  E,  G,  and  J 
Streets).  Concerns about public safety prompted the city to inquire about signalization of 
crossings and reduction of train speeds through town.  Between 1978 and  1980 the Public 
Utility Commission made a series of decisions (Order Numbers 78-901,  80-731,  and  80- 
749) that resulted in the closure of the E and J Street crossings,  and the signalization and 
gating of the A,  D, and G Street crossings.  Train speeds were raised to 55 mph through 
town upon completion  of the required safety improvements and closures.  The first order 
recommended  that the A,  D, and J  Street crossings  remain  open and protected,  and that 
the G and E  Street crossings  be  closed.  This  recommendation  was  consistent  with  the 
arterial street classification and east-west linkages to the county road network provided by 
D and  J  Streets noted  in  the  Comprehensive  Plan.  With  the  addition  of the  A  Street 
protected crossing, a well distributed set of safer crossings was provided to the city.  The 
original recommendation  also included an analysis of emergency response time and noted 
that widening the intersection  of J and 2nd  Streets and upgrading the crossing a D  Street 
would  improve  response time.  The order  required  removal  of the  siding  line across  D 
Street. 
Hubbard Transportation System Plan  82 
Adopted June 29,  1999 
TABLE 22.  DAILY TRAFFIC COUNTS:  AT-GRADE CROSSINGS IN 
HUBBARD 
I  Year  I  J Street  I  G Street  I  E Street  (  D Street  I  A Street  1 
When the closure decisions were made during 1978-80 it was clear that Hubbard residents 
did not want any crossings closed and were divided about which two crossings should be 
closed.  The Public Utility Commissioner justified  the decision to close two crossings by 
noting that  four people had  died  in  rail  crossing  crashes in Hubbard  between  1961 and 
1978.  Traffic counts at the at-grade crossings found that the highest volume occurred at 
G  Street (Table  22) which was classified as a local  street (Hubbard,  1977).  The reason 
cited for high traffic volume  was the location of the post  office at  the intersection  of G 
and  1"  Streets and the lack of residential mail delivery in Hubbard, resulting in a daily trip 
to pick  up  mail.  The original  decision to  close  G  Street  remained  unpopular  and  aRer 
additional  negotiations  and  meetings,  the  decision  was  modified  to  close  J  Street  and 
signalize and protect the G Street crossing. 
Existing & Future Railroad Needs 
This  section  evaluates the  current  and future  rail  passenger  and  rail  freight  needs,  and 
considers  how  these  needs  will  impact  other  transportation  modes  and  concerns  in 
Hubbard.  The needs assessment begins with a review of state plans and growth estimates 
and this information will be used to suggest ways that conflict between adjacent land uses 
and other transportation  modes can be  minimized  and the fbture fimction of the railroad 
protected. 
The rail corridor between Eugene and Vancouver, British Columbia, is part  of the federal 
Northwest  High  Speed Corridor  (ODOT,  1992).  The existing Valley Main Line will be 
improved in phases to accommodate higher train speeds and service levels.  Improvements 
include  new  alignments,  improvements  to  existing  track,  upgraded  safety  features  at 
crossings,  a  new  control  system,  supplemental  feeder  bus  service  to  stations,  and  new 
equipment such as tilt trains.  Some segments of track will be capable of speeds between 
110 and  125 mph.  At  present,  the  proposed  upgrades  are  conceptual  due  to  fbnding 
constraints, but a grade separated track through Hubbard  is included in one plan (ODOT, 
1994).  One proposed  improvement  program was staged in  six phases  and there are no 
plans  to  improve  trackage  or  grade  crossing  signals  in  Hubbard  until  Phase  5  (Wilbur 
Smith Associates,  1994).  During Phase 5 upgrades, work on the grade crossing signals at 
G,  D,  and  A  Streets  are  scheduled  at  $35,000  per  crossing.  In  the  short  term,  on 
additional  roundtrip  passenger  train between Portland  and Eugene may  be  added  during 
the next biennium (1999-2001). 
Rail  freight  traffic  through  Hubbard  is  predicted  to  increase  during  the  next  20  years. 
ODOT estimated rail freight increases for the state system at 2.5% per year for an increase 
of 60% in  20  years  (ODOT,  1994).  Projections  of  freight  movement  and  volume  are 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
difficult because there are many unpredictable factors such as international trade patterns, 
competition, federal policies, foreign events, and customer needs.  Railroads will first fill 
out the lengths of their existing trains before they increase train frequency.  No noticeable 
increase in number of trains through Hubbard  should occur within the next  5 - 10 years 
(Ed Irnrnel, written communication, ODOT, 1999). 
Hubbard residents raised the following rail-related issues during the public input phase of 
the TSP: 
Concern about crashes involving hazardous materials transported on railroad or Hwy. 
99W. 
Increased noise due high-speed rail. * 
Access to high-speed rail service. 
Reopening an arterial street connection to the west.  "J" StreetMhiskey Hill Road/ 
Broadacres Road is an east-west county road currently closed at the railroad tracks. 
This rail crossing needs to be opened. 
In  1997, Hubbard  Public  Works,  Hubbard  Rural  Fire Protection District,  and  Hubbard 
Police Department  sent letters to ODOT in  1997 requesting that the J Street crossing be 
reopened to traffic.  Reasons given for opening the crossing included:  (1) Residential and 
business growth in the community has increased traffic and caused increased congestion at 
the  existing  at-grade crossings,  (2)  The  city is  expanding  the  existing UGB,  (3)  Large 
truck traffic using J Street has to detour through town and has difficulty with the narrow 
streets and tight  turns,  and  (4)  Emergency  response time  is increased to  some parts  of 
town due to the inability to use  J  Street to cross the railroad.  A comparison  of traffic 
volumes in Table 22 and on Figure 12 shows that traffic volume on D Street has increased 
by  400%, traffic volume  on A has  increased  160%, and  traffic volume  on G Street  has 
increased by 200% since 1978. 
To summarize, rail freight and rail passenger services need facilities that can handle more 
volume and faster train speeds to accommodate increased demand in both short and long- 
term time frames.  Crossing  safety improvements are planned for Hubbard,  but  crossing 
closures, minimization of fkture at-grade crossings, double track, and track improvements 
are all possible, depending upon  shipping demand and finding for rail  passenger  service. 
In fact,  current  policy  states that  no new  at-grade crossings  will  be  located  in Hubbard 
which strongly affects connectivity and circulation in the other  travel modes.  Effectively, 
the track will continue to divide Hubbard. 
Grade-separated  crossings,  coupled  with  closure  of  all  at-grade  crossings,  have  been 
discussed for small communities like Hubbard, but are more likely to occur after 2020, if 
at all.  There are no plans to provide a rail passenger  stop in Hubbard during the next 20 
years.  As  discussed  previously,  several  large  industrial  parcels  are  located  along  the 
railroad  at the north and south ends of town, but  products and supplies are not  currently 
shipped by rail and such shipments are not planned in the near term. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
The community of Hubbard has identified several short and long-term needs related to rail 
transportation, some of which are considered crucial.  The most important short-term need 
is  to  reconcile  the  existing  at-grade  crossings  with  the  city's  east-west  minor  arterial 
roadways, which connect to the regional road  system.  Specifically, A and J Streets are 
Hubbard's  links  to  the  intra-county  road  system  and  should  have  protected  at-grade 
crossings.  The  county  system  provides  important  alternatives  to  Hwy.  99E  and 
connections  to  possible  fbture  interchanges  on  1-5.  These  routes  are  particularly 
important for the industrial land uses adjacent to J St.  Hubbard recognizes that at grade 
crossings are a scarce and costly.  Therefore, it is extremely important to Hubbard that the 
at-grade  crossings  in  the  community  be  used  in  the  most  efficient  manner  possible  to 
maximize circulation and capacity of the existing network. 
The increased  railroad  traffic  expected  through  Hubbard  during the  next  20  years  will 
result in more railroad-related  conflicts which could impair fbnction of the other elements 
in the transportation  system and reduce quality of life in  Hubbard.  Hubbard  recognizes 
that railroads  are beneficial to the regional economy and transportation  system but  notes 
that,  as a  small community,  it  lives with  substantial  daily inconveniences and no  direct, 
local benefits.  The services run through Hubbard, but they do not stop to provide service 
because it is not currently economical to do so. 
Hubbard has the following long-term concerns related to rail service: 
1.  Rail  safety  issues  including  crossings,  derailment,  and  derailment  with  hazardous 
material releases; 
2.  Delays for auto, bicyclists, pedestrians, and emergency response providers; 
3.  Community barriers that sever the street, bike, and pedestrian network; 
4.  Increased travel time and inefficient circulation; and 
5.  Increased noise and other environmental degradation. 
Hubbard has zoned most lands adjacent to the railroad for commercial or industrial use in 
order to minimize  conflicts between incompatible land  uses.  Some residential uses  are 
zoned along the northwest side of the track and measures to  reduce sound and improve 
aesthetics are needed. 
Rail Plan 
The Rail Facility Plan is shown on Figure 16 and includes the following prioritized 
changes: 
1.  Apply to ODOT Rail Crossing Section to place a fblly protected at-grade crossing 
on J Street.  Application will include a new evaluation of needs but will consider 
the following: 
1.1.  Widening J Street, 
1.2.  Realigning the intersection with Hwy. 99E to a right angle or near right 
angle, 
1.3.  Removing sight barriers on J St., 
1.4.  Improving J St. to accommodate emergency response providers, and 
Hubbard Transportation System Plan  85 
Adopted June 29, 1999 
1.5.  Ensuring that traffic queuing on J St. from Hwy. 99E will not back up to 
the railroad. 
2.  Evaluate the local traffic volumes and patterns related to daily mail pickup at the 
Hubbard Post.  Use this information to find an optimal location for the facility, if 
and when the Post Office is relocated 
3.  Work with ODOT and the railroad to visually screen the railroad by extending the 
existing line trees on the west side of the track.  Trees should also be used to on 
east side of track on lands zoned for medium and high density residential uses 
where practical.  Plantings shall not impede line-of-sight at the at-grade crossings. 
4.  Illuminate at-grade crossings. 
5.  Work with ODOT and railroad to provide sound mitigation measures. 
GOAL:  Minimize the rail system's negative impacts on other components of the 
transportation system, adjacent land uses, and quality of life in Hubbard. 
1.  Policy-  Locate protected at-grade railroad crossings in a manner that maximizes 
efficient connection to the intra-county road network, timely response to 
emergencies, and efficient circulation and connectivity of the local street network. 
2.  Policy-  Retain existing at-grade crossings in Hubbard and ensure that safety 
measures offer the highest level of protection. 
3.  Policy-  Work with the railroad to develop screens that minimize the visual and 
sound impacts of rail traffic. 
4.  Policy-  Support efforts to work with ODOT, the railroads, and emergency 
response providers to minimize the risk of freight and passenger rail crashes and 
prepare for response to crashes where hazardous materials are released or large 
number of injuries occur. 
5.  Policy-  Continue to zone land adjacent to the railroad for industrial or commercial 
use and minimize the amount of land adjacent to the railroad zoned for residential 
use. 
GOAL:  To positively encourage a land use pattern which will maximize the use of 
rail-based systems or preserve the future opportunity to use rail-based systems. 
1. Policy-  Zone land along the railroad for more compatible lands uses, such as 
industrial or commercial. 
GOAL:  Support intercity travel via high speed rail while minimizing impacts to the 
city. 
1.  Policy-  Support public transportation systems that serve as feeder services 
connecting to high speed rail stops. 
Hubbard Transportation System Plan  86 
Adopted June 29, 1999 
2.  Policy-  Support Woodburn's efforts to locate a high speed rail stop in Woodburn 
or north Marion County. 
3.  Policy-  Work with ODOT to ensure that alternative routes located outside the city 
are evaluated in the high-speed rail planning process. 
Bike Transportation 
This section of the TSP: 
References the requirement for bikeway facilities in the Transportation Planning Rule, 
*  Reviews existing policy and plans, 
Defines the different types bikeways and standards (ODOT, 1995), 
0  Completes an inventory of these facilities in Hubbard, 
Identifies existing and hture bikeway needs in Hubbard, and 
Presents the bikeway facility plan. 
TPR Reauirements 
Under  OAR  660-012-0020(2)(d), a TSP  must  include a  bicycle  plan  for  a  network  of 
bicycle  routes  throughout  the  planning  area.  The  network  and  list  of  facility 
improvements shall be consistent with the requirements of ORS 366.5 14. 
In order to implement the TSP, and provide for  safe and  convenient bicycle circulation, 
local governments must adopt land use and subdivision regulations that require: 
Bicycle parking facilities as part of new residential development of four units or more, 
new retail, office, and institutional developments, all transit transfer stations, and park 
and ride lots. 
On-site facilities to accommodate safe and convenient bicycle access from within new 
development  to  adjacent  residential  areas  and  transit  stops,  and  to  neighborhood 
activity centers (planned or existing schools, parks,  shopping centers, transit stops or 
employment centers) within '/2 mile of development. 
Single family  residential development shall generally include streets and accessways. 
Bikeways along arterials and major collectors. 
Off-site road improvements, when required as a condition of development approval, to 
include facilities accommodating convenient bicycle travel. 
A safe and convenient facility or improvement is reasonably free from hazards, particularly 
auto  traffic,  which  would  interfere  with  or  discourage  bicycle  travel  for  short  trips; 
provide reasonably direct routes of travel between destinations; and meet the travel needs 
by considering the destination and an optimum trip length (OAR 660-012-0045(3)(d)). 
Hubbard Transportation System Plan  87 
Adopted June 29, 1999 
Bikeway Tv~es,  and Policy 
There  are  several  different  types  of  bikeways  and  each  are  appropriate  for  different 
situations.  Traffic volume, traffic speed, urban or rural  setting, typical user,  and purpose 
of  the  road  all  affect  the  decision  regarding  bikeway  type.  Bikeway  facilities  are 
summarized below. 
Shared Roadway:  motorists and bicyclists share same travel lanes.  Common type of 
facility on neighborhood  streets  and  rural  roads.  Suitable in urban  areas  on  streets 
with  speeds  <25  MPH  and  low  traffic  volume  (<3,000  ADT).  The  two  types  of 
shared  roadways  are  (1)  Wide  outside  lane,  between  14-16  feet,  utilized  where 
shoulder bikeway or bike lanes are warranted  but  cant  be  physically accommodated, 
and  (2) Bicycle Boulevard,  a modified  local  street  that  favors bicycles but  does not 
exclude automobiles. 
Shoulder Bikeway:  paved roadway shoulders on rural roadways.  Shoulder should be 
paved and is 4-6 feet wide depending on traffic volume. 
Bike Lane:  Portion of roadway designated for preferential use by bicyclists.  Lane is 
4-6 feet wide depending on the edge type, and parking.  Facility is appropriate for use 
along  urban  arterials  and  major  collectors  where  speeds  are  >25  MPH  and  traffic 
volumes exceed 3,000 ADT. 
Multi-use Path:  separated facility that is 10-12 feet wide. 
Hubbard inventoried existing bikelanes and prepared a Bike Path Plan in 1977.  The plan 
identified primary and secondary types and included a map.  At this time, an inter-city 
bicycle facility along Hwy. 99E was envisioned.  No goals, policies, or implementing 
actions pertaining specifically to bikeways were included in the plan. 
exist in^ Bikeways 
The  inventory  of bikeways  in  Hubbard  is  based  on  the  Hubbard  Comprehensive  Plan 
(1977)  and  additional  information  from  the  street  inventory  (Appendix  C).  Hubbard 
proposed  a bicycle path  system, including primary and secondary routes,  in  1977, but  as 
the term bike path is understood today, these facilities were never constructed.  Bikeway 
facilities are now defined to include shared roadways.  Hubbard currently has no marked 
bicycle facilities of any kind.  Hubbard's  bike path  system (1977),  interpreted  as shared 
roadway facilities, is summarized in Table 23.  The city viewed the bike path as a part of 
the recreational  system.  The shared  roadway  facilities are mainly  located  along  arterial 
roads. 
Hubbard Transportation System Plan 
Adopted June 29,  1999 
TABLE 23.  EXISTING BIKEWAY FACILITIES 
I 
J Street  I RR to about G St.  I  SR  I  21-34  I  Minor arterial  I  City 
J Street  ]  G St. to Painter  I  SR  I  30-34  I Minor arterial /  I  County 
1  11,000-12,000  1 
J Street 
(Broadacres Rd.) 
Hwy. 99E  I  D Street to north  I  SR  I  5 1  I  Arterial 
W UGB to RR 
(Whiskey Hill ~d)~ 
D Street 
D Street 
Fourth Street 
Fifth Street 
1 Type:  BL - bike lane, BP - bicycle path, SR - shared roadway, SB - shoulder bikeway 
2  This road segment lies outside the UGB 
ODOT 
A Street 
exist in^ & Future Bikeway Needs 
The existing and hture bikeway needs were identified  by  comparing existing facilities to 
legal requirements and facility standards, examining current and projected traffic volumes, 
noting the location of current and fiture community centers, and input from the public and 
TAC,  particularly  with  respect  to  safety  for  children.  In  general,  Hubbard  needs  to 
designate  additional  bikeways  on  the  minor  arterials  and  collectors  and  change  the 
bikeway  type  where  warranted  by  speed,  safety,  and  traffic  volume  concerns  on  the 
roadway.  Bikeway  types  need  to be  linked  to  design  standards  and  parking  facilities 
identified. 
SR 
W UGB to City 
Limits 
City Limits to Hwy. 
99E 
J to D 
D to bend north 
Not  all  existing  collectors  and  arterials  in  Hubbard  had  bikeway  facilities,  so  bikeways 
must be added to the bikeway plan and the bikeway type indicated.  The new and extended 
arterial  and  collector roads  (Table 20)  should  also have bikeway  designations  and  show 
the type. 
5h  to Hwy. 99E 
Most bikeway facilities in Hubbard are shared roadway facilities which are appropriate in 
urban areas where roadway speeds are <25 MPH and traffic volume is under 3,000 ADT. 
20-33 
SR 
SR 
SR 
SR 
Hubbard Transportation  System Plan  89 
Adopted June 29, 1999 
SR 
Minor arterial / 
1,200 - 1,500 
22 
20-30 
12-14 
19 
county 
22-30 
2,200 
Minor arterial / 
1,200 
Minor arterial / 
1,200 at west 
end and 3,500 
near 31d St. 
Local 
Collector , 
1,800 onnorth 
County 
City 
I 
City 
City , 
end 
Collector  City 
Traffic volumes on Hwy. 99E currently range from  1 1,700 to  13,100 ADT  and volumes 
are predicted to range from 13,000 to 19,999 ADT in 2020, thus a shared roadway is not 
an adequate facility.  Using the same rationale, the most appropriate bikeway for 3'*  Street 
and much of D  Street is a bike lane and not shared roadway.  In fact, all minor arterials, 
including J Street, will have bike lanes as they are upgraded. 
Hubbard  should  also  upgrade  from  shared  roadway  to bike  lanes  on  existing  collector 
streets as warranted  by  traffic  volume,  speed,  type  of user,  or safety  concerns.  When 
traffic volume exceeds 3,000 ADT bike lanes should be added to the street and on-street 
parking should be restricted  if the roadway can not accommodate both uses.  At present, 
traffic volume on most Hubbard collector streets is low. 
Certain specified existing and new collectors will be required to have bikelanes in order to 
improve safety for the typical user.  The TAC recommended that 5& Street have bike lanes 
because the road  runs through  residential neighborhoods  in west  Hubbard  and provides 
direct access to Riveness and Barendse Parks.  Bike lanes will be required on the east and 
northwest  perimeter  roads  Figure  17) because  these  roads  are  intended  to  improve 
internal circulation and provide  safe, attractive travel alternatives to Hwy. 99E which is a 
busier and more dangerous roadway. 
Hubbard  residents  made the following comments  about  bicycle facility needs  during the 
public input process: 
Add bike lanes to Hwy. 99E 
Sidewalks and bikeways so kids can walk safely 
Develop paths for walkers and bikers to Marion schools, and Aurora and 
Woodburn 
Get bicycles off road.  The roads are narrow and it is dangerous for riders. 
Presently,  all  elementary,  middle,  and  high  school  age  children  in  Hubbard  attend  the 
North Marion schools.  This cluster of schools is located 2 miles northwest of town and is 
accessed  by  Mineral  Springs  Road  (D  Street),  Boones  Ferry  Rd.,  and  Grimm  Rd. 
Bikeways  facilities to  and  from  the  school  would  greatly  improve  safe  transportation 
alternatives  for  the  students.  Other  bicycle  needs  include  parking  facilities  in  the 
commercial center, parks, and at park-and-ride lots. 
Bikeway Plan 
Planned bikeway improvements to the existing and hture street network are summarized 
in Table 24.  Goals, policies, and actions are also given in the Plan.  Bikeway facilities for 
Hubbard  students are presented  as two options:  (1) Bikelanes along existing roadways, 
and/or (2) multi-use path along the roadways or Mill Creek greenway.  Woodburn plans 
some multi-use  paths  along Mill  Creek greenway.  A  multi-use path  in  Hubbard  parks 
along  Mill  Creek  could  be  linked  to  the  Woodburn  path  system.  Connecting  paths 
between the two cities would provide recreational benefits and travel alternatives. 
Hubbard Transportation System Plan  90 
Adopted June 29, 1999 
TABLE 24.  BIKEWAY NEEDS AND RECOMMENDATIONS 
AR' 
South UGB to  Review bikeway 
north UGB  type due to high 
traffic volume 
31d  Street 
J Street 
east UGB  type during next 
20 years. 
South UGB to 
north end 
Hwy. 99E.  type during next 
20 years. 
Designated as a 
bikeway. 
D Street 
9" Street 
A Street 
2nd Street 
7& Street 
G Street 
LVL 
Hwy. 99E to  I  Designate as a 
Oak Ridge 
Drive 
D to north end 
bikeway. 
Inadequate 
bikeway type 
West end to 
Hwy. 99E 
Change bikeway type from shared roadway 
to bike lane. 
Improve roadway to include 13,466' feet of 
bike lanes 
Designate as a bikeway:  bike lane type 
Improve existing roadway to include 8,752 
feet of bike lanes.  Extension of 31d street 
will require 1,200 feet (2 @600) of bike 
lanes. 
Existing shared roadway facility will be 
upgraded to bike lanes as the roadway is 
improved to minor arterial standards and 
the at-grade crossing is opened.  Total new 
Designate entire 
roadway a 
bikeway. 
J to A Streets 
J to A Streets 
31~ A Streets 
bike lanes:  8,434 feet (2 @?4,217). 
Existing shared roadway facility will be 
Designate 
bikeway 
Designate 
bikeway 
Designate 
bikeway 
upgraded to bike lanes as the roadway is 
improved to minor arterial standards. Total 
ODOT 
City 
County 
and 
City 
City 
This road runs through residential area and 
along both city parks.  Change bikeway 
type from shared roadway to bike lane due 
to proximity to community centers. 
Improve existing roadway to include 7,770 
feet of bike lanes. 
Existing shared roadway facility will be 
extended to cover all the existing street and 
proposed extensions on the east and west 
ends.  Shared roadway bikeway upgraded to 
bike lane when ADT exceeds 3,000 ADT or 
for other reasons. 
Shared roadway bikeway. 
new bike lanes:  7,038 feet (2 @3,5 19). 
ECTORS 
City 
Designate a shared roadwayhike lane 
bikeway.  Upgrade when needed. 
City 
City 
City 
Shared roadway bikeway. 
Shared roadway bikeway. 
City 
City 
Hubbard Transportation System Plan  91 
Adopted June 29, 1999 
Table 24 continued 
7--.r" 
New east 
perimeter 
road 
New west 
perimeter 
road. 
New 
collector 
between 
Basilio and 
Parkway 
Schmidt 
Lane 
G Street 
4fi Street 
Mineral 
Springs- 
Boones 
Ferry 
Roads 
Mill Crcck 
1  Length inc 
Whiskey Hill  I Bikeway 
Rd. (J St.) to  designation 
LVCAL3 
Bike lanes required on new roadway: 
needed. 
Street.  needed. 
H\\y.  99E to  Bikeway 
east end  designation 
needed. 
west end  designation 
Streets  I bikeway 
J to D Streets  I  Remove bikeway I 
designation. 
West UGB to 
North Marion 
Sc11001s 
South to 
Woodburn and 
north to North 
Schools 
MUL TI 
Esisting facilities 
unsafe for 
children 
Provide safe 
facilities, mode 
alternatives, and 
recreational 
opportunities for 
traveling 
children and 
adults c 3es bike lanes in each direction of travel 
6,600 feet (2 @ 3,300) 
Bike lanes required on neu  roadmay 
8,600 feet (2 @ 4,300) 
Shared roadway bikeway 
Designate the improved roadna? a shared 
roadway facility when it is upgraded 
Shared roadway bikeway 
This local street does not need. and is not 
required, to have a bikerlay designation. 
SE PA THS 
Develop about 4 miles of  bike lanes along 
esisting county roads between Hubbard and 
North Marion Schools.  Explore a  2-mile 
multi-use path in Mill Creek greenway as 
part of route. 
Develop 2 miles of multi-use paths along 
Mill Creek between Hubbard and 
Woodburn 
City 
City 
City 
City 
City 
City 
Counh 
City 
and 
Private 
GOAL:  To provide safe, accessible, and convenient bicycling facilities 
1.  Policy-  Develop a bikeway system which will provide routes and facilities to allow 
bicyclists  to  travel  to  and  from  residential  areas  to  schools,  parks,  places  of 
employment,  and  commercial  areas.  Action:  Coordinate with  ODOT to  develop 
bike lanes along Hwy. 99E. 
1.1.  Action:  Coordinate  with  Marion  County  and  private  landowners  to 
develop bikeway routes to the North Marion Schools 
1.2.  Action:  Coordinate with  Woodburn  and  private  landowners  to  develop 
bikeways in the greenway along Mill Creek if the opportunity arises. 
Hubbard Transportation System Plan  92 
Adoptcd June 29,  1999 
Community Centers & 
Other Features 
Post Office 
City Hall & Police Depattment 
Fire Station 
Hubbard Ctty Park 
Barendse City Park 
Water Tower 
city well 
Waste Water Trement Facility 
Local market and bank 
Hubbard Mineral Springs 
Hubbard Cemetery 
Commercial Center Area 
Hezekiah Dayton House 
Albert Johnson House 
Builder Bungah House 
Scholl House 
Bikeways * ' 
Bike Lanes/Shared Roadway  ee@.e  Future Multi-Use Path & 
BikeLanes  # painted Crosswalk 
SharedRoadway  fl Commercial Center Area /V 
NewRoads 
Road Functional Class 
Maior Arterial Figure 1 7.  Bikeway Plan  Public Land 
Mid-Willamene Valley Prepand 
by:  f E City Limits  Collector  Council of Governments *,v. 
Mid-Wdarnette Valley Council of Governments  .a  *we  Urban Growth Boundq  0 Local  105 High Straf SE 
CrWed b~  Date:  Rmslon:  &  ailr roads  Salem,  OR 97301-3367 Phone: (503) 588-6177 
AJW  May 7,1999  1  Private  c- mulmwcog@opetl~ Pax (503) 58&6094 
Fil-e:  % mp u br rcpreudd pmpoaer odr 
~/cog4/projects/hubbard/hub-tsp.apr  md u not m of64 do~omeo~ TuLa~ppnyofmC~Cam~/ 
Bik Plrm 11x17 Pd-RCP.  1  S  Chycfs.bnIktlCcols. 
Policy-  All new arterials and collectors shall include the bikeway facility specified 
in the street design standard. 
Policy-  All  major improvements to arterial and collector streets shall include the 
bikeway facility specified in the street design standard. 
Policy-  When  traffic  volume  on  existing  collector  streets  (speeds  <25mph) 
exceeds 3,000 ADT change the bikeway type fkom shared roadway to bike lanes. 
Policy-  Provide bikeway  facilities that  are  integrated with  other  transportation 
systems. 
4.1.  Action:  Provide bicycle facility connections and parking at park-and-ride 
facilities and public transportation stops. 
Policy-  Provide  safe,  convenient,  and  attractive  bicycling  environments 
throughout the city with a special emphasis in the Commercial Center. 
Pedestrian Transportation 
This section of the TSP: 
References the  requirement  for  pedestrian  facilities in  the  Transportation Planning 
Rule, 
Reviews existing policy and plans, 
Describes pedestrian facilities and reviews standards (ODOT, 1995), 
Completes an inventory of these facilities in Hubbard, 
Identifies existing and fhture pedestrian needs in Hubbard, and 
Presents the pedestrian facility plan. 
TPR Reauirements 
Under OAR 660-012-0020(2)(d), a TSP must  include a pedestrian plan  for a network of 
pedestrian  routes  throughout  the  planning  area.  The  network  and  list  of  facility 
improvements shall be consistent with the requirements of ORS 366.5 14. 
In order to implement the TSP, and provide for safe and convenient pedestrian circulation, 
local governments must adopt land use and subdivision regulations that require: 
On-site facilities to accommodate safe and  convenient pedestrian access from within 
new  development  and  to  adjacent  residential  areas  and  transit  stops,  and  to 
neighborhood  activity centers (planned or existing schools, parks,  shopping centers, 
transit stops or employment centers) within % mile of development. 
Single family  residential development to generally include streets and accessways. 
Pedestrian circulation through parking lots in the form of accessways. 
Hubbard Transportation System Plan  95 
Adopted June 29, 1999 
Sidewalks  required  along  arterials,  collectors, and  most  local  streets in urban  areas, 
but not controlled access roadways such as freeways. 
Facilities  accommodating  convenient  pedestrian  travel,  where  off-site  road 
improvements are required as a conditions of development approval. 
Internal pedestrian  circulation within new office parks and commercial developments 
by  clustering  of  buildings,  construction  of  accessways,  walkways  and  similar 
techniques (OAR 660-012-0045(3)(e)). 
A safe and convenient facility or improvement is reasonable free from hazards, particularly 
auto traffic,  which  would  interfere  with  or discourage pedestrian  travel  for  short  trips; 
provide reasonably direct routes of travel between destinations; and meet the travel needs 
by considering the destination and an optimum trip length of ?A to '/z mile for pedestrians 
(OAR 660-0 12-0045(3)(d)). 
In addition,  the  1992 Americans With Disabilities Act  (ADA)  required  that  both  public 
and  private  sector  provide  access  for  all  individuals,  and  sets  minimum  standards  for 
walkways and road crossings. 
Twes of Pedestrian Facilities and Standards 
Pedestrian  facilities include walkways,  traffic  signals, crosswalks,  and  amenities such as 
planting strips, lighting, and benches (ODOT,  1995).  Walkways include sidewalks, paths 
and shoulders.  The standard sidewalk width is 6 feet.  Wider sidewalks are needed in high 
use  pedestrian  areas  such  as  central  business  districts  or  parks.  In  low  use  areas,  the 
standard  sidewalk width may be reduced  to 5 feet.  Sidewalks adjacent to vehicle travel 
lanes  should  be  6 feet  wide.  Obstructions should  be  kept  out of sidewalks and  placed 
between the sidewalk and roadway to serve as a buffer.  Signs, mailboxes, parking meters, 
etc.  should not  block motorist visibility.  Where sidewalks are located next to shoulder- 
high vertical  structures and additional 2 feet of "shy"  distance is recommended.  Planting 
strips can provide space for safety, convenience, and amenities.  Recommended width is 5 
feet and minimum width is 3 feet.  Portland Cement Concrete is the preferred material for 
sidewalks because of its durability and smooth surface. 
Paths can be paved or unpaved, but the surface of unpaved paths  should be hard enough 
to permit passage  of bikes and wheelchairs.  The standard width is  10 feet but may be 8 
feet if needed.  Paths that run parallel to roadways should be separated by  a distance of 5 
feet.  Shoulders intended  for use  by  pedestrians  or bicyclists  should be  6  feet wide  or 
wider. 
ADA sets the following minimum standards for pedestrian facilities: 
Minimum sidewalk width is 3 feet. 
Sidewalks 3 feet wide must include passing areas at least every 200 feet.  Passing area 
width must be 5 feet long by 5 feet wide. 
Grade on ramps and multi-use paths must not exceed 5%. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
The cross slope on a walk way must not  exceed 2 % including curb cuts, driveways, 
road approaches, and sidewalks. 
Two cub cuts are required at each corner. 
Facilities must include enhancements for the vision-impaired at crossings. 
Other  pedestrian  facilities  include  benches,  awnings,  shelters,  landscaping,  fountains, 
restrooms, and  maps.  Special consideration is required when  walkways intersect alleys 
and  driveways.  Speed  bumps,  mirrors,  signs,  tight  turning  radii,  and  channelization 
improve pedestrian safety. 
Oregon defines crosswalks as the continuation of a curb, sidewalk, or shoulder across an 
intersection, regardless of whether it is marked or not (ODOT, 1995).  Pedestrians in the 
crosswalk have the right of way.  Crosswalks between intersections must be marked.  The 
following  facilities  improve  safety  and  crossing  opportunity:  raised  medians,  curb 
extensions, illumination, crosswalks, islands and refuges, pedestrian signals, and signing. 
The Hubbard Comprehensive Plan (1977) had limited policy or plans related to pedestrian 
facilities  and  uses  but  did  note  that  pedestrian  facilities  to  connect  recreational, 
commercial, and educational resources in Hubbard were envisioned.  Mid-block walks and 
separated walkways to schools and parks for children were recommended. 
exist in^ Pedestrian Facilities 
The  inventory  of  pedestrian  ways  is  required  to  include  information  about  sidewalk 
location, width, and condition; location of wheelchair ramps; and crosswalk closures.  The 
inventory of pedestrian ways and  conditions in  Hubbard  is based  on  information in  the 
street,  sidewalk,  and  bikeway  inventory  in  Appendix  C.  The  inventory  shows  that 
sidewalks along both sides of local, collector, and arterial streets inside the Hubbard UGB) 
would amount to about 22 miles (116,398 feet).  At  present Hubbard has 38,705 feet of 
sidewalks, or 33% of the total requirement (Figure 18).  Arterial  streets have few to no 
sidewalks, but 3rd Street is the exception with a continuous length of sidewalk on the west 
side between A and J Streets.  The collector street with the most sidewalks is 5~ Street. In 
general,  the sidewalks are less than  5 feet wide and tend to be in  fair to bad  condition. 
Newer residential developments in west Hubbard have sidewalks, though many are narrow 
"landings"  or  wide  cubs.  Sidewalks are  most  common  in  the  central part  of the  city 
bounded by 3rd , 5',  C, and H Streets. 
Marked crosswalks are located at the following intersections: 
3rd and I St., west side; 
3rd and H St., west side; 
3rd and G St., north and south sides; 
3rd and F St., west side; 
3rd and E St., west side; 
F and West St., west side; 
F and 7'  St., west side, 
Hubbard Transportation System Plan  97 
Adopted June 29, 1999 
G and 2nd St., north and south sides; and 
G and  1" St., east and west sides. 
The intersection  of Hwy. 99E and D Street has a traffic signal and painted  crosswalk.  A 
flashing caution light is located at the intersection  of Hwy. 99E and G Street, but lacks a 
painted  crosswalk.  Hubbard  has  a  shelter  in  the park  at  the  intersection  of D  and  4' 
Streets. 
exist in^ & Future Pedestrian Needs 
Existing  and  hture pedestrian  needs  were  identified  by  comparing  existing  facilities  to 
legal requirements,  facility  standards, location  of current  and  future community centers, 
and input from the public and TAC. 
The inventory of pedestrian facilities noted that most roadways  in Hubbard lack sidewalks 
and  many  of the  existing  sidewalks  are in  poor  conditions  or  have  substandard  widths 
(Figure  18).  Constructing  the  needed  sidewalks  is  a  formidable  and  expensive  task. 
Hubbard proposes to meet the needs by requiring sidewalks on all new road  construction 
and  upgrade  projects,  and  program  of  prioritized  street  improvements.  Sidewalk 
improvements  will  focus  on  the  arterial  and  collector  roads,  the  portion  of  the  city 
designated  a  commercial  center  (Figure  IS),  and  local  roads  near  parks  and  other 
community centers. 
Information gathered during the public input process showed that, after streets,  sidewalks 
were  the  most  commonly  used  transportation  facility  and  residents  would  like  to  see 
improvements.  Hubbard  residents  made  the  following  comments  about  bicycle  facility 
needs: 
Build new sidewalks* 
Repair sidewalks* 
Need sidewalks and bikeways so kids can travel safely 
Develop paths for walkers and bikers to North Marion schools, and Aurora and 
Woodburn 
Concerns about safety because sidewalks are in poor repair and lack curb cuts in 
places 
Unsafe pedestrian conditions on north end of  Hwy. 99E 
High speed on A Street is unsafe for kids 
Unsafe intersection at 3rd and D Streets 
Speeding in residential areas creates unsafe conditions for children 
Unsafe sidewalks throughout town 
Need a bus pull-out on Hwy. 99E, unsafe for school children 
*Issue of how to pay for repairs and build new sidewalks raised twice 
Public comments illustrate that pedestrian needs include safety issues that are unrelated  to 
poorly  maintained  or missing  facilities.  Observation  and  enforcement of existing traffic 
controls and posted speed limits are needed. 
Hubbard Transportation System Plan  98 
Adopted June 29,  1999 
Pedestrian Facilities Plan 
Improvements to pedestrian facilities along existing collector and arterial streets, and other 
locations are summarized in Table 25  and  shown on Figure 18.  Local roads with higher 
priority for sidewalk improvements are: 
B, C, E, F, and  1"  Streets in the commercial center area of Hubbard; and 
E and 4& Street adjacent to Riveness Park; 
New and  extended roadways are required to include sidewalks as specified by  the street 
design standards. New minor arterial and collector roads are shown on Figure 18, but the 
location and  length  of the  sidewalks is  not  included in  Table 25  since the  cost will  be 
included  under  new  roadway  construction.  The  cost  of  constructing  or  improving 
sidewalks  along  existing streets is  born  by  the  landowner.  At  the  time  the  TSP  was 
written, 5-foot wide sidewalks cost about $10.00 per linear foot. 
The  TSP  identifies  sidewalk  requirements  for  each type  of  street  in  the  street  section 
design  standards  (see  Table  ).  Exceptions  to  the  sidewalk  width  standards  occur  at 
Riveness Park and the Commercial Center where sidewalk widths are 10' unless limited by 
existing structures or other factors.  Where such limitations exist the sidewalks will be as 
close to 10'wide as possible. 
Hubbard Transportation System Plan 
Adopted June 29,  1999 
TABLE 25.  PRIORITIZED SIDEWALK IMPROVMENTS 
ARTERLALS 
ODOT 
City 
County 
and City 
City 
Recomnxndation  Owwr 
Improve roadway to include 
13,466' feet of 6-foot wide 
sidewalks, storm water 
facilities, and planting strip. 
Improve roadway to include 
4,376 feet of 6-foot wide 
sidewalk and planting strip on 
Need 
South UGB to 
north UGB 
Sepent 
Location 
No sidewalks 
Discontinuous sidewalks and 
existing sidewalks 
substandard width and in 
poor condition. 
Discontinuous sidewalks and 
existing sidewalks 
substandard width and in 
poor condition. 
Discontinuous sidewalks and 
existing sidewalks 
substandard width and in 
poor condition. 
31d  Street  South UGB to 
north end 
west side of roadway. 
Coordinate with Counh' to 
east UGB  improve roadway to include 
8,434' feet of 6-foot wide 
sidewalks along roadway. 
Improve roadway to include 
Limits to east 
end. 
7,838' feet of 6-foot wide 
sidewalks along roadkvay. 
Consider connection to a 
sidewalk or path along county 
roads or in Mill Creek 
greenway to North Marion 
Schools. 
COLLECTORS 
Discontinuous sidewalks and I Improve roadway to include 
7,770' feet of 5-foot nide 
sidewalks. 
City 
existing sidewalks 
substandard width and in 
poor condition. 
Discontinuous sidewalks and 
existing side~valks 
substandard width and in 
7~ Street  A to J Streets 7 Improve roadaay to include 
3,952' feet of 5-foot wide 
sidewalks. 
City 
poor condition. 
Discontinuous sidewalks and  Improve roadway to include 
5,148' feet of Moot wide 
sidewalks. 
City 
existing sidewalks 
substandard width and in 
poor condition. 
A Street 
MUL TI- USE PA THS 
Provide safe facilities,  node  I Develop 2 miles of path or 4 
West end to 
Hwy. 99E 
County 
City and 
Private 
Whiskey 
Hill- 
Boones 
Feny 
Roads 
Mill Creek 
West UGB to 
North Marion 
Schools 
alternatives, and recreational 
opportunities for traveling 
children and adults 
miles of sidewalks along 
existing county roads between 
Hubbard and North Marion 
Schools 
South to 
Woodburn and 
north to North 
Schools I 1 
1 Length includes sidewalks on both sides of street 
Provide safe facilities, mode 
alternatives, and recreational 
opportunities for traveling 
children and adults 
Hubbard Transportation System Plan  100 
Adopted June 29,  1999 
Develop 2 miles of multi-use 
paths along Mill Creek 
between Hubbard and 
Woodburn 
Bike Lanes to 
N. Marion 
Schools 
C8  Waste Water Treatment Facility  H4  SchoU House 
Pedestrian Facilities 
P$B~ainted Crosswalk  00 0 Future Mdti-Use pa& 
N &dng  sidds  *fl CO-~CX center Area J  id NN~ ~mds with Sidewalks 
4  % 
I  I 
I  Road Functional Class 
Fime 1 8.  Pedestrian Facilitv Plan 
Preparrd by  P city Limit9 
Mid-Willamette Valley Council of Governments  :4z*LJrban  kwth Boundny 
~~ by:  Date:  Rmson:  fhJ Fkiilroads 
AJw  May 7,1999  1 
Major Artaial a 
. . . . . . . . . . . . . . &or  A,..& Collector 
I Local 
Alley Private 
Mid-Willamettc Valley 
Council of CaPemmen* 
105  Sm 
Salem,  OR 97301-3367 
Phme: (503) 588-6177 
Fax (503) 58W94 
The following policies for pedestrian traffic are included the city's TSP: 
GOAL:  To provide safe, accessible, and convenient pedestrian facilities. 
Policy-  All  new arterial, collector, and  local  streets shall include the  pedestrian 
facility specified in the street design standard. 
Policy-  All  major  improvements to  arterial,  collector,  and  local  streets  shall 
include the pedestrian facility specified in the street design standard. 
Policy-  Low curb  crosswalks shall be  used  at  all  intersections,  consistent with 
ADA guidelines, to facilitate use by  the transportation disadvantaged, the elderly, 
and the handicapped. 
Policy-  Provide safe, convenient, and attractive walking environments throughout 
the city with a special emphasis in the Commercial Center. 
Policy-  As feasible, the city shall allow no  physical obstruction of sidewalks such 
as utility poles, sign posts or guy wires (consistent with ADA guidelines). 
Policy-  Visibility and unobstructed views shall be promoted for all areas of high 
pedestrian use. 
Policy-  Bicycle traffic on sidewalks shall be prohibited. 
Policy-  The city  will  work  with  interested  landowners to  explore local  hnding 
options for sidewalk improvements, for example Local Improvement Districts. 
The street design standards include  sidewalk standards.  These standards apply to  new 
construction and  reconstruction.  The city  shall give  consideration to the  arterials and 
collector streets lacking  sidewalks  (Table 25)  when  prioritizing  and  planning  for  road 
improvement and maintenance projects.  Improving connectivity and  circulation patterns 
of pedestrian facilities will be considered in new development and in improvements to the 
existing system, where possible. Examples of ways to improve connectivity and circulation 
include constructing walkways between cul-de-sacs and  adjacent roads,  providing walkways 
between buildings, and providing walkways to parks and school sites. 
The Pedestrian Facility  Plan  is  shown  on Figure  18 including the  following  prioritized 
improvements: 
1.  Sidewalks and curb cuts around Hubbard City Park (public transportation stop), 
2.  Sidewalks along Highway 99E, 
3.  Sidewalks along 3d  Street, 
4.  Sidewalks along J and D Streets, 
5.  Sidewalks in core downtown area. 
6.  Sidewalks along A,  5fi, and 7'  Streets, 
7.  Multi-use  paths  along  the  greenway  of  Mill  Creek  or  existing  County  roads  that 
connect to Woodburn paths or a route to the North Marion Schools, and 
8.  The higher priority local streets listed above. 
Hubbard Transportation System Plan  103 
Adopted June 29, 1999 
Public Transportation 
This section of the TSP: 
References the  requirement  for  a  public  transportation  plan  in  the  Transportation 
Planning Rule, 
Describes recommended service and facilities (ODOT, 1997), relevant regional policy, 
and current Hubbard policies, 
0  Characterizes the number and  kind of Hubbard resident likely to be  more reliant on 
public transportation services, 
Completes an inventory of public transportation facilities and services in Hubbard, 
Identifies existing and hture public transportation needs in Hubbard, and 
0  Presents the public transportation plan. 
TPR Requirements 
The TPR (OAR 660-12-020(2)(c)) requires that the TSP include a Public Transportation Plan 
which: 
Describes public transportation services for the transportation disadvantaged and identifies 
service inadequacies. 
Describes inter-city bus and passenger rail service and identifies the location of terminals. 
For areas within an urban growth boundary which  have  public transit service, identifies 
existing  and  planned  transit  trunk  routes,  exclusive  transit  ways,  terminals and  major 
transfer stations, major transit stops, and park-and-ride stations.  Designation of stop or 
station locations may  allow for minor adjustment in the location of stops to provide for 
efficient transit or trac operation or to provide convenient pedestrian access to adjacent 
or nearby uses. 
For areas within an urban area containing a population greater than 25,000 persons,  not 
currently serviced by transit, evaluate the feasibility of developing a public transit system at 
buildout. 
Types of Public Transportation, Recommended Services, and Policy 
As used in this section, public transportation includes the following services and facilities: 
Intra- and inter-city fixed route systems such as fixed-route scheduled bus,  rail, light 
rail, and park-and-ride express services; 
Paratransit services which primarily serve the disabled, elderly, or other transportation 
disadvantaged individuals; 
RideshareDemand  Management  program  including  carpool,  vanpool,  buspool 
matching services; preferential parking programs; and reduced parking fees; and 
Other services such as taxis, privately owned inter-city bus lines or shuttles. 
The best mix of services in any community or planning area will  depend on the needs of 
the service population, spatial distribution of the service population, economic factors, and 
the existing transportation system and policies. 
Hubbard Transportation System Plan  104 
Adopted June 29, 1999 
The  Oregon Public  Transportation Plan  (ODOT,  1997) described  a  preferred  state  of 
public transportation in 2015 which  established targets for service types and frequencies 
relevant  to  the  city  of  Hubbard.  The  plan  identified  minimum  levels  of  public 
transportation  services which  provide  a  range  of  services  intended  to  keep  pace  with 
Oregon's  changing and increasing public transportation needs.  Minimum level of service 
recommendations were based on types of services, size of community, and distance from 
other  major  intermodal centers (only Portland in  Oregon)  or urban  central  cities.  For 
planning purposes, communities were divided into large urban areas, small communities of 
25,000 or more,  small communities of 2,500 to 25,000,  communities of 2,500 or more 
within  20  miles  of  an  urban  central  city,  and  rural  and  frontier  (<2,500)  communities 
(ODOT,  1997).  The population of Hubbard was  l,83 8 in  1990, estimated to be 2,2 10 in 
1998, and  projected  to be  3,105  in  2020.  Urban  central  cities closest to Hubbard  are 
Salem, 20 miles to the south, and Portland, 28 miles to the north.  However, Woodburn 
and Wilsonville may also fhction as "urban central cities"  and are located about  1 and 7 
miles  from Hubbard,  respectively.  During  the  20-year  planning  horizon,  Hubbard  will 
become a "small  community of 2,500 to 25,000" located within  (barely) 20 miles  of an 
urban central city. 
The recommended minimum levels of service for Hubbard will change as the population 
increases.  The  following  services  are  recommended  for  urban  areas  under  2,500 
population and within 20 miles of an urban central city (Salem): 
Public transportation to general public based on locally established service and hnding 
priorities; 
Accessible ride to anyone requesting services; 
Coordinated,  centralized  scheduling  system  with  phone  access  to  the  scheduling 
system at least 40 hours weekly between Monday and Friday; 
Respond to service request within 24 hours, not necessarily provide a ride within 24 
hours; and 
Connections to intercity rail and bus services. 
Services recommended for community with populations of 2,500 to 25,000 include: 
Coordinating intercity senior and disabled services with intercity bus and van services 
open to the general public; 
Connecting local public transportation, and senior and disabled service, to intercity bus 
services; 
Providing an accessible ride to anyone requesting service; 
Providing  1.7 annual  hours  of  public  transportation  service  per-capita  with  fixed- 
route, dial-a-ride, or other service types; 
Providing at lest one accessible vehicle for every 40 hours of service; 
Providing one backup vehicle for every 3.5 vehicles; 
Providing daily  peak  hour  commuter  service to  the  core  areas  of  the  central  city 
(Salem and possible Portland); 
Providing a guaranteed ride  home program  to  all users  of the  public transportation 
system and publicize it well; and 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Providing park-and-ride facilities along the transit corridors to meet reasonable peak 
and off-peak demand for such facilities. 
Maintaining  vehicles  and  corresponding  facilities  in  a  cost-effective manner  and 
replace vehicles when they reach the manufacturers. 
Marion  and  Polk  Counties  Special  Transportation  Advisory  Committee  undertook  a 
project  to  evaluate how to  increase transportation choices for  the  region's  senior  and 
disabled residents without additional hnding (Marion  and Polk Counties STAC,  1998). 
Project  results  are  found  in  the  Regional  Transportation Enhancement  Plan  (RTEP) 
which recommends leveraging all the existing services and programs in the region into one 
"brokerage"  that  uses the  latest  information  technology to  efficiently and  conveniently 
match clients to services. 
RTEP includes sections on history  and  context, the plan, work plans,  and  other issues. 
RTEP seeks to coordinate transportation planning for the transportation disadvantaged by 
working  with jurisdictions  writing  or  reviewing  Transportation System Plans.  Goals, 
objectives, and policies related to the transportation disadvantaged has been developed for 
consideration.  One item in  the RTEP work program is  extremely relevant  to Hubbard 
because it  established the Wheels North Marion County Service, a deviated fixed-route 
transit  service with  stops  in  the  city.  The  RTEP  was  based  partially  on  background 
information and  issues in  Planning for the Transportation Disadvantaged in  Marion and 
Polk Counties:  Seniors and People with Disabilities (Mid-Willamette Valley Council of 
Governments, 1998).  Policy and background information will be discussed hrther in the 
TSP. 
The Hubbard Comprehensive Plan (1 977) had  few policies  or actions related to public 
transportation but did include a policy to encourage local and regional efforts to provide 
acceptable  road-based  mass  transit  facilities.  Energy  policies  related  to  public 
transportation were:  (1) Reduce energy consumption by  extending Metro area services 
into north Marion County and  encourage use of  such a system, and  (2)  Rail  is  another 
alternative that could provide commuter services. 
Hubbard Service Po~ulation 
Information in the 1990 Census is used to identify the number of people in Hubbard more 
likely to use, or be more reliant upon, non-auto transportation modes such as sidewalks, 
bikeways, public transportation, or paratransit services.  Public transportation services can 
very  effectively serve the needs of two groups: 
People  with  basic  mobility  limitations  who  do  not  have,  or  can  not  operate,  an 
automobile  to  obtain  medical,  educational,  social  or  recreational  services,  and 
employment; and 
People who  presently  use  a car, but  would  use  other transportation alternatives, to 
commute to work. 
Hubbard Transportation System Plan  106 
Adopted June 29, 1999 
People living in Hubbard are characterized with respect to mobility  limitations (age and 
disabilities) and  workforce  travel  patterns  to  identifl the  type  of  public  transportation 
needs the community might have.  People with mobility limitations in  1990 included: 
323 people aged 5 - 14 years, 
259 people older than 60 years, and 
47 noninstitutionalized people with mobility limitations over the ages of 16. 
The mobility limited portion of Hubbard's population was 629 people, or 34% of the total. 
Census data showed that in  1990 the workforce in Hubbard was 823 people or about 45 
percent of the population.  Driving alone was the most common way to get to work (80 
percent  of workforce),  followed by  carpooling (14  percent).  About  1 percent  of  the 
workforce  walked  (8  people)  or  bicycled  (11  people)  to  work  (Table  3).  About  67 
percent of the workforce was at their place of employment within 30 minutes of travel and 
29 percent had travel times between 30 and 59 minutes (Table 4). 
Inventorv of Public Transportation Services and Facilities 
The inventory of public transportation is required to include information about the type, 
location, and  capacity of existing services and  facilities,  and  service inadequacies.  The 
inventory  also included facilities and  services located  in  Woodburn because this  is  the 
closest  location  of  many  connections  to  other  services.  The  inventory  results  are 
summarized in Table 26. 
A  fixed-route transportation  service,  called  the  Wheels  North  Marion  County  Service 
began  operating  in  March  of  1999, and  is  a  product  of  the  Regional  Transportation 
Enhancement Plan  (RTEP) mentioned above.  The  service includes  several routes  and 
schedules (Appendix C).  One service is available Monday through Friday and stops at the 
Hubbard Post Office at 720 AM and &:30 PM and goes to Woodburn, Silverton, and Mt. 
Angel. The service will deviate from the fixed route in Hubbard to a limited extent to pick 
up people from their homes.  The fixed route portion of the service is located on Hwy. 
99E, D St., F. St., G St., J St., 3rd St., and 7& St. (Figure 19). 
The  service  was  created  from  a  pre-existing  transportation  service  for  the  Mt.  Angel 
Training Center  and  developmentally disabled  clients.  The new  service has loops that 
connect Woodburn,  Silverton,  Gervais, Hubbard, Mt. Angel,  and  Gervais.  Woodburn 
connections include Woodburn Transit, Silver Trolley, HUT, and Greyhound.  Although 
the  route  is  new,  there  are  indications  that  demand  will  warrant  additions of  another 
vehicle in May.  The service also hopes to expand the route to include St. Paul. 
Hubbard Transportation System Plan  107 
Adopted June 29, 1999 
TABLE 26.  PUBLIC TRANSPORTATION SERVICES IN AND NEAR HUBBARD 
North 
Marion 
County 
Service 
Oregon 
Housing & 
Associated 
Services 
'Wheels" 
Mid- 
Valley 
Rideshare 
Program 
Silverton 
Hospital- 
Seniors 
Plus 
Woodburn 
Taxi and 
Delivery 
Deviated fixed-route provided 
by Wheels (OHAS) from 
existing services.  17-passenger 
bus and van. 
Demand response. 
6 18-passenger vans 
Regional transportation 
demand management 1 carpool 
program 
Demand response 
Demand response. 
Private, for profit service and a 
service provider for OMAP 
Public and 
development- 
ally disabled 
clients 
Primarily used 
by elderly & 
handicapped 
(357 people) 
but open to 
general public 
General public 
Elderly and 
disabled clients 
and general 
public when 
space is 
available 
Paying general 
public 
Oregon Health 
Plan Clients 
HUBBARD SERVICES 
Loops including  Hubbard Post 
Hubbard, Woodburn,  Office and where 
Silverton, Gervais,  requested 
Mt. Angel 
Demand response  Not fixed 
serves north Marion 
County. 
Marion, Polk, and  Based in Salem, 
Yamhill Counties; and  City of Salem 
the Willamette Valley  Pubic Works 
and selected coastal  Department 
areas 
from Silverton, 
regular service to 
Woodburn, Salem, 
and Portland as 
needed.  Serves 
Hubbard. 
Twenty mile radius  Not fixed 
Woodburn based and 
serves Hubbard 
Several routes/schedules 
from Monday through 
Friday (see Appendix C) 
*Fixed route:  AM and PM 
stops Monday-Friday 
*Dial-a-ride 8:00 AM to 
5:OO  PM Monday -Friday 
024-hour rideshare 
matching program. 
Carpool & vanpool match 
lists 
*Information and referrals 
8:30 AM to 4:00 PM 
Monday through Friday. 
Provides medical rides on a 
dial-a-ride basis 
Taxi service from 7:00 AM 
to 5 :00 PM Monday 
through Friday.  OMAP 
service hours are similar, 
requires two-day notice 
503.585.6193 
Donna Wickman 
1.503.371.POOL 
Web Site: 
http:/www.open. 
orglspubworkhid 
eshar. html 
503.873.1789 
503.982.8108 for 
Woodburn 
Express 
Hubbard Transportation System Plan  108 
Adopted June 29, 1999 
Woodburn Transil 
AMTRAK 
]Coast  Starlight 
]Pacific 
Northwest 
Passenger Rail 
Corridor 
Pacific Trails 
Greyhound 
HUT 
Intracity fixed route  Woodburn 
and schedule bus.  residents and 
Includes paratransit  elderly or 
services.  disabled 
citizens 
Passenger rail & bus  Paying general 
service  pubic 
Intercity fixed route  Paying general 
and schedule bus  pubic 
Intercity fixed route  Paying general 
and schedule bus  pubic 
1nGrcity shuttle  1 paying general 
pubic 
LJBBARD AREA 
Woodburn UGB 
Seattle to Los 
Angeles 
Eugene to 
Vancouver, BC 
SERVICES 
Single, 15.3 mile, 
fixed route system on 
parts of Hwys. 99E, 
211, 214,219, Front, 
Boones Ferry, 
Cleveland, Young, & 
others 
Amtrak Station 12&, 
13&, and Mill Street; 
Salem 
Union Station in 
Portland 
Lincoln City-  Stops in Woodburn at 
Salem-Portland  the Greyhound bus 
stop at 397 Front I 
Street. 
Portland-San  I Salem terminal:  450 
Francisco1 
Sacramento 
Salem to Portland 
Airport, 
Church St. NE Salem 
Woodburn stop at 397 
Front St. 
Woodburn stop at 
Holiday Express Inn, 
junction of 1-5 and 
Hwy. 214 
9:OO AM to 5:OO PM, 
Monday through Friday. 
2 inbound and outbound rail 
services supplemented by 3 
round trip buses between 
Portland & Eugene 
One inbound and outbound 
trip daily 
Salem:  9 southbound and 8 
northbound buses daily 
18 inbound and outbound 
trips daily  Stops in 
Woodburn between 4: 3 0 
AM to 9:30 PM. 
1-800-USA- 
RAIL 
Funded as part of 
State's high 
speed rail 
initiative. 
503.692.4437 
Salem 
503.362.2428 
503.363.8059 
Call 4 to 24 
hours in advance 
to arrange stop. 
24 hours notice 
preferred 
Hubbard Transportation System Plan 
Adopted June 29,1999 
Hubbard is served by  three paratransit providers (Table 26).  Usually, these services are 
available only to a specific clientele.  Paratransit service is constrained by publicly fbnded 
programs that specifjr who may be served, liability, and service area.  Paratransit services 
in Hubbard include  "Wheels",  Silverton Hospital Seniors Plus Program, and Woodburn 
Taxi  serving Oregon Health Plan  clients.  Wheels  and  Silverton  Seniors Plus will  also 
provide ride to paying public on a space available basis. 
A  regional  rideshareldemand  management  program  offers  carpooling  and  vanpooling 
coordination  services  to  commuters  in  the  Hubbard  area.  The  service,  Mid-Valley 
Rideshare Program, is based in the Salem-Keizer area and has been operating since 1975. 
The program serves Marion, Polk, and Yarnhill Counties but will assist people throughout 
the WiIlamette  Valley.  As  of February 23,  1998, the  rideshare program  contained  no 
carpool applications from people traveling to or from Hubbard. 
There  are  currently  no  taxi  companies based  in  Hubbard  but  Woodburn  Taxi  serves 
Hubbard (Table 26).  North Marion School District provides 6 school bus routes located 
mainly on the grid street network located in west Hubbard (Figure 19). 
AMTRAK passenger rail services use the track running through Hubbard, but the service 
does not stop in the city.  Stations closest to Hubbard are located in  Salem and Portland. 
This service is described more completely in the Rail Freight and  Rail Passenger Plan of 
the TSP. 
Woodburn, Hubbard's nearest urban neighbor, has a transit system and paratransit service, 
and a variety of connections to several intercity transportation services (Table 26).  The 
Woodburn  Transit  System  provides  scheduled  fixed-route  and  paratransit  services  to 
residents inside the Woodburn UGB.  The transit system budget in  1997-98 was $89,665 
and was fbnded by fare revenues ($5,000), Special Transportation Funds ($21,327), local 
taxes  and  fees ($24,173), carryover and  interest  ($9,559, volunteer services ($24,660) 
and a cash donation ($4,950).  Fares were $0.75 per trip and in  1994, 28,000 people rode 
the transit system and 3,400 people used the paratransit  services (Kittelson & Associates, 
Inc., 1996).  The fleet consists of two buses, a van, and a sedan. 
Points on Woodburn's  existing fixed-route transit service closest to Hubbard are located 
at the intersections of Hwy. 2 14 and Front Street, and Hwy. 2 14 and Highway 99E.  The 
proposed new system will be two-directional fixed route, with 60 minute service frequency 
and  expanded to include a route up Hwy. 99E, turning west on Industrial  Avenue and 
turning south on Progress. 
Woodburn  provides  connections  to  the  following  intercity  buslshuttle  services: 
Greyhound,  Pacific  Trails,  and  HUT.  Connections to  the  Silver  Trolley,  a  Silverton 
transportation service, are available in Woodburn. 
Hubbard Transportation System Plan  110 
Adopted June 29, 1999 
Existing and Future Public Transuortation Needs 
The existing and future public transportation needs were identified by  comparing existing 
facilities and  services to ODOT  recommendations  (ODOT,  1997), regional  studies,  and 
input  from the  public  and  TAC.  It  is  difficult to identify  future needs  specifically for 
Hubbard because of very limited local data.  Regional and state data (demographic trends 
and policy requirements)  and projections are used to generally characterize future needs in 
Hubbard. 
Hubbard  residents  made  the  following  comments  about  existing  public  transportation 
needs during the public input process: 
More information about public transportation system; 
Add local bus service to Woodburn, Salem, and Canby which should also provide 
for connections to Portland Metro area; 
Develop public transportation system to get kids and senior citizens to activities in 
Woodburn and schools; and 
Provide carpool links. 
A  comparison  of  existing  services  in  Hubbard  with  ODOT  recommendations  for 
communities under 2,500 people shows that the minimum services are available, especially 
since the North Marion County Service began operation.  Hubbard does have: 
Public transportation for the general public; 
An  accessible  ride  to  anyone requesting  services  that  operates  40  hours  per  week 
between Monday and Friday; and 
Timely connections to intercity bus  services in Woodburn.  Connections to  intercity 
rail service in Salem can be made in Woodburn, but the connection is less timely. 
In  addition,  Hubbard  has  ride  matching  services  are  available through  the  Mid-Valley 
Rideshare Program. 
Presently,  the Wheels North Marion  County  service  stops at the  Hubbard  Post  Office. 
Hubbard would  prefer that the service stop at Riveness Park,  located  between D, E, 4&, 
and  5"  Streets  due  to  congestion.  However,  the  park  currently  lacks  many  of  the 
amenities  and  safety  features  that  would  promote  use  of  the  transportation  service. 
Needed  improvements  include  sidewalks  (lo-'  width)  around  the  park,  lighting, 
telephone, enclosed shelter, and bus pull-out. 
One existing  public transportatiodsafety  need  should  be  addressed  as  soon  as  possible. 
Bus pull-out  areas along Hwy. 99E, especially on the north end where highway reduces 
from three to two lanes, are needed to improve pedestrian  and vehicle safety, and reduce 
congestion.  Other  existing  needs  include  locating  a  park-and-ride  lot(s)  in  Hubbard, 
encouraging  the large industrial  employers in  the southeast  area  of the city to  promote 
carpooling  programs,  improving  the  sidewalk  system  so users  may  travel  safely to  and 
from the transit  stops,  and  making the general  public  aware of the  existing  services  in 
Hubbard. 
Hubbard Transportation System Plan  111 
Adopted June 29, 1999 
Demographic trends indicate that fbture public transportation needs in  Oregon during the 
next 20 years will be driven by an increased population with a higher percentage of elderly 
(>65 years).  Oregon's elderly population is expected to double in  size while the percent 
of people under  14 years old is projected to decline.  The state population is expected to 
increase  40  percent  from  1990 to 2015  (2.8 to 3.8 million) and  most  of the  increase is 
expected to be in the Willamette Valley (ODOT, 1997). 
The Marion  County RTSP  (1998)  concluded  that  the  need  for  paratransit  services will 
grow as the elderly become a larger proportion of the population  as the "baby boomers" 
age.  In Marion  County  between  1980 and  1995 the percent  of the  elderly population 
increased from 12.6 to 16.4 % for an increase of 3,369 people in the over 65 age category. 
This  segment  of the population  is  growing  at  a faster  rate than  the  overall  population. 
These trends are also expected to occur in the city of Hubbard, resulting in an increased 
need  for  public  transportation  that  provides  for  basic  mobility  and  commuter  service 
needs. 
The Marion County TSP also concluded that due to the small size of most urban centers in 
the county, public transportation  planning  and implementation  should be  a coordinated, 
regional  process,  particularly  with  respect  to  the  fixed-route  bus  service  or  commuter 
services.  The  Woodburn  TSP  identified  a  need  for  increased  intercity  services  and 
commuter  services.  The Plan  proposed  to  expand  the  public  transportation  service to 
include inter-city service to Portland  (top priority) and  Salem via shuttle buses on 1-5. A 
park-and-ride  facility with  300  spaces  is  planned  near  the  interchange  of 1-5  and  Hwy. 
2 14. 
Future public transportation services in Hubbard will need to respond to demand increases 
due to population growth and a larger percentage of elderly, but will also need to provide 
a  different  mix  of  services.  By  2020  the  next  tier  of  recommendations  for  public 
transportation  will  apply  to  Hubbard  due  to  increased  population.  A  comparison  of 
existing  services  in  Hubbard  with  ODOT  recommendations  for  communities  with 
populations of 2,500 to 25,000 people shows that the following services will be needed: 
Providing  1.7 annual  hours  of  public  transportation  service  per-capita  with  fixed- 
route, dial-a-ride, or other service types; 
Providing at lest one accessible vehicle for every 40 hours of service; 
Providing one backup vehicle for every 3.5 vehicles; 
Providing  daily  peak  hour  commuter  service  to  the  core  areas  of  the  central  city 
(Salem and possible Portland); 
Providing  a guaranteed  ride  home program  to  all users  of the  public  transportation 
system and publicize it well; and 
Providing  park-and-ride  facilities along the transit  corridors to meet  reasonable  peak 
and off-peak demand for such facilities. 
Maintaining  vehicles  and  corresponding  facilities  in  a  cost-effective  manner  and 
replace vehicles when they reach the manufacturers. 
Using  a  population  of  3,105  people  in  2020,  and  the  recommendation  to  provide  1.7 
annual hours of public transportation  service per  capita, calculates out to 5,278 hours of 
Hubbard Transportation System Plan  112 
Adopted June 29,  1999 
annual service (102 hours per  week).  Service can be  fixed-route, dial-a-ride, or other 
service types.  The city should work to support existing  services,  such as Wheels,  and 
work with other services providers to extend their service areas into Hubbard as the need 
arises. 
Public Trans~ortation Plan 
The Public transportation plan includes facility improvements or construction (Figure 19), 
public outreach and planning activities, and goals and policies.  The following facilities will 
be improved or constructed: 
1.  Bus pull-out areas along Hwy. 99E; 
2.  Transit  stop  at Riveness Park with  enclosed  shelter, sidewalks,  lighting, telephone 
services, and bus pull-out; 
3.  Two park-and-ride  facilities located  in  the  Commercial Center and  in  the  southeast 
industrial area (map locations are conceptual); and 
4,  Improved  and  expanded  sidewalk system providing  access to  the transit  stop  and 
park-and-rides (see Pedestrian Plan). 
The city will maintain a program to inform Hubbard residents about public transportation 
services in and near Hubbard.  Route and schedule information, and ride-share/carpooling 
information will  be  periodically mailed  with  billing  statements and  posted  at  City Hall. 
The city will also maintain a program to periodically assess its public transportation needs, 
condition and  capacity of existing  services and  facilities,  and  update  information about 
adjacent services and the potential for service expansion. 
The following goals and policies for public transportation are included in the city's TSP: 
GOALS 
1.  The  city  of  Hubbard  will  seek  for  it's  citizens,  including  the  transportation 
disadvantaged,  the  maximum  level  of  access  to  all  social,  work,  and  welfare 
resources. 
2.  The City of Hubbard will seek for its transportation disadvantaged citizens the creation 
of  a  customer-based  regionally  coordinated  public  transit  system  that  is  efficient, 
effective, and founded on present and hture needs. 
Policies 
1.  The city will support and promote regional planning for public transportation services 
that  use  innovative technology to  maximize  efficiency  of  operation,  planning,  and 
administration of public transportation. 
2.  The  city  seeks the  creation of  customer-based  regionally  coordinated public  transit 
system through a regional planning process that is efficient, effective, and adequate for 
present and hture needs.  The system should provide the maximum level of access to 
area community centers for the transportation disadvantaged citizens. 
3.  The city encourages the use of carpools and park-and-ride lots in the area and other 
strategies to reduce the number of single occupant vehicles. 
Hubbard Transportation System Plan  113 
Adopted June 29, 1999 
4.  The city will support the efforts of the Special Transportation Advisory Committee, or 
its  successors,  in  the  implementation  of  the  Regional  Transportation  Enhancement 
Plan and similar efforts to improve transportation for the disadvantaged in the region. 
5.  The city shall support existing public transportation services by improving facilities and 
promoting public awareness of the services. 
6.  The  city  will  coordinate  with  other  jurisdictions  when  the  need  for  park-and-ride 
facilities or intercity connections to passenger rail services are studied. 
7.  The city shall coordinate with governmental  and private agencies in  the planning and 
provision of public transportation services and shall ensure that a given level of service 
is adequate for the costs incurred. 
Action:  Periodically assess the community's  transportation  needs and check with 
existing  services  regarding  expansion  of  service  into  Hubbard,  for  example 
Woodburn Transit or SMART in Wilsonville. 
Hubbard Transportation System Plan  114 
Adopted June 29, 1999 
n, North Marion County Transit Route 
/tZ School Bus Route 
Park & Ride 
@  Bus Pull-out 
Transit Stop 
/  \  /  I  I  I  L 
Comprehensive Plan 'IItle:  Road Functional Class 
Low Density Residential  Major Arted 
Figure 19. Public Transportation Plan  Medium Density Residential High Density Residential  Minor Arterial 
Cokctor  Mid-Willamettc Vallcy -by:  /"'j Commercial 
Local  Coundl of Governments Mid-Whette Valley Council of Governments  Industrial 
Public  A'b  105 High Street SJl Date:  Remson:  Salem, OR 97301-3367 
1  *city Iimits  Private  Phone: (503) 588-6177 2 ***  Urban Growth Boundary 
~-dMopen.org 
Pile(l~mc   ailro roads  ?hisrmpb~orrrpmnrm~orlp"rpo~~~d, 
c/tog4/projects/hubbard/hub-tsp.apr  400  o  400  800 ~cet  md u nu .tl 0f~4 
TuLxCom-qeppmydttrMnioohq/ PublicTnnrporatBn Fk 
11x17 Pompit-Rm  1  C+fs.kmDmCmar. 
Air, Water, Pipeline Transportation 
Air Trans~ortation 
No  public  or private  airports  are  located within  or  adjacent to Hubbard.  The  closest 
airport is Lenhardt  Airport,  a private facility  about northeast  of the  city  in  Clackamas 
County. 
The closest public airports are McNary Field in Salem and Aurora State Airport in Aurora. 
McNary  Field  in  Salem  provides  for  both  VFR  and  instrument  flight  rules  (IFR) 
operations.  There is no scheduled service provided by commercial air carriers. 
Pi~eline  Water Trans~ortation 
There are no regional pipelines in Hubbard.  The closest pipelines are located along the 
east side of 1-5 and run parallel to the freeway.  The pipelines distribute petroleum and 
natural gas.  There are currently no plans to expand the  systems in  any way that would 
affect Hubbard. 
Hubbard does not have water transportation modes within the UGB.  The Pudding River 
is  located  about  2  miles  east  of  Hubbard  and  does  not  currently  have  a  water 
transportation fbnctions. 
IMPLEMENTATION OF TRANSPORTATION SYSTEM 
PLAN 
Summary of Recommended Improvements 
Table 25 summarizes the recommendations in the preceding sections.  It is organized by 
planning horizon (0-5 years, 5- 10 years, and 10-20 years)  and transportation system 
element.  Rough cost estimates are given for each recommendation. 
Hubbard Transportation System Plan  117 
Adopted June 29, 1999 
TABLE 27.  TRANSPORTATION SYSTEM PLAN RECOMMENDATIONS: 
SCHEDULE AND BUDGET 
0 - 5 YEARS 
Transportation 
Public 
Transportation 
Public 
$500 
$5,000 
$20,000 
Rail 
Rail 
Woad 
Transportation 
Roadway 
Roadway 
Roadway 
Roadway 
Apply to ODOT to reopen J Street at-grade railroad crossing 
In cooperation with ODOT, evaluate the need for and cost of reopening 
the at-grade crossing, and intersection and street improvements. 
Evaluate and model local Wc  patterns and volume related to 
drains, pi%  and a manhole) 
Transit stop improvements at Riveness Park:  enclosed shelter, 1,200' 
of 10' wide sidewalks, bus pull-out, telephone, lighting (Assumes new 
storm drains, pipe, and a manhole) 
Annual mailing of schedule and route information to Hubbard 
Roadway 
$98,500 
$1,300 
residents 
Apply to ODOT to evaluate posted speed limits on Hwy. 99E for a 
reduction to improve safety in Hubbard 
Add 2,679' long, 14' wide center turning lane on Hwy. 99E between D 
Street and north UGB 
Improve 3d St. between A & D Streets: 4386 ft. long, 48' wide, 
sidewalks, stripe bikelanes, tree wells (Storm sewer work one side, 
add $215,000 
Improve A St. between 5th Street and west dead end:  677 ft. long, 34' 
Roadway 
$500 
$161,500' 
$1,031,000 
$113,000 
wide, parkway strip, 5' sidewalks (Storm, +$33,200) 
Improve 6th St. between B and C Streets:  257 ft. Long, 28' wide, 
Roadway 
$35,300 
parkway strip, 5' sidewalks (Storm, + $12,600) 
Improve 7th St. between B and C Streets: 264 ft. long, 28' wide, 
Roadway 
$36,200 
parkway strip, 5' sidewalks (Storm,+%13,000) 
Improve F St. between  1st and 2& Streets:  257 ft. long 28' wide, 
Roadway 
Hubbard Transportation System Plan  118 
Adopted June 29, 1999 
$35,300 
parkway strip, 5' sidewalks (Stonn,+$12,600) 
Improve H St. between 3d and 5'  Streets:  555 ft. long, 28' wide, 
Roadway 
Roadway 
Roadway 
Roadway 
1 
$76,035 
parkway strip, 5' sidewalks (Storm,+$27 f 00) 
Improve I St. between 4th and 5'  Streets:  268 ft long, 28' wide,  $36,700 
parkway strip, 5' sidewalks (Storm,+$13,000) 
Improve B St. between 4th and 6h Streets:  562 ft: 28' wide, parkway 
strip, 5' sidewalks (Storm,+$27,800) 
Improve Sunset Dr. between north and south ends:  986 ft. long, 28' 
wide, parkway strip, 5' sidewalks (Storm,+$48,300) 
Improve West P1. between south end and F Street: 407 ft. long, 28' 
wide, parkway strip, 5' sidewalks (Storm,+$20,000) 
Improve Hillside Ct. between west end and Sunset Dr.:  300 ft. long, 
28' wide, parkway strip, 5' sidewalks (Storm,+$15,000) 
$77,000 
$135,100 
$55,800 
$41,100 
I intersection. ~&ne dl intersections-dong 31~ for safety  I 
Roadway 
Roadway 
improvements. (Evaluate & examine only-implement is open ended) 
Upgrade J St. west of Hwy. 99E: 2,200 ft. long, 48' wide, sidewalks, 
Roadway  I Reeonfigure intersection of Hhy. 99E  and J Street 
Rail  I  Extend existing line of trees along west side of railroad: -2,200  feet  I  $5.500 
$5 12,000~ 
s&&  bike lanes, tree wells (Storm,+$107,500) 
Realign east approach of D St. to Huy. 99E; 200' long, 34' wide, 
left turn lane, bikelanes,  5' sidewalks, parkway strip 
$90,000' 
Sidewalks  I Add 13,466 ft of 6' wide sidewalks to Huy. 99E 
$50,000 
Roadway  I Reconfigure intersection of Hwy. 99E  and J Street 
$175,000 
SUB TOTAL  I  $3,274.854 
Rail 
Rail 
Public 
Transportation 
Public 
1" deciduous evey 40' is $100 each 
Work with railroad and ODOT to design and implement sound 
Transportation 
Roadway 
$5,000 
mitigation measures (Design only) 
Add trees along east side of railroad: -4,400 fat. 
1" deciduous every 40' is $100 each 
South bus pull-out on Hw%y. 99E 
Park-and-ride lots in Co~nmercial Center and industrial area: signs, 
Road~vay 
Roadn,ay 
Roadway 
SUB TOTAL I  $3,142,500 
$11.000 
$17,500' 
$25,000 
lights, pavement, striping (20 autos + 4 bike storage units only) 
Exknd 3d St.: 600' long. 48' wide, sidewalks, stripe bikelanes, trec 
Roadway 
Roadway 
Bikc\vay 
BikewayISide 
walks 
Hubbard Transportation  System Plan  119 
Adopted June 29,  1999 
$141,000~ 
wdls 
Build northwest perimeter road: 4,300' long, 34'paved \\idth, striped 
bike lanes, parkway strips. 5' sidewalks) 
A St. West EsTension:  600' long, 34'paved wwidtll striped bike lanes. 
parkway strips, 5' sidewalks 
Sdunidt upgrade:  1,000' long, 34'paved width, striped bike lanes, 
$870,000~ 
$134,0oo3 
$173,000~ 
parkway strips, 5' sideudks) 
B and 9"  St. connections to new northwest perimeter road:  200' long, 
28' wide, parkway strip, 5' sidewalks) 
Upgrade D St. west of H\+y. 99E: 2,935 ft. long, 48' wide, sidewalks, 
stripe bikelanes, tree wells 
Build bike lanes (4 miles) or multi-use path (2 miles) between Hubbard 
and North Marion Schools 
Upgrade 5'  Street: 3,885' long, 34'pavcd ~idtll,  bike lanes, 
parkway strips, 5' sidewalks 
$45,300 
$7 10,000~ 
$211,200 
$794.000~ 
10 - 20 YEARS 
Roadway  East perimeter road:  3,300' long, 34'paved width, striped bike lanes,  $672,000 
parkway strips, 5' sidewalks) 
Roadway  A St. East Extension: 750' long, 34'paved width, striped bike lanes,  $151.000 
parkway strips, 5' sidewalks 
Roadway  A St. East Extension: 750' long, 34'paved width, striped bike lanes,  $151,000 
parkway strips, 5' sidewalks 
Roadway  New collector between Parkway & Basilio: 800' long, 34'paved width,  $161,100 
striped bike lanes, parkway strips, 5' sidewalks 
Roadway  Casteel and Oak Ridge St. connections to new east perimeter road:  $45,300 
200' long, 28' wide, parkway strip, 5' sidewalks) 
Roadway  Upgrade J St. east of Hwy. 99E: 2,020 fi. long, 48' wide, sidewalks,  $408,700~ 
stripe bikelanes, tree wells 
Roadway  A St. West Extension:  650'  long, 34'paved width, striped bike  $139,999~ 
lanes, parkway strips, 5' sidewalks 
Roadway  New collector road connecting 5th St.  with Boones Ferry Rd.;  $529,450~ 
2,600' long, 34'paved width, striped bike lanes, parkway strips, 5' 
sidewalks 
Roadway  I Upgrade Hwy. 99E to 4 travelllturning lane;  6,733' long,  $1,500,000' I 
88'paved width, striped bike lanes, parkway strips, 6' sidewalks 
Bikeway  I Build bike multi-use path (2 miles) between Hubbard and Woodburn  I  $21 1,200 
SUB TOTAL  $3,8 17,750 
GRAND TOTAL  $10,235,104 
1 -Projects  partially or completely on ODOT facility 
qrojects partially or completely on Marion County facility 
l~rojects  Hubbard and mainly needed for NEW development 
The recommended  projects (Table 27) that pertain to County roads (segments of J St., and 
Whiskey Hill and Mineral Springs Roads) do not appear in the Marion County Rural TSP.  The 
County does not expect to be able to find projects outside the UGB except those listed the 
County TSP.  Furthermore, the  County has not  determined which urban projects  (located 
between UGB and city limits) will be finded as all urban transportation issues from all the cities 
in the County have not yet been collected and evaluated. While the County realizes the benefits 
of the recommended  projects, the inclusion of projects that  pertain to County roads  in  the 
Hubbard TSP does not obligate the County to construct these projects. 
Projects  identified  in  the  TSP  for  the  next  20  years  are  estimated  to  cost  a  total  of 
$lO,23 5,104, or $5 1 1,755 per year.  Of the projects identified, $1,925,000 are located  on 
ODOT facilities, and  $1,559,820  are located  completely  or partially  on  Marion  County 
facilities,  leaving  $6,750,434  of  projects  located  on  Hubbard  facilities.  For  projects 
proposed on facilities in Marion County and Hubbard ownership the cost was apportioned 
based on the percentage of roadway located in  each jurisdiction.  Of the projects located 
on Hubbard  facilities, about  $1,457,000  will  be  needed  by  new  development.  If these 
costs were spread over the 307 new dwelling units projected to be constructed in Hubbard 
during the next  20  years,  each  unit  would  require  about  $4,745  in  new  transportation 
facilities.  This  simplistic  approach  does  not  allocate  any  costs  to  new  industrial  or 
Hubbard Transportation System Plan  120 
Adopted June 29, 1999 
commercial  development.  Other  projects  on  Hubbard  facilities,  not  needed  by  new 
development though all Hubbard  residents would benefit, total $5,293,434 for an average 
of $264,672 per year.  As indicated above, Marion County has no plans for improvements 
to Hubbard facilities.  It is possible the County may have some funds for sidewalk and 
bikeway facilities, e.g. the bikelanes to the North Marion Schools.  Realistically, the city 
should plan on paying for all improvements inside the UGB if they need them  during the 
next  20  years.  This  would  change  the  total  cost  of  projects  (not  needed  by  new 
development) to  $6,853,254,  or  $342,663 per  year.  It  should  also  be  noted  that  local 
contributions improve the likelihood that ODOT will fund projects in Hubbard. 
Hubbard's  proposed  1999-2000 budget  allocates $1 15,700 to operation and  maintenance of 
streets, and  $125,000 to  street construction.  Some of the funds for  street construction are 
contingent on receipt of grant moneys.  Between 1997 and 1999 Hubbard received 92,600 to 
$94,400 per year  from the  State Motor  Vehicle Fund.  The  city  expects this  allocation to 
remain  similar for the next  few years due to changes in the per  capita rate which  is use to 
allocate the money.  This fimd is used mostly for maintenance and in  1999-2000 $69,800 is 
planned for maintenance and  $17,400 is allocated to street construction.  The city's  current 
System Development Charges (SDC)  include $427 for streets and $4,346 for storm drainage. 
If  the  city  collected  the  current  transportation  SDC just  from  the  anticipated  307  new 
residential dwelling units they would receive about $13 1,089.  New facilities needed primarily 
by fbture residential development were estimated to cost  about $1,457,000 leaving the  city 
with a shortfall of at least $1,325,911.  The city plans to address these shortfalls by reevaluating 
existing SDCs and other financing methods. 
Review & Coordination 
The TSP has  been  reviewed  by  city  of Hubbard  staff, Marion  County,  ODOT,  and the 
Department  of Land Development  and Conservation (DLCD) for consistency with  other 
plans and compliance with the TPR.  Review comments  and  related  changes to the TSP 
are included in Appendix F. 
Adoption Process 
The Hubbard Planning Commission reviewed the document on June 8,  1999 and the City 
Council reviewed the plan on June 15, 1999.  The Planning Commission and City Council 
had the first reading to adopt the revised plan by resolution June 29,  1999. 
Hubbard Transportation System Plan  121 
Adopted June 29,  1999 
Implementing Ordinances 
The TPR requires cities to adopt policies and land use regulations for implementing the TSP as 
provided for in OAR 660- 12-045. 
A review of Hubbard's  Comprehensive Plan and related ordinances has been completed and 
changes and additions made.  The existing ordinances, and indicated changes and additions, are 
shown in  Appendix D.  The implementing  ordinances were  reviewed  and  adopted  during 
review and adoption of the TSP. 
Financing & Capital Improvement Program 
Hubbard has developed a Capital Improvement Program for the planned improvements to 
the  transportation  system.  The  improvement  program  totals  $10,235,104  million  is 
detailed by task and time fiame in Table 27.  The following portion of the TSP describes 
methods that  the city may use,  and in  some cases does use,  to fund  proposed  projects. 
These finance methods  may  be used  individually or in  combination  to fund  projects,  or 
contribute the city's  share, to transportation  projects. 
Transportation improvement projects are fbnded from three sources:  (1) federal, (2) state, 
and (3)  local governments.  A brief overview  of the hnding mechanisms available from 
each source is given. 
Federal 
TRANSPORTATION EFFICIENCY ACTS 
Federal funds were available under the Intermodal Surface Transportation Eficiency Act 
(ISTEA)  of 1991.  This act terminated in  1997 and a new fbnding bill  (NEXTEA) will be 
authorized.  Funding categories and levels under the new bill are unknown at this time, but 
Hubbard will  stay current with  the progress  of this bill  and  its applicability to Hubbard 
transportation  needs.  The  Surface  Transportation  Program  (STP)  and National  Scenic 
Byways Program were previous programs potentially usehl for Hubbard. 
COMMUNITY DEVELOPMENT BLOCK GRANTS 
The Federal Department of Housing and Urban Development administers a program called 
the Community Development Block Grant Program (CDBG).  Funds are allocated based 
on city  size  and  demographics such  as income levels  and  housing  standards.  In  some 
areas,  street  reconstruction  projects  in  older  neighborhoods  have  been  funded  by  this 
program. 
State 
STATE MOTOR VEHICLE FUND 
The State of Oregon collects gas taxes,  vehicle registration fees,  overweightloverheight 
fines and  weightlmile taxes and  distributes  a  portion  of these  revenues  to  counties  and 
Hubbard Transportation System Plan  122 
Adopted June 29, 1999 
cities using an allocation formula.  The State distributes a local share to cities based on a 
per capita rate.  Revenues vary from year to year as the allocation formula can vary. Funds 
can be used for capital improvements or maintenance. 
SPECIAL PUBLIC WORKS FUNDS (SPWF- LOTTERY PROGRAM) 
The Special Public Works Fund provides grants and loans for public works that support 
private  projects  resulting  in  creation  or  retention  of  permanent  jobs.  Loans  are 
emphasized  in  this  program  and  are  available  for  amounts  up  to  $11,000,000  for  a 
maximum of 25 years unless the project  life is shorter.  The maximum grant amount is 
$500,000 and may not exceed 85% of the project cost. 
TOLL ROADS OR BRIDGES 
This method  builds certain facilities by  charging a fee per  use  and  statutes provide the 
option to ODOT and  "private"  bridge projects.  Toll roads are provided for on a more 
limited basis, for example, the Newberg bypass. 
Local 
CITY GAS TAX 
The city could levy a per gallon tax on fie1 sold in Hubbard.  Typical taxes range fkom 
$0.01 to 0.03 per  gallon and Woodburn, Tillamook, and  The Dalles are examples of a 
communities with such a tax.  The city could contract with the State Fuel Tax Branch to 
collect and administer the tax. 
LOCAL VEHICLE REGISTRATION FEE 
This would operate similarly to the existing statewide system.  Although the method has 
been discussed, no city or county governments have implemented such a program. 
SYSTEM DEVELOPMENT CHARGES 
This method collects an equitable share from new developments to help pay for the capital 
costs  of  improvements  needed  to  support  growth.  Cities  that  use  this  System 
Development Charge (SDC) method are required (ORS 223.297) to complete a plan that 
lists the capital improvements that can be finded by  SDCs and the estimated timing and 
cost for each improvement.  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.  The method  is less 
acceptable to developers because it is argued that it makes new development unaffordable. 
Revenues provided by  this method are variable because they are linked to the amount of 
new development. 
STREET BONDS 
This  method  is  typically  used  to  find  road  improvements  that  will  benefit  an  entire 
community.  General obligation bonds are supported by  a property tax levy on assessed 
value of property.  This method  requires voter  approval of bond  issues and  is the least 
expensive borrowing mechanism for municipalities. 
Hubbard Transportation System Plan  123 
Adopted June 29, 1999 
LOCAL IMPROVEMENT DISTRICTS 
This method  assesses  property  owners  in  an  area where  capital  improvements,  such  as 
road and utility projects, are required.  Local Improvement Districts (LIDs) have typically 
been applied in developing new industrial areas but could be used to fund improvements in 
developed  areas through increases in property  taxes or other assessments.  LIDs can be 
initiated by property owners or the city, and the collected finds are usually used to service 
debt on bonds incurred to undertake the improvements.  Costs can be determined based 
on road  frontage or square footage.  LIDs  are  most  suitable for  individual  local  street 
improvement projects. 
ROAD USER OR STREET UTILITY. FEES 
This method would charge city residents and nonresidential users a monthly or yearly fee 
for use of the city road  system, similar to water  and  sewer utility fees.  User fees go to 
maintenance activities and are instituted in LaGrande and Ashland. 
TRAFFIC IMPACT FEES 
This  method  is  used  to  finance  required  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 
generated  in  this  manner  must  be  used  for  capital  improvements  and  not  maintenance 
activities. 
FULLPARTIAL, PRIVATE CONTRIBUTIONS 
Under this method the developer builds the road to city standards and then deeds the road 
to the city as a condition of development. 
Grants  are  available  from  some  economic  development  programs.  The  Immediate 
Opportunity Grant  program,  managed by  ODOT,  provides  a maximum of $500,000  for 
public road  work  associated  with  an  economic  development  related  project  of regional 
significance, provided  the  project  creates  primary  employment.  Additionally,  although 
lesser shares will be considered, the grantee should provide an equal local match. 
It should be noted that the state has begun to require contributions from local jurisdictions 
for some projects when  development has significant traffic impacts.  An  example of this 
are improvements  on U. S. Highway  10 1 near Lincoln City, and Highway  18 near Valley 
Junction.  Cost sharing may become more common if federal finds decrease in the future. 
It is expected that local contribution to or cost  sharing for projects  such as interchanges 
and bridges will continue. 
Hubbard Transportation System Plan  124 
Adopted June 29, 1999 
REFERENCES 
Cambridge Systematics, Inc.; Oregon Rail Passenger Policy and Plan; prepared for ODOT 
August 3, 1992. 
Federal  Emergency  Management  Agency;  Flood  Insurance Rate  Map,  Marion  County, 
Oregon  and  Incorporated  Areas,  Panel  14 1 of  1 150, Map  No.  41047C0141G; 
preliminary date 9130199. 
Federal  Emergency  Management Agency;  Flood  Insurance Rate  Map,  Marion  County, 
Oregon  and  Incorporated  Areas,  Panel  13 3  of  1 150, Map  No.  4 1 O47CO 133G; 
preliminary date 9130199. 
Federal Emergency  Management Agency;  Flood  Insurance Rate  Map,  Marion  County, 
Oregon  and  Incorporated  Areas,  Panel  141 of  1150, Map  No.  41047C0137G; 
preliminary date 9130199. 
Fehr  & Peers  Associates, Inc., Creating Livable  Streets:  Street  Design  Guidelines for 
2040, Prepared for Metro. 
Louie, Mike; Marion County Public Works Department; written communication, February 
6, 1998. 
KolerIMorrison  Planning  Consultants;  Marion  County,  Oregon:  Historic  Context 
Statement; August, 1990. 
Marion and Polk Counties Special Transportation Advisory Committee; Moving Toward 
Action:  The Marion and Marion Counties' Regional Transportation Enhancement 
Plan, Marion and Marion Counties Special Transportation Advisory Committee for 
the Salem Area Mass Transit District Board of Directors; August,  1998. 
Mid-Willamette Valley Council of Governments,  1998, Planning For  the  Transportation 
Disadvantaged in Marion and Polk Counties:  Seniors and People with Disabilities, 
prepared for the  Special Transportation Fund  Advisory  Committee of the  Salem 
Area Mass Transit District. 
Hubbard, City oc City of Hubbard Comprehensive Plan; 1977. 
Hubbard, City oc Hubbard City Code. 
Immel, Ed, 1999, written communication, State Rail Planner, ODOT 
Oregon  Department  of  Environmental  Quality-Air  Quality  Division,  1994  Oregon  Air 
Quality Annual Report,  1995. 
Hubbard Transportation System Plan  125 
Adopted June 29, 1999 
Oregon  Department  of Environmental  Quality-Air  Quality  Division,  1995 Oregon  Air 
Quality Data Summary, 1996, Report Number 92871. 
Oregon Department of Transportation; 1994; Oregon High Speed Rail Business Plan. 
Oregon Department of Transportation; Oregon Transportation Plan:  The New  Oregon 
Trail Leading into the 21" Century; Plan; September 1992. 
Oregon Department of Transportation; Oregon Rail Freight Plan; adopted August 1994. 
Oregon Department of Transportation; Bicycle and Pedestrian Plan:  An  Element  of the 
Oregon Transportation Plan ; adopted June 14, 1995. 
Oregon  Department  of  Transportation;  Transportation  System  Planning  Guidelines; 
August, 1995. 
Oregon Department of Transportation; Willamette Valley Transportation Strategy-Phase 
One Report; May 1995. 
Oregon  Department  of  Transportation; 1997 Oregon  Public  Transportation Plan:  An 
Element of the Oregon Transportation Plan; adopted April 1997. 
Oregon  Department  of  Transportation;  1998  Oregon  Highway  Plan:  Public  Hearing 
Draft; January 1999. 
Marion and Polk Counties Special Transportation Advisory Committee; Moving Toward 
Action:  The Marion and Marion Counties' Regional Transportation Enhancement 
Plan, Marion and Marion Counties Special Transportation Advisory Committee for 
the Salem Area Mass Transit District Board of Directors; August, 1998. 
Marion County Public Works, Marion County Road and Recreation Map, 1995 
United Sates Department of Agriculture, 1972, Soil Conservation Service; Soil Survey of 
Marion County Area, Oregon. 
Washington State Department of Transportation, Oregon Department of Transportation, 
and British Columbia Ministry of Employment & Investment; 1995; Options For 
Passenger  Rail  in  the  Pacific  Northwest  Rail  Corridor:  Executive  Summary; 
prepared by Morrison Knudsen and HDR Engineering, Inc. 
Wilbur  Smith  Associates;  1994;  Oregon  High  Speed  Rail  Capacity  Analysis: 
Recommended Investment Program FY 1993 - 1997. 
Wineberg,  Howard;  Population  Estimates  for  Oregon,  July  1997;  Portland  State 
University; Center for Population Research and Census, March, 1998. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
APPENDICES 
Hubbard Transportation System Plan  127 
Adopted June 29, 1999 
Appendix A:  Definitions and Acronyms 
Access Management:  Measures regulating access to streets, roads,  and highways from 
public streets or roads and private driveways.  Measures may include, but are not limited 
to, restrictions on the siting of interchanges, restrictions on the type and amount of access 
to roadways; and the use of physical controls, such as signals and channelization including 
raised medians to reduce impact of approaching traffic on the main facility. 
ADA:  Americans with Disabilities Act of 1990.  Federal legislation requiring that public 
facilities  and  commercial  buildings  have  doorways,  corridors,  accessways,  elevators, 
seating, an other facilities that are accessible to the handicapped population. 
Arterial  Highway:  A  highway primarily  for  through  traffic,  usually  on  a  continuous 
route. 
Average  Daily  Traffic  (ADT):  The  annual  average  two-way  traffic  volume.  It 
represents the total traffic for the year divided by 365. 
Bikeway:  A  bikeway  is created when  a road  has the appropriate  design treatment  for 
bicyclists, based  on motor vehicle traffic volumes and speeds:  shared roadway,  shoulder 
bikeway,  bike  lane or bicycle boulevard.  Another  type  of facility is separated from the 
roadway:  multi-use path. 
Bikelane:  A portion of the roadway which has been designated by striping and pavement 
markings for the preferential or exclusive use of bicyclists. 
Comprehensive  Plan:  A  local  document  that  guides  a  community's  land  use, 
conservation  of  natural  resources,  economic  development,  and  public  services.  Plans 
contain  data  and  information  called  the  inventory,  and the policy  element.  The policy 
element sets forth the community's  long-range  objectives and the policies by which they 
will be achieved.  The plan in adopted by ordinance and has the force of law. 
Demand Management:  Actions which are designed to change travel behavior in order to 
improve performance of transportation  facilities and to reduce  need  for  additional  road 
capacity.  Methods  may  include  but  are  not  limited  to  the  use  of  alternative  modes, 
ridesharing and vanpool programs, and trip reduction ordinances. 
Demand Response Service:  Non-fixed  route service route utilizing vans or buses with 
passengers boarding and alighting at prearranged times at any location within the system's 
service area.  Sometimes referred to a "dial-a-ride",  it is designed to carry passengers from 
their origins to specific locations on an immediate basis or advanced reservation basis. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
DLCD:  Department of Land Conservation and Development, the State of Oregon's land 
use planning agency. 
Divided Highway:  A two-way highway on which traffic traveling in opposite directions 
is physically separated by a median. 
Frontage Road  (Local Service Road):  A  local  street or  road  located  parallel to  an 
arterial highway for service to abutting properties for the purpose of controlling access to 
the arterial highway. 
Functional Classification: (see Table 28). 
Implementing Measures:  The mechanisms used to accomplish the goals, policies, and 
objectives contained in a comprehensive plan.  There are a variety of measures and  two 
common examples are zoning and land-subdivision ordinances. 
Intermodal:  Connecting  individual  modes  of  transportation  and  /or  accommodating 
transfers between such modes. 
ISTEA:  the federally enacted Intermodal Surface Transportation Efficiency Act of 1991 
which provided authorizations for highway,  highway safety, and  mass transportation for 
the following six years. 
Level  of  Service:  A  quantitative  measure  of  the  effect  of  a  number  of  factors  on 
transportation service including speed  and  travel  time,  traffic interruptions, freedom of 
movement, safety, driving comfort, and convenience (see Table 29). 
Mobility:  Being able to move easily from place to place. 
Modes  of  Transportation:  Mass  transit,  air,  water,  pipeline,  rail,  highways,  bicycle, 
pedestrian types of travel and  transport.  The terms "modes",  mode  connectivity",  and 
intermodal refer to these types of travel. 
Multimodal:  Involving several modes of transportation. 
Paratransit:  A general term for various types of transit service which differ ( in one or 
more ways) from the  standard fixed-route, large-bus service usually provided by  transit 
agencies.  Examples include demand-response and contracted fixed route service, among 
others.  Paratransit services usually use smaller vehicles, such as vans, taxicabs, or small 
buses. 
Periodic Review:  A broad reevaluation of the comprehensive plan that occurs every four 
to ten years. 
Hubbard Transportation System Plan  129 
Adopted June 29, 1999 
Public Transit:  Bus, van,  light rail and other surface transportation  systems open to the 
general public which operate frequently and on prederterrnined routes and schedules. 
PDIA:  Potential  Development  Impact  Analysis:  Estimates  existing  and  potential 
development for residential, commercial, and industrial land based  on U.S. Census data, 
local zoning ordinances,  and aerial photos.  Designed to help answer the question, "How 
many vehicle trips would be produced if every vacant, buildable parcel  of property were 
developed at maximum density?'. 
OAR:  Oregon  Administrative Rules.  A body  of law that  describes  how legislation and 
other laws will be implemented. 
ODOT:  Oregon Department of Transportation 
Rural:  Any area not included in a business, industrial, or residential zone of moderate or 
high density, whether or not it is within the boundaries of a municipality. 
Shared Roadway Bikeway:  A type of bikeway where bicyclists and motor vehicles share 
a travel lane. 
Shoulder Bikeway:  A type of bikeway where bicyclists travel on a paved shoulder. 
SOV:  Single-occupant vehicle 
STIP:  Statewide Transportation Improvement Program 
Structures:  A bridge, retaining wall, or tunnel. 
Transportation Disadvantaged:  A term used to denote individuals without the ability or 
capability to use personal  conveyances to travel.  For example, these individuals may be 
the working poor, students, physically or mentally challenged people. 
TPR:  The  Transportation  Planning  Rule  contained  in  Oregon's  Administrative  Rule, 
Chapter  660,  Division  12,  which  implements  the  statewide  planning  Goal  12: 
Transportation. 
Urbanizable area:  Area between the Urban Growth Boundary  and city limits that will 
eventually be developed. 
UBA:  Urban Business Area 
UGB:  Urban  Growth Boundary.  A line which drawn around  a geographic area which 
separates urban  use lands from resource,  or rural,  use lands;  and  shows where  the  city 
intends to grow. 
Hubbard Transportation System Plan  130 
Adopted June 29, 1999 
Urban:  Any territory within an incorporated area or with frontage on a highway which is 
at least 50 percent built-up with structures devoted to business, industry, or residences for 
a distance of a quarter mile or more. 
Urbanizing:  Areas within an urban growth boundary that are undeveloped. 
Variance:  An  authorization issued by  the Department that  allows a deviation form the 
Department's access management standards. 
VIC ratio:  Volume-to-capacity ratio,  a measure  of roadway congestion, calculated by 
dividing the number of vehicles passing through a section of highway during the peak hour 
by the capacity of the section (see Table ?). 
VMT:  Vehicle miles of travel, Miles traveled per vehicle multiplied by the total number 
of vehicles. 
TABLE 28.  FUNCTIONAL CLASS CRITERIA 
Principal 
Arterial 
Major Arterial 
Minor Arterial r 
Major Collector r 
Minor Collector 
Local Street L 
through comm&y and 
connecting regional  I 
Primary Function 
Provides for trips passing 
centers.  I 
Serves as primary route  1  1-2 miles 
between major urban 
activity areas and to 
access principal arterials. 
Serves as the primary 
travel routes within 
community system and to 
augment and connect the 
Typical 
Spacing 
2-3 miles 
1 mile 
Typical Trip 
Length 
Over 5 miles 
minor collectors and local 
streets to arterials and 
provides limited property 
access. 
Channels traffic from 
local streets to major 
collectors and arterial 
streets and provides 
Typical Projected 
Traffic Volume 
30,000 ADT+ 
arterial system. 
Channels trac  from 
% - % mile 
% - 1 mile 
property access.  I 
Provides direct access to  1  300-500 feet 
individual properties. 
2 - 5 miles 
Over 1 mile 
Under 1 mile 
% - 1 mile 
Under L/z  mile 
15,000 - 30,000 ADT 
7,500 - 25,000 ADT 
5,000 - 10,000 ADT 
1,500 - 7,000 ADT 
1,500 ADT or less 
Hubbard Transportation System Plan  131 
Adopted June 29, 1999 
TABLE 29.  LEVEL OF SERVICE CRITERIA 
Service 
Level  V/C  Typical Trafic Flow Conditions 
A  0.00-0.10  Motorists are able to drive at their desired speed.  Without strict 
R  0.11-0.20  Stable traffic  flow with slight delays at signalized or stop sign controlled 
intersections.  Average sp&d would varybetween 25 and 30 miles per hour. 
C,  0.21-0.35  Stable trfiic  flow but with delays at signalized or stop sign controlled I  -  I  I 
intersections.  Delays are greater than at level B but still acceptable to the 
motorist.  The average speeds would vary between 20 and 25 miles per hour. 
D  0.36-0.50  Traffic flow would approach unstable operating conditions.  Delays at I  I 
signalized or stop sign controlled intersections would be tolerable and could 
include waiting through several signal cycles for some motorists.  The average 
speed would v&  between 15 and 20 miles per hour. 
E  0.51-0.90  Traffic  flow would be unstable with congestion and intolerable delays to 
Note:  the average speeds are approximations observed at the various levels of service but could differ 
depending on actual conditions. 
Hubbard Transportation System Plan  132 
Adopted June 29, 1999 
Appendix  B:  Transportation  Planning  Survey  and  TAC  Meeting 
Minutes 
Hubbard Transportation System Plan  133 
Adopted June 29, 1999 
Transnortation Advisorv Committee Mc 
(  City ~ecorder 
Russ Peterson and 
Dusty Yoder 
Hubbard Fire 
Citv Council 
(  Ken Yoder I 
Hubbard RFD 
Interested Citizen 
Dan Fricke 
Larry Ksionzyk 
PO Box 380 
Hubbard 97302 
City of Hubbard 
PO Box 380 
Hubbard 97302 
3 110 7h Street 
Hubbard, OR 97302 
PO Box 165 
Hubbard, OR 97302 
2414 Kari Ln. Hubbard, OR 97302 
3252 Hoodview Drive 
Hubbard, OR 97302 
PO Box 58 
Hubbard, OR 97302 
ODOT Region 2 Headquarters 
455 Airport Rd. SE Building B 
Salem. OR 97301-5395 
Department of Land 
Conservation & Development 
635 Capitol Street NE, Suite 
200 
Salem, OR 9730 1-2540 
Marion County Public Works 
5 155 silverton Rd 
Salem, OR 97305 
Mid-Willamette Valley Council 
of Governments 
105 High St. SE 
Salem, OR 97301 
wk: 
503.982.0804 
Hubbard Transportation System Plan  134 
Adopted June 29, 1999 
TRANSPORTATION SYSTEM PLANNING SURVEY 
OPEN HOUSE 
XWhat are your concerns about Hubbard's 
transportation  system:  roads,  sidewalks, 
bikeways,  railroad,  public  transportation, 
safety issues, and congestion? 
XWhere and  how  could  the transportation 
system be improved? 
XWhat should the transportation  system be 
like in the hture? 
lThe  city  of  Hubbard  is  working  on  a 
Transportation  System Plan  which  includes 
all  modes  of travel,  serves  the  entire urban 
area, and is well coordinated with other plans 
and  systems.  The plan  is  developed  in  six 
steps: 
1.  Gather  background  information  and 
identify issues and concerns 
12.  Inventory  the  existing  transportation 
system 
13. Identify  existing  and  hture  needs  and I 
deficiencies 
4.  Develop, evaluate, and choose solutions 
You can help identify  issues and concerns. 
Please come to the Open House and express 
your  views  on  how  to  improve  the 
transportation system. 
WHEN:  3:00 to 6:30 PM 
September 17, 1998 
WHERE:  Hubbard Fire Hall 
Cookies and coffee served! 
Hubbard Transportation System Plan  135 
Adopted June 29,1999 
HUBBARD TRANSPORTATION SYSTEM SURVEY 
Which elements of the existing transportation system do you use the most (circle top two)? 
Roads  Sidewalks  Bikeways  Public Transportation 
Where do you work? 
How do you get to work (circle)?  Drive alone  Carpool  Walk  Bicycle 
Excluding roads, which element of the system needs the most improvement in Hubbard? 
What are the biggest transportation safety issues in Hubbard and where are they located? 
Are there congested areas in Hubbard (circle one)?  Yes  No 
When does congestion occur and where is it located? 
List three ways to improve the existing transportation system: 
1. 
2. 
3. 
What system needs and concerns do you see in the future? 
SUMMARY OF INFORMATION FROM 
RETURNED SURVEYS 
About 650 surveys mailed out with August water bill.  47 (7%) returned. 
7 people attended the Open House on September 17, 1998. 
Hubbard Transportation System Plan  136 
Adopted June 29, 1999 
TWO MOST COMMONLY USED 
PARTS OF THE 
TRANSPORTATION SYSTEM: 
Roads- 45 
Sidewalks- 34 
Bikeways- 2* 
Public Transportation-2* 
*No perception  that these parts of the 
transportation system exist in Hubbard. 
WORK TRAVEL MODE: 
Drive alone- 30 
Walk- 4 
Bicycle- 1 
Carpool- 0 
LOCATION OF EMPLOYMENT: 
Hubbard- 7 
Portland- 7 
Aurora- 5 
Woodburn- 5 
Canby- 3 
Salem- 3 
Home- 3 
Wilsonville- 3 
Retired- 2 
Lake Oswego- 2 
Tualatin- 2 
Donald- 1 
Gresham- 1 
McMinnville- 1 
Hillsboro- 1 
Mt. Angel- 1 
SYSTEM ELEMENT NEEDING 
MOST IMPROVEMENT 
(EXCEPTING ROADS): 
Sidewalks- 2 1 
Bicycle lanes- 3 
Public transportation3 
Drainage systems-2 
None needed- 2 
Hubbard Transportation System Plan  137 
Adopted June 29, 1999 
TYPE AND LOCATION OF TRANSPORTATION-RELATED SAFETY 
CONCERNS IN HUBBARD: 
Getting on and off Hwy. 99E- 4 
Crossing Hwy. 99E 
Intersection Hwy. 99E and J Street is difficult to cross because there is no traffic light 
Unsafe turning conditions on Hwy. 99E- 4 
Hwy. 99E and G Street (flashing light)- 3 
Unsafe turning conditions from Hwy. 99E into BP gas station 
Unsafe intersection at Hwy. 99E and A Street- 4 
Unsafe signal timing at Hwy. 99E and D, (one person wrote green turn sign at light 
when turn light is red, another remarked that there should be an interval where all 
directions have red light because a lot of cars run the red lights) 
Poorly marked turning lanes 
Unsafe speeds on Hwy. 99E 
Cars passing on shoulder to get around cars on northern part of Hwy. 99E 
Unsafe intersection at Hwy. 99E and D Street- 4 
Cars running red light at intersection of Hwy. 99E and D Street- 2 
Unsafe pedestrian conditions on north end of  Hwy. 99E 
Traffic from Whiskey Hill is speeding down residential streets 
High speed on A Street is unsafe for kids 
Big rigs on 5fi Street traveling to Hwy. 99E 
Parking problem near Barendse Park reduces street to one travel lane 
Unsafe intersection at 3rd and D Streets3 
Unsafe intersection at 3rd and A Streets 
Unsafe intersection at D and First Streets 
Running stop signs and speeding on 5fi and G Streets 
Speeding in residential areas creates unsafe conditions for children- 2 
Unsafe sidewalks throughout town- 2 
Poor visibility (tree) at NE comer of 5'  and G streets 
Poor traffic control 
Speeding on G Street 
PERCEPTION OF CONGESTION IN HUBBARD: 
Yes  22  No  10 
Retired people don't perceive congestion problems in town 
LOCATION AND TIMING OF CONGESTED AREAS IN HUBBARD: 
Hwy. 99E in morning and evening, work travel- 7 
The intersection of Hwy. 99E and G Street between  4:00  and 6:00 PM- 5 
The intersection of Hwy. 99E and D Street between  4:00  and 6:00 PM- 2 
The intersection of Hwy. 99E and J Street between  4:00 and 6:00 PM 
The intersection of Hwy. 99E and A Street between 6:00 o 8:30 AM, and 4:30 and 
5:30 PM 
Hubbard Transportation System Plan  138 
Adopted June 29, 1999 
Hwy. 99E all day-2 
All day at intersection of Hwy. 99E and D Street 
BP gas station 
Saturday evening 
Post office area-2 
G Street 
7'  Street 
Getting onto Hwy. 99E from side streets in the morning 
All of Hwy. 99E in the late afternoon- 2 
On Hwy. 99E when there is an accident on 1-5 and an alternate route is designated. 
3rd and D Streets 
RECOMMENDED IMPROVEMENTS TO TRANSPORTATION SYSTEM: 
Streets 
Add travel lanes to Hwy. 99E- 7 
Add turning lane to Hwy. 99E- 9 
Traffic light at the intersection of Hwy. 99E and A Street- 2 
Traffic light at the intersection of Hwy. 99E and G Street- 5 
Add bike lane to Hwy. 99E- 2 
Alternate routing of rush hour traffic on Hwy. 99E 
Check the safety issues related to turning motions at stop light on Hwy. 99E and D 
Street 
Lower speed limit on Hwy. 99E through Hubbard in steps (50 to 40 to 30 to 25 mph) 
Turning lanes from side streets onto Hwy. 99E. 
Change stop signs at intersections of D and 3rd and D and 4& Streets near park 
Improve visibility (blocked by shrubs/trees) cutting off view of railroad on A Street 
when heading west.  Starlight comes rapidly here. 
Add four-way stop at 31d and D streets 
Add four-way stop sign at intersections of 3rd and A 
Add four-way stop sign at 3& and D Streets- 3 
Widen E Street to accommodate 2 cars and lessen the impact to pedestrians going to 
Riveness Park. 
More traffic lights 
Remove stop sign on 31d and G Streets 
Widen Broadacres Rd. as it come up to 7'  Street 
Develop one-way traffic routes 
Additional access to 1-5, for example at Crosby Overpass 
Close G at railroad tracks and open J at railroad tracks 
Widen roads 
Replace yield signs at intersections with stop signs-2 
Create truck route through town 
Hubbard Transportation System Plan  139 
Adopted June 29, 1999 
En forcement 
More enforcement of traffic laws to prevent speeding and running traffic control 
Control speeding on 7ht Street 
Maintain an adequate staffing at police and fire departments 
Aggressive enforcement of speed limits on G and D Streets near park 
Pedestrian and Bikeways 
Build new sidewalks- 6" 
Repair sidewalks- 8" 
Sidewalks and bikeways so kids can walk safely-2 
Develop paths for walkers and bikers to Marion schools, and Aurora and 
Woodburn-2 
a  Get bicycles off road.  The roads are narrow and it is dangerous for riders. 
*Issue of how to pay for repairs and build new sidewalks raised twice 
Public Transportation 
More information about public transportation system 
Add local bus service to Woodburn, Salem, and Canby.  Should provide for 
connections to Portland Metro area- 3 
Develop public transportation system to get kids and senior citizens to activities in 
Woodburn and schools 
Provide carpool links 
FUTURE NEEDS AND CONCERNS: 
Hubbard streets need to be widened and upgraded- 2 
r  Improve poor conditions on B Street between 5'  and 6'  Streets. 
The system is good and will only need minor changes in hture. 
Open J Street across railroad tracks to provide another through street. 
Provide public transportation- 2 
Overuse of Hwy. 99E because there are no alternatives 
Pressure State to meet their responsibilities 
More congestion and safety issues on Hwy. 99E- 2 
Increased traffic (especially commuter traffic) on Hwy. 99E may require four 
lanes-2 
Too much traffic for existing system, need to update and make improvements now 
Drainage issues- 2 
Hubbard Transportation System Plan  140 
Adopted June 29, 1999 
SUMMARY OF INFORMATION FROM OPEN HOUSE #1 
Very few people attended the open house but the following information was obtained 
from the Open House. 
Accident and Safety Concerns: 
Speeding on C Street 1 9fi Street loop is dangerous, especially past the park 
Intersection of Hwy. 99E and G Street is dangerous 
Leaving the market on the SW corner of G and Hwy, 99E is dangerous 
e  Intersection of A and 7& streets is dangerous because people on 7fi Street turning right 
don't stop 
Traffic on A Street has increased a lot 
Sidewalks are in poor repair and lack curb cuts in places 
Concern about crashes involving hazardous materials transported on railroad or Hwy. 
99W (raised at first TAC meeting) 
Work Travel and Public Transportation 
More carpool services or a better awareness of existing ride-matching services 
How noisy will high-speed rail be? 
Will high-speed rail stop in Hubbard? 
Centralized information for public transportation services:  Chinook Winds "Party 
Bus",  Greyhound (?), "Wheels",  Woodburn and other taxi services, Mid-valley Rideshare, 
etc. 
Find out what services the Woodburn Senior and Disabled Services provides. 
SMART provides service form Wilsonville to Salem.  Could a stop in Hubbard be 
added? 
Public transportation services needed for seniors, disabled, and children for more than 
just medical services.  Should  include transport to volunteer services, education, and 
employment 
Need for a streamlined application process to access ALL paratransit services 
Street Network 
Our #2 main arterial to the west, "J" Street/Whiskey Hill Road/ Broadacres Road is a 
county road blocked a the railroad tracks.  This rail crossing needs to be opened. 
Industrial Avenue has a 20 mph speed limit.  This should be the main route during rush 
hours to Hwy. 99E south since it intersects 99E at right angles.  Hwy. 99E also has a 
center lane for left turns south.  Raise speed limit and provide route signs. 
Hubbard Transportation System Plan  141 
Adopted June 29,  1999 
HUBBARD TRANSPORTATION SYSTEM PLAN 
Transportation Advisory Committee 
Hubbard Fire Hall, 3161 2"* Street 
August 20,1998 
The first meeting of the Hubbard Transportation Advisory Committee was called to order at 6:40 
p.m. by Jeanne Frornm, Mid-Willamette Valley Council of Governments. 
Present were:  Hildred Huyssoon, City Council, 
Frances Raymond, Planning Commission, 
Ken Yoder and Mike Mooney, Residents, 
Dan Fricke, ODOT, 
Larry Ksionzyk, DLCD, 
Mike Louie, Marion County Public Works, 
Mike Krebs and Paulette David, City Staff 
Ms. Frornrn reviewed the elements of a Transportation System Plan (TSP), the role of the TAC, 
goals, steps and the work document.  The expected complete date for the plan is June 1999. 
Mike Louie, Larry Ksionzyk, and Dan Fricke all discussed their department's role in the process 
and support for the project. 
The TAC membership was reviewed.  The Fire Dept. will be contacted for a representative. 
An Open House was scheduled for September 17, 1998, from 3:00 to 6:30 p.m., at the Fire Hall. 
The next meeting will be, Thursday, October 1, 1998, at 6:30 p.m. Meeting place will be 
determined at a later date.  A short survey will be included in the City's August newsletter. 
The lists of background materials were reviewed and if available will be sent to Ms. Fromrn. 
The meeting was adjourned at 755 p.m. 
faulette E. David, CMC, City Recorder 
1 - TAC MEETING 08-20-98 
HUBBARD TRANSPORTATION SYSTEM PLAN 
Transportation Advisory Committee 
Hubbard Fire Hall, 2 162 2nd Street 
October 1,  1998 
The second meeting of the Hubbard Transportation Advisory Committee was called to order at 6:37 p.m. by Jeanne Fromm, 
Mid-Willamette Valley Council of Governments. 
Present were:  Hildred Huyssoon, City Council 
Frances Raymond, Planning Commission 
Jaime Estrada, Public Works Director 
Dan Fricke, ODOT 
Vickie Seavey, City Recorder 
Marjorie Mattson, Planner Md-Willamette Valley Council of Governments 
Dusty Yoder, Fire Department 
Russel Peterson, Fire Department 
Ken Yoder, Resident 
Mike Mooney, Resident 
J. Fromm asked if there was a representative of the Hubbard Fire Department.  There was no one present representing the 
Fire Department. H. Huyssoon called the Fire Chief and requested him to appoint someone as representative for the Fire 
Department. K. Yoder, Fire Department, came as representative for the Fire Department. 
J. Fromm compiled the information she received back from the fliers that were sent out with the water bills.  She was very 
pleased with the 7% returned, this is more than usual. However, she wasn't as pleased with the turn out at the open house. 
Only 7 people came and she was hoping for more input, but the information she received was good, especially about public 
transportation issues. 
J. Fromm explained her summary of information fiom the returned surveys.  She discussed the two most commonly used 
parts of the transportation system, work travel mode, location of employment, system element needing most improvement, 
type and location of transportation-related safety concerns in Hubbard, perception of congestion in Hubbard, recommended 
improvements to transportation system, and future needs and concerns.  J. Fromm explained the bolded print represents 
comments submitted multiple times. 
There was a consensus the bolded comments were priority issues. Comments received covered most issues in Hubbard, but 
K. Yoder noted it is important to remember only a small portion of residents responded. 
There was discussion regarding re-opening "J" Street. D. Fricke, ODOT, stated the city will probably have to close a street 
to gain a street. He suggested making a plan with options before presenting it to the railroad. 
D. Fricke reviewed some relevant state policies on Highway 99E, particularly access management. An access inventory and 
management plan, similar to the one in Woodburn, was recommended for Hubbard. M. Mooney, TAC member, offered to 
perform the inventory. 
M. Mattson, City Planner, reviewed the proposed changes to the Comprehensive Plan Zoning Map. A core commercial area 
in the center of town is proposed. This process is scheduled for completion by January 1, 1999. 
J. From discussed the review of the existing plans.  Everyone present went over every line item and decided if it needed 
to stay, change, or be taken out. 
J. From explained the review of existingrelevant plans would include numerous ODOT plans, Marion County, Woodburn, 
and Hubbard documents.  Review would begin with transportation-related information and policies in the Hubbard 
Comprehensive Plan. 
The next meeting was scheduled for January 7, 1998, at 6:30 p.m. 
The meeting was adjourned at 8:30 p.m. 
[(&&&$&&, 
Vickie L. Seavey, CMC, City &rder 
HUBbcdD TRANSPORTATION SYSTEM l?,d-l 
Transportation Advisory Committee 
Hubbard Fire Hall, 2 162 2"* Street 
January 28,  1999 
The third meeting of the Hubbard Transportation Advisory Committee was called to order at 6:37 
p.m. by Jeanne Fromm, Mid-Willamette Valley Council of Governments. 
Present were:  Hildred Huyssoon, City Council 
Frances Raymond, Planning Commission 
Dan Fricke, ODOT 
Vickie Nogle, City Recorder 
Ken Yoder, Resident 
Dustin Yoder, Resident 
Bonnie Heitsch, ODOT 
Larry Ksionzyk, DLCD 
J. From referred  to the fourth item on the agenda, "Further review of plans, policies, and standards 
relating to the Hubbard TSP."  She asked everyone to turn to page 23 in the City of Hubbard TSP 
Draft  This is a set of street standards with definitions.  She wants everyone to know what is in the 
current Development Code so we can compare to other cities. 
J. From said  she wanted  to compare some of the other plans that would  relate to the City of 
Hubbard.  She used  the Woodburn plan because it is similar to the City of Hubbard.  J. Fromm 
discussed items number 1 through 12. She went briefly over the Marion County plan in the areas that 
pertain to the City.  J. Frornrn referred everyone to the second paragraph on page 26.  The County 
did  some  modeling  on  the  function  of  some  of  the  intersections.  Of  the  forty-eight  urban 
interchanges, six had  lower performance, or levels of service "D"  and "E."  Two of these six are 
located in Hubbard, Highway 99E and "J" Street.  She stated we will discuss what the level means 
later. J. From went over Table 3 Rural Road Design Standards, and Table 4 Spacing Requirements 
for new Accesses on County Roads. 
J. Fromm referred  everyone to page  117, Table 26 Functional Classification Criteria.  This table 
shows classification, primary function, typical spacing, trip length, and projected traffic volume. She 
pointed out what the City of Hubbard has on the aerial map of Hubbard.  The arterial are Highway 
99E, Front Street, Broadacres, ".I" Street, Whiskey Hill Road, and "D"  Street. She pointed out what 
the County considers arterial and collectors. 
J. From asked if they committee wanted "J" Street open.  There was discussion regarding opening 
and closing railroad crossings.  J. Frornm stated that the committee may need to think about which 
one crossing is the most important crossing to keep open. 
J. Fromrn asked if "J" Street should be left as an arterial street given the crossing closure at the 
railroad tracks. 
There was a consensus to keep "J" Street as an arterial street and open the closed crossing.  If the 
City had to close a street, it would be "A" Street. 
There was discussion regarding distinguishing major or minor collector streets or arterial streets 
J. Frornm stated the arterial classification includes Highway 99E and lower-volume citylcounty streets 
PAGE 2 - HUBBARD TSP - JAlvLTARY 28,1999 
D. Fricke suggested having one class of arterial and two classes of collector streets. 
There was a consensus to have arterial, major, minor collectors, and local streets. 
There was a consensus that Highway 99E was a major arterial. 3d Street and Front Street are minor 
arterial.  Broadacres, "I" Street, and Whiskey Hill Road are minor arterial.  2"*, 5',  and 7'  are 
collectors. 
J. From referred back to table 2 on page 23.  There was a consensus to take out the Commercial/ 
Industrial/ Institutional street because no one knows what an Institutional street is. 
J. Fromm referred everyone to the "Bikeways"  section.  This section of the TSP references the 
requirement for bikeway facilities in the Transportation Planning Rule, defines the different types of 
bikeways, and completes an inventory of these facilities.  She went over the types of bikeways and 
standards.  She referred and discussed Table  1 Existing Bikeway Facilities, and Table 2 Bikeway 
Needs. 
There was a consensus to move the bikeway path from 4'  Street to 5'  Street. 
There was discussion to open "J" Street for bikes and pedestrians. 
J. Fromm stated we need to prioritize, set goals, and policies.  She also went over the Hubbard base 
map. 
The next meeting was scheduled for February 18, 1999, at 6:30 p.m. wescheduled to February 24, 
19991 
The meeting was adjourned at 7:45 p.m. 
urn& / 
Vickie L. Nogle, ~MC, 
HUBBARD TRANSPORTATION SYSTEM PLAN 
Transportation Advisory Committee 
Hubbard Fire Hall, 2 162 2"* Street 
February 22, 1999 
The fourth meeting of the Hubbard Transportation Advisory Committee was called to order at 6:37 
p.m. by Jeanne Fromm, Mid-Willamette Valley Council of Governments. 
Present were:  Hildred Huyssoon, City Council 
Frances Raymond, Planning Commission 
Dan Fricke, ODOT 
Vickie Nogle, City Recorder 
Ken Yoder, Resident 
Linda Willnow, ODOT Planning 
Bob Krebs, ODOT Rail Division 
Craig Reiley, ODOT Rail Crossing Safety 
Mike Louie, Marion County Public Works 
Jaime Estrada, Hubbard Public Works Director 
Mike Krebs, Hubbard Public Works 
Colleen Krebs, Resident 
J. Fromm stated this is the fourth meeting out of six.  She invited people from ODOT to talk about 
public transportation passenger rail  service, and "J" Street at grade crossing closure.  J. Fromm 
reviewed the discussion from the last meeting. 
Linda Willnow, ODOT Transportation and Planning, referred everyone to her outline she prepared. 
She  discussed  the  Public  Transportation Needs  Assessment  including  the  existing  inventory 
conditions, assess existing shortcomings and opportunities, assess future needs, develop and prioritize 
strategies to meet future needs.  She notes hnding is available to start up new service. This funding 
requires a local match.  She recommended that Hubbard support whatever services are available to 
the City and periodically check with other service providers, such as Woodburn Transit and SMART, 
regarding expanded services. 
Bob Krebs, ODOT Rail Division, briefly discussed the future of passenger rail.  B. Krebs said 
eventually the speed for the passenger trains will be 90 to 95mph.  High-speed passenger rail is an 
intercity service that will not stop in Hubbard or Woodburn.  The existing tracks will be upgraded 
over time to provide service. When this happens, the rail will look at closing more crossings, but this 
is a long-term future outlook. He stated it has been proven there are more accidents when trains run 
slower.  The City may look at an overpass when this happens. 
Craig Reily, ODOT Rail Crossing Safety, briefly discussed the history regarding the closing of "J" 
Street (see handout). C. Reily mentioned the intersection of "J" and Highway 99E. He is concerned 
nothing has been done to change the 90-degree angle at this intersection.  C. Reily stated the ORS 
(Oregon Revised Statue) says whenever possible, the rail crossing will be closed. C. Reily said it has 
been twenty (20) years since the crossing-closure decisions were made and his agency is willing to 
review the current situation in Hubbard.  After the application is filed, the discussions will  start 
regarding why the crossing needs to be opened etc. 
J. Fromm reviewed the map and went over the high accident locations: At the intersections of 3'* 
Street and "D Street, as well as 3'd Street and "G" Street.  There was discussion regarding some 
contributing factors as well as some solutions, but it was deferred until more complete accident data 
could be examined. 
The next meeting was scheduled for March 18, 1999, at 6:30 p.m. 
The meeting was adjourned at 6: 15 p.m. 
HUBBARD TRANSPORTATION SYSTEM PLAN 
Transportation Advisory Committee 
Hubbard Fire Hall, 2 162 2nd Street 
March 18, 1999 
The fifth meeting of the Hubbard Transportation Advisory Committee was called to order at 6:30 
p.m. by Jeanne Fromm, Mid-Willamette Valley Council of Governments. 
Present were:  Dan Fricke, ODOT 
Vickie Nogle, City Recorder 
Mike Louie, Marion County Public Works 
Jaime Estrada, Hubbard Public Works Director 
J, Frornm stated this is the fifth meeting out of six.  She over viewed what we were going to discuss 
at this meeting.  She referred everyone to the yellow Public Transportation sheet that was handed out 
at the last meeting. 
The group discussed existing and future public transportation needs, goals, and  policies.  Some 
recommendations to the Transportation Plans were to use Rivenes Park as a centralized transit stop. 
Some of the areas of the park would need to be upgraded such as better lighting, complete and wider 
sidewalks around the park, and  pull up  area for buses.  A church parking lot  at the location of 
Highway 99E and "D"  Street was suggested for a park and ride station. 
J. Frornrn referred everyone to the Rail Freight and Passenger Transportation section.  There was 
discussion regarding existing and future rail. There was some concern about the Railroad maintaining 
the tracks for safe train operation.  The need  for  future buffering along the railroad  was also 
mentioned, especially in the area zoned for medium-density residential. 
J. Estrada stated the City should consider leaving "A" Street open and closing another street because 
most vacant, lands that you can develop are located in the north part of the Urban Growth Boundary. 
J. Fromm talked about the Pedestrian Transportation section. The city only has approximately 33% 
of needed sidewalks throughout the city.  The requirement is to have all the streets with sidewalks, 
especially the commercial core area and around the parks.  Many comments were received from the 
public regarding the need for more sidewalks and repair.  The Pedestrian Facility Plan that includes 
the following prioritized improvements: Sidewalks and curb cuts around Hubbard City Park (public 
transportation stop); Sidewalks along Highway 99E, sidewalks along 3rd Street; Sidewalks along "J" 
and "DM Streets; Sidewalks in core downtown area; Sidewalks along "A,"  5",  and 7"  Streets; Multi- 
use paths along the green-way of Mill Creek or existing County roads that connect to Woodburn 
paths, and pedestrian facilities to the North Marion Schools. 
D. Fricke, ODOT, stated the City ofHubbard does not have an S.T.A. (Special Transportation Area). 
He sees the core of Hubbard on the west side of Highway 99E.  An S.T.A. is a special land use 
designation to manage transportation to land use concerns. 
There was discussion regarding connectivity throughout the City of Hubbard and future alternate 
routes than Highway 99E.  The east side of the City does not have a well-connected street network. 
Conceptual location for extensions of existing collectors to arterial's on the west side of town were 
discussed. 
The next meeting was scheduled for 6:30 p.m. April 29, 1999, at City Hall. 
The meeting was adjourned at 8: 15 p.m. 
Vickie L. Nogle, CMHC~~~ 
HUBBARD TRANSPORTATION SYSTEM PLAN 
Transportation Advisory Committee 
Hubbard City Hall, 3720 2nd Street 
April 29, 1999 
The six meeting of the Hubbard Transportation Advisory Committee was called to order at 6:3O p.m. 
by Jeanne Frornrn, Mid-Willamette Valley Council of Governments. 
Present were:  Dan Fricke, ODOT 
Vickie Nogle, City Recorder 
Tim Wilson, Wheels Volunteer 
Mike Mooney, Interested Citizen 
Ken Yoder, Interested Citizen 
Hildred Huyssoon, Hubbard City Council 
Frances Raymond, Hubbard Planning Commissioner 
Dusty Yoder, Hubbard Fire Department 
D. J. Heffernan, ODOT 
Mark Fancey, MWVCOG, Hubbard Planning Consultant 
J. From stated this is the six meeting out of six.  She briefly reviewed the minutes from the last 
meeting. It was suggested that the TSP only recommend applying to ODOT to open "J" Street, since 
the Plan has no control over the decision to openlclose streets. 
Tim Wilson, Wheels Volunteer,  discussed the Wheels program and the new routes and services 
Wheels now provides to Hubbard.  There was discussion about using the park for a main area of pick 
up and drop off  He said right now he would like to use the post office as the main area.  If the City 
decides to use the park, it would be appropriate to put a shelter, phone, and bus pull out area in the 
future. He said to think in terms of a place where you would be able to drop off your mother at and 
she would be safe.  There was discussion regarding congestion at the Post Office.  He wanted to 
know what times the Post Office is congested so he could schedule around the peak hours until the 
park is available to be used for this type of service. 
J. Frornrn wanted to review the Background Information section of the TSP referring to the different 
pages.  She  said  the  urbanization  element  addressed  economic  development,  housing,  and 
urbanization, and began by developing population projections and land needs for a 20-year period. 
The County used an average annual growth rate of 1.5 percent for Hubbard which translates into a 
city population of 3,105 in 2020.  She pointed out the inventory of existing uses on page 17 and the 
vacant land at 17%. Based on population projections and people per household in the 1990 Census 
(2.92), the city will need 277 dwelling units by 2020.  J. Frornm discussed the existing and fbture 
employment and economic development, as well as the distribution ofworkforce by occupation.  She 
was hoping someone could update this list as to what current business there are today.  J. Fromrn 
discussed the fbture employment and businesses. 
J. Fromm talked about the comparison ofworkforce travel modes on page 25 of the Draft TSP.  She 
discussed the summary of location and type of growth in Hubbard.  There are about 45.5 acres of 
industrial development in the industrial park located in southeast Hubbard.  There are 208 single- 
family dwelling units located primarily in northwest, and possibly west, Hubbard.  69 multi-family 
dwelling units located throughout Hubbard with a slight preference for the northwest, central, and 
east portions of the city.  There is 13.2 acres of commercial development primarily located adjacent 
to the east side ofHighway 99E and some areas scattered throughout central Hubbard.  22.6 acres 
of public use  lands  primarily located  on the west  edge of the  city. There was  some discussion 
regarding if there was going to be a school located west of the city in the Urban Growth Boundary. 
It was determined that it would be a long time before a school was built in Hubbard. 
PAGE 2 - HUBBARD TSP MEETING - APRIL 29,1999 
J. From continued with the natural and cultural resource section.  She also discussed the National 
Wetland Inventory (NWI) map for Hubbard.  J. Fromm said plant and animal species threatened or 
endangered  with  extinction can influence transportation  system, or other, construction projects, 
especially if federal money is involved.  She referred everyone to Table 5 potential rare, threatened, 
or endangered species in the Hubbard area.  J. Fromm referred to Table 6 soil limitations for road 
development.  There was some discussion about the Flood plain map on page 5.  She was hoping 
someone could highlight the area of flooding in town that are not on the map.  J. From referenced 
the Table 7 on page 37 in the Draft shallow TSP.  She was wondering if Hubbard Mineral Springs 
still existed and where it was located.  The TAC clarified location. 
J. Fromm asked everyone to look at the street plan she gave everyone at the meeting.  She wanted 
to discuss local street connectivity and the location of new arterial and collector streets.  The streets 
network  section  of  the  TSP  references  the  requirement  to  plan  for  roadway  facilities  in  the 
Transportation Planning Rule; Reviews standards, plan, and policy; Completes an inventory of the 
street network and roadway traffic conditions in Hubbard;  Identifies existing and future roadway 
needs in Hubbard; and presents the street network plan.  She went over the existing street standards 
in table 12, as well as the existing street network allocation by functional class in table 13. J. From 
continued with LOS at selected Hubbard intersections in table 15 on page 56. At this time J. Fromm 
introduced a map proposing new streets and extension of existing streets.  She said street connectivity 
and circulation in the east side of town is not as good as the west.  J. Fromrn explained that the 
purpose of the new collector running along the east edge of the Urban Growth Boundary to keep 
local traffic off ofHighway 99E and improve circulation. J. Fromm wanted some feed back from the 
group regarding the street design standards handout. 
J. Fromm went over the safety and accidents on page 56, table 16.  She said the intersection with the 
highest  number  of accidents were: Highway  99E / D Street (35); Highway 99E / G Street (29); 
Highway 99E / A Street (18); Third Street / D Street (13 total accidents ); Highway 99 E / J Street 
(1 2). There was discussion regarding why the accidents were so high at these intersections and some 
possible remedies. 
J. From stated she will have the final Draft TSP to all members for review and comments by May 
10, 1999.  She would like to have all comments back by the Open House. 
The open house presenting the Draft TSP to the community has been scheduled for Thursday, May 
20, from 4:00 p.m. to 7:00 p.m. at City Hall. 
The meeting was adjourned at 8:35 p.m. 
'  r  - /ic,ktc 
.  Ldn'p~&s/ 
Vickie L. Nogle, CMC, City ~6dorder 
Recording & Transcribing 
Appendix C:  Inventory of Existing Transportation System 
Hubbard Transportation System Plan  148 
Adopted June 29, 1999 
Amendix C1:  Inventorv of exist in^ Street, Sidewalk, and Bikewav Conditions 
Hubbard Transportation System Plan  149 
Adopted June 29, 1999 
EXISTING STREET, SIDEWALK, AND BIKEWAY CONDITIONS 
Line # 
1 
Streets 
Page 1 
Name 
Pacific Hwy. 
1E 
Pacific Hwy. 
1E 
Pacific Hwy. 
1 E 
Pacific Hwy. 
1 E 
Pacific Hwy. 
1E 
Pacific Hwy. 
1E 
Pacific Hwy. 
1 E 
Pacific Hwy. 
1E 
Segment 
N end -A 
A -D 
D-E 
E - G 
G-J 
J - Schmidt 
Ln 
Schmidt Ln - 
Industrial 
Industrial - S 
end 
Functional 
Class 
Major 
Arterial 
Major 
Arterial 
Major 
Arterial 
Major 
Arterial 
Major 
Arterial 
Major 
Arterial 
Major 
Arterial 
Major 
Arterial 
Juris-diction 
ODOT 
ODOT 
ODOT 
ODOT 
ODOT 
ODOT 
ODOT 
ODOT 
Year Built  Surface 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Segment 
Length 
1875 
804 
283 
525 
643 
11 14 
739 
750 
6733 
Paved 
Width 
51' 
5 1' 
5 1' 
51' 
44' (58' 
midway) 
58' 
58' 
58" 
ROW 
Width 
80' 
80' 
80' 
80' 
80' 
80' 
80' 
80' 
Condition 
Good 
Good 
Good 
Good 
Good 
Good 
Good 
Good 
Last Mainff 
Repair 
1995 
1995 
1995 
1995 
1995 
1983 
1983 
1983 
Curbs 
Right 
Side 
None 
None 
None 
Some 
None 
Yes 
Yes 
None 
Left Sid 
None 
None 
None 
None 
None 
Yes 
Yes 
Yes 
Line # 
1 
2 
3 
4 
5 
6 
7 
8 
9 
Sidewalks 
Width 
Right Side 
0' 
0' 
0' 
Speed 
Left Side 
Bikeways 
Condition 
0' 
Right Side 
NIA 
NIA 
NIA 
0' 
Left Side 
Width 
NIA 
0' 
0' 
0' 
0' 
NIA 
0' 
Page 2 
Condition 
0' 
NI A 
0' 
NIA 
N/A 
NIA 
0' 
N/ A 
Type 
Shared 
NI A 
0' 
NIA 
Roadway 
Shared 
Roadway 
Shared 
Roadway 
NIA 
0' 
0'  1  NIA  1  Roadway 1  NIA  I  NIA  /  Roadway  I  NIA  1  N/  /  40  1 
Width 
None 
NIA 
NIA 
N/A 
NIA 
None 
Shared 
N/A 
Condition 
NIA 
Roadway 
Shared 
NIA 
N/A 
NIA 
NIA 
Roadway 
Shared 
Type 
Shared 
NIA 
NIA 
Roadway 
Shared 
Roadway 
Shared 
Roadway 
N/ 
NIA 
Width 
None 
NIA 
N/A 
N/A 
N/A 
None 
Shared 
N/A 
Condition 
NIA 
Roadway 
Shared 
N/ 
N/ 
NIA 
NIA 
Roadway 
Shared 
Limit 
N/ 
N/A 
Notes 
40 
40 
40 
N/A 
N/A 
13,100 ADT, 1997 
40 
N/ A 
12,300 ADT, 1997 
40 
N/A 
1 1,700 ADT, 1997 
40 
40 
12,600 ADT, 1997 
I  I  EXISTING STREET. SIDEWALK. AND BIKEWAY CONDITIONS 
Line # - 
10 
11 
Streets 
3rd Street 
3rdStreet  B-C  1 As~halt  1  268  28'  1  60'  Poor  1  19941  None  /  None 
3rd Street 
3rd Street 
Ct. 
Moonbeam 
Ct. - A 
A - B 
3rd Street 
3rd Street 
3rd Street 
3rd Street 
3rd Street 
3rd Street 
3rd Street 
Page 3 
Arterial 
Minor 
3rd Street 
Arterial 
Minor 
Arterial 
C - D 
D - E 
E - F 
F - G 
G - H 
H - I 
I - J 
Hubbard 
J - S end 
Hubbard 
Hubbard 
1982 
Minor 
Arterial 
Asphalt 
Asphalt 
Minor 
Arterial 
Minor 
Arterial 
Minor 
Arterial 
Minor 
Arterial 
Minor 
Arterial 
Minor 
Arterial 
Minor 
Arterial 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Poor 
Fair 
Fair 
Fair 
Fair 
Fair 
Fair 
Hubbard 
1125 
257 
None 
Yes 
Yes 
Yes 
Yes 
Yes 
Yes 
1986 
1986 
1986 
171 
None 
Yes 
Yes 
Yes 
Yes 
Yes 
Yes 
268 
274 
270 
257 
268 
274 
257 
Asphalt 
20' 
28' 
24' 
28' 
30' 
30' 
30' 
40' 
40' 
40' 
686 
4376 
60' 
60' 
60' 
60' 
60' 
60' 
60' 
60' 
60' 
50' 
22' 
Fair 
Poor 
Good 
60' 
N/ A 
1998 
N/A  1  yes 
Fair 
yes 
None 
None 
None 
None 
N/A  None  None 
Sidewalks  Bikeways 
Line # - 
10 
Right Side 
Votes 
4'  1  ~ood  1  None  INIA  NI A  /  None  IN/A  INIA  1  25 
0'  NlA  0'  NIA  None  NIA 
0'  NIA  None  NIA 
0'  NIA  None  NIA 
0'  NIA  None  NIA 
0'  NIA  None  NIA 
0'  NIA  None  NIA 
0'  NIA  None  NIA ---- 
0'  NIA  None  NIA 
None 
4'  Bad  None 
None 
None 
None 
None 
None 
NIA  None  NIA  NIA  25 I 
None  INIA 0:  1;IW;  1 
None  INIA 
Shared 
Roadway  NIA 
NIA  None  NIA  NIA  25 
Shared 
1,025 ADT in 1998 
1,491 ADT in 1998 
Page 4 
I  Streets 
1  EXISTING STREET, SIDEWALK, AND BIKEWAY CONDITIONS 
I  Urban Major  Marion  I 
Urban Major  Marion 
25  J Street  Hoodview-G  Collector  County  204  30' 
26  J Street  G - Industrial  Arterial  Hubbard  1983  681  34' 
Industrial - 
27 
28 
30  IJ  Street  12nd - RR  I  Arterial  l~ubbard  I  1  1  150  / 
J Street 
29 
J Street 
32  I J Street  3rd - 4th  I U::z /Marion Co.  1  19801  1  268  133' 
Pacific 
J Street 
3 1 
Pacific - 1st 
Arterial 
1st - 2nd 
J Street 
33 
IJ Street  I 
Arterial 
34 
Urban Major 
Hubbard 
Arterial 
RRSrd 
J Street 
Hubbard 
J Street 
Curbs 
ROW  Last Maintt  Right  I 
1983 / 
Hubbard 
Urban Major 
Collector 
4th - 5th 
35  I (Broadacres) 17th - W end  1  ~ollectoi I~arion  1  1 Asphalt 
Width  Condition  Repair  side  Left Sid 
Asphalt 
268 
5th - 7th 
279  120' 
60'  Good  1997  None 
60'  Good 
214 
Marion Co. 
Urban Major 
Collector 
60'  Good  1997  None 
34' 
439 
Urban Major 
Collector 
36  1 
60'  IGood  19831  Yes  I  Yes 
24' 
Asphalt 
Marion Co. 
1  4217  1 
Marion Co. 
60' 
86 
279 
60'  l~air 
21' 
22' 
Asphalt 
60'  IGood  1  19941  Yes  1  None 
Good 
1  Partway 1  None 
60' 
429  1  19941  None  1  None 
1983 
Fair 
60' 
20' 
Page 5 
Yes 
1994 
Fair 
60' 
Yes 
Yes 
1994 
Fair 
None 
None 
1994 
None 
None  None 
Sidewalks  1  Bikewavs 
t Side  Left Side  Right Side  Left Side 
Width 
0' 
0' 
5' 
Limit  Notes = 
Shared  Shared 
Good  5'  Good  Roadway  Roadway 
Shared  Shared 
Good  5'  Good  Roadway  Roadway 
Shared  Shared 
Good  0'  N/A  Roadway  Roadway 
Shared  Shared 
Roadway  Roadway 
Shared  Shared 
Roadway 
Line # - 
23 
24 
25 
26 
27 
25 
Two, 4-foot gravel 
shoulders,  ADT of 1500. 
1,247 ADT in 1998 
25  V/C=.Ol  LOS=A 
Two, 4-foot gravel 
shoulders,  ADT of 1500. 
25  V/C = .09  LOS  = A 
Shared  Shared 
N/A  Roadway  Roadway Good  0' 
Shared  Shared 
N/ A  Roadway  Roadway 
Shared  Shared 
Bad  0'  N/A  Roadway  Roadway  1 ~~~~--~ 
P 
Shared  Shared 
Good  0'  N/A  Roadway  Roadway 
Right shoulder is 4-foot 
wide, asphalt.  ADT of 150C 
Two, 2-foot gravel 
shoulders,  ADT of 1500. 
25  V/C=.ll  LOS  =A 
Two, 2-foot gravel 
shoulders,  ADT of 1500. 
1,287 ADT in 1998. 
25  V/C=.l 1  LOS =A 
1  Shared  1 
Roadwav 
1  Shared  1 
Roadwav 
Page 6 
EXISTING STREET, SIDEWALK, AND BlKEWAY CONDITIONS 
- 
- 
- 
- 
- 
- 
- 
38 
39 
40 
D Street 
D Street 
D Street 
I  yes  1  yes 41  ID  street  1 pacific  /  Collector  /  ~ubbard  /  NIA  1 ~s~halt 
42 
Ridge 
Oak Ridge - 
I  360  142'  1  60  /~ood 
Hood View 
Hood View - 
Casteel 
Castell - 
D Street 
1982  None  1  None 
44 
Local 
I  311  130'  /  90'  /Good 
45 
Collector 
Collector 
Pacific - 1st 
D Street 
46 
Hubbard 
D Street 
47 
Hubbard 
Hubbard 
Arterial 
2nd - 3rd 
D Street 
Page 7 
Asphalt 
3rd - 4th 
D Street 
1982 /  None  I  None 
49 
50 
Asphalt 
Asphalt 
Hubbard 
Arterial 
4th - 5th 
750  20'  /  40'  /Good 
167  136' 
Arterial 
5th - 7th 
7th - City 
D Street 
(Mineral 
Springs Rd.) 
199 
64 
NIA 
Hubbard 
Arterial 
60 
Hubbard 
Arterial 
City limits- 
UGB 
36' 
36' 
Asphalt 
N/ A 
Hubbard 
Good 
NIA 
Hubbard 
Urban 
Minor 
Collector 
60 
60 
171 
Asphalt 
N/A 
Yes 
Asphalt 
N/A 
Marion Co. 
Yes 
Good 
Good 
30' 
332 
Asphalt 
289 
Asphalt 
Asphalt 
Yes 
Yes 
90' 
30' 
279 
Yes 
Yes 
20' 
439 
364 
3919 
Good 
90' 
20' 
90' 
20' 
20' 
1982 
Good 
90' 
Good 
90' 
40' 
None 
1982 
Good 
None 
1982 
Good 
Good 
None 
1982 
None 
None 
1982 
None 
None 
None 
None 
None 
None  None 
Line # - 
3 7 
38 
3 9 
40 
Sidewalks  Bikeways 
I  Right Side  Left Side  Right Side  Left Side 
0'  I NIA  /  None  /N/A  JNIA  1  None  JNIA  JNIA 
0'  NIA  0'  NIA  None  NIA  N/A  None  N/A  N/A  25 
0'  NIA  0'  NIA  None  NIA  NIA  None  NIA  N/A  25 
0'  N/A  0'  NIA  None  NIA  NIA  None  NIA  NIA  25 
Shared  Shared 
0'  NIA  0'  N/A  Roadway  NIA  NIA  Roadway  NIA  NIA  25 
Shared  Shared 
0'  NIA  0'  NIA  Roadway  NIA  N/A  Roadway  N/A  N/A  25 
Shared  Shared 
0'  NIA  5'  Poor  Roadway NIA  NIA  Roadway  N/A  N/A  25  3,598 ADT in 1998. 
Shared  Shared 
0'  NIA  5'  Fair  Roadway  NIA  NIA  Roadway  NIA  N/A  25 
Shared  Shared 
0'  NIA  5'  Fair  Roadway  NIA  NIA  Roadway  NIA  NIA  25 
Shared  Shared 
0'  N/A  0'  N/A  Roadway  N/A  N/A  Roadway  NIA  NIA  25 
25  1,171 ADT in 1998. 
Two, 1-foot gravel 
shoulders, 1995 ADT = 
1210, VIC = 0.12, LOS = 
0'  NIA  0'  NIA  None  NIA  NIA  None  N/A  NIA  55  B 
Page 8 
1  EXISTING STmET, SIDEWALK, AND BIKEWAY CONDITIONS 
Line # - 
5 1 
52 - 
53 
54 
55 
2nd Street  IF - G 
Streets 
2nd Street 
2nd Street  1 
Collector  1  Hubbard  1 
ROW 
D - E 
E - F 
Last Maint/ 
2nd Street 
2nd Street 
Page 9 
Curbs 
Right  / 
Collector 
Collector 
30' 
22' 
26' 
G -H 
H - J 
Hubbard 
Hubbard 
60' 
60' 
60' 
Collector 
Collector 
Asphalt 
Asphalt 
Good 
Good 
Good 
Hubbard 
Hubbard 
279 
268 
Yes 
None 
None 
Yes 
None 
Yes 
Asphalt 
Asphalt 
30' 
30' 
268 
536 
2428 
60' 
60' 
Good 
Good 
Yes 
Yes 
Yes 
Yes 
Line # - 
5 1 
52 
53 
54 
5 5 
56 
57 
58 
59 
0'  NIA  0'  NIA  25 
0'  NIA  0'  NIA  None  NIA  NIA  None  NIA  NIA  25 
Shared  Shared 
0'  NIA  5'  Fair  Roadway  Roadway  25 
Shared  Shared 
0'  NIA  4'  Fair  Roadway  Roadway  25 
Shared  Shared 
0'  NIA  4'  Fair  Roadway  Roadway  25 
Shared  Shared 
0'  NIA  4'  Fair  Roadway  Roadway  25 
Shared  Shared 
0'  NIA  0'  NIA  Roadway  Roadway  25 
Page 10 
I  EXISTING STREET. SIDEWALK. AND BIKEWAY CONDITIONS  - I  -  -  I  I  I  I  I 
Streets 
Line #  I  Name  1   emt tent  I  Class  I Juris-diction 
60  15th Street  I~iviera  /  Collector  l~ubbard 
I  1 Riviera - 
Asphalt  257 
Asphalt  632 
61  5thStreet  Kari  Collector  Hubbard 
62  5th Street  Kari - Allen  Collector  Hubbard  60' 
60' 
60'  Good  None  None 
Asphalt  47 1 
I 
63  5th Street  1 Allen - A  '  Collector  Hubbard 
Asphalt  279  19'  1 
None  1  None 1 
None  1  Yes 
67  5th Street  D -E  Collector  Hubbard 
68  5th Street  E - F  Collector  Hubbard 
1  Asphalt  279  19' 1 
As~halt  261  19' 
None  None 
Good  None  None 
69  5th Street  F - G  Collector  Hubbard 
70  5th Street  G -H  Collector  Hubbard 
1  Asphalt  264  119' 1 
~s~halt  259  119' 
71  15th Street  IH - I  /  Collector  /Hubbard 
72  15th Street  /I - J  /  Collector  /Hubbard 
1 Asphalt  60'  IGood 
60'  /Good 
78  17thStreet  /E-F  /  Collector  1  Hubbard  1  Asphalt 
79  17th~treet  IF-G  /  Collector  1 Hubbard 
264  * 
Good 
20'  None 
None 
74 
75 
76 
77 
1  /  None  I  None 
20' 
h one- 
None 
Fair 
Good 
Good 
257 
7th Street 
7th Street 
7th Street 
7th Street 
80  17thStreet  IG-J  I  Collector  I~ubbard  /  /  ~svhalt 
None 
Yes 
Yes 
None 
None 
None 
Page 11 
None 
None 
None 
None 
A - B 
B - C 
C - D 
D - E 
None 
None 
Collector 
Collector 
Collector 
Collector 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Asphalt 
Asphalt 
Asphalt 
As~halt 
276 
264 
279 
279 
20' 
25' 
23' 
19' 
50" 
50' 
50' 
60' 
Sidewalks  Bikeways 
64  3'  Good 
q-TJFr 
Fair 
Left Side  1  Right Side  1  Left Side  1  1 
Page 12 
None  None  25 
None  None  25 
Shared  Shared 
Roadway  Roadway  25  1,787 ADT in 1998 
Shared  Shared 
0' 
0' 
0' 
0' 
0' 
0' 
0' 
0'  NIA  None  NIA  NIA  None  NIA  NIA  25 
0'  NIA  None  NIA  NIA  None  NIA  NIA  25 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
Roadway 
Shared 
Roadway 
Shared 
Roadway 
None 
None 
None 
None 
N/A 
NIA 
NIA 
NIA 
NIA 
N/A 
NIA 
N/A 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
Roadway 
Shared 
Roadway 
Shared 
Roadway 
None 
None 
None 
None 
N/A 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
25 
25 
25 
25 
25 
25 
25 
EXISTING STREET, SIDEWALK, AND BIKEWAY CONDITIONS 
Streets 
82 
83 
A Street 
84 
AStreet 
Pacific -1 st 
A Street 
1  None  I  None 
86 
87 
88 
89 
90 
1st - 2nd 
I 
91 
92 
93 
94 
Collector 
2nd - 3rd 
1 Asphalt 
AStreet 
AStreet 
AStreet 
A Street 
95 
Collector 
283  124'  1  60'  IGood 
Riviera Ct 
Kari Ln 
99 
100 
Page 13 
Hubbard 
Collector 
4th - 5th 
5th - 6th 
6th - 7th 
7th - W end 
Allen 
101 
102 
103 
104 
Hubbard 
W end to 5th 
Allen - 5th 
Vicki Ct. 
Moonbeam 
Asphalt 
Hubbard 
Collector 
Collector 
Collector 
Collector 
Ct. 
Casteel St 
Asphalt 
Local 
Local 
W end - Kari 
Kari - Vicki 
N end - Allen 
60 
Asphalt 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Asphalt 
W end - 3rd 
E end - D 
300 
Hubbard 
Hubbard 
Local 
30' 
345 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
600 
Local 
Local 
24' 
1992 
1992 
Hubbard 
60' 
22' 
311 
266 
165 
246 
1976 
36' 
Hubbard 
Hubbard 
60' 
Asphalt 
Asphalt 
Asphalt 
Good 
60' 
24' 
18' 
18' 
18' 
5 5' 
Asphalt 
Asphalt 
Good 
889 
889 
579 
579 
171 
171 
None 
Good 
60' 
60' 
60' 
60' 
Good 
214 
214 
932 
932 
None 
None 
36' 
36' 
36' 
None 
None 
Good 
Poor 
Poor 
Poor 
Yes 
29' 
34' 
None 
60' 
60' 
Yes 
50' 
None 
None 
None 
None 
50' 
60' 
None 
None 
None 
None 
Good 
Good 
Good 
Good 
Good 
1992 
1992 
Yes  Yes 
Yes 
Yes 
Yes 
Yes 
Yes 
Yes 
Yes 
Yes 
Sidewalks  Bikeways  1  1 
Right Side 1 Left Side  Rieht Side  I  Left Side  1  I 
Line # - 
82 
Shared  Shared 
Roadway  NIA  NIA  Roadway  NIA  NIA  25 
Shared  Shared 
Roadway  NIA  NIA  Roadway  NIA  NIA  25  988 ADT in 1998 
Shared  Shared 
Roadway  N/A  NIA  Roadway  NIA  NIA  25 
Shared  Shared 
Roadway I  NIA  IN/A  1  Roadway  IN/A  /N/A  1  25  1 
None  INIA  /N/A  /  None  INIA  /N/A  1  25  1 
None  NIA  NIA  None  NIA  JNIA  25 
None  NIA  NIA  None  NIA  /N/A  2 5 
None  NIA  NIA  None  NIA  NIA  25 
None  INIA  /N/A  /  None  /N/A  JNIA  1  25  / 
None  NIA  NIA  None  NIA  NIA  25 
None  NIA  NIA  None  N/A  NIA  25 
None  NIA  NIA  None  NIA  N/A  25 
None  INIA  INIA  /  None  INIA  INIA  1  25  / 
-- 
None  NIA  NIA  None  NIA  NIA  25 
None  JNIA  INIA  /  None  NIA  JNIA  25 
Page 14 
1  EXISTING STREET, SIDEWALK, AND BIKEWAY CONDITIONS Streets 
106 
107 
108 
109 
110 
111 
112 
113 
114 
Hood View 
Dr 
Oak Street 
Industrial 
Way 
Schmidt Ln. 
1 15  I~eaver  1  S end - 4th  /  Local  I~ubbard 
117 
118 
27' 
119 
J to D 
J to D 
J - Pacific 
E end - 
Paclfic 
/Asphalt 
West PI. 
120 
12 1 
122 
Page 15 
50'  /~ood 
116  1 
Sunset Dr. 
123 
Local 
Local 
Local 
Local 
514 
S end - F 
Sunset Dr. 
Sunset Dr. 
Yes 
Hillside Ct. 
Hillside Ct - 
Hillside Ct. 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Yes 
Local  I~ubbard 
F 
F - N end 
Local 
N end - 
Sunset Dr. 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Local 
Local 
Asphalt 
Hubbard 
Local 
729 
825 
825 
536 
536 
2796 
2796 
343 
343 
I 29'  /  60' 407 
Hubbard 
Hubbard 
407 
Asphalt 
Hubbard 
34' 
34' 
40' 
30' 
Fair 
Asphalt 
Asphalt 
429 
Asphalt 
60' 
60' 
60' 
40' 
Yes 
214 
343 
986 
Yes 
34' 
300 
Good 
Good 
Good 
Good 
34' 
34' 
60' 
30' 
Yes 
Yes 
Yes 
No 
60' 
60' 
Yes 
Yes 
Yes 
No 
Fair 
60' 
Fair 
Fair 
Yes 
Fair 
Yes 
Yes 
Yes 
Yes 
Yes 
Yes  Yes 
I  Sidewalks  1  Bikewavs  I  I  I 
11 1  3'  Good  5'  Good  None  NIA  NIA  None  NIA  NIA  20 
112 
123  3'  Good  3'  Good  None  NIA  NIA  None  NIA  NIA  25 
370 ADT in 1998 I 
Page 16 
EXISTING STREET, SIDEWALK. AND BIKEWAY CONDITIONS 
Line # - 
125 
126 
127 
128 
129 
130 
13 1 
132 
133 
134 
135 
Streets  I  I  I  I  1 
Curbs 
Functional  Segment  Paved  ROW  Last Mainttl  Right  I 
1st Street 
1st Street 
1st Street 
1st Street  I E - F  I  Local  j~ubbard 
1st Street  IF  - G  /  Local  I~ubbard 
Hubbard 
Hubbard 
Hubbard 
1st Street 
1st Street 
B - C 
C - D 
D - E 
4th Street 
4th Street 
4th Street  ID - E 
Asphalt 
Asphalt 
Asphalt 
Local 
Local 
Local 
Asphalt 
G - H 
H - S end 
4th Street  / 
Local  /Hubbard  1 
Good 
Good 
257  /  16'  1  30' 
A - B 
B - C 
/  Asphalt 
268 
268 
274 
No  1  No 
No  I  No 
C - D 
Asphalt 
Local 
Local 
Local 
Local 
4th Street  F - G  Local  Hubbard  Asphalt 
268  116'  1  30' 
Asphalt 
Asphalt 
Hubbard 
Hubbard 
Local 
4th Street 
4th Street  G - H  Local  Hubbard  Asphalt 
4th Street  H - I  Local  Hubbard  Asphalt 
18' 
17' 
17' 
Hubbard 
Hubbard 
4th street  /I - J  1  Local  I~ubbard  1  ~s~halt 
No 
No 
No 
264 
536 
Hubbard 
E - F 
4th Street  /  J - Beaver Ct. 1  Local  IHubbard  I 
No 
No 
No 
60' 
60' 
50' 
Asphalt 
Asphalt 
I Asuhalt 
Good 
Good 
Good 
Asphalt 
Local 
21' 
22' 
2391 
257 
266 
Good 
20Good 
20' 
279 
Hubbard  60' 
Page 17 
13' 
12' 
Asphalt 
4th Street  1 end  I  Local  l~ubbard 
No 
No 
12' 
60'  Good  No  No 
60'  Good  No  No 
60'  Good  No  No 
60'  Good  No  No 
60'  Good  No  Yes 
Good 
No 
No 
60' 
60' 
1  3049  1 
/Asphalt 
60' 
No 
Good 
Good 
No 
476  127'  1  60'  /~ood 
Good 
/  yes  I  yes 
No 
No 
No 
No 
No  No 
Sidewalks  Bikeways 
I  Right Side  I  Left Side  1  Right Side  Left Side 
126  0'  NIA  0'  NIA  None  NIA  NIA  None 
127  0'  NIA  0'  NIA  None  NIA  NIA  None 
128  0'  NIA  0'  NIA  None  NIA  NIA  None 
129  0'  N/A  0'  NIA  None  NIA  NIA  None 
130  0'  NIA  0'  NIA  None  NIA  NIA  None 
131  0'  NIA  0'  NIA  None  NIA  NIA  None 
132  1  0'  JNIA  0'  /N/A  /  None  INIA  /N/A  1  None 
134  0'  NIA  0'  NIA  None  NIA  NIA  None 
135  0'  NIA  0'  NIA  None  NIA  NIA  None 
Shared  Shared 
136  0'  NIA  0'  NIA  Roadway  NIA  NIA  Roadway 
Shared  Shared 
137  0'  NIA  0'  NIA  Roadway  NIA  NIA  Roadway 
Shared  Shared 
138  4'  Good  0'  Good  Roadway NIA  NIA  Roadway 
Shared  Shared 
139  4'  Good  4'  Fair  Roadway  NIA  NIA  Roadway 
Shared  Shared 
140  0'  NIA  5'  Good  Roadway  NIA  NIA  Roadway 
Shared  Shared 
141  0'  NIA  0'  NIA  Roadway  NIA  NIA  Roadway 
Shared  Shared 
142  0'  NIA  0'  NIA  Roadway  NIA  NIA  Roadway 
143  0'  NIA  3'  Good  None  NIA  NIA  None 
144  1  3'  IGood  3'  /  ~ood  /  None  /N/A  INIA  1  None 
Page 18 
Streets 
147  16th Street  IB  - C 
Functional 
1  Local  I~ubbard  1 
Segment  Paved 
148 
149 
150 
151 
152 
153 
154 
B - C 
155 
156 
ROW 
B Street 
B Street 
B Street 
B Street 
157 
158 
159 
160 
161 
162 
163 
164 
165 
166 
167 
168 
Page 19 
B Street 
B Street 
169 
170 
171 
Last Mainff 
Local 
1st - 2nd 
3rd - 4th 
4th - 5th 
5th - 6th 
Curbs 
Right  I 
Asphalt 
6th - 7th  1  Local  ]Hubbard 
7th - 9th  1  Local  /Hubbard 
I896 
E Street 
E Street 
E Street 
Local 
Local 
Local 
Local 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
Asphalt 
As~halt 
514 
279 
Grass 
Asphalt 
1884 
283 
268 
279 
279 
171 
557 
1836 
234 
279 
234 
129 
C Street 
C Street 
C Street 
CStreet 
C Street 
C Street 
E Street 
E Street 
E Street 
3rd - 4th 
4th - 5th 
5th - 7th 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Local 
Local 
Local 
Local 
Local 
Local 
Local 
Local 
Local 
Local 
24' 
19' 
15' 
19' 
17' 
30' 
34' 
34' 
17' 
1st - 2nd 
3rd - 4th 
4th - 5th 
5th - 6th 
6th - 7th 
7th - 9th 
Pacific - 1st 
1st - 2nd  I 
2nd - RR 
29' 
167  135'  1  60'  INIA 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard 
Hubbard  I 
Hubbard 
Hubbard 
60' 
60' 
60' 
60' 
60' 
50' 
60' 
60' 
60'  / 
60' 
Asphalt 
Asphalt 
Grass 
Asphalt  1 
No  I  No 
No 
No 
No 
No 
No 
Yes 
No 
No 
No 
Good 
Good 
Good 
Good 
Good 
Good 
Good 
!Good 
~ood 
Local 
Local 
Local 
50' 
No 
No 
No 
No 
No 
Yes 
No 
No 
No 
Hubbard 
Hubbard 
Hubbard 
279 
298 
279 
279 
283 
579  129'  1  50'  I~ood 
~sihalt  289 
Good 
1  yes  I  Yes 
Asphalt 
Asphalt 
21' 
11' 
35' 
22' 
279 
454 
23' 
13' 
12' 
Yes 
Good 
Good 
Good 
60' 
60' 
60' 
Yes 
60' 
60' 
60' 
60' 
No 
Yes 
No 
Good 
Fair 
NIA 
Fair 
Yes 
No 
No 
No 
No 
No 
No 
No 
No 
No 
No 
Sidewalks  Bikeways 
Right Side 
Page 20 
150 
151 
152 
153 
154 
155 
156 
157 
158 
159 
Left Side 
0' 
0' 
0' 
0' 
0' 
0' 
0' 
4' 
Right Side 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
Poor 
Left Side 
speed 
0' 
0' 
0' 
0' ------ 
0' 
4' 
0' 
0' 
NIA 
NIA 
NIA 
NIA 
NIA 
Good 
NIA 
NIA 
None 
None 
None 
None 
None 
None 
None 
None 
NIA 
N/A 
NIA 
NIA 
N/A/N/A 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA - 
NIA 
NIA 
NIA 
None 
None 
None 
None 
None 
None 
None 
None 
NIA 
NIA 
NIA 
NIA 
N/A 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
NIA 
25 
25 
25 
25 
25 
25 
25 
25 
- -- 
I  I  EXISTING STREET, SIDEWALK, AND BlKEWAY CONDITIONS 
Name 
F Street  14th - 5th 
West PI - 
F Street  Sunset Drive 
G Street  15th - 7th 
E Street  I  1st - 2nd 
E Street  I RR-3rd 
E Street  13rd - 4th 
1 Street 
r ----+sE 
r street  14th - 5th 
Curbs 
Functional  Segment  Paved  ROW  Last Maint/  Right  I 
-- 
Local  Hubbard  Asphalt  236  60' 
Local  l~ubbard  I  l~s~halt /  193  1  1  60'  1  1  I  I 
----- 
1249 
Collector  Hubbard  Asphalt  750  24'  60'  Good  No  No 
Collector  Hubbard  As~halt  268  48'  60'  Good  Yes  Yes 
Collector  Hubbard  Asphalt  268  48'  60'  Good  Yes  Yes 
Local  Hubbard  Asphalt  343  30'  60'  Good  Yes  Yes 
Local  Hubbard  Asphalt  279  30'  60'  Good  Yes  Yes 
Local  Hubbard  Asphalt  279  19'  60'  Good  No  No 
Local  Hubbard  As~halt  469  19'  60'  Good  No  No - 
2655  1 
Local  l~ubbard  1 As~halt  268  117'  1  60'  IGood  No  1  No 
621 
Functional 
Page 21 
Sidewalks  Bikeways 
Right Side  Left Side  Right Side  Left Side 
Percent  3 3 
Page 22 
speed 
Limit - 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
Yotes 
!.742 ADT in 1998 
Amendix C2:  North Pacific Hiphwav 99E Access Inventorv Summarv 
Appendix prepared by Mike Mooney, TAC member. 
The City of Hubbard, Oregon, is divided by  approximately  1.13 mile  of State Highway 
99E, running north and south through town.  This highway segment, between north and 
south  city  limits,  has  eleven  city  street  intersections.  Hubbard's  only  electronically 
controlled traffic light is at the D  Street intersection.  The other  10 street intersections 
utilize stop signs for traffic control entering he State Highway.  Two of these intersections 
also have flashing yellow lights, J Street and G Street.  Hubbard's stretch of Hwy. 99E has 
a turn lane starting south of the Industrial Drive intersection and continuing north to the 
intersection with D Street. 
The posted speed limit approaching Hubbard from Woodburn is 55 miles per hour (mph) 
between the cities.  Entering Hubbard the posted  speed limit is 40 mph.  This speed is 
consistent through the city of Hubbard to its north city line.  The posted  speed leaving 
Hubbard northbound is 50 mph. 
The city of Hubbard has 44 driveway access points along Hwy. 99E.  These can generally 
be divided into 32 commercial use driveways and  12 residential use driveways.  Eleven of 
these access points are common driveways shared by more than one user.  Thirteen of the 
44 driveways have secondary street access fkom comer lots or property that extends to a 
parallel secondary street. 
Inventoried accesses are all contained within the city's boundaries.  Additional driveways 
in  the  Marion  County  area  south  of  the  immediate  city  line  are  generally 
residentiaVagricultura1 with a couple retail access points well spaced along Hwy. 99E. 
In contrast, immediately north of the city limit is a congested grouping of commercial and 
residential driveways.  These sit at the entrance to Hubbard from the north at a point of 
speed reduction from 50 mph to 40 mph.  Additionally, there is no turn lane for traffic 
turning into these access points.  This is the most frequent point of automobile crashes 
along this stretch of Hwy.  99E.  These have  a direct impact  on the  city  of Hubbard's 
Police Department staff, yet fall outside their taxing authority. 
Table 30 lists the inventoried access points separated by the street intersections, from the 
south city  line proceeding  north.  Figure 20 maps  the  access locations.  Each  entry in 
Table 30 is listed by a representative address with a code following the numerical address. 
Code: 
C  Commercial Use 
R  Residential Use 
S  Shared Access Point 
2  Secondary Street Access 
So for example, 3284-C-2 is a commercial use with secondary street access. 
Hubbard Transportation System Plan  172 
Adopted June 29, 1999 
TABLE 30.  HN'Y. 99E ACCESS INVENTORY 
Total East 
Side Access 
Points 
0 
2 
6 
South city limits to 
~ndustrial Avenue 
Industrial Avenue to 
Schmidt Lane 
Schmidt Lane to J 
Street 
J Street to G Street 
G Street to E Street 
E Street to D Street 
D Street to A Street 
A Street to Parkway 
Boulevard 
Parkway Boulevard 
to ~asilio 
Basilio Drive to 
Rudomentkin Drive 
Rudomentkin Drive 
to Elm Street 
Elm Street to north 
citv limits 
Hubbard Transportation System Plan  173 
Adopted June 29,  1999 
I I Title: 
Figure 20.  Highway 99E Access Inventory 1 of 2 
Prepared by: 
Mid-WiUamette Valley Council of Governments 
Lreated by: 
AJW 
Date: I 
May 7,1999 
I I Filename: r:/cog4/projects/h&bacd/h&-tspPapr 
H@my 99B Access Lovmtory 1 of 2 11x17 Pomait-Rev I 
Comprehensive Plan 
Low Density Residential  Access Point?  I / 
Medium ~e&ity Residential 
&h  Density Residential 
i_l Commercial 
Industrial 
Public 
$iOacity  ~imits 
r*rs*~rban  Growth Boundaiy 
Road Functional Class 
Major Arterial jm 
.  .......  or Arterial 
LT & Collector 
/ Alley 
Mid-Willamene Valley 
Council of Governments 
105 H&  Swcct SB. 
Salem, OR 97301-3367 
Phone: (503) 588-6177 
Fax: (503) 588-6094 
c-maikmwvcog@opcn.org 

Hubbard Transportation System Plan  174 
Adopted June 29, 1999 
Figure 21.  Crashes By Time of Day 
H Other Hubbard 
El Hwy. 99E 
Streets 
Time 
Figure 22.  Crashes by Day of Week 
1  Other Hubbard Streets 1 
B4  Hwy. 99E 1 
Total 
Figure 23.  Crashes by Month 
-6-  Other Hubbard Streets 
+Hwy.  99E 
-Total 
Month 
Figure 24.  Typical Pavement Deterioration Pattern 
poor 
2  4  6  8  10  12  14  16 
Yeas 
(Actual time will vary by pavement section) 
Figure 15: Typical Pavement Deterioration Pattern 
This chart illustrates that the rate of pavernent deterioration increases 
with time. This means that the cost of repairs increases dramatically 
the longer that treatments are delayed. This is generally also true for 
other types of infrastructure, such as bridges. 
Hubbard Transportation System Plan  180 
Adopted June 29, 1999 
North Marion County Service 
Hubbard  April  5, 1999 
Woodburn  / 
Amtrak 
Connecting carriers: 
Amtrak  800-USA-RAIL 
www .amtrak.com 
Cherriots  503-588-BUSS 
www .cherriots.org 
Greyhound  503-362-2428 
www .greyhound.com 
HUT  503-363-8059 
www .oregonlink.com/hut/woodburn.html 
Pacific Trails  503-692-4437 
Seniors Plus Bus  + 503-873-1784 
Silver Trolley  503-873-1546 
Valley Retriever  541-265-2253 
Woodturn Medical-  + 503-982-0403 
Woodburn Dial-A-Ride  503-982-7433 
Woodburn Transit  503-982-5245 
a wheels 
Silverton -  Hubbard - Woodburn - Salem 
April  5, 1999 
585-5 187 
M-F  M-F 
Q  I  Salem 
-  ci>ur/ 6~ II/kh 
G;dCherriots - 
Lanwsfer Ma// 
a~herriots 
- S'/h~erFh/!s - 
Ro/~!s 
QSilvcr Trolley ................................................ 
Mt. Angcl 
........ : /!YY.?/~. a.c,?~!"cb:cL. 
Wood burn - 
/eyes @ /;ion/ a 
Woodburn Trans. 
(ircyhound 
Pacific Trails - 
/Miday Inn F;tpmLw 
&I1 
@ Woodburn Trans. ................................................... 
Gervais - 
POIS/ olrp Hubbard 
11 / 0  Handle passengers to/from points outside of Silverton. 
For service within Silverton, contact Silver Trolley at 873-1546 
M-F 
......... 
I:20p 
4 
535~~ 
M-F  five days per week, Monday - Friday  $  Suggested donation 
M  Monday, only  $3 round-trip  all points i-> SalemIKeizer 
W F  Wednesday and Friday, only  $1 onc way  to / from all othcr points 
M-F 
& 
5:lOp 
0 
...................... 
4:45p ...................... 
4:30p 
4:20p 
..................... I 
4:OOp 
Appendix D:  Review of Land Use Regulations Related to the 
Transportation System 
Hubbard Transportation System Plan  183 
Adopted June 29, 1999 
Appendix D-1 Street Design Standard Drawings 
Hubbard Transportation System Plan  184 
Adopted June 29, 1999 
I  v  t Pow. 
.7 
C 
- > 
2 4 
I a_ 
2 f1 
6, 1 
8 
~OMMUN~TI 9mET . ~O'RDW. PROOPnlWW m 
Figure 32.  Typical community street design type.  These facilities provide  a balance of all modes of travel 
-Dimensions in the diagram are superseded by dimensions given in Table 21.  1 

CITY OF HUBBARD LAND USE REGULATIONS: REVIEW AND 
RECOMMENDED CHANGES 
As part of compliance with the Transportation Planning Rule (TPR) the city of Hubbard has 
reviewed its land use regulations in order to implement the TSP and conform to the specific 
standards set forth in the TPR (OAR 660-12-045).  The TPR requires that the following topics 
be addressed: 
1)  Amend land use regulations to reflect and implement the TSP. 
2)  Adopt land use or subdivision ordinance measures, consistent with  applicable state and 
federal requirements, to protect transportation facilities, corridors and sites for their identified 
functions, to cover the following topics: 
Access management and control; 
Protection of public use airports; 
Coordinated review of land use decisions that might affect transportation facilities; 
Conditions to minimize development impacts to transportation facilities; 
Regulations to provide notice to  public  agencies  providing transportation facilities and 
services of land use applications that might affect transportation facilities; and 
Regulations  assuring  that  amendment  to  land  use  applications,  densities,  and  design 
standards are consistent with the TSP. 
3)  Adopt land use or subdivision regulations for urban areas and rural communities to provide 
safe and convenient pedestrian and bicycle circulation and bicycle parking, and to ensure that 
new development provides on-site streets and accessways that provide reasonably direct routes 
for pedestrian and bicycle travel. 
4)  Establish street standards that minimize pavement width and total right-of-way 
The city  of Hubbard  Development  Code (1996-97 update) was  reviewed  and  amended to 
implement  the  TSP.  Changes  to  gods and  policies  in  the  Transportation Element  of  the 
Comprehensive Plan are given in the Transportation System Plan section of this document. 
Amendments to the city of Hubbard Development Code are necessary not only for compliance 
with  the  TPR,  but  also  to  insure  consistency  between  the  Comprehensive  Plan  and  the 
Development Code.  A number of proposed changes are not specifically required by the TPR, 
but are included to better represent the "intent"  of the Rule and to create development patterns 
that facilitate multi-modal travel.  The following text consists of existing language shown in 
normal type, deletion of existing language identified by stdcewt, and added language shown as 
bold and underlined. Relevant portions of the TPR are shown as italicized text. 
Hubbard Transportation System Plan  189 
Adopted June 29, 1999 
2.100 ZONING DISTRICTS 
Each of the zoning districts have Development  Standard sections that specify driveway 
separation from intersections.  This language should be modified to reflect the access and 
intersection spacing standards given in the TSP by fhctional roadway classification.  In 
addition, some land uses are not permitted direct access to major and minor arterials. 
2.200  GENERAL DEVELOPMENT STANDARDS 
2.201  GENERAL PROVISIONS 
2.201.01  Purpose 
The purpose of this Section is to: 
carry out the Comprehensive Plan with respect to development 
standards and policies; 
insure that natural features of the landscape, such as land forms, 
natural drainage-ways, trees and wooded areas, are preserved as 
much as possible and protected during construction; 
promote energy conservation and efficiency in development 
through site planning and landscaping; and 
promote and maintain healthy environments and minimize development 
impacts upon surrounding properties and neighborhoods. 
provide an economical, safe, accessible, and multi-modal 
transuortation system for the community. 
2.201.02  Application of Standards 
A.  The standards set forth in Section 2.200 shall apply to partitions; 
subdivisions; planned unit developments; commercial, industrial, 
and institutional projects; single family dwellings, duplexes and 
multi-family structures of three (3) or more dwellings. 
B.  The application of these standards to a particular development shall 
be modified as follows: 
1.  development standards which are unique to a particular use, 
or special use, shall be set forth within the district or in 
Section 2.300; and 
Hubbard Transportation System Plan  190 
Adopted June 29, 1999 
2.  those development standards which are unique to a 
particular district shall be set forth in the Section governing 
that district. 
2.201.03  Application of Public Facility Standards 
Standards for the provision and utilization of public facilities or services 
available within the City of Hubbard shall apply to all land developments in 
accordance with the following table of reference.  No development permit 
shall be approved unless the following improvements are provided prior to 
occupancy or operation, or unless future provision is assured in accordance 
with Section 3.20 1.0 1.  Public facility improvements shall meet City 
standards and be installed according to City Engineer approval. 
Public Facilities Improvement Requirements Table 
Fire  Street  Water  Sewer  Storm  Street 
Hydrant  Improv.  Hookup  Hookup  Drain  Lights 
Single Family  No  C-2  Yes  Yes  Yes  No 
Dwelling & Duplex 
Multifamily  Yes  Yes  Yes  Yes  Yes  Yes 
Dwelling 
New Commercial  Yes  Yes  Yes  Yes  Yes  Yes 
Building 
Commercial  C- 1  C-3  Yes  Yes  Yes  Yes 
Change of 
Occupancy or 
Expansion 
New Industrial  Yes  Yes 
Building 
Industrial  C- 1  C-3 
Change of 
Occupancy or 
Expansion 
Yes  Yes  Yes  Yes 
Yes  Yes  Yes  Yes 
Yes  Yes  Yes  Yes 
Subdivisions, PUD, 
and Mobile 
Home Parks 
Legend:No = Not required, Yes = Required, and C = Conditional, as noted. 
Hubbard Transportation System Plan  191 
Adopted June 29,  1999 
Fire Hydrants for Commercials, Industrial, or Institutional 
Expansions 
One or more fire hydrants are required when the total floor 
area of a new or expanded building exceeds 2,500 square feet, 
or the proposed use is classified as Hazardous OI) in the 
Uniform Building Code or Uniform Fire Code. 
Street Improvements for Single Family Dwellings 
New single family dwellings which require a street extension 
must provide street improvements to City street standards. 
Street Improvements for Commercials, Industrial, or 
Institutional Expansions 
Lots fronting on County roads must obtain access permits from 
the Marion County Public Works Department. 
Lots fronting on Highway 99E must obtain access permits 
from the Oregon Department of Transportation (ODOT). 
STREET STANDARDS 
Purpose 
A.  The purpose is to provide for safe, efficient, convenient multi- 
modal movement in the City of Hubbard; 
B.  To provide adequate access to all proposed developments in 
the City of Hubbard; and 
C.  To provide adequate area in all public rights-of-way for sidewalks, 
bikeways, parkway strim, sanitary sewers, storm sewers, water 
lines, natural gas lines, power lines and other utilities commonly 
and appropriately placed in such rights-of-way. 
D.  Preserve and ~rotect  exist in^ and intended function of the 
road and other trans~ortation facilities. 
E.  Ensure that Land uses authorized under Com~rehensive 
Mar, and Zoninp Mar, amendments are consistent with the 
identified function, ca~acitv,  level of service of 
Hubbard Transportation System Plan  192 
Adopted June 29, 1999 
trans~ortation facilities. 
For purposes of this section: 
1) "adequate access" means direct routes of travel between 
destinations, such as between residential neighborhoods and 
parks or commercial developments. 
2) "adequate area" means space sufficient to provide all 
required public services to standards defined in this code, such 
as sidewalks, bikeways or storm sewers. 
2.202.02  Scope 
The provisions of this Section shall be applicable to: 
The creation, dedication or construction of all new public or 
private streets, pedestrian facilities, and bikeways in all 
subdivisions, partitions or other developments in the City of 
Hubbard; 
The extension or widening of existing public or private street 
rights-of-way, easements or street improvements including 
those which may be proposed by an individual or the City, or 
which may be required by the City in association with other 
development approvals; 
The construction or modification of any utilities, w sidewalks, 
or bikeways in public rights-of-way or private street easements; 
and 
The planting of any street trees or other landscape materials in 
public rights-of-way (~arkwav 
Hubbard Transportation System Plan  193 
Adopted June 29, 1999 
2.202.03  General Provisions 
The following provisions shall apply to the dedication, construction, 
improvement or other development of all public streets in the City of 
Hubbard.  These provisions are intended to provide a general overview 
of typical minimum design standards.  All streets shall be designed in 
conformance of the specific requirements of the most current Public 
Works Standards and the Trans~ortation System Plan of the City of 
Hubbard. 
A.  The location, width and grade of streets shall be considered in 
their relation to existing and planned streets, to topographical 
conditions, to public convenience and safety, and to the 
proposed use of the land to be served by the streets. 
B.  Development proposals shall provide for the continuation of all 
streets, bikeways and pedestrian facilities within the 
development and to existing and planned streets, bikeways, and 
pedestrian facilities outside the development. 
Ali~nment. All streets other than local streets or cul-de-sacs, 
as far as practical, shall be in alignment with existing streets by 
continuation of the centerlines thereof.  The staggering of 
street alignments resulting in "T" intersections shall, wherever 
practical, be avoided. However, when not practical, the "T" 
intersections shall leave a minimum distance of 200 feet 
between the center lines of streets having approximately the 
same direction and otherwise shall not be less than 100 feet. 
D.  Future Extension of Streets and Location of New Streets. 
Where necessary to give access to, or permit a satisfactory 
future development of adjoining land, streets shall be extended 
to the boundary of a tract being developed and the resulting 
dead-end streets may be approved without turn-a-rounds, upon 
approval by emergency service agencies.  Reserve strips and 
street plugs may be required to preserve the objectives of street 
extensions. The Trans~ortation  Plan indicates the 
conceutual location of arterial and collector street 
extensions and new collector streets in order to ureserve 
street function and uromote the develoument of an 
efficient network of city streets and connections to state 
and county roads. 
E.  Radius at Street Intersections.  The property line radius at 
street intersections that have a designated right-of-way width 
Hubbard Transportation System Plan  194 
Adopted June 29, 1999 
of 30 feet or more shall be governed by the interior angle at the 
intersection and will be based on the square root of the interior 
angle formed at the intersection of the property lines which 
equals the radius in feet.  The distance shall be increased to the 
next full foot above the figure established by said formula. 
The minimum angle of the intersection shall be 40 degrees. 
F.  Existing Streets.  Whenever existing public streets adjacent to, 
or within a tract are of inadequate width, additional 
right-of-way shall be provided at the time of subdivision, 
partitioning or development. 
1.  Full street improvements to all existing streets adjacent 
to, within or necessary to serve the property shall be 
required at the time of land division  or development 
unless the applicant demonstrates to the satisfaction of 
the City Engineer that the condition and sections of the 
existing streets meet the City standards and are in 
satisfactory condition to hand projected traffic loads. 
Storm water drainage shall be provided for on the non- 
curbed side of the full street improvements as required 
by the City Engineer.  In cases where the property  with 
a land division or development fronts both sides of an 
existing street, full street improvements shall be 
required.  The party paying the costs for improvements 
may require buyers along the improved area to 
reimburse improvement costs for up to ten (10) years. 
Each lot should pay a proportional amount of the total 
improvement costs if reimbursement is pursued. 
Reserve strips and street plugs shall be dedicated, 
deeded, and installed to preserve the objectives of the 
full street prior to street construction. 
2.  The City may allow the applicant to record an approved 
"Waiver of Rights to Remonstrate for Street and Public 
Utility Improvements" in lieu of street improvements 
where the following criteria are met. 
Alternatives include: 
a.  The contiguous length of the existing street to 
be improved (including the portion of the 
existing street which must be improved to serve 
Hubbard Transportation System Plan  195 
Adopted June 29, 1999 
the development) is less than 250 feet, and 
b.  The existing roadway conditions and sections 
are adequate to handle existing and projected 
traffic loads, and 
c.  Existing public utilities (water, sanitary sewer, 
and storm sewer) located within the existing 
roadway are adequate, or can be improved 
without damaging the existing roadway surface. 
In lieu of the street improvement requirements outlined 
in Section 2.204.03 (F) (I) above, the Planning 
Commission, under a Type I1 procedure, may elect to 
accept from the applicant moneys to be placed in a fund 
dedicated to the hture reconstruction of the subject 
street(s).  The amount of moneys deposited with the 
City shall not be greater than 100 percent of the 
estimated cost of the full street improvements 
(including associated storm drainage improvements). 
Cost estimates shall be based from a preliminary design 
of the reconstructed street provided the applicant's 
engineer and shall be approved by the City Engineer.  If 
the City Council elects to accept these moneys in lieu of 
the street improvements, the applicant shall also record 
against all lots or parcels a "Construction Deferral 
Agreement and Waiver of Rights to Remonstrate for 
Street and Storm Drainage Improvements" approved by 
the City Attorney.  The construction deferral agreement 
should be worded such that the subject properties will 
be responsible for paying a minimum of 50 percent of 
the costs of the future street and storm drainage 
improvements to the subject street minus the value (at 
the time the street is constructed) of the money 
deposited with the City by the applicant plus an 
accumulated interest, e.g. (50 percent minus (deposit 
plus interest)).  A separate "Waiver of Rights to 
Remonstrate" may be required for future improvements 
or other public utilities. 
4.  All required public utilities shall be installed as part of 
the street construction process. 
G.  Cul-de-sacs.  The use of cul-de-sacs and other dead-end streets 
shall be discouraged and shall only be approved upon showing 
Hubbard Transportation System Plan  196 
Adopted June 29, 1999 
by the applicant of unusual or unique circumstances justifLing 
the use of such a street.  In cases where cul-de-sacs are 
determined to be justified they shall only be permitted subject 
to the following conditions: 
1.  There shall be no cul-de-sacs more than 400 feet in 
length. 
2.  All cul-de-sacs shall terminate with circular turn- 
arounds, except where the Planning Commission finds 
that  a "pear" or "hammerhead" turnaround is more 
appropriate given the topography, natural, or built 
features, and expected use.  Such variations shall be 
approved by the City Engineer and emergency services 
providers. 
3.  An accessway shall be provided consistent with the 
standards as determined by the Planning Commission to 
be necessary to  insure safe, efficient, and convenient 
multi-modal access. 
For the purpose of this section, "unusual or unique 
circumstance" exist when slopes are 8 percent or more, 
wetlands or a body of water are present, existing development 
on adjacent property prevents a street connection. 
For the purpose of this section "accessway" means a walkway 
that provides pedestrian and/or bicycle passage either between 
streets or from a street to a building or other destination such 
as a school, park, or transit stop.  Accessways generally 
include a walkway and additional land on either side of the 
walkway, often in the form of an easement or right-of-way, to 
provide clearance and separation between the walkway and the 
adjacent uses.  Accessways through parking lots are generally 
physically separated from adjacent vehicle parking or parallel 
vehicle traffic by curbs or similar devices including landscaping, 
trees, and lighting.  Where accessways cross driveways, they 
are generally raised, paved, or marked in a manner that 
provides convenient access for pedestrians. 
H.  Street Names.  Street names and numbers shall conform to the 
established pattern in the City and shall be subject to the 
approval of the Planning Commission, City staff, and 
emergency service agencies. 
Hubbard Transportation System Plan  197 
Adopted June 29, 1999 
I.  Grades and Curves.  Grades shall not exceed 8 percent on 
public or private streets.  To provide for adequate drainage, all 
streets shall have a minimum slope of 0.5 percent.  On 
arterials there shall be a tangent of not less than 100 feet 
between reversed curves. 
J.  Marginal Access Streets.  If a development abuts or contains 
an existing or proposed arterial street, the Planning 
Commission may require marginal access streets, reverse 
frontage lots with suitable depth, screen planting contained in a 
non-access reservation along the rear or side property line, or 
such other treatment as may be necessary for adequate 
protection of residential properties and to afford separation of 
through and local traEc.  Consideration shall be given for 
pedestrian routes. 
K.  Clear Vision Areas.  Clear vision areas shall be maintained on 
corner lots at the intersection of all public streets and at the 
intersections of a public street with a private street, alley or 
drive which serves more than three parcels.  No structure or 
planting shall be permitted within a clear vision area which 
would impede visibility between a height of 30 inches and  10 
feet above the curb grade of the intersecting streets. 
Clear vision areas are as defined in Section 1.200 (definitions), 
2.203.07(1) and 2.209.07. 
Driveways and points of access.  Approaches shall be constructed 
according to City standards for residential and commercial users 
and shall meet the minimum separations of five (5) feet between 
residential driveways, 22 feet between commercial, industrial, and 
institutional driveways, and 20 feet from an intersection for local 
streets.,  Spacing 
standards for ~rivate  onto maior and minor 
arterial, and collector streets shall conform to the standards 
established in the street desi~n  of the Transportation 
Svstem Plan.  The separation shall be measured between the 
nearest outside edges of each access lanes and the edge of the 
radius on the street.  Adjoining properties are encouraged to 
combine accesses. For public safety purposes and wherever 
possible, driveways shall align with the access points to properties 
across the street and other street intersections.  Where impractical 
due to lot configuration, driveways shall be as approved by the 
City's Public Works Superintendent. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
M. Swacin~  Public Road Intersections.  Swacing: between 
public road intersections for each functional class of road shall 
conform to standards established in the street desi~n  of 
the Transportation Svstem Plan. 
N.  Parkwav Striw Landscaoin~. lands caw in^ and wlant 
materials used in the warkwav striw is subiect to the ~rovisions 
of 2.207. 
2.202.04  General Right-of-way and Improvement Widths 
The following standards in the Street Desim Standards Table are 
general criteria for all tvwes of public streets, bikeways, parkway 
strips, and sidewalks in the City of Hubbard.  These standards shall be 
the minimum requirements for all streets, bikeways, and pedestrian 
facilities except where modifications are permitted under Section 
2.202.05. 
The Street Desipn Standards Table lists several o~tions  local 
streets.  The street desi~n  of the TSP establishes ~uidelines 
for selection of the awwrooriate local street o~tion. The TSP 
identifies the concewtual location of some new collector streets 
that shall be built as specified bv Phase 2 desi~n 
Hubbard Transportation System Plan  199 
Adopted June 29, 1999 
STREET DESIGN STANDARDS TABLE 
*AH dimensions given in feet 
1.  See Appendix D for drawings of street designs 
2.  The city will be responsible for landscape maintenance in the parkway strip 
3.  IncludesO.5'curt, 
4.  Greater widths may be required at intersections to accommodate turn lanes 
5.  Phase I changes to Phase I1 when traf6c volume exceeds 3,000 ADT, or safety issues become a concern. 
6.  Additional on-site parking is required for Local Street Options A,  B, and C:  1, 2, and 3  family dwellings, including manufactured homes,  and multi- 
family dwellings shall have three (3) parking spaces per dwelling unit. 
Hubbard Transportation System Plan  200 
Adopted June 29, 1999 
2.202.05  Modification of Right-of-way and Improvement Width 
The Planning Commission, pursuant to the review procedures of 
Section 3.203, may allow modification to the public street standards of 
Section 2.202.04, when both of the following criteria are satisfied: 
A.  The modification is necessary to provide design flexibility in 
instances where: 
1.  unusual topographic conditions require a reduced width 
or grade separation of improved surfaces; 
2.  parcel shape or configuration precludes accessing a 
proposed development with a street which meets the 
full standards of Section 2.202.04; 
3.  a modification is necessary to preserve trees or other 
Hubbard Transportation System Plan  20 1 
Adopted June 29, 1999 
natural features determined by the Planning 
Commission to be significant to the aesthetic character 
of the area; or 
4.  a Planned Unit Development is proposed and the 
modification of street standards is necessary to provide 
greater privacy or aesthetic quality to the development. 
B.  Modification of the standards of Section 2.202.04 shall only be 
approved if the Planning Commission finds that the specific 
design proposed provides adequate vehicular access based on 
anticipated traffic volumes. 
2.202.06  Construction Specifications 
Construction specifications for all public streets shall comply with the 
criteria of the most recently adopted public workslstreet standards and 
Trans~ortation System Plan of the City of Hubbard. 
2.202.07  Private Streets 
A.  Private streets shall only be allowed where the applicable criteria of 
Section 2.208.03 (C) are satisfied. Private streets shall comply 
with the following minimum standards: 
Number of Dwellings Served  Easement or Tract Width  Surface Width 
1-3  25 feet  18 feet 
3 -4  25 feet  24 feet 
4 or more  30 feet  28 feet 
*Note:  If narrower streets are developed as part of Section 2.202.04 
of the Code, more on site parking is required. 
B.  If more than one ownership is served by the private street or 
drive, a common access easement of not less than 30 feet in 
width shall be required.  The Planning Commission may require 
an increased surface width if deemed necessary to provide 
adequate access to commercial or industrial uses.  Prior to any 
requested private street or drive adoption, the City requires the 
private drive or street to meet minor street standards as put 
forth in Section 2.202.04 of the Code. 
C.  All private streets serving more than one ownership shall be 
constructed to the same cross-sectional specifications required 
for public streets.  Provision for the maintenance of the street 
Hubbard Transportation System Plan  202 
Adopted June 29, 1999 
shall be provided in the form of a maintenance agreement, 
home owners association or other instrument acceptable to the 
City Attorney. 
D.  A turn-around  shall be required for any private residential 
street in excess of 150 feet long, which has only one outlet and 
which serves more than three residences.  Non-residential 
private streets serving more than one ownership shall provide a 
turn-around  if in excess of 200 feet long and having only one 
outlet.  Turn-arounds for private streets shall be either a 
circular turn-around with a minimum paved radius of 3 5 feet, 
or a "tee" turn-around with a minimum paved dimension across 
the "tee" of 70 feet. 
E.  The Planning Cornmissiori may require provisions for the 
dedication and fkture extension of a public street. 
F.  The City does not accept transfer of private streets to public streets unless 
the 
private street meets the City's construction standards at the time of 
acceptance and the construction inspected by the City Public Works 
Department and City Engineer during construction.  Streets constructed to 
City standards, or those that provide evidence of compliance with City 
standards, (such as, but not limited to, providing core samples), inspected, 
and approved by the City and public emergency services agencies, may be 
eligible for transfer to public ownership if approved by the Planning 
Commission during a public hearing. 
OFF-STREET PARKING AND LOADING 
Purpose 
The purpose of this Section is to provide adequate areas for the 
parking, maneuvering, loading and unloading of vehicles for all land 
uses in the City of Hubbard. 
Scope 
Development of off-street parking and loading areas for commercial, 
industrial, institutional, or multi-family development shall be subject to 
the Site Development Review procedures of Section 3.105 and shall 
be reviewed pursuant to Section 3.203.  These sections are applicable 
to single family and duplex development, where stated. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
The provisions of this Section shall apply to the following types of 
development: 
A.  any new building or structure erected after the effective date of 
this Ordinance; 
B.  the construction or provision of additional floor area, seating 
capacity or other expansion of an existing building or structure; 
or 
C.  a change in the use of a building or structure which would 
require additional parking spaces or off-street loading areas 
under the provisions of this Section; or 
D.  the operation of an outdoor business or activities with outdoor 
uses. 
2.203.03  Location 
Off-street parking and loading areas shall be provided on the same lot 
with the main building, structure or use except that: 
A.  in any residential zone, automobile parking areas for dwellings 
and other uses permitted in a residential zone may be located 
on another lot if such lot is within 200 feet of the lot containing 
the main building, structure or use; and 
B.  in any non-residential zone, the parking area may be located off 
the site of the main building, structure or use if it is within 500 
feet of such site. 
2.203.04  Joint Use 
Parking area may be used for a loading area during those times when 
the parking area is not needed or used.  Parking areas may be shared 
subject to Planning Commission approval for commercial and 
industrial uses where hours of operation or use are staggered such that 
peak demand periods do not occur simultaneously. The requirements 
of Section 2.203.05 may be reduced accordingly.  Such joint use shall 
not be approved unless satisfactory legal evidence is presented which 
demonstrates the access and parking rights of parties. 
2.203.05  Off-Street Automobile Parking Requirements 
Off-street parking shall be provided as required by Section 2.203.08 
and approved by the Planning Commission in the amount not less than 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
listed below. 
Parking requirements for residential units, including "stick-built" and 
manufactured homes, require the construction of a garage. 
Manufactured homes located in mobile home parks are required to 
install either a garage or carport. 
B.  Multi-family dwellings  P spaces per dwelling unit 
1) Narrow street development option 
A.  1, 2, and 3 family dwellings, 
including manufactured homes 
1) Narrow street development 
option [A, B, & C)  from Section 
2.204.04 
2 spaces per dwelling unit 
3 spaces per dwelling unit 
JA. B, & C) from section 2.204.04 
C.  Hotel, motel and boarding 
of the heaviest uses being 
as hotel, restaurant, auditorium 
3 spaces per dwelling unit 
1 space per guest room plus 1 space for the 
house 
D.  Club, lodge 
owner or manager 
Spaces sufficient to meet the combined rninimun 
E.  Hospital, nursing home 
F.  Church, auditorium, stadium, 
1 space per two beds 
1 space per 4 seats or every 8 feet of bench 
theater 
G.  Elementary or Junior High 
length 
2 spaces per classroom, plus off-street loading 
School 
H.  High School 
facility 
1 space per six students the school is designed tc 
accommodate, plus off-street student loading 
I.  Bowling alley, skating rink, 
facility 
1 space per 100 sq. A. of gross floor area 
community center 
J.  Retail store, except as provided  1 space per 400 sq. ft. of gross floor area 
in "K" 
K.  Service or repair shop, retail 
store handling exclusively bulky 
merchandise such as automobiles or 
1 space per 600 sq. ft. of gross floor area 
furniture 
L.  Bank, office buildings, medical and 1 space per 200 sq. ft. of gross floor area 
dental clinic 
M.  Eating and drinking establishment 
I 0. Municipal and governmental  11  space per 400 sq. R. 
1 space per 250 sq. ft. of gross floor area 
N.  Wholesale establishment 
I  P  Industrial, manufacturing and 
1 space per 1,000 sq. A.  of gross floor area, plu: 
1 mace Der 700 sa. ft. of retail area 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
1. 
2. 
3. 
4. 
5. 
R  Outdoor and other uses.  Other uses not specially listed above shall fUrnish parking as 
required by the Planning Commission.  The Commission  shall use the above list as a 
guide for determining requirements for said other uses. 
1. 
2. 
2.203.06  Off-Street Loading Requirements 
processing: 
1.  0-24,900 sq. ft. 
2.  25,000-49,999 sq. ft. 
3.  50,000-79,999 sq. ft. 
4.  80,000-199,999 sq. ft. 
5.  200,000 sq. ft and over 
Off-street loading space shall be provided as listed below: 
1 space per 700 sq. ft. 
1 space per 800 sq. ft. 
1 space per 1,000 sq. ft. 
1 space per 2,000 sq. ft. 
1 space per 3,000 sq. ft. 
Q.  Warehousing and storage 
distribution terminals  (air, rail, truck, 
water, etc.): 
1.  0-49,999 sq. ft. 
2.  50,000 sq. ft. and over 
A.  Commercial ofice buildinas shall require a minimum loading space 
size of 12 feet wide, 20 feet long and  14 feet high in the following 
amounts: 
1 space per 2,000 sq. ft. 
1 space per 5,000 sq. ft. 
1.  Less than 30,000 square feet = 0 spaces 
2.  More than 30,000 to 100,000 square feet = 1 space 
3.  More than 100,000 square feet = 2 spaces 
B.  All other commercial or industrial buildinns shall require a minimum 
loading space of 12 feet wide, 30 feet long and 14 feet high in the 
following amount: 
1.  Less than 5,000 square feet = 0 spaces 
2.  More than 5,000 to 30,000 square feet = lspace 
3.  More than 30,000 to 100,000 square feet = 2 spaces 
4.  More than 100,000 square feet = 3 spaces 
2.203.07  Parking and Loading Area Development Requirements 
All parking and loading areas shall be developed and maintained as follows: 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
A.  Surfacing.  All driveways, parking, maneuvering and loading areas 
shall have a durable, hard surface.  In residential areas and for all 
residential uses, either a minimum of 2 112 inches of asphalt over a 6 
inch aggregate base or 4 inches of Portland cement concrete shall be 
provided. In commercial, industrial, and institutional areas either a 
minimum of 3  inches of asphalt over a 6 inch aggregate base or 5 
inches of Portland cement concrete shall be provided. 
If approved by the Planning Commission, areas adjacent parking lots 
used exclusively for storage of materials, supplies, and/or products 
may surface the area with rock or gravel.  Excluding asphalt, tar, 
andlor concrete, the area must conform to Public Works road 
standards in regards to content, consistency, and material size and 
type. 
B.  Size of Parking Spaces and Driveways.  The following standards shall 
apply to all parking areas and driveways: 
1.  One-way drives shall have minimum improved width of at least 
12 feet, exclusive of parking spaces. 
2.  Two-way drives shall have a minimum improved width of at 
least 20 feet, exclusive of parking spaces. 
3.  The minimum width of any parking space shall be 8 112 feet, 
exclusive of driveways. 
4.  The minimum length of any parking space shall be 20 feet, 
exclusive of driveways. 
C.  Screening.  When any public parking or loading area is within, or 
adjacent to a residential zone, such parking or loading area shall be 
screened from all residential properties with an ornamental fence, wall 
or hedge of at least 4 feet in height but not more than 6 feet in height. 
Screening height maximums along alleyways may be required less than 
6 feet due to vision clearance and other safety issues.  Determination 
shall be made by the City during final plat or plan review. 
D.  Liehting.  Any light used to illuminate a parking or loading area shall 
be arranged to be directed entirely onto the loading or parking area, 
shall be deflected away from any residential use and shall not cast a 
glare or reflection onto moving vehicles on public rights-of-way. 
E.  Areas used for parking and maneuvering shall be maintained 
adequately for all-weather use and so drained as to avoid flow of water 
across sidewalks. 
Hubbard Transportation System Plan  207 
Adopted June 29, 1999 
F.  Except for parking to serve residential uses, parking and loading areas 
adjacent to residential zones or adjacent to residential uses shall be 
designed to minimize disturbance of residents. 
G.  Groups of more than four parking spaces shall be so located and 
served by a driveway that their use will require no backing movements 
or other maneuvering within a street right-of-way other than an alley. 
H.  Service drives to off-street parking areas shall be designed and 
constructed to facilitate the flow of traffic, provide maximum safety of 
traffic access and egress and the maximum safety of pedestrians and 
vehicular traffic on the site. 
I.  Service drive exits shall have a minimum vision clearance area formed 
by the intersection of the driveway centerline, the street right-of-way 
line, and a straight line joining said lines through points 15 feet from 
their intersection in accordance to Section 2.209.07 of the Code. 
J.  Parking spaces along the outer boundaries of a parking area shall be 
contained by a curb or a bumper rail at least 4" high, located a 
minimum of 3 feet from the property line, to prevent a motor vehicle 
from extending over an adjacent property or a street. 
K.  Clear Vision Areas.  Clear vision areas shall be maintained on corner 
lots at the intersection of all public streets and at the intersections of a 
public street with a private street, alley, or driveway that serves more 
than three parcels.  No structure, object, or planting shall be permitted 
within a clear vision area that would impede visibility between a height 
of 30 inches and 10 feet above the curb grade or the intersecting 
streets.  Clear vision areas shall extend a set distance in accordance 
with Section 2.209.07 of the Code. 
Hubbard Transportation System Plan  208 
Adopted June 29, 1999 
2.203.08  General Provisions Off-Street Parking and Loading 
A.  The provision and maintenance of off-street parking and loading space 
is a continuing obligation of the property owner.  No building permit 
shall be issued until plans are presented that show property that is and 
will remain available for exclusive use as off-street parking and loading 
space.  The subsequent use of property for which the building permit is 
issued shall be conditional upon the unqualified continuance and 
availability of the amount of parking and loading space required by this 
Ordinance.  Should the owner or occupant of any lot or building 
change the use to which the lot or building is put, thereby increasing 
off-street parking and loading requirements, it shall be unladl and a 
violation of this Ordinance to begin or maintain such altered use until 
such time as the increased off-street parking and loading requirements 
are observed. 
B.  Requirements for types of buildings and uses not specifically listed 
herein shall be determined by the City Recorder based upon the 
requirements of comparable uses listed and expectations of parking 
and loading need. 
C.  In the event several uses occupy a single structure or parcel of land, 
the total requirements for off-street parking shall be the sum of the 
requirements of the several uses computed separately, unless a 
reduction is approved for shared parking pursuant to Section 2.203.04 
above. 
D.  Required parking spaces shall be available for the parking of operable 
passenger automobiles of residents, customers, patrons and employees 
only, and shall not be used for storage of vehicles or materials or for 
the parking of trucks used in conducting the business or use. 
E.  Accessways through parking lots are usually physically separated 
from adjacent vehicle parking or parallel vehicle traffic by curbs or 
similar devices including landscaping, trees, and lighting.  Where 
accessways cross driveways, they are generally raised, paved, or 
marked in a manner that provides convenient access for pedestrians. 
2.203.09  Parking of Bicycles 
A.  Bicycle parking shall be provided as part of all new multi-family 
residential development of four or more new retail, office, and 
institutional development.  Bicycle parking shall also be required for 
expansions and other remodeling that increases the required level of 
automobile parking. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
B.  The required minimum number of parking spaces is specified in the 
following table. 
I physical disabilities  I whichever is greater 
Land Use Category 
Institutional 
Schools - Elementary & Jr. Hi.  1  4 spaces per classroom  1  100% 
Minimum Required Bicycle 
Parking Spaces 
Minimum Covered 
Amount 
Residential 
Commercial 
Multi-family - general 
Multi-family - seniors or with 
Retails Stores 
Auto-oriented Services 
Groceries/Supermarkets 
Office 
Restaurant (Including drive-in's) 
Shopping Center 
1 space per unit 
4, or 1 space per 5 units, 
0.33 space per  1000 ft2 
2 or 0.33 space per 1000 ft2, 
whichever is greater 
0.33 space per 1000 ft2 
2 or 112 space per 1000 ft2, 
Banks & Financial 
Institutions 
Theaters 
100% 
100% 
5 0% 
10% 
10% 
10% 
whichever is greater 
1 space per 1000 ft2 
0.33 space per 1000 ft2 
Warehouse 
(  whichever is greater 
25 % 
5 0% 
Industrial 
Industrial  1  2 or 112 space per  1000 ft 2,  I  100% 
2 or 0.33 space per  1000 ft2, 
whichever is greater 
1 space per 30 seats 
Manufacturing 
C.  At a minimum bicycle parking facilities shall be consistent with the 
following design guidelines: 
10% 
10% 
whichever is greater 
2 or 0.1 space per 1000 ft2, 
1)  Bicycle parking shall be convenient and easy to find.  Where 
necessary, a sign shall be used to direct users to the parking 
facility. 
100% 
whichever is greater 
2 or 0.15 space per 1000 ft2, 
Hubbard Transportation System Plan  210 
Adopted June 29, 1999 
100% 
2)  Each bicycle parking space shall be at least 2 feet by 6 feet 
with a vertical clearance of 6 feet. 
3)  An access aisle of at least 5 feet shall be provided between 
each row of bicycle parking. 
4)  Bicycle parking facilities shall offer security in the form of 
either a lockable enclosure in which the bicycle can be 
stored or a stationary object, i.e., a "rack," upon which the 
bicycle can be looked.  Structures that require a user- 
supplied lock shall accommodate both cables and U-shaped 
locks and shall permit the frame and both wheels to be 
secured, (Removing the front wheel may be necessary.) 
Note:  Businesses may provide long-term, employee parking 
by allowing access to a secure room within a building, 
although, additional short-term customer parking may also 
be required. 
5)  The rack shall support the bicycle in stable position without 
damage. 
SITE AND LANDSCAPING DESIGN 
Purpose 
A.  The purpose is to guide the planting and maintenance of landscaping 
materials; 
B.  to enhance the appearance of the City, providing areas for outdoor 
recreation and to: 
1.  provide shade and windbreaks where appropriate to conserve 
energy in building and site design; 
2.  buffer and screen conflicting land uses; 
3.  provide for the landscaping of parking areas to facilitate 
vehicular movement and break up large areas of impervious 
surface; and 
4.  promote public safety through appropriate design principles; and 
5.  encourage ~rovision of screeninp and bufferinp to mitipate for 
Hubbard Transportation System Plan  211 
Adopted June 29, 1999 
visual and sound im~acts related to railroad. 
C.  to prevent or reduce erosion potential within developments by 
providing appropriate landscape materials. 
2.207.05  Screening and Buffering 
A.  Screening shall be used to eliminate or reduce the visual impacts of the 
following: 
1.  service areas and facilities, including garbage and waste 
disposal containers, recycling bins and loading areas; 
2.  outdoor storage and outdoor display areas; 
3.  parking areas for 20 or more vehicles for multi-family 
developments, or 30 or more vehicles for commercial or 
industrial uses; 
4.  at and above-grade electrical and mechanical equipment, such as 
transformers, heat pumps, and air conditioners; and 
5.  any other area or use as required by this Ordinance 
B.  Screening may be accomplished by the use of sight-obscuring plant 
materials (generally evergreens), earth berms, walls, fences, building 
parapets, building placement or other design techniques. 
C.  Buffering shall be used to mitigate adverse visual impacts, dust, noise 
or pollution, and to provide for compatibility between dissimilar 
adjoining uses.  Where buffering is determined to be necessary, one of 
the following buffering alternatives 
shall be employed: 
1.  Planting Area:  Width not less than fifteen (15) feet, planted 
with the following materials: 
a.  at least one row of deciduous or evergreen trees staggered 
and spaced not more than fifteen (15) feet apart; 
b.  at least one row of evergreen shrubs which will grow to 
form a continuous hedge at least five (5) feet in height 
within one (1) year of planting; and 
Hubbard Transportation System Plan 
Adopted June 29,  1999 
c.  lawn, low-growing evergreen shrubs or evergreen 
ground cover covering the balance of the area. 
2.  Berm Plus Planting Area:  Width not less than ten (10) feet, 
developed in accordance with the following standards: 
a.  Berm form should not slope more than forty (40) 
percent (1:2.5) on the side away from the area screened 
from view.  The slope for the other side (screened area) 
may vary. 
b.  A dense evergreen hedge shall be located so as to most 
effectively buffer the proposed use. 
3.  Wall Plus Planting Area:  Width must not be less than five (5) 
feet developed in accordance with the following standards: 
a.  a masonry wall or fence not less than five (5) feet in 
height; and 
b.  lawn, low-growing evergreen shrubs, and evergreen 
ground cover covering the balance of the area. 
4.  Other methods which produce an adequate buffer considering the 
nature of the impacts to be mitigated, may be used, as approved by 
the Planning Commission. 
D.  Screeninp and buffering is encoura~ed alonp the railroad ri~ht- 
of-way to mitigate for  rail-related sound and visual impacts. 
2.208.04  Standards for Blocks 
A.  General.  The length, width and shape of blocks shall be designed with 
regard to providing adequate building sites for the use contemplated; 
consideration of needs for convenient access, circulation, control and 
safety of street traffic including pedestrians and bicyclists; and 
recognition of limitations and opportunities of topography. 
B.  Sizes.  Blocks shall not exceed 1,600 feet in perimeter between street 
lines, except blocks adjacent to maior arterial streets, or unless the 
previous adjacent development pattern or topographical conditions 
justifjr a variation.  The recommended minimum distance between 
intersections on maior arterial streets is 1,320 feet or more.  Blocks 
that exceed 600 feet in length shall be reauire to provide 
additional vedestrian and bikewav accesses. 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
2.208.05  Improvement Requirements 
A.  Partitions.  During the review of partition proposals, the City may 
require as a condition of approval, the improvement of 
1.  public streets upon which the property fronts to public 
standards per Section 2.20 1.03 of the Code.  Improvements 
may include: surfacing from center line to curb, installation of 
curbing, storm sewers, sanitary sewers, water lines and other 
necessary public utilities; 
2.  sidewalks, five feet in width, and bikeways along public street 
frontage per Section 2.201.03 of the Code; and 
3.  private driveways serving flag lots, per the requirements of 
Section 2.202.07.  All improvements required as a condition of 
approval of a i&w partition shall be completed prior to the 
issuance of any building permits for the subject property. 
All improvements required under this Section shall be completed or assured 
through a performance bond or other instrument acceptable to the City 
Attorney prior to the approval of the final plat of the partition. 
C.  Subdivisions.  The following improvements shall be required for all 
subdivisions in the City of Hubbard: 
1.  Frontage Improvements:  Full street improvements to full City 
standards shall be required for all public streets on which a 
proposed subdivision fronts.  Such improvements shall be 
blended to match with existing improved surfaces across the 
center line and for a reasonable distance beyond the frontage of 
the property.  Additional frontage improvements shall include: 
sidewalks, bikeways, curbing, parkway strips, storm sewer, 
sanitary sewer, water lines, other public utilities as necessary, 
and such other improvements as the City shall determine to be 
reasonably necessary to serve the development or the 
immediate neighborhood. 
2.  Project Streets:  All public or private streets within the subdivision 
shall be constructed as required by the provisions of Section 2.202. 
8.  Other: 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
a.  Curb cuts and driveway installations are fwt required of . . 
the subdivider, b&+h&&&  and  be according 
to the City standards. 
b.  Street tree planting is fwt required of the subdivider, 
b&++at&  ,- and shall be according to City 
requirements and of a species compatible with the 
width of the planting strip. 
Hubbard Transportation System Plan  215 
Adopted June 29, 1999 
Appendix F:  TSP Checklist and Written Review Comments 
Hubbard Transportation System Plan 
Adopted June 29, 1999 
Transportation System Plan Element  I  Completed 
PTJBLTC AND MTERAGENCY INVOLVEMENT 
Establish advisory committee 
Develop informational material 
Schedule meetings for public involvement 
Coordinate plan with other agencies 
Existing population and employment  x 
DETERMINE TRANSPORTATION NEEDS 
x 
x 
x 
x 
REVIEW EXISTING PLANS, POLICIES, STANDARDS, AND LAWS 
Review and evaluate existing comprehensive plan, OTP, Bicycle Master Plan, and 
nthcr 
x 
Forecast population and employment, coordinate with Marion County 
Determine transportation capacity needs:  trending forecast, cumulative analysis, 
transportation gravity model 
Other roadway needs:  safety, bridges, reconstruction, maintenance/reconstruction 
Freight transportation needs 
Public transportation needs 
Bikeway needs 
x 
x 
x 
x 
x 
x  , Pedestrian needs  x 
Update community goals and objectives 
Establish evaluation criteria 
Develop and evaluate alternatives 
DEVELOP AND EVALUATE ALTERNATIVES 
x 
x 
.No-build  system 
.Elements  common to all build alternatives:  safety, completion of certain facilities 
Hubbard Transportation System Plan  2 17 
Adopted June 29,  1999 
x 
x 
.Transportation  system management 
.Transportation  demand management 
.Transit  alternative 
x 
NA 
NA 
*Improvements/additions to roadway system  x 
*Land use plan alternative  x 
*Combination alternatives  x 
Select recommended alternative  x 
PRODUCE A TRANSPORTATION SYSTEM PLAN 
*Transit facilities 
*Special transit services 
*Inter-city bus and passenger rail  (services and connections in Woodburn and Salem 
x 
x 
x 
noted) 
Bikeway system element 
Pedestrian system element 
Airport element 
*Land use compatibility 
*Future im~rovements 
x 
x 
x 
x 
x 
*Accessibility/connections/conflicts  other modes 
Freight rail element 
*Terminals. safetv 
x 
x 
x 
Water transportation element 
*Terminals 
Pi~eline 
I PLAN REVIEW AND COORDINATION 
NA 
NA 
NA 
Parking Plan 
Transportation system management 
Transportation Demand Management Element 
Recommended 
NA 
NA 
I Date  I  planned June-  1 
Consistency with ODOT and other applicable plans 
IMPLEMENTATION 
Ordinances  I  x 
x 
ADOPTION 
*Facilities, services, and improvements not ordinarily subject to land use regulations 
*Facilities, services, and improvements permitted outright or subject to clear objective 
NA not applicable 
x 
x 
standards 
*Facilities, services, and improvements having a significant impact on land use or 
subject to standards that require interpretation or judgment: 
**Review and approval process consistent with 660-12-050 
**Consolidated review of land use decisions required to permit a transportation 
~roiect 
Hubbard Transportation System Plan 
Adopted June 29,1999 
x 
x 
x 
TSP REVIEW COMMENTS 
The draft TSP was distributed to members of the Transportation Advisory Committee, 
Hubbard City Council and Planning Commission, Hubbard City Planner, Hubbard Public 
Works, Marion County Public Works, ODOT, and DLCD for review.  All formally 
submitted written review comments are included in the following section.  Comments from 
the TAC, Hubbard Public Works, and Marion County Public Works were generally 
addressed as the draft was prepared. 
Hubbard Transportation System Plan  219 
Adopted June 29,  1999 
Oregon Department of Transportation 
MEMORANDUM 
May 21, 1999 
TO:  Jeanne Fromm; 
FRQM:  DJ Heffernan 
CC:  Bob Cortright, TG  e Estrada, City of Hubbard 
SUBJECT:  Hubbard Draft TSP 
MID WlLlAMETiE VAW 
COUNCIL  of  GOVERNMENTS 
The purpose of this memo is to present comments and suggestions for the draft Hubbard 
Transportation System Plan. The overall quality of the document is excellent. The amount 
of  information  presented  exceeds  what  is  typically  found  in  a  small-city  TSP.  The 
document is well organized, thoroughly documented, and easy to  read. There are data 
and figures missing in several locations, such as the missing cost estimates in Table 27. 
We presume these omissions will be included in the final draft. 
Community Activity Centers and Destinations 
The Transportation  Planning Rule (TPR) requires communities to identify activity centers 
and demonstrate that these destinations are appropriately served  by the transportation 
system.  In  Hubbard,  existing  activity  centers  presumably  include  the  downtown,  the 
southeast industrial area, the post office, and city parks. The TSP shows the location of 
these destinations on various maps, but the plan does not discuss these destinations as 
Activity  Centers  per se,  nor does the plan review the  required linkages between these 
destinations per the TPR (OAR 660-1 2-020 (2), 045(3), and 045(6)). 
On reviewing the proposed policies and recommended improvements to the street, bike 
and pedestrian system, one finds that adequate linkages are proposed to serve existing 
activity centers. The plan would be improved if there were a general discussion of the 
need to  link  activity  centers  with  an  emphasis  on  facilities that  permit travel to  these 
destinations via alternative modes. 
One of the  city's  comprehensive plan  policies  is to  construct  an elementary  school  in 
Hubbard (Comprehensive Plan Policy 4.2). The TSP also references the need for a city 
park east of HWY 99. While it may not possible to identify the location of these facilities at 
Hubbard TSP Comments 
this time, the plan could mention the need to provide multi-modal access to these facilities 
when they are developed. 
It  appears  there  is  some  introductory text  missing from  the  CIPIFinance  section  that 
begins  in  mid-stream  on  p.  124? Also,  there  is  a  reference to  Table  25  in  the  last 
paragraph on p. 124. Should this be Table 27? Table 24, which begins on p. 122, would 
be easier to understand if it came after the discussion about finance and the CIP (i.e., at 
the very end of the document). 
The Finance chapter presents a good summary of funding resources, but not much of a 
roadmap for how the city intends to finance the needed improvements. The city's street 
SDC seems very low at $427 given the scale of the improvement program. Do they intend 
to updatelincrease the street SDC as an outgrowth of this plan? What part of the CIP will 
be financed with SDCs? 
The plan would be strengthened if it included an estimate of that portion of the CIP that is 
"unfunded". It seems that by subtracting anticipated SDC revenue and gas-tax receipts 
that  are pledged to  system  improvements,  it  should  be possible to  estimate  program 
funding that needs to come from "other sources". The other sources would include higher  ., 
SDCs (if the city approves them), higher gas-tax revenue (if the tax increases), and the 
laundry list of local, state and federal sources outlined on pages 125-127. 
An  SDC  forecast  can  be  developed  using  the  city's  existing  fee  structure  and 
methodology.  If  their  street  SDC  is  like  most  cities,  it  is  trip-based.  Assuming  the 
community will get the level of development forecast in the plan, an SDC forecast can be 
calculated in two parts: residential and non-residential. The residential forecast is equal to 
the  city's  standard  residential fee  ($425)  times  projected  new  residential  units.  For 
commercial  and  industrial  fees,  revenue  can  be  estimated  using  average  trips  per 
developed acre times the standard trip-fee.  For example, use 10 ADT  per single family 
residence as the trip basis and assume that the city will collect $425 for every  10 trips 
generated  by  new  commercial  and  industrial  development.  SDC  receipts  from 
redevelopment should not be that significant. 
The combined SDC and gas tax revenue represents the funded portion of the program. 
At least this will give the city some idea of the scale of the funding gap for their street CIP. 
Development Code 
We understand that the city has been working on its development code and that the final 
draft will include relevant sections in Appendix D.