D r a f t Repor t Sublimity Interchange Area Management Plan Prepared for Oregon Department of Transportation December 2005 Prepared by CH2MHlLL SUBLIMITY-{AMP-V2 DOC Exhibit "B" Printed on c@ Recycled and Recyclable Paper Acknowledgments - Project Staff - Oregon Department of Transportation Dan Fricke, Project Manager CH2M HILL Donna Kilber-Kennedy Michael Mofhann Diane Kesbner Tung Le Cheryl Yoshida Terry Y uen Dave Simmons Christopher Wright Jeanne Lawson Associates, Inc. Jamie Damon Kristen Kibler - Public Agency Contributors - City of Stayton Gerry Aboud, Mayor Mike Faught, Public Works Director Steve Goeckritz, Community Development Director City of Sublimity Gene Ditter, City Councilman Alan Frost, Public Works Director Mid-Willamette Valley Council of Govt's Judith Ingram Moore - Public Agency Contributors, cont. - Marion County Mike McCar thy, Transportation Engineer Lee Sasaki, Principal Planner Bill Worcester, Community Development Oregon Department sf Transgostation Eric Havig, Region 2 Project Development Manager Vivian Payne, Area 3 Mmager Jerry Rosenblad, Roadway Desiper Bill Swanson, Preliminary Designer Robert Trevis, Region 2 Access/Development Review Coordinator Jack Lee, Region 2 Planning/Development Review Manager Lisa Ansell, Project Manage1 Steve Cooley, Region 2 Tech Center Manager Carol Cartwright, Region 2 Roadway Manager Geny Juster, Region 2 Access/Development Review Coordinator Bruce Erickson, Region 2 Traffic Manager Angela Kargel, Regon 2 Traffic E n p e e r Don Jordan, District 3 Manager Dan Knoll, Region 2 Public Information Representative Dorothy Upton, Transportation Analyst (Transportation Planning Analysis Unit) Kent Belleque, Senior Interchange Engneer (Roadway Engineering) Federal Highway Administration Anthony Boesen, Region 2 Liaison Engneer PDX1052070004-USR DOC Contents Section Page . . Abbreviations and Acronyms ....................................................................................................... vli Executive Summary ................................................................................................................. . ES-1 1 Background .......................................................................................................................... 1-1 ................................................................................................................. Purpose and Intent 1-1 ..................................................................................................................... Problem Context 1.1 Project History and Phasing ......................................*.~........................................*............l . 2 ................................................................................. Interchange Function .................... . 1-3 Goals and Objectives ........................................................................................................... 14 1[ AMP Shtdy Area .............................. ..... ......................................................................... 1.5 Related Work Products ........................... ... .................................................................... 1-5 2 Existing Conditions Inventory and Data Analysis ........................................................ 2-1 Regulatory Framework ......................................................................................................... 2-1 Existing Land Use .................................................................................................................. 2-1 Transportation Facilities and Traffic Operations ............................................................... 2-3 Natural and Cultural Resources ................................................................................. 2-17 3 Future Conditions Analysis ...................... .- ............. - .............................. . ........................ 3-1 ................................................................................................................. Land Use Analysis 3-1 ................................................................................... Forecasted Traffic Operations -3-2 4 Alternatives Development and Analysis ................................................. -.* .................... .41 5 Interchange Area Management Plan ............................................. ......... - ........................ 5-1 Selected Alternative and Findings ....................................................................................... 5-1 Access Management Plan ..................................................................................................... 5-1 Physical Improvement Recommendations ......................................................................... 5 4 Traffic Management Recommendations ............................................................................ -5-5 Adoption and Implementation Process .............................................................................. 5-6 Tables Roadway Functional Classifications ................................................................................. 1-3 Maximum Volume to Capacity Ratios for Peak Hour Operating Conditions Outside of the Portland Metropolitan Area ..................................................................... 2-7 Existing Intersection Analysis Summary ......................................................................... 2-9 Five-Year Accident History: January 1, 1999 through December 31, 2003 ................ 2-11 Five-Year Accident History: January 1, 1999 through December 31, 2003 ................ 2-12 Five-Year Accident History: January 1, 1999 through December 31, 2003 ................ 2-13 Five- Year Accident History: January 1, 1999 through December 31, 2003 ................ 2-14 Five-Year Accident History: January 1, 1999 through December 31, 2003 ................ 2-15 ................ Five-Year Accident History: January 1, 1999 through December 31, 2003 2-16 PDW052370034.USR . DOC 111 CONTENTS. CONTINUED Section Page Tables Cont. ...................................................................................... Population/ Household Forecast 3-2 Employment Forecast ......................................................................................................... 3-3 ....................................................................... No Build Intersection Analysis Summary 3 4 Build Intersection Analysis Summary ............................................................................. 3-6 Minimum Spacing Standards Applicable to Freeway Interchanges ........................... 4 2 ............................................................... Existing Approaches along Cascade Highway 4-3 Oregon 22 Traffic Operations Analysis Summary ......................................................... 4 5 Stayton Traffic Operations Analysis Summary - Four-Lane Cascade Highway ....... 4-7 ....... Stayton Traffic Operations Analysis Summary - Two Lane Cascade Highway 4-8 Subllnuty Traffic Operations Analysis S - Alterna&ve 1 ............................. 410 Sublimity Traffic Operations Analysis S - Altemaljve 2 .........................*. 411 Sublimity Traffic Operations Analysis - Alternative 3 ............................. 41 2 Sublimity Traffic Operations Analysis aq- - Preferred Alternative ............... 4-14 Access Management Alternatives Summary ................................................................ 4-15 IAMP Access Deviations .................................................................................................... 5-3 Appendices Public Involvement Compliance with State and Local Plans, Policies and Regulations Existing M05 Turning Movement Counts Existing 2005 Traffic Operations Worksheets FEMA Flood Insurance Rate Map No Build 2025 Traffic Operations Worksheets Build 2025 Traffic Operations Worksheets Access Road Intersection Sight Distance Memo City of Sublimity Development Code Language Changes Memorandum of Understanding: City of Stayton and Marion County (Regarding Golf Lane Realignment) City of Sublimity IAMP Adoption Ordinance (Amends TSP and Comprehensive Plan) City of Sublimity Code Section 2.103.05 Amendment Ordinance City of Sublimity Code Section 2.106 Amendment Ordinance City of Sublimity Code Section 2.202.03 Amendment Ordinance City of Sublimity Zoning Map Amendment Ordinance Sublimity Interchange Management Area Overlay Zoning District Boundary City of Stayton IAMP Adoption Ordinance (Amends TSP and Comprehensive Plan) Marion County IAMP Adoption Ordinance (Amends TSP and Comprehensive Plan) CONTENIS. CONTINUED Figures (located at the end of each section) Stage 1 Interchange Area Improvements Stage 2 Interchange Area Improvements Study Area Zoning Existing Conditions (2005): Study Intersection Lane Configuration and Signal Control Existing Conditions (2005): 30th Highest Hour Turning Movement Volumes Potential Environmental Constraints No Build Conditions (2025): Sbdy Intermlion Lane Codiguraeon and S i p d Control No Build Conditions (2025): 30fh Hi@est Hou Movement Volumes Build Conditions (2025): Study Intersection L ration and Signal Control Build Conditions (2025): 30th Highest Hour Interchange Area improvements (Phase 1) Access Inventory: Approaches along Cascade mghway Proposed Access Management Treatments (Stayton) Stayton Queues Stayton Queues (Constrained Cascade Highway) Access Treatments (Sublimity): Alternative #1 Access Treatments (Sublimity): Alternative #2 Access Treatments (Sublimity): Alternative #3 Access Treatments (Sublimity): Preferred Alternative LAMP Access Inventory/ Ac tion List LAMP Access Inventory: Approaches and Properties PDX105PfM)04_USR DOC Abbreviations and Acronyms ADT A m CLOMR DEQ DLCD EA EFU ECSI FEMA FHWA HDM IAMP LOS LWI MCBFHA MOU NHS NRHP NWI OAR ODOT OHP OSHPO OTC OTIA OW OWRD PMT REA average dady traffic automatic traffic recorder Certified Letter of Map Revision (FEMA) Department of Environmental Quality Department of Land Conservation and Development EnvkonmenM Asxssmenl- Environmental Cleanup Site Infomation (DEQ database) Federal ]Emergency Managmnt Agency Federal Highway Adrmnistration Highway Design Manual Interchange Area Management Plan level of service Local Wetlands Lnventory Mill Creek Basin Flood Hazard Area Memorandum of Understanding National khghway System National Register of Historic Places National Wetlands Inventory Oregon Administrative Rules Oregon Department of Transportation Oregon Highway Plan Oregon State Historic Preservation Office Oregon Transportation Commission Oregon Transportation Investment AC t Oregon Transportation Plan Oregon Water Resources Department Project Management Team Revised Environmental Assessment PD&B~MX)~_VSR DOC SUBLIMITY INTERCHANGE AREA WILANAGEMENT PLAN SPIS STIP TDM TMC TPR E P UGB v/c VMT Safety Priority Index System State Transportation Improvement Program transportation demand management turning movement count Transportation Planning Rule Transportation System Plan urban growth boundary volume- to-capacity ratios vehicle miles traveled Executive Summary The Sublimity Interchange, located at the junction of Oregon 22 and Cascade Highway in Marion County, Oregon, will be undergoing modifications and improvements. This Interchange Area Management Plan (IAMP) documents the land use and transportation strategies developed to protect the function of the Sublimity Interchange over the long-term (2CLplus years) in light of these planned improvements, as directed by Oregon Administrative Rule (OAR) 734-051-0155(6). Evaluation of interchange ramp and bridge alternatives occurred as a result of earlier planning and design efforts; the interchange ramp and bridge design was approved through an Environmental Assessment (EA) by the Federal Highway Administration (FHWA) in 1995. However, this study did evaluate the oprational functioning of the ramp terminals, as '?;: - ---- - propose? Operations analyses performed indicate that both interchange ramp terminals will require signahation by the year 2025. A signal was assumed at Whitney Drive in 2006, and the realignment of Golf Lane with Whitney Drive is assumed to take place within the 20-year timeframe of this project. Analysis indicates that some adjustments to the signalization at Cascade aghway and Shaff Road would be required in the future to synchronize signal operations along Cascade Highway. Land use analysis conducted as part of the IAMP indicates the proposed facility would be adequate to handle proposed land uses as well as potential land uses that could arise from the conversion of land zoned for farm use subject to Measure 37. Future development of industrial and commercial properties would hkely lead to the signalization of the new access for the backage road during the Myear timeframe. Alternatives analyzed for this IAMP were access-related in nature, and the preferred alternative package contains access management recommendations for Cascade Highway both north and south of the interchange within the 1,320-foot Interchange Area Management Area limits. An effective access management strategy will help ensure compatibility between future transportation and land use needs (both local and regional) while optimizingmobility and safety conditions at the interchange and on Cascade Highway. This IAMP presents the following access management recommendations: A backage access road should be built behind the properties located northeast of the interchange, extending from Cascade Highway (at a point approximately 1,580 feet north of the interchange ramp terminus) to Sublimity Boulevard (at a point approximately 470 feet west of the Sublimity Boulevard/Cascade Highway intersection). Upon redevelopment, the properties located in this section would need to access the backage road instead of Cascade Highway. All private approaches to Cascade Highway in the Interchange Access Management Area Limit would be closed and access relocated to the backage road. These access recommendations are illustrated on Figure 4 9 of this document. SUBLIMIW INTERCHANGE AREA MANAGEMENT PLAN * The City of Sublimity should amend its Development Code to create an "Interchange Overlay Zone" that will prohibit future development on properties along Cascade Highway (northeast of the interchange) without the presence of an alternate access road. Access control should be purchased along the roadway property frontage of Tax Lot# 091W03A00100.The existing access serving this lot and Tax Lot# WW03A0200 wdl be allowed to retain access to Cascade Highway. The existing approach serving Tax Lot# 091W03A00300 will be consolidated with the approach serving Tax Lots# 091WO3AOOMO and WWO3A00100. A frontage access road should be built from a point on Cascade Highway directly across from the proposed backage road (approximately 1,580 feet north of the interchange ramp terminus), to tie in with the existing driveway serving Tax Lots# 091W03A00300, 091W03A00200, and 091W03A00100. The existing access currently serving Tax Lots# MW03AOXKI and 091WQ3A00100 would be closed and access relocated to the frontage road. The Oregon Department of Transportation (OD03 should grant deviations for several accesses south of the interchange, including Whitney Drive, Golf Lane (with proviso that it be realigned, as agreed, with Whitney Drive as warranted in the future), and access to the ODOT Park-and-We lot. ODOT should grant deviations for Sublimity Boulevard and several private driveway accesses north of the interchange, based on the City of Sublimity Development Code changes noted earlier. ODOT should grant a deviation for the intersection of Sublimity Boulevard and the westbound interchange ramp terminals, as the future project is designed. The Fern hdge Road and Santiam Street at-grade intersections should be modified or eliminated to improve access management and safety conditions along Oregon 22. En addition to access management recommendations, this IAMP also includes the following physical improvement and traffic management recommendations: Reconstruct the Oregon 22 entrance ramps to provide standard merge operations onto Oregon 22. Widen Cascade Highway from and including Sublimity Boulevard through the Sha£f Road/Fern Ridge Road intersection. Realign Golf Lane across from Whitney Street. Sign- the Oregon 22 ramp termini - Sublimity Boulevard/Cascade Highway intersection (north of interchange). Sign- the Oregon 22 ramp termini/Cascade Highway intersection (south of intersection). Sign- the Whitney Street - Golf Lane/Cascade Highway intersection. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Coordinate traffic signal operations along Cascade Highway due to the close spacing of signalized intersections. When traffic demand requires, install a right-turn pocket on the eastbound Oregon 22 exit ramp approach to Cascade Highway. When traffic demand requires, install right-turn pockets on the Shaff Road/Fern Ridge Road approaches to Cascade Highway. Provide bus and carpool service to the existing park-and-ride facility. This facility is not - currently served by bus routes or formal carpool programs. Expansion of service to this facility would aide in managing traffic demand through the LAMP area. The Fern Ridge Road and SaPPtim Street at-grade intersections should be modified or elmmated to both for access management and safety along Oregon 22. %s docunent includes a coqle te description of the IAMP development process, land use assumptions, existing conditions analysis, accessrelated alternative evaluation, and traffic operations analysis. Short-term, medium-tern, and long-term transportation strategies for the Sublimity Interchange Area are provided. This IAMP was prepared in collaboration with ODOT, Marion County, the City of Stayton, and the City of Sublimity. SUBLIMITY INTERCHANGE AREA MANAGEMEM PLAN SECTION 1 Background Purpose and Intent Oregon Administrative Rule (OAR) 734-051-0155(6) states: "Interchange Area Management Plans are required for new interchanges and should be developed for sigruficant modifications to existing interchanges.. . " This is a " project-based" IAMP, and is being prepared in accordance with the recommendation in the above OAR because of p h e d modifications and reconstruction of the Sublimity Interchange, located at the junction of Oregon 22 (North Santiam Highway) and Cascade Highway in Marion County, Oregon. The intent of the IAMP is to provide a consensus framework plam among all affected public jurisdictions and agencies to protect the state's invesbmt in the SubMty hterchange facility. Preparation of this document was conducted in accordance with state IAMP guidelines.' This IAMP evaluates the transportation effects of the proposed interchange improvements and land use plans within the study area. Future commercial, industrial, and residential developments are expected to occur within the influence area of the interchange. The IAMP wlll recommend operational and physical improvements and access management techniques to maximize the operation of the interchange to accommodate future growth. The purpose of this IAMP is to develop a strategy for the Subhmity Interchange that wlll protect the function of the interchange for at least 20 years. The Sublimity Interchange was proposed for modification and reconfiguration in the Joseph Street Environmental Asse~sment.~ The original design was subsequently revised and there is currently an interchange design scheduled for construction in 2008-2009 that includes improvements to the entrance ramps, but not the exit ramps. Problem Context The current Sublimity Interchange poses safety and operational issues in that both the east and westbound entrance ramps to Oregon 22 terminate in stop signs. As a result, motorists are forced to quickly accelerate to highway speed from a complete stop. Westbound travelers must enter Oregon 22 tra£fic from a stop and accelerate up-hill, as the interchange is located at the top of a knoll. Traffic on Oregon 22 is traveling at 55 rides per hour or more, and during peak periods offers few breaks. Eastbound traffic enters on the top of a knoll, but with limited sight distance. Sigruficant numbers of Stayton and Sublimity area residents traveling to jobs in the Salem area use the Sublimity Interchange. Interchange Area Management Plan Guidelines (Final Dram Prepared by: David Evans and Associates, Inc. d h Angelo Eaton 8 Assoaates. October. 2005. Joseph Street-Stayton North City Limits Environmentel Assessment (prepared by ODOT. March, 1995); Joseph Street- Stayton Norfh City Limits Revised Envimnmental Assessment (prepared by ODOT , May. 1995) SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN The primary traffic issue within the interchange mfluence area is the location and function of access points to Cascade Highway. The Golf Lane access is very near the south side interchange ramp terminus. Currently, Golf Lane serves only a few houses. However, existing zoning would allow for more residential development, creating a potential operational conflict. Sublimity Boulevard, which provides access to the business cluster in the northwest quadrant of the interchange, is slightly off-set from the existing interchange ramp terminals on the north side of the interchange. In the south-east quadrant, recent efforts have been made to improve traffic operations and control the access to Cascade Highway by prohibiting left turns to Martin Street. There is a traffic signal at the intersection of Fern Ridge Road-Shaff Road and Cascade Highway. On the north side of the interchange, the roadway is a two lane road, with a paved shoulder on the west side. Bicycle lanes are provided from Division Street through Sublimity. Project History and Phasing d modification and reconstrucGon of the Sublimity Interchange is part of a much larger ODOT render g, the Joseph Street-North Stayton Cily Limits prqect pencefor& referred to as the "Joseph Street project"). The Joseph Street project was conceived in the late 1980s and the Environmental Analysis for the project was approved by the Federal Highway Administration in 1995. The selected alternative of the Joseph Street project entailed the following transportation improvements: Conversion of approximately 8.5 miles of two-lane Oregon 22 to a four-lane divided highway. Includes a 100-foot separation between the centerline of the westbound and the centerline of the eastbound travel lanes (to permit future expansion to a six-lane roadway within the right-of-way required for this project. Construction of new interchanges at Aumsville-Shaw Highway and Golf Club Road; Reconstruction/modification of existing interchanges at Silver Creek Falls and Cascade Highways (Sublimity Interchange). Implementation of full access control. Construction of new frontage roads. Joseph Street project improvements were designed to be constructed in two major phases. Phase 1, which has already been completed, included the widening of Oregon 22 to four lanes between Joseph Street to MP 12, the construction of new interchanges at AumsviUe-Shaw Highway and Golf Club Road, and the construction of Golf Lane (to provide access for properties whose approaches to Oregon 22 were removed). Phase 2, yet to be completed, will occur in two stages: Stage 1 entails the reconstruction/modification of the Sublimity Interchange; Stage 2 entails the widening of Oregon 22 from two to four lanes from h@ 12 to MP 14.1. SUBLIMITY INTERCHANGE AREA MANAGEMEM PLAN - Stage 1 is currently underway, with physical improvements to the Sublimity Interchange programmed to begin in 2008. The proposed improvements will provide for standard merge entrance ramp operations. This LAMP is being prepared as part of Stage 1. Stage 1 improvements are shown on Figure 1-1. - Stage 2 will be completed when necessary funding is available. Stage 2 improvements are shown on Figure 1-2. The project area was identified as Oregon 22 between milepoint (MP) 5.16 and MP 14.1. The Joseph Street project entailed the following proposed improvements: widening Oregon 22 to four lanes in the project area; installing complete access control; and "Phase I", already completed, entailed the segment of Oregon 22 from Joseph Street (MP 5.44) eastward to the MP 12. Interchange Function Oregon 22 is an Oregon Trmsporta tion Go sion (OTC) desig-naled expressway, and is classified by the Oregon Highway Plan as a highway of statewide sigmhcance and a Statewide Freight Route. Oregon 22 is also part of the National Highway System (NHS). Oregon 22 serves as a major connector between the md-Willamette Valley and Central Oregon. Functional classifications of roadways in the vicinity of the S u b h t y Interchange are summarized in Table 1-1. TABLE 1-1 Roadway Functionai Classifications Roadway Functional Classification Oregon 22 (North Santiam Highway) Cascade Highway (outside city limits) l* Street (Cascade Highway south of Oregon 22) Center Street (Cascade Highway north of Oregon 22) Fern Ridge Road Shaff Road Martin Drive Mi tney Sbeet Golf Lane Sublimity Boulevard 9th Street Rural Principal Arterial - Other* Arterial" Principal Arterialn" Arterial- Major Collector- Minor Arterial- Localrn Localm Localm Local- Localm* SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 1-1 Roadway Functional Classifications Roadway Functional Classification Sources: Oregon Highway Design Manual (2003) w Marion County Rural Transportation System Plan (1 998) M Stayton Transportation System Plsn Final DraR (2004) tm Sublimity Transportation System Plan (1998) The Sublimity Interchange is an important facility for the communities of Stayton and Sublimity, and serves the following functions: e Commerclal/Industrial: The interchange directly serves the downtowns of each community, and the businesses therein. As the commercial and industrial-zoned areas of these communities continue to develop, the Sublimity Interchange will increasingly function as an integral economic development asset c Residential Commuting. A signrficant number of Stayton and Sublimity residents utilize the interchange to access Oregon 22 for their daily commutes into the Salem-Keizer area. Agricultural: The interchange serves a farm-to-market function for the numerous agricultural operations in the area. Sublimity Interchange modifications and associated local improvements must be planned and implemented to accommodate the multi-functional nature of the interchange. Goals and Objectives It is the goal of this IAMP to propose access management, construction and land use measures to interactively augment the effectiveness of the interchange modification design. T ~ I S report documents the results of the project planning process used to achieve this stated goal for the Sublimity Interchange. As stated in Policy X of the 1999 Oregon Highway Plan, ''it is the policy of the State of Oregon to plan for and manage grade-separated interchange areas to ensure safe and eficient operation between connecting roadways". From this definition and a consideration of project-specific local transportation issues, the generalized objectives of the Subhmity IAMP are to: Prolong the useful life of the state's investment in the Sublimity Interchange Control or decrease, through access management measures, the number of conflict points on Cascade Highway in the vicinity of the Sublnnity Interchange Provide feasible and equitable driveway relocation alternatives for property owners with current direct access to Cascade Highway Balance the need for the interchange to support community development interests with the need for safe and efficient operation within the interchange area SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Establish agreements with local governments on how to effectively manage the long- term function of the interchange Monitor how the interchange capacity is managed through cooperation with local governments Provide certainty for property and business owners and local governments IAMP Study Area The Sublimity IAMP project study area is comprised of Oregon 22 between the Golf Club Road Interchange and the Mdl Creek Bridge on Oregon 22, and Cascade Highway between SW 9th Stset in Sublimity a n d Fern Ridge Road SE-Shaff Road in Stayton. The study area is shown on Figure 1-3. Cascade Highway is alternatively called, respectively, Center Street inside Subkimity city limits and North 1st Avenue inside Stayton city limits. The study area encompasses the southern portion of the City of Sublimity, the northeastern portion of the City of Stayton, and portions of unincorporated Marion County. The boundaries of the LAMP study area were developed based on a review of the surrounding roadway network and land use patterns as well as existing and future travel patterns. The parameters of the study area take into account: Required state IAMP regulations Required state access management regulations: the IAMP study area includes all land uses and roadways located within 1,320 feet of the existing Sublimity Lnterchange. This distance corresponds to the spacing standard outlined in the OAR 734.051 Division 51 rules for interchange ramps. * Transportation facilities and traffic operations e The mutual impact of existing natural and cultural resources The mutual impact of existing and planned land uses Related Work Products The Oregon 22 Sublimity Interchange modernization project is an approved project in the 2006-M09 Draft STIP. The project is described in the STIP as a "Partial Interchange Reconstruction". This IAMP is part of the final planning for tkus project. Integral to the preparation of this LAMP is the Joseplz Street - North Stayfon City Limits Environmental Assessment3. This EA and subsequent REA, which were approved by the Federal Highway Admirustration (FHW A), provide the rationale for Sublimity Both the Joseph Street- Stayton North City Limits Environmental Assessment and Revised Assessment were consulted in this IAMP planning process. Source information: Joseph Street - North Stayton City Limifs Environmental Assessment (ODOT and FHWA) March, 1995; Joseph Street - NOMI Stayton City Limits Revised Environmental Assessment (ODOT and FHWA) May, 1995. SUBLIMITY INTERCHANGE AREA MANAGEMEKT PLAN Interchange area improvements and serves to document the determination that project actions wdl not have a sigruficant impact on the human environment. The City of Stayton Transportation System Plan (TSP) lists two Capital Improvement Projects (aside from the Sublimity Interchange project) that are located in the Sublimity Interchange influence area. These are excerpted below: - Cascade Highway/l* Avenue Mrideningfrorn Highway 22 to Regis Street - widen to 5 lanes with sidewalks. - Cascade H i g h w q w i t n e y Street signalization with EB and WB Lq4 Turn Lanes and Realign Golf Lane.4 Both of the above projects were factored into the operational analysis and alternatives decision-making process for this IAMP. The City of Sublimity Transportation System Plan lists the City's objectives for street network circulation and access management in the immediate vicinity north of the Sublimity Interchange. Public Involvement The purpose of the public involvement program is to build a planning process that (1) balances the needs and issues of residences and businesses in the Sublimity Interchange area, including those who depend on the highway, and (2) has the informed support and acceptance of these communities and interests. One key goal of the program is to elicit public discussion of the issues affecting the selection of access relocation alternatives to ensure future safe and efficient conditions in the vicinity of the Sublimity Interchange along Cascade Highway. Detailed discussion and results of the public involvement process for the Sublimity IAMP project is given in Appendix A of this document. Source: City of Sayton Transportetion System Plan (Final Draft 2004); Table &I Capital Improvement Cost - Street Improvements; p. 8-1 1-6 PDW0520700040004USR DOC SUBLlMlN I N T E R C W E AREA MAMGEMENI PLAN Lnsert Figures 1-1 through 1-3 (11 x 17) SECTION 2 Existing Conditions Inventory and Data Analysis Regulatory Framework The Sublimity IAMP study area contains land from three jurisdictions: Marion County, the City of Sublimity, and the City of Stayton. IAMP improvements are therefore subject to applicable land use regulations for each jurisdiction, as well as state and federal regulations. Slate, county, and local regulatjons per g to IAMP actions are addressed in the ]Plan and Policy Review, located in Appendix B. Existing Land Use The Sublimity IAMP study area contains a mixture of urban and agricultural land uses. The Sublimity interchange lies between the communities of Stayton (population 7,360) and Sublimity (population 2,160)5. In the immediate vicinity the land is used primarily for agricultural purposes. A general description of land uses in the study area is as follows: NW Quadrant: commercial and light industrial uses along Sublimity Boulevard; low- density single-family residences along Cascade Highway. NE Quadrant: farm use. 0 SW Quadrant: farm use; a few single-family residences. SW Quadrant: state-owned park-and-ride lot; medium-density single and multi-family residences; commercial establishments; elder-care residentlal facility. Comprehensive Plan Designations Comprehensive Plan land use designations in Marion County, the City of Stayton, and the City of Sublimity are coincident with the zoning designations for these respective public agencies. Relevant zoning district designations are addressed below. Zoning Designations Planned interchange improvements will take place solely within unincorporated Marion County, and wdl theref ore only be subject to applicable Marion County zoning code regulations. However, longer-term IAMP recommendations will involve utilizing land inside Subhmity and/or Stayton jurisdictional limits. Additionally, the potential for Sours: 2004 Oregon Population Report. Portland State University Population Research Center. Population numbers given are year 2004 estimates. PDX105207W-USR. DOC 2- 1 SUBLIMITY I N T E R W E AREA MANAGEMENT PLAN increased traffic in the interchange is tied to the type and intensity of development allowed in each of the zoning districts in the IAMP study area. For this reason, IAMP study area zoning regulations for Subluruty and Stayton are addressed here in addition to Marion County. Zoning designations in the Sublimity IAMP study area are shown in Figure 2-1. Marion County Zoning Existing Marion County zoning districts in the study area are as follows: Exclusive Farm Use (EFU) Urban Transitional Farm (UTF) Project Relevant Issues * Public road improvements are permitted outright in all Marion County zones providing that such improvements are in conformance with the "applicable mprehensive plan and the standmds of the Department ofpublic Wds" [per Marion County Zoning Ordinance 25.10(b)]. The Marion County Comprehensive Plan does not contain any language constraining transportation improvements in an EFU zone. Therefore, Marion County zoning regulations do not constrain planned Sublimity Interchange improvements. City of Stayton Zoning Existing City of Stayton zoning districts in the Sublimity IAMP study area are as follows: Commercial-Retail (CR) Interchange Development (ID) High-Density Residential (HD) Mu1 tiple-Family Residential (MD) * Single-Family Residential (LD) Project Relevant lss ues Public road improvements are permitted outright in the CR and ID zones [per Stayton Development Code 17.16.690.2(j) and 17.16.7l0.2(i), respectively]. Public road improvements are conditionally permitted in the HD, MD, and LD zones [per Stayton Development Code 17.16.680.3(f), 17.16.670.3@), and 17.16.660.3@), respectively]. Although no IAMP improvements are planned to occur in any of these three zones, any change which results in transportation-related public improvements in these zones would be subject to site review by the City of Stayton. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN City of Sublimity Zoning Existing City of Sublimity zoning districts in the Sublixruty IAMP study area are as follows: Commercial (COM) Industrial (IND) * Future Industrial Low-Density Residential (R-1) Medium-Density Residential (R-2) Project Relevant issues Public road improvements are permitted outright in all City of Sublimity zones [per Sublimity Development Code 2.403.01.DJ provided that "the righf of way is not expanded fo more width than prescribedfir the street in the Public Facilities segment of the Compehensive Plan. " Transportation Facilities and Traffic Operations This section summarizes the existing transportation conditions within the study area, provides assumptions and methodologies to be used in the traffic operational analyses, and catalogues existing transportation system facilities and services. To the extent possible, physical as well as operational characteristics of the roadways, intersections and transportation services are described. Existing Transportation Facilities Vehicular Facilities The following section describes the existing physical characteristics of the study area roadways and the study intersections. Figure 2-2 shows traffic control and channelization in the study intersection. * Oregon 22 is the major east-west highway in Marion County. It is located between the cities of Stayton and Sublimity, and is connected to both cities via an interchange at Cascade Highway. In addition to the Cascade Highway interchange, two other interchange locations, Golf Club Road and Fern Ridge Road, provide access to and from Stayton and Sublimity. Santiam Street provides a fourth connection between Oregon 22 and the City of Stayton. Golf Club Road and Cascade Highway are full interchanges, while Fern Ridge Road and Santiam Street are stop controlled at-grade intersections located east of the study interchange. Both the east- and westbound Oregon 22 entrance ramps terminate in stop signs. Drivers enter Oregon 22 traffic from a full stop (right-turn only), and are required to accelerate up-hill due to the topography of the highway. In the vicinity of the Sublimity Interchange, Oregon 22 is a two-lane undivided, access controlled highway. The posted speed hmit is 55 mph. The Oregon 22 eastbound exit ramp terminates in a shared left and right turn lane that is stop controlled at Cascade Highway. At this intersection, Cascade Highway has one SUBLIMIN INTERCHANGE AREA W G E M E M PLAN through travel lane in each direction, with a shared through and right-turn lane for southbound travel and a shared through and left-turn lane for northbound travel. The Oregon 22 westbound exit ramp forms the east leg of the Cascade Highway/Sublimity Boulevard intersection. It consists of a single lane with shared left, through and right-turn movements. The ramp is stop controlled at its approach to Cascade Highway. At this intersection, Cascade Highway has one travel lane in each direction, with a shared through and left-lane for northbound travel and a shared left, through and right-turn lane for southbound travel. Cascade Highway is a major north-south arterial that provides the primary access to the cities of Sublimity and Stayton from Oregon 22. North of Oregon 22, Cascade Highway is a two lane roadway with paved asphalt shoulders on its west side. The posted speed limit on the minor arterial is 43 mph. South of Oregon 22, Cascade Highway is generally a two lane roadway with paved asphalt shoulders. Left turn pockets are provided at the Whihey Street and Shaff Road- Fern Rdge Road intersections. As described in the Pedestrian Facilities section, a por~on of Cascade Highway, from Whitney Street to the south, is served by a sidewalk. The posted speed limit on Cascade Highway is 45 mph. Between the Oregon 22 eastbound ramps and Whitney Street, the width of Cascade Highway is less than the City of Stayton's standard street width of 40 feet for principal arterials. Two bridges are located on Cascade Highway within the City of Stayton project limits. Mill Creek Crossing occurs south of Golf Lane and Lucas Ditch crossing occurs south of Martin Drive. 9th Street forms a T-intersection with Cascade Highway in the southern portion of Sublimity and provides access to a residential area. All approaches to the intersection are single lanes, with no dedicated turn pockets. The west approach to the intersection is stop controlled. * Sublimity Boulevard is located just north of Oregon 22, and aligns with the interchange's westbound ramps. All approaches to the intersection are single lanes, with no dedicated turn pockets. The east leg is comprised of the Oregon 22 westbound ramps. The west leg is a two lane roadway providing access to the business cluster in the northwest quadrant of the interchange including an -ranee agency, motorcycle/car dealerships, a tire shop, and a hotel. The east and west approaches to the intersection are stop controlled. Golf Lane, located just south of Oregon 22, is a two lane local roadway. At Cascade Highway, a shared right-left turn lane is stop controlled. Cascade Highway has a shared through-right lane for southbound travel and a shared through-left lane for northbound travel. Currently this road serves a small number of residences; however, the adjacent undeveloped parcels are zoned for additional housing development. Across Cascade Highway from this intersection is the access to an ODOT park-and-ride lot. M%itney Street consists of one travel lane in each direction. At Cascade Highway, a shared right-left turn lane is stop controlled. Cascade Highway has a shared through- SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN right lane for northbound travel and a through lane with a left-turn pocket for southbound travel. Further to the east of Martin Drive, Whitney Street connects to a single famdy residential area. Adjacent to Cascade Highway, Whitney Street services commercial and retail properties. The Whitney Street intersection with Cascade Highway is scheduled to be signalized in 2006. Marfin Drive is a right turn in, right turn out only connection to Cascade Highway with access to Whitney Street. The area served by Martin Drive and Whitney Street is primarily a smaU commercial/retail base area that includes a gas station with a mini- mart, fast-food restaurant, liquor store, and pharmacy. * Shaff Road-Fern Ridge Road provides a key east-west route in northern Stayton and helps relieve traffic congestion through the City. It is a two lane roadway with left-turn pockets at the signalized intersection with Cascade Highway. Truck Routes Through the project area, Oregon 22 and Cascade Highway are designated as tmck routes. Oregon 22 is also designated as a Freight Route in the 1999 Oregon Highway Plan. Truck routes designated by the City of Stayton serve the following areas: the industrial area on the west side of the city, NORPAC in central Stayton, and Morse Brothers south of Stayton. Shaff Road-Fern Ridge Road is a designated City of Stayton truck route. Bicycle Facilities Dedicated bicycle lanes are provided on Cascade Highway from the northern portion of the study area (vicinity of Division Street) through the City of Sublimity. Through the remainder of the IAMP study area, bicyclists must utilize the avdable roadway shoulders or share the vehicle travel lanes. Bicycle lanes are also provided on a segment of Fern Rzdge Road, east of Cascade Kighway to Wildflower Drive. Pedestrian Facilities A sidewalk is provided on the east side of Cascade Highway from just north of Whitney Street continuing south through the City of Stayton. Throughout the remainder of the study area, pedestrians on Cascade Highway must utilrze the available roadway shoulders. Shaff Road-Fern Ridge Road and Whitney Street also have a sidewalk on the south side of the roadway, while Martin Drive has a sidewalk on the north side. Public Transportation & Other Alternative Modes Transit service in the Stayton/Sublimity area is provided by the Chemketa Area Regional Transit Service (CARTS) and the Wheels of Joy dial-a-ride system for disabled persons. Based on current and future ridership projections, neither would have a signrficant effect on area traffic patterns. Laidlaw Transit provides bus service for the North Santiam School District. Within the study area, Cascade Highway and Shaff Road-Fern Ridge Road are designated as school bus routes. SUBLIMITY INTERWNGE AREA MANAGEMEN PLAN A Park-and-hde facility with 94 stalls and semi-covered bicycle racks is located in the southeast quadrant of the Oregon 22/Cascade Highway interchange. RaillPipelineslOthers Willamette Valley Railroad services the City of Stayton on a spur line originating in Woodbum. Two to three trips per week currently service the area. Two at-grade crossings, Washington Street at NORPAC and Locust Street/ Wilco Road), are located south and west of the IAMP study area, respectively. The City of Sublimity has no railroad service. There are no airports in the direct vicinity of the study area. A full service commercial airport is located in Salem, approximately 15 miles to the east. Several small private airstrips and a heliport at the Saritiam Hospital are within a 20 mile radius. Existing Facilities Deficiencies Deficiencies in the existing transportation network are outlined in the Marion County and City of Stayton Transportation System Plans. These deficiencies are noted below: Missing sidewalk links within the study area include: e Shaff Road - north side from Stayton Middle School to Cascade Highway o Fern Ridge Road - north side Cascade Highway to west of Summerview Way Cascade Highway - west side from Oregon 22 to Shaff Road Cascade Highway - east side from north of Whitney to Oregon 22 Arterials and Collectors with deficient pavement widths include: Shaff Road from western UGB to west of Cascade Highway Cascade Highway south of Oregon 22 Eastbound Ramps to Whitney Street Existing Traffic Conditions Traffic Operations Performance Measures Operational performance measures are outhned below for the three jurisdictions within the study area: ODOT, City of Stayton and City of Sublimity. ODOT The intersections and approaches adjacent to the Oregon 22 interchange are under ODOT jurisdiction. The Oregon Highway Plan outlines specific performance measures to be maintained along ODOT facihties as part of their Mobility Standards. These standards are intended to maintain mobllity along important roadway sections and vary according to functional classification, location, and role within the National Highway System. Table 2-1 summarizes the mobility standards set by the Oregon Highway Plan. SUBLIMITY INTERCHANGE AREA MAFIAGEMENT PLAN TABLE 2-1 Maximum Vdume to Capacity Ratios for Peak Hour Operating Conditions Outside of the Portland Metropolitan Area Land Use TypelSpeed Limits I - - Outside Urban Growth Inside Urban Growth Boundary Boundary Highway Statewide (NHS) 0.75 0.70 0.70 Freight Routes I Interstate Highways and Statewide (NHS) Expressways Non-MPO outside NonNlPO of STAs where where non n on -freewa y freeway speed limit speed limit STAs MPO ~ 4 5 mph >=45 mph NIA 0.80 0.70 0.70 Regional Highways 1 0.95 0.85 0.80 0.75 1 0.75 0.70 Unincorporated Rural Communities Lands Statewide (NHS) Non- Freight Routes and Regional or District Expressways 0.90 0.85 0.80 0.75 Interstates and Expressways shall not be identified as Special Transportation Areas (STAs). For the purpose of this mobility policy of volume-tocapaaty ratio standards, the peak hour shall be the 30th highest annual hour. This approximates weekday peak hour traffic in larger urban areas. DistricVLocal Interest Roads r Oregon 22, North Santiam Highway is a Statewide Expressway and NHS Freight route, non-MPO within the UGB with a speed >45 mph. The maximum acceptable V/C ratio for this facility is 0.70. e The interchange ramps with Oregon 22 at Cascade Highway have a maximum volume- to-capacity ratio of 0.85 pven their categorization as District/Local Interest Roads and Inside Urban Growth Boundary, non-MPO where non-freeway speed limit <45 mph. Source: 1 999 Oregon Highway Plan (OH P). 0.95 0.90 0.85 0.80 e Cascade Highway at the interchange ramps with Oregon 22 have a maximum volume- to-capacity ratio of 0.75 gven its categorization as Re~onal Highway and Inside Urban Growth Boundary, non-MPO where non-freeway speed limit >=45 mph. 0.80 0.75 The intersections south of the Oregon 22 interchange are within City of Stayton jurisdiction. The City of Stayton TSP, Section 3 (Transportation Goals and Policies) establishes level of service standards for the City of Stayton as follows: Signalized Intersections - Level-of-Service D Unsignalized Intersections - Level-of-Service E SUBLlMlN INTERCHANGE AREA MAFIAGEMENT PLAN City of Sublimity The interstx tions north of the Sublimity Interchange are within the City of Sublimity jurisdiction. Marion County mobility standards were applied to these intersections. Signalized Intersections - Level-of-Service D 4-way Stop Controlled Intersections - Level-of-Service D Zway Stop Controlled Intersections - Level-of-Service E Existing Traffic Volumes Manual turning movement counts were collected at eight intersections along Cascade Highway on February 3 , m . The duration of each intersection count is shown below: Cascade Highway and 9th Street: 4 hours from 6 AM to 10 AM. Cascade Highway and Sublimity Boulevard: 16 hours from 6 AM to 10 PM. Cascade Highway and Oregon 22 Eastbound ramps: 16 hours from 6 AM to 10 PM. e Cascade Highway and Oregon 22 Westbound ramps: 16 hours from 6 AM to 10 PM. s Cascade Highway and Golf Lane: 4 hours from 6 AM to 10 AM. Cascade Highway and Whitney S-t: 16 hours from 6 AM to 40 PM. e Cascade Highway and Martin Drive: 4 hours from 6 AM to 10 AM. Cascade Highway and Shaff Road-Fern Ridge Road: 16 hours from 6 AM to 10 PM. These intersections were included in the IAMP scope of work to represent the influence area of the Sublimity Interchange. In addition to these intersections, the Oregon 22 operations at the interchange entrance ramps were analyzed utilizing the ODOT highway traffic data. The vehicle turning movement data is compiled in Appendix C. Peak hour turning movement counts were seasonally adjusted to represent the 30th Highest Hour design volumes based on ODOTs permanent Automatic Traffic Recorder (ATR) at station # 22-010, which is located on a segment of highway that closely resembles the traffic operations and geometric characteristics of Oregon 22. The seasonal factor for volumes on Oregon 22 and Cascade Highway was interpolated from values between February I and February 15,2003. The average seasonal factor was calculated to be 1.19. The derived 30th Highest Hour design volumes were then balanced along Cascade Highway between adjacent study intersections. The directional traffic volumes were adjusted until the difference between them was less than 10 percent. The derived traffic volumes at the study intersections are shown in Figure 2-3. Existing Intersection Operations Existing (2005) V/C ratios, level-of-service and vehicle queues were computed for the eight study intersections and Oregon 22 entrance ramps based on the 30th Highest Hour design volumes. Table 2-2 shows the results of the existing operations analyses. All locations that do not meet the applicable jurisdiction's standards are highlighted in the table. Appendix D includes the traffic operations worksheets for the existing 30th highest hour conditions. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN A Synchro model was constructed for the study area based on the collected traffic turning movement counts balanced to the 30th Highest Hour design volumes, peak hour factors, truck percentages and field observations. The Synchro model uses the methodology in the 2000 Highway Capacity Manual to analyze both signahzed and stopcontrolled intersections. The model also computes the level-of- service (LOS) and volume-to-capacity (V/C) ratio necessary to determine whether the intersection meets the applicable mobility standards from the local municipalities and the Oregon Highway Plan. TABLE 2-2 Exisling Intersection Analysis Summary 2005 30th Highest Hour Design Volumes Oregon 22 eastbound 0.30 0.40 4 - I 0e5 entrance ramp Oregon 22 westbound 0.41 0.74 8 - I 0.85 entrance ramp Mobility VIC Queue Standard' ~ a t i o ~ L O S ~ (veh)"' Ramp Approaches In tersecf on Mobifity V/C Queue ~ ~ n d a r d ' Ratio2 L O S ~ ( ~ e h ) " ~ Oregon 22 Approaches Cascade Highway at Sublimity 6oulevardf Oregon 22 westbound ramps Cascade Highway at 9th Street Cascade Highway at Oregon 22 westbound entrance ramp Cascade Highway at Oregon 22 eastbound r="Ps Cascade Highway at Golf Lane Cascade Highway at Wnitney Street Cascade Highway at Martin Drive Cascade Highway Approaches E A 1 Cross Street Approaches E B 1 Cascade Highway at Shaff Road-Fern Ridge Road D 3 1 D D 17 SUBLIMITY IMTERQ.(ANGE AREA MANAGEMENT PUW TABLE 2-2 Existing Intersection Analysis Summary 2005 30fh Highest Hour Design Volumes Results are reported for approach with worst operational characteristics Intersection ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Existing Operational Deficiencies ' ODOT mobility standards are based on volume-tocapacrty ratios. Stayton and Sublimity standards are based on level of service. Mobility VIC Queue standard' ~ a t i o ~ LOS' (veh)" The results of the existing operational analyses show that two stopcontrolled intersection approaches to Cascade Highway, the Oregon 22 eastbound exit ramp and Whitney Street, operate below the required mobihty standards. Both approaches are characterized by extensive vehicle queuing during the desigm how. Additionally, although the overall intersection LO§ of Cascade Highway at Shaff RoadlFem bdge Road is at an acceptable LQ§ D, the Cascade Highway approaches operate at LOS E, with sigruficmt vehicle queuing. Mobiiity VIC Queue standard' ~at io ' L O S ~ (vehlz3 Existing Safety Conditions Accident and Safety Analysis A summary of the accidents within the study area was prepared for the period between January 1,1999 and December 31,2003. Table 2-3 summarizes the accidents along Oregon 22 between mileposts 12.00 and 14.50. For reference, the approximate locations of the existing Oregon 22 entrance and exit ramps are as follows: Eastbound Exit ramp - MP 13.0 * Eastbound Entrance ramp - MP 13.2 * Westbound Exit ramp - MP 13.4 o Westbound Entrance ramp - MP 13.5 Fern hdge Road intersection - MP 14.3 SUBLlhAllY INTERCHANGE AREA MANAGEMEM PLAN TABLE 2-3 Five-Year Accident History: January 1, 1999 through December 31,2003 Oregon 22 Mainline Crash Rates and Seventy of Accidents Milepost 1999-2003 Average Annual Segment Daily Traffi From To Features (AADT) 12.00 12.50 mainline 12,120 section west of Sublimity Interchange Number of Accidents (Over 5 Years) Average Annual Crash Rate Property (Crashes per Damage Total Average Million Vehicle- Only Injury Fatal Crashes Annual Miles) 1 2 0 3 0.60 0.27 12.50 13.00 Eas%ound 1 2,880 1 0 1 2 0 . 4 0.18 exit ramp 43.OC 13.50 Eastbound 1 1,880 8 9 2 19 3.80 1.75 entrance ramp & westbound exit ramp 13.50 14.00 wes+bound 1 1,880 4 2 0 6 1 .M 0.55 entrance ramp 14.00 14.50 Fern Ridge 11,060 3 8 0 11 2.20 1.09 Road intersection A total of 41 crashes were reported along Oregon 22 between milepost 12.00 and 14.50 during the five year study period. Approximately half of the crashes occurred in the direct vicinity of the Sublimity interchange and slightly over one-fourth occurred at the Fern Ridge Road intersection. Three fatality accidents occurred within the interchange vicinity during the study timeframe. The remainder of the accidents was roughly evenly split between property damage only and injury only. The 2003 Crash Rates by Jurisdiction and Functional Class~fication table from the ODOT 2003 Crash Rate Tables indicates an average crash rate for "other fieeways/expressways" as 0.87 crashes per million vehicle-miles. The half-mile segments immediately surrounding the Sublimity Interchange (between mileposts 13.00 and 13.50) and the Fern hdge Road intersection (between mileposts 14.00 and 14.50) experience a higher than average crash rate (1.09.). However, the rate for the overall Oregon 22 area surrounding the Sublimity Interchange (0.76) remains below this average rate. Tables 2-4 and 2-5 provide details of the conditions during the accidents as well as the type and severity. SUBLIMITY I N l E R W f f i E AREA MANAGEMENT PLAN TABLE 2-4 Five-Year Accident History: January 1.1999 through December 31,2003 Oregon 22 Crash Conditions -- Oregon 22 Mainline Condition Number of Accidents Percentage of Total Weather Clear Cloudy Rain Snow 0 0.0% Unknown 2 4.9% Roadway Surfa~e Ice Snow Unknown 2 4.9% L i h t Day Dimly Lit Dark Dusk Dawn 1 2.4% SUBLIMITY INTERCHAJGE AREA MANAGEMENT PLAN TABLE 2-5 Five-Year Accident History: January 1,1999 through December 31,2003 Oregon 22 Crash Descriptions Oregon 22 Mainline Condition Number of Accidents Percentage of Total Collision Type Rear End Turning Fixed Object Sideswipe Struck at Angle Pedestrian Head On Other Severity PDO Injury only Fatality Crash Cause Failed to yield right-of-way Other - improper driving Speed too fast for conditions Followed too dosely Made improper turn Alcohol or drugs involved Mechanical defect Drove on Wrong Side of 2- Way Rd No Code The majority of the accidents on Oregon 22 occurred during clear, dry, daylight conditions. A factor in many of the accidents involved speeding and failure to appropriately yield. The stop-controlled entrance ramp configuration is likely a large contributing factor to these accidents, as vehicles enter the highway from a complete stop. SUBLIMIN INTERCHAGE AREA MANAGEMENT PlAN Table 2-6 summarizes the accidents along Cascade Highway between milepoints 0.61 and 1.59. Marion County utilizes milepoints to represent distances on county roads; therefore, each 0.01 milepoint is approximately 50 feet. For reference, the approximate milepoint locations of intersections along Cascade Highway are listed below: Shaff Road/ Fern Ridge Road - Milepoint 0.61 Eastbound Entrance/Exit ramp - Milepoint 1.09 Sublimity Blvd - Milepoint 1.20 9th Street - Milepoint 1.59 TABLE 2-6 Five-Year Accident History: January 1,1999 through December 31,2003 Cascade Highway Mainline Crash Rates and Sev* of Accidents Number of Accidents Milepost 19993003 (Over 6 Years) Average Annual Average Crash Rate Annual Property (Crashes per Segment Daily I ra f f i i Damage Total Average Million Vehide- From To Features (AABT) Onry lnjury Falal Crashes Annual Miles) Shaff Road 0.60 0.85 Fern Ridge 12,820 7 3 0 10 2.00 1.82 Road Eastbound 0.85 1.10 entrancelex 11,780 2 1 0 3 0.60 0.56 it ramp Sublimity 1.10 1.35 B l v d h s t b 9,310 10 6 0 16 3.20 3.77 ound ramps 1.35 1.60 9th Street 7,920 2 2 0 4 0.80 1 .I 1 A total of 33 crashes were reported along Cascade Highway between Shaff Road/Fern Ridge Road and 9th Street during the five year study period. Half of the accidents occurred near the intersection of Cascade l-hghway and Sublimity Boulevard/Oregon 22 Westbound exit ramp, and just under one-third of the total accidents occurred in the vicinity of the Shaff Road/Fern Ridge Road intersection. No fatality accidents occurred along the one mile study corridor within the study timeframe. Of the 33 crashes, approximately two thirds resulted in property damage only while the remaining one third resulted in injuries. Cascade Highway north of Oregon 22 is categorized as an arterial. The average crash rate for Suburban Non-Freeway Arterials is 0.60 crashes per million vehicle-miles. Both quarter- mile segments north of the interchange experience accidents at a rate higher than average 2003 Oregon crash rates. The segment immediately north of the interchange (including the intersection with Sublimity Boulevard/Oregon 22 Westbound exit ramp) is over five times as great as this average. Cascade Highway south of Oregon 22 is categorized as a principal arterial. The average crash rate for this type of segment is 1.34 crashes per million vehicle- miles. The quarter-mile segment that includes the intersection of Shaff Road/Fern Ridge SUBLIMIV INTERCHANGE AREA hAANAGEknEM PLAN Road experiences a higher than average crash rate, but overall, the southern portion of Cascade Highway remains below the average rate. Tables 2-7 and 2-8 provide details of the conditions during the accidents as well as the type and severity of accidents along Cascade Highway. TABLE 2-7 Five-Year Accident History: January 1,1999 through December 31, '2003 Cascade Highway Crash Conditions Cascade Hwy Mainline Number of Condition Accidents Percentage of Total Weather Clear 22 66.7% Cloudy 6 18.2% Rain 3 9.1% Snow 0 0.0% Unknown 2 6.1 % Roadway Surface Dry Wet Ice Snow 0 0.0% Unknown 0 0.0% Light Dimly Lit 1 3.0% Dark 1 3.0% Dusk 0 0.0% Dawn 0 0.0% SUBLlMlN INTERCWNGE AREA MANAGEMEM PtAN TABLE 2-8 Five-Year Accident History: January 1,1999 through December 31,2003 Cascade Highway Crash Descriptions Condition Cascade Hwy Mainline Number of Accidents Number of Accidents Collision Type Rear End Turning Fixed Object Sideswipe Struck at Angle Pedesbian Head On Other Severity Property damage only Injury only Fatality Crash Cause Failed to yield right-of-way Other -improper driving Speed too fast for conditions Followed too closely Made improper turn Alcohol or drugs involved Mechanical defect Drove on Wrong Side of 2- Way Rd No Code SUBLIMITY INTERCHANGE AREA MANAGEMENT PtAN S d a r to Oregon 22, the majority of the accidents on Cascade Highway occurred during clear, dry, daylight conditions. Over half of the accidents on Cascade Highway involved rear end colhsions. Speed and failure to yield to the right-of-way were factors in almost eighty-five percent of the accidents. Access management requirements and deficiencies for the Sublirmty Interchange are described in Section 4 of this report. Natural and Cultural Resources The Sublimity IAMP study area contains land from three local jurishc tions: Marion County, the City of Sublimity, and the City of Stayton. Project improvements could therefore potentially trigger environmental protection regulations of any or dl of these jurisdictions, as well as State and Federal regulations. l h s section examines the existence of natural and cultural resources in the study area and related potential project constraints presented. The existence of any Goal 5 resources are addressed in this section. Goal 5 is a broad Oregon statewide planning goal that covers a variety of environmental and other resources. Goal 5 and related Oregon Administrative Rules (Chapter 660, divisions 16 and 23) describe how cities and counties are to plan and zone land to conserve resources listed in the goal. Topography The topography of the study area contains both flat and low rolling terrain. The main feature of the landscape is Mill Creek, which runs primarily east-west through the study area. Low ridges step up from the flatlands adjacent to the creek. Topography in the immediate vicinity of the Sublimity Interchange is described by quadrant below. NE Quadrant of Interchange From the point where it passes under Oregon 22 northward, Cascade Highway SE ascends approximately 50 feet in less than a quarter-mile, dips slightly, then rises again as it intersects with gth Street in Sublimity. SE Quadrant of Interchange The southeast quadrant of the interchange contains the flat floodplain and wetland area adjacent to Mill Creek. A subdivision with new homes on fill materials is located in the floodplain depression. Moving southward toward the center of Stayton, a low ridge exists with an elevation gain of approximately 50 feet. SW Quadrant of Interchange The ridge that described in the NE Quadrant is present to the southwest of the interchange and presents a relatively steep grade. The existing two-way highway interchange ramp in this quadrant cuts through this ridge, with a resulting slight hill to the north of the ramp and a steeper hill to the south of the ramp. SUBLlMlPl I N T E R W E AREA MANAGEMENT PLAN FMI Quadrant Interchange The terrain to the northwest of the intersection of Oregon 22 and Cascade Highway SE rises approximately 30-40 feet. Subhmity Boulevard SE drops from this ridge to its intersection with Cascade Highway SE. Project Relevant lssues The northbound grade on Cascade Highway SE and adjacent ridges present sight- distance issues for motorists at the two-way highway ramp intersections as well as the intersections of Sublimity Boulevard and Golf Lane. Closely-spaced slope changes have an adverse effect on safety in the interchange area. Interchange rehabilitation efforts will require more earthwork during construction and may require additional stabilization, which will have budget and schedule implications. Hydrology The project study area lies within the Willamette River Subbasin, in the Middle Willamette Subbasin, in the Mill Creek Watershed. Mill Creek, after passing through the study area, flows northwestward to its convergence with the Willamette River in the City of Salem. Within the study area for this IAMP, Mill Creek runs south of Oregon 22 from the west end of the study area. The creek passes through a d v e r t under Cascade Highway SE just south of Golf Lane and then traverses under Oregon 22 approximately a quarter-mile east of Cascade Highway. Project Relevant Issues There are hydrologc features contained in the study area that are classified as Goal 5 Resources (as defined in Oregon Administrative Rules Division 23). Sublimity LAMP ac tiom may be subject to State and/ or local regulations that are in place to protect Goal 5 resources, as will be discussed in greater detail in the next section. Riparian Corridors The Mill Creek riparian corridor located inside the study area includes the perennially flowing Mill Creek, several intermittent streams, and a wetland area measuring just over one acre. The section of Mill Creek running through the study area is included on the Department of Environmental Quality's (DEQ's) 303(d) list of water quality-limited streams. The DEQ 2003 303(d) list identifies the section of Mill Creek in the study area as water quality limited for Fecal Coliform. According to the Oregon Department of Fish and Wildlife, the study area section of Mill Creek is spawning and rearing habitat for winter steelhead and fall Chinook, and is rearing and migration habitat for spring Chinook. Project Relevant Issues Sublimity IAMP actions are subject to State Department of Land Conservation and Development (DLCD) Goal 5 ordinance regulations concerning land use actions inside the MiU Creek riparian corridor. Proposed Sublimity IAMP use actions are allowed in riparian corridors [per OAR 660423-0090(8)(a)], provided that these actions "are designed and constructed to minimize intrusion into the riparian area." SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Highway -off can be a source of Fecal Coliform. Improvements related to the Sublimity IAMP Project would need to avoid or mitigate stormwater impacts to Mdl Creek to meet the requirements of DEQ National Pollutant Discharge Elimination System (NPDES) 1200-CA. Floodplains Portions of a river or stream channel and adjacent lands that are subject to floods with a one percent chance of being exceeded in any given year area identified as 100-year floodplains or Special Flood Hazard Areas (SFHA's). 100-Year floodplains are indicated on Flood Insurance Rate Maps (FIRMS), which are prepared by the Federal Emergency Management Agency (FEMA). A large portion of the study area is located within the 100-year floodplain of Mill Creek. Only the northwest quadrant of the interchange is outside the FEMA floodplain boundaries. FEMA 100-year floodplain boundaries in the Sublimity IAMP study area are shown on Figure 2-4. The portion of the floodplain area within the jurisdiction of Marion County is covered by Marion County's Floodplain Overlay District, with associated development restrictions. The portion of the floodplain area within the jurisdiction of the City of Stayton is covered by Stayton's Floodplain Overlay District, with associated development restrictions. Project Relevant issues If the Sublimity IAMP project improvements enter the footprint of the 100-Year Floodplain, and if a NEPA process is followed, environmental documentation would be required to explain specific impacts of the project and the resources within the floodplain. e In the event that Sublimity IAMP project improvements result in any increase in the 100- year flood water level, FEMA must review and comment on the project. This involves applying for a Cerhfied Letter of Map Revision (CLOMR) from FEMA. All requests for CLOMRs must be supported by detailed flood hazard analyses prepared by a quahfied professional engineer. Any project-related improvement development (i.e. placement of fill) in the Marion County Floodplain Overlay Zone is subject to conditional use review by the county via the submission of a Floodplain Development Permit. Per Marion County Rural Zoning Ordinance 178.050(E), any project related filling, grading, paving or excavation within the 500-year floodplain of the Mdl Creek Basin Flood Hazard Area (MCBFE-IA) is subject to conditional use review by the county via the submission of a Floodplain Development Permit. Any project-related improvement development (i.e. placement of fdl) in the City of Sublimity Floodplain Overlay Zone is subject to conditional use review by the county via the submission of a Floodplain Development Permit per Sublimity Code 17.16.190. SUBLIMITY INERCWINGE AREA MAWIGEMENT PIAN Floodway The area of the 100-year floodplain is divided into floodway and floodway fringe. The floodway is the channel of a stream, plus any adjacent floodplain areas, that must be kept free of encroachment in order that the 1OOyear flood is carried without substantial increase in flood heights. As a minimum standard, the Federal Insurance Administration h i t s increases in flood heights to 1.0 foot, provided that hazardous velocities are not produced.6 A FEMA-designated floodway exists along Mill Creek in the Sublimity IAMP study area. This floodway lies within the jurisdictions of Marion County and the City of Stayton. The location of this floodway can be seen on the FEMA Flood Insurance Rate map, included in this report as Appendix E. Project Relevant Issues Any project-related development improvements (including fill, new construction, and substantial improvements) in the floodway are prohibited unless a certified technical evaluation is submitted to FEMA demonstrating that such improvements will not result in a increase in fi ood levels during the occurrence of the base flood discharge. Upon FEMA approval, such improvements are then subject to applicable flood hazard reduction provisions of Marion County Rural Zoning Brdinance 178.068 and City of Stayton Code 17.16.190. Wetlands A number of National Wetland Inventory (NWI) wetland areas are present in the study area. A Local Wetland Inventory (LWI) commissioned by the City of Stayton delineated additional wetland areas in the study area. ?he boundaries of the delineated wetland area are seen in Figure 4-3. A portion of land delineated as wetland in the LWI, located in Stayton east of Cascade Highway, has since been filled to allow for the construction of a residenhal development (the aerial photo in Figure 2 4 predates the construction of the residential subdivision). Project Relevant Issues The Sublimity IAMP will attempt to avoid actions that would impact identified wetlands. If impacts are unavoidable, ODOT will need to idenhfy mitigation opportunities. Mitigation will need to be performed per the land development application requirements of the jurisdiction within which the wetland alteration is occurring. A wetland delineation and functional assessment need to be performed to determine the type and full extent of the potential wetland impacts. Wildlife Habitat The Sublimity IAMP does not impact a documented wldlife habitat area, as defined by OAR 660-023-0110. Source: Cify of Steyton Comprehensive Plan ( 1 99S), p. 15 SUBLIMIN INTERCHANGE AREA MANAGEMENT PLAN Federal Wild and Scenic Rivers Mill Creek, the only river flowing through the study area, is not a designated Federal Wild and Scenic river. Oregon Scenic Waterways Mdl Creek, the only waterway flowing through the project study area, is not listed on the Oregon Department of State Lands list of designated scenic waterways. Groundwater Resources The entire study area lies within an area designated as a "groundwater restricted" zone by the Oregon Water Resources Department (OWRD). The entire study area also lies w i t h Marion County's Sensitive Groundwater Overlay Zone. OAR 660-023-0030(5) states that local governments with jurisdiction in OWRD groundwater restricted areas must declare those areas S i e c a n t Natural Resource Areas. Per OAR requirments, these local governments must subsequently develop programs to protect the designated sigmficant gromdwater resources. Project Rekvan t Issues Sublimity IAMP project actions must comply with existing Marion County, City of Sublimity, or City of Stayton local ordinances regulating development in a groundwater restricted area. Approved Oregon Recreation Trails The Sublimity IAMP does not impact an Oregon State Parks Department-designated recreational trail. Natural Areas The Sublimity IAMP does not impact an area listed on the Bureau of Land Management's Established Natural Areas of Oregon. Wilderness Areas The Sublimity IAMP does not take place in a designated Federal or local wilderness area. Mineral and Aggregate Resources There are no existing quarries or gravel sites located in the study area. Energy Sources There are no existing energy sources, as defined by OAR 660023-0190(1)(a), in the study area. Open Space There are no existing open spaces, as defmed by OAR 660-023-0220(1), in the study area. PDXA)52070004_USR DOC 2-21 SUBLIMITY INTERCHANGE AREA W G E M E N T PIAN Scenic Views and Sites There are no publicly designated scenic views or sites in the study area. Threatened or Endangered Species According to the Joseph Street EA, a query of the Oregon Natural Heritage Database returned no specific listings for rare, threatened, or endangered plants and animals in the Joseph Street EA project area (which encompasses the Sublimity IAMP study area). The following Willamette Valley native grassland plant species were reported as possible in the general area of the project: Aster mrtis, Erigeron decumberns, Sidalcea nelsoniana, sidalcea campestris, Lomatium bradshuwii, and Lathyrus holochlorus. Natural Hazards According to the Oregon Department of Geology and Mineral Endustries Relative Earthquake Hazard Map, much of the study area is classified as a "Zone C" (low/intermediate earthquake hazard risk) with pockets of "Zone D" (low earthquake hazard risk) and "Zone 8" (intermediate/high earthquake hazard risk). The immediate Oregon 22/Gaxade Highway SE interchange is classified as a "Zone C'* low risk. The ridge which curves through the m m o study area is where "Zone B" earthquake hazard conditions exist. The location of "Zone B" areas can be seen in Figure 2-4. According to Marion County's Slide Hazards map, there are no Landslide Hazard Areas within the study area. However, there are existing areas with slopes greater than 20 percent. These "excessive slope areas" are shown in Figure 2-4. Project Rekvant Issues Project improvements will include earthwork. Cuts and fills located in areas of landslide or earthquake hazards can be unstable. Further analysis of natural hazards would need to be conducted during project design, as would the development of applicable avoidance and mitigation techniques. Hazardous Substances According to the Department of Environmental Quality's (DEQ) Environmental Cleanup Site Information (ECSI) database, there are no sites within the study area with known contamination from hazardous substances. Air Quality The study area is located in an area that is consistently in attainment with clean air levels set by the U.S. Environmental Protection Agency in the National Ambient Air Quality Standards. Historic and Cultural Resources Within the study area there are no properties listed on the National Register of Historic Places (NRHP). The study area is not part of a National Historic District. SUBLIMIN INTERCHANGE AREA MANAGEMENT PLAN Within the study area there are no properties listed on the National Register of mstoric Places (NRHP), nor are there properties listed on the Oregon State Historic Preservation Office (OSHPO) Historic Lnventory list. There is a Century Farm located in the northeast quadrant of the study area, but the farm was found to be ineligible for Historic Rept ry listing, per the Joseph Street/Stayfon North City Limits Revised Environmental As~es smen t .~ Joseph StreetiStayton North City Limits Revised Environments/ Assessment ( p. 14). Prepared by Oregon Department of Transportation (1995) PDX/05MiOX-USRDOC 2-23 SECTION 3 Future Conditions Analysis Land Use Analysis Planned Land Development According to the City of Sublimity and the City of Stayton, there are currently no known large-scale planned land developments in the Sublimity IAMP study area. The Santiam Station development in the southeast quadrant of the interchange has a few developable lots . . g, which are expected to be developed within the project tinaefrme. Land Development Forecast The potential for future land development varies among the four quadrants of the Sublimity Interchange study area. Although it is difficult to predict when and how intensively land wdl be developed in the vicinity of the interchange, a general picture of development constraints and/or potential in the immediate area surrounding the interchange is as follows. NW Quadrant No sigruficant development constraints. Full build-out development scenarios under current zoning were integrated into traffic operations forecasts in the Forecasted Traffic Operations section. NE Quadrant Land use development potential is severely constrained by the following factors: * A portion of this quadrant is within the boundaries of the 100-year floodplain, and therefore subject to applicable governmental regulations. A portion of this quadrant is within the boundaries of a delineated wetland, and therefore subject to applicable governmental regulations. The entire quadrant is outside the SubMty UGB and is zoned Exclusive Farm Use (EFU). Oregon law does not allow new development in this zoning district, apart from a single dwelling unit and farm facility structures. However, the century-farm property in this quadrant is eligible to make a claim for development under Measure 37, given that the property was in the current owner's famdy prior to the enactment of Oregon land use laws (which established the EFU zone). The intensity of development that would be allowed to occur on this property under a successful Measure 37 claim is uncertain at this time. SUBLIMIV INTERCHANGE AREA MANAGEMENT PLAN SE Quadrant Land use development potential is constrained by the following factors: A substantial portion of this quadrant is within the boundaries of the 100-year floodplain, and therefore subject to applicable governmental regulations (this is discussed in detail in the next section). A signhcant portion of this quadrant is within the boundaries of a delineated wetland, and therefore subject to applicable governmental regulations (this is discussed in detail in the next section). A portion of this quadrant is zoned Exclusive Farm Use (EFU). This land is not believed to be eligible for a development claim under Measure 37. Most of the quadrant is owned by ODOT (park and ride lot, future interchange ramp, wetland mitigation site). Southwest Quadrant . 0 No sigruficant development cons&raints. F d build-out development scenarios under cumnt zoning were integrated into traffic operations forecasts m the Forecast Traffic Operations section. Forecasted Traffic Operations Traffic Forecasting Methodology Land use and associated traffic generation for the forecast year 2025 were estimated based on the City of Stayton's Transportation Demand Model prepared for the Transportation System Plan (April 2004). The household and employment data projections used in the model are shown in Tables 3-1 and 3-2. Overall population and employment are projected to increase by approximately 1.8 percent per year between 2000 and 2025. TABLE 3-1 Populabod-lousehdd Forecast 2000 2025 2000 2025 Area Population Population Households Households Stayton UGB 6,816 10,213 2,654 3,977 Sublimity 2,148 4,082 71 1 1,351 Other Surrounding Area 836 1,080 269 348 Total 9,800 15,375 3,634 5,676 Source: City of Sfayton Transpottation System Pian, April 2004. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 3-2 Employment Forecast 2000 2025 Area Employmen t Employment Agriculture 33 33 Industrial 873 1,370 Education 358 562 Government 47 74 Other 820 1,286 Total 3,416 5,341 Sourn: City of Stayfon Transportation System Ran, April 2004. The resultant traffic volume growth rate between the existing and Year 2025 No Build peak hour kaffic volumes was calculated along the study corridor. An average growth rate for the entire area of 1.5 percent was calculated. This growth rate was applied to the 2005 turning movement counts and compounded annually to derive the Year 2025 traffic volumes for the 30th highest hour. Figure 2-3 depicts the design hour traffic volumes for Year 2025. Future No Build (2025) Operations The No Build operations scenario assumes that the existing roadway lane configurations and traffic control are maintained, with one exception. Golf Lane would be realigned so that it forms a four-leg intersection with Whitney Street and Cascade Highway. The new intersection would be signalized and have left-turn pockets on all legs. Figure 3-1 depicts both existing and Year 2025 no build lane geometry and traffic control. The forecast Year 2025 V/ C ratios, level-of-service and vehicle queues were computed for the eight study intersections and Oregon 22 entrance ramps based on the 30th Highest Hour design volumes. Table 3 3 shows the results of the operations analyses. Locations that do not meet the applicable mobility standards are hiwghted. Figure 3-2 depicts the Year 2025 turning movement volumes at the study intersections. Appendix F includes the traffic operations worksheets for the Year 2025 No Build 30th highest hour conditions. PDXA)5M7OCQaCo4USR DOC SUBLIMITY I N T E R W E AREA MANAGEMENT PLAN TABLE 3-3 No Build Intersection Analysis Summary 2025 30th Highest Hour Design Volumes Mobility VIC Queue Mobility VIC Queue Intersection standard' ~a t i o ' LOS' ( ~ e h ) ' ~ standard' ~ a t i o ' LOS' ( ~ e h ) ~ ~ Oregon 22 eastbound entrance ramp Oregon 22 westbound entrance ramp Oregon 22 Approaches 0.70 0.40 Cascade Highway at 9th Street Cascade Highway at 0.62 Oregon 22 westbound entrance ramp Ramp Approaches 0.85 0.75 5 0.70 0.55 Cascade Highway at Sublimity Boulevard/ Oregon 22 westbound ramps 0.85 11 Cascade Highway Approaches E A 1 0.75 0.06 1 5 Cascade Highway at I - - I E C 1 Martin Drive Cross Street Approaches E C 2 Cascade Highway at Oregon 22 eastbound ramps Cascade Highway at Golf LaneNVhitney Street 0.75 0.41 3 20 0 C 19 D 8 ODOT mobility standards are based on volume-tocapacity ratios. Stayton and Sublimity standards are based on level of service. Cascade Highway at Shaff Road-Fern Ridge Road Results are reported for approach with worst operational characteristics. ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Year 2025 No Build Deficiencies D 51 The results of the No Build operational analysis show that all of the cross streets south of and including the interchange will operate beyond the required mobility standards. The only intersection approach that will operate at an adequate level of service is the right- in/ right-out movement of Martin Drive. Additionally, the westbound entrance ramp to Oregon 22 will decline below the applicable mobility standards by the forecast year 202.5. D 30 An area with growth potential within the study area is located in the northeast quadrant of the interchange. The area is designated as Exclusive Farm Use (EFU). There are no known plans for development on the EFU properties, and they were not included in the land use SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN forecasts. If, however, these lands are developed under a Measure 37-type claim, the study area intersection operations will be further deteriorated. The extent of impacts resulting from the properties would depend on the type and level of use. Development of the EFU lands would likely result in an increase of heavy vehicles at the interchange. Thus, accident rates could also increase due to heavy vehicles utilizing the stop-controlled access to Oregon 22 Future Build (2025) Operations The Build scenario assumes that the ODOT Phase I improvements for the Sublimity Interchange are constructed. Phase 1 includes construction of a new loop ramp in the northeast quadrant of the interchange for the westbound entrance ramp. Et also includes a new ramp in the southeast quadrant for the eastbound entrance ramp. Both of the reconstructed entrance ramps would have acceleration lanes to allow a merge movement for entering the Oregon 22 traffic sheam. ZIP addition, Cascade Highway will be widened to five lanes from the Sublimily Boulevard intersection to the south. As with the No Build scenario, Goll Lane will also be r d g n e d to create a four-leg intersection with Whitney Street and Cascade Highway. The new Golf Lane/Whitney Skeet intersection will be signalized, as well as both of the ramp termini. The revised roadway configuration, traffic control and channeization are shown in Figure 3-3. The ultimate configuration for Oregon 22 is a four-lane divided highway. Completion of the ultimate conhguration has been assumed to be beyond the h u t s of this study timeframe. Table 3 4 summarizes the Build intersection analysis. Figure 3-4 depicts the turning movement volumes for the Year 2025 Build scenario. It is identical to the No Build conditions, except at the new eastbound entrance ramp movement. Appendix G includes the traffic operations worksheets for the 30th highest hour conditions. SUBLIM1i-f INTERCt(ANGE AREA MANAGEMENT PLAN TABLE 3-4 Build Intersection Analysis Summary 2025 3W, Highest Hour Design Volumes Intersection Oregon 22 westbound I 0.70 0.55 entrance ramp Oregon 22 eastbound entrance ramp Mobillty V/C Queue standard' ~ a t i o ~ LOS' (veh)" Mobility VIC Queue standard' ~at io ' LOS' (vehPs Oregon 22 Approaches 0 70 0.40 Cascade Highway at 9th Street Cascade Highway at i 0 7 1 0.33 Oregon 22 westbound ramps Ramp Approaches 0.85 0.19 Cascade Highway at Sublimity %ulewrd/Oregon 22 Cascade Highway Approaches E A 1 0.75 0.40 7 0.85 0.35 3 Cascade Highway at I C l3 1 D 5 Whitney StreetIGotf Lane Cross Street Approaches E C 2 westbound ramps I I Cascade Highway at Oregon 22 eastbound ramt's Cascade Highway at I - - I E B 1 Martin Drive Cascade Highway 30 at Shaff Road-Fern Ridge 0.75 0.64 12 Road - I 0B5 '- 1 ODOT mobility standards are based on volume-tocapacity ratios. Stayton and Sublimity standards are based on level of service. 2 Results are reporkd for approach with worst operational characteristics. 3 ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. PDW05207WX-USR DOC SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Year 2025 Build Deficiencies The results of the Build operational analysis show improved operations for the Oregon 22 entrance ramps with the construction of acceleration lanes to access the highway's stream of traffic. Both ramps will operate well within the mobility standard thresholds. Operations along Cascade Highway will remain within all jurisdictional mobihty standards. The queue analyses depict that vehicle queuing from adjacent intersections will not interfere with the operations of the interchange. Intersection approaches to Cascade Highway also operate better under the Build conditions. However, two of the cross streets (the eastbound exit ramp and Shaff Road/Fern hdge Road) would not meet the required mobility standards. The interchange area traffic operations would llkely remain s d a r to the Build scenario even if the EFU properties were developed. However, as discussed previously, the type m d level of development would need to be considered. At the time of development, trip generation, operation and traffic mitigation, should be analyzed. The revised entrance ramp configuration would allow for safer access onto the freeway, especially for any heavy vehicles generated by the EFU properties in the future. Conclusions Current operating conditions along Oregon 22 meet ODOTs applicable mobility standards. However, accidents along the highway exceed the state's average rate in the vicinity of the interchange. The geometry of the roadway and the stop sign-controlled access likely contributed to the accidents, as the majority of incidents occurred during clear, dry, daylight conditions. Along Cascade Highway, the stop sign-controlled Oregon 22 eastbound exit ramp and Whitney Street fall below the recommended operating standards. Additionally, the Cascade Highway /Shaff Road-Fern Ridge Road intersection operates poorly with extensive vehicle queuing. Accidents along the highway generally occur at a higher rate than the statewide average for similar facilities. Similar to the Oregon 22 crashes, most incidents on Cascade Highway occurred during clear, dry, daylight conhtions. By the year 2025 the Sublimity Interchange area would largely be operating beyond the required mobility standards set for the study intersections under current geometric and traffic control measures. With higher levels of congestion, accident rates are also hkely to increase. Various projects are planned to address the geometric and operational deficiencies. The Oregon Department of Transportation's plans for the SubMty Interchange include revision of the Oregon 22 entrance ramps to a standard merge configuration. In conjunction with the ODOT improvements, the preferred transportation system improvements for Cascade Highway, outlined in the Stayton Transportation System Plan assumes the widening of Cascade Highway from Sublimity Boulevard to Regis Street (five lane section). Implementation of these improvements results in improved operations during the 2025 forecast year. Both Oregon 22 entrance ramps would operate within ODOTs requirements. SUBLlMlN INTERCHANGE AREA MAN4GEMENJ PLAN Accidents along Oregon 22 will likely decrease in the vicinity of the interchange as a result of installing the standard merge configuration. Operations along Cascade Highway wilI also meet d mobility standards and will not result in interchange impacts due to queuing on the highway. The Oregon 22 eastbound exit ramp operates slightly over the v/c standard of 0.85. It can likely be accommodated by monitoring of the traffic signal timing through most of the study timeframe. If full buildout volumes are achieved, an additional right-turn lane would accommodate the traffic demand at the intersection. Overall the Cascade I-Iighway/Shaff Road-Fern Ridge Road intersection operates at LOS D, meeting the mobility requirements of the City of Stayton. However, the Shaff Road approach to Cascade Highway operates at LOS E during the design year. Construction of right-turn pockets on Shaff Road and Fern Ridge Road would allow all of the approaches to the intersection to operate at the required mobility standard. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Insert Figures 3-1 through 3-4 (11x17) SECTION 4 Alternatives Development and Analysis Introduction Sublimity lnterchange Improvements The Sublimity Interchange is programmed for improvements in the 20062009 STIP. As proposed, this STIP project will involve partially reconstructing the interchange. Figure 41 shows programmed Sublimity Interchange improvements. The entrance ramps in both directions will be rebuilt to a standard merge configuration, replacing the existing stopsign controlled ramps. The ramp termini intersections with Cascade Highway will be aligned with their current locatiom. Both ramp terminals at Cascade Highway are proposed to be si . Figure 41 depicts the Sublimity lnterchange Phase 1 improvements. In preparation for this project, a frontage road (Golf Lane Road) has already been constructed that eliminated all private access to the Oregon 22 between Golf Club Road and Cascade Highway. The ultimate configuration of the highway and interchange will include two lanes in each direction of travel on Oregon 22. This improvement is expected to occur beyond the timeframe of this IAMP. Access Management Requirements The purpose of the ODOT access management and spacing standards is to provide a safe and efficient transportation system by protecting highway trafhc from the hazards of unrestricted and unregulated entry from adjacent properties. ODOT standards are outlined in the OAR (OAR 734-051). The applicable standards are summarized in Table 41. PDXA)520700040004USR DOC SUBLIMIN INTERCHANGE AREA MAN4GEMEM PLAN TABLE 4-1 Minimum Spacing Standards Applicable to Freeway Interchanges Spacing Dimension Cascade Highway Configuration A X Y Z Two-lane 1 mile 1,320 feet 1,320 feet 990 feet Multi-lane 1 mile 1,320 feet 1,320 feet 1,320 feet Source: Tables 5 and 6 in OAR 734-051-01 25. A = The distance between the start and end of tapers of adjacent interchanges along Oregon 22. X = The distance 83 the first approach on the right; right inhight out only. Y = The distance to the first intersecljons where left-turns are allowed. Z = The distance bebeen the last right inlright out approach road and the start of the taper for the e n h m ramp. In terms of access management, the goal of any interchange modernization project is to improve spacing and safety either by meeting or moving in the direction of applicable standards. The existing ramp configurations on Oregon 22 meet the ODOT access management spacing standards shown in Table 4-1. This is because the Golf Club Road Interchange to the west and the Fern Ridge Road intersection to the east are more than one mile apart. Currently there are both public and private approaches onto Cascade Highway that violate the minimum access spacing requirements of the Oregon 22 ramp terminals. Cascade Highway is currently a two-lane facility. The City of Stayton E P , however, recommends widening the highway to five lanes from Sublrmity Boulevard to Regis Street (south of Shaff Road-Fern Ridge Road) in its Year 2025 Preferred Alternative. Therefore, a 1320-foot spacing (multi-lane) requirement between the ramp termini and adjacent access points was assumed for Cascade Highway. Table 4 2 h t s existing approaches along Cascade Highway within the L4MP study area. Figure 4 2 depicts the corresponding locations of these approaches. The following sections discuss access management alternatives for the LAMP area including spacing deficiencies, queuing and traffic operations. SUELlMlN INTERCHANGE AREA MANAGEMENT PCAN TABLE 4-2 Existing Approaches along Cascade Highway Figure 4-2 Approach # Mile PoinP Tax Lot(s) Served Approach Type West Side of Cascade Highway (North of Oregon 22) 091 WD3BA03300 Single-Family Residencel Commercial Use 091 W3BA03400 Single-Family Residencel Commercial Use 3 4.26 0 9 7 W3BAO3700 Business Single-Family Residence/ Commercial Use Single-Family Resdencel Commercial Use 6 1.13 Sublimity Blvd. Pubiic Road West Side of Cascade Highway (South of Oregon 22) 7 0.89 OR-22 Ramp Terminal Public Road 8 0.83 Golf Lane Public Road East Side of Cascade Highway (South of Oregon 22) 9 0.74 Whitney Street Public Road 091 nn33DB00300; 091 W3DB00200 Park and Ride lot; Wetland Site East Side of Cascade Highway (North of Oregon 22) 11 1.03 OR-22 Ramp Terminal Public Road 12 1.09 OR-22 Ramp Terminal Public Road Single-Family Residencel Commercial Farm 14 1.30 091 W3AOO200; Single-Family Residence; 091 W3AO0100 Commercial Farm 'Milepoint given represents approximate midpoint of approach SUBLlMlN INTERCHANGE AREA MANAGEMENT PL&N Alternatives This section describes how alternative solutions were developed and analyzed to remedy IAMP-identified deficiencies, which were predominantly access-related in nature. Sublimity Interchange modernization plans and ODOT access management standards for freeway interchanges are outlined here as part of this description. Alternatives for the IAMP study area were considered in three parts: 1) Along Oregon 22 2) Cascade Highway - Stayton (south of the interchange) 3) Cascade Highway - Sublimity (north of the interchange) Along Oregon 22 The ODOT Subhmity Interchange Phase 1 design was assumed as the preferred alternative for the Oregon 22 Ma Oregon 22 Preferred Affemative The recommendation for aainline Oregon 22 in the IAMP study area is far ODOT to consider closing the Fern Ridge Road at-grade intersection access to Oregun 22. Further analysis should be conducted to evaluate the demand and/or need for the Fern Ridge Road access, due to the applicable spacing requirements of the Sublimity Interchange and because at-grade intersections are not typically utilized along freeway segments. The Fern Ridge Road at-grade intersection with Oregon 22 is located at approximately MP 14.30. The revised eastbound entrance ramp merge places this intersection within the minimum (1 mile) spacing requirement of the Sublimity Interchange improvements. The distance measured from the acceleration lane to the intersection is approximately 0.5 miles (2,550 feet). Otherwise, proposed Subhnity Interchange improvemen ts8 achieve the operational mobility standards for both the Oregon 22 mainline and the new entrance ramps. Table 4 3 summarizes the forecast year 2025 operations on Oregon 22. Interchange physical improvements were proposed in the Joseph Street-Stayton No& City Limits Environmenfal Assessment (prepared by ODQT, Mar&, 1995) SUBUMITY INTERCF14NGE AREA MANAGEMENT PLAN TABLE 4-3 Oregon 22 Traffic Operations Analysis Summary 2025 3Mh Highest Hour Design Volumes I Oregon 22 Approaches I Entrance ramp Merge Mobility standard1 VK: Ratio intersection ODOT mobility standards are based on volume-tocapacity ratios. I Mobility standard' V K Ratio Oregon 22 eastbound entrance ramp Oregon 22 westbound entrance ramp Cascade Highway - Stayton (South of Interchange) The ODOT S u b b t y Interchange Phase 1 design was assumed as the preferred alternative for the Oregon 22 Mainhe. The City of Stayton's preferred alternative roadway network concept (Cify of Stayton Transportation System Plan, Apnl2004) was analyzed for Cascade Highway south of Oregon 22. 0.70 0.40 0.70 0.55 Stayton Prefened Alternative The 2004 Stayton TSP roadway concept incorporates ODOTs plans for improving the Oregon 22 Sublimity Interchange in its preferred Year 2025 alternative. The supporting local street network improvements for the preferred alternative include the following: 0.85 0.1 9 0.85 0.28 e Widen Cascade Hi@way to five lanes (two lanes in each direction with left-turn pockets) between and including the Sublimity Boulevard and Regis Street intersections. e Realign Golf Lane to form a four-legged intersection with Whitney Street (City of Stayton has entered into a memorandum of understanding for this improvement with Marion County). 0 Install traffic signal and eastbound/westbound left turn lanes at the Golf Lane/ Whitney Street intersection. Figure 4-3 shows proposed access management south of Oregon 22, representing the preferred alternative from the Stayton TSP. The City of Stayton has also provided a $50,000 match in conjunction with work recently completed for the interchange modernization project, further emphasizing their commitment to the project. The City of Stayton's TSP supports improvements to the Golf Club Road corridor (west of the study area) by widening Golf Club Road to five lanes from Oregon 22 to Shaff Road, and signalizing the major,intersections along the roadway. These improvements have the potential to relieve a portion of the travel demand on the Cascade Highway corridor. SUBLIMIM INTERCHANGE AREA MAUI\GEMENT PLAN However, as a conservative analysis approach, such vehicle diversions were not assumed in the analysis. The three existing access deficiencies listed in Table 4-2 (Golf Lane, Park-and-Ride lot and Whitney Street) would all remain deficient with the proposed configuration. The realignment of Golf Lane, across from Whitney Street, would increase the spacing of the roadway from the Oregon 22 eastbound ramps by approximately 500 feet, but still would not meet the access management spacing standards of 1320 feet. The new, signalized, four- legged intersection is expected to operate at an overall V/C ratio of 0.66. The critical movement in regards to the Sublimity Interchange operations is the southbound direction of travel. It is projected to produce queues of up to 315 feet, Queues of this magnitude would not interfere with the interchange's eastbound ramp operations. Potential queue conflicts with the eastbound ramps can be further minimized by incorporating timing and phasing coordination between the new traffic signals along the Cascade Highway corridor. Figure 4-4 shows the anticipated vehicle queuing along Cascade Highway, south of the interchange, during the Year 2025 design hour. All traffic signals are assumed to be coordinated and optimized. Neither the horizontal nor vertical alignment of Cascade Highway south of the interchange result in sight distance restrictions. The reconfi intersection will have adequate stopping and decision time for drivers. The Park-and-Ride lot access would remain at its current location, approximately 600 feet south of the eastbound ramp terminal. Relocation of this driveway would impact adjacent wetlands and Mill Creek, which would be both undesirable and costly. The demand/usage of the park-n-ride was observed to be between 10-20 parked vehicles. The current low usage is due to the limited transit opportunities in the Stayton and Sublimity area. Trip generation rates for park-n-rides with bus service were researched to estimate the potential trips emanating from this access if transit service were made available. Slightly over 50 trips would be generated at the access during the peak traffic hour. A potential area for relocation of the park-n-ride lot is adjacent to the re-aligned Golf Lane Road. If substantial improvements to transit and park-and-ride services are envisioned, relocation of the lot may be an alternative. Alteration of the access to a right-in/right-out only dnveway may also lessen access impacts within the interchange access management area but could limit the transit service into and out of the lot. Table 4 4 shows the study intersection operations south of Oregon 22 under the preferred Stayton alternative. SUBLlMlN I N T E R W E AREA MANAGEMENT PLAN TABLE 4-4 Stayton Traffic Operations Analysis Summary-Fourlane Cascade Highway 2025 30th Highest How Design Volumes Cascade Highway at Park- I A C 1 n-Ride Access Cascade Highway at Golf C D 5 Lane Road1 M i b e y street4 Mobility VIC Queue standard1 ~ a t i o * ( ~ e h ) ~ ~ Cross Street Approaches Intersection Cascade Highway at I - - I E 5 1 Matin Drive Cascade Highway at 8 Oregon 22 eastbound ramps4 Mobility VK: LOS2 Queue standard' ~ a t i o * (veh)'= Cascade Highway Approaches ODOT mobility standards are based on volume-tocapacity ratios. Stayton and Sublimity standards are based on level of service (see Sublimity Interchange Area Management Plan: Oregon 22 with Cascade Highway Data Collection and Operational Analyses for Mobility Standard definitions). Cascade Highway 30 at I D 16 Shaff Road-Fern Ridge ~ o a d ~ Results are reporbed for approach with worst operational characteristics. Vehicle queue results at ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Signalized intersection. D 24 An interim condition for Cascade Highway in which the Oregon 22 overpass of Cascade Highway will not be extended due to funding constraints was also examined. If the overpass is not extended, the section of Cascade Highway between the Oregon 22 ramp intersections would not be widened to five lanes. Under this constrained condition, left-turn pockets are still recommended to be constructed at the Oregon 22 entrance ramps. The turn lane and taper at the east bound entrance ramp will be limited to approximately 200 feet by the Oregon 22 overpass. Operations along Cascade Highway would exceed the ODOT mobility standards at the eastbound ramp intersection. Vehicle queues will not impede operations through the adjacent westbound ramp/Sublimity Boulevard intersection. However, the northbound queue may impede turn movements at the Park-and-Ride lot access. Table 45 summarizes conditions without the Cascade Highway widening, and Figure 4 5 depicts the estimated queue length. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 4-5 Stayton Traffic Operations Analysis Summary - Two Lane Cascade Highway 2025 30th Highest Hour Design Volumes Intersection Mobility VIC Queue standard' ~ a t i o ~ LOS~ (veh)" Cascade Highway Approaches Mobility VIC Queue standard' ~ a t i o ~ LOS* (veh)&' Cross Street Approaches Cascade Highway at Oregon 2USublimity Boulevard/ westbound ramws4 ODOT mobility standards are based on volume-tocapactty ratios. Stayton and Sublimity standards are based on level of service (see Sublirnrty Interchange Area Manegement Plan: Oregon 22 with Cascade Highway Deta Collection end Operational Anelyses for Mobility Standard definitions). Results are reported for approach with worst operational charaderistics. Vehide queue results at ODOT i n t e d o n s are calculated with the 2-minute rule. Stayton and SuMimity intersections show 95th percentile queues. Signalized intersection. Cascade Highway at Oregon 22 eastbound ramps4 Cascade Highway - Sublimity (North of Interchange) 0.75 0.65 18 The PMT developed a preferred alternative for Cascade Highway north of Oregon 22 based on preliminary access management layouts. 0.85 0.62 3 0.75 24 Access management alternatives for the north side of the interchange were compiled based upon input from the affected residents, project management and consultant teams as well as local government officials. All proposed alternatives were evaluated by the consultant team. A previous plan to realign Sublimity Boulevard was rejected by the City of Sublimity; thus, none of the alternatives considered that plan as an option. An access deviation will be needed for the Sublimity Boulevard approach, as all of the interchange designs maintain the connection to this approach (opposite from the westbound interchange ramps). 0.85 14 The widening of Cascade Highway to a five lane section through the Sublimity Boulevard/ Oregon 22 ramp intersection is assumed in all alternatives. The intersection is also assumed to be signahzed in all alternatives. Sublimity Alternative 1 The elements of Sublimity Alternative 1 are shown in Figure 4-6. The long-term strategy removes all private approach access points along Cascade Highway within the management area. It creates a new intersection 1,320 feet north of the Oregon 22 westbound ramps. The existing properties in the northwest quadrant of the interchange will be served from an internal roadway connecting to the new intersection and to Sublimity Boulevard (300 feet west of Cascade Highway). The new roadway will be located near the western property line of the affected parcels. To further enhance circulation alternatives, an additional connection could also be constructed to the west when Sublimity Boulevard is extended. SUBLIMITY INTERCHANGE AREA !JAMGEMEM PLAN The two properties in the northeast quadrant of the interchange will also access Cascade Highway at the new intersection. The existing access points for these properties wlll be closed. A frontage road, top be built adjacent to Cascade Highway, will connect the existing driveways to the new intersection. The new intersection on Cascade Highway is located along a crest vertical curve, with sight distance half the required 610 feet. In order to provide adequate sight distance at this location, it would be necessary to m o d e the vertical profile of Cascade Highway. This modification would be at substantial cost and would adversely impact the access to the properties fronting on Cascade Highway. The new access along Sublimity Boulevard may be affected by queuing from the Cascade Highway signalized intersection. However, this would occur mfrequently. The vehicle queue estimates for the Year 2025 design year are approximately 60 feet for the westbound Sublimity Boulevard traffic. Currently, all properties within the access management area are residential (one residence contains a home occupation and parking lot) and/or farm use. Trip generation is and will remain low with these land uses. The parcels, however, are zoned for commercial use on the west side of the highway. Table 4 6 surnmarlzes operahons north of Oregon 22 assuming build-out of the properties as commercial businesses. (Note: Further analyses should be performed upon redevelopment of properties, when detailed ~nfonnation is available) The new access along Cascade Highway is projected to operate poorly at LOS F. The stop controlled approaches could be improved to meet the mobility standards by providing left- turn pockets for both the north and eastbound vehicles. The new roadway would provide safer access to/from Cascade Highway, good circulation and access options. The roadway will be more suitable to serve the commercial land use upon re-development of the properties. PDX/052070004_USR DOC SUBLlMlTY INTERCHANGE AREA MANAGEMENT PLAN TABLE 4-6 Sublimity Traftic Operations Analysis Summary -Alternative 1 2025 30th Highesf Hour Design Volumes Mobility VIC Queue standard' ~ a t i o ~ LOS' (veh)&' Cross Street Approaches E C 2 Intersection Cascade Highway at 9th Street Cascade Highway at new intersedon 1320' north of Westbound ramps Sublimity Alternative 2 This alternative includes an internal connection between the properties fronting Cascade Highway in the northwest quadrant of the interchange. This alternative would connect the properties served by Approaches #5 to #2 listed in Table 4 2 and shown in Figure 42 Figure 4 7 depicts the proposed ahgnment of this alternative. Full access is proposed to occur at two locations; on Cascade highway at the north end of Tax Lot #091W03BA03400 (1100 feet north of the interchange), and on Sublimity Boulevard through the south side of Tax Lot #091W03BA03400 (300 feet west of the interchange). An additional right-in/right- out only access on Cascade Highway is proposed between Tax Lots #091W03B00500 and #091W03B00900 (550 feet north of the interchange). The consolidated access points remain within the access management area of the interchange. The internal roadway severely impacts the property served by Approach #5. However, this roadway would provide an alternative route for drivers when the Sublimity Boulevard/Cascade Highway intersection is operating at congested levels. Mobility VM3 Queue standard' ~ a t i o ~ LOS* ( ~ e h ) ' ~ Cascade Highway Approaches E A 1 Cascade Highway at Sublimity BoukvardfOregon 22 Westbound ramps4 The new intersection on Cascade Highway is located along a crest vertical curve, with sight distance of slightly less than the required 610 feet. E A 1 The new access along Sublimity Boulevard may be affected by queuing from the Cascade Highway signalized intersection. However, this would not occur frequently. Queue estimates for the Year 2025 design year are approximately 60 feet for the westbound Sublimity Boulevard traffic. E ODOT mobility standards are based on volume-bcapac~ty ratios. Stayton and Sublimity shndards are based on level of service (see Sublimity Intemhange Area Management Plan: Oregon 22 k h Cascade Highway Data Collection and Operational Analyses for Mobility Standard definitions). Resutts are repotted for approach with wrst operational characteristics. Vehicle queue results at ODOT intemections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Signalized intersection. 0.75 0.40 7 The two private driveways in the northeast quadrant of the interchange are proposed to remain in their current locations, within the l,?L!O feet access management area. The 0.85 0.35 3 SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN residential/farm trip generation is expected to remain low, thus should not create operational problems. Mitigation for the accesses on the east side of Cascade Highway could include construction of a large radius driveway approach or widened shoulder to allow vehicles to slow down out of the travel lane. Table 4 7 summarizes operations north of Oregon 22 assuming build-out of the commercial properties (Note: Further analyses should be performed upon redevelopment of properties, when detailed information is available). All of the access points along Cascade Highway are projected to operate within the required mobility standards and are characterized by . . rmrumal queuing. TABLE 4-7 Sublimrty Traffic Opetations Analysis Summary - Alternative 2 2025 30th Highest Hour Design Volumes Cascade Highway at 9th Street Cascade Highway @ Private Driveway 5 Cascade Highway @ Private Driveway 7 Cascade Highway at consolidated Driveways #1 through #4 Cascade Highway @ Private Driveway 6 Cascade Highway at Sublimity BoulevardlOregon 22 Westbound ramps4 ODOT mobility standards are based on volume-tocapacity ratios. Stayton and Sublimity standards are based on level of service (see Sublimity Interchange Area Management Plan: Oregon 22 with Cascade Highway Date Collection and Operational Analyses for Mobility Standard definitions). 2 Results are reported for approach with worst operational characteristics. Mobility VIC Queue standard' ~ a t i o ' LOS' (veh)" Cascade Highway Approaches 3 Vehicle queue results at ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentib queues. Signalized intersection. Mobility VIC Queue standard' ~atio' LOS' ( ~ e h ) ~ " Cross Street Approaches Sublimity Alternative 3 This alternative combines aspects of the previous alternatives. Driveway consolidation is incorporated into the scenario, while minimizing impacts to the affected properties. The elements of Sublimity Alternative 1 are shown in Figure 48. In the northeast quadrant of the interchange, Approaches #13 and #14 are proposed to be consolidated, with access at the existing #14 location (1100 feet north of the interchange). SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAk Although within the access management area, travel demand for these two properties is expected to remain low. Sight distance at t h s location meets the 610 foot requirement. Mitigation could include construction of a large radius driveway approach or widened shoulder to allow vehicles to slow down out of the travel lane. In the northwest quadrant, the southern properties would be served by a common access easement connecting to Sublimity Boulevard, approximately 300 feet west of Cascade Highway. The new access on Sublimity should not be affected by vehicle queues at the Cascade Highway traffic signal. Ninety-fifth percentile queues are estimated to be 60 feet. The northern properties are served by an access road connecting to a new intersection 1320 feet north of the interchange. This configuration will decrease the amount of right-of-way acquisition and roadway construction needed to service the properties. This alternative will also maintain lower traffic volumes behind the residential properties, and reduce safety conflicts. Table 4-8 summarizes operations north of Oregon 22 assuming build-out of the commercial properties. (Note: Further analyses should be performed upon redevelopment of properties, when detailed information is available). Although characterized by short vehicle queues, the consolidated driveway access points would operate poorly at L a F. TABLE 68 Sublimity Traffic Operations Analysis Summary - Alternative 3 2025 30th Highest Hour Design V d u m Cascade Highway @ 1 Intersection Cascade Highway at 9th Street ramps I I Mobility VIC Queue standard' Ratio2 LOS' (veh)" Cascade Highway Approaches E A 1 ODOT mobility standards are based on volume-bcapactty ratios. Stayton and Sublimity standards are based on level of service (see Sublimdy Intemhange Area Management Plan: Oregon 22 wifh Cascade Highway Data Collecfion and Operational Analyses for Mobility Standard definitions). 2 Results are reported for approach with worst operational characteristics. Mobility VIC Queue standard' Ratio2 L O S ~ (veh)"' Cross Street Approaches E C 2 Cascade Highway at Sublimity BoulevardlOregon 22 Westbound ramps4 Vehide queue results at ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Signalized intersection. 0.75 0.40 7 0.85 0.35 3 SUBLIMIT( INTERCHANGE AREA MANAGEMENT PLAN Sublimity Preferred Alternative The three Subhmity alternatives were presented at a June 2005 PMT meeting. The benefits and impacts of each were discussed, and a preferred alternative was derived. Figure 4-9 shows the preferred alternative. Two new access roadways will be created, respectively serving properties on the east and west side of Cascade Highway. Both roadways will access Cascade Highway at a new intersection, located approximately 1,580 feet from the interchange. The intersection will be established according to AASHTO standards and located to meet access management spacing requirements, provide adequate sight distance and maximize safety. This new intersection will be unsign- and allow for full movement. A technical memo describing the rationale for IAMP-recommended intersection placement is included in Appendix H. On the west side of Cascade Highway, a backage road wilI extend behind the existing properties (served by Approaches 1 through 5) and through a currently unimproved lot (ID #091W03B00900) to an u n s i g n h d , full movenlent intersection with Sublimity Boulevard. This intersection would be located approximately 470 feet west of the Sublimity Boulevard/Cascade Highway intersection. On the east side, a frontage road will connect the new intersection to the two existing driveways. This alternative removes all private driveways along Cascade Highway within the Interchange Access Management Limit area, and places the new highway access at a location with the maximum sight distance. This alternative also minimizes potential impacts along Sublimity Boulevard in the vicinity of the intersection with Cascade tZlghway and the Oregon 22 ramp termini. Currently, all properties withm the access management area are residential (one residence contains a home occupation) and/or farm use. Trip generation is and will remain low with these land uses. The parcels, however, are zoned for commercial use on the west side of the highway. Table 4 9 summarizes operations north of Oregon 22 assuming build-out of the properties as commercial businesses. (Note: Further analyses should be performed upon redevelopment of properties, when detailed information is available). The new access along Cascade Highway is projected to operate poorly at LOS F. The stop controlled approaches could be improved to meet the mobihty standards by providing left- turn pockets for both the north and eastbound vehicles. PDX/ffi207MX)4_USR DOC SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 4-9 Sublimity Traffic Operations Analysis Summary - Preferred Alternative 2025 30fh Highest Hour Design Volumes Mobility VIC Queue standard' ~ a t i o ~ L O S ~ ( ~ e h ) ' ~ Cross Street Approaches E - C 2 Intersection Cascade Highway at 9th Street Cascade Highway at new intersection 1320' north of WE3 ramps ' ODOT mobilrty standards are based on volume-ta-capacity ratios. Stayton and Sublimity standards are based on level of service (see Subiimfty interchenge Area Menegemenf Plan: Oregon 22 with Cescede Highwey Deta Collection end Operetionel Analyses for Mobility Standard definitions). Results are reported fsr approach with worst operational characteristics. Vehicle queue results at ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Signalized intersection. Mobility VlC Queue standard' I3atio2 L O S ~ (vehlK3 Cascade Highway Approaches E A 1 Cascade Highway at Sublimity Boule~rdIOregon 22 W&ound ramps4 Summary E A 1 A summary of the preferred access management alternatives detailed in this section is as follows: E 1 1 3 0.75 0.40 7 Along Oregon 22, proposed ODOT interchange improvements will situate the Fern Ridge intersection within the minimum spacing requirements of the new eastbound Oregon 22 eastbound entrance ramp. An evaluation of the need for this at-grade intersection along an expressway should be made. 0.85 0.35 3 The preferred Stayton alternative does not meet all access management requirements. However, existing deficiencies are being mitigated by reahgning Golf Lane Road across from Whitney Street. Additionally, the intersection is proposed to be signahzed to accommodate the forecast traffic demand. Adequate sight distance is provided at this moMied intersection. The Park-and-Ride lot driveway will also remain within the access management area. Sight distance is also adequate at this location, and due to the limited transit opportunities, traffic demand remains low. The preferred Sublimity alternative, with the exception of the Sublimity Boulevard intersection, meets access management requirements along Cascade Highway. In addition adequate sight distance at the new Cascade Highway intersection is provided. The new access point along Sublimity Boulevard is also situated with the furthest distance from the interchange, mhimizhg impacts at the westbound ramp intersection. SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Table 410 summarizes all of the alternatives in tabular form. See Figure 4-2 for corresponding access locations. TABLE 4-1 0 Access Management Alternatives Summary Access Standard Distance IAM P Alternative Description (feet) Deficient Access (feet) Figure Along Oregon 22 Existing Stop controlled Oregon 22 entrance tamps. 5,280 Fern Ridge Road. 2-2 Sublimity lnterchange Configuration Proposed Entrance ramps with merge configuration. 5,280 Fern Ridge Road 3,300 4-1 Sublimity Intemhange Configuration - South of lnterchange - Stayton (South of Interchange) Existing Stayton Unsignalized, full movement intersections at 1,320 Golf Lane Road 600 2-2 Golf Lane Road, Park-and-Ride driveway and Mi tney Street. 1,320 Park-and-Ride lot 600 1,320 Whitney Street 1,100 Preferred Stayton Realignment of Golf Lane Road, across from 1,320 Park-and-Ride lot 600 4-3 Alternative M i tney Street. 1,320 Golf Lane R o a d M h e y Street 1 ,I 00 North of Interchange - Sublimity (North of Interchange) Existing Sublimity Boulevard across from westbound Sublimity ramp intersection 8 numerous private driveway access on Cascade Highway Sublimrty Sublimity Boulevard across from westbound Alternative 1 ramp intersection & new intersection 1320 feet from interchange servicing all property access. Approach #5 (private) 500 2-2 Approach #4 (private) 600 Approach #3 (private) 900 Approach #2 (private) 1,100 Approach #1 (private) 1,250 Approach #13 700 (private) Approach #14 (private) Sublimity Boulevard SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 4-10 Access Management Alternatives Summary Access Standard Distance [AMP Alternative Description (feet) Deficient Access (feet) Figure -- - Sublimity Sublimity Boulevard across from westbound Alternative 2 ramp intersection & private driveway access consolidated onto an internal road for driveways within 1000 feet of the interchange. Sublimity Sublimity Boulevard across from westbound Alternative 3 ramp intersection, east parcels combined access, west parcels split into two combined accesses (one on Cascade, one on Sublimity). Preferred Sublimity i3oulemd across fmm ~ a s b i i d Sublimrty ramp intersection, new intersection -1 620 Alternative feet north of interchange servicing all properties. Internal roadway connection to the existing Sublimity Boulevard temlini. Sublimity Boulevard New right-inlright-out approach Approach #I 3 (private) New consolidated approach Approach #I 4 (private) Approach #I (private) Sublimity Boulevard New consolidated approach Subliiniiy Boulevard Insert Figures 4 1 through 4 9 (1 1x17) SECTION 5 Interchange Area Management Plan Selected Alternative and Findings The preferred alternative package consists of a recommended access management plan as well as transportation improvement and traffic management recommendations. Recommendations and associated findings are presented in this section. Access Management Plan As part of the Subhi ty IAMP, future access locations and public street connections were evaluated for properties along Cascade Highway. The intent of the Access Management Plan is to idenhfy the location of driveways and internal circulation routes for properties whose accesses will need to be relocated to achieve the safety and mobiIity objectives of the Access Management Standards. The plan, as described in the following paragraphs, shall be applied by ODOT, Marion County, the City of Sublimity, and the City of Stayton in future land use decisions involving the properties located within the IAMP study area. It should be noted that the strategies below mostly apply to areas of new development or redevelopment; existing accesses are allowed to remain as long as the land use does not change. As a result, access management is a long-term process in which the desired access spacing to a street slowly evolves over time as redevelopment occurs. It should also be kept in mind that parcels cannot be land-locked, and must have some way of accessing the public street system. This may mean allowing shorter access spacing then would otherwise be allowed. Access management strategies for approaches located within the Interchange Access Management Limit are described in this section. Figure 5-1 contains a detailed inventory of all properties and approaches in the Access Management Plan impact area, with short and medium/long-term actions described for each. Figure 5 2 depicts corresponding approaches and properties. Cascade Highway (West Side of Roadway, North of Oregon 22) Short-Term Access Actions Existing private driveway approaches will continue to be allowed individual access to Cascade Highway. Access deviations wdl be requested for all of these private approaches. Sublimity Boulevard will continue to access Cascade Highway. An access deviation will be requested. As part of IAMP physical improvements, a traffic signal will be installed at the Sublimity BoulevardlCascade Highway intersection, directly across from the realigned Oregon 22 termini. SUBLIMITY INTERCHNGE AREA MANAGEMENT PLAN The City of Sublimity will adopt an Interchange Overlay zoning district in its Development Code and amend sections of Code language. The new overlay zone wiLl prohibit development from occurring at the properties on this part of Cascade Highway without the presence of an alternate roadway to access. Proposed changes to the City of Sublimity's Development Code are provided as Appendix 1. MediumRong-Term Access Management Under the guidance of this IAMP, properties located on this part of Cascade Highway will take future access via the access backage road described in Section 4 of this report and illustrated on Figure 4-9. During the IAMP planning process, the Project Management Team (PMT) strongly considered whether this backage road should be constructed as a short-term improvement. The PMT concluded that the timing and precise route of this access road should be guided by the future commercial development of the properties. The backage access road (and new driveways necessary to connect to this access road) will most likely be constructed as a conhtion of one or more commercial developments in the medium-to-long-tern future. Cascade Highway (West Side of Roadway, South of Oregon 22) Short-Term Access Actions Golf -Lane wiU continue to access Cascade Highway. An access deviation will be requested. MediumLong-Term Access Management Under an existing Memorandum of Understanding (MOU) between the City of Stayton and Marion County, Golf Lane will be realigned at such time that the existing Golf Lane/Cascade Highway intersection warrants signalization or fails to meet Marion County standards for safety and/or operations. The realigned Golf Lane approach would intersect with Cascade Highway directly across from Whitney Street, approximately 470 feet south of its existing location. The aforementioned MOU is provided as Appendix J. Cascade Highway (East Side of Roadway, South of Oregon 22) Short-Term Access Actions Whitney Street will continue to access Cascade Highway. An access deviation will be requested. The Park-and-Ride lot will continue to be allowed access to Cascade Highway. An access deviation will be requested. MediumRong-Term Access Management As part of Stayton TSP physical improvements, a traffic signal will be installed at the Whitney Street/Cascade Highway intersection. SUBLlMlN INTERCHANGE AREA MANAGEMENT PLAN Cascade Highway (East Side of Roadway, North of Oregon 22) Short-Ten Access Actions Approach #13 (see Figure 4-2) will be closed and alternate access will be provided via Approach #14. ODOT will construct a frontage road extending from the driveway at Approach #13 to the driveway at Approach #14 to allow for this consolidation of driveways. Approach #14 wlll continue to be allowed access to Cascade Highway. An access deviation will be requested. ODOT will purchase access control along entire property road frontage of Tax Lot# MW03A00100. This proposed line of access control purchase is depicted on Figure 5-2. Mediumkong-Term Access Management Approach #14 will be closed and alternate access will be provided via a frontage road that will access Cascade Highway at a new intersection located directly across from the new backage access road descrihd earlier. Access Management Deviations In the short-term, IAMP actions reduce by one the number of approaches to Cascade Highway within the Interchange Access Management Limits. In the medium-to long- term, however, the actions performed as part of this IAMP will reduce the number of approaches by six. Under OAR 734-051-0135(5) the ODOT Region Access Management Engineer "shall require any deziationfor an approach Iocated in an interchange access management area as wried in the Oregon Highway Plan, to be evaluated over a 20-year horizon from the date of application and may approve a deviationfbr an approach located in an interchange access management area $.. . (b) The approach is consistent with an access management plan fm an interchange that includes plans to combine or remove approaches resulting in a net reduction of approaches to the highway". Deviations identified in this IAMP are consistent with this statute. Table 5-1 addresses all approach locations where access deviations will be required and provides a rationale for why the deviations should be granted. See Figure 4 2 for corresponding depiction of approach locations. As part of this IAMP, the Clty of Sublimity will be establishing an "Interchange Overlay" zone, encompassing all of these properties. This zone will prohibit development that increases vehicle trip generation onto Cascade Highway and TABLE 5-1 I M P Access Deviations will require Mure development of any of these properties to access onto a local backage road in the rear of the property. This action moves in the direction of ODOT Access Management Standards. The aforementioned fibre backage road was considered as a physical improvement to be created as part of this IAMP. However, it was conduded that the predse route and construction timing of this future backage road should be guided by the development of these properties. Therefore, a deviation should be Deviation Request Rationale Approach # Tax Lot@) Served SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 5-1 IARAP Access Deviations These properties currently produce very few vehicle trips. Analysis performed for this IAMP concluded that the presence of these approaches is consistent with the safety factors listed under OAR 734451-0080(9). These approaches have only a slight effect on Cascade Highway safety and a negligible effect on mobility. Therefore. a deviation should be approved per OAR 734-0514135(1). Approach # 4 Sublimity Blvd. I J approved per OAR 734451-0080(2), since these private accesses have no 091w3B00m I reawnable alternate access to their properties. Golf Lane Tax Lot@) Served Whitney Street Deviation Request Rationale - - - - - - The intersection of Sublimcty Boulevard and Cascade Highway was aligned with the westbound ramp terminal in the original design of the interchange. This location was selected after a review of alternatives, all of which were determined to be infeasible. The location was consistent with the access management rules in effect at the time and the layout was approved by ODOT and FHWA through the adoption of the Environmental Assessment and Finding of No Significant Impact (FONSI). An existing Memorandum of Understanding (MOU) between the City of Stayton and Marion County calls for the realignment of Golf Lane at such time that Golf Lane warrants signalization or fails to meet Marion County standards for safety andlor operations. The realigned Golf Lane approach would intersect with Cascade Highway directly aaoss from Whitney Street, approximately 470 feet south of its existing location. By relocating an existing access point further from the interchange ramp terminal, this action moves in the direction of ODOT Access Management Standards. Analysis performed for this IAMP concluded that the presence of this approach is consistent with the safety factors lished under OAR 734451 -0080(9). Therefore, a The 2004 traffic study done for the City of Stayton TSP revealed that this intersection operates at LOS A and LOS C, respectively, for the southbound left and westbound approach. Whifney Street is identified in an integral part of 10 Physical Improvement Recommendations 14 Based on the level of traffic demand associated with the proposed development in Stayton and Sublimity, specific improvements are required by the design year, 2025. In its current configuration, the interchange exit ramps and westbound entrance ramp would operate beyond capacity. In addition, all of the approaches to Cascade Highway would operate beyond their applicable mobility standards with the exception of Martin Drive which is restricted to a right-turn-in-righ t-turn-ou t access. 091WDB00300; 091VU)3DB00200 Stayton's circulation system. This park and ride access provides a carpool alternative, helping to decrease the number of vehicles using the interchange at peak periods, thereby improving operational and safety conditions - the overall objective of Access Management Standards. Park and Ride lots serve the multi-modal objectives of Goal 12. Alternate access to the park and ride lot is infeasible due to the existence of wetlands adjoining the lot 091 W3A00200; 091 W3A00100 As part of this IAMP, Approach # I 3 will be dosed and consolidated with Approach #14. Therefore, a deviation should be approved per OAR 734-051 -01 35(3)(b). Additionally, access control will be purchased along entire property road frontage of Tax Lot# 091 W3A00100. SUBLIMIT( INTERCHANGE AREA MAMGEMENT PLAN Implementing the proposed ODOT interchange improvements and the City of Stayton's preferred transportation plan would entail the following improvements within the interchange management area: * Reconstruct the Oregon 22 entrance ramps to provide standard merge operations onto Oregon 22. Widen Cascade Highway from and including Sublimity Boulevard through the Shaff Road/ Fern ibdge Road intersection. Realign Golf Lane across from Whitney Street. Signalize the Oregon 22 ramp termini - Sublimity Boulevard/Cascade Highway intersection (north of interchange). e S i p h the Oregon 22 ramp te /Cascade Highway intersection (south of intersection), 0 SignaLm the Whitney Street - Golf Lane/Cascade Highway intersection. Ln addition to these improvements the following are recommended to accommodate the forecasted travel demand through the design year: 1. Coordinate traffic signal operations along Cascade Highway due to the close spacing of signallzed intersections. 2. When traffic demand requires, install a right-turn pocket on the eastbound Oregon 22 exit ramp approach to Cascade Highway. 3. When traffic demand requires, install right-turn pockets on the Shaff Road/Fern lbdge Road approaches to Cascade Highway. The incorporation of these mfrastructure improvements would result in acceptable operations within the Sublimty IAMP area. Traffic Management Recommendations A park-and-ride facility is located within the IAMP area. Currently the facility is not served by bus routes or formal carpool programs. Expansion of service to this facility is not currently planned, but could aide in managing traffic demand through the IAMP area. Another inherent traffic management mechanism is the availability of alternate access to Stayton and Sublimity. An additional access point to the Cities of Stayton and Sublimity is provided at the Golf Club Road interchange to the west. Improvements to Golf Club Road are also programmed into the City of Stayton's 7SP, thus providing an attractive alternative route to Stayton. To a lesser extent, Fern Ridge Road and Santiam Street provide alternative access points at at-grade intersections along Oregon 22 to the east of the Sublimity Interchange. These locations, however, should be modified or eliminated both for access management and safety improvement along Oregon 22. SUBLIMITY INTERGWGE AREA MANAGEMENT PLAN Adoption and Implementation Process Adoption and implementation of the Sublimity IAMP will occur at several levels of government. It is necessary for the City of Sublimity, the City of Stayton, and Marion County to amend their respective Transportation System Plans to incorporate the elements of the Sublimity IAMP. This amendment process will include Planning Commission/ City CounciI hearings at the City level and Planning Commission/County Commission hearings at the County level. Following successful adoption at the City and County levels, the Sublimity IAMP will be presented to the OTC for review and approval. ODOT IAMP adoption occurs when the OTC formally adopts the plan as an ODOT facility plan. Notwithstanding consulta tion with the OTC on preliminary recommendations, local government adoption should precede OTC adoption. Formal approval of the IAMP is required by the OTC prior to starting project conshuction. lmplementation Authority Development, adoption, and implementation of this IAMP are dete by regulatory authority. Local agency authority comes through state statutes, and city and county comprehensive plans and development codes. State of Oregon authority comes in the form of policy and administrative rules governing authority over federal and state systems, as granted through the following: State Agency Coordination Rule and Agreement (SAC 1990- OAR 731-015) - The purpose of this rule is to define what ODOT actions are land use actions and how ODOT will meet its responsibilities for coordinating these activities with the statewide land use planning program, other state agencies, and local government. Transportation Planning Rule (OAR 660-012) - This rule is one of several statewide planning rules that provides protection of the long-term livability of Oregon's communities for future generations. The rule requires multi-modal transportation plans to be coordinated with land use plans. In satisfymg the goal, state and local governments must satisfy requirements that lead to implementation of a transportation system that functions consistent with the planned land uses. Access Management Rule (OAR 734-051) - This rule applies to the location, construction, maintenance and use of approaches onto the state highway rights-of-way and properties under the jurisdiction of ODOT. These rules also govern closure of existing approaches, spacing standards, medians, deviations, appeal process, grants of access, and indentures of access. lmplementation Steps and Responsibilities City of Sublimity Actions: Adopt IAMP, through City ordinance, as a refinement element to City's TSP and Comprehensive Plan. This ordinance is provided as Appendix K. Amend Development Code Chapter 2103.05, through City ordinance, to support the creation of an Interchange Management Area Overlay Zone and IAMP access recommendations. This ordinance is provided as Appendix L. SUBLIMIT/ INTERCHANGE AREA MANAGEMENT PLAN Amend Development Code, through City ordinance, to include a new chapter - Chapter 2.106. Chapter 2.106 wdl establish the creation of an Lnterchange Management Area Overlay Zone. This ordinance is provided as Appendix M. Amend Development Code Chapter 2.202.03, through City ordinance, to support the creation of an Interchange Management Area Overlay Zone and IAMP access recommends tions. This ordinance is provided as Appendix N. Amend City's Zoning Map, through new City ordinance, to include the boundaries of the Interchange M a n a p b t Area Overlay zone. This ordinance is provided as Appendix 0 . The proposed boundary of the Interchange Management Overlay zone is shown in Appendix P. City of Stayton Actions: Adopt IAMP, through City ordinance, as a refinement element to City's E P and Comprehensive Plan. This ordinance is provided as Appendix Q. Marion County Aclions: * Adopt IAMP, through new County ordinance, as a relinement element to Couniy's ITSP and Comprehensive Plan. This ordinance is provided as Appendix R. Mid-Willamette Valley Council of Governments (MVCOG) Actions: Provide comments and technical support as relevant. StatelODOT Actions: OTC adoption of IAMP as a facihty plan e Develop and fund IAMP-identihed transportation system improvements Close identhed approaches as described in the LAMP Consolidate identified approaches as described in the lAMP Construct LAMP-identified transportation system improvements including installation of traffic signal and control devices * Purchase access control along east side of Cascade Highway (north of interchange) from current point of access control northwards to encompass entirety of Interchange Access Management Limit area. llus entails purchasing access rights from one private property owner (Tax Lot# 091 W03A00100). Participate and comment on local land development actions with the potential to affect the interchange Department of Land Consenration and Development Actions: Acknowledge any TSP refinements made as part of IAMP implementation Review IAMP Insert Figures 5-1 and 5-2 (11x17) APPENDIX A Public Involvement PDXM5207MX)4_USR DOC Public Involvement Roles and Responsibilities of Key Jurisdictions and Groups Decision making for the Oregon Highway 22/Cascade Highway Interchange Area Management Plan was shared among the Cities of Sublimity and Stayton, Marion County, the Federal Highway Administration and ODOT through a Project Management Team (PMT). The PMT had responsibility for oversight of the public process and for ensuring that any alternatives considered the policies and needs of the jurisdictions. Ultimately, the city councils were responsible for adopting the Interchange Area Management Plan as part of their transportation system plans. The PMT liaisons from each jurisdiction briefed the elected officials during work sessions at key decision points in the project. At these meetings, the PMT presented information generated by the PMT and the community. ODOT was responsible for managing and funding the project, soliciting and receiving public comment, and ensuring that the alternatives generated by the public and PMT were technicaI!y scund and consistent with state policies. ODOT developed the draft plan for presentation and adoption by the city councils. Following action by the city councils, ODOT presented the plan to the OTC for formal approval. ODOT and city councils approval are necessary before ODOT will adopt a project plan. Project Management Team The PMT responsibilities included the following: e Definition of project scope and applicable standards Management of project scope, schedule and budget Receive public comment Informal briefing with the Stayton and Sublimity City Councils at major milestones. e Direction, production and quality assurance of technical and public/agency involvement work The PMT members are: Dan Fricke, ODOT Lisa Ansell, ODOT Mike Faught, City of Stayton Gene Ditter, City of Sublimity Mike McCarthy, Marion County Anthony Boesen, FHWA The PMT met in person to review deliverables and to plan upcoming activities. Other technical resource people were included in these meetings, as needed. Public Involvement Program The PMT conducted a public involvement program targeted to affected property owners and businesses. The purpose of the program was to: Elicit and facilitate public discussion of the needs and issues affecting the land uses and access changes in the four quadrants of the Oregon Highway 22 and Cascade Highway interchange. Generate a collaborative problem solving process to help identdy solutions that address access issues. e Build broad public utzderstanding of the project needs, access requirements, and other issues. a Nurture and skengthen the credibility ofthe partners (ODOT and the Cities of Stayton and Sublimity) and the legitimacy of the process. Program Elements The public involvement program incorporated the following major elements: Research to identify affected property owners and business One-on-one and small group meetings with affected property owners, businesses and community services (i.e. police, fire, EMS, School transport.) Mailing list City council briefings Phone calls and mailings Fact Sheet TABLE 4-1 Table Public Involvement Activity Summary Date Event or Activity Purpose Outcome May 12,2005 Three Small Group Meetings with Affected Property Owners (8 people attending.) May 16,2005 July 25, 2005 Two Small Group Meetings with Affected Property Owners (I 6 people attending.) Small Group Meeting with Northwest and Northeast property owners (I 6 people attending.) Introduction of the project; solicitation of input on problems and issues related to access and land use; opportunity to suggest alternatives lntroduction of the project; solicitation of input on problems and issues related to access and land use; opportunity to suggest alternatives Presentation of access requirements; updated interchange concept; discussion of access alternatives. Identification of issues and concerns; suggestions for alternatives to consider Identification of issues and concerns; suggestions for alternatives to consider Agreement on an access alternative for the north west quadrant. TABLE 4-1 Table Public Involvement Activity Summary Date Event or Activity Purpose Outcome August 2005 Mailing to mailing list Throughout Throughout Throughout Single point-of-contact Mailing list (property owners, business owners and meeting attendees) City Council briefings for the cities of Stayton and Sublimity Summarize information gathered-to-date and outline next steps. Inform of public hearing dates. Answer questions and provide information for the public. To be notified of meetings and city council hearings. Information will be given to project leader for the interchange project. APPENDIX B Compliance with State and Local Plans, Policies and Regulations Compliance with State and Local Plans, Policies, and Regulations Documents Reviewed The following state and local plans, policies and regulations were reviewed as part of the Sublimity IAMP process. The remainder of this section summarizes the objectives of each of these documents and idenhfies sections relevant to the Sublimity IAMP. e Statewide Planning Goals e Oregon Transportation Plan r Oregon Highway Plan 0 Transportation Planning Rule Oregon Administrative Rule 734-051 (Access Management) Marion County Comprehensive Plan Marion County Rural Transportation System Plan Marion County Urban and Rural Zoning Ordinance e City of Stayton Comprehensive Plan e City of Stayton Transportation System Plan City of Stayton Land Use and Development Code 0 City of Sublimity Comprehensive Plan City of Sublimity Transportation System Plan City of Sublimity Development Code Joseph Street - Stayton North City Limits Environmental Assessn~ent / Revised Environmental Assessment State Plans and Policies Oregon's Statewide Planning Goals The State of Oregon has established 19 statewide planning goals to guide local and regional land use planning. The goals express the state's policies on land use and related topics. Goals expressly relevant to the Sublimity IAMP are as follows: Goal 2- Land Use Planning: Establish a land use planning process and policy framework as a basis for all decisions and actions related to use of land to assure an adequate factual base for such decisions and actions. Goal 11 -Public Facilities and Services: Plan and develop a timely, orderly and efficient arrangement of public facilities and services to serve as a framework for urban and rural development. Goal 12-Transpo~ation: Provide and encourage a safe, convenient and economic transportation system. Goal 14- Urbanization: Provide for an orderly and efficient transition from rural to urban land use. The Oregon Department of Land Conservation and Development has acknowledged that the Marion County Comprehensive Plan, Stayton Comprehensive Plan, and the Sublimity Comprehensive Plan are in compliance with the statewide planning goals. Each of these three comprehensive plans are reviewed in t h ~ s ection. Oregon Transportation Plan The Oregon Transportation Plan (OTP) is a long-range policy document to address federal and state mandates for systematic statewide transportation system planning. It is developed by the Oregon Department of Transportation. The goal of the OTP is to promote a safe, efficient, and convenient transportation system over the next 40 years that improves livability and facilitates economic development for residents of the state. The OTP's goals, policies and actions integrate all modes of transportation with the intention of encouraging the most appropriate mode for each type of travel. The Plan's System Element identifies a coordinated multimodal transportation system, to be developed over the next 20 years, which is intended to implement the goals and policies of the Plan. The goals and policies of the OTP cover a broad range of issues. Those goals and policies most directly applicable to the Sublimity IAMP and its associated actions are as follows: Goal I: Characteristics of the System Policy 16 - Efficiency Action I B . 1 -calls for the consideration of economic, social, energy and environmental impacts in transportation planning and design processes. Action 1 B.4 - corridors should be preserved for transportation development. Policy 1 G - Safety Action 1G.4 - resources should be targeted to dangerous routes and locations in cooperation with local and state agencies. Action 1G.9 - calls for the transportation system to be built, operated, and regulated so that users fee1 safe and secure as they travel. Goal 2: Livability Policy 2.4 - Land Use Action 2A.1 - supports local land use planning as part of system planning to minimize automobile trips per capita and automobile miles traveled. Policy 2C - Relationship of Interurban and Urban Mobility Action 2C.1 - interurban corridors in and near urban areas should be planned and designed to preserve their utility for interurban travel. Goal 3: Economic Development Policy 3B - Linkages to Markets e Action 3B.3 - the highway system should be maintained, preserved, and improved in order to provide infrastructure for the efficient movement of goods by truck and bus. Goal 4: Implementation Policy 4 6 - Management Practices Action 4G.1 - calls for preserving, maintaining, and improving transportation infrastructure and services that are of statewide significance. Action 4G.2 - access control be a part of transportation system projects to acheve reasonable levels of service. Action 4G.4 - calls for controlled accesses to statewide transportation corridors and facilities. Oregon Highway Plan The 1999 Oregon Highway Plan is a modal element of the 1992 OTP and defines policies and investment strategies for Oregon's state highway system over the next 20 years. The plan contains three elements - a vision element that describes the broad goal for how the highway system should look in 20 years; a policy element that contains goals, policies, and actions to be followed by state, regional, and local jurisdictions; and a system element that includes an analysis of needs, revenues, and performance measures. The policy element contains several policies and actions, described below, that are relevant to the Sublimity IAMP and its associated recommended actions. Policy 1A: State Highway Classification System Policy 1A develops a state hghway classification system to guide ODOT priorities for system investment and management. Action lA.l defines five categories of state highway facilities - interstate highways, statewide highways, regional highways, district highways, and local interest roads. Two of these (interstate and statewide highways) are part of the national highway system. Interstate highways provide connections to major cities and regions within the state and facilitate movement to and from other states. The management objective for interstate highways is to provide safe and efficient high-speed travel in urban and rural areas. Statewide fughways provide inter-urban and inter-regional mobility and connections to larger urban areas, ports, and major recreation areas not directly served by Interstate Wlghways. Statewide highways also provide connections for intra-urban and intra-regional trips. The management objective for statewide highways is to provide safe and efficient, hgh-speed, continuous-flow operation along the corridor, with minimal interruptions to flow in constrained or urban areas. Action 1A.2 defines and classif~es expressways as a subset of statewide, regional, and district lughways. The function of expressways is to provide safe and efficient high speed and high volume traffic movements with minimal interruptions, for interurban trave! and connecti~ns to ports and major recreation areas. Along expressways, private access is discouraged, connections to public roads are highly controlled, traffic signals (rural areas only) are discouraged, and nontraversable medians are encouraged. Policy 16: Land Use and Transportation Policy 1 B directs the state to work with regional agencies and local jurisdictions to consider land use when planning transportation systems and projects. Action 18.7 gives special designations for certain land use patterns off the freeway to foster compact development patterns in communities. The three designations provided are special transportation area, commercial center, and urban business area. Policy 1C: State Highway Freight System Policy 1C states that the timeliness of freight movements should be considered when developing and implementing plans and projects on freight routes. Policy IF: Highway Mobility Standards Action lF.l requires that highways operate at a certain level of mobility, depending on their location and classification. Part of this action requires that freeway interchanges be managed to maintain safe and efficient operation of the freeway through the interchange area. Policy 1G: Major Improvements Action lG . l directs agencies to make the fewest number of structural changes to a roadway system to address its identified needs and deficiencies, and to protect the existing highway system before adding new facilities to it. The action ranks four priorities of projects, as follows: 1. Preserving the functionality of the existing system 2. Making minor improvements to improve the efficiency and capacity of the existing system 3. Adding capacity to the existing system 4. Building new transportation systems Policy 2F: Traffic Safety Policy 2F identifies the need for projects in the state to improve safety for all users of the state highway system. Policy 3A: Classification and Spacing Standards Policy 3A addresses the location, spacing and type of road and street intersections and approach roads on state highways. It includes spacing standards for each highway classification. Appendix C of the O W provides tables of access management spacing standards. Policy 3B: Medians This policy establishes the state's criteria for the placement of medians. Action 38.2 calls for the construction of nontraversible medians to be considered as part of modernization projects for urban, multi-lane Statewide fighways when certain factors related to traffic volume, topography, and crash rate are present. Policy 3C: Interchange Access Management Areas Policy 3C calls for the planning and management of grade-separated interchange areas to ensure safe and efficient operation between connecting roadways. Action 3C.1 requires agencies to develop Interchange Area Management Plans to protect the function of interchanges over the long-term. The intention of an Interchange Area Management Plan is to minimize the need for major interchange improvements. Transportation Planning Rule The Transportation Planning Rule (TPR) implements Oregon Statewide Planning Goal 12, which encourages construction of transportation facilities that are safe and efficient and designed to reduce automobile reliance. The objective of the TPR is to reduce air pollution, congestion, and other livability problems found in urban areas. The TPR requires the preparation of r e ~ o n a l transportation systems plans (TSP's) by MPO's or counties and local TSP's by counties and cities. Through TSP's, the TPR provides a means for regional and local jurisdictions to identify long-range (20-year) strategies for the development of local transportation facilities and services for all modes, to integrate transportation and land use, to provide a basis for land use and transportation decision- making, and to identify projects for the State Transportation Improvement Program. TSP's need to be consistent with the State Transportation Plan and its modal and multirnodal elements. The TSP's of the three jurisdictions inside the Sublimity IAMP area are reviewed in this document (Marion County, Stayton, and Sublimity). Access Management Rules OAR 734-051 The intention of the Access Management Rules is to balance the safety and mobility needs of travelers along state highways with the access needs of property and business owners. ODOT's rules manage access to the state's highway facilities to the degree necessary to maintain functional use, highway safety, and the preservation of public investment consistent with the 1999 O m and local comprehensive plans. Access management is the most pivotal transportation planning tool being utilized in this IAMP to ensure safe and operationally efficient conditions in the vicinity of the interchange. Sections of the Access Management Rules that are particularly relevant to the Sublimity IAMP are addressed below. 734-051-0125, Access Management Spacing Standards for Approaches in an Interchange Area 1) Access management spacing standards for approaches in an interchange area: (a) Are based on classlJicarion of highwaj) and highway segment designation, m e of area, and posted speed. Project Relevance: Based on the Oregon Highway Plan, the applicable access spacing standard for the Sublimity Interchange is 1,320 feet. Correspondingly, it is a primary objective of this IAMP to remove a number of approaches along Cascade Highway with11 1,320 feet of the interchange ramp terminals. (cj Do not apply to approaches in existence prior to April I , 2000 except where any of the following occur: (A) These standards will apply to private approaches at the time of a change of use. (B) If inJill development or redevelopment occztrs, spacing and safety factors will improve by moving in the direction of the access management spacing standards, with the goal of meeting or inproving compliance with the access management spacing standards. (C) For a highway or interchange construction or modernization project or other roadway or interchange project determined by the Region Manager, the project will improve spacing and safety factors by moving in the direction of the access management spacing standards, with the goal of meeting or improving compliance with the access management spacing standards. Project Relevance: The preparation of this IAMP was necessitated by planned modernization improvements to the Sublimity Interchange. It is a main objective of this plan to provide implementable recommendations that will reduce the number of approaches to Cascade Highway in the interchange area. Recommendations include the provision of a backage road for properties along the west side of Cascade Highway (north of the interchange) to connect driveways to and local land use ordinances that will disallow access to Cascade Highway when one of these properties is redeveloped. (2) Spacing standards in Tables 5, 6, 7, and 8 and Figures 1, 2, 3, and 4, adopted and made apart of this rule, identrb the spacing standards for approaches in an interchange area. Project Relevance: As noted earlier, based on the Oregon Highway Plan, the applicable access spacing standard for the Sublimity Interchange is 1,320 feet. (4) Deviations must meet the criteria in OAR 734-051 -0135 Project Relevance: This IAMP is recommending deviations for two approaches in the project area (Sublimity Boulevard and the driveway to state-owned park-and-ride), as will be discussed in the review of OAR 734-051-0135. (3) Location of trafic signals within an interchange management area must meet the criteria of OAR 734-020-0400 through 734-020-0500. Project Relevance: This IAMP is recommending the installation of two traffic signals (at Cascade Highway and Sublimity Boulevard, and at the proposed intersection of Cascade Highway and Whitney Boulevard). The installation of these traffic signals will be in accordance with the criteria in OAR 734-020-0400 through 734-020-0500. (6) The Department should acquire access control on crossroads around interchanges for a distance of 1320 feet. In some cases it may be appropriate to acquire access control beyond 1320 feet. Project Relevance: This IAMP Is recommending the long-term acquisition of access control along all sides of Cascade Highway for at least 1,320 feet, except at Sublimity Boulevard, where an access deviation is expected to be permanent. 734-051-0135, Deviations from Access Management Spacing Standards 1) A deviation will be considered when an approach does not meet spacing standards and the approach is consistent with safety factors in OAR 734-051 -0080(9). Project Relevance: As noted earlier, ttus IAMP is recommending access management standard deviations for two approaches in the project area. These two approaches have been deemed to be consistent with the safety factors in OAR 734-051-0080(9), which are as follows: roadway character; traffic character; geometric character; environmental character; and operational character. 734-051-0155, Access Management Plans, Access Management Plans for Interchanges, and lnterchange Area Management Plans (1) The Department encourages the development of Access Management Plans, Access Managernent Plans for Interchanges, and Interchange Area Management Plans to maintain highway performance and improve safety by improving system efficiency and management before adding capacity consistent with the 2999 Oregon Highway Plan. (5) The Department encourages the development of Interchange Area Manage~nent Plans to plan for and manage grade-separated interchange areas to ensure safe and eff-icient operation between connecting roadways: (a) lnterchange Area Management Plans are developed by the Department and local governmental agencies to protect thefunction of interchanges by maximizing the capacity of the inferchangesfor safe movement from the mainline facility, to provide safe and efficient operations between connecting roadways, and to minimize the need for major improvemerlts of existing interchanges; (c) Priority should be placed on those facilities on the Interstate system with cross roads carrying high volumes or providing inlportant statewide or regzonal connectivify. (6) Interchange Area Management Plans are requiredfor new interchanges and should be developed for significant modifications to existing interchanges consistent w i t h the following: (a) Should be developed no later than the time an interchange is designed or is being redesigned; (3) Should i d e n t i h opporfanities to improue operations and safety i n conjunction wi th roadway projects and property development or redevelopment and adopt strategies and development standards to capture those opportunities; (c) Should include short, medium, and long-range actions to improve operations and safety i n the interchange area; (d) Should consider current and fu tu re t ra f ic volumes and , f7ms , roadway geometry, t ra f ic control devices, current and planned land uses and zoning, and the locatlon of all current and planrzed approaches; (e) Should provide adequate assurance of the safe operafiorz o f f h e facility fhrough the design t ra f ic forecast period, typically 2 0 years; V ) Should consider existing and proposed rises o f t he all property i n the interchange area consistent zuitk i ts comprehensive plan designations and zoning; (g) Are consistent w i t h a n y adopted Transportah'on Sys tem Plan, Corridor Plan, Local Comprehensive Plan, or Special Transportation Area or Urban Business Area designatiorz, or amendments to the Transportation System Plan unless the jurisdiction is exempt f rom transportation system planning requirements under O A R 660-012-0055; (h) Are consistent w i t h the 1999 Oregon Highway Plan; and (i) Are aprroved by the Department through an i n f e r~overnmen ta l agreement alzd adopted by the local government, and adopted into n Transportation Sys tem Plan unless the jurisdiction I S exempt from transportation system planning requirements under OAR 660-022-0055. Project Relevance: This IAMP was prepared in accordance with the most current guidance offered by ODOT for the creation of IAMP'S~. By following this guidance, which encapsulates the requirements of 734-051-0155, this IAMP will be in conformance with the entirety of the rule. Transpolfation Planning Guldance for Interchange Area Management Plans Revised Draft Working Paper #2 (David Evans and Associates. May, 2005) Marion County Plans and Policies Marion County Comprehensive Plan (1994) The Sublimity IAMP has been found to be compliant with applicable sections of the Marion County Comprehensive Plan as provided in the following table: Marion County Comprehensive Plan Element Agricultural Lands Economic Development Urbanization (Urban Land Use (Urban Area Planning (Urban Growth (Urban Growth Managemen Framework Relevant GoalslPolicieslComments To preserve and maintain agricultural lands for farm use consistent with the present and future need for agricultural products, forest and open space. Preserve lands designated as Primary Agriculture by zoning them EFU. Lands designated as Special Agriculture should be protected by the corresponding SA zone and farmland in the FamKimber designation should be protected by the Famrrimber zone. Provision of increased employment opportunities for at! residents of the County. Provision of sufficient areas for future industrial land use. Development of a transportation system for the safe and efficient movement of persons and goods for present needs. Coordination of planning and development of public facilities Basic planning goal is the conservation and intelligent use of land and related resources. To provide an orderly transition from rural to urban land use. Orderly and economic provision for public facilities and services Maximum efficiency of land uses within and on the fringe of the existing urban area. Compatibility of the proposed urban uses with nearby agricultural activities. The type and manner of development of the urbanizable land shall be based upon each community's land use proposals and development standards that are jointly agreed upon by each city and Marion County and are consistent with the LCDC goals. The provision of urban services and facilities should be in an orderly economic basis according to a phased growth plan. The majority of the projected population increases in Marion County should be directed to the urban areas. Provide transportation corridors and options that connect and improve accessibility and mobility for residents along with the movement of goods and services throughout the County. Marion County Comprehensive Plan Element Relevant GoalslPolicieslComments (Transportation) (Environmentat) (Economic Development) Transportation Address transportation needs appropriate to both urban and rural areas throughout the County. Marion County shall jointly plan with communities to meet the transportation needs in the future. Allow for complementary mix of land uses and transportation systems Encourage coordination of traffic calming methods Preserve and protect agricultural and forest lands, wetland, wildlife habitat, riparian corridors and natural areas through wise stewardship Promote conservation, recycling and the efficient use of energy and resources. To protect rural farm and forest lands, identify land use efficiency standards that should be met before a city can amend its UGB. Development should retain vegetation buffers along streams, lakes, and reservoirs to provide shelter, shade, food and nesting for wildlife resources. Encourage a sustainable local and regional economy. Development of a transportation system for the safe, economical, reliable, and efficient movement of persons and goods to meet the present and future needs. Provision of a balanced approach to transportation system development, giving due consideration to all modes of travel. Development of a transportation system consistent with area-wide goals and policies and the land use plans To ensure a minimization of interruption of traffic flow and to promote safety, the number of access points on a collector and arterial roads shall be kept to a minimum. Highway facilities should be developed in such a manner that valuable soil, timber, water, scenic, or cultural resources are not damaged or impaired. Marion County Rural Transportation System Plan (1998) The Sublimity IAMP has been found to be compliant with applicable sections of the Marion County Rural TSP as provided in the following table: Marion County TSP Element I Relevant GoalslPolicieslComments Goal 2 Provide an accessible, efficient and practical transportation system I 4.0 Goals and Objectives Goal 1 Improve transportation system safety Goal 4 Provide sufficient transportation capacity. Goal 3 Provide sufficient and uniform design standards Goal 5 Goal 8 Address transportation policy issues and intergovernmental coordination Work in partnership with communities to address community needs and values. Goal 6 Goal 7 7.2.4 Roadway Design Balance between transportation and land use. Standards Promote alternative modes of transportation. Consider land use and transportation relationships 9.7.5 Development, Land Use, and Access Policies Policy 3 County shall consider and strive to minimize the negative impacts to surrounding land uses and communities in selection and implementation of transportation projects. Policy 4 Development proposals and changes in land use designations shall conform to any sub-area management plans created or adopted by Marion County Policy 8 New transportation facilities of all types should use existing rights-of-way to the extent possible to minimize disruption to existing land use. Policy 12 To prevent exceeding the expected capacity of any component of the transportation system, the County will consider roadway functional classification, capacity, and current conditions as primary criteria for proposed changes in land use designations and proposed land use developments. Policy 13 The County shall review land use actions, development proposals, and large transportation projects in the region for impacts to the transpiration system and facilities. If impacts are deemed significant and can not be mitigated, the action shall be denied or altered. Marion County TSP Element I Relevant GoalslPolicieslComments Policy 14 Number of access points on arterial and major collector roadways shall be kept to a minimum to minimize the interruption to traffic flow and to promote safety. Marion County Zoning Ordinances (2004 - Revised) The entire range of &ortation improven~ents discussed in this IAMP are permitted outright in all zones in Marion County. Relevant sections are described in the following table: (d) In the UTF zone, in addition to existing uses and facilities, the following uses and facilities within street rights-of-way are permitted without approval: ( I ) climbing and passing lanes within the right-of-way existing as of July 1, 1987; (2) Reconstruction or modification of streets. Additional travel lanes, removal or displacement of buildings, or creation of new lots are not included - Provision 25.10 Uses Permitted in all Zones City of Stayton Plans and Policies Relevant Requirements (b) Except as provided in (d), expansion and realignment of existing right of way and easements, including improvement and construction of streets, roads and utilities in conformance with the applicable comprehensive plan and standards of the Department of Publ~c Works. Stayton Comprehensive Plan (1995 - Revised) The Sublimity IAMP has been found to be compliant with applicable sections of the Stayton Comprehensive Plan as provided in the following table: - Plan ~lement Section 2 2.2.1 Land Uses Relevant GoalslPolicieslComments TSP has been prepared to meet state and federal regulations that require urban areas to conduct long-range planning. he long-range planning is intended to serve as a guide for the City of Stayton in managing their existing transportation facilities and developing future transportation facilities. Four major types: commercial, industrial, residential, and public uses 4.3.2 Arterials Stayton Comprehensive Plan Element Section 4 4.4.2 Pavement Width Relevant GoalslPolicieslComments Section 7 7.1.2 Functional Classification 7.1.5 Traffic Calming 7.1.6 Street lmprovements Cascade Hwyllst Ave is northlsouth arterial providing primary access to Stayton from Hwy 22 and Linn County. Conflicts with through traffic, local traffic, and pedestrians. Deficiencies at Golf Club Road from Mill Creek Road to Shaff Road; Fern Ridge Road from west of 10th Ave to Hwy 22; Cascade Hwy south of Hwy 22 eastbound ramps to Whitney Street. Required widths for arterials are 100 feet for right-of-way and 40 feet for pavement. Golf Club Road upgraded to minor arterial; Cascade Highway fro Hwy 22 upgraded to primary arterial. Installed on a case-by-case basis. Highway 22 Joseph Street project ($50,000); Widen Golf Club Road between Hwy 22 and Shaff Road ($4,000,000); Signalize Golf Club RoadlHwy 22 eastbound ramps and install eastbound right-turn lane ($250,000). 7.2 PedlBike lmprovements Fern Ridge Road, north side, sections between 1 st Ave and Hwy 22 I ($72,000) Stayton Transportation System Plan (2004 - Final Draft) The Sublimity IAMP has been found to be compliant with applicable sections of the Stayton TSP as provided in the following table: Stayton TSP Element I IAMP-Relevant Goals and Policies Natural Resources Transportation Vegetation along streams and rivers should be maintained in a natural state. A buffer between urban development and fish habitat a strip of riparian vegetation should be retained along the North Santiam River and Mill Creek. Flood plain areas along Mill Creek and the North Santiam River that remain after flood protection measures, such as dikes or fill, are used, shall be retained as areas for open space and fish and wildlife habitat. Plan considers ways to provide a safe, convenient, efficient, and economic system of moving people and goods in, around, and through the Stayton area. Stayton TSP Element Street Improvements Highway 22 Financing IAMP-Relevant Goals and Policies -ong-term improvements include more safe and convenient access to 3nd from Highway 22; and adequate provision for increased traffic to and 'rom industrial areas. Two lanes will eventually be needed from the intersection of Highway 214 and Highway 22 to Mehama. 4dditional funding is needed to do any street construction. The city -ekes heavily on the Marion County Road Department and the State dighway Division for construction and maintenance of major streets and >ridges. Transportation Policies 1-2 The City of Stayton, Marion County, and the Oregon State Highway Division are the primary providers of bikeways, streets, and highways ~ i t h i n the Stayton urban growth area and shall also maintain the streets for which they are responsible. Future arterial streets shall have a minimum 80-foot right-of-way Existing arterials should be improved to an 80-foot right-of-way. All designated arterials shall have a 50-foot center line setback to allow for improvements and widening. The City of Stayton encourages the State Highway Division to include an overpass at Golf Club Road and Highway 22 in its 6-year plan. Land Use Policies LU-2 Zoning shall follow property lines and include entire rights-of-way as much as practicable. Land for medium density residential development shall be designated on the periphery of the central business area and In each sector of the city and urban growth area. The central business area of Stayton shall continue to be the primary retail business area of the community. The development regulations shall contain specific requirements for off- street parking needed for commercial, industrial, public, and residential development. Strip-type commercial development along major streets (arterials and collectors) shall be discouraged. The development regulations shall allow utility facilities necessary for public service to all zones. Utility facilities shall include, but not be limited to, water lines, sewer lines, storm drains, streets, power lines, telephone lines, natural gas lines, and the like. Economy This element indicates Stayton's capability to provide for economic development. Commercial development at Highway 22 shall be discouraged Energy Policies Stayton TSP Element I IAMP-Relevant Goals and Policies En-4 Vacant lands within the corporate city limits shall be developed rather than leap-frogging to areas outside the city. Stayton Land Use and Development Code (2004 - Revised) En-7 The Sublimity IAMP has been found to be compliant with applicable sections of the Stayton Code as provided in the following table: Transportation facilities shall be developed in such a manner as to encourage the use of alternative modes. Stayton Code Provision 17 . I 2.420 Plan Amendments 17.12.430 Zone Changes 5a. 5d. 5e. 17.12.470 Site Plan Review 6b. Chapter 17.16 Zoning 17.16.630 General Requirements 2. Minimum Street Width Relevant Requirements The proposed amendment complies with all applicable Statewide Planning Goals and administrative rule requirements, including Goal 14 and the urban growth policies of Stayton if a change to the urban growth boundary is requested. Proposed change and intended use is compatible with existing land use patterns and traffic generation and circulation. Proposed change is compatible with applicable provisions of Stayton Comp Plan. Proposed zone change satisfies applicable provisions of Oregon Statewide Planning Goals and Administrative Rules. Provisions for safe and efficient internal traffic circulation, including both pedestrian and motor vehicle traffic, and provision for safe access to and from the property to those public streets and roads which serve the property. All street rights-of-way shall conform to requirements in Chapter 17.20 of this code. Stayton Code Provision 17.16.710 Interchange Development District 1. Purpose 8. Parking 17.16 780 Floodplain Overlay District 3. Floodway Chapter 17.20 Development and Improvement Standards 17.20.860 Off Street Parking 6. Auto Parking 17.20.880 Special Street and Riparian Setbacks 1. Special Street Setbacks 2. Riparian Setbacks Chapter 17.26 Transportation 17.26.1020 Access Management 1. Access Permits 3. Location of Access Relevant Requirements To provide for the locat~on of needed highway service commercial 'acilities at the intersections of controlled access highways and xterial roads. All land zoned ID shall have frontage (not necessarily ~ccess) on Highway 22 or an arterial. 411 uses are subject to parking and loading requirements of chapter 17.20 of this title. Except as permitted in SMC Section 17. i 6.790.16, no development shall be allowed in the floodway. Number of spaces determined by use, i.e. Retail store is one space per 400 square feet plus one space per 2 employees. Minimum building setback of 50-feet, measured at right angles from centerline for First Avenue, Golf Club Road from Highway 22 to Shaff Road. b. Shall be 15-feet from ordinary high water mark along Salem ditch and 35-feet along Mill Creek and the North Santiam River. a. Required for all projects requiring any type of permitt~ng from the City that result in additional trip generation or change in use. c. Permits for access onto State highways shall be subject to review and approval by ODOT except when responsibility has been delegated to City or Marion County. g. City has authority to change accesses for all uses if it is constructing a capital improvement project along that section of the public street. h. Access spacing standards per table 17.26.1020-3h. i. Highway 22 - adopts the 1999 OHP for access management spacing for Highway 22 at Golf Club Road and Cascade Highway Stayton Code Provision Relevant Requirements City of Sublimity Plans and Policies 6. Development Review Procedures Sublimity Comprehensive Plan (1973) b.3. The access shall be consistent with the access management standards adopted in the TSP and contained in 17.26.1010. The Sublimity IAMP has been found to be compliant with applicable sections of the Sublimity Comprehensive Plan as provided in the following table: Sublimity Comprehensive Plan Element I Relevant Goals and Policies Air Quality All development within the City shall adhere to applicable federal and state air quality standards. Noise Control Future development activities that generate a significant amount of noise will be required to meet all noise regulations of the State of Oregon. - - Open Space The City shall encourage development plans that provide for preservation of open space. Discourage the premature, unnecessary and wasteful conversion of valuable agricultural land to city uses. Foster commercial and/or industrial activities to meet the expressed needs of the residents. Economics Create a favorable climate to attract new commercial uses which will benefit the community. Increase local employment opportun!ties to meet the needs of the residents of the area. Assure that commercial activities are compatible with adjacent land uses and consistent with the environmental and economic goals of the community. Land Use Designate an area appropriate for industrial development which would be retained in agricultural use during the interim period through zoning. Preserve the rural quality of existing residential development. Sublimity Comprehensive Plan Element Transportation Relevant Goals and Policies Establish a street system which is consistent with orderly growth and minimizes conflicts with adjacent land uses. Provide a circulation system which is safe and efficient for both vehicle users and pedestrians. Bike paths and sidewalks should be provided to connect schools, parks and shopping facilities with residential areas. Future streets should seek to facilitate access by residents to major transportation routes. Give priority to street improvements wh~ch are necessary to achieve safety, lower maintenance costs and increase efficiency. Amendment, 1997 TSP replaces Transportation Element; TSP in full compliance with requirements of TPR. Sublimity Transportation System Plan (1998 - Final Draft) The Sublimity IAMP has been found to be compliant with applicable sections of the Sublimity TSP as provided in the following table: Sublimity TSP Element I Relevant Goals and Policies Overall Guidance 1 Provide a circulation system which is consistent with orderly growth and / minimizes conflicts with adjacent land uses Street Design The City shall establish a system of transportation facilities and services adequate to meet identified local transportation needs and shall be consistent with regional and state TSP's. Bicycle and Pedestrian facilities should be developed that provide safe and convenient access within and from new subdivisions, planned developments, shopping centers and industrial arks to nearby residential areas, transit stops, and neighborhood activity centers, such as schools, parks and shopping The City shall establish a system of transportation facilities and services adequate to meet identified local transportation needs and shall be consistent w~th regional and state TSP's. The C~ty shall consider the adopt~on of the State Highway Compatibility Guidelines and Model Ordinance when completed by ODOT. Future streets should seek to facilitate access by residents to major transportation routes. Traffic movement on arterials shall be facilitated by controlling access wherever possible. Access control shall include restrictions on the number and location of individual encroachments and street intersections. Design standards for arterials, collectors, local streets. Sublimity TSP Element Minimize capital costs. lmprove safety by minimizing potential conflict points lmprove bicycletpedestrian mobil~ty. Relevant Goals and Policies Access Management Sublimity Land Use and Development Code (2002 - Revised) Maintain acceptable level of service (good mobility). The entire range of transportation improvements discussed in this lAMP are permitted outright in all zones in the City of Sublimity. Relevant sections are described in the following table: Subiimity Code Provision I I Relevant Requirements 2.202 Street Standards 1 2.202.04 General Right-of-way and Improvement Width, Standards for I new and existing streets 2.403.01 D. Expansion of public right-of-way and widening or adding improvements within the right-of-way, provided the right-of-way is not expanded to more width than prescribed for the street in the Public Facilities segment of the Comprehensive Plan. A non-conforming use may be continued although not in conformity with the regulations for the zone in which the use is located. 2.403 Uses Permitted in All Zones 2.403.01 C Surfaced travel lanes, curbs, gutters, drainage ditches, sidewalks, bikeways, transit stops, landscaping and related structures and facilities located within rights-of-way controlled by a public agency. Other Documents Joseph Street - North Stayton City Limits Environmental Assessment I Revised Environmental Assessment (1995) Findings from the Joseph Street EA, relevant to the Sublimity IAMP, are described in the following table: Transportation Element Utilities Relevant Findings OR 22 is one of 15 Access Oregon Highway (AOH) routes Purpose and Need I Project consistent with OHP. / Major safety concerns in the corridor. Increasing traffic, unsatisfactory LOS, accident history, and importance of this highway are the need for the project. LOS D east of Golf Club Road as well as east of Cascade Highway 1 411 private access to OR 22 would be terminated Northwest Natural Gas l~ne on the east side of Sublimity Interchange. Waterline and sewer lift stations in the NW quadrant of Sublimity Interchange. Economics Insurance office in NW quadrant of Sublimity Interchange would lose a small amount of ROW. Community Facilities Stayton Plan recommends an overpass at Golf Creek Road Small amount of ROW to be taken from golf course at Golf Club Road. Land Uselzoning Sublimity Comp Plan does not specifically mention this project yet does mention the need to improve Sublimity lnterchange. Natural Resources Mill Creek to pass under new westbound lanes in Phase 2. Wetlands Wetland Mitigation Historic Properties Modification of Sublimity lnterchange would require conditional use permits from Marion County. Cascade Highway option to impact 0.01 acre. Land in Mill Creek floodplain as mitigation site. Century Farm (Miller property) northeast of Sublimity Interchange. Compliance w l Comp Plans, Statewide Planning Goals, Transportation Planning Rule County Plan calls for widening H~ghway 22 from Joseph St to Mehama. Existing 2005 Turning Movement Counts PDX105207W04-USR DOC HCM Signalized Intersection Capacity Analysis 1: Fern Ridge Rd & Cascade Hwy 07/07/2005 ) - + \ 4 ' t l t P l . 4 J Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4 0 4.0 Lane Util. Factor - 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.93 1.00 095 1 00 0 98 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd Flow (prot) 1660 1622 1660 1668 1660 1704 1644 1684 Flt Permitted 0.31 1.00 0.21 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 545 1622 359 1668 1660 1704 1644 1684 Volume (vph) 120 175 160 85 160 70 130 425 85 80 505 1'10 Peak-hour factor, PHF 0.92 0.92 0.92 0.84 0.84 0 84 0 83 0 83 0 83 0 92 0.92 0 92 Adj. Flow (vph) 130 190 174 101 190 83 157 512 102 87 549 120 RTOR Reduct~on (vph) 0 26 0 0 13 0 0 6 0 0 6 0 Lane Group Flow (vph) 130 338 0 101 260 0 157 609 0 87 663 0 Heavy Vehrcles (%) 3% 3% 3% 3% 3% 3% 3% 3% 3% 4% 4% 4% Turn Type Pm+Pf Pm+p( Prot Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Actuated Green, G (s) 41 4 29.5 38.4 28 0 146 540 10.1 495 Effective Green, g (s) 41.4 29.5 38.4 28.0 14.6 54.0 1 0 . 49.5 Lane Grp Cap (vph) 299 399 228 389 202 767 138 695 vls Ratro Prot c0.04 c0.21 0 04 0.16 c0 09 0 36 0.05 c0 39 vls Ratio Perm 0.1 1 0.7 0 vlc Ratio 0.43 0 85 0 44 0.67 078 079 0.63 0 95 Uniform Delay, d l 28.9 43.1 31.0 41.8 51.1 28.2 53.1 34.1 Progression Factor 1.00 1 00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1 .O 15.1 1.4 4.3 17.0 8.3 9.0 23 1 Delay (s) 29 9 58.2 32 3 46 1 68 I 36 5 62.2 57.3 Level of Service C E C D E D E E Approach Delay (s) 42 9 57 8 Approach LOS D E - -- HCM Average Control Delay 49.2 ~ ~ ~ L e v e l of S rvice D HCM Volume to Ca~acitv ratio 0.82 Actuated Cycle ~ e k t h (k) 120.0 Sum of lost time (s) 12.0 lntersectron Capacity Utilrzation 81 1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group StaytonlSublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 Queues 1 : Fern Ridge Rd & Cascade Hwy 07/07/2005 - ) + t 6- + - K t t r k l J Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 12 12 12 12 12 12 12 12 12 12 12 12 0% 0% 0% 0% 0 200 0 200 0 200 0 Storage Lanes 1 0 I 0 1 0 1 0 Total Lost T~me (s) 4.0 4 0 4 0 4.0 4 0 4.0 4 0 4 0 Leading Detector (ft] 50 50 50 50 Trailing Detector (ft) 0 0 0 0 Turn~ng Speed (mph) 15 9 15 9 Satd Flow (prot) 1660 1622 0 1644 1684 0 Fit Permitted 0.300 0.154 0.950 0.950 Satd Flow (perm) 524 1622 0 269 1667 0 1660 1704 0 1644 1684 0 Right Turn an Red Yes Yes Yes Yes Satd Flow (RTOR) 35 17 10 I 1 L~nk Speed (mphf 30 30 55 55 946 11.7 80 505 110 Peak Hour Factor 0.92 0.92 0.92 0.84 0.84 0.84 083 0.83 0.83 0.92 092 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 3% 3% 3Oh 4% 4% 4% Bus Blockages (#lhr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mld-Block Traffic (%) 0% 0 0% Lane Group FIow (vph) 130 364 0 qO1 273 0 t57 614 0 87 669 0 Prot Prot 5 2 1 6 Detector Phases 7 4 3 8 5 2 1 6 M~n~rnurn l it~al (s) 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 Minimum Split (s) 20.0 30.0 20.0 30.0 20.0 40.0 20.0 40.0 Total Split (s) 20.0 300 0 0 200 300 0 0 200 500 0.0 200 500 0 0 Total Split (%) 16.7% 25.0% 0.0% 16.7% 25.0% 0.0% 26.7% 41.7% 0.0% 16.7% 41.7% 0.0% Yellow T~me (s) 4 0 4 0 4.0 4 0 All-Red Time (s) 0.0 0.0 0.0 0.0 LeadlLag ead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effct Green (s) 41.4 29.5 38.4 28.0 14.6 54 8 11.4 49.5 Actuated g1C Ratio 0 34 0.25 0 32 0.23 012 046 010 041 vlc Ratio 0.44 0.85 0.49 0.68 0.78 0.78 0.56 0.95 Control Delay 29.0 58.4 28 9 484 689 382 56.4 59 7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0 0 0.0 0.0 68 9 38 2 564 597 E D E E 44 4 59.3 StaytonlSublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 Queues 1: Fern Ridge Rd & Cascade Hwy 07/07/2005 - L h 4 + t l t P L C J 70th %ile Green (s) 13.5 30.3 11.7 28 5 16 0 48.6 13.4 46 0 70th %ile Term Code Gap Max Gap Wold Max Coord Gap Coord 50th %ile Green (s) 11.7 31.8 10.2 303 160 50.5 11.5 46 0 50th %ile Term Code Gap Max Gap Hold Max Coord Gap Coord 30th %~le Green (s) 101 322 8 9 310 14.3 53 3 9.6 48.6 30th Okile Term Code Gap Gap Gap Hold Gap Coord Gap Coord 10th %ile Green (s) 8.0 25 3 7.0 24.3 10.6 75.7 0.0 61 1 10th %ile T e n Code Gap Gap Gap Hold Gap C m d Skip Coord Queue Length 50th (ft) 67 240 51 177 118 416 65 -547 Queue Length 95th (ft) 1 14 #430 84 261 #I79 #585 116 #782 Internal Link Dist (ft) 7 36 746 807 866 Turn Bay Length (ft) 200 200 200 200 Base Capaclty (vph) 341 427 282 407 221 784 219 702 Starvation Cap Reductn 0 0 0 0 0 0 0 0 StaytonlSublirnity IAMP 04/12/2005 Existing 2005 CH2M HILL Synchro 6 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 2: Martin & Cascade Hwy 0710712005 r t t / c b l Sign Control Peak Hour Factor 0 92 0 81 0.81 Hourly flow rate (vph) 0 16 647 22 0 858 Percent Blockage R~ght turn flare (veh) Median type None Medlan storage veh) Upstream signal (ft) 946 pX, platoon unblocked 0.70 0 70 0 70 vC, conflicting voturne I 51 6 658 668 tC, slngle (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 Volume Total 16 668 858 Volume Left 0 0 0 Average Delay 0 2 intersection Cepacity Utilization 44.3% 1CU Level of Sewice A Analys~s Perlod (m~n) 15 StaytonlSublimity (AMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 3: Whitney & Cascade Hwy 07/07/2005 Lane Configurations k Volume (veh/h) 75 100 555 55 175 620 Median type None Medran storage veh) Upstream signal (it) Lane LOS F B Approach LOS Average Delay 100 9 intersection-Capacity Utilization 65.5% lCU Level of Service C Analysis Per~od (rn~n) 15 StaytonISublimity IAMP 0411212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized lntersection Capacity Analysis 4: Golf Lane & Cascade Hwy 07/07/zoo5 Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 10 15 5 650 780 10 Peak Hour Factor 0 92 0 92 0 91 0.91 0 84 0 84 Hourly flow rate (vph) 11 16 5 714 929 12 Percent Blockage Right turn flare (veh) Median type None Med~an storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1660 935 940 Average Delay 0 6 intersection Capacity Utilization 54.0010 ICU Level of Service StaytonlSublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page I HCM Unsignalized lntersection Capacity Analysis 5: El3 ~a~~ & Cascade Hwy 07/07/2005 Sign Control Stop Free Free Grade 0% 0% 0% Volume (vehlh) 45 390 45 615 400 60 Peak Hour Factor 0.87 0.87 0.84 0 84 0 90 0 90 Hourlyflowrate (vph) 52 448 54 732 444 67 Pedestrians Lane Wdth (ft) Walking Speed (ftls) Percent Blockage R~ght turn Rare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked *7.4 "7.2 4.1 Volume Left 52 54 0 297.2 1.3 0.0 Approach LOS F Average Delay 83.3 Intersection Capacity Utilization 100.9% ICU Level of Serwice G Analysis Per~od ( m ~ 15 * User Entered Value StaytonISublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 6: WB Ramp & Cascade Hwy 07/07/2005 t L l Percent BLockage R~ght turn Rare (veh) Median type None Med~an storage veh) Upstream signal (ft) pX, platoon unblocked vC, mfficting volume 11 87 665 Volume Total 776 523 Volume Left 0 0 Volume Rtght cSH 1700 1700 Averaae Delav 0.0 lnters&tion ~ g ~ a c i t y Utitization 41.7% 1CU Level of Service A Analys~s Period (min) 15 StaytonlSublimity IAMP 04/12/2005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 7: Sublimity Blvd & Cascade Hwy 07/07/2005 9 - t ~ t P L J J P - f , 45 0 77 Hourly flow rate (vph) 17 28 62 40 484 0 1 6 4 2 0 16 13 6 58 Pedestrians Lane Width (ft) Median type None None vC, conflicting volume 1096 1034 428 436 494 1111 1042 494 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1096 10 494 042 494 tC, single (s) 8.6 *8.0 *7.7 4.1 4.1 *8.7 *8.1 *7.8 Volume Total 108 534 452 78 Volume Left 17 40 16 13 Average Delay 7.3 /ntersection Capacity Utilization 59.5% tCU Level of Service 3 Analysis Period (m~n) 15 * User Entered Value Stayton/Sublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 8: 9th Street & Cascade Hwv Lane Configurations 276 633 1119 Volume Total 71 527 424 Volume Left 16 21 0 Approach LOS B Averaae Delav 1 2 lnterskon Capacity Utilization 54.3% ICU Level of Service A Analysis Per~od 15 StaytonISublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized lntersection Capacity Analysis 9: ORE 22-& EB On Ramp 07/07/2005 None vC2, stage 2 conf Volume Left 0 0 0 Approach LOS C Average Delay 1.9 Intersection Capacity Utifization 57.2% ICU Level of Senrice B 5 * User Enter Stayton/Sublimity IAMP 0411 212005 Existing 2005 CH2M HILL -- Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 10: ORE 22 & WB On Ramr, Sign Control Grade 0% 0% 0% Volume (veNh) 0 570 645 0 0 230 Percent Blockage R~ght turn flare (veh) Median type None vC, mfi ict ing volume 701 1321 701 6.4 *6.7 Volume Total 620 701 271 Volume Lefl 0 0 0 Averase Delav 6.6 lnters&tion ~ i ~ a d f y Utilization 57.5% ICU Level of Service B Analys~s Period (min) 15 Stayton/Sublimity IAMP 0411 212005 Existing 2005 CH2M HILL Synchro 6 Report Page 1 Existing 2005 Traffic Operations Worksheets All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&FernRidge Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 - --- - -- .. -- Groups Pnnted- Unsh~fted - HV _ _ - Cascade Hwy - -- - - - - - Fern R~dge Cascade Hwy Fern R~dge - -- ---- Southbound- -- Westbound , Northbound Eastbound Start T~me ~ g h t Thm I Left ' Peds +o roar ~ g h t T ~ N Left , Peds 4pr + ~ B h t Thm Left Peds _W,LRR~I Thru eft Pea- r,, rata -+- -- ~ F 3 & r L - 1 o l 0 - l f i 0 --20 1 0 L I O _ L O - - - - - l L l 0 L O _ , l o l o l o LO - l o 0600 6 21 1 0 28 5 15 4 0 24 2 4 0 2 0 44 0 7 5 0 12 108 0 6 1 5 , 5 31 2 0 38 6 2 6 9 0 41 1 4 0 3 0 44 4 12 6 0 22 145 0630 13 22 1 0 36 6 20 4 0 30 1 69 7 0 77 1 8 10 0 19 162 0 6 4 5 , 9 37 A - Q - - _ s > 11 31- 1 0 - 0 2 57 - 6 %_ 68 -6 1 0 1 0 2 28 203 Total 33 111 13 0 157r -28 92 27 0 147 9 206 18 0 233 11 37 31 2 81 618 0700 8 4 6 5 0 59 1 4 2 3 10 0 47 2 5 4 5 0 61 4 7 13 0 24 191 0715 11 67 6 0 84 10 26 7 0 43 3 79 10 0 92 11 15 17 0 43 262 0 7 3 0 , 12 81 15 0 108 17 30 23 0 70 3 87 14 0 104 9 16 17 0 42 324 3 7 4 5 126 16 19 0 161 18 49 0 121 54 10- 98 19 0 127 18 57 27 0 0 2 511 Total 47 320 45 0 412 59 128 94 0 281 18 318 48 0 384 42 95 74 0 211 1288 0800 15 74 15 1 105 16 43 14 0 73 9 77 32 0 118 21 32 14 0 67 363 0815 6 41 6 0 5 3 14 20 5 0 39 15 46 10 0 71 18 13 14 0 45 208 0830 12 48 7 1 6 8 15 17 21 0 53 9 71 8 0 88 11 17 9 0 37 246 _ ! X 4 5 - 7 5 1 _ 6 --O_ -65- 8 - 1 5 1 2 0 - - 3 _ 5 2 59--_6__ 6 7 2 _ - L _ Sp-O -24 191 Total 40 215 34 2 291 53 95 52 0 200 35 253 56 0 344 58 73 42 0 173 1008 0 9 0 0 , 9 56 4 0 69 7 20 9 0 36 4 53 9 0 66 5 9 9 1 24 195 0 9 1 5 7 4 1 6 0 54 6 2 0 6 0 32 7 5 7 9 0 73 8 10 6 0 24 183 0930 7 43 8 0 58 12 21 4 1 38 10 65 10 0 85 14 12 12 0 38 219 >s45-_17 5 7 c - _0-_ _ZB_- 8 1 1 - 9--0 2-1055 3 1 - 1 7 7 - 2 5 - 1 4 9 - 0 -48- 2 3 1 Total 40 197 22 0 259 33 72 28 1 134 31 230 39 1 301 52 45 36 1 134 828 1000 16 43 12 0 71 11 13 17 0 41 7 43 8 0 58 20 11 13 0 44 214 1 0 1 5 10 46 8 1 6 5 14 16 17 0 47 15 63 26 0 104 22 18 14 0 54 270 1030 13 45 6 0 64 13 19 12 0 44 5 45 25 0 75 17 19 12 0 48 231 1045 I 48 13 15 0 7 6 - 15 11 1% 0 39 -3- 9 1 1 5 3 1 2 4 26 17 1 4 _ 0_ - 57- 296 Total 52 182 41 1 276 49 6 3 59 0 171 45 242 74 0 361 85 65 53 0 203 101 1 1 1 4 5 . 1 2 6 3 8 0 83- 13 0 49 21 15 6 74_-19 0 99 25 25 1 3 0 -63 294 Total 61 236 40 0 337 51 76 58 1 186 36 267 81 0 384 94 72 57 6 229 1136 1200 15 66 4 0 85 12 21 12 0 45 9 66 16 0 91 22 22 22 1215 26 55 14 0 95 8 13 8 0 29 14 43 17 0 74 20 8 14 1230 19 62 10 0 91 14 20 11 0 45 8 50 16 0 74 32 30 17 1265 18 73- 1 2 - 0 - 1 0 3 - 2 0 - 2 4 12 0 - 46 13 56 21 0 9 _ 0 _ 2 7 _ 2 9 25 T o t a l 78 256 40 0 374 44 78 43 0 165 44 215 70 0 329 101 89 78 I 3 0 0 2 4 65 23 0 112 3 5 2 0 10 5 68 15 0 88 18 2 10 1 3 1 5 22 75 11 0 108 18 12 5 0 3 5 15 52 20 0 87 25 15 20 13301 11 79 12 0 102 10 15 17 0 42 9 42 23 0 74 31 21 23 1_3_451-A_7__ 7 9 _ 1 9 - - 0 _ - L 1 5 1 _ 5 _ - 15 _13__-0 .-43 --1L - J 7 - 0 .- 86 - 2 % -23 2 1 Total 74 298 65 0 437 46 47 37 0 130 1 46 214 75 0 335 103 61 74 1400 9 70 14 0 93 6 17 16 1 40 15 67 21 1 1 0 4 25 24 30 1415 20 81 25 0 126 13 7 7 0 27 3 68 10 1 82 9 6 13 1430 20 60 15 0 95 16 25 13 0 5 d 1 19 73 24 0 1 1 6 1 3 2 38 22 1 4 4 5 _ _ 3 2 1 0 5 2 7 _ _ 0 23 1 6 4 i 17 39 0 7 g i 7 69 29 O - z 5 35 32 24 Total 81 316 81 0 478 52 88 59 1 200 44 297 84 2 427 101 100 89 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : CascadetLFernRidge Site Code : 00000000 Start Date : 2/3/2005 Page No : 2 - Groups Pnnted- Unsh~fted - HV - - - - - - -- - - - -- - - - - - - Cascade Hwy Fern R ~ d g e I Cascade Hwy Fern RIG - - - - - - Southbound a - Westbound - - No&hb_oun_d - - - ---- Eastbound ~ j a r ~ ~ f i e , ~ i s _ h t , T ~ N Left] Peds , m Tsb I ~ $ ~ ~ h r u , Left , ~ e d s Rpp T ~ * , + Q ~ L ~ L T ~ ~ ~ Leftfted~ To-i E ~ E T ~ T U _ ~ f t l ~ e d s + *p r o b , Factor 1 0 I 1 0 . 1 p -1 0 _- - l o _ 1 0 _I o L 1-0 I o LO I, - l o so 1-0- 1 0 1500 21 83 15 1 120 19 31 32 0 8 2 ' 3 3 79 20 0 132 40 38 29 0 107 1515 24 79 11 0 114 9 36 26 3 74 19 75 26 0 120 33 43 29 3 108 1530 21 83 15 1 120 19 34 20 0 73 23 79 21 0 123 28 34 22 0 84 3545 & Z J - 9 5 - 8 1 126 FA 35 18 0 - 6 2 12 85 3_0 0 2 7 28 24 0 79 395 Total I 87 341 49 3 480 56 136 96 3 291 87 319 97 0 503 128 143 104 3 378 1652 1700 26 93 20 0 139 20 33 24 0 77 16 96 25 0 137 36 25 42 0 103 456 1715 31 113 9 0 153 12 24 19 0 55 18 106 35 1 160 28 36 24 1 89 457 1 7 3 0 , 11 120 19 0 150 10 44 14 1 69 17 67 24 0 108 31 46 18 0 95 422 1745 19 101 15 0 135 18 20 22 0 6 0 17 1 7 - 2 2 p O - l 1 6 6 2 5 36 23 0 8 4 - 39% -- --- -- - - Total 87 427 63 0 577 60 121 79 1 261 ' 68 346 106 1 521 120 143 107 1 371 1730 1800 23 109 17 0 149 8 25 7 0 40 14 62 20 0 96 20 36 19 0 75 360 18 1 5 ' 17 72 13 0 102 10 20 10 0 40 15 52 22 0 89 21 21 19 0 61 292 1830 15 73 8 0 96 9 22 12 0 43 16 43 15 0 74 17 21 19 0 57 270 0 1 1 5 , 1845 I 5 84 16 10 15 -8 0 33 11 28 1 2 0 _ = _ I 8 22 8 2 48-297- Total 70 338 54 0 462 37 82 37 0 156 56 185 69 0 310 76 100 65 0 241 1169 1900 12 68 4 0 84 9 13 11 0 33 19 50 27 0 96 25 27 21 0 73 286 1915 14 60 10 0 84 5 12 9 0 2 6 ' 1 4 28 16 0 58 12 17 18 0 47 215 I 9 3 0 1 4 34 15 0 63 5 16 2 0 23 8 37 12 0 57 10 18 16 0 44 187 1945 10 34 4 0- 58- 6 6--7 0 19 I 1 40 -13 0 6 6 9 -1% 13- -0 41 174 Total 50 196 33 0 279 25 47 29 0 101 52 155 70 0 277 56 81 68 0 205 862 2000 3 30 6 0 39 3 6 2 0 11 11 42 7 0 60 8 14 15 0 37 147 2015 7 29 7 0 43 5 8 6 0 19 8 23 4 0 35 4 18 1 0 23 120 2030 9 33 5 0 47 5 10 7 0 22 6 19 5 0 30 13 7 6 0 26 125 2 O L I L q 0 _ 2 7 , 1 1 3 _ _ 5 - 0 1 0 _ 4 1 B - - 5 0 2 7 _13-12_.= 0. 3 6 110 Total 23 111 22 0 156 15 37 20 0 72 29 102 21 0 152 38 51 33 0 122 502 2100 8 2 9 9 0 46 2 6 1 0 9 4 21 6 0 31 13 12 5 0 30 116 2115 5 19 5 0 29 4 7 1 0 12 3 2 4 5 0 32 5 11 4 0 20 93 2 1 3 0 1 5 2 0 6 0 31 4 8 9 0 2 1 ' 2 2 7 4 0 33 4 5 3 0 12 97 2125 2 l3--5.J 2 4- 5 4 - _ 4 -13 6 48 4 0 53 6 5 _8 0 19 110 Total 20 81 25 0 126 14 26 15 0 55 15 120 19 0 154 28 33 20 0 81 416 Grand Total 919 4005 698 7 5629 676 1295 799 7 2777 674 3766 1021 4 5465 1210 1326 1025 14 3575 17446 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&FernRidge Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 North All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&FernRidqe - Site Code : 00000000 Start Date : 2/3/2005 Page No : 4 , - - - - - --- -- - - - -- -- Cascade Hwy -- - - - - -- I Fern R~dge 1 Cascade Hwy Fern R~dge Southbound Westbound - Northbound - Eastbound ~ - s t a h i G G h t I Thru 1 Left , Peds ~-TR=~U I Left ' Peds bp io5 t , T h L e -PA% Right I T~CU ~ e f t PAS w r.* Peak Hour Analysls From 06 00 to 21 45 - Peak 1 of 1 Peak Hour for Ent~re lntersect~on Beglns at 16 45 1645 16 92 15 0 123 15 30 14 0 59 17 85 25 0 127 36 36 21 0 93 1700 26 93 20 0 139 20 33 24 0 77 16 96 25 0 137 36 25 42 0 103 1715 31 113 9 0 153 12 24 19 0 55 I 8 106 35 1 160 28 36 24 1 89 % App Total l4 74 11, 0 21 50 27 9 - -- - - - - - -- - 9--4 3 PHF 67 87 78 00 923 71 74 74 1 . - _ 1 8 -0 - -3 L-_C! Peak Hour Anaiys~s From 06 00 to 21 45 - Peak 1 of 1 Peak Hour for Each Approach Beg~?s at , - - - - - - - . - -- - - - 17 15 14 45 16 45 14 +Omins 31 113 9 0 1 5 3 17 39 23 0 7 9 17 85 25 0 127 32 38 22 0 92 +15mlns 11 120 19 0 1501 19 31 32 0 82 16 96 25 0 137 35 32 24 0 91 + 3 0 m l n s 1 19 101 15 0 1351 9 36 26 3 74 18 106 35 1 160 40 38 29 0 107 c45mlns 23 109 34 17 0 149 19 20 0 731 17 67 24 0 108 33 29 43 3 108 Totalvolume 84 443 60 0 587 1 64 140 101 3 308 68 354 109 1 5 3 2 ' 140 151 104 3 398 14 75 10 %App iota1 0 I 20 45 32 12 66 20 35 37 26 - - - - - -- - -- - - 8 5 B - L 5 - 5 O 2 -- 2 - 9 1 PHF 6: 9.23 7; 00 959 84 89 78 25 939 9: 8; 7; 25 831 - - - - - - 0 - -2- 7 9 op- -- - - L L - 7_ In, Total - ~ All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Martin Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 -_ - Groups Pnnted- Unsh~fted - HV _ -- - 7 Cascade Hwy I Mart~n Cascade Hwy Mart~n - Southbound____ Westbound ___, Northbound Eastbound - Lri?&e n ~ i - m w L e t wa, , , & I g s l _ i ~ e ~ d s , ApP Toe, , RML ~ h r u Len + ICE T~KX ' eft P = ~ S ' --- Factor l o r l O l 1 0 1 L 1 0 10, 1 0 1 0 - I 0 1 0 1 O - - - ~ L E TLT~-r~>p _ - 0600 0 2 8 0 0 28 0 0 0 0 0 0 5 1 0 0 51 0 0 0 0 0 79 0615 0 3 8 0 0 38 0 0 0 0 0 0 5 3 0 0 53 0 0 0 0 0 91 0 6 3 0 , 0 36 0 0 36 0 0 0 0 0 4 80 0 0 8 4 0 0 0 0 0 120 0645_0_-5LO__-O__55--L_O-_O 0 0 : 1 - Z 6 - - ! - 0 7 7 _ 0 0 2 - 0 0 132 Total 0 1 5 7 0 0 157 0 0 0 0 0 5 2 6 0 0 0 2 6 5 0 0 0 0 0 4 2 2 0700 0 5 9 0 0 59 0 0 0 0 0 3 7 7 0 0 80 0 0 0 0 0 1 3 9 0715 0 8 4 0 0 84 0 0 0 0 0 1 1 0 3 0 0 l C ) 4 l O 0 0 0 0 188 0730 0 1 0 8 0 0 108 0 0 0 0 0 3 1 1 8 0 0 121 0 0 0 0 0 229 0735-1-0 .161-.0 0 161- 2 0 .0_- -0- 2 L . S 7 - O _ 1 _ 1 4 2 1 _ - 0 D - E - 0 - 0 305 Total 0 4 1 2 0 0 412 2 0 0 0 2 1 1 4 3 5 0 1 4 4 7 0 0 0 0 0 861 0800 0 1 0 5 0 0 1 0 5 1 0 0 0 0 0 2 1 0 3 0 0 105 0 0 0 0 0 210 0815 0 53 0 0 5 3 ' 2 0 0 0 2 3 73 0 0 7 6 ' 0 0 0 0 0 131 0830 0 6 8 0 0 68 1 0 0 0 1 3 93 0 0 9 6 , 0 0 0 0 0 165 0845 1 0 65 0 _-C 65 3 0 0 - 0 3 r 3 6 9 _ 0 - - O L O _ - O _ E 4 4 0 Total 0 2 9 1 0 0 291 6 0 0 0 6 1 1 3 3 8 0 0 349 0 0 0 0 0 646 0900 0 69 0 0 6 9 2 0 0 0 2 2 6 8 0 0 70 0 0 0 0 0 141 0915 0 5 4 0 0 54 2 0 0 0 2 3 6 8 0 0 7 1 1 0 0 0 0 0 1 2 7 0 9 3 0 0 58 0 0 5 8 1 0 0 0 0 0 7 82 0 1 9 0 , 0 0 0 0 0 148 _ 09 45 L - 7 8 0 -0-3 - 3 _ L L ! - 0 --3 4-_C--O 71 0 - L - - O 0 - 0 152 Total 0 259 0 0 259 7 0 0 0 77 16 285 0 1 302 0 0 0 0 0 568 GrandTotai 01119 0 0 1 1 1 9 1 1 5 0 0 0 15 431318 0 2 1 3 6 3 0 0 0 0 0 2 4 9 7 Apprch % 0 100 0 0 100 0 0 0 1 3 2 967 0 0 1 0 0 0 0 T o t a l % 0 448 0 0 448 0 6 0 1 0 0 6 1 7 528 0 0 1 5 4 6 __O 0 0 0 so 43 1255 Unsh~fted , 0 1072 0 0 1072 15 0 0 0 15 - 7 2 1300 0 0 0 0 0 4 7 % Nunshlfted, 0 9 5 8 9 5 8 , 1 0 0 0 0 0 0 0 1)_oOA100 952 0 100 9 5 4 0 0 0 - 0 & 9 5 5 H V O 4 7 0 0 4 7 1 0 0 0 0 0 0 6 3 0 0 63 0 0 0 0 0 2 2 0 % H V 0 4 2 0 0 4 2 0 0 0 0 01 0 4 8 0 0 4 6 1 0 0 0 0 0 4 4 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : CascadeaMartin Site Code . 00000000 Start Date : 2/3/2005 Page No : 2 - 1 I 23421 - _. _ 1 - 3 1 0 7 2 - 0_ o_ Right Thru Left Peds t * * North Unshifted HV _ J A t + Left Thru Right Peds - - 01 1255, 431 2 T-- r--- -- - . a 7 2 130Q 2372 Out In Total All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : CascadetiMartin Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 - - - - -- - - -- - -- - - I 7 -- 7- - - - Cascade Hwy I Mart~n Cascade Hwy Mart~n 1 _- _ i-7 Westboyd Southbound- - + __-- NO"hbeun_d _ -- _- Eastbound Start T~me LR~ght Thru I Left i Peds rob( Rqht I T~IU , Lefi I Peds app rsai ~ I g h t ~ h m T ~ +++ roei G I Thlu Le f i 'Pz &. rob Ini-Tztal ~ e a k ~ o u r Analysts From 06 00 to 0975 - Peak 1 of 1 Peak Hour for ~ n t ~ r e Int rsectton Begtns at 07 15 0 7 1 5 ' 0 8 4 0 0 84 0 0 0 0 0 1 1 0 3 0 0 1 0 4 ' 0 0 0 0 0 188 0730 0 1 0 8 0 0 108 0 0 0 0 0 3 1 1 8 0 0 121 0 0 0 0 0 229 0 7 4 5 1 0 1 6 1 0 0 161 2 0 0 0 2 4 1 3 7 0 1 1 4 2 0 0 0 0 0 305 0 8 0 0 1 0 105 0 0 " 3 5 - 0 2 0 0 0 2 1 0 3 _O 0 L 0 5 - 0 0 0 0 _ 0 210 TotatVolume 0 458 0 0 458 2 0 0 0 2 10 461 0 1 472 0 0 0 0 0 932 O h App Total , 0 100 0 0 100 0 0 0 2 1 9?, 0 0 2 0 0 0 0 Peak Hour Analys~s From 06:OO to 09 45 - Peak 1 of 1 , O h App Total 0 $00 0 0 ' 1 0 0 0 0 0 2 1 977 0 0 2 - -- - ---- -- -- -- _ - - - - - 0 0 0 0 - - ---- - . - _ -- - - - - _ PHF 0; 7: 00 00 711 66 00 00 00 657 6; 8; 0; 25 831 00 00 00 00 0 0 --- -- - 7 0 0 0 -- - _ 0 _ _ - 0- 0 - - 0 0 _ _ OoO - All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Whitney Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 -- -- - - -- - -. Groups Pnnted- Unshtfted - HV - - Cascade Hwy Whltney Cascade Hwy Wh~tney Southbound I NortJhbound Eastbound --- -- - -- -- Westbound - - - - - - - - !art T~me ~ i g h ~ Thw L e f f x e d s ro* ~ 2 h j -T&U L e f t - ~ ~ wio.( ~ g k t Jhm Left _Peds * r,h ~ ! p i Ihru L-eJ _ e d s A + ~ iOl, in rot., Factor- 1 0 1 0 -2 0 1-0 -- -- l o Lo l o l o 1 0 1 0 1 0 1 0 -- 1 0 1 0 1 0 1 0 0600 0 28 5 0 33 16 0 0 0 46 11 40 0 0 51 0 0 0 0 0 101) 0615 0 32 7 0 39 20 0 6 0 26 8 4 5 0 0 53 0 0 0 0 0 118 0630 0 30 13 0 43 20 0 6 0 26 5 75 0 0 80 0 0 0 0 0 149 06_4_5_ 0 - 5 2 7 -__0 5 9 2 7 0 3 0 2 % 9 67 0 0 0 - - 0 0 0 0 155_ Total 0 '142 32 0 174 73 0 15 0 88 3 3 2 2 7 0 0 260 0 0 0 0 0 522 0700 0 57 9 0 66 19 0 2 0 21 4 73 0 0 77 0 0 0 0 0 164 0 7 1 5 0 78 12 0 90 36 0 6 0 42 4 99 0 0 103 0 0 0 0 0 235 0 7 3 O l O 1 0 4 9 0 113 28 0 4 0 32 9 1 0 9 0 0 118 0 0 0 0 0 263 0745 0 154 25 0 179 13_-0 7 0 _ _ _ 2 0 _ 7 1 3 ~ _ - - 0 - - 0 ~ 9 3 0 0 0 0 338 - - Total 0 393 55 0 448 96 0 19 0 115 24 413 0 0 437 0 0 0 0 0 1000 0900 0 57 13 0 70 15 0 12 1 28 13 57 0 0 70 0 0 0 0 0 168 0915 0 4 8 11 0 59 16 0 6 0 22 6 64 0 0 70 0 0 0 0 0 151 0 9 3 0 , 0 52 10 0 62 16 0 6 0 2 2 6 76 0 0 82 0 0 0 0 0 166 0 9 4 5 0 73 13 0 3 6 8 0 5 - 0 - - 1 3 6 64 0 0 70 0 169 Total 0 230 47 0 277 55 0 29 1 8- 261 0 0 292 0 0 0 0 0 654 1 0 4 5 , 0 64 15 0 _ Z 9 _ 1 I Q & A 2 0 2 6 , 20 9 5 0 _ 0 - _ 1 1 L _ O 0 0 0 220 Total 0 241 58 0 299 66 0 34 0 100 39 306 0 0 345 0 0 0 0 0 744 1145__._ 0 6 6 - 1 9 - L 8 5 18 L - L - 3 9 7 - 1 8 . S L 0-- 0 - 2 9 1 - L _A__ L-2 - 0 221 Total 0 276 73 0 349 80 0 59 3 142 56 329 0 1 386 0 0 0 0 0 877 1245 0 91 2 0_ _ 113 17 0 14- 0- 31 16 75 0 0 - 91 0 0 0- 0 0 235 Total 0 322 78 0 400 92 0 49 0 141 56 282 0 0 338 0 0 0 0 0 879 1345 0 94 18 0 112_L4 0 22 2 38 9 78 0 0 87__ 0 - O_-2 0 0 237 - -- Total 0 371 75 0 446 73 0 65 2 140 51 282 0 0 333 0 0 0 0 0 919 __l4_4_S- _O 1 4 4 _ 2 . 0 167 I 23 0 21 _O 44 20 -108 0 0 128 _-0 O_-__O 4 0- 339 Total 0 421 87 0 508 85 0 56 1 142 49 386 0 0 435 0 0 0 0 0 1085 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : CascadetSWhitnev Site Code : 00000000 Start Date . 2/3/2005 Page No : 2 -- - 7 - Group-~Pxte_d&U!s*HV ---- __ - - - - --_ - - I Cascade Hwy Wctney Cascade Hwy W ~ t n e y 1500 0 107 20 0 127 17 0 11 0 13 114 0 0 127 0 0 0 0 0 282 1 5 1 5 0 1 1 4 2 3 0 1 3 7 2 4 0 10 1 35 19 94 0 0 113 0 0 0 0 0 285 15301 0 100 33 0 133 27 0 20 0 47 13 109 0 0 122 0 0 0 0 0 302 15_43, 0 108 28 0 1L63 20 0-17 _._0 37 2 1 9 7 0_ - 0 118 0 0 0 _ 0 _ 0 291 Total 0 429 104 0 533 88 0 58 1 147 66 414 0 0 480 0 0 0 0 0 1160 1600 0 1 1 2 3 3 0 145 20 0 18 0 38 1 5 1 1 3 0 0 128 0 0 0 0 0 311 1 6 1 5 , 0 127 22 0 1 4 9 2 4 0 11 1 36 11 83 0 0 94 0 0 0 0 0 279 1630 0 1 1 6 3 5 0 151 26 0 16 0 42 13 90 0 0 103 0 0 0 0 0 296 1645 0 1 1 5 32 0 -6 0 10 2 0 7 0 0 0 26 0 0 1 2 0 , 0 - 0 3 - 0 - 0 293 --- -- -- -- Total 0 470 122 0 592 86 0 55 I 142 59 386 0 0 445 0 0 0 0 0 1179 1700 0 1 2 4 3 4 0 1 5 8 1 1 5 0 15 0 3 0 1 1 3 1 4 5 0 0 158 0 0 0 0 0 346 1715 0 1 3 4 4 3 0 177 17 0 19 0 36 1 2 1 3 0 0 0 142 0 0 0 0 0 355 1730 0 1 4 0 42 0 1 8 2 1 2 4 0 13 0 37 12 83 0 0 95 0 0 0 0 0 314 1745 0 122 26 0 148 20 0 14 1 35 12 106 0 0 0 0 118 0 0 0 301 Total 0 5 2 0 1 4 5 0 665 76 0 61 1 1 3 8 4 9 4 6 4 0 0 513 0 0 0 0 0 1 3 1 6 1800 0 1 3 2 43 0 175 28 0 16 0 44 12 79 0 0 91 0 0 0 0 0 310 1815 0 88 23 0 111 17 0 13 0 301 16 65 0 0 81 0 0 0 0 0 222 1 8 3 0 , 0 84 22 0 1061 23 0 14 0 3 7 18 52 0 0 70 0 0 0 0 0 213 1_835.+O-9%-19-0___11Q1-2_ 1 5 0 E + L 3 6 _ - A O _ 4 6 . - 0 ? 0 - -0- 0_. 190 Total 0 403 107 0 5 1 0 79 0 58 0 1 3 7 1 56 232 0 0 288 0 0 0 0 0 935 1900 0 7 1 27 0 98 15 0 11 0 26 9 7 1 0 0 8 0 , O 0 0 0 0 204 1915 0 69 19 0 88 17 0 14 0 31 9 41 0 1 51 0 0 0 0 0 170 1 9 3 0 0 4 9 7 0 56 9 0 15 0 24 1 0 4 9 0 0 5 9 1 0 0 0 0 0 139 - 19451 0 4 2 1 2 L 5 4 1 7 D 6 A O - ~ . 2 5 L D o - 2 -0- - L 1 3 6 Total 0 231 65 0 296 1 58 0 46 0 104 ' 39 209 0 1 249 0 0 0 0 0 649 2000 0 3 3 11 0 44 14 0 5 0 19 6 54 0 0 60 0 0 0 0 0 123 2015 0 4 0 1 2 0 52 9 0 4 0 1 3 7 2 2 0 0 29 0 0 0 0 0 94 2030 0 3 4 1 0 0 44 8 0 13 0 21 4 2 6 0 0 3 0 0 0 0 0 0 95 2 0 4 5 0 2 9 0 3 1 , 9 0 14 5 27 5 0 0 0 0 0 L O 0 7 1 -- Total 0 129 42 0 171 40 0 27 0 67 22 129 0 0 151 0 0 0 0 0 389 2100 0 39 11 0 50 5 0 7 0 1 2 5 23 0 0 28 0 0 0 0 0 90 2 1 1 5 1 0 23 7 0 3 0 ' 1 1 0 4 0 1 5 6 25 0 0 31 0 0 0 0 0 76 2130 0 2 7 9 0 36 9 0 5 1 1 5 4 3 0 0 0 34 0 0 0 0 0 85 -- 21 451- O - L L 5 -.!L -2% - 7 ---o 1 0 -LL 5 2 - 0 _ 0 - E L L 0 _ O _0 _ 0 0 92 Total 0 108 32 0 140 32 0 17 1 50 23 130 0 0 153 0 0 0 0 0 343 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL #97 Vancouver, WA 98683 Ph. 503-833-2740 File Name : Cascade&Whitney Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 C I -+ f I - - -- - - -- - - - o a A A ;, + 5- North -- - 2/3/2005 06 00 1 2i3/2005 21 45 1 Unshf ted f 4 4 Left-, Thru R ~ a h t rPed; I 01 4592 675 r5269? Out In Total All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Whitney Site Code : 00000000 Start Date : 2/3/2005 Page No : 4 - - - - - -- - -- 7-- - - -- -- - I Cascade Hwy 7 - - \Nh~tney Cascade Hwy M ~ t n e y -- - Sythbound Westbound . - - ' Northbound 1 -- - .Eis&cs!!L - - - - Start ~ l m e : ~ j ~ h n r , Len 1 Peds 1 Tot., j mght Len LPeds n p p i I b k i t Thru Len -ZT~I Rfg_hL Left_peds Int rota) Peak Hour Analvs~s From 06 00 to 21 45 - Peak 1 of 1 Peak Hour for intire lntersect~on Beg~ns at 17 00 17001 0 124 34 0 158 15 0 15 0 30 13 145 0 0 158 0 0 0 0 0 346 1715 0 134 43 0 177 17 0 19 0 36 12 130 0 0 1 4 2 0 0 0 0 0 355 1730 0 1 4 0 42 0 182 24 0 13 0 37 12 83 0 0 95 0 0 0 0 0 314 1 7 5 . 0 122 26 0 - 2 4 8 20 ) 14 1_ 35 12 106 0_ 0 1 1 8 0 2 0 0 2 301 TolaiVolurne 0 520 145 0 665 76 0 62 1 138 49 464 O 0 513 O 0 0 0 O 1316 % App Total 0 782 218 0 - - - -- - - 1 55 0 442 0 7 -- 0 0 0 0 1 - - PHF 00 92 84 00 g , 3 ~ 79 00 80 25 9 3 2 1 9; 8: 0: - 0 9 3 0 2 0 - - L O __ - _ O0 812 O0 O0 O0 O: 000 927 0 1 - 0 0 - 0 - p - p - L - Peak Hour Aralysrs From 06 00 to 21 45 - Peak I gf 1 Keak Hour for EacLApproach Begins at - _ _ _ _ _ _ _ - - - _- - --- - ' 17 15 15 30 16 30 06 00 +OmtnsI 0 134 43 0 177 27 0 20 0 4 7 13 90 0 0 103 0 0 0 0 0 +15m1ns 0 140 42 0 182 20 0 17 0 37 20 100 0 0 120 0 0 0 0 0 +30m1ns 0 122 26 0 148 20 0 18 0 3 8 , 13 145 0 0 158 0 0 0 0 0 +45mlns 0 132 43 0 175 24 0 11 12 I 3 6 130 0 0 1 4 z 1 A__& 0 O - - - L -- TotalVolume 0 528 154 0 682' 91 0 66 I 158 58 465 0 0 523 0 0 0 0 0 O h App Total 0 77 22 0 57 0 41 0 6 I Ill " 0 0 0 0 0 0 - 4 L h 6 8- _ a - - _ - - --- P H F i 0: 9; 89 00 g 3 7 1 ; 0; 8; 2; M O 72 80 00 00 8Z8 00 00 00 00 5 0 000 - - - - - - -. -- - -p -- - - - 5 2 0 _ - - 0 - - 0 00-0 i All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&GolfLane Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 - -r - -- ---- - Groups Printed- Unsh~fted - HV _ - __ __ - - - Cascade Hwy Golf Lane Cascade Hwy Golf Lane Southbound - - - - - - - - Westbound - _ - - - -- Northbound Eastbound _ Start TE~ m_e_ R g h i Thw L&RG yPP 7.m R& Ihru_-Lsft I ~s A C- ~tgxh~Lhw-- Left I P ~ S - ipp 7% ~ l g h t T~ Left Peds "ui i -- 1 0 1 0 l o l o L _ l o lo- lO--lO - Fact_o_r _ 1 0 1 U 0 l10- - l o - l o l o 1 0 0615 1 3 7 0 0 38 0 0 0 0 O W 0 6 5 0 0 65 0 0 0 0 0 1 0 3 0630 1 4 7 0 0 4 8 0 0 0 0 0 0 9 4 0 0 94 0 0 0 0 0 1 4 2 0645 2 61 0 0 -_6_3X& 0 0 0 o - _ O 8 5 0 0 8 6 1 0 0 0 1 150 Total 4 1 7 7 0 0 181 0 0 0 0 0 0 3 0 2 0 0 302 2 0 0 0 2 485 0700 2 73 0 0 7 5 0 0 0 0 0 0 93 0 0 93 1 0 0 0 1 169 0715 4 9 7 0 0 101 0 0 0 0 0 1 0 1 3 5 0 0 135 2 0 0 0 2 238 0730 3 1 1 3 0 0 116 0 0 0 0 0 0 1 3 6 1 0 137 0 0 0 0 0 253 0745 3 169 0 0 1 7 2 0 3- 0 0 0 ' 0 146 0 0 146 1 0 3 0 4 322 Total 1 2 4 5 2 0 0 464 0 0 0 0 0 0 5 1 0 1 0 511 4 0 3 0 7 982 0800 1 8 2 0 0 83 0 0 0 0 0 0 1 0 3 1 0 104 0 0 0 0 0 187 0 8 1 5 2 5 9 0 0 61 0 0 0 0 0 0 8 3 0 0 83 0 0 1 0 1 1 4 5 0830 1 6 3 0 0 6 4 0 0 0 0 0 0 98 0 0 98 0 0 0 0 0 1 6 2 0 8 4 ~ 1 _uO- 7 4 0 L-0 o . o 0 70 o - -0_-0 - o-_e o 1 4 4 - - Total 5 277 0 0 282 0 0 0 0 0 0 354 1 0 355 0 0 1 0 1 638 0930 1 6 4 0 0 6 5 0 0 0 0 0 0 9 1 1 0 92 0 0 0 0 0 157 0 9 4 5 - - 1 9 8 0 0 99 0 0 0 0 0 , 0 73- 0 0 73 0 0 0 0 - 0 172 Total 5 2 9 8 0 0 303 0 0 0 0 0 0 3 1 1 I 0 312 0 0 1 0 1 6 1 6 GrandTotal 26 1204 0 0 1230 0 0 0 0 0 0 1477 3 0 1480 6 0 5 0 11 2721 Apprch % 2 1 97 9 0 0 0 0 0 0 0 998 0 2 0 545 0 4 5 5 0 T_oo?o,l--142 0 0 4 5 2 0 0 0 0 0 - _ 0 5 4 3 01- 0 54-4 4 2 0 0 2 0 0 4 Unshifted 26 1150 0 0 fiZ7 0 0 0 0 0 0 ,409 3 0 1 4 1 2 6 0 5 0 11 5198 %Unshmed,?oo 955 0 0 9 5 6 _4 L--c 0 0 0 9 5 4 1 0 0 0_ 9 5 4 - 1 0 0 - g 100 -0 100, 9 5 5 H V O 5 4 O O 5 4 0 0 0 0 0 0 6 8 0 0 6 8 0 0 0 0 0 2 4 4 % H V O 4 5 0 0 4 4 0 0 0 0 0 0 4 6 0 0 4 6 0 0 0 0 0 4 5 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&GolfLane Site Code : 00000000 Start Date : 2/3/2005 Page No : 2 Norm Unshfted I &--___- All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&GolfLane Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 - ----- T- GolrL - - I Cascade Hwy I Cascade Hwy Golf Lane - -- - Southbound , , s t b o u n d -- Northbound Eastbound -- - - -- Start T~me I ~ g h i Thm , Left ) Peds ! rpP TTeI , RI*~ Thru I Left I Peds Np Tot., R~qht Thru LeE Peds app r=a ~lqht Thru Left I ~ e d s + r o b , in, Totai Peak Hour Analys~s From 06 00 to 09 45 - Peak 1 of 1 Peak Hour for Entlre lntersect~on Beglns at 07 15 0 7 1 5 1 4 97 0 0 1 0 1 ' 0 0 0 0 0 0 1 3 5 0 0 135 2 0 0 0 2 , 2 3 8 0 7 3 0 3 1 1 3 0 0 1 1 6 1 0 0 0 0 0 0 1 3 6 I 0 137 0 0 0 0 0 253 0745 3 1 6 9 0 0 172 0 0 0 0 0 0 1 4 6 0 0 146 1 0 3 0 4 322 0800 1 8 2 0 0 83 0 0 0 0 3 0 1 0 3 - 1 0 - 1 0 4 O 0 0 0 0 187 ToialVolurne 11 461 0 0 472 0 0 0 0 0 0 520 2 0 522 3 0 3 0 6 1000 97 % App Total 2 3 0 0 0 0 0 0 0 9 t 0 4 0 I 50 0 50 0 Peak Hour Analysis From 06 00 to 09 45 - Peak 1 of 1 Peak Hour for Each Approach Begins at . -- -- -- - 1 07 15 06 00 +45m1ns! 1 8 2 0 0 8 3 0 0 0 0 01 0 1 0 3 1 0 104 1 0 3 0 3; TotalVolurnel 11 461 0 0 4721 0 0 0 0 0 0 520 2 0 522 4 0 3 0 7 1 % App Total 2 3 977 0 0 0 0 0 0 0 996 0 4 0 57 42 - - - 1 - 3 - - - 6; 6; 0; 00 686 00 00 00 00 ooO 0; 89 50- 00 894 5; O; 2: O0 438 - - _o__,- 0 o _ 0 -0 0 - 0 0 - - 0 - - All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&EBRamp Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 Groups Pnnted- Unsh~fted - HV __ - -- - - - -_ -- - - - - - - - - - - - Cascade Hwy EB Ramp Cascade Hwy EB Ramp - - Southbound - - - - - Westbound - - N k m b 9 ~ n d -- Eastbound , stayt_~me ~ $ g h t 1 Thw i Len ' Peds , rpp row ~ 2 h t , Thru 1 Len + To*$ , Rqht LThru 1 Len ~ e d s +* ~ e d ~ , ~ g h t T& i_LeftTeds AppT~bl 1 Factor l o / 1 0 1 0 1 0 l o l 1 0 1 1 0 _ 1 1: - 1 0 1 0 1 1 0 1 0 1 0 1 0 1 0 ~ _ 1 0 0 6 0 0 0 2 4 0 0 24 0 0 0 0 0 0 5 4 2 0 5 6 ' 0 0 0 0 0 80 0615 4 23 0 0 27 0 0 0 0 0 0 62 3 0 65 12 0 2 0 14 106 0630 6 33 0 0 39 0 0 0 0 01 0 96 2 0 98 14 0 0 0 14 151 0645 8 39 0 0 U - ( L O_ 0 0 - 0 0 86 3 0 89 20 0 - 5 0 2 5 161 -- ~ o t z ~ 1 8 ? G - - T O 1 3 7 0 0 0 0 0 0 298 10 0 308 46 0 7 0 53 498 0730 3 75 0 0 78 0 0 0 0 0 0 1 2 9 6 0 135 40 0 3 1 44 257 - - 07 45 : 6 --o.-rs__ 2-2 o-a-o- I L L 0- 1 2 ~ 3 7 _ - o - l a - - ~ A 327 Total 17 306 0 0 323 0 0 0 0 0 0 467 18 0 485 152 0 31 2 185 993 08 00 , 3 69 0 8 1 5 , 12 35 08 30 4 4 3 0845 3 51 -- Total , 22 198 09 00 1 3 43 0915 4 44 09 30 1 4 34 09451 5 61 -- - Total 16 182 1 0 0 0 1 3 4 7 0 0 6 0 0 0 0 0 0 0 84 1 0 8 5 1 2 3 0 7 0 30 175 1 0 1 5 4 4 6 0 0 50 0 0 0 0 0 0 9 4 2 0 22 0 3 0 25 171 1 0 3 0 1 7 4 1 0 0 48 0 0 0 0 0 0 79 2 0 3 4 0 6 0 40 169 - 1 0 4 5 5 50 0 0 0 0 5 5 , 0 0 O j 0 106 2 0 108 26 0 10 0. _36..199_ Total 2 9 1 8 4 0 0 2 1 3 0 0 0 0 0 1 0 3 6 3 7 0 3 7 0 1 0 5 0 26 0 131 714 1 1 0 0 1 3 70 0 0 73 0 0 0 0 0 0 1 0 1 3 0 104 32 0 10 0 42 219 1 1 1 5 , 7 55 0 0 62 0 0 0 0 0 0 1 1 0 3 0 113 37 0 4 0 41 216 1 1 3 0 7 4 8 0 0 5 5 0 0 0 0 0 0 9 1 5 0 9 6 3 2 0 4 0 36 187 1 1 4 5 , 9 4 2 0 0 51 0 0 0 0 0 0 92 6 - - 0 - 0 8 9 8 4 3 0 51 200 Total 1 26 215 0 0 241 0 0 0 0 0 1 0 394 17 0 411 144 0 26 0 170 822 _X45___3..-69-O-P 7 2 -0 0- !? 0- _ 0 0 8 9 -0 3-39 - O-_ 6 0 45 2CB Total 20 254 0 0 274 0 0 0 0 0 0 359 13 0 372 138 0 34 0 T12 818 13451 0 0 0 61 61 0 0 0 0 0 0 68 3 0 9 1 , 4 5 015 0 _ _ _ 6 C 212 Tota l 20 277 0 0 297 0 0 0 0 0 0 328 24 0 352 164 0 50 4 218 867 1 4 0 0 7 61 0 0 68 0 0 0 0 0 0 1 0 9 8 0 117 41 0 9 0 50 235 1 4 1 5 7 85 0 0 92 0 0 0 0 0 0 1 0 1 5 0 106 53 0 9 0 62 260 1 4 3 0 ' 5 70 0 0 7 5 I O 0 0 0 0 0 1 1 1 5 0 116 44 0 9 0 53 244 1445_1_6_99- -O--L 1 0 5 , _ _ 0 0 - 0 0_--_0+-01257---0~_132+-6209 0 - 71 308 Total 25 315 0 0 340 0 0 0 0 0 0 446 25 0 4711200 0 36 0 236 1047 All TRAFFIC DATA SERVICES, inc 3209 S.E 147th PL. #97 Vancouver, WA 98683 Ph. 503-833-2740 File Name : Cascade&EBRamp Site Code 00000000 Start Date 2/3/2005 Page No 2 Tp -- - - -- - -- - Groups Py ted- Unsh~fted - 1 V 7- . - - - - - Cascade Hwy EB Ramp Cascade Hwy EB Ramp Southbound ' Westbound -- - Eastbound 1 T - ,-KO- - L -- Start ~,me= Thru Left Peds w roa R~ght, Thru Left Peds -pE Rc ht Thru_c_efJ Peds b T a r , Rtght Thru _ Left P+ - %p rota l - F a z % 1 0 1 0 ' I 0 - ,-0 , l o l w 0 ' 1 0 1 O i I 0 \ ~ - 1 ~ ~ l ~ 1 5 0 0 ~ 1 0 8 - 6 - o 93 o o o o o o 126 2 o 128 43 o 11 o 54 275 1515 8 86 0 0 94 0 0 0 0 0 0 1 1 4 5 0 119 55 0 9 0 64 277 1530 8 83 0 0 91 0 0 0 0 0 0 1 2 9 5 0 134 49 0 14 0 63 288 13-65 11 84 (3 _ 95+ 0 0 0 -0 - c 4 _c 1 1 1 6 0 _117 ,g 18 D 69 281 Total 37 336 0 0 3 7 3 1 0 0 0 0 0 0 480 18 0 498 198 0 52 0 250 1121 1600 6 75 0 0 81 0 0 0 0 0 0 1 2 6 8 0 134 69 0 7 0 76 291 1615 7 70 0 0 7 7 0 0 0 0 0 0 1 0 5 2 0 107 84 0 10 0 94 278 1630 10 77 0 0 8 7 0 0 0 0 0 0 1 0 2 12 0 114 67 0 13 0 80 281 1645 8 80 9 0 881 0 0 0 0 0 ' 0 708 7 0 71 115 0 7 - % 78 281 Total ( 31 302 0 0 3 3 3 ' 0 70 0 0 0 441 29 0 470 291 0 37 0 328 1131 1745 8 73 0 0 81 0 0 0 0 0 0 1 2 3 3 - 0 - 1 2 6 7 7 0 12 0 83,290 -- --- -- - Total 34 333 0 0 3 6 7 ' 0 0 0 0 0 0 513 23 0 536 336 0 44 0 3 8 0 1 1 2 8 3 .. -. 1830 7 50 0 0 571 0 0 0 0 0 0 71 8 0 79 50 0 3 0 53 189 1 5 + - 5 - 6 3 ~ 0 ~ ~ ~ - 0 O _ _ O - LO_ 2 -46 1 -L 5 7 - 5 ~ 0- 1-0 5 6 _ 173 Total 23 286 0 0 309 0 0 0 0 0 0 291 23 0 314 208 0 22 1 231 854 1930 1 3 2 0 0 33 0 0 0 0 0 0 55 2 0 57 26 0 1 0 27 117 1 9 4 5 0 0 1 3 0 0 0 3 1 , 0 0 0 0 60 3 0 6 3 _ 1 1 - 0 4 0 2 1 1 1 5 Total 5 149 0 0 1 5 4 0 0 0 0 0 0 252 11 0 263 130 0 17 2 149 566 .- 20 45 2 21 L L l + _ O O - O o * o -44 0-2 u 0 - - 1 - . 0 _ - - 1 L - 84 Total 9 78 0 0 87 0 0 0 0 0 0 185 8 0 193 92 0 20 0 112 392 2 1 0 0 1 22 0 0 23 0 2115 3 1 4 0 0 17 0 2130 3 12 0 0 1 5 , 0 - 2 % 3 12.0 _ 0 _ 5_ 5 - -0- Total 10 60 0 0 70 0 Grand Total 342 3594 0 0 3936 0 Apprch % 8 7 91 3 0 0 0 Total YO , 2 7 28 0 0 30 7 _O Unshffted 290 3451 0 0 3741 0 % UnshAed 8 4 8 96 0 0 9 5 ~ 0 H V , 5 2 1 4 3 0 0 195 0 %HV 1 5 2 4 0 0 5 1 0 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&EBRamp Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 Unshtfted ,&_v--- - 4 Left Thru R19ht , Peds 261&413 0 1 -a - m -- I, -5674 11556. All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&EBRamp Site Code : 00000000 Start Date : 2/3/2005 Page No : 4 -- -- - -- - - - -- -- - - --- --- I I Cascade Hwy EB Ramp Cascade Hwy EB Ramp - - - - %2wxln&-__1 Westbound _- l.7. Northbound Eastbound , , - - . Start Tlrne Rcght Thru j Left , Peds I R, r o s i t R z j h r u Left ~ Peds , wet_ R@t Thru Left , Peds a~ iiit R l t L h r u Left , P d s nr - - Peak Hour Analysls From 06 00 to 21 45 - Peak 1 of 1 Peak Hour for Entlre lntersectlon Beglns at 17 00 1700 9 9 3 0 0 102 0 0 0 0 0 0 1 5 4 5 0 359 72 0 11 0 83 344 1715 11 86 0 0 9 7 ) 0 0 0 0 0 0 139 6 0 145 96 0 13 0 109 351 1730 6 81 0 0 8 7 0 0 0 0 0 0 97 9 0 1 0 6 1 9 7 0 8 0 105 298 EG,8 3-_0_-Lsrl~--C_L L-2 LIZ3 3 O 1261 1--1) 2 - 0 83- 2_90 TotalVolume 34 333 0 0 367 0 O O 0 0 0 513 23 0 536 336 0 44 0 380 1283 90 % Aw Total 9 3 0 0 0 0 0 0 0 9 : 4 3 0 88 , 0 'I, 0 Peak Hour Analysls From 06:OO to 21 45 - Peak 1 of 1 Peak Hour for Each Approach Beglns at - - - - - - - . - - - - - - - - - - -- - 14 45 06 00 17 00 17 00 +Omins 6 99 0 0 1 0 5 1 0 0 0 0 0 0 154 5 0 159 72 0 11 0 8 3 1 9 1 % App Total 8 4 6 0 ° 0 0 0 0 : 0 5 4 3 0 88 11 4 0 6 PHF 80 88 00 00 9 1 2 1 00 00 00 00 0 0 0 1 00 83 63 00 843 86 00 8; 0; 572 - 2 0-_-6 -0 -- 0-_L 0 0 2 0 -3 9 _ 0 _ _ _ _ 6 -0- ___-- - All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&WBRamp Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 Grows Pr~nted- Unshtfted - HV __ ._ -- Cascade Hwy WB ~ a m ~ ~ ~ a s c a d e Hwy WB Ramp --- -Southbound -- -,- Westbound -_ -- Northbound - A- - Eastbound _- ~ ~ ? m e I R, ht T ~ W , LeR Peds ep 7.. I ~ a h , _ T ~ N , Lefi ! ~ e d s + i-i :&a T _ ~ N Left Peas + To% _ F , T~IJ Len ' Peds + ap, 7,- ,,t T i , , F a c t o ~ B o 1 x 0 ; Z ~ O l g ~ ~ o ~ - ----- 1 L l - ' 2 LO 1 0 - - 1 p 1 0 1 0 LO_ 0600 0 2 3 0 0 23 0 0 2 0 2 3 8 1 6 0 0 54 0 0 0 0 0 79 0615 0 26 0 0 26 0 0 I 0 1 4 2 2 2 0 0 64 0 0 0 0 0 91 0 6 3 0 0 37 0 0 37 0 0 2 0 2 7 3 2 3 0 0 96 0 0 0 0 0 135 0 6 4 5 ~ 0 4 4 0 0 4 4 ~ ~ ~ 0 - 0 L - 0 2 , 4 6 4_5---0 0 - 91. 0 0-0 _0---0 137 - Total 0 1 3 0 0 0 130 0 0 7 0 7 1 9 9 1 0 6 0 0 305 0 0 0 0 0 442 0700 0 4 4 0 0 44 0 0 0 0 0 5 6 4 4 0 0 100 0 0 0 0 0 144 07151 0 51 0 0 51 0 0 4 0 4 71 55 0 0 126 0 0 0 0 0 181 0730 0 7 5 0 0 75 0 0 3 0 3 8 7 4 5 0 0 132 0 0 0 0 0 210 _ 0 7 4 5 _ 0 1 4 5 0 - 0 - 1 4 5 - 0 0 1 O ~ ~ ~ L ~ 9 0 ~ ~ L 0 1 4 0 L O . _ 0 _ 0 0 2_86 Total 0 315 0 0 315 0 0 8 0 8 264 234 0 0 498 0 0 0 0 0 821 52 O 8 4 5 L O 0 0 521 0 0 2 0 2 33 57 0 0 0 0 9 0 ° 0 0 0 144 Total 0 210 0 0 2 1 0 1 0 10 0 11 179 238 0 0 417 0 0 0 0 0 638 1230 0 6 3 0 0 63 0 0 2 0 2 3 9 5 9 0 0 98 0 0 0 0 0 1 6 3 1245 0 67 0 0 6 7 L - 0 0 4 27 69 4 0 0 O o & O - 0 - 0 0 - 0 267 -- - Total 0 266 0 0 266 1 0 8 0 9 137 257 0 0 394 0 0 0 0 0 669 1330 0 7 4 0 0 7 4 1 0 1 0 2 2 4 6 2 0 0 86 0 0 0 0 0 162 1345 0 62 i 2:: L - 0 - 0 4 - 0 L 6 8 _ - P _-_O -104 _. 0 _ LA 0 - C! $66 Total 0 292 1 0 6 0 7 1 1 5 2 6 4 0 2 381 0 0 0 0 0 680 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 F~le Name : Cascade&WBRamp Site Code . 00000000 Start Date : 2/3/2005 Page No : 2 - -- --- -- Groups Pnnted- Unshffted - HV T - - - - -- - - - - - Cascade Hwy WB Ramp Cascade Hwy I I WB Ramp c --- Southbound - 1 , Westbound - - - Northbound - - Eastboundp- - I tg-, 7 Start Tlme R I ht 1 Thru Left Pedr ape roa I R@t~_Thm I ~ef t : Peds , -,Lei~ R(3hf I Thm , Left I Peds _a 7i.n7 Q h f Thm Left P e d ~ p ~ i . ~ & , T O , ~ ~ 1 0 lo l o , ? 0 - Factor, 1 . 2 - a 101 ---_ 1 0 1 0 . 1 0 1 0 - - - + 1 2 _ 1 0 _ - 1 _ 0 _ 1 0 _ -- -- 1500 0 91 0 0 91 1 0 2 0 3 41 95 0 0 136 0 0 0 0 0 230 1 5 1 5 0 97 1 0 98 0 0 3 0 3 22 91 0 0 113 0 0 0 0 0 214 1530 0 85 0 0 8 5 0 0 3 0 3 4 7 97 0 0 144 0 0 0 0 0 232 1 5 4 5 + 0 8 8 1 0 89+ 0 0 5 0 5 36 -93 2 0 0 0 0 0 0 223 Total 0 361 2 0 363 1 0 13 0 14 146 376 0 0 522 0 0 0 o o 899 I 6 0 0 0 7 5 1 0 76 0 0 3 0 3 4 9 8 5 0 0 134 0 0 0 0 0 213 1615 0 79 0 0 79 1 0 1 0 2 4 3 72 1 0 116 0 0 0 0 0 197 1630 0 90 0 0 90 0 0 0 0 0 21 94 0 0 115 0 0 0 0 0 205 -- 1 6 4 5 _ L 2 5 _ O L 8 5 _ _ 0 O - - - E C 0 - 5 2 1 2 _V 0-ILL 0 - 0 -0 0- 0 ZOO_ Total 0 329 1 0 3 3 0 1 0 4 0 5 155 324 1 0 480 0 0 0 0 0 815 1700 0 1 0 3 0 0 103 0 0 0 0 0 5 6 1 0 9 0 0 165 0 0 0 0 0 268 1 7 1 5 0 94 0 0 94 2 0 1 0 3 4 9 1 0 3 0 0 152 0 0 0 0 0 249 17301 0 85 0 0 85 0 0 1 0 1 18 87 0 0 105 0 0 0 0 0 191 0 80 1 7 4 5 , 0 0 80 0- J-2 L 2 - 45 92 -2 - 0 1 3 7 _0_ 0 0 _O 0 2 1 9 Total 0 362 0 0 362 2 0 4 0 6 168 391 0 0 559 0 0 0 0 0 927 2 0 0 0 0 2 3 0 0 2 3 0 0 0 0 0 1 8 5 0 0 0 6 8 0 0 0 0 0 91 2015 0 1 9 0 0 19 0 0 0 0 0 1 2 4 3 0 0 55 0 0 0 0 0 74 2030 0 2 0 0 0 20 0 0 1 0 I 1 0 3 0 0 0 40 0 0 0 0 0 61 2045 0 22 0 0 2 2 . 1 0 1 -0 2 9 36 0 0 45 0 0 0 O _ _ _ _ O _ 69 Total 0 84 0 0 8 4 ' 1 0 2 0 3 ' 4 9 1 5 9 0 0 208 0 0 0 0 0 2% 2130 0 1 5 0 0 15 0 0 1 0 1 1 2 2 2 0 0 34 0 0 0 0 0 50 ~L~~LG-~S-LL-JL e 0- o o L - - 0 - 0 -0 0 0 0 79 Total 0 70 0 0 70 0 0 1 0 1 6 1 1 0 2 0 0 0 0 0 0 2 3 4 GrandTotal 0 3835 7 0 3842 15 0 104 0 1192270 3836 1 3 6110 0 0 0 0 0 10071 Apprch % 0 99 8 0 2 0 126 0 874 0 3 7 2 6 2 8 0 0 0 0 0 0 Total% 0 381 0 1 0 3 8 1 0 1 0 1 . - 0 1 2 2 2 5 381 0 0 6 0 7 0 0 - 0 0 0 -- Unsh~fted-03643 7 0 3650 14 0 102 0 116 2210 3663 0 3 5876 0 0 0 0 0 19284 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&WBRamp Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 North t v Left Thru R~aht Peds_ -01 3663 22101 3 . All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&WBRamp Site Code : 00000000 Start Date : 2/3/2005 Page No : 4 - -- - - - -- - - - Cascade Hwy WB Ramp Cascade Hwy WB Ramp L- Westbound Northbound , - Eastbound -- - A Peak Hour Analys~s From 06 00 to 21 45 - Peak 1 of 1 Peak Hour for Entire lntersectlon Begins at 17 00 1700 0 103 0 0 103 0 0 0 0 0 56 109 0 0 165 0 0 0 0 0 268 1715 0 94 0 0 94 2 0 f 0 3 4 9 1 0 3 0 0 152 0 0 0 0 0 249 1730 0 85 0 0 85 0 0 1 0 1 1 8 87 0 0 1 0 5 0 0 0 0 0 191 - 1 L S A - 8 0 - 0 2 - 8 L 0 - 0 2 - 2 2 , - - 4 _ 5 - 9 2 1 0 1 X 7 _ _ O 0 0 0 2 1 9 Totaivo!ume 0 362 0 0 362 2 0 4 0 6 168 391 0 0 559 0 0 0 0 0 927 % App Total 0 100 0 0 30 69 , 0 0 0 0 0 0 0 Peak Hour Analvsis From 06 00 to 21:45 - Peak 1 of 1 Peak Hour for ~&h Approach Begins at - - - - - -- - - - - - . - - 08 30 17 00 06 00 + O m l n ~ ~ ~ 0 4 ~ 1 0 5 1 0 1 0 6 , 1 0 3 0 5 6 109 0 0 165 0 0 0 0 O l +15mlns l 0 91 0 0 91 0 0 2 0 2 4 9 1 0 3 0 0 152 0 0 0 0 0 1 8 8 7 0 0 1 0 5 0 0 0 0 0 0 0 0 0 0 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Sublimity Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 - - -- - - - -- -- G r o u ~ s Pnnted- Unsh~fted - HV - _ - - Cascade Hwy I Subl~rn~ty Cascade Hwy Subl~m~ty Eastbound l o l o l o _ 06 00 1 22 2 0 - 6 0 1 2 0 0 1 2 0 0 0 0 0 4 3 0615 0 2 3 2 0 25 4 0 0 0 4 0 2 0 1 0 21 4 0 0 0 4 54 0630 1 3 7 9 0 4 7 1 4 0 0 0 4 0 21 2 0 23 1 0 0 0 1 75 -- 0 6 3 5 - L-44 4 -2- 4 9 + 4 0 0 0 4 , 0 3 9 3 0 3 1 -_0 -2-0 3 98 Total 3 1 2 6 17 0 1 4 6 1 1 8 0 0 0 18 0 92 6 0 98 6 0 2 0 8 270 0700 2 4 2 7 0 51 4 0 0 0 4 0 3 8 4 0 42 3 0 0 0 3 1 0 0 0715 2 51 3 0 561 5 0 0 0 5 1 44 8 0 53 2 1 0 0 3 117 0730 6 9 6 0 76 7 2 0 0 9 0 4 2 0 43 1 1 0 0 2 1 3 0 0745 1 133 5 0 1391 11 1 0 0 1 2 : 0 77 10 0 8 J 1 3 0 - 1 239 -- Total 6 295 21 0 3 2 2 27 3 0 0 30 i 2 x 23 0 225 7 2 0 0 9 586 0800 2 6 9 5 0 76 4 0 1 0 5 0 6 3 10 0 7 3 7 0 1 0 8 162 0 8 1 5 ' 3 4 6 4 0 5 3 1 4 0 0 0 4 ' 0 4 1 6 0 47 3 1 0 0 4 108 0 8 3 0 1 2 4 3 5 0 5 0 1 6 1 0 0 7 1 0 4 4 9 0 53 5 0 0 0 5 115 0845 1 4 9 4 0 5 4 / 7 2 _ - 0 0 9 , 0 4 7 1 0 - 0 5 7 6 2 0 0 - . _ 8 _ 1 3 Total 8 207 18 0 233 21 3 1 0 2 5 , 0 195 35 0 2 3 0 1 21 3 1 0 25 513 0900 2 3 7 3 0 4 2 , 2 0 1 0 3 0 3 9 5 0 44 2 1 3 0 6 95 0915 1 4 5 4 0 5 0 1 7 0 0 0 7 2 3 4 1 0 37 4 1 0 0 5 99 0930 2 3 4 2 0 38 3 2 1 0 6 0 3 8 3 0 41 2 0 2 0 4 89 0945 - L 3 L L C - A L L - 0 3, - 0 - _ 3 9 _ - L O 4 5 _ -3- __ L - 0 - 0 - _-4_ 0 8 Total 5 166 14 0 185 16 2 2 0 20 2 150 15 0 167 11 3 5 0 19 391 1045 3 4 2 2 0 3 4 1 1 0 6 _ - 0 _ 6 2 9 0 71 11 2 0 0 13 13'7 -- --- -- Total 6 180 14 0 200 8 2 1 0 11 1 2 0 0 22 0 223 22 6 3 0 31 465 11 45 1 0 41 4 -0- 45 8 I -. O_-- 0 - 9 0 45 -17 O - _ L _ I J - _ 4 Q 0 - 1 6 132 Total 7 1 9 2 11 0 210 19 2 0 0 2 1 ' 0 2 1 3 37 0 250 29 6 9 0 44 525 1245 5 59 2 0 66 4 1 0 0 5 0 60 8 0 8 0 6 8 , 1 0 - 9 1@ Total 12 230 16 0 ~ 5 8 ~ - - 1 2 2 1 0 1 5 ~ F 2 i ' - 3 6 - o 251 34 7 14 0 55 579 1300 1 7 9 1 0 0 90 3 1 0 0 4 3 5 2 1 3 0 68 1 0 1 0 2 164 1315 1 61 3 0 65 4 0 0 0 4 0 68 10 0 78 11 2 0 0 13 160 1 3 3 0 1 1 6 6 6 0 73 2 0 0 0 2 ' 0 55 5 0 60 8 4 0 0 12 147 1345 4 6 3 3 0 - Z2i__7- 0 _ 0- 0-- 7 , 0 58 -11- 0-69--9_. 4 2_- _0-- 1L - 1 6 3 -- - -- .- Total 9 269 22 0 300 16 1 0 0 17 3 233 39 0 275 29 10 3 0 42 634 All TRAFFIC DATA SERVICES, Inc 3209 S.E 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 F~le Name : Cascade&Sublim~ty Site Code : 00000000 Start Date . 2/3/2005 Page No . 2 - - Grou s Pnnted- Unsh~fied - HV - ___ - - -- T - - w e r - -- ______g - Subl~rnrty - Ic a s c a d e ~ w y Subl~rn~ty - .- - - Southbound 1 Westbound Eastbound Norw3ound __ -_ ---- -- I Start T~me I R ~ g h , T h m Left Peds app i0.i I R~ght , T ~ N L ~ T G ~ I m =I ~ t G i z T ~ L e f l P e d s ~ i s , ~ ~ g h t l T h m , Left , Peds + bp - T., ~ " t rotat n a c w -- - 1 0 , 1 0 1 0 1 0 : 1 0 1 0 I 17 -10; T O ! -0 -- 1 0 2 0 - E l --L - 1500 3 79 4 0 8 6 + 9 7 - 0 0 10 0 86 13 0 9 9 , 1 0 2 4 0 16 211 1515 2 77 3 0 8 2 ' 9 0 1 0 10 0 91 7 0 98 21 3 0 0 24 214 1530 5 7 5 4 0 84 8 0 0 0 8 1 0 8 9 9 0 98 5 2 1 0 8 1 9 8 1 5 4 5 - 3 ~ 2 - - 3 - ~ 0 A -6- 0 0 0-- 6 0 80 13 0 9 3 10 3 1 1 15 202 -- Total 13 313 14 0 3 4 0 1 32 1 1 0 34 0 346 42 0 388 46 10 6 1 63 825 1600 3 62 2 0 67 16 2 0 0 18 0 77 8 0 85 11 3 2 0 16 186 1615 4 6 9 6 0 79 5 0 0 0 5 0 7 2 3 0 75 10 2 4 0 16 175 1630 6 75 5 0 86 6 0 0 0 6 0 88 11 0 99 11 6 4 0 21 212 0 8 2 _ 1 4 1645 4 7 6 2 0 0 0 14 0 74 3 0 7 7 , 9 3 2 0 14 187 Total 17 282 15 0 314 41 2 0 0 4 3 0 311 25 0 336 41 14 12 O 67 760 1 7 0 0 2 89 2 0 93 8 0 1 0 9 0 1 0 6 8 0 114 10 5 6 0 21 237 1 7 1 5 1 3 85 6 0 94 10 1 0 0 11 0 102 8 0 110 10 7 1 0 18 233 1730 0 79 0 0 7 9 6 0 0 0 6 1 0 81 6 0 87 4 5 1 0 10 182 1 7 4 5 ' 0 74 0 ~ - 7 ~ _ - 5 - 2 - - 0 _ 0 7 1 8 3 5 0 8 9 6 - 1 - 0 0 7 177 Total 5 327 8 0 340 29 3 1 0 3 3 3 7 2 ? 7 0 400 30 18 8 0 56 829 1 8 0 0 1 0 119 3 0 122 7 1 0 0 8 11 53 3 0 67 11 2 1 0 14 211 1815 0 6 5 1 1 67 3 0 0 0 3 5 4 8 4 0 57 4 4 0 0 8 1 3 5 1 8 3 0 0 5 6 4 0 60 3 0 0 0 3 4 4 1 4 0 49 2 1 0 0 3 1 1 5 _ - l S 4 s L - - 0 6 3 - _ _ 3 2 - 6 6 - _ 6 _ 2 _ 0 _ & 8 2 3 7 - 3 0 41 4 -0 1 - 0 - 5 120 Total 0 303 11 1 315 19 3 0 0 22 21 179 14 0 2 1 4 - 2 1 7 2 0 30 581 1945 0 28 1 0 291 3 0- 0 0 3 - 1 38 1 0 4 _ 0 _ _ 2 _ - 1 0 0 3 1 5 ------ Total 1 1 4 9 6 0 156 9 0 0 0 9 2 1 7 4 9 O 1 8 5 5 2 2 O 9 359 2045 0 20 2 0 - 2 z 1 0 0 0 1 0 3 0 32 3 5 r 2 0 _ - O p O _ _ 2 60 Total 1 73 5 0 7gt -9- O - O - - - ~ 9 5 153 8 0 166 9 0 0 0 9 263 2100 0 2 2 2 0 24 1 1 1 0 3 4 15 1 0 20 1 0 0 0 1 48 2115 0 1 4 0 0 14 0 0 0 0 0 0 2 5 2 0 27 1 0 0 0 1 4 2 2 1 3 0 , 0 1 3 2 0 15 1 0 0 0 1 0 2 2 2 0 24 0 0 0 0 0 40 2 1 4 5 : 0 15 0 0 _ 1 5 , - o 0 2 0 0 0 29 1 0 30 0 0 0 0 0 45 Total 0 64 4 0 68 2 1 1 0 4 4 91 6 0 101 2 0 0 0 2 175 GrandTotall00 3496 213 1 3810 Apprch % 1 2 6 91 8 5 6 0 Total % l I 2 41 1 2 5 0 44 8 -- - -- - ~ n s h ~ f t e d r 97 3322 202 1 3622 % Unshlfled 97 95 94 8 100 95 1 HVI 3 174 11 0 188 % H V 3 5 5 2 0 4 9 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Sublimity Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 Cascade Hwy Out In Total v &8-1 36221 7 A- 97! 33221-5- R~ght Thru Left Peds Unshifted , HV -- - +, + Left Thru Rtqht Peds 3671 32691 41 I o , I - 3677/ 3650 a Out In Total All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Sublimity Site Code : 00000000 Start Date : 2/3/2005 Page No : 4 - - - --- ---- - - - I Cascade Hwy I Subltmlty Cascade Hwy Subllmttv , , Southbound rthbound 1 ~astbound i - Stad Time I Right I Thru Left , Peds 1 Left 1 peds ~ , ~ h , 1 Thw Left ;&ds amp , 7ota, -- - Peak Hour Analysts From 06 00 to 21 45 - Peak 1 of 1 Peak Hour for Each Approach Begtns at - - -- - - - - - - i 17-is- - - - - 16 00 16 30 16 30 +Orntns 3 85 6 0 9 4 1 6 2 0 0 18 0 8 8 1 4 0 3 9 1 1 6 4 0 21 +15m1ns 0 7 9 0 0 79 5 0 0 0 5 0 7 4 3 0 77 9 3 2 0 14 +30mtns 0 74 0 0 74 6 0 0 0 6 0 1 0 6 8 0 114 10 5 6 0 21 c45rn1nsI O f 1 9 0 1 2 2 1 1 4 > 0 0 ~ 0 ~ ~ ~ 0 _ 1 1 0 , 1 0 _ 1 _ 1 O 1% - Totatvolume 3 357 9 0 369 41 2 0 0 43 0 370 30 0 400 40 21 13 0 74 96 % App Total 0 8 , 2 4 0 95 0 0 0 9 2 7 5 0 54 28 17 + : _ 4 ! ? - P H F ; 25 75 37 00 7 5 6 1 64 25 00 00 597 00 87 68 00 877 90 75 54 00 881 -_- _ ,--O 0- S 0 -- 1 - 0 - 0 0 0 - 3 - -2 - 0 - - 9 0 -2 . 0 _ All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&9th Site Code : 00000000 Start Date : 2/3/2005 Page No : 1 -- - ----- Groups ~ e z k U & l f t e d -H! - _ _ _ _ - -- . _ A - - _ -_ - Cascade Hwv 9th Cascade Hwv 9th ~ o u t h b o u n i ' Westbound ~orthbound' , -Eastbound - - ~ G ~ l r n e RI ht ' Thm Left 1 Peds +PP rim, , ~ i g h t Thru ! Left 1 Peds +*.at Rlght *u 1 Left : Peds ap Rjght mhnLeft iorp%rota! actor: P O 1 1 0 ' TO I -- 1 0 1 0 1 0 ' 10, 1 0 1 0 1 0 10 -- 1 OL 1CL r n c r 0 6 0 0 1 2 0 0 3 0 0 0 0 0 0 1 9 0 0 1 9 2 0 0 0 2 2 4 0615 0 2 1 0 0 21 0 0 0 0 0 0 2 3 2 0 25 4 0 2 0 6 52 0 7 0 0 ' 0 4 5 0 0 4 5 1 0 0 0 0 0 0 4 1 3 0 4 4 1 6 0 2 0 8 97 0 7 1 5 ' 0 5 1 0 0 5 1 1 0 0 0 0 0 0 4 9 3 0 5 2 5 0 1 0 6 109 4 67 0 0 7 1 0 0 0 0 0 0 4 9 7 0 50 9 0 5 0 1 4 1 3 5 5 1 2 6 1 3 1 ~ 0 0 0 0 0 0 0 1 0 89 1 0 9 0 1 3 - 0 3 O L 6 237 Total 9 289 0 0 298 0 0 0 0 0 0 228 8 0 236 33 0 11 0 44 578 0 8 3 0 1 0 4 7 0 0 4 7 0 0 0 0 2 0 52 3 0 4 0 7 1 0 6 0 8 4 5 1 1 4 8 0 0 4 9 0 0 0 0 Total; 7 2 1 0 0 0 217 0 0 0 0 0 0 2 1 3 7 0 220 23 0 12 0 35 472 0 9 0 0 1 0 4 2 0 0 42 0 0 0 0 0 0 4 5 2 0 47 0 0 4 0 4 93 0915 4 4 6 0 0 50 0 0 0 0 0 0 3 9 2 0 41 4 0 3 0 7 98 0930 0 4 4 0 0 44 0 0 0 0 0 0 4 5 1 0 46 3 0 1 0 4 94 -- 0945 4-53 0 p O - 5 7 _ -_!L ! - 0 0 0 3 - - L 4 3 - 6 0 A - 0 - - 6. 10% Total 8 1 8 5 0 0 193 0 0 0 0 0 0 1 6 9 8 0 177 13 0 8 0 21 391 GrandTotal 25 779 0 0 804 0 0 0 0 0 718 31 0 749 99 0 38 0 137 1690 Apprch % 3 1 96 9 0 0 0 0 0 0 O i 959 4 1 7 2 3 0 277 0 All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Sth Site Code : 00000000 Start Date : 2/3/2005 Page No : 2 I Cascade Hwy I Out In Total ~ -Gym -?% - -L 2 2 7 4 1 0 0 -- R~ght Thm Lefl Peds -- -- -- a f _x Out In Total C.& Hwv All TRAFFIC DATA SERVICES, Inc 3209 S.E. 147th PL. #97 Vancouver, WA. 98683 Ph. 503-833-2740 File Name : Cascade&Sth Site Code : 00000000 Start Date : 2/3/2005 Page No : 3 - -- - - - - - - - -- - -- - - -- ! Cascade Hwy I 9th I Cascade Hwy I 9th I Southbound Westbound I Northbound j Eastbound A - I Rght I Thru 1 Len Peds , app r0.8 /~,ght ~~~l 1 Rtght j Thm ' Left , Peds ~,ght ! Nght - ~ h r ~ i\w r0% r e ! Peak Hour Analysis From 06 00 to 09 45 - Peak 1 of 1 Peak Hour for Ent~re lntersect~on Beg~ns at 07 15 0 7 1 5 0 5 1 0 0 51 0 0 0 0 0 0 4 9 3 0 52 5 0 1 0 6 1 0 9 0 7 3 0 ' 4 67 0 0 71 0 0 0 0 0 0 4 9 1 0 50 9 0 5 0 14 135 0745 5 1 2 6 0 0 131 0 0 0 0 0 0 8 9 1 0 90 13 0 3 0 16 237 OSOO,__~-_EE_ o o o o 0- o_ 0 -0064 4 L-AJ 1 0 O L L 74 152 - TotalVoiume 13 310 0 0 323 0 0 0 0 0 0 251 9 0 260 37 0 13 0 50 633 % App Total I 4 96 0 0 1 0 0 0 0 0 96c 3 5 0 74 0 26 0 Peak Hour Analysis From 06 00 to 09 45 - Peak 1 of 1 Peak Hour for Each Approach Begins at - - 07 15 06 00 07 15 07 15 +Omlns 0 5 1 0 0 51 0 0 0 0 0 0 4 9 3 0 52 5 0 1 0 6 + 1 5 m i n s , 4 6 7 0 0 71 0 0 0 0 0 0 4 9 1 0 50 9 0 5 0 14 +30m1ns 5 126 0 0 1311 0 0 0 0 0 0 89 1 0 90 13 0 3 0 16 + 4 5 m i n s i 4 66 0 0 0 0 7 0 1 0 0 01 0 64 4 0 6 8 L L _ _ 4 _ - 0 1 4 TotalVolume~ $3 310 0 0 323 ' 0 0 0 0 O ' 0 251 9 0 260 37 0 13 0 50 FEMA Flood Insurance Rate Map No Build 2025 Traffic Operations Worksheets HCM Signalized Intersection Capacity Analysis 1 : Fern Ridge Rd & Cascade Hwy 07/07/2005 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4 0 4.0 4 0 4 0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 F rt 1.00 0 93 1.00 0.95 1 00 0.97 1.00 0 97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1660 1624 1660 1667 1660 1704 1644 1684 Flt Permitted 0.17 1.00 0.12 1-00 0-95 1.00 0.95 1.00 Satd Flow (perm) 293 1624 203 1667 1660 1704 1644 1684 Volume (vph) 165 240 215 115 215 95 175 575 115 110 680 150 Peak-hour factor, PHF 2 092 092 084 084 084 083 083 083 892 092 092 Adj. Flow (vphf 261 234 137 256 113 211 693 139 120 739 163 RTOR Reduction 22 0 0 11 0 0 5 0 0 6 0 Lane Group Flow (vph) 179 473 0 137 358 0 211 827 Q 120 896 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 3% 3% 3% 4% 4% 4% Turn Type Prot Prot Protected Phases Permctteii Phases Actuated Green, G (s Effective Green, g (s) 50.7 36.1 47.3 34.4 16.0 59.0 16.0 59.0 Actuated g/C Ratio 0.36 026 0 34 0.25 011 042 011 042 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3 0 Lane Grp Cap (vph) 249 419 203 410 190 718 188 710 V/S Ratlo Prot c0 08 c0.29 006 021 c0 13 049 0 07 c0.53 V/S Ratio Perm 0.19 0.17 vlc Ratio 0 67 0 87 1.11 1 15 0 64 1.26 Uniform Delay, d I 37.6 50.7 62.0 40.5 59.2 40.5 Progression Factor 100 1.00 1 00 1.00 0.94 0.89 incremental Delay, d2 9.5 83.8 8.6 18.1 98.0 83.7 5.7 127.3 Delay (s) 442 1357 46.1 68.8 1600 1242 61.5 163 4 Level of Service D F D E F F E F Approach Delay (s) 131 5 151 4 Approach LOS F F HCM Average Control Delay 122.9 HCM Level of Service F HCM Volume to Capacity ratlo 116 Actuated Cycle Length (s) 140.0 Sum of lost time (5) 16.0 lntersectlon Capacity Util~zation 104.9% ICU Level of Service G Analysis Period (min) 15 c Critlcal Lane Group StaytonISublimity IAMP 0411 212005 No Build 2025 CH2M HILL Synchro 6 Report Page I Queues 1 : Fern Ridge Rd & Cascade Hwy 07/07/2005 ' * 4 t t * \ t P L i J Ideal Flow (vphpi) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% 0 200 0 200 0 0 1 0 I 0 4 0 4 0 4 0 4.0 4 0 4 0 4 0 Leading Detector (ft) 50 50 50 50 50 50 Tra~ling Detector (ff) 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 Satd Flow (prot) 1660 1623 0 1660 1667 0 1644 1684 0 Flt Permitted 0.1 54 0.121 0.950 0.950 Satd Flow (perm) 269 1623 0 211 1667 0 1660 1704 0 1644 1684 0 Right Turn on Red Yes Yes Yes Yes Satd Flow (RTOR) 30 15 9 10 Link Speed (mpfi) 30 30 55 55 Link D~stance (ft) 816 826 887 946 Travel Time (s) 18.5 18.8 11.0 11.7 Volume (vph) 165 240 215 1 95 175 575 115 110 680 150 Confl. Peds. (#/fir) Confl Blkes (#lhr) Peak Hour Factor 0.92 0.92 0.92 0.84 0.84 0.84 0.83 0.83 0.83 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100°h 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 3% 3% 3% 4% 4% 4% Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 Parking (#lhr) Mtd-Block Traffic (%) 0% 0% 0% 0 O h Lane Group Flow (vph) 179 495 0 137 369 0 211 832 0 120 902 0 Turn Type Pm+Pt Prot Prot Protected Phases 7 5 2 1 6 Permitted Phases 4 Detector Phases 7 4 3 8 5 2 1 6 M~n~mum Initial (s) 5 0 5.0 5 0 5 0 5 0 5 0 5 0 5 0 Minimum Split (s) 20.0 30.0 20.0 30.0 20.0 40.0 20.0 40 0 Total Split (s) 20 0 37.0 0 0 20 0 37 0 0 0 20 0 63.0 0 0 20 0 63 0 0 3 Total Split (%) 14.3% 26.4% 0.0% 14.3% 26.4% 0.0% 14.3% 45.0% 0.0% 14.3% 45.0% 0.0% Yellow T~me (s) 4.0 4.0 4.0 4 0 4 0 4.0 4 0 4 0 All-Red Time (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0 LeadlLag Lead Lag Lead Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None None Act Effcf Green (s) 50,6 36.1 47.4 34.4 16.0 59.0 16.0 59.0 Actuated glC Ratio 0.36 0.26 0.34 0.25 011 042 011 042 vlc Ratio 0.74 1.12 0.67 0.88 111 115 0.64 1.26 Control Delay 46 1 125.4 408 71.0 153 1 120.3 694 1592 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 461 1254 40 8 71 0 1531 1203 694 1592 LOS 0 F D E F F E F Approach Delay 104 3 62 8 126 9 148.6 Stayton/Sublimity IAMP 04/12/2005 No Build 2025 CH2M HILL Synchro 6 Report Page I Queues 1 : Fern Ridge Rd & Cascade Hwy 07/07/2005 t 6 t t * \ t P L 4 J Approach LOS F E F F 90th %ile Green (s) 16.0 33 0 16.0 33.0 16.0 5 9 0 16.0 59.0 90th %ile Term Code Max Max Max Max Max Coord Max Coord 70th %ile Green (s) 16.0 33.8 152 330 160 59.0 16.0 59.0 70th %iie Term Code Max Max Gap Max Max Coord Max Coord 50th %ile Green (s) 160 357 13.3 330 160 59.0 16.0 590 50th %ile Term Code Max Max Gap Max Max Coord Hold Coord 30th %ile Green (s) 14.0 37.6 11.4 35.0 160 59.0 16.0 59.0 30th %ile Term Code Gap Max Gap Hold Max Coord Hold Coord 10th %ile Green (s) 10.8 40 2 8.8 38.2 160 590 16.0 59.0 10th %ile Term Code Gap Max Gap Hold Max Coord Hold Coord Queue Length 50th (ft) 11 3 -503 84 318 -220 -887 107 -1030 Queue Length 95th ( f t #194 #759 128 #447 #342 #I000 m168 #I278 lnternai Link Dtst (ft) 736 746 807 866 Turn Bay Length (ft) 200 200 200 200 Base Capacity (vph) 258 440 241 421 190 723 188 715 Reduced v/c Ra 0.69 1 13 0 57 0 88 111 1 1 5 0 64 1 26 - Volume exceeds capacity, queue is t Queue shown is maximum after two cydes. # 95th percentile volume exceeds capacity, queue may be lonqer. ~ u e u e shown is maximum after two cy&s.' - m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Fern Ridge Rd & Cascade Hwy I . StaytonlSublimity IAMP 04/12/2005 No Build 2025 CH2M HILL Synchro 6 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 2: Martin & Cascade Hwy 07/07/2005 t P I 1 Lane Confiaurations 4 Sign ~ontr;l Stop Grade 0% 0% 0% Median type None 354 0 53 vC, conflicting volume 2052 891 908 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1870 796 tC, single (s) 6.4 6.2 4.1 Queue Length 95th (ft) 9 0 0 Control Delay (s) 24.7 0.0 0.0 Average Delay 0 3 intersection Capacity Utilizatton 56.6% 1CU Level of Service B Analys~s Perrod (m~n) 15 Stayton/Sublimity IAMP 04/12/2005 No Build 2025 CH2M HILL - Synchro 6 Report Page I HCM Signalized Intersection Capacity Analysis 3: Whitnev & Cascade Hwv Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4 0 4.0 4.0 4.0 4.0 4.0 4.0 Lane lJtil. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 F rt Lane Group Fiow iv'phj 16 2 0 113 16 0 11 1004 0 264 912 0 Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 4% 4% 4% Turn Type Perm Perm Prd Prot Protected Phases 4 8 5 2 1 6 HCM Average Control Delay 26.5 HCM Level of Service C c Critical Lane Group Stayton/Sublimity IAMP 04/12/2005 No Build 2025 CH2M HILL Synchro 6 Report Page 1 Queues 3: Whitney & Cascade Hwy 07/07/2005 ' * f-- t 1 4 \ t / * L i Lane Configurations Ideal Flow (vphpl) Y F 'r F 'F P 1800 1800 1800 1800 1800 q800 1800 1800 1800 1800 1800 1800 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 17 - Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 300 0 300 0 0 0 Storage Lanes 1 0 1 0 1 0 1 0 Total Lost Time (s) 4 0 4 0 4.0 4 0 4 0 4.0 4 0 4 0 4 0 4 0 4 0 Leading Detector Iff) 50 50 50 50 50 50 Trailing Detector (ft) 0 0 0 0 0 0 Turning Speed fmph) 15 15 9 15 9 Satd Flow (prot) 1676 0 660 1723 0 1644 1726 0 Flt Permttted 0.357 0.743 0.950 0.950 Satd Flow (perm) 630 1500 0 1298 1485 0 1660 1723 0 2644 1726 0 Right Turn on Red Yes Yes Yes Yes Satd Flow (RTOR) 27 1 339 7 2 L~nk Speed (mph) 30 30 55 55 Llnk Dlstance (ft) 1105 635 3 54 54 1 Travel f ime (s) 25.1 4.4 6.7 Volume (vph) 15 0 20 10 740 75 240 815 15 Confl. Peds. (Mr) Confl Bikes (#/hr) Peak Hour Factor 0.92 0.92 0.92 0.93 0.92 0.93 0.92 0.81 0.81 0.91 091 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 4% 4% 4% 0 0 0 0 0 0 0 0 0 0 0% 0% 0% Lane Group Flow (vph) 16 22 0 113 153 0 21 1007 0 264 912 0 Turn Type Perm Perm Prot Prot Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 Detector Phases 4 4 8 8 5 2 1 6 M~nimurn lnrtial (s) 4.0 4 0 4 0 4 0 4 0 4 0 4 0 4 0 Minimum Splrt (sf 20.0 20.0 20.0 20.0 8.0 20.0 8.0 20 0 Total Split (s) 20.0 200 0 0 200 20.0 0 0 8 0 910 0.0 290 1120 0 0 Total Split (%) 14.3% 14.3% 0.0% 14.3% 14.3% 00% 57% 65.0% 0.0% 20.7% 80.0% 0.0% Yellow T~me (s) 3 5 3 5 3 5 3 5 3 5 3 5 3 5 3 5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0 5 0.5 0.5 LeadlLag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None C-Min None C-Mln Act Effct Green (s) 14.9 14.9 14.9 14.9 5.1 88.9 24.2 113.9 Actuated g/C Ratlo 011 011 011 011 004 0.64 017 082 vlc Ratio 0.24 0.05 0.82 0.33 0.18 0.92 0.93 0.65 Control Delay 64.7 0 2 915 1 8 666 156 88 6 8.6 Queue Delay 0.0 0.0 0.0 0 0 0.0 0.0 0.0 0.0 Total Delay 647 0.2 915 1 8 666 156 886 8 6 LOS E A F A E B F A Approach Delay 27.4 40 2 16 1 26 5 StaytonISublirnity IAMP 0411 212005 No Build 2025 CH2M HILL Synchro 6 Report Page 1 Queues 3: Whitney & Cascade Hwy 071071~005 90th %le Term ~ o b e Hold Hold Max Max Max Coord Max Coord 70th %ile Green (s) 16.0 16.0 16.0 16.0 4.0 87.0 25.0 108 0 70th %ile Term Code Hogd Hold Max Max Max C m r d Max Coord 50th %ile Green (s) 16.0 16.0 16.0 16.0 0.0 87.0 25.0 116.0 50th %ile Term Code Hold Hold Max Max Skip Coord Max Coord 30th %ile Green (s) 1 5 4 154 15.4 15.4 0.0 87.6 25.0 1166 30th %ile Term b i d e Hold Hold Gap Gap Skip Cmrd Max Coord 10th %~le Green (s) 11.0 11 0 11.0 11 0 0.0 96.0 21 0 121.0 lOth%ileTermc'obe Hold HoM Gap Gap Skip Coord Gap Coord Queue Length 50th (ft) 14 0 101 0 10 314 238 242 Queue Length 95th (ft) 39 0 #204 0 m i 3 m266 #403 482 Internal Link D~st (ft) 1025 556 274 46 1 Offset: 132\94%), Geferenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 1 10 Control ~ i ~ e : Actuated-Coordinated Maximum vlc Ratio' 0 93 Intersection Signal Delay: 23.8 Intersectton LOS: C Queue shown is maximum aRer two cycles. m Volume for 95th percentile queue is metered by upstream s~gnal. Splits and Phases: 3: Whitney & Cascade Hwy StaytonlSublimity IAMP 0411 212005 No Build 2025 CH2M HILL Synchro 6 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 5: EB Ramp & Cascade Hwy 07/07/2005 - ) t ? t i J Grade 0% 0% 0% Volume (vehih) 65 530 65 830 540 85 Peak Hour Factor 0 87 0.87 0 84 0.84 0.90 0 90 Hourlyflowrate (vph) 75 609 77 988 600 94 VC: conRicting volume 1790 647 694 vC 1, stage 1 conf vol vC2, stage 2 conf vot vCu. unblocked vol 2815 647 694 DO aueue free % 0 0 91 Average Delay 2799 3 Intersection Capacity Utilization 133.7% ICU Level of Service Analysis 15 * User Entered Value Stayton/Sublirnity IAMP 04/12/2005 No Build 2025 CH2M HILL - -- - - Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 6: WB Ram0 & Cascade Hwv Lane Configurations k 4 Volume (vehJh) 0 0 635 260 0 625 Peak Hour Factor 0.92 0.92 0.85 0.85 0.88 0.88 Hourly flow rate (vph) 0 0 747 306 0 710 Pedestrians Lane Width (ft) Walking Speed (Ws) Percent Blockage Right turn flare (veh) Median type Med~an storage veh) Upstream signal (8) pX, platoon unblocked vC, conflicting volume 161 0 900 vC1, stage 1 conf vol Stayton/Sublimity IAMP 0411 212005 No Build 2025 CH2M HILL -- Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 7: Sublimity Blvd & Cascade Hwy 07/0712005 P l > ? t r l 4 J ~ y \ -- Lane Configurations !!if Sign Control stop ~ r e e st& Grade 0% 0% 0% 0% Volume (vehlh) 20 35 75 50 585 0 20 535 20 15 10 65 Peak Hour Factor 0.88 0 88 0.88 0 88 0 88 0 88 0 94 0 94 0 94 0 77 0 77 077 Hourly flow rate (vph) 23 40 85 57 665 0 21 569 21 19 13 84 Pedestrians R~ght turn flare (veh) Median type None None Med~an storage veh) Upstream signal (8) pX, platoon unblocked vC, conflicting voiume 1492 2401 580 590 665 1506 1411 tiF5 vCu, unblocked vol 1492 1401 580 590 66 5 1506 1411 665 tC, single (s) "8.6 '8.0 *7.7 4.1 4.1 "8 7 *8.1 *7 8 tC, 2 stage (s) tF (s) *4 5 *5.0 *4.3 2.2 2.2 *4.6 *5.1 *4.4 DO queue free % 18 40 75 94 98 0 79 70 ("em) 28 67 336 970 910 17 63 283 Volume Total 148 722 612 117 Approach LOS Averaae Delav 725 intershon C&acity Utilization 78.8% ICU Level of Service D Analys~s Per~od (m~n) 15 * User Entered Value StaytonISublimity IAMP 04/12/2005 No Build 2025 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 8: 9th Street & Cascade Hwy 07/07/2005 Percent Blockage R~ght turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conffiding vokme 1 vC1, stage 1 conf vol Approach LOS C Average Delay 1.8 Intersection Capacity 73.7% 1CU Level of Service D Analys~s Per~od (min) 15 StaytonlSublimity IAMP 0411 212005 No Build 2025 CH2M HILL Synchro 6 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 9: ORE 22 & EB On Ramp 07/071200!j Lane Configurations Peak Hour Factor 0.92 0.92 0 92 0 92 0 87 0 87 Hourly flow rate (vph) 674 0 0 1277 0 172 vC, conflicting voiume 674 1951 674 6.4 *8.2 Average Delay 4 5 InterseGtion Capacity Utjlization 76.2% ICU Level of Service D Analys~s Period (rnrn) 15 * User Entered Value StaytonISublimity IAMP 04/12/2005 No Build 2025 CH2M HILL Synchro 6 Report Page I HCM Unsignalized lntersection Capacity Analysis 10: ORE 22 & WB On Ramp 07/07/2005 9 L + t \ J Volume (vehf h) 0 770 860 0 0 315 Peak Hour Factor 0.92 0 92 0 92 0.92 0.85 0.85 Hourly flow rate (vph) 0 837 935 0 0 371 Percent Blockage Right turn flare (veh) Median type None Med~an storage veh) Upstream signal (8) pX, platoon unblocked vC, conflicting volume 935 1772 935 vC1, stage 1 conf vol Volume Left 0 0 0 Average Delay 42 4 Intersection Capacity Utilization 75.0% 1CU Level of Service D Analys~s Period (rnin) 15 * User Entered Value -- - - Stayton/Subl~mity IAMP 04112/2005 No Build 2025 CH2M HILL Synchro 6 Report Page 1 Build 2025 Traffic Operations Worksheets PDXG52070004-USR. DOC HCM Signalized lntersection Capacity Analysis 1 : Fern Ridge Rd & Cascade Hwy 07/08/2005 9 - - + > 4 t = * \ t P L l J Lane Configurations Ideal Flow (vphpl) 7 F 7 P 7 fP 3. +F 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Satd. Flow (perm) 377 1624 240 1667 1660 3237 1644 3199 Volume (vph) 165 240 215 115 215 95 175 575 115 110 680 150 Peak-hour factor. PHF 0 92 0 92 0 92 0 84 0 84 0.84 0 83 0.83 0.83 0 92 0 92 0 92 Adj. Flow (vph) 179 261 234 137 256 113 211 693 139 120 739 163 RTOR Reduct~on (vph) 0 27 0 0 14 0 0 15 0 0 17 0 Lane Group Flow (vph) 179 468 0 137 355 0 211 817 0 120 885 0 Uniform Delay, d l 24.4 39.6 27.0 37.8 43.6 30.4 46.4 36.8 Progression Factor 1.00 1.00 1.00 1 .OO 1.00 1.00 100 1.00 Incremental Delay, d2 3.2 50.8 3.7 10.3 11.1 3.7 6.7 11.9 Delay (s) 27.5 90 5 30 7 48 1 547 34.1 531 487 Level of Service C F C D D C D D HCM Average Control Delay 49.9 HCM Level of Service D HCM Volume to Capacity ratio 0 86 T Actuated Cycle Length (s) 1 10.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 82 4% ICU Level of Service E Analysis Period (min) 15 c Cr~tlcai Lane Group StaytonISublirnity IAMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 1: Fern Ridge Rd & Cascade Hwy 07/08/2005 - * + t f + % ' 2 t P L l J Ideat Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 12 12 12 12 12 12 0% 0% 200 0 200 0 1 0 1 0 4.0 4 0 4 0 4.0 4.0 4 0 4 0 50 50 50 50 Tralllng Detector (ft 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 Satd Flow (prot) 1660 1623 0 1660 1667 0 1660 3237 0 1644 3200 0 Flt Permitted 0.174 0.154 0.950 0.950 Said Flow (perm) 304 1623 0 269 1667 0 1660 3237 0 1644 3200 0 Right Turn on Red Yes Yes Yes Yes Satd Flow (RTOR) 19 23 2 5 Link Speed {mph) 30 30 5 5 55 11.7 115 110 680 150 Mid-Block Tram Lane Group Flow (vph) 179 495 0 137 369 0 211 832 0 120 902 0 Prot Prot Detector Phases 4 0 4 0 4 0 4 0 0.0 0.0 Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes None C-Max None None 18.5 39.3 12.7 33.5 017 036 012 030 0.57 0.81 0.76 0.71 0.63 0.91 25.5 52 0 63 2 34.2 53 3 44 1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0 0 0.0 0.0 Total Delay 255 520 63.2 34 2 53.3 44 1 LOS C D E C D D Approach Delay 44 9 40.1 45 2 Stayton/Sublimity IAMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 1 : Fern Ridge Rd & Cascade Hwy 0710812005 - * + \ 4 + k . l t P L C J 70th %ile Green (s) 15.2 29.2 12.8 26 8 16.0 36.6 15.4 36.0 70th %ile Term Code Gap Max Gap Max Max Coord Gap Coord 50th %ile Green (s) 13 2 30.8 11.2 28.8 16 0 39.0 13.0 36 0 50th %ile Term Code Gap Max Gap Max Max Coord Gap Coord 30th %ile Green (s) 11.3 32.4 9.6 30.7 197 41.0 11.0 323 30th %iie Term Code Gap Max Gap Hold Hdd Coord Gap Coord 10th %ile Green (s) 8.7 34.5 7 5 33.3 24.7 44 0 8.0 273 10th %ile Term Code Gap Max Gap Hold Hold Coord Gap Coord Queue Length 50th (ft) 81 -354 60 234 148 257 82 303 Queue Length 95th (8) 1 34 #6 1 0 95 #370 #248 308 440 #389 Internal L~nk Dist (ft) 736 807 866 Turn Bay Length (ft) 200 200 200 Base Capacity (vph) 322 480 279 1172 064 Starvation Cap Reductn 0 0 0 0 0 0 0 So~llback Cao Reductc 0 0 0 0 0 0 0 Reduced v/c Ratio 0.56 1.03 0.44 0.81 0.76 0.71 0.50 0.85 -- Area Tv~e : Offset: 0 (o%), ~eferenced to phase 2:NBT, Start of Green Natural Cycle. 1 10 Control Type: Actuated-Coordinated Maximum vlc Ratlo: 1.03 Intersection Signal Delay: 48.9 Intersection LOS: D lntersect~on Capacity Utilizat~on 82 4% ICU Level of Service E Solits and Phases: 1: Fern Ridae Rd & Cascade Hwv Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 2 HCM Unsignalized lntersection Capacity Analysis 2: Martin & Cascade Hwy 07/0812005 0 92 0 92 0.92 0 92 0.81 0.81 Hout-iy flow rate (vph) 0 22 875 33 0 1160 Percent Blockage R~ght turn flare (veh) Median type None Average Delay 0 1 Intersection Capacity Ut~lization 34.5% lCU Level of Service A Analys~s Period (min) 15 Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 HCM Signalized lntersection Capacity Analysis 3: Whitnev & Cascade Hwv Lane Configurations Ideal Ftow (vphpt) 'Cr F 7 F 'Cr .fF 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4 0 4 0 4 0 4 0 41, Lane Util. ~actdr ' 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0 85 1.00 0.85 1.00 0.99 1.00 1.00 Volume (vph) 15 0 20 105 0 140 10 740 75 240 815 i 5 Peak-hour factor, PHF 0 92 0 92 0 92 0 93 0 92 0 93 0 92 0.81 0 81 0 91 0 91 0 92 Adj. Flow (vph) 16 0 22 113 0 151 11 914 93 254 896 16 RTOR Reduction (vph) 0 21 0 0 232 0 0 6 0 0 1 0 Lane Group Flow (vph) 16 1 0 113 19 0 11 1001 0 264 911 0 Permitted Phases Actuated Green, G (s) 4 2 4 2 112 112 1 0 41.4 172 57.6 Effective Green, g (s) 4.2 4.2 11.2 11.2 1.0 41.4 17.2 57.6 , , Lane Grp Cap (vph) 78 70 207 185 19 1506 314 2100 HCM Average Control Delay 22.3 HCM Levet of Service C HCM Volume to Capacitv ratio 0.66 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 16.0 Intersection Capac~ty Utrllzation 61 3% ICU Level of Service B Analysis Period (min) 15 c Critlcal Lane Group Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 3: Whitney & Cascade Hwy 07/08/2005 9 % f 't? t / + L & J 12 12 12 12 12 12 Leading Detector (Pt) Tralllng Detector (ft) Minimum Split (s) Total Spl~t (s) Total Split (%) 22.2% 22.2% 0.0% 22.2% 22.2% 0.0% 8.9% 35.6% 0.0% 20.0% 46.7% 0.0% Yellow T~me (s) 3.5 3.5 3.5 3 5 3 5 3 5 3 5 3 5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 LeadILag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min Act Effct G Actuated g vlc Ratio 0.14 0.06 0.55 0.24 0.11 0.60 1.03 0.40 Control Delay 39.3 0 2 39.9 0 8 425 189 1043 8 6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 393 0 2 399 0 8 425 189 1043 8 6 LOS D A D A D 6 F A Approach Delay 16 6 17.5 19.2 30 1 StaytonISublimity IAMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 3: Whitney & Cascade Hwy 07/08/2005 - * + t 4- t t * \ t / * L l J 90th %ile T e n dohe Gap Gap Gap Gap Max Coord Max Coord 70th %ile Green (s) 6.9 6.9 12.9 12.9 0.0 40 2 14 0 58.2 70th %ile Term Code Gap Gap Gap Gap Skip Coord Max Coord 50th %ile Green (s) 6.2 6.2 11.2 11.2 0 0 426 14.0 60.6 50th %ile Term Code Gap Gap Gap Gap Skip Coord Max Coord 30th %ile Green (s) 0.0 0.0 9.4 9.4 0.0 54.6 14.0 726 30th Kile Term Code Skip Skip Gap Gap Skip C& Max Coord 10th %ile Green (s) 0.0 0.0 6.8 6.8 0.0 57.2 14.0 75.2 10th ?bile Term eode Skip Skip Gap Gap Skip Coord Max Coord Queue Length 50th (ft) 9 0 61 0 6 217 -163 107 Queue Length 95th fft) 28 0 1 09 0 23 278 #313 234 Internal L~nk Dist (ft) 86 1 5 56 274 499 Turn 5ay Length (ft) 300 300 300 300 256 2275 Area Type: Other Cycle iength: 90 Actuated Cycle Length 90 Offset: O (O%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cvcle. 90 Control T&: Actuated-Coordinated Maximum v/c Rati ~ u e u e shown is maximum after twd cycks.' ., Splits and Phases: 3: Whitney & Cascade Hwy Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 2 HCM Signalized Intersection Capacity Analysis 5: EB Ramp & Cascade Hwy 07/08/2005 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1860 1800 1806 18b6 1800 Total Lost trme (s) 4.0 4 0 4.0 4 0 4 0 Lane Util. Factor 1.00 1.00 0.95 1.00 0.95 Frt 1 00 0 85 0.99 1 00 I 00 0.95 1.00 Volume (vph) 65 0 530 0 0 0 0 830 65 85 540 0 Peak-hour factor, PHF O 87 0 87 0 87 0 92 O 92 O 92 0 84 0 84 0 84 0 90 0 90 0 90 Adj Flow (vph) 75 0 609 0 0 0 0 988 77 94 600 0 RTOR Reductron (vph) 0 0 131 0 0 0 0 9 0 0 0 0 Lane Group f b w (vph) 0 75 478 0 0 0 0 ?€I56 0 94 600 0 Heavy Veh~cles (%) 4% 4% 4% 2% 2% 2% 4% 4% 4% 5% 5% 5% Turn Type Split Prot Perm Protected Phases 4 4 4 2 6 HCM Average Control Delay 18.7 HCM Level of Service B HCM Volume to Capacity ratlo 0 75 Actuated Cyde Length (s) 60.0 Sum of lost time (s) 8.0 lntersectron Capaclty Utlllzatlon 57 1% ICU Level of Servlce B Analysis Period (min) 15 c Crltlcal Lane Group Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 5: EB Ramp & Cascade Hwy 07/08/2005 > - + \ 6 4- k l t P ' + l J Lane Confiourations 4% % 44 Ideal Flow Twhpl) 1800 t800 1800 1800 1800 1800 1800 18'0b 1800 1806 18b6 1800 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 0 1644 1471 Flt Permttted 0.950 0.168 Satd Flow (perm) 0 1644 1471 0 0 0 0 3252 0 288 3257 0 Right Turn on Red Yes Yes Yes Yes Satd Flow (RTOR) Lane Group Flowiv&~) 0 75 609 0 0 0 0 1065 0 94 600 0 28.0 28.0 28.0 0.0 0 0 0.0 0.0 32.0 0.0 32.0 32.0 0 0 Total split (%) 46.7% 46.7% 46.7% 0.0% 0.0% 0.0% 0.0% 53.3% 0.0% 53.3% 53.3% 0.0% 0.51 0.51 0.64 0.64 0.36 393 10.4 0.0 0.0 393 104 Approach Delay 24 9 13.5 14 3 Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 5: EB Ramp & Cascade Hwy 07/08/2005 - + > 4 t % 4 \ t P ' + 1 J Approach LOS 90th %ile Green (s) 90th %ile f erm Code M 10th %tIe Tern Code Gap Gap Gap Coord Coord Queue Length 50th (f2) 25 70 Queue Length 95th (ft) #lo0 104 Area T v ~ e : Other Cycle iength: 60 Intersection Signal Delay: 16.9 Intersection LOS: B S~ l i t s and Phases: 5: EB ram^ & Cascade Hwv StaytonISublimity IAMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 6: WB Ramp & Cascade Hwy 0710812005 4 % t P L 4 Vofume (vefdh) 0 0 635 260 0 625 Peak Hour Factor 0 92 0.92 0 85 0.85 0.88 0.88 Houdy flow rate (vph) 0 0 747 306 0 710 vC, conflicting volume 5 255 526 1053 vC1, stage 1 conf vol vC2, stage 2 mnf vd vCu, unblocked vol 791 115 PO aueue free % Volume Left 0 0 0 0 Approach LOS StaytonlSublimity IAMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 HCM Signalized Intersection Capacity Analysis 7: Sublimity Blvd & Cascade Hwy 07/08/2005 - * t 6 ' k z t / * L l J Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4 0 4 0 4 0 4.0 4.0 4 0 4 0 Lane Util. Factor 1 .OO 1.00 1.00 1.00 1.00 0.95 1.00 0.95 F rt 1 00 0.90 1 00 0.87 100 100 1.00 0.99 F# Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1629 3257 65 50 585 0 20 535 20 77 0 88 0 88 0 88 0 94 0 94 0 94 Adj. Flow (vphf 23 40 85 19 13 84 57 665 0 24 569 21 RTOR Reduct~on (vph) 0 78 0 0 77 0 0 0 0 0 2 0 Lane Group Flow (vph) 23 47 0 19 20 0 57 665 0 21 588 0 Heav y Vehicles (%) 5% 5% 5% 12% 12% 12% 5% 5% 5% 5% 5% 5% Turn Type P rot Prot Prst Prot Protected Phases 7 1 6 Permitted Phases Actuated Green, G (s) 3 2 7.0 3 0 6 8 7 0 509 3 1 470 Effective Green, g (s) 3.2 7.0 3.0 6.8 7.0 50.9 3.1 47.0 Actuated g/C Ratio 0.04 0 09 0 04 0 08 0 09 0 64 004 0.59 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3 0 3 0 3 0 3 0 3 0 3 0 3.0 3 0 Lane Grp Cap (vph) 65 135 57 119 143 2072 63 1904 V/S Rat10 Prot coo1 coo3 001 001 0 04 c0 20 0.01 c0 18 Level of Service D D D C D A D A -- - p~ HCM Average control-&lay 14.0 HCM ~evel-of service B HCM Volume to Caoacitv ratio 0.31 Actuated Cycle ~ e & h (s) 80.0 Sum of lost time (s) 12.0 lntersect~on Capac~ty Util~zat~on 38.2% ICU Level of Serv~ce A Analysis Period (min) 15 c Crit~cal Lane Group StaytonISublimity IAMP 0411 212005 Build Alternative 2025 CH2M HILL - Synchro 6 Report Page 1 Queues 7: Sublimity Blvd & Cascade Hwy 07/08/2005 Lane Configurations Ideal Ftow (vphpl) 7 F F fF 1800 18QO 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 12 12 12 12 12 12 12 12 0% 0 200 0 0 1 0 0 4.0 4 0 4 0 4 0 50 50 0 0 9 15 9 0 1629 3241 0 0.950 0 1527 1398 0 1629 3257 0 1629 3241 0 R~ght Turn on Red Yes Yes Yes Yes Satd Flow (RTOR) 5 55 55 250 730 a. I 9 0 65 50 0 535 20 Peak Hour Factor 0,88 0.88 0.88 0.77 0.77 0.77 0.88 0.88 9.88 0.94 094 0.94 Lead-Lag Optimize? Yes Yes Recall Mode None C-Mln 6.5 53 5 0.08 0.10 011 072 0.08 0 67 0.15 0.46 0.33 0.28 0 16 0.27 35.6 11 8 35.0 8.4 35.4 10 1 0.0 0.0 0.0 0.0 0.0 0.0 356 11 8 35 0 8.4 354 101 A ~ ~ r o a c h Delay 17.8 15 7 10 5 10 9 -- StaytonlSublimity IAMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 1 Queues 7: Sublimity Blvd & Cascade Hwy 07/08/2005 - * ' t f '+--z t F l . 4 J Approach LOS B B B B 30th %ile Term Code Skip Gap Skip Gap Skip Coord Skip Coord 10th %ile Green (s) 0.0 0 0 0.0 0 0 0 0 760 0 0 7 6 0 1 Mh %lie Term Code Skip Skip Skip Skip Skip Coord Skip Coord Queue Length 50th (ft) 1 1 19 9 6 26 28 10 60 Quew Length 95th (fi) 32 62 25 54 58 158 31 152 Reduced v/c Ratio 0.13 0.27 0.12 0.23 0.25 0.28 0.13 0.27 Area Type: Other Actuated Cycle Length: 80 Offset: 14 (18%j, Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cvcle: 60 Control ~ ; ~ e : Actuated-Coordinated Analysis Period (min) 15 S~ l i t s and Phases: 7: Sublimitv Blvd & Cascade Hwv Stayton/Sublimity IAMP 04/12/2005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 8: 9th Street & Cascade Hwy 07/0812005 - ) \ + I t C J Lane Confiaurations Grade 0% 0% 0% Volume Total 98 713 571 Lane LOS C A Approach Delay (s) 18.8 0.8 0.0 Approach LOS C StaytonlSublimity [AMP 0411 212005 Build Alternative 2025 CH2M HILL Synchro 6 Report Page I HCS2000: Ramps and Ramp Junctions Release 4.ld CH2M HILL C H 2 M HILL Phone : E-mail: Fax : Merge Anal~sis----------------- Analyst : TY Agency/Co.: Date performed: 4-14-05 Analysis time period: 30th Highest Hour Freeway/Dir of Travel: ORE 22 EB Junction: Cascade Hwy EB On-Ramp Jurisdiction: AnaLysis Year: 2025 Bulld Scenario Description: Stayton Sublimity IAMP/ OPE22 Type of analysis Number of lanes in freeway Free-flow speed on freeway Volume on freeway Merge 2 60.0 mph 62 0 vph ide of freeway amber of lanes in ramp Free-flow speed on ramp Volume on ramp Length of first accel/decel iane Length of second accel/decel lane Right I 35.0 mp h 15 0 vph 400 ft ft Adjacent Ramp Data (if one exists) Does adjacent ramp exist? Volume on adjacent Ramp Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp Conversion to pc/h Under Base Conditions Junction Components Volume, V (vph) Peak-hour factor, PHF Peak 15-min volume, v15 Trucks and buses Recreational vehicles Terrain type: Grade Length Trucks and buses PCE, ET :creational vehicle PCE Freeway 62 0 0.87 178 0 0 Level 8 mi 1.5 1.2 Ramp 150 0.87 4 3 0 0 Level 9 0 mi 1.5 1.2 Adjacent Ramp vph Heavy vehicle adjustment, f H V Driver population factor, fP Flow rate, vp Estimation of V12 Merge Areas L = (Equation 25-2 or 25-3) E Q P = 1.000 Using Equation 0 FM v = v (P ) = 713 pc/h 12 F FM Capacity Checks Actual Maximum LOS F? 885 4 600 N o -- - . Level of Service Determination (if not F) - -- - - - ----- - Density, D = 5.475 + 0.00734 v t 0.0075 v - 0.00627 L = 9.8 pc/mi iln R R 12 A Level of service for ramp-freeway junction areas of influence A Speed Estimation Intermediate speed variable, M = 0.302 S Space mean speed in ramp influence area, S = 54.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 54.6 mph HCS2000: Ramps and Ramp Junctions Release 4.ld C H 2 M HILL CHZL'l HILL Phone : E-mail : Fax : Merge Analysis Analyst : TY Agency/Co.: Date performed: 4-14-05 Analysis time period: 30th Highest Hour Freeway/Dir of Travel: ORE 22 WB Junction: Cascade Hwy WE On-Ramp Gurisdiction: Analysis Year: 2025 Build Scenarla Description: Stayton Sublimity IAMP/ ORE22 -- Freeway Type of analysis Number of lanes in freeway Free-flow speed on freeway Volume on freeway Merge 2 60.0 mph 860 lip h On Ramp D a t a _ _ _ - - _ _ - _ _ _ _ - - ^ide of freeway umber of lanes in ramp Free-flow speed on ramp Volume on ramp Length of first accel/decel lane Length of second accel/decel lane Right 1 35.0 m ~ h 315 vph 400 ft f t Adjacent Ramp Data (if one exists) Does adjacent ramp exist? Volume on adj acent Ramp Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp Conversion to pc/h Under Base Conditions Junction Components Volume, V (vph) Peak-hour factor, PHF Peak 15-min volume, v15 Trucks and buses Recreational vehicles Terrain type: Grade Length Trucks and buses PCE, ET 3creational vehicle PCE, Freeway 8 60 0.90 2 3 9 0 0 Level % mi 1.5 1.2 Ramp 3 15 0.90 8 8 0 0 Level 0, mi 1.5 1.2 Adjacent Ramp vph Heavy vehicle adjustment, FHV Driver population factor, fP Flow rate, vp Estimation of V12 Merge Areas L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 956 pc/h 12 F FM Capacity Checks Actual Maximum LOS F? 1306 4 600 No - - Level of Service Determination (if not F) - - - -- -. - - -- - - -- Denslty, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 13.0 pc/ml /ln R R 12 A Level of servlce for ramp-freeway junctlon areas of influence B -- Speed Estimation Intermediate speed variable, M = 0.307 S Space mean speed in ramp influence area, S = 54.5 mph R Space mean speed in outer lanes, Space mean speed for all vehicles, S = N/A mph 0 S = 54.5 mph Access Road Intersection Sight Distance Memo TO: Project Team FROM: Jeny Rosenblad PE DATE: July 6, 2005 SUBJECT: OR22 At Sublimity Interchange (Phl) Sec. Kn # 13658. Sight distance findings, Cascade Highway, North of Project. Myself and Monte Richards (District 3 Permit Specialist) met on site Tuesday July 5, 2005 to determine various points of minimal intersection sight distance in the area near the crest of the hill, of Cascade Highway, just north of the Intersection of Highway 22 and Cascade Highway. We determined areas acceptable to having an access and areas where intersection sight distance would prevent an access to exist with adequate site distance. This section of roadway is posted at 45 mph, which means that we should consider a design speed of 5 5 mph. The 2003 Highway Design Manual (HDM) Section 5.2.3 Intersection Sight Distance states, "Intersection sight distance is determined by using a 3.5 foot eye height and 3.5 foot height of object." The HDM refers to "Pages 665-669 of the 2001 AASHTO'S "A Policy on Geometric Design of Highways and Streets - 2001 " indicate intersection sight distance requirements for traffic turning left, crossing, or turning right onto a major highway." Exhibit 9-55 of AASHTO, indicates for a design speed of 55mph, the Intersection Sight Distance should be 610 feet. This distance is what was used to identify allowable locations of an access. Refer to the attached map below. Point C denotes the point of an existing access on the East side of Cascade highway. We analyzed the existing conditions, and the design conditions of lowering the southerly crest (Near "CH" 16+50) slightly as part of the project, and determined that the Driveway could move as much as 105 feet to the North and opposite an existing driveway on the west side of the highway (point D). Locating an access any further North of point D or any further south of Point C would reduce the actual sight distance to below required standards, and not be acceptable. On the west side of the highway in this location is a house that would likely prevent others from using this same access. If an access were to be considered further north to gain additional distance from the proposed ramp termini (point A) then the earliest acceptable position to allow an access due to limited intersection sight distance, would be at Point E. This access would have to be placed along the Northerly property line of the large open field. However, as the picture indicates, this point would be approximately 212 feet from SW 9th St. (point F). The driveway at point C is at the very crest of the Hill. It is conceivable that the crest could be lowered to improve Sight Distance to the North and possibly allow point E to move south. This crest would need to be lowered at least 3 to 5 feet, as a minimum for this to occur. The roadway currently follows the surrounding terrain and lowering the roadway that amount may be adverse to the frontage of the adjacent homes. This crest location is currently beyond the limits of the proposed project (See point B), and would add considerable cost to an already strained budget if it were to be considered at this time. There is one remaining access on the East side of Cascade Hwy. just south of point C that could be disconnected from the highway and routed north to connect with the access, at point C. The remaining 2 or 3 accesses on the West side of Cascade Hwy. just south of point D3 could be served by a backage road or alley, that would connect south to Sublimity Blvd. The access at point D could then remain in place. City of Sublimity Development Code Language Changes Proposed City of Sublimity Development Code Language Changes Changes and additions to existing City of sublimity Development Code language are underlined. 2.103.05 Development Standards All developments in the Commercial District shall comply with the applicable provisions of Section 2.400 of this Ordinance. In addition, the following specific standards shall apply: A. Off-Street Parking. Off-street parking shall be as specified in Section 2.203. Due to the required ten (10) feet front yard setback businesses are strongly encouraged to provide parking areas behind the comlnercial structures. B. w. Signs in the Commercial District shall be subject to the provisions of Section 2.206 C. Subdivisions and Partitions. All subdivisions and partitions shall be reviewed in accordance with the provisions of Section 3.107. D. Design Review. All new development and expansion of an existing structure or use in the Commercial District shall be subject to the Site Development Review procedures of Section 2.103.6 and 3.105. E. Outdoor Display. There shall be no outdoor display or storage of materials or merchandise within a designated alleyway, roadway or sidewalk that would impede pedestrian or vehicular traffic except during community retail sales events. Safety precautions shall be observed at all times. F. Minimum Landscaped Area. Landscaping in the Commercial District shall be subject to Section 2.207 G. Access. All driveways and points of access shall be subject to the provisions of Section 2.202.03@4)1 2.106 INTERCHANGE MANAGEMENT AREA OVERLAY DISTRICT (LA) 2.106.01 Purpose To objective of this overlay zone is to protect and preserve the safe and efficient functional operation of the local street network in the vicinity of the Sublimity Interchange for all users. A goal of the City's Transportation System Plan (TSP) is to "ensure that the objectives of' mobility and safety are preserved for Center Street [Cascade Highway], the city's only arterial. " The establishment of this overlay zone acknowledaes that an increase of vehicular traffic directly onto Center Street will have a deleterious effect on both the safety and mobility functions of that roadway. Im~lementation of the overlay zone objective is achieved throu~h the utilization of access management measures, as called for in the TSP. A. Inside the IA Overlay Zone, access permits are required for all proiects requiring any type of development permitting from the city of Sublimity that result in additional trip peneration or change of use. "Change in use" is defined as a change in land use, an expansion of an existing land use, or a remodel of an existing use that results in increased traffic. 1 ) Marion County Roadway Access Permits Permits for access onto Marion County roadways shall be subiect to review and approval by Marion County, except where the county has dele~ated this responsibility to the City of Sublimity, in which case the City of Sublimity shall determine whether access is granted based on adopted based on adopted City of Sublimity standards. B. Inside the IA Overlay Zone, development involving additional significant trip generation or change of use shall not be permitted to access onto Center Street. C. Inside the IA Overlay Zone, the location of access placement for a development involving a change of use must be provided from the lowest functional classification roadway. 2.202.03 General Provisions N. Driveways and Points of Access: Approaches shall be constructed according to City standards and shall meet the minimum separations of five ( 5 ) feet between residential driveways, twenty-two (22) feet between commercial and industrial driveways, twenty (20) feet from intersections for residential streets, fifty (50) feet for collectors, and one hundred (100) feet for arterials. The separation shall be measured between the nearest outside edges of each access lane and the edge of the radius of the street. Construction of driveways and points of access inside the Interchange Area Overlay Zone (IA) shall be subject to the special access provisions of that zone (2.106). The construction of a duplex on a corner shall provide one driveway per unit per street frontage unless the Planning commission allows a combined access on one street frontage based upon a conflict created by the topography of the lot, the location of a public utility, significant vegetation, or different street classifications. 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 Director. APPENDIX J MOU: City of Stayton and Marion County (Regarding Golf Lane Realignment) J a n 1 9 0 5 12:3Jp P u b l ~ c Works Secre tary 5037672134 MEMORANDtIhI OF UNDERSTANDING hlay 19,2003 This hifcmnrandurn of Lhderstartd~ng IS between Manon County, a 1~11ticaI subdivtslon of thc S t d t ~ uf O I C ~ V ~ ~ ("COUNTY") arid the Ciry of Stayzon, a ~nun~c ipa l corporation ("CI'TY") The COUNTY and CIlTY previotlsfy entered into an zgrreemenr for improvements tct Cascade lK~&lway bct\vc=cn S a n t ~ m Iiighway (State Route 22) dnd ShaftFern Ridgc Road. T11ese improvements included a bridge replsccrnent, pavement upgrades, a traffic si_gr~al at ShafffFem Ridge Road and median piacen~ertt The CI 'N , in consultation t%tth their trafrtc enginineel, bcl~e\ces that the installation of medians. as initially cnlicd f ~ > r by thc cc-tnsti~ctiurr pldns, dforlg Cascade Htghu-ay restricting turns in at the t2l?ilnt.) interswt~on are not ai; desirable ,is the rnstallatlon oi a trafk~c skpaf The COUNTY has conctrns rcgardlng the charige to a traffic slgial at thrs tntersectron nild the ptenrta.1 future traffic impacts 1t ~i.111 create 30 acidresc the p t e n t i a l futrs-e rraffic impacts, th~s h/fernorandum of tlnderstandtng h3s been entered into hy both p a r t ~ s m d ~\tr talns to Ftentr;rtl future in~proven~ents o Cascade High~\aq', a CO~JWTY-~naintalncci road. bctwcen San:i,m iflghivaj (State Route 221 and the i n t r~sec t iu f~ ~ t i l h S5aff;'Fern R ~ d g c Road (Fern Kldge 1s a CIT1--rnarnta~nod street and Shaff Road i s a COUNTY-maintained road) This sectton of Cascadi: Highway includes ~xltersactron,i with C%%itney Street and Meamn DRve, both CITY- rnsinta~ncj strcets. It is n-tuti~ally understood that the parties agree as fc~l lut \ s. TTte COtri.;l'Y undastmds that the CITY caused the Kitteknn Rr: Associrttcs \4fh~tne>!Cascailc l-It&'it.a4 opcrationnl stud? to be complcteci In August 2CQ1. In addltiar~, thc C I n - tvilJ tort~pfttte and update their 'f'rmsportarton Plan by Decarlbcr 2003, Tiresf: t.,vo docun-snts shaII s znc as a basis for h t u r e declsio~ts regarding transporlatlon iswe$ on Cascade tIl_rhu,iy bet\srcctl ?he C1Tk''s northern bo~mdar-y and Shaff'Fern Rrdge- Road 'I'tic ClTY \biII Lause iiiu reali$mtent of the cast end of Golf Lane ns d e s i g e d tn Kltaelsnn & Assoctatw rccorrirnendcd lane mi~fi.gu;ation and traffic coritrol Itlap (aftachrrtent "A" Ftgtlrt 1 I) dated August 25011, to tntersect Cascade tf~:hway at such tirne Golf Lane istarrants signallzxtion or Golf Lane fails to meet COUhTT\rr standards fc~r safety ,uiil'ur oycratiuns and as tZlnds become availnbie. Golf Lane may remain in its existirrg 1oc;atiol-t at ~ t h c time a signal 1s installed at Whitney Street prossided that vchrclc queues from the signal du not inte$ert: 1~1th turning moven-tants at Goif Lane and Goif L a c meets COUNTY stax~dards for safcty a t d c~pet'*rlolis IT one or n~ore of the abole condttions rcquinng real igmnent afG~71f , X ~ C arc met, and funding for the ssali,mnent IS not available, ?hen the CIT-I' wd~li prohibit any furthex de\,elopn~ent on Golf I ane tlntii the east cr:d rt.;rlt@.ment i s funded and completed. .]he CITY will cause the instsllatlon ol a tral't~c ngxlai at thc 'tVhitneyCascade Highway ~ntcrsection However, the Cf IY will nor cawe tbe: ti~stallation of the traft;c signal at the kVhjtney/Cascadc tiighway rntersection until the sntcrsectic)n niec:ts at least two traffic simsl war r a t t t ~ . Once tliu it~tzrsec(ra~n rrtccts the rcquirej warratlrs, tfic interscctlvil ~;rtprox,emcnts half be made as funds become available, but no later than December 31, 2008 Intercectiot7 ~mprovc~nents sllall be cor:st~uctecf as designed in Kittelson L% Associates's rzcornmended 1:tne configuration nnd rtaftic controt map (attaclunutxt " A Figurc 10, dated 12r1gusr 2iH3t) :tnd approved h) Marion Cnl~r~ry i'ubfic Works. Jan 19 05 12:33p Publrc Works Secretary The Ci I'Y acknowledges that ~ilstatllng the si&.nal attd reaIigning Golf Lane may result rn traf.Gc flobv on one or rliorc vf the itkfelxxtltlg road~%;tys fa~ttng to meet C:OC:N f.1' st:mdards fClr progesion speed. signat cycle time, Ieiel of servjce, and valtm~c!capat:ity ratlo Cf'r\rT understands that fa~lure to meet any of thesc standards will cause drivers to ehpcnencc congestion and possible delays at certain t i rnc~ of day. Thc CITY will cause the mstaallation of a mildim on ?%Xitnej Streer between Cascade Higl1.rraJ. and Martin Street as proposed in thc attached Kittalson & ,%ssociates reconunntd& Lnne Configuration and TrafEc Control map (attachmait ".4" Figure 10. dated August 2001). Thrs work shall be cornplcted exther when tltc N'hitne_\;'Cnccadc H~ghwa): traffic s ig~a l is coni;tructd> or when property idmtlfied on the Manon County s2ssessors Aifap 91iVO;DB Tax +51)() (attachnlcnr "B") is dcvcloped, but no Iater than October 3 1 , 200s in addrr~nn to the st_gnal, tax lois 5 0 0 6t 300 on tclanon Cottnfy Assessors Map 91 it'03l)B shall access 171'7ijtney Strcet VIA A shared dn~ctviav as proposed in the Ktttefscrn R Associate% rrr:ommmdeci t anr Confibwratiaxr '% TraftEc Control hfap fatta~:hrr,~ent -'A" Figure '1 0. dale4 August 2001) 'Ilte COWrll' will cause ~nstallatron of the median o n Cascade Wlghwzy to hmtt k l a r tm Driw to right turns In and out as designed rn Kltttlfsm & A4ssocistes's recommended Ianc configuraiioil and traffic control map tattochmcnt "A", F ~ p r e 10. Jcltcct A t ~ s ~ s t 2001) -i'hrs rnedtan ~ 1 1 1 be installed at such time Masttn Drive falls to mcer COLNTY stai~d,rrds for safcry an&or operations but not inter t h a ~ cornplctiitn of the signai at ?Vhlmey Street. ?'he COUNTY. upon ~urnpletten of the Mrhitney Street .;igrisl, shalt progran, opclsie and tnaintain the stignal with the CITY paj;lng for the cosr of pox% er 'T'Xle CITY will scuure ail necessary right-of-way, pro\-~cie all englnezying, anti fittanang i;)r all i r~ i~xu tn i i c i i t s ~~) \ -cr tA urltl~f chis M c ~ ~ ~ o r m d u n as funds become avarlable. 'I'hc CITY understands that COLI3TY dccs not c u ~ ~ ~ m i f or ntend to expend an) addrtr~rrcil funds ovcr md abol c thc crx-~tributtctns made tit dale towards any of tfie improvenlents at thia t ~ r n e A11 future capacity ir;ipro\~crnen?s jic add~tionat travot lanes, tultfng lanes, xndian, sig~~als , ctz stlatall be furtdcd by development or correspndi ng System Dc\ elopnlcnt Chargcc. Routirte marntenmce, such zs overlays, signing, striping, dralnagc, and pavenlent ~rjarkiiigs, \ r i~lI rerllair~ the respowtbitity of the COITNTY. J a n 1 9 0 5 1 2 : 3 3 p P u b l ~ c Warks Secre tary 50376721 3 4 1'8 \VIWESS WHEREOF, tIlc uridersigacd parales haire agecd to the terms and provisions stdtcd I r i this a g t m n c n t . APPROVED AS TO LEGAL SUFFICIENCY By -3- e . 7 L u - County Counsel APPROVED A S T o LEGAL SUFFICIENCY City Afiomey 7 Apfived ask, form MARION COUNTY B E 3 D OF COhfh41SSlQNERS By City Administrator Attest &. . , y ~ ~ , City R e t tder && fidCk~/ Count' ' racts Coordinator RECOVM'NISED LANE CtONflC%JRA TlQNS AND TRAFFjG CONTROL - " " . .. City of Sublimity IAMP Adoption Ordinance PDX/o52o70004_USR. Doc BEFORE THE BOARD OF COMMISSIONERS OF MARION COUNTY, OREGON An ordinance amending the Marion County 1 Transportation System Plan, an element of the 1 Marion County Comprehensive Plan, to include ) the Sublimity Interchange Area Management Plan, ) (IAMP) enabling the modernization of the existing ) interchange and bridge structure and associated ) local transportation system improvements. ) OWDINANCE No. XXXX SECTION 1 Title. This ordinance shall be known as the Sublimity interchange Area Management Plan Ordinance and shall be so cited and pleaded. SECTION 2 Purpose. Pursuant to the authority of OAR 734.051.055(5), the Board of Commissioners adopts this ordinance in order to accomplish the following objectives for the Sublimity Interchange area: Protect th local investment in the Sublimity Interchange Protect &e function of interchanges by maximizing the capacity of the interchange for safe movement from the mainline highway facility Balance the need for efficient interstate and state travel with local use 9 Preserve and improve the safety of the existing interchanges Provide the safe and efficient operation between connecting roadways Adequately protect the Sublimity Interchange from unintended and unexpected development hile accommodating planned community development Manage existing Sublimity Interchange capacity and new capacity provided through interchange improvements Establish how future land use and transportation decisions will be coordinated in the Sublimity Interchange area between ODOT and the local governments Minimize impacts to farm and forest lands and other resource lands around the Sublimity Interchange in accordance with adopted Statewide Planning Goals Time development with appropriate improvements to the local system afier Sublimity Interchange improvements are in place PAGE 1 OF 2- ORDINANCE NO. SECTION 3 Definitions. (1 ) "Interchange" means a system of interconnecting roadways in conjunction with one or more grade separations that provide for the movement of traffic between two or more roadways or highways on different levels.** (2) "Interchange Area Management Plan" means a plan similar to an Access Management Plan or an Access Management Plan for an Interchange developed to plan for and manage grade-separated interchange areas to ensure sage and efficient operation between connecting roadways and to protect the functional integrity, operations, and safety of an interchange. Interchange Area Management Plans typically include analysis of the relationships between existing local land uses, zoning and long range plans and the state and local roadway network within a designated study area around an existing or planned interchange, and identify necessary improvements to approach roads and the local street network to support the long-term safety and efficiency of the interchange An Interchange Management Plan IS a document that may be developed independent of or in conjunction with a specific roadway project A plan document is not a roadway project in and of itself ** (3) "Sublimity Interchange" means the interchange located In Marion County at which Oregon State Highway 22 and Cascade Highway intersect (4) "Sublimity interchange Management Area" is the area surrounding the Sublimity Interchange, inside which IAMP analysis was performed and physical improvements and access management recommendations were make. The Sublimity Interchange Management Area can be seen on Figure 1-1 of the IAMP, attached hereto as Exhibit A. * Definition excerpted ffom OAR 734.0 * * Definition excerpted from OAR 734.0 SECTION 4 Recitals rsuant to the authority of OAR 734.05 1.055(5); and (I ) WHEREAS, the exis ange that carries OR 22 over Cascade H~ghway is functionally obsolete; and (2) WHEREAS, the Oregon Transportation Commission (OTC) approved funding to reconstruct the existing interchange; and (3) WHEREAS, as a condition of funding construction for the project, the OTC required that an Interchange Area Management Plan (I AMP) be prepared in association with the design of the interchange and adopted by Marion County, the City of Sublimity, and the City of Stayton, and (4) UrHEREAS, in the Autumn of 2004 ODOT contracted with the firm CH2M HILL to manage a project consultant team to develop the Sublimity IAMP; and ( 5 ) WHEREAS, County-appointed staff and elected officials worked closely with the Oregon Department of Transportation (ODOT) and project consultant team in planning for future improvements to the interchange, through participation on the Project Management Team (PMT) for the Sublimity IAMP project and the development of the IAMP; and (6) WHEREAS, small group meetings with affected property owners were held throughout the course of the project and were instrumental in guiding the development of the Sublimity IAMP; and (7) WHEREAS, the Sublimity IAMP documents the land use planning, transportation planning. access management and public involvement work that resulted in the Preferred Alternative; and (8) WHEREAS, the County has held public hearing on the Sublimity IAMP on [insert date] and [insert date]; and (9) WHEREAS, the City of Sublimity has held public hearing on the Sublimity IAMP on [insert date] and [insert date]; and (10) WHEREAS, the City of Stayton has held public hearing on the Sublimity IAMP on [insert date] and [insert date]; and NOW, THEREFORE, MARION COUNTY ORDAINS AS FOLLOWS: ( 1 ) The City Council of the City of Sublimi y adopts and incorporates by reference the Sublimity IAMP, attached hereto as Ex (2) The Marion County Board of Commissioners, based upon the Findings of Fact, does hereby amend the Marlon County Transportation System Plan to include the SubIimity IAMP - . . -. - . ( 3 ) Transportation improvements detailed in Section 5 of the Sublimity IAhlP are hereby amended Into the Rural Improvements Project List of* Marion County Rural Transportation System Plan, the Facility Improvements Tab!es cf Me City of Sublimity Transpodation System Plan, and the Street Plan Capital Improvements List o f t h e City of Stayton Transportation System Plan, respectively. (4) The Sublimity Interchange Area Management Plan is adopted as a supporting document to the Marion County Transpqrtation System Plan. ( 5 ) EFFECTIVE DATE: This ordinance shall take effect on the xx day after its enactment. - Salem, Marion County, Oregon, this XXth day o f XXXX 200X. M A N O N COUNTY BOARD OF COMMISSIONERS ATTACHMENT: "EXHIBIT A: SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN" ATTACHMENT: "EXHIBIT A: SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN" APPENDIX L City of Sublimity Code Section 2.103.05 Amendment Ordinance ORDINANCE NO. AN ORDINANCE AMENDING THE CITY OF SUBLIMITY DEVELOPMENT CODE CHAPTER 2.103.05 TO IMPLEMENT THE RECOMMENDATIONS OF THE SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN WHEREAS, the City of Sublimity has adopted the Sublimity Interchange Area Management Plan (IAMP), attached hereto as Exhibit A, for the purposes of preserving the long-term function of the Sublimity Interchange in accordance with OAR 734-05 1-0 155(5); and WHEREAS, the Sublimity IAMP obligates the City to enact language changes to its Development Code to implement the recommendations of the IAMP; and WHEREAS, this Ordinance amends City of Sublimity Development Code Chapter 2.103 05; and NOW, THERIEFORE, THE CITY OF SUBLIMITY ORDAINS AS FOLLOWS: SECTION 1. City of Sublimity Development C 2.103.05 is amended to read as follows, with the new text underlined: 2.103.05 Development Standards All developments in the Commercial District shall comply with the applicable provisions of Section 2.400 of this Ordinance. In addition, the following specific standards shall apply: A. Off-Street Parking. Off-street parking shall be as specified in Section 2.203. Due $0 the required ten (10) feet front yard setback businesses are strongly encouraged to provide parking areas behind the commercial structures. 1 District shall be subject to the provisions of C. Subdivisions and Partitions. All subdivisions and partitions shall be reviewed in accordance with the provisions of Section 3.107. D. Design Review. All new development and expansion of an existing structure or use in the Commercial District shall be subject to the Site Development Revie- procedures of Section 2.103.6 and 3.105. E. Outdoor Display. There shall be no outdoor display or storage of materials or merchandise within a designated alleyway, roadway or sidewalk that would impede pedestrian or vehicular traffic except during community retail sales events. Safety precautions shall be observed at all times. F. Minimum Landscaped Area. Landscaping in the Commercial District shall be subject to Section 2.207 G. Access. All driveways and points of access shall be subject to the provisions of Section 2.202.03(N). PAGE 1 OF 2 -ORDINANCE NO. - Passed by the City Council this [insert] day of [insert month], 200x, by the following vote: First Reading Ayes: Nays: Second ReadingAyes: Nays: APPROVED BY THE MAYOR, this day of , 2 0 0 ~ . -- - Raymond Heuberger, Mayor ATTESTED BY: Filed in the office of the City Recorder this d Sue Bernt, City Recorder PAGE 2 OF 2 - ORDINANCE NO. APPENDIX M City of Sublimity Code Section 2.106 Amendment Ordinance ORDINANCE NO. AN ORDINANCE AMENDING THE CITY OF SUBLIMITY DEVELOPMENT CODE CHAPTER 2 TO CREATE AN INTERCHANGE OVERLAY ZONING DISTRICT, SO AS TO IMPLEMENT THE RECOMMENDATIONS OF THE SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN WHEREAS, the City of Sublimity has adopted the Sublimity Interchange Area Management Plan(1AMP) for the purposes of preserving the long-term function of the Sublimity Interchange in accordance with OAR 734-05 1-0 155(5); and WHEREAS, the Sublimity IAMP calls for the City to create an Interchange Overlay Zoning District to implement the recommendations of the IAMP; and WHEREAS, this Ordinance amends City of Sublimity Development Code Chapter 2 NOW, THEREFORE, THE CITY OF SUBLIMITY ORDAINS AS FOLLOWS: City of Sublimity Development Code Chapter 2 is amended to include an additional section, 2.106, to read as follows, with the new text underlined: 2.106.01 Purpose To objective of this overlay zone is to protect and preserve the safe and efficient functional operation of the local street network in the vicinity of the Sublimity Interchange for all users. A goal of the City's Transmrtation System Plan (TSP) is to "ensure that the objectives o f mobility and safety are preserved fop. Center Street [Cascade Hzahwavl, the city's only arterial " The establishment of this overlay zone acknowledges that an increase of vehicular traffic directly onto Center Street will have a deleterious effect on both the safety and mobility functions of that roadway. Implementation of the overlay zone objective is achieved through the utilization of access management measures, as called for in the TSP. 2.106.02 Reeulations A. inside the IA Overlay Zone, access permits are required for all projects requiring any type of development permitting from the city of Sublimity that result in additional trip generation or change of use. "Change in use" is defined as a change in land use. an expansion of an existing land use, or a remodel of an existing, use that results in increased traffic. 1 ) Marion County Roadway Access Permits Permits for access onto Marion County roadways shall be subject to review and approval by Marion County, except where the county has delegated this responsibility to the City of Sublimity, in which case the City of Sublimity shall determine whether access is granted based on adopted based on adopted City of Sublimity standards. B. Inside the IA Overlay Zone, development involving additional significant trip generation or change of use shall not be permitted to access onto Center Street. C. Inside the IA Overlay Zone, the location of access placement for a development involving PAGE 1 OF 2- ORDINANCE NO. a change of use must be provided from the lowest functional classification roadway. Passed by the City Council this-[insert] day of [insert month], 2005, by the following vote: - First Reading Ayes: Nays: Second ReadingAyes: __ Nays: APPROVED BY THE MAYOR, this day of ,2005. Raymond Heuberger, Ma) or City of Sublimity Code Section 2.202.03 Amendment Ordinance ORDINANCE NO. AN ORDINANCE AMENDING THE CITY OF SUBLIMITY DEVELOPMENT CODE CHAPTER 2.202.03(N) TO IMPLEMENT THE RECOMMENDATIONS OF THE SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN WHEREAS, the City of Sublimity has adopted the Sublimity Interchange Area Management Plan (IAMP), attached hereto as Exhibit A, for the purposes of preserving the long-term function of the Sublimity Interchange in accordance with OAR 734-05 1-0 155(5); and WHEREAS, the Sublimity IAMP obligates the City to enact language changes to its Development Code to implement the recommendations of the IAMP; and WHEREAS, this Ordinance amends CiQ of Sublimity Development Code Chapter 2 202.03(N), and NOW, THEREFORE, THE CITY OF SUBLIMITY ORDAINS AS FOLLOWS: SECTION 1: City of Sublimity Development Code er 2.202.03(N) is amended to read. as follows. with the new text underlined: 2.202.03 General Provisions N. Driveways and Points of Access: Approaches shall be constructed according to City standards and shall meet the minimum separations of five (5) feet between residential driveways, tvvtnfy-two (22) feet between commercial and industrial driveways, twenty (20) feet gorn intersections for residential streets, fifty (50) feet for collectors, and one hundred (100) feet for arterials. The separation shall be measured between the nearest outside edges of each access lane and the edge of the radius of the street. Construction of driveways and points of access inside the Interchange Area The construction of a duplex on a corner shall provide one driveway per unit per street frontage unless the Planning commission allows a combined access on one street frontage based upon a conflict created by the topography of the lot, the location of a public utility, significant vegetation, or different street classifications. 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 Director. Passed by the City Council this [insert] day of [insert month], 200x, by the following vote: First Reading Ayes: Nays: Second ReadingAyes: Nays: PAGE 1 OF 2- ORDINANCE NO. - APPROVED BY THE MAYOR, this day of , 2 0 0 ~ . Raymond Heuberger, Mayor ATTESTED BY: Sue Bernt City Recorder ATTACHMENT: "EXHIBIT A: SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN" PAGE 2 OF 2- ORDINANCE NO. City of Sublimity Zoning Map Amendment Ordinance PDWS207MXCI_USR DOC ORDINANCE NO. AN ORDINANCE AMENDING THE CITY OF SUBLIMITY ZONING MAP TO INCLUDE THE ADDITION OF AN INTERCHANGE MANAGEMENT OVERLAY ZONING DISTRICT, SO AS TO IMPLEMENT THE RECOMMENDATIONS OF THE SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN WHEREAS, the City of Sublimity has adopted the Sublimity Interchange Area Management Plan (IAMP), hereto attached as Exhibit A, for the purposes of preserving the long-term hnction of the Sublimity Interchange in accordance with OAR 734-05 1-01 55(5); and WHEREAS, the Sublimity IAMP obligates the City to create an Interchange Management Overlay Zoning District to implement the recommendations of the IAMP; and WHEREAS, this Ordinance amends the City of Sublimity Zoning Map to depict the boundaries of the Interchange Management Overlay Zoning District; and NOW, THEREFORE, THE CITY OF SUBLIMITY ORDAINS AS FOLLOWS: SECTION 1: The official zoning map limity is amended to include an "Interchange Management Overlay" z boundaries of which are indicated on the map attached hereto as Exhib SECTION 2: All parcels and properties located within the LA Zone boundaries depicted on Exhibit B t to the regulations of the IA Zone as articulated in Code Chapter nth], 200x, by the following vote: Nays: Second ReadingAyes: - Nays: APPROVED BY THE MAYOR, this day of Raymond Heuberger, Mayor ATTESTED BY: Sue Bemt, City Recorder PAGE 1 OF 2- ORDINANCE NO. - Filed in the office of the City Recorder this day of , 2 0 0 ~ . ATTACHMENTS (2): "EXHIBIT A: SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN"; "EXHIBIT B: INTERCE-IANGE MANAGEMENT AliEA OVERLAY ZONING DISTRICT MAP" PAGE 2 OF 2- ORDINANCE NO. - APPENDIX P Sublimity Interchange Management Area Overlay Zoning District Boundary PDWOSM7W04-USR DOC D r a f t R e p o r t Sublimity Interchange Area Management Plan Prepared for Oregon Department of Transportation December 2005 Prepared by CH2MHILL Summary of Comments on REPORT This page contains no comments Printed on f 8 E;i'l"d"l:nd PDW052070004_USR DOC This page contains no comments Acknowledgments - Project Staff - Oregon Department of Transportation Dan Fricke, Project Manager CH2M HILL Donna Kilber-Kennedy Michael Hoffrnann Diane Kestner Tung Le Cheryl Yoshida Terry Yuen Dave Simmons Christopher Wright Jeanne Lawson Associates, Inc. Jamie Damon Kristen Kibler - Public Agency Contributors - City of Stayton Gerry Aboud, Mayor Mike Faught, Public Works Director Steve Goeckritz, Community Development Director City of Sublimity Gene Ditter, City Councilman Alan Frost, Public Works Director Mid-Willamette Valley Council of Govt's Judith Ingram Moore - Public Agency Contributors, cont. - Marion County Mike McCarthy, Transportation Engineer Lee Sasaki, Principal Planner Bill Worcester, Community Development Oregon Department of Transportation ~ r k a v i ~ , Regon 2 Project Development Manager Vivian Payne, Area 3 Manager Jerry Rosenblad, Roadway Designer Bill Swanson, Preliminary Designer Robert Trevis, Region 2 Access/Development Review Coordinator Jack Lee, Repon 2 Planning/ Development Review Manager Lisa Ansell, Project Manager Steve Cooley, Region 2 Tech Center Manager Carol Cartwright, Region 2 Roadway Manager Gerry Juster, Region 2 Access/Development Review Coordinator Bruce Erickson, Region 2 Traffic Manager Angela Kargel, Regon 2 Traffic Engneer Don Jordan, District 3 Manager Dan Knoll, Region 2 Public Information Representative Dorothy Upton, Transportation Analyst (Transportation Planning Analysis Unit) Kent Belleque, Senior Interchange Engneer (Roadway Engineering) Federal Highway Administration Anthony Boesen, Regon 2 Liaison Engneer PDX/052070004_USR DOC Page: 3 - Sequence number: 1 Author: hwym22n Subject. Cross-Out Date: 3/27/2006 6:59: 1 1 AM =3= Seauence number: 2 ~ u t h o r : hwym22n Subject: Inserted Text Date: 3/27/2006 6:59:06 AM T k This page contains no comments Contents Section Page . . Abbreviations and Acronyms ....................................................................................................... vii Executive Summary ..................................................................................................................... ES-1 1 Background ............................................................................................................................ 1-1 Purpose and Intent ................................................................................................................. 1-1 Problem Context ................................................................................................................... 1-1 Project History and Phasing .............................................................................................. 1-2 Interchange Function ............................................................................................................. 1-3 Goals and Objectives ............................. .. ........................................................................ 1-4 ................................................................................................................... IAMP Study Area 1-5 ................... .................................................................................... Related Work Products ... 1-5 ......................................................... 2 Existing Conditions Inventory and Data Analysis 2-1 ......................................................................................................... Regulatory Framework 2-1 .................................................................................................................. Existing Land Use 2-1 ............................................................... Transportation Facilities and Traffic Operations 2-3 ........................................................................................ Natural and Cultural Resources 2-17 3 Future Conditions Analysis ................................................................................................ 3-1 ................................................................................................................. Land Use Analysis 3-1 Forecasted Traffic Operations .............................................................................................. 3-2 4 Alternatives Development and Analysis ........... .. ........ ... ....................................... 4-1 ................................................................................. 5 Interchange Area Management Plan 5-1 Selected Alternative and Findings ..................................................................................... -5-1 Access Management Plan ..................................................................................................... 5-1 ......................................................................... Physical Improvement Recommendations 5-4 Traffic Management Recommendations ............................................................................. 5-5 Adoption and Implementation Process .............................................................................. 5-6 Tables Roadway Functional Classifications ................................................................................. 1-3 Maximum Volume to Capacity Ratios for Peak Hour Operating Conditions Outside of the Portland Metropolitan Area ..................................................................... 2-7 Existing Intersection Analysis Summary ......................................................................... 2.9 Five-Year Accident History: January 1. 1999 through December 31. 2003 ................ 2-11 Five-Year Accident History: January 1. 1999 through December 31. 2003 ................ 2-12 Five-Year Accident History: January 1. 1999 through December 31. 2003 ................ 2-13 Five-Year Accident History: January 1. 1999 through December 31. 2003 ................ 2-14 Five-Year Accident History: January 1. 1999 through December 31. 2003 ................ 2-15 Five-Year Accident History: January 1. 1999 through December 31. 2003 ................ 2-16 This page contains no comments CONTENTS, CONTINUED Section Page Tables Cont. Population/Household Forecast ..................................................................................... 3-2 ...................................................................................................... Employment Forecast 3 - 3 No Build Intersection Analysis Summary ....................................................................... 3-4 Build Intersection Analysis Summary ............................................................................ 3-6 Minimum Spacing Standards Applicable to Freeway Interchanges ........................... 4-2 Existing Approaches along Cascade Highway ............................................................. 4-3 Oregon 22 Traffic Operations Analysis Summary ......................................................... 4-5 Stayton Traffic Operations Analysis Summary - Four-Lane Cascade Highway ...... .4-7 Stayton Traffic Operations Analysis Summary - Two Lane Cascade Highway ....... 4-8 Sublimity Traffic Operations Analysis Summary - Alternative 1 ............................. 4-10 Sublimity Traffic Operations P,naljisis Summary - Alternative 2 ............................. 4-11 Sublimity Traffic Operations Analysis Summary - Alternative 3 ............................. 4-12 Sublimity Traffic Operations Analysis Summary - Preferred Alternative ............... 4-14 ................................................................ Access Management Alternatives Summary 4-15 IAMP Access Deviations .................................................................................................... 5-3 Appendices Public Involvement Compliance with State and Local Plans, Policies and Regulations Existing 2005 Turning Movement Counts Existing 2005 Traffic Operations Worksheets FEMA Flood Insurance Rate Map No Build 2025 Traffic Operations Worksheets Build 2025 Traffic Operations Worksheets Access Road Intersection Sight Distance Memo City of Sublimity Development Code Language Changes Memorandum of Understanding: City of Stayton and Marion County (Regarding Golf Lane Realignment) City of Sublimity IAMP Adoption Ordinance (Amends TSP and Comprehensive Plan) City of Sublimity Code Section 2.103.05 Amendment Ordinance City of Sublimity Code Section 2.106 Amendment Ordinance City of Sublimity Code Section 2.202.03 Amendment Ordinance City of Sublimity Zoning Map Amendment Ordinance Sublimity Interchange Management Area Overlay Zoning District Boundary City of Stayton IAMP Adoption Ordinance (Amends TSP and Comprehensive Plan) Marion County IAMP Adoption Ordinance (Amends TSP and Comprehensive Plan) This page contains no comments CONTENTS. CONTINUED Figures (located at the end of each section) Stage 1 Interchange Area Improvements Stage 2 Interchange Area Improvements Study Area Zoning Existing Conditions (2005): Study Intersection Lane Configuration and Signal Control Existing Conditions (2005): 30th Highest Hour Turning Movement Volumes Potential Environmental Constraints No Build Conditions (2025): Study Intersection Lane Configuration and Signal Control No Build Conditions (2025): 30th Highest Hour Turning Movement Volumes Build Conditions (2025): Study Intersection Lane Configuration and Signal Control Build Conditions (2025): 30th Highest Hour Turning Movement Volumes Interchange Area Improvements (Phase 1) Access Inventory: Approaches along Cascade Highway Proposed Access Management Treatments (Stayton) Stayton Queues Stayton Queues (Constrained Cascade Highway) Access Treatments (Sublimity): Alternative #I Access Treatments (Sublimity): Alternative #2 Access Treatments (Sublimity): Alternative #3 Access Treatments (Sublimity): Preferred Alternative IAMP Access Inventory/ Action List IAMP Access Inventory: Approaches and Properties I-h~s page contalns no comments This page contains no comments Abbreviations and Acronyms ADT ATR CLOMR DEQ DLCD E A EFU ECSI FEMA FHWA HDM I AMP LOS LWI MCBFHA MOU NHS NRHP NWI OAR ODOT OHP OSHPO OTC OTIA OTP OWRD PMT REA average daily traffic automatic traffic recorder Certified Letter of Map Revision (FEMA) Department of Environmental Quality Department of Land Conservation and Development Environmental Assessment Exclusive Farm Use Environmental Cleanup Site Information (DEQ database) Federai Emergency Management Agency Federal Highway Administration Highway Design Manual Interchange Area Management Plan level of service Local Wetlands Inventory Mill Creek Basin Flood Hazard Area Memorandum of Understanding National Highway System National Register of Historic Places National Wetlands Inventory Oregon Administrative Rules Oregon Department of Transportation Oregon Highway Plan Oregon State Historic Preservation Office Oregon Transportation Commission Oregon Transportation Investment Act Oregon Transportation Plan Oregon Water Resources Department Project Management Team Revised Environmental Assessment PDXi052070004-USR DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN SPIS STIP TDM TMC TPR TSP UGB v/c VMT Safety Priority Index System State Transportation Improvement Program transportation demand management turning movement count Transportation Planning Rule Transportation System Plan urban growth boundary volume-to-capacity ratios vehicle miles traveled This page contains no comments Executive Summarv The Sublimity Interchange, located at the junction of Oregon 22 and Cascade Highway in Marion County, Oregon, will be undergoing modifications and improvements. This Interchange Area Management Plan (IAMP) documents the land use and transportation strategies developed to protect the function of the Sublimity Interchange over the long-term (20-plus years) in light of these planned improvements, as directed by Oregon Administrative Rule (OAR) 734-051-0155(6). Evaluation of interchange ramp and bridge alternatives occurred as a result of earlier planning and design efforts; the interchange ramp and bridge design was approved through an Environmental Assessment (EA) by the Federal Highway Administration (FHWA) in 1995. However, this study did evaluate the operational functioning of the ramp terminals, as proposed. n Operations anaiyses performed indicate that ramp terminaawill require signalization by the year 2025. A signal was realignment of Golf Lane with Whitney D q assumed to take timeframe of this project. Analysis indicates t some adjustments to the signalization at Cascade Highway and Shaff Road would be required in the future to synchronize signal operations along Cascade Highway. Land use analysis conducted as part of the IAMP indicates the proposed facility would be adequate to handle proposed land uses as well as potential land uses that could arise from the conversion of land zoned for farm use subject to Measure 37. Future development of industrial and commercial properties would likely lead to the signalization of the new access for the backage road during the 20-year timeframe. Alternatives analyzed for this IAMP were access-related in nature, and the preferred alternative package contains access management recommendations for Cascade Highway both north and south of the interchange within the 1,320-foot ~ n t e r c h a n ~ e a r e a Management Area limits. An effective access management strategy will help ensure compatibility between future transportation and land use needs (both local and regional) while optimizing mobility and safety conditions at the interchange and on Cascade Highway. This IAMP presents the following access management recommendations: A backage access road shod - e built behind the properties located northeas 3 Bf the interchange, extending from scade Highway (at a point approximately 1,58 eet north of the interchange ramp terminus) to Sublimity Boulevard (at a point approximately 470 feet west of the Sublimity Boulevard/Cascade Highway intersection). Upon redevelopment, the properties located in this section would need to access the backage road instead of Cascade Highway. All private approaches to Cascade Highway in the Interchange Access Management Area Limit would be closed and access relocated to the backage road. These access recommendations are illustrated on Figure 4-9 of this document. PDXi052070004-USR DOC ES-1 Page: I I Sequence number: 1 Author: hwym22n Subject: Cross-Out Date: 3/27/2006 7:Ol: 15 AM =!F Sequence number: 2 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7:01:09 AM TAthe eastbound Sequence number: 3 Author: hwym22n Subiect: Reolacement Text ate: 3/271ioo6 7:01:28 AM 2 Street I h Sequence number: 4 Author: hwym22n Subiect: Reolacement T e d ~ u t h o r : hwym22n Subject: Cross-Out Date: 3/27/2006 7:01:37 AM FF Seauence number: 6 ~ u t h o r : hwym22n Subiect: Reolacement Text ~ u t h o r : hwym22n Subiect: Replacement Text SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN The City of ~ u b l i m i t y & e t l v n d its Development Code to create an ''Interchange Overlay Zone" that will proh it future development on properties along Cascade Highway (northeast of the interchange) without the presence of an alternate access road. Access control purchased along the roadway property frontage of Tax Lot# access serving this lot and Tax Lot# 091W03A0200 will be allowed to retain access to Cascade Highway. The existing approach serving Tax Lot# 091W03A00300 will be consolidated with the approach serving Tax Lots# 091W03A00200 and 091W03A00100. A frontage access road should be built from a point on Cascade Highway directly across from the proposed backage road (approximately 1,580 feet north of the interchange ramp terminus), to tie in with the existing driveway serving Tax Lots# 091W03A00300, 091W03A00200, and 091W03A00100. The existing access currently serving Tax Lots# 091W03A0200 and 091W03A00100 would be closed and access relocated to the frontage road. The Oregon Department of Transportation (ODOT) deviations for severa! accesses south of the interchange, including Lane (with proviso that the ODOT Park-and-Ride lot. it be realigned, as agreed, with Whitney future), and access to ODOT she'ilk$qrant deviations for Sublimity Boulevard and several private driveway accesses north f the interchange, based on the City of Sublimity Development Code changes noted earlier. ant a deviation for the intersection of Sublimity Boulevard and the ramp terminals, as the future project is designed. o The Fern Ridge Road and Santiam Street at-grade intersections should be modified or eliminated to improve access management and safety conditions along Oregon 22. In addition to access management recommendations, this IAMP also includes the following physical improvement and traffic management recommendations: Reconstruct the Oregon 22 entrance ramps to provide standard merge operations onto Oregon 2Q Widen Cascade Highway from and including Sublimity Boulevard through the Shaff Road/Fern Ridge Road intersectio m Realign Golf Lane across from Whitney Streek Signalize the Whitney Street - Golf Lane/Cascade Highway intersectior)t ES-2 PDXi052073004_USR DOC Page: 12 Sequence number: 1 Author: hwym22n Subject: Cross-Out Date: 3/27/2006 7:05:43 AM 3= Sequence number: 2 Author: hwym22n Subiect: lnserted Text ~ u t h o r : hwym22n Subject: Cross-Out Date: 3/27/2006 7:02:20 AM F Sequence number: 4 Author- hwym22n Subiect Inserted Text at;: 3/27/2006 7:02:28 AM ']rAWi" Sequence number: 5 Author: hwym22n Subiect: Re~lacement Text ~ u t h o r : hwym22n Subiect: Reolacement Text ~ u t h o r : hwym22n Subiect: Re~lacement Text Sequence number 8 Author hwym22n Subrect Re~lacement Text Sequence number: 9 Author: hwym22n Subject: Replacement Text Date. 3/27/2006 7:03:06 AM TAWi'I Sequence number: 10 Author: hwym22n Subject: lnserted Text Date: 3/27/2006 7:03: 13 AM TA (ODOT, Sequence number: 11 Author: hwym22n Subject: lnserted Text Date: 3/27/2006 7:03:57 AM Comments from page 12 continued on next page SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN The City of Sublimity s k k k a m e n d its Development Code to create an "Interchange Overlay Zone" that will prohibit future development on properties along Cascade Highway (northeast of the interchange) without the presence of an alternate access road. Access control s h e ~ % b e purchased along the roadway property frontage of Tax Lot# 091W03A00100.The existing access serving this lot and Tax Lot# 091W03A0200 will be allowed to retain access to Cascade Highway. The existing approach serving Tax Lot# 091W03A00300 will be consolidated with the approach serving Tax Lots# 091W03A00200 and 091W03A00100. A frontage access road should be built from a point on Cascade Highway directly across from the proposed backage road (approximately 1,580 feet north of the interchange ramp terminus), to tie in with the existing driveway serving Tax Lots# 091W03A00300, 091W03A00200, and 091W03A00100. The existing access currently serving Tax Lots# 091W03A0200 and 091W03A00100 would be closed and access relocated to the frontage road. e The Oregon Deparbent of Transportation (=DOT) sh-tcdj\grant deviations for several accesses south of the interchange, including Whitney Dr-i.tzchGolf Lane (with proviso that it be realigned, as agreed, with Whitney Brivaas warranted in the future), and access to the ODOT Park-and-Ride lot. ODOT &a1+J,grant deviations for Sublimity Boulevard and several private driveway accesses north of the interchange, based on the City of Sublimity Development Code changes noted earlier. ODOT &@%grant a deviation for the intersection of Sublimity Boulevard and the westbound interchange ramp terminals, as the future project is designed. e The Fern Ridge Road and Santiam Street at-grade intersections should be modified or eliminated to improve access management and safety conditions along Oregon 22. In addition to access management: recommendations, this IAMP also includes the following physical improvement and traffic management recommendations: Reconstruct the Oregon 22 entrance ramps to provide standard merge operations onto Oregon 22, Widen Cascade Highway from and including Sublimity Boulevard through the Shaff Road/Fern Ridge Road intersectio3 Realign Golf Lane across from Whitney Stree b l t- ~ i g n a l i c ~ & r e g m 22-rnmp-termirri/Gaseade-Higk+\ray inttcrscchn (south of ifite-sec&en). Signalize the Whitney Street - Golf Lane/Cascade Highway intersectio m T A (ODOT. Marion County, City of Stayton Sequence number: 12 Author: hwym22n Subject: Inserted Text Date: 3/27/2006 7:04:27 AM T A (Marion County, City of Stayton) Sequence number: 13 Author: hwvm22n subject: lnserted Text Date: 3/27/2006 7:04:42 AM TA (City of Stayton) SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Coordinate traffic signal operations along Cascade Highway due to the close spacing of signalized intersection %I When traffic demand requires, install a right-turn pocket on the eastbound Oregon 22 exit ramp approach to Cascade Highway a When traffic demand requires, install right-turn pockets on the Shaff Road/Fern Ridge Road approaches to Cascade Highway 43 Provide bus and carpool service to the existing park-and-ride facility. This facilityL& currently served by bus routes or formal carpool programs. Expansion of service to this facility would aide in managing traffic demand through the IAMP area. n- e h e FelrRidge Road and Santiam Shcct-,,t-g~ade-Htt~rs~48~~ sh*ald-Bemdi#:ed or ehmin~tLnd-ko bo& f e r e e s s r n a m g ; @ ~ ~ - e ~ ~ ~ B s a f c + y d e n g Qrcgara-22. T h s document includes a complete description of the IAMP development process, land use assumptions, existing conditions analysis, access-related alternative evaluation, and traffic operations analysis. Short-term, medium-term, and long-term transportation strategies for the Sublimity Interchange Area are provided. This IAMP was prepared in collaboration with ODOT, Marion County, the City of Stayton, and the City of Sublimity. Page: 13 Sequence number 1 Author hwym22n Sub~ect lnserted Text ate: 3/27/2006 7:05:03 AM K (ODOT, Marion County, City of Stayton) Sequence number: 2 Author: hwym22n Subiect: lnserted Text ate: 3/27/2006 7:05:20 AM '-rA (ODOT, City of Stayton) - . Sequence number: 3 Author: hwym22n Subject: lnserted Text Date: 3/27/2006 7:05:28 AM TA (City of Stayton) Sequence number: 4 Author: hwym22n Subject. Cross-Out Date. 312712006 7:05:49 AM This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN SECTION 3 Background Purpose and Intent Oregon Administrative Rule (OAR) 734-051-0155(6) states: "Interchange Area Management Plans are required for new interchanges and should be developed for significant modifications to existing interchanges.. ." This is a "project-based" IAMP, and is being prepared in accordance with the recommendation in the above OAR because of planned modifications and reconstruction of the Sublimity Interchange, located at the junction of Oregon 22 (North Santiam Highway) and Cascade Highway in Marion County, Oregon. The intent of the IAMP is to provide a consensus framework plan among all affected public jurisdictions and agencies to protect the state's investment in the Sublimity Interchange facility. Preparation of this document was conducted in accordance wiLh state IAMP guidelines. This IAMP evaluates the transportation effects of the proposed interchange improvements and land use plans within the study area. Future commercial, industrial, and residential developments are expected to occur within the influence area of the interchange. The IAMP will recommend operational and physical improvements and access management techniques to maximize the operation of the interchange to accommodate future growth. The purpose of this IAMP is to develop a s*tegy r the Sublimity Interchange that will protect the function of the interchange for at least lit years. The Sublimity Interchange was proposed for modification and reconfiguration in the Joseph Street Environmental Asses~ment.~ The original design was subsequently revised and there is currently an interchange design scheduled for construction in 2008-2009 that includes improvements to the entrance ramps, but not the exit ramps. Problem Context The current Sublimity Interchange poses safety and operational issues in that both the east and westbound entrance ramps to Oregon 22 terminate in stop signs. As a result, motorists are forced to quickly accelerate to highway speed from a complete stop. Westbound travelers must enter Oregon 22 traffic from a stop and accelerate up-hill, as the interchange is located at the top of a knoll. Traffic on Oregon 22 is traveling at 55 miles per hour or more, and during peak periods offers few breaks. Eastbound traffic enters on the top of a knoll, but with limited sight distance. Significant numbers of Stayton and Sublimity area residents traveling to jobs in the Salem area use the Sublimity Interchange. Interchange Area Management Plan Guidelines (Final Draft) Prepared by: David Evans and Associates, Inc. with Angelo Eaton & Associates. October, 2005. * Joseph Street-Stayton North City Limits Environmental Assessment (prepared by ODOT, March, 1995); Joseph Street- Stayton North City Limits Revised Environmental Assessment (prepared by ODOT , May, 1995) Page: 15 Sequence number: 1 Author: hwym22n Subject. Replacement Text Date: 3/27/2006 7:06: 19 AM TAcourse of action SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN The primary traffic issue within the interchange influence area is the location and function of access points to Cascade Highway. The Golf Lane access is very near the south side interchange ramp terminus. Currently, Golf Lane serves only a few houses. However, existing zoning would allow for more residential development, creating a potential operational conflict. Sublimity Boulevard, which provides access to the business cluster in the northwest quadrant of the interchange, is slightly off-set from the existing interchange ramp terminals on the north side of the interchange. In the south-east quadrant, recent efforts have been made to improve traffic operations and control the access to Cascade Highway by prohibiting left turns to Martin here is a traffic signal at the intersection of Fern Ridge Road-Shaff Road and Cascade y. On the north side of the interchange, the roadway is a two lane road, with a paved shoulder on the west side. Bicycle lanes are provided from Division Street through Sublimity. Project History and Phasing The planned modification and reconstruction of the Sublimity Interchange is part of a much larger ODOT undertaking, the Joseph Street-North Stayton City Limits project (henceforth referred to as the "Joseph Street project"). The Joseph Street project was conceived in the late 1980s and the Environmental Analysis for the project was approved by the Federal Highway Administration in 1995. The selected alternative of the Joseph Street project entailed the following transportation improvements: Conversion of approximately 8.5 miles of two-lane Oregon 22 to a four-lane divided highway. Includes a 100-foot separation between the centerline of the westbound and the centerline of the eastbound travel lanes (to permit future expansion to a six-lane roadway within the right-of-way required for this projec tn * Construction of new interchanges at Aumsville-Shaw Highway and Golf Club Road; * Reconstruction/modification of existing interchanges at Silver Creek Falls and Cascade Highways (Sublimity Interchange). Implementation of full access control. Construction of new frontage roads. Joseph Street project improvements were designed to be constructed in two major phases. Phase 1, which has already been completed, included the widening of Oregon 22 to four lanes between Joseph Street to MP 12, the construction of new interchanges at Aumsville-Shaw Highway and Golf Club Road, and the construction of Golf Lane (to provide access for properties whose approaches to Oregon 22 were removed). Phase 2, yet to be completed, will occur in two stages: Stage 1 entails the reconstruction/modification of the Sublimity Interchange; Stage 2 entails the widening of Oregon 22 from two to four lanes from MP 12 to MP 14.1. Page: 16 Sequence number: 1 Author: hwvm22n Subject: ~eplacement Text Date: 3/27/2006 7:06:33 AM KDrive Sequence number: 2 Author: hwym22n Subject: Inserted Text Date: 3/27/2006 7:06:43 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN - Stage 1 is currently underway, with physical improvements to the Sublimity Interchange programmed to begin in 2008. The proposed improvements will provide for standard merge entrance ramp operations. This IAMP is being prepared as part of Stage 1. Stage 1 improvements are shown on Figure 1-1. - Stage 2 will be completed when necessary funding is available. Stage 2 improvements are shown on Figure 1-2. The project area was identified as Oregon 22 between milepoint (MP) 5.16 and MI' 14.1. The Joseph Street project entailed the following proposed improvements: widening Oregon 22 to four lanes in the project area; installing complete access control; and "Phase I", already completed, entailed the segment of Oregon 22 from Joseph Street (MP 5.44) eastward to the MP 12. Interchange Function Oregon 22 is an Oregon Transportation Commission (OTC) designated expressway, and is classified by the Oregon Highway Plan as a highway of statewide significance and a Statewide Freight Route. Oregon 22 is also part of the National Highway System (NHS). Oregon 22 serves as a major connector between the Mid-Willamette Valley and Central Oregon. Functional classifications of roadways in the vicinity of the Sublimity Interchange are summarized in Table 1-1. TABLE 1-1 Roadway Functional Classifications Roadway Functional Classification Oregon 22 (North Santiarn Highway) Cascade Highway (outside city limits) 1'' Street (Cascade Highway south of Oregon 22) Center Street (Cascade Highway north of Oregon 22) Fern Ridge Road Shaff Road Martin Drive Whitney Street Golf Lane Sublimity Boulevard 9th Street Rural Principal Arterial - Other* Arterial** Principal Arterial*** Arterial**** Major Collector*** Minor Arterial*** Local*** Local*** Local*** Local**** Local**** PDXi052070004_USR DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 1-1 Roadway Functional Classifications Roadway Functional Classification Sources: * Oregon Highway Design Manual (2003) ** Marion County Rural Transportation System Plan ("1998) *** Stayton Transportation System Plan Final Draft (2004) **** Sublimity Transportation System Plan (1 998) The Sublimity Interchange is an important facility for the communities of Stayton and Sublimity, and serves the following functions: 9 Commercial/Industrial: The interchange directly serves the downtowns of each community, and the businesses therein. As the commercial and industrial-zoned areas of these communities continue to develop, the Sublimity Interchange will increasingly function as an integral economic development asset. Residential Commuting: A significant number of Stayton and Sublimity residents utilize the interchange to access Oregon 22 for their daily commutes into the Salem-Keizer area. Agricultural: The interchange serves a farm-to-market function for the numerous agricultural operations in the area. Sublimity Interchange modifications and associated local improvements must be planned and implemented to accommodate the multi-functional nature of the interchange. Goals and Objectives It is the goal of this IAMP to propose access management, construction and land use measures to interactively augment the effectiveness of the interchange modification design. This report documents the results of the project planning process used to achieve this stated goal for the Sublimity Interchange. As stated in Policy 3C of the 1999 Oregon Highway Plan, "zt is the policy o f t h e State of Oregon to plan for and manage grade-separated interchange areas to ensure safe and efficient operation between connectzng roadways". From this definition and a consideration of project-specific local transportation issues, theBnera1ized objectives of the Sublimity IAMP are to: Prolong the useful life of the state's investment in the Sublimity Interchange Control or decrease, through access management measures, the number of conflict points on Cascade Highway in the vicinity of the Sublimity Interchange Provide feasible and equitable driveway relocation alternatives for property owners with current direct access to Cascade Highway Balance the need for the interchange to support community development interests with the need for safe and efficient operation within the interchange area 1-4 PDXi052070004_USR DOC Page: 18 Sequence number: 1 Author: hwvm22n Subject: doss-out Date: 3/27/2006 7:07: 17 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Establish agreements with local governments on how to effectively manage the long- term function of the interchange Monitor how the interchange capacity is managed through cooperation with local governments Provide certainty for property and business owners and local governments IAMP Study Area The Sublimity IAMP project study area is comprised of Oregon 22 between the Golf Club Road Interchange and the Mill Creek Bridge on Oregon 22, and Cascade Highway between SW 9th Street in Sublimity and Fern Ridge Road SE-Shaff Road in Stayton. The study area is shown on Figure 1-3. Cascade Highway is alternatively called, respectively, Center Street inside Sublimity city limits and North 1st Avenue inside Stayton city limits. The study area encompasses the soutl~ern portion of the City of Sublimity, the northeastern portion of the City of Stayton, and portions of unincorporated Maricn County. The boundaries of the IAMP study area were developed based on a review of the surrounding roadway network and land use patterns as well as existing and future travel patterns. The parameters of the study area take into account: Required state IAMP regulations Required state access management regulations: the IAMP study area includes all land uses and roadways located within 1,320 feet of the existing Sublimity Interchange. This distance corresponds to the spacing standard outlined in the OAR 734-051 Division 51 rules for interchange ramps. * Transportation facilities and traffic operations The mutual impact of existing natural and cultural resources The mutual impact of existing and planned land uses Related Work Products The Oregon 22 Sublimity Interchange modernization project is an approved project in the 2006-2009B~aft STIP. The project is described in the STIP as a "Partial Interchange Reconstruction". This IAMP is part of the final planning for this project. Integral to the preparation of this IAMP is the Ioseph Street - North Stayton City Limits Environmental Assessment3. This EA and subsequent REA, which were approved by the Federal Highway Administration (FHWA), provide the rationale for Sublimity Both the Joseph Street - Stayton North City Limits Environmental Assessment and Revised Assessment were consulted in this IAMP planning process. Source information: Joseph Street - North Stayton City Limits Environmental Assessment (ODOT and FHWA) March, 1995; Joseph Street - North Stayton City Limits Revised Environmental Assessment (ODOT and FHWA) May, 1995. PDN052070004-USR DOC 1-5 Page: 19 Sequence number: 1 Author: hwym22n Subject: Cross-Out Date: 312712006 7:07:29 AM F SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Interchange area improvements and serves to document the determination that project actions will not have a significant impact on the human environment. The City of Stayton Transportation System Plan (TSP) lists two Capital Improvement Projects (aside from the Sublimity Interchange project) that are located in the Sublimity Interchange influence area. These are excerpted below: - Cascade Highway/lsf Avenue Wideningfrom Higlzway 22 to Regis Street - widen to 5 lanes with sidewalks. - Cascade Highway/Whitney Street signalization wi th E B and WB Left T u r n Lanes and Realign Golf Lane.# Both of the above projects were factored into the operational analysis and alternatives decision-making process for this IAMP. e The City of Sublimity Transportation System Plan lists the City's objectives for street network circulation and access management in the immediate vicinity north of the Sublimity Interchange. Public Involvement The purpose of the public involvement program is to build a planning process that (1) balances the needs and issues of residences and businesses in the Sublimity Interchange area, including those who depend on the highway, and (2) has the informed support and acceptance of these communities and interests. One key goal of the program is to elicit public discussion of the issues affecting the selection of access relocation alternatives to ensure future safe and efficient conditions in the vicinity of the Sublimity Interchange along Cascade Highway. Detailed discussion and results of t l~e public involvement process for the Sublimity IAhilP project is given in Appendix A of this document. Source: City of Stayfon Transportation System Plan (Final Draft 2004); Table 8-1 Capital Improvement Cost - Street improvements; p. 8-1 This page contains no comments SUBLIMIlY INTERCHANGE AREA MANAGEMENT PLAN Insert Figures 1-1 through 1-3 (11 x 17) PDXi052070004_USR DOC This page contains no comments This page contains no comments SECTION 2 Existing Conditions Inventory and Data Analysis Regulatory Framework The Sublimity IAMP study area contains land from three jurisdictions: Marion County, the City of Sublimity, and the City of Stayton. IAMP improvements are therefore subject to applicable land use regulations for each jurisdiction, as well as state and federal regulations. State, county, and local regulations pertaining to IAMP actions are addressed in the Plan and Policy Review, located in Appendix B. Existing Land Use The Sublimity IAMP study area contains a mixture of urban and agricultural land uses. The Sublimity Interchange lies between the communities of Stayton (population 7,360) and Sublimity (population 2,160)5. In the immediate vicinity the land is used primarily for agricultural purposes. A general description of land uses in the study area is as follows: NW Quadrant: commercial and light industrial uses along Sublimity Boulevard; low- density single-family residences along Cascade Highway. e NE Quadrant: farm use. e SW Quadrant: farm use; a few single-family residences. uadrant: state-owned park-and-ride lot; medium-density single and multi-family commercial establishments; elder-care residential facility. Comprehensive Plan Designations Comprehensive Plan land use designations in Marion County, the City of Stayton, and the City of Sublimity are coincident with the zoning designations for these respective public agencies. Relevant zoning district designations are addressed below. Zoning Designations Planned interchange improvements will take place solely within unincorporated Marion County, and will therefore only be subject to applicable Marion County zoning code regulations. However, longer-term IAMP recommendations will involve utilizing land inside Sublimity and/or Stayton jurisdictional limits. Additionally, the potential for Source: 2004 Oregon Population Report. Portland State University Population Research Center. Population numbers given are year 2004 estimates. PDW052070004_USR DOC 2-1 Page: 23 Sequence number. 1 Author hwvm22n Subject: ~ e ~ l a c e m e n t Text Date: 3/27/2006 7:08:01 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN increased traffic in the interchange is tied to the type and intensity of development allowed in each of the zoning districts in the IAMP study area. For this reason, IAMP study area zoning regulations for Sublimity and Stayton are addressed here in addition to Marion County. Zoning designations in the Sublimity IAMP study area are shown in Figure 2-1. Marion County Zoning Existing Marion County zoning districts in the study area are as follows: Exclusive Farm Use (EFU) Urban Transitional Farm (UTF) Project Relevant Issues e Public road improvements are permitted outright in all Marion County zones providing that such improvements are in conformance with the "applicable comprehensive plan and the standards of the Department of Public Miorks" [per Marion County Zoning Ordinance 25.10(b)]. The Marion Countv Comprehensive Plan does not contain any language constraining transportation improvements in an EFU zone. Therefore, Marion County zoning regulations do not constrain planned Sublimity Interchange improvements. City of Stayton Zoning Existing City of Stayton zoning districts in the Sublimity IAMP study area are as follows: Commercial-Retail (CR) e Interchange Development (ID) e High-Density Residential (HD) e Multiple-Family Residential (MD) e Single-Family Residential (LD) Project Relevant Issues e Public road improvements are permitted outright in the CR and ID zones [per Stayton Development Code 17.16.690.2(j) and 17.16.710.2(i), respectively]. Public road improvements are conditionally permitted in the HD, MD, and LD zones [per Stayton Development Code 17.16.680.3(f), 17.16.670.3(b), and 17.16.660.3(b), respectively]. Although no IAMP improvements are planned to occur in any of these three zones, any change which results in transportation-related public improvements in these zones would be subject to site review by the City of Stayton. PDW052070004_USR DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN City of Sublimity Zoning Existing City of Sublimity zoning districts in the Sublimity IAMP study area are as follows: Commercial (COM) Industrial (IND) Future Industrial Low-Density Residential (R-1) Medium-Density Residential (R-2) Project Relevant Issues Public road improvements are permitted outright in all City of Sublimity zones [per Sublimity Development Code 2.403.01.Dl provided that "the right ofu~ay i s no t expanded to more zuidth than prescribedfor the street i n the Publlc Facilitzes segment of the Comprehenszve Plan. " Transportation Facilities and Traffic Operations Ths section summarizes the existing transportation conditions within the study area, provides assumptions and methodologies to be used in the traffic operational analyses, and catalogues existing transportation system facilities and services. To the extent possible, physical as well as operational characteristics of the roadways, intersections and transportation services are described. Existing Transportation Facilities Vehicular Facilities The following section describes the existing physical characteristics of the study area roadways and the study intersections. Figure 2-2 shows traffic control and channelization in the study intersection. Oregon 22 is the major east-west highway in Marion County. It is located between the cities of Stayton and Sublimity, and is connected to both cities via an interchange at Cascade Hi hway. In addition to the Cascade Highway interchange, t.,+ - interchangebea&iem, Golf Club ~oac i&diorn~id~e- l io i l& providKg$and from Stayton and Sublimity. Street provides a-fo.~+k& nnectio 3 eenoregon 22 and the City of Road and Cascade H way are 11 interchanges, while Fern Ridge Road and Santiam Street are stop controlled at-grade intersections located east of the study interchange. Both the east- and westbound Oregon 22 entrance ramps terminate in stop signs. Drivers enter Oregon 22 traffic from a full stop (right-turn only), and are required to accelerate up-hi11& e to the topography of the highway. In the vicinity of the Sublimity Interch ge, Oregon 22 is a two-lane undivided, access controlled highway. The posted speed limit is 55 mph. The Oregon 22 eastbound exit ramp terminates in a shared left and right turn lane that is stop controlled at Cascade Highway. At this intersection, Cascade Highway has one Page: 25 Sequence number. 1 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7:08:31 AM TAone Sequence number: 2 Author: hwym22n Subject: Cross-Out Date: 3/27/2006 7:08:43 AM F Sequence number: 3 Author: hwym22n Subject: Cross-Out Date: 3/27/2006 7:08:32 AM ?F= Author: hwym22n Subject, lnserted Text Date: 3/27/2006 7:08:47 AM TAs Sequence number: 5 Author: hwym22n Subject: lnserted Text Date: 3/27/2006 7:09:25 AM T A S Sequence number. 6 Author. hwym22n Subject: Replacement Text Date: 3/27/2006 7:09:22 AM TAaddltional Sequence number: 7 Author: hwym22n Subject. lnserted Text Date: 3/27/2006 7:09:09 AM Ti Fern Ridge Road and Sequence number: 8 Author: hwym22n Subject: lnserted Text Date: 3/27/2006 7:09:59 AM from the westbound ramp SUBLIMITY INTERCHANGE AREA MANAGEMENT PL4N through travel lane in each direction, with a shared through and right-turn lane for southbound travel and a shared through and left-turn lane for northbound travel. The Oregon 22 westbound exit ramp east-lcgof the-C-cade # i g h ~ a ~ u b & ~ - i ~ o t z l - ~ & ~ & ~ 5 e e t i 8 ~ - i k m & s t ~ 8 f 3 - s i ~ g k lane-wihshared -leftj h e u g h a n d ~ i g h b & - m e ~ ~ e ~ ~ 1 e ~ t he ramp is stop controlled at its approach to Cascade Highway. At this intersec If n, Cascade Highway has one travel lane in each direction, with a shared through and left-lane for northbound travel and a shared left, through and right-turn lane for southbound travel. Cascade Highway is a major north-south arterial that provides the primary access to the cities of Sublimity and Stayton from Oregon 22. North of Oregon 22, Cascade Highway is a two lane roadway with paved asphalt shoulders on its west side. The posted speed limit on the minor arterial is 45 mph. South of Oregon 22, Cascade Highway is generally a two lane roadway with paved asphalt shoulders. Left turn pockets are provided at the Whitney Street and Shaff Road- Fern Ridge Road intersections. As described in the Pedestrian Facilities section, a portion of Cascade Highway, from Wnimey Street to the south, is served by a sidewali<. The posted speed limit on Cascade Highway is 45 mph. Between the Oregon 22 eastbound ramps and Whitney Street, the width of Cascade Highway is less than the City of Stayton's standard street width of 40 feet for principal arterials. Two bridges are located on Cascade Highway within the City of Stayton project limits. Mill Creek Crossing occurs south of Golf Lane and Lucas Ditch crossing occurs south of Martin Drive. e 9th Street forms a T-intersection with Cascade Highway in the southern portion of Sublimity and provides access to a residential area. All approaches to the intersection are single lanes, with no dedicated turn pockets. The west approach to the intersection is stop controlled. Sublimity Boulevard is located just north of Oregon 22, and aligns with interchange's westbound ramps. All approaches to the intersection are si % le lanes, with no dedicated turn pockets. The east leg is comprised of the Oregon 22 westbound ramps. The west leg is a two lane roadway providing access to the business cluster in the northwest quadrant of the interchange including an insurance agency, motorcycle/car dealerships, a tire shop, and a hotel. The east and west approaches to the intersection are stop controlled. Golf Lane, located just south of Oregon 22, is a two lane local roadway. At Cascade Highway, a shared right-left turn lane is stop controlled. Cascade Highway has a shared through-right lane for southbound travel and a shared through-left lane for northbound travel. Currently this road serves a small number of residences; however, the adjacent undeveloped parcels are zoned for additional housing development. Across Cascade Highway from this intersection is the access to an ODOT park-and-ride lot. Whitney Street consists of one travel lane in each direction. At Cascade Highway, a shared right-left turn lane is stop controlled. Cascade Highway has a shared through- 2-4 PDXi052070004_USR DOC Page: 26 Sequence number: 1 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7:12:34 AM splits into two legs approaching Cascade Highway. The northern leg carries traffic to and from Sublimity; the southern leg to and TAfrorn Stayton Both legs consist of a stop-controlled single lane with shared left, through, and right turn movements. The two legs intersect part way up the ramp Sequence number: 2 Author: hwym22n Subiect: Inserted Text SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN right lane for northbound travel and a through lane with a left-turn pocket for southbound travel. Further to the east of Martin Drive, Whitney Street connects to a single family residential area. Adjacent to Cascade Highway, Whitney Street services commercial and retail properties. The Whitney Street intersection with Cascade Highway is scheduled to be signalized in 2006. Martin Drive is a right turn in, right turn out only connection to Cascade Highway with access to Whitney Street. The area served by Martin Drive and Whitney Street is primarily a small commercial/retail base area that includes a gas station with a mini- mart, fast-food restaurant, liquor store, and pharmacy. Shaff Road-Fern Ridge Road provides a key east-west route in northern Stayton and helps relieve traffic congestion through the City. It is a two lane roadway with left-turn pockets at the signalized intersection with Cascade Highway. Truck Routes Through the project area, Oregon 22 and Cascade Highway are designated as truck routes. Oregon 22 is also designated as a Freight Route in the 1999 Oregon Highway Plan. Truck routes designated by the City of Stayton serve the following areas: the industrial area on the west side of the city, NORPAC in central Stayton, and Morse Brothers south of Stayton. Shaff Road-Fern Ridge Road is a designated City of Stayton truck route. Bicycle Facilities Dedicated bicycle lanes are provided on Cascade Highway from the northern portion of the study area (vicinity of Division Street) through the City of Sublimity. Through the remainder of the IAMP study area, bicyclists must utilize the available roadway shoulders or share the vehicle travel lanes. Bicycle lanes are also provided on a segment of Fern Ridge Road, east of Cascade Highway to Wildflower Drive. Pedestrian Facilities A sidewalk is provided on the east side of Cascade Highway from just north of Whitney Street continuing south through the City of Stayton. Throughout the remainder of the study area, pedestrians on Cascade Highway must utilize the available roadway shoulders. Shaff Road-Fern Ridge Road and Whitney Street also have a sidewalk on the south side of the roadway, while Martin Drive has a sidewalk on the north side. Public Transportation & Other Alternative Modes Transit service in the Stayton/Sublimity area is provided by the Che ta Area Regional Transit Service (CARTS) and the Wheels of Joy dial-a-ride system for % abled persons. Based on current and future ridership projections, neither would have a significant effect on area traffic patterns. Laidlaw Transit provides bus service for the North Santiam School District. Within the study area, Cascade Highway and Shaff Road-Fern Ridge Road are designated as school bus routes. Page: 27 Sequence number: 1 Author: hwym22n Subject: Inserted Text Date: 3/27/2006 7: 12:57 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN A Park-and-Ride facility with 94 stalls and semi-covered bicycle racks is located in the southeast quadrant of the Oregon 22/Cascade Highway interchange. Willamette Valley Railroad services the City of Stayton on a spur line originating in Woodburn. Two to three trips per week currently service the area. Two at-grade crossings, Washington Sheet at NORPAC and Locust Street/ Wilco ~ o a g are located south and west of the IAMP study area, respectively. The City of Sublimity has no railroad service. There are no airports in the direct vicinity of the study area. A full service commercial airport is located in Salem, approximately 15 miles to the east. Several small private airstrips and a heliport at the Santiam Hospital are within a 20 mile radius. Existing Facilities Deficiencies Deficiencies in the existing transportation n e h ~ o r k are outlined in the Marion County and City of stayton@rait Transportation System Plans. These deficiencies are rioted below: Missing sidewalk links within the study area include: Shaff Road - north side from Stayton Middle School to Cascade Highway Fern Ridge Road - north side Cascade Highway to west of Summerview Way Cascade Highway - west side from Oregon 22 to Shaff Road Cascade Highway - east side from north of Whitney to Oregon 22 Arterials and Collectors with deficient pavement widths include: Shaff Road from western UGB to west of Cascade Highway * Cascade Highway south of Oregon 22 Eastbound Ramps to Whitney Street Existing Traffic Conditions Traffic Operations Performance Measures Operational performance measures are outlined below for the three jurisdictions within the study area: ODOT, City of Stayton and City of Sublimity. ODOT The intersections and approaches adjacent to the Oregon 22 interchange are under ODOT jurisdiction. The Oregon Highway Plan outlines specific performance measwe be maintained along ODOT facilities as part of their Mobility maintain mobility along important classification, location, and role within the National Highway System. Table 2-1 summarizes the mobility standards set by the Oregon Highway Plan. Page: 28 - - sequence number. 1 Author hwym22n Subject Cross-Out Date 3/27/2006 7 13 22 AM F Sequence number: 2 Author: hwym22n Subject: Cross-Out Date: 3/27/2006 7: 13:29 AM ?F Sequence number: 3 Author: hwym22n Subject: Replacement Text Date. 3/27/2006 7: 13:41 AM FAstandads Sequence number: 4 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7: 13:48 AM qAPoiiCY SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 2-1 Maximum Volume to Capacity Ratios for Peak Hour Operating Conditions Outside of the Portland Metropolitan Area Land Use TypelSpeed Limits -- I Outside Urban Growth Inside Urban Growth Boundary Boundary Highway Non-MPO outside Non-MPO of STAs where where non non-freeway freeway speed limit speed limit STAs MPO ~ 4 5 mph >=45 mph Unincorporated Rural Communities Lands Interstate Highways and Statewide (NHS) Expressways Statew~de (NHS) Freight Routes Statewide (NHS) Non- Freight Routes and Regional or D~strict Expressways Regional Highways District/Local Interest Roads NIA 0.80 0.70 0.70 Source: 1999 Oregon Highway Plan (OHP) Interstates and Expressways shall not be identified as Special Transportation Areas (STAs). For the purpose of this mobility policy of volume-to-capacity ratio standards, the peak hour shall be the 30th highest annual hour. This approximates weekday peak hour traffic in larger urban areas. e Oregon 22, North Santiam Highway is a Statewide Expressway and NHS Freight route, non-MPO within the UGB with a speed >45 mph. The maximum acceptable V/C ratio for this facility is 0.70. e The interchange ramps with Oregon 22 at Cascade Highway have a maximum volume- to-capacity ratio of 0.85 given their categorization as DistrictlLocal Interest Roads and Inside Urban Growth Boundary, non-MPO where non-freeway speed limit <45 mph. Cascade Highway at the interchange ramps with Oregon 22 have a maximum volume- to-capacity ratio of 0.75 given its categorization as Regional Highway and Inside Urban Growth Boundary, non-MPO where non-freeway speed limit >=45 mph. Cify of Stayton The intersections south of the Oregon 22 interchange are within City of Stayton jurisdiction. The City of Stayton TSP, Section 3 (Transportation Goals and Policies) establishes level of service standards for the City of Stayton as follows: Signalized Intersections - Level-of-Service D Unsignalized Intersections - Level-of-Service E This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN City of Sublimity The intersections north of the Sublimity Interchange are within the City of Sublimity jurisdiction. Marion County mobility standards were applied to these intersections. Signalized Intersections - Level-of-Service D 4-way Stop Controlled Intersections - Level-of-Service D 2-way Stop Controlled Intersections - Level-of-Service E Existing Traffic Volumes Manual turning movement counts were collected at eight intersections along Cascade Highway on February 3,2005. The duration of each intersection count is shown below: Cascade Highway and 9th Street: 4 hours from 6 AM to 10 AM. Cascade Highway and Sublimity Boulevard: 16 hours from 6 AM to 10 PM. Cascade Highway and Oregon 22 Eastbound ramps: 16 hours from 6 AM to 10 PM. Cascade Highway and Oregon 22 Westbound ramps: 16 hours from 6 AM to 10 PM. Cascade Highway and Golf Lane: 4 hours from 6 AM to 10 AM. Cascade Highway and Whihiey Street: 16 hours from 6 AM to 10 PM. Cascade Highway and Martin Drive: 4 hours from 6 AM to 10 AM. Cascade Highway and Shaff Road-Fern Ridge Road: 16 hours from 6 AM to 10 PM. These intersections were included in the IAMP scope of work to represent the influence area of the Sublimity Interchange. In addition to these intersections, the Oregon 22 operations at the interchange entrance ramps were analyzed utilizing the ODOT highway traffic data. The vehicle turning movement data is compiled in Appendix C. Peak hour turning movement counts were seasonally adjusted to represent the 30th Highest Hour design volumes based on ODOT's permanent Automatic Traffic Recorder (ATR) at station # 22-010, which is located on a segment of highway that closely resembles the traffic operations and geometric characteristics of Oregon 22. The seasonal factor for volumes on Oregon 22 and Cascade Highway was interpolated from values between February 1 and February 15,2003. The average seasonal factor was calculated to be 1.19. The derived 30th Highest Hour design volumes were then balanced along Cascade Highway between adjacent study intersections. The directional traffic volumes were adjusted until the difference between them was less than 10 percent. The derived traffic volumes at the study intersections are shown in Figure 2-3. Existing Intersection Operations Existing (2005) V/C ratios, level-of-service and vehicle queues were computed for the eight study intersections and Oregon 22 entrance ramps based on the 30th Highest Hour design volumes. Table 2-2 shows the results of the existing operations analyses. All locations that do not meet the applicable jurisdiction's standards are highlighted in the table. Appendix D includes the traffic operations worksheets for the existing 30th highest hour conditions: This page contains no comments SUBLlMlN INTERCHANGE AREA MANAGEMENT PLAN A Synchro model was constructed for the study area based on the collected traffic turning movement counts balanced to the 30th Highest Hour design volumes, peak hour factors, truck percentages and field observations. The Synchro model uses the methodology in the 2000 Highway Capacity Manual to analyze both signalized and stop-controlled intersections. The model also computes the level-of- service (LOS) and volume-to-capacity (V/C) ratio necessary to determine whether the intersection meets the applicable mobility standards from the local municipalities and the Oregon Highway Plan. TABLE 2-2 Existing Intersection Analysis Summary 2005 35th Highest Hour Design Volumes intersection Oregon 22 eastbound entrance ramp Oregon 22 westbound I 070 0.41 - I 0 8 5 0.74 entrance ramp Q Mobility V1C Queue standard' Ftatio2 LOS' (~eh) '~ ' Oregon 22 Approaches Cascade Highway at 9th Street Mobility VIC Queue standard' Ratio2 LOS' ( v c 1 Ramp Approaches Cascade Highway at Sublimity Boulevard1 Oregon 22 westbound ramps Cascade Highway at Oregon 22 westbound entrance ramp Cascade Highway at Oregon 22 eastbound ramps Cascade Highway at Golf Lane Cascade Highway at Whitney Street Cascade Highway at Martin Drive Cascade Highway at Shaff Road-Fern Ridge Road / Cascade Highway Approaches I Cross Street Approaches Page: 31 Sequence number: 1 Author: hwvm22n Subject: R&placement Text Date: 3/27/2006 7: 16:04 AM Sequence number: 2 Author: hwvm22n Subject: Replacement Text Date: 3/27/2006 7: 17: 10 AM TA1 O0 Sequence number: 3 Author: hwvm22n Subject. Replacement Text Date: 3/27/2006 7:17:21 AM T 2 0 ° Sequence number. 4 Author. hwvm22n Subject: Replacement Text Date 3/27/2006 7- 17.28 AM TA75 Sequence number: 5 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7: 17:33 AM Sequence number: 6 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7:16:30 AM F A 8 Sequence number: 7 Author. hwym22n Subiect: Reolacement Text Sequence number: 8 Author: hwym22n Subiect: Re~lacement Text Sequence number: 9 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7.17:47 AM T,5O Sequence number: 10 Author. hwym22n Subject: Replacement Text Date: 312712006 7:17:56 AM T*325 Sequence number: 11 Author: hwvm22n Subject: ~ e ~ l a c e m e n t Text Date: 3/27/2006 7: 18:03 AM Comments from page 31 continued on next page SUBLIMIN INTERCHANGE AREA MANAGEMENT PLAN A Synchro model was constructed for the study area based on the collected traffic turning movement counts balanced to the 30th Highest Hour design volumes, peak hour factors, truck percentages and field observations. The Synchro model uses the methodology in the 2000 Highway Capacity Manual to analyze both signalized and stop-controlled intersections. The model also computes the level-of- service (LOS) and volume-to-capacity (V/C) ratio necessary to determine whether the intersection meets the applicable mobility standards from the local municipalities and the Oregon Highway Plan. TABLE 2-2 Existing Intersection Analysis Summary 2005 30th Highest Hour Design Volumes Oregon 22 westbound entrance ramp intersection Oregon 22 eastbound entrance ramp Cascade Highway at 9th Street Cascade Highway at Sublimity Boulevard1 Oregon 22 westbound ramps Mobility VIC Queue ~ t a n d a r d h a t i o ' LO§' (veh)*" 1 Oregon 22 Approaches 0.70 0.30 Cascade Highway at Oregon 22 westbound entrance ramp Mobility VIC Queue standard' Ratio2 LOS' ( t . e ~ ~ * ' Ramp Approaches 0.85 0.40 4~ Cascade Highway at Oregon 22 eastbound ramps Cascade Highway at Golf Lane Cascade Highway at Whitney Street Cascade Highway at Martin Drive Cascade Highway at Shaff Road-Fern Ridge Road I Cascade Highway Approaches Cross Street Approaches Sequence number: 12 Author: hwym22n Subject: Replacement Text Date: 3/27/2006 7: 18.12 AM T20° SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 2-2 Existing Intersection Analysis Summary 2005 30th Highest Hour Design Volumes Mobility VIC Queue Mobility VIC Queue Intersection I standard1 ~ a t i o ' LOS' (veh) '~~ 1 standard1 ~ a t i o ' LOS' (veh)'?' ' ODOT mobility standards are based on volume-to-capacity ratios. Stayton and Sublimity standards are based on level of service. Results are reported for approach with worst operational characteristics. ODOT intersections are calculated with the 2-minute rule. Stayton and Sublimity intersections show 95th percentile queues. Existing Operational Deficiencies The results of the existing operational analyses show that two stop-controlled intersection approaches to Cascade Highway, the Oregon 22 eastbound exit ramp and Whitney Street, operate below the required mobility standards. Both approaches are characterized by extensive vehicle queuing during the design hour. Additionally, although the overall intersection LOS of Cascade Highway at Snafi Road/Fern Ridge Road is at an acceptable LOS D, the Cascade Highway approaches operate at LOS E, with significant vehicle queuing. Existing Safety Conditions Accident and Safety Analysis A summary of the accidents within the study area was prepared for the period between January 1,1999 and December 31,2003. Table 2-3 summarizes the accidents along Oregon 22 between mileposts 12.00 and 14.50. For reference, the approximate locations of the existing Oregon 22 entrance and exit ramps are as follows: e Eastbound Exit ramp - MP 13.0 Eastbound Entrance ramp - MP 13.2 Westbound Exit ramp - MP 13.4 Westbound Entrance ramp - MP 13.5 Fern Ridge Road intersection - MP 14.3 PDXi052070004_USR DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 2-3 Five-Year Accident History: January 1, 1999 through December 31,2003 Oregon 22 Mainline Crash Rates and Severity of Accidents Number of Accidents Milepost 1999-2003 (Over 5 Years) Average Annual Average Crash Rate Annual Property (Crashes per Segment Daily Traffic Damage Total Average Million Vehicle- From To Features (AADT) Only Injury Fatal Crashes Annual Miles) 12.00 12.50 mainline 12,120 1 2 0 3 0.60 0.27 section west of Sublimity Interchange 12 50 13.00 Eastbound 11,880 1 0 1 2 0.40 0.18 exit ramp 13.00 13.50 Eastbound 11,880 8 9 2 19 3.80 1.75 entrance ramp & westbound exit ramp 13.50 14.00 westbound 11,880 4 2 0 6 1.20 0.55 entrance ramp 14.00 14.50 Fern Ridge 11,060 3 8 0 11 2.20 1.09 Road intersection A total of 41 crashes were reported along Oregon 22 between milepost 12.00 and 14.50 during the five year study period. Approximately half of the crashes occurred in the direct vicinity of the Sublimity Interchange and slightly over one-fourth occurred at the Fern Ridge Road intersection. Three fatality accidents occurred within the interchange vicinity during the study timeframe. The remainder of the accidents was roughly evenly split between property damage only and injury only. The 2003 Crash Rates by Jurisdiction and Functional Classification table from the ODOT 2003 Crash Rate Tables indicates an average crash rate for "other freeways/expressw~ays" as 0.87 crashes per million vehicle-miles. The half-mile segments immediately surrounding the Sublimity Interchange (between mileposts 13.00 and 13.50) and the Fern Ridge Road intersection (between mileposts 14.00 and 14.50) experience a higher than average crash rate (1.09.). However, the rate for the overall Oregon 22 area surrounding the Sublimity Interchange (0.76) remains below this average rate. Tables 2-4 and 2-5 provide details of the conditions during the accidents as well as the type and severity. This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 2-4 Five-Year Accident History: January 1, 1999 through December 31, 2003 Oregon 22 Crash Conditions Oregon 22 Mainline Condition Number of Accidents Percentage of Total Weather Clear Cloudy Rain Snow Unknown Roadway Sudace Dry Wet Ice Snow Unknown Light Day Dimly Lit Dark Dusk Dawn PDXi052070004-USR. DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN TABLE 2-5 Five-Year Accident History: January 1, 1999 through December 31,2003 Oregon 22 Crash Descriptions Oregon 22 Mainline Condition Number of Accidents Percentage of Total Collision Type Rear End Turning Fixed Object Sideswipe Struck at Angle Pedestrian 1 2.4% Head On 3 7.3% Other 5 12.2% Severity PDO 1n ju r~B1y Fatality Crash Cause Failed to yield right-of-way Other - improper driving Speed too fast for conditions Followed too closely Made improper turn Alcohol or drugs involved Mechanical defect Drove on Wrong Side of 2- Way Rd No Code The majority of the accidents on Oregon 22 occurred during clear, dry, daylight conditions. A factor in many of the accidents involved speeding and failure to appropriately yield. The stop-controlled entrance ramp configuration is likely a large contributing factor to these accidents, as vehicles enter the highway from a complete stop. PDXi052070004_USR DOC Page: 35 - - Sequence number 1 Author hwym22n Subject Cross-Out Date 3/27/2006 7 18 51 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Table 2-6 summarizes the accidents along Cascade Highway between milepoints 0.61 and 1.59. Marion County utilizes milepoints to represent distances on county roads; therefore, each 0.01 milepoint is approximately 50 feet. For reference, the approximate milepoint locations of intersections along Cascade Highway are listed below: Shaff Road/Fern Ridge Road - Milepoint 0.61 Eastbound Entrance/Exit ramp - Milepoint 1.09 Sublimity Blvd - Milepoint 1.20 9th Street - Milepoint 1.59 TABLE 2-6 Five-Year Accident History: January 1, 1999 through December 31, 2003 Cascade Highway Mainline Crash Rates and Severity of Accidents Number of Accidents Milepost 1999-2003 (Over 5 Years) Average Annual Average Crash Rate Annual Properly (Crashes per Segment Daily Traffic Damage Total Average Million Vehicle- From To Features (AADT! Only Injury Fatal Crashes Annual Miles) Shaff Road/ 0.60 0.85 Fern Ridge 12,020 7 3 0 10 2.00 1.82 Road Eastbound 0.85 1.10 entrancelex 1 1,780 2 1 0 3 0.60 0.56 it ramp Sublimity 1.10 1.35 Blvdlwestb 9,310 10 6 0 16 3.20 3.77 ound ramps 1.35 1.60 9th Street 7,920 2 2 0 4 0.80 1.11 0.60 1.60 10,260 21 12 0 33 6.60 1.76 A total of 33 crashes were reported along Cascade Highway between Shaff Road/Fern Ridge Road and 9th Street during the five year study period. Half of the accidents occurred near the intersection of Cascade Highway and Sublimity Boulevard/Oregon 22 Westbound exit ramp, and just under one-third of the total accidents occurred in the vicinity of the Shaff Road/Fern Ridge Road intersection. No fatality accidents occurred along the one mile study corridor within the study timeframe. Of the 33 crashes, approximately two thirds resulted in property damage only while the remaining one third resulted in injuries. Cascade Highway north of Oregon 22 is categorized as an arterial. The average crash rate for Suburban Non-Freeway Arterials is 0.60 crashes per million vehicle-miles. Both quarter- mile segments north of the interchange experience accidents at a rate higher than average 2003 Oregon crash rates. The segment immediately north of the interchange (including the intersection with Sublimity Boulevard/Oregon 22 Westbound exit ramp) is over five times as great as this average. Cascade Highway south of Oregon 22 is categorized as a principal arterial. The average crash rate for this type of segment is 1.34 crashes per million vehicle- miles. The quarter-mile segment that includes the intersection of Shaff Road/Fern Ridge PDXi052070004..USR DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Road experiences a higher than average crash rate, but overall, the southern portion of Cascade Highway remains below the average rate. Tables 2-7 and 2-8 provide details of the conditions during the accidents as well as the type and severity of accidents along Cascade Highway. TABLE 2-7 Five-Year Accident History: January 1, 1999 through December 31,2003 Cascade Highway Crash Conditions Condition Cascade Hwy Mainline Number of Accidents Percentage of Total Weather Clear Cloudy Rain Snow Unknown 2 6.1% Roadway Surface Wet 6 18.2% Ice 0 0.0% Snow 0 0.0% Unknown 0 0.0% Light Day Dimly Lit Dark Dusk Dawn PDW052070004_USR DOC This page contains no comments SUBLIMITY INTERCHANGE AREA MANAGEMENT PCAN TABLE 2-8 Five-Year Accident History: January 1, 1999 through December 31,2003 Cascade Highway Crash Descriptions Condition Cascade Hwy Mainline Number of Accidents Number of Accidents Collision Type Rear End Turning Fixed Object Sideswipe Struck at Angle Pedestr~an Head On Other Severity Property damage only ~ n ~ u r ~ b y Fatality 0 0.0% Crash Cause Failed to yield right-of-way 13 39.4% Other - improper driving 0 0.0% Speed too fast for conditions 15 45.5% Followed too closely 4 12.1% Made improper turn Alcohol or drugs involved Mechanical defect Drove on Wrong Side of 2- Way Rd No Code 0 0.0% Page: 38 Sequence number: 1 Author: hwvm22n Subject: toss-out Date: 3/27/2006 7: 19: 19 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN Similar to Oregon 22, the majority of the accidents on Cascade Highway occurred during clear, dry, daylight conditions. Over half of the accidents on Cascade Highway involved rear end collisions. Speed and failure to yield to the right-of-way were factors in almost eighty-five percent of the accidents. Access management requirements and deficiencies for the Sublimity Interchange are described in Section 4 of this report. Natural and Cultural Resources The Sublimity IAMP study area contains land from three local jurisdictions: Marion County, the City of Sublimity, and the City of Stayton. Project improvements c o u l ~ r e f o r ~ potentially trigger environmental protection regulations of any or all of th jurisdi ons, as well as State and Federal regulations. This section examines the existence of natural and culturai resources in the study area and related potential project constraints presented. The existence of any Goal 5 resources are addressed in this section. Goal 5 is a broad Oregon statewide planning goal that covers a variety of environmental and other resources. Goal 5 and related Oregon Adminisk-ative Rdes (Chapter 660, divisions 16 and 23) describe ho1.r cities and counties are to plan and zone land to conserve resources listed in the goal. Topography The topography of the study area contains both flat and low rolling terrain. The main feature of the landscape is Mill Creek, which runs primarily east-west through the study area. Low ridges step up from the flatlands adjacent to the creek. Topography in the immediate vicinity of the Sublimity Interchange is described by quadrant below. NE Quadrant of lnterchange From the point where it passes under Oregon 22 northward, Cascade Highway SE ascends approximately 50 feet in less than a quarter-mile, dips slightly, then rises again as it intersects with 9fll Street in Sublimity. SE Quadrant of lnterchange The southeast quadrant of the interchange contains the flat floodplain and wetland area adjacent to Mill Creek. A subdivision with new homes on fill materials is located in the floodplain depression. Moving southward toward the center of Stayton, a low ridge exists with an elevation gain of approximately 50 feet. SW Quadrant of lnterchange The ridge that described in the NE Quadrant is present to the southwest of the interchange and presents a relatively steep grade. The existing two-way highway interchange ramp in this quadrant cuts through this ridge, with a resulting slight hill to the north of the ramp and a steeper hill to the south of the ramp. Page: 39 Sequence number: 1 Author: hwym22n Subject: lnserted Text Date: 3/27/2006 7: 19:30 AM T . LA' Seauence number: 2 ~ u t h o r : hwym22n Subject: lnserted Text Date: 3/27/2006 7: 19:26 AM SUBLIMITY INTERCHANGE AREA MANAGEMENT PLAN NW Quadrant Interchange The terrain to the northwest of the intersection of Oregon 22 and Cascade Highway SE rises approximately 30-40 feet. Sublimity Boulevard SE drops from this ridge to its intersection with Cascade Highway SE. Project Relevant Issues The northbound grade on Cascade Highway SE and adjacent ridges present sight- distance issues for motorists at the two-way highway ramp intersections as well as the intersections of Sublimity Boulevard and Golf Lane. Closely-spaced slope changes have an adverse effect on safety in the interchange area. Interchange rehabilitation efforts will require more earthwork during construction and may require additional stabilization, which will have budget and schedule implications. Hydrology The project study area lies within the Willamette River Subbasin, in the Middle Willamette Subbasin, in the Mill Creek Watershed. Mill Creek, after passing through the study area, flows northwestward to its convergence with the Willamette River in the City of Salem. Within the study area f ~ r &is !AMP, Mill Creek runs south of Oregon 22 from the west end of the study area. The creek passes through a culvert under Cascade Highway SE just south of Golf Lane and then traverses under Oregon 22 approximately a quarter-mile east of Cascade Highway. Project Relevant Issues There are hydrologic features contained in the study area that are classified as Goal 5 Resources (as defined in Oregon Administrative Rules Division 23). Sublimity IAMP actions may be subject to State and/or local regulations that are in place to protect Goal 5 resources, as will be discussed in greater detail in the next section. Riparian Corridors The Mill Creek riparian corridor located inside the study area includes the perennially flowing Mill Creek, several intermittent streams, and a wetland area measuring just over one acre. The section of Mill Creek running through the study area is included on the Department of Environmental Quality's (DEQ's) 303(d) list of water quality-limited streams. The DEQ 2003 303(d) list identifies the section of Mill Creek in the study area as water quality limited for Fecal Coliform. According to the Oregon Department of Fish and Wildlife, the study area section of Mill Creek is spawning and rearing habitat for winter steelhead and fall Chinook, and is rearing and migration habitat for spring Chinook. Project Relevant lssues Sublimity IAMP actions are subject to State Department of Land Conservation and Development (DLCD) Goal 5 ordinance regulations concerning land use actions inside the Mill Creek riparian corridor. Proposed Sublimity IAMP use actions are allowed in riparian corridors [per OAR 660-023-0090(8)(a)], provided that these actions "are designed and constructed to minimize intrusion into the riparian area."