Document Woodburn_doc_93657e5314

n l l Woodburn OR 214/0R 99E l Pedestrian Safety ---PAGE BREAK--- ---PAGE BREAK--- l : l r I n .I r I u u J AC NOWLEDGEME TS Oregon Department of Transportation Amanda Salyer Naomi Zwerdling Dorothy Upton Keith Blair Jenna Berman Nicole Charlson City of Woodburn Dago Garcia, Public Works Department Eric Liljequist, Public Works Department OKS Associates Scott Mansur, PE, PTOE, Principal Lacy Brown, PhD, PE, Project Engineer Rachel Vogt, EIT, Project Engineering Assistant ---PAGE BREAK--- ~ · · - ! . · 0 ; I ~ · - · . - - - Introduction Public Involvement Data Collection and Technical Analysis 1.0 Executive Summary Pedestrian Toolbox Recommended Projects Corridor-Wide Projects Cost Estimates 2.0 Existing Conditions Transportation System Inventory Safety Performance Motor Vehicle Operations Stakeholder Feedback 3.0 Crossing Treatment Toolbox Pedestrian Crossing Treatments 4.0 Recommendations Project Prioritization 5.0 Project Implementation Cost Estimates EN 1 2 1 3 3 4 4 5 6 10 15 23 30 40 40 48 48 49 ---PAGE BREAK--- ~ , tl ~ I I I 1ST 0 IG Figure 2.1 : Study Area . . . . . . . . . .5 Figure 2.2: Bicycle and Pedestrian Facilities . . . . .7 Figure 2.3: Existing Bicycle and Pedestrian Traffic Volumes . . . 8 Figure 2.4: 2015 SPIS Locations within the Study Area . . . . 10 Figure 2.5: Bicycle and Pedestrian Collisions and Descriptions . 12 Figure 2.6: Percentage of Collisions by Roadway Character 13 Figure 2.7: Number of Collisions by Time of Day . . . . . . 13 Figure 2.8: Collisions by Lighting Condition . . . . . . . 14 Figure 2.9: Collisions by Severity and Lighting Condition . . . 14 Figure 2.10: Data Collection Locations . . . 15 Figure 2.11: 24-Hour Directional Volumes West of Progress Way on OR 214 . 17 Figure 2.12: 24-Hour Directional Volumes North of James Street on OR 99E . 17 Figure 2.13: 24-Hour Directional Volumes North of Laurel Avenue on OR 99E . . 17 Figure 2.14: Existing Condition Traffic Volumes 19 Figure 2.15: Future Condition Traffic Volumes . . . . . . 22 Figure 4.1: Priority Crossing Locations 43 Figure 4.2: Conceptual Figure of Mid-block Crossing near Williams Avenue . 44 Figure 4.3: Conceptual Figure of Mid-block Crossing between Laurel Avenue to Tomlin Avenue . . . 45 Figure 4.4: Conceptual Figure of Mid-block Crossing between Blaine Street to Aztec Drive 45 Figure 4.5: Conceptual Figure of Mid-block Crossing near Mt Jefferson Avenue . . 46 Figure 4.6: Conceptual Figure of Mid-block Crossing near James Street 46 Table 2.1: Existing Study Area Roadway Characteristics . . . . . . . . 6 Table 2.2: 2011 to 2015 Collision Type and Severity on each Highway Segment . . 11 Table 2.3: OR 214 and OR 99E Bi-Directional Volumes, Speeds, and Heavy Vehicle Usage . . . 16 Table 2.4: Applicable Study Intersection Mobility Targets . . . 20 Table 2.5:2016 Existing Peak Hour Study Intersection Operating Conditions 21 Table 2.6: 2036 Future Peak Hour Study Intersection Operating Conditions 23 Table 2.7: Summary of Stakeholder Feedback . . . . . . . . . 24 Table 2.8: High Priority Locations 25 Table 2.9: Crossing Treatment Recommendations . . . . 29 Table 4.1: Weighted Scores and Ran kings for New Crossing Locations 42 Table 5.1: Prioritized Safety Improvements on the OR 214 and OR 99E Corridor . . . . . . . 48 Table 5.2: Cost Estimates of Proposed Safety Projects . . . . . . 49 ---PAGE BREAK--- ---PAGE BREAK--- l 1 l l ~I n . I Ll L I L CHAPTER Executive Summary INTRODUCTION The Woodburn Pedestrian Safety Study is focused on the pedestrian safety performance of OR 214 and OR 99E in Woodburn, Oregon. The goal of this study is to evaluate pedestrian safety along both state highways and recom- mend enhancements that will improve safety perfor- mance. PUBLIC INVOLVEMENT ODOT managed the Woodburn Pedestrian Safety Study in partnership with the City of Woodburn and OKS As- sociates. Project stakeholders, including the Woodburn Police Department, Woodburn School District, business owners, and members of the community, provided feed- back during the early stages of this project. Primary direction and input were provided by the Tech- nical Advisory Committee (TAC). This committee direct- ed the study, reviewed methods and findings, and assist- ed in reaching consensus on project recommendations. Members of the TAC included agency staff from ODOT, the City of Woodburn, and other key members of the community. Additional public involvement included one-on-one stakeholder interviews, allowing citizens to comment on the overall plan, voice any concerns, and provide suggestions and feedback. A schematic of the study process is shown to the right. I ~ Exi~i~Y~?:~~~ons , S ' Crossing Observations ~ 1 Ped!t: an l Toolbox _Eevefopment 1 1. Crossing Location \ Prioritization . - Improvement ~ Q. < iii 0 Concepts and ~ Oe~~~~=~nt ~ ~ 3 ' • I l - Jil:/j;,"r Draft Report g ~ ] - ~ woog~r.r;:. ian • Final Report · Traffic Counts October 2016 Winte r 2017 Summer 2017 Summer - Fall 2017 Executive Summary I l!lim I 1 ---PAGE BREAK--- DATA COLLECTION AND TECHNICAL ANALYSIS The project team collected data related to vehicle, bicycle, and pedestrian volumes in the study area and conducted field observations during typical day time conditions, peak hours, and nighttime conditions. These field ob- servations focused on driver, cyclist, and pedestrian behaviors as related to crossings. Photos taken during field observations are shown on the following page. The technical analysis relied on the guidance in Report 562 and pe- destrian crash history to determine the recommended pedestrian crossing locations and enhancements as well as corridor-wide improvements such as lighting. Near Bi-Mart Access/Bus Stop on OR 214 Near Safeway Shopping Center on OR 99E Near Woodburn High School on OR 214 Near Williams Avenue on OR 99E Near Auto Part Store on OR 99E At Lincoln Street near Goodwill on OR 99E Executive Summary I lim!) I 2 ---PAGE BREAK--- l ~ I l l 'l J J J ~ l J PEDESTRIAN TOOLBOX To assist in the selection of recommended crossing treatments, DKS devel- oped a toolbox of available pedestrian crossing treatments that were consid- ered feasible for the OR 214 and OR 99E corridors. One example strategy, a staggered mid-block crossing, is shown below. See Chapter 3 (Crossing Treat- ment Toolbox) for the complete list of treatments. RECOMMENDED PROJECTS The final recommended projects include enhanced pedestrian crossings, traffic signal improvements, sidewalk infill, and lighting improvements. Planning level cost estimates and conceptual designs were pre- pared for several of the recommended projects. Improvements to Existing Crossings The existing mid-block crossing near the Woodburn High School is currently a marked crosswalk with a raised median. Due to the high pedestrian crossing Pedestrian Toolbox Example Treatments (staggered mid-block crossing) volumes and concerns with impacts to traffic flow, DKS recommends installing a pedestrian hybrid beacon (PHB). A PHB is used to warn and control traffic to assist pedestrians in crossing a street at a marked crosswalk. It is designed to require traffic to stop for the pedestrian walk interval (steady red) and to allow traffic movement during the flashing 'don't walk' stage of the pedestrian crossing (flashing red). New Crossing Locations Near Williams Avenue Based on pedestrian crossing volumes, pedestrian crash history, adjacent land use, and locations of existing cross- ings, DKS recommends the installation of new pedestri- an crossing locations at five locations along OR 99E. The above criteria were also used to prioritize the crossing improvements, as shown in the table below. More infor- mation o~ the scoring criteria can be found in Chapter 4. 2 Between Laurel Avenue and Tomlin Avenue 3 Between Blaine Street and Aztec Drive At each of the identified locations, recommended treat- ments include mid-block crossings with raised median refuge islands, sidewalk infill, and supplemental street lighting. 4 Near Mt. Jefferson Avenue 5 Near James Street Chapter 4 (Pedestrian Improvement Design Concepts) discusses the crossing improvements in greater detail and includes conceptual drawings of each crossing. All concepts are subject to project development and the concepts may change based on additional analysis and stakeholder feedback. A State Traffic-Roadway Engineer approval will be necessary for the imple- mentation of any marked crosswalks or enhancements to existing marked crosswalks such as a PHB or Rapid Rectangular Flashing Beacon (RRFB). Executive Summary I liJlm I 3 ---PAGE BREAK--- CORRIDOR-WIDE PROJECTS Corridor-wide safety treatments were also considered along the entire length t of the study area corridors. These projects include improved street lighting Front st Woodburn Health Center N and sidewalk infill. A schematic of these projects is shown to the right. COST ESTIMATES Cost estimates were prepared for each of the recommended improvements. A 20% engineering and construction fee and a 20% contingency were ap- plied individually to the cost estimate for each location. The total estimated cost is $975,000 for all improvements; $375,000 for the mid-block crosswalks, $150,000 for the PHB near Woodburn High School, and $450,000 for corridor-wide implementation of sidewalk infill and light- ing improvements. Cost Estimates of Proposed Safety Projects CROSSING IMPROVEMENT LOCATIONS 2 OR 99E near Williams Avenue $75,000 OR 99E between Laurel Avenueffomlin Avenue $75,000 OR 99E between Blaine Street/Aztec Drive $75,000 OR 99E near Mt Jefferson Avenue $75,000 OR 99E near James Street $75,000 Pedestrian Hybrid Signal (OR 214 at High School) $150,000 Total Cost for Crossing Improvement Locations $525,000 CORRIDOR-WIDE TREATMENTS OR 99E (Lincoln Street to Young Street) Sidewalk Inti II $150,000 Lighting Improvements $300,000 Total Cost for Corridor-Wide Treatments $450,000 Total Cost for All Improvement $975,000 'A 20% engineering and construction fee and a 20% contingency were applied to the cost estimate for each location. 2The estimated cost for installing a RRFB at any of the above locations is an additional $40,000. Chapter 5 provides additional information on cost estimates and proj- ect prioritization. These resources may be used by ODOT and the City of Woodburn to secure funding for project implementation. -Lighting Improvements -Sidewalk In-fill OR214 Mt Jefferson Ave f ~ Youna St ~ r~ t N Executive Summary lim I 4 ---PAGE BREAK--- l l l l ~ I l ~ , [l .I J CHAPTER Existing Conditions This section summarizes the existing and expected future conditions for mo- tor vehicles, bicycles, and pedestrian along OR 214 and OR 99E in Woodburn, Oregon. The following section includes an inventory of the transportation system, an evaluation of existing safety performance, existing and future motor vehicles conditions, and a list of high-priority locations identified for further investigation and possible improvements. The study area extents are shown on Figure 2.1. Figure 2.1: Study Area HARDCASTLE AV No Scale LINCOLN RD LEGEND - Project Study Corridor nJ -Existing Traffic Signal c::J::J - Existing RRFB Crossing SERRES LN NE Existing Conditions llimiJ I S ---PAGE BREAK--- TRANSPORTATION SYSTEM INVENTORY This section summarizes the roadway characteristics for bicycles, pedestri- ans, and motor vehicles including lane geometry, existing land uses and activity centers, number of travel lanes, pavement and shoulder widths, on street parking, bicycle and pedestrian facility types (locations and widths), posted speeds, traffic control at each study intersection, roadway functional classification, existing deficiencies, and bicycle and pedestrian crossing vol- umes at each study intersection. Roadway Inventory The transportation characteristics of the key study area roadways and cross streets are shown in Table 2.1. The functional classification is a key roadway characteristic because it specifies the purpose of the facility and is a deter- mining factor of applicable cross-section, access spacing, and intersection mobility targets.13 Key roadways that intersect OR 214 and OR 99E include Front Street, Mt. Jefferson Avenue, Hardcastle Avenue, Lincoln Street, and Young Street. Table 2.1: Existing Study Area Roadway Characteristics OR214 District Highway 2-4 35 mph No (west of OR 99E) Other Principal Arterial OR99E Regional Highway 4 35 mph No Other Principal Arterial Front Street Minor Arterial 2 30 mph No Mt. Jefferson Local 2 25 mph Yes Avenue Hardcastle Avenue Collector 2 25 mph No Lincoln Street Collector2 2 25-35 mph Yes Young Street Minor Arterial 3 2 35 mph No 1 Data from ODOT State and Non-state Federal Functional Classification 2 Lincoln Street is classified as a local street east of OR 99E 3 Young Street is classified as a major collector west of OR 99E 4 See Figure 2.2 for details of bike lanes and sidewalk locations OR 214 is oriented east-west and transitions from a two-lane road at Front Street to a five-lane road with a center two-way left turn lane at Progress Way. OR 99E runs north-south and is also a five-lane road with a center two-way left turn lane throughout the entire study area. The average width of the trav- el lanes is 12 feet wide. When present, the bicycle lanes are approximately 5.5 to 6 feet wide, sidewalks are approximately 4 to 8 feet wide, and the center two-way left turn lane is 13 to 15 feet wide. 13 The primary purpose of an arterial is to provide mobility, whereas at the opposite end of the spectrum, a local road is designed for site access. Collector roadways provide a transi- tion between arterials and local roads. Partial4 Yes Partial4 Partial4 Yes Partial4 No Yes Partial4 Yes No Partial4 Yes Partial4 Existing Conditions I !mm I 6 ---PAGE BREAK--- l l l ~I ~I u Ll Pedestrian and Bicycle Facility Inventory The existing pedestrian and bicycle facilities are shown on Figure 2.2. Bicycle facilities include designated bicycle lanes along segments of OR 214 and OR 99E. Within the study area, sidewalks are present along OR 214 and most of OR 99E with the exception of the segment between Lincoln Road and Young Street. In this segment, there are no bicycle lanes and the pedestrian facilities include discontinuous sidewalks, widened shoulders, and gravel or dirt paths that are interrupted by obstacles (utility poles, signs, etc.) and driveways. Figure 2.2: Bicycle and Pedestrian Facilities HARDCASTLE AV No Sct1/e LEGEND Medical Center l:J · Bus Stop LINCOLN RD - Bike Lanes Only - · Sidewalks Only - · Both Bike Lanes & Sidewalks - · No Bike lanes or Sidewalks @ · Enhanced Crossing There are marked crosswalks at all of the signalized intersections in the study area as well as a midblock crossing at the High School at OR 214/Bulldog Drive. At the OR 214/Park Avenue Medical Center) intersection there is a marked crosswalk with a Rectangular Rapid Flashing Beacon (RRFB) and a median refuge island on the west leg of the intersection as well as a marked crosswalk on the north leg. At the OR 214/Front Street intersection there is a marked crosswalk on the north leg of the intersection that also has a median refuge island. Bicycle and pedestrian counts were collected at each of the study intersec- tions and additional pedestrian midblock crossing counts were collected along key portions of OR 214 and OR 99E. Figure 2.3 on the following page presents bicycle and pedestrian volumes in the study area. SERRES LN NE Existing Conditions I I!I:m I 7 ---PAGE BREAK--- Figure 2.3: Existing Bicycle and Pedestrian Traffic Volumes LEGEND # . · Study Intersection -Mid-Block Pedestrian Crossing Location -AM [Midday] (PM) Peak Hour Pedestrian Mid-Block Crossing Volumes ~-AM [Midday) (PM) ~ Peak Hour Intersection Crossing Volumes ~-AM [Midday] (PM) Bicycle Volume * Note: Historic data does not include pedestrian data at this intersection likely due to the reported cloudy and rainy weather in February 2010. 1. OR 214 @ Front St. 2. OR 214 @ Medical Center 5. OR 99E@ Hardcastle Ave. HARDCAsTLE AV db No Scale 3. OR 214 @ OR 99E * SERRES LN NE 4. OR 99E @ Mt Jefferson Ave. 7. OR 99E@ Young St Existing Conditions I m:il I 8 ---PAGE BREAK--- l IJ The following photos show some of the existing bicycle and pedestrian con- ditions along OR 214 and OR 99E. 'I .l l 'I ; , I ll u .J u Along OR 99E near Young Street there are missing sidewalks and during rain events large puddles can form in the travel lanes (left). A pedestrian crossing OR 214 at a mid block location near Medical Center (right). Obstacles such as utility poles limit the effective width of sidewalks (left) and along OR 99E sidewalk condition is so poor it is essentially a gravel surface (right) 0 OR 99E Cross section with bike lanes (left) and without bike lanes (right) Existing Conditions I 1mm I 9 ---PAGE BREAK--- SAFETY PERFORMANCE The following sections summarize the collision history along the study corri- dors including statewide safety locations, the most recent five years of colli- sion data, and the trends specific to pedestrian collisions. SPIS The Safety Priority Index System (SPIS) is a ranking system developed by ODOT to identify potential safety problems on state highways. SPIS scores are developed based upon crash frequency, severity, and rate for a 0.10 mile or variable length segment along the state highway over a rolling three-year window every year it is updated with the most recent three years). A pri- oritized list of the top 15% of statewide SPIS sites is created for each region, and the top 5% are investigated further. Based on crash data from 2012-2014, there were three SPIS locations along OR 214 within the study area, two of which were in the top 10% and one in the top 15%. The southern portion of the OR 99E study segment was also a top 5% SPIS site. Figure 2.4 shows the SPIS locations along OR 214 and OR 99E. Figure 2.4: 2015 SPIS Locations within the Study Area SPIS 2015 (2012-14crashes) All Public Roads 0 85%-89.99% • 90%-94.99% • 95%-100% • StudyArea OR214 W 0 0~ B U R N - E S T A' C ~ 0) 0~ . • • • < . . . ~ · • • • I . Existing Conditions I 1m 110 ---PAGE BREAK--- l l ODOT Collision Analysis (2011-2015) Within the study area, there were a total of 273 collisions between 2011 and 2015. Ofthose, one resulted in a fatality and 4 resulted in severe injuries. The two most common collision types were rear end (44%) and turning Table 2.2 shows the breakdown of collision type and severity along each seg- n ment and a summary of the collisions along OR 214 and OR 99E. Table 2.2: n 2011 to 2015 Collision Type and Severity on each Highway Segment I ' l ~ ANGLE 0 0 4 4 4 12 FIXED OBJECT 0 0 0 3 5 8 fl BICYCLE 0 0 1 0 0 OR99E PEDESTRIAN 4 3 4 0 12 (Mile point REAR-END 0 0 6 26 29 61 r I 31.70to 32.87) SIDESWIPE 0 0 0 4 7 11 TURING 0 0 11 18 26 55 n OTHER2 0 0 1 0 2 3 TOTAL 4 25 59 73 162 ANGLE 0 0 4 6 11 ~ _ I FIXED OBJECT 0 0 0 1 2 BICYCLE 0 0 0 0 OR214 PEDESTRIAN 0 0 3 1 0 4 _j (Mile point REAR-END 0 0 5 26 27 58 38.13to 39.29) SIDESWIPE 0 0 0 3 4 TURING 0 0 7 11 9 27 L j OTHER2 0 0 0 2 3 TOTAL 0 0 17 45 47 109 :J ANGLE 0 0 5 8 10 23 FIXED OBJECT 0 0 3 6 10 BICYCLE 0 0 2 0 0 2 J PEDESTRIAN 1 4 6 5 0 16 Total Study REAR-END 0 0 11 52 56 119 Area SIDESWIPE 0 0 0 5 10 15 lJ TURING 0 0 18 29 35 82 OTHER2 0 0 1 2 3 6 LJ TOTAL 4 42 104 120 271 1 Property Damage Only (PDO} 2 Other collision types include backing, head on, and parked collisions, which accounted for less than 2% of the total collisions. Existing Conditions I [i]3iJ I n ---PAGE BREAK--- Bicycle and Pedestrian Collision Trends There were two collisions that involved a bicyclist and 16 that involved pe- destrians, one of which was a fatal collision as shown in Figure 2.5. A pre- liminary investigation of the bicycle and pedestrian collision data identified trends in location, roadway and environmental characteristics, and driver/ pedestrian behavior that are associated with collisions in the study area. The following graphs and tables summarize the notable trends. Figure 2.5: Bicycle and Pedestrian Collisions and Descriptions @ Stonehedge CourtO 0' o" Ul\QO\t M ¢ ~ 0 f-lvod • ve 0 II: -i > c; Vehicle traveling southbound fatally striking a pedestrian crossing mid block . Occurred on a rainy night at 7 pm. There were no street lights at this location. J Mt0 ::10d f·m? . @ & Ranc Vehicle traveling southbound failed to Sr O ~ •J u r " yield and struck a pedestrian crossing ~ in the crosswalk. The collision occurred e atlpm. ~ Avr: O Washington Elementary School cK '11Pj fJJarnc , t r. 0 0 Vehicle traveling southbound Lon S t Vehicle traveling southbound struck a pedestrian crossing midblock. The collision occurred on a clear night at 0 2 am. There were no street lights noted. struck a pedestrian crossing midblock. The collisions occurred on a cloudy night where the road was wet at 8 pm. There were no street li hts. Vehicle traveling southbound struck a pedestrian illegally crossing in the crosswalk (during a do not walk signal). The collision occurred at 8 pm. There were no street lights at this location. LEGEND ~ -Fatal ~ ·lnjuryA · Pedestrian Injury 8 0 -Bicycle Injury B • 11 0 · Injury( Existing Conditions I 1m 112 ---PAGE BREAK--- l n 1 l ~ I J u u As shown in Figure 2.6, 42% of bicycle and pedestrian collisions occurred along a straight, mid-block segment and 32% of collisions occurred at an intersection. The remaining collisions occurred at a driveway or alleyway. Figure 2.6: Percentage of Collisions by Roadway Character II Intersection 32% Time of Day and Lighting II Straight/Mid-block 42% Driveway or Alley 26% Figure 2.7 shows the distribution of collisions by time of day. As shown, re- ported bicycle and pedestrian crashes occurred in clusters during Midday (1 0:00 a.m.-3:00 p.m.) and evening (5:00 p.m.-9:00 p.m.) hours. While time of day is an important consideration, the reported lighting condi- tion can provide further insight as daylight hours shift throughout the year. As shown in Figure 2.8, 53% of bicycle and pedestrian collisions occurred during daylight hours, while 47% occurred during dark conditions, all of which were reported to not have street lighting. In comparison, only 19% of all motor vehicle crashes occurred during dark conditions (with or without street lighting). Figure 2.7: Number of Collisions by Time of Day Vl c 0 3 ~ 2 0 u - 0 CIJ E z 0 l l l l l 1 i l l ~ ~ r 1 l l 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hours Existing Conditions I Dm1J !13 ---PAGE BREAK--- Figure 2.8: Collisions by Lighting Condition Daylight 53% Dark, No Street Light 47% Figure 2.9 further investigates the correlation between lighting condition and crash severity. The fatality occurred in the dark with no street lights and 75% of the serious injury collisions occurred in the dark with no street lights. In other words, fatal and serious injury bicycle and pedestrian collisions are more likely to occur in the dark than during daylight hours, despite lower exposure volumes. It should also be noted that 1 OOo/o of the nighttime fatal and severe injury motor vehicle collisions during the study period involved a pedestrian. Figure 2.9: Collisions by Severity and Lighting Condition 100% V'l c 0 :!2!75% 8 ~50% Q) .0 E 2 25% 0% Dark- No Dark- No Street Light Street Light Fatality Injury A Injury B Injury C Existing Conditions I !mm I 14 ---PAGE BREAK--- n l II ~I : j LJ MOTOR VEHICLE OPERATIONS Existing traffic conditions were evaluated for the study area which included vehicular volume, speed, heavy vehicle summary, intersection turn move- ment volumes, existing intersection operations, and future intersection op- erations. Figure 2.10 shows the locations where data was collected. Figure 2.1 0: Data Collection Locations (jt) No Scale LEGEND - Project Study Corridor - Intersection Traffic Movement Count Locations * -Tube Count Location HARDCASTLE AV Medical LINCOLN RD BLAINE ST SERRES LN NE Existing Conditions I liJ:m I 15 ---PAGE BREAK--- Vehicle Volume, Speed, and Heavy Vehicle Summary Table 2.3, below presents the data collected from 24-hour bi-directional tube counts at the three selected location along OR 214 and OR 99E. This data includes vehicular volumes, 85th percentile speed, and the percentage of heavy vehicle traffic. As shown, the travel speeds range from 5 mph to 8 mph above the current posted speed limit. The percentage of truck traffic ranges from 5 percent to 8 percent. Table 2.3: OR 214 and OR 99E Bi-Directional Volumes, Speeds, and Heavy Vehicle Usage AVERAGE DAILY TRAFFIC Eastbound/Northbound 9,394 (49.9%) 11 1154 (49.9%) Westbound/Southbound 9,409 (50.1 11 ,181 (50.1%) Total 18,803 22,335 85TH PERCENTILE SPEED Eastbound/Northbound 41 mph 43 mph Westbound/Southbound 40mph 42mph Posted Speed 35 mph 35mph TRUCK TRAFFIC PERCENTAGE Ea~bound/Northbound 5.35% 7.70% Westbound/Southbound 7.26% 7.65% 10,989 (51.7%) 10,260 (48.3%) 21,249 f: 40mph 41 mph 35mph 7.23% 8.02% 10DOT 24-hour classification data collected on October 11,2016 and speeds counts were collected on October 11, 2016 and October 12,2016. To further understand the traffic patterns on OR 214 and OR 99E throughout a 24-hour period, Figure 2.11 to Figure 2.13 on the following pages present the hourly distribution of traffic for each of the three count locations. Existing Conditions I lillm 116 ---PAGE BREAK--- 1 l l l n ~I ' I : I J [J Figure 2.11: 24-Hour Directional Volumes West of Progress Way on OR 214 2000 1SOO ] 1000 soo Westbound • Eastbound n. n ~ ~ · ~ ~ Figure 2.12: 24-Hour Directional Volumes North of James Street on OR 99E ~ u 2000 1SOO :E 1000 soo n l lc ii I Southbound • Northbound J I Figure 2.13: 24-Hour Directional Volumes North of Laurel Avenue on OR 99E I 1500 Southbound n~ • Northbound soo I~ c c "c ~ I As shown in the 24-hour volume figures above, the highest traffic volumes occur consistently between 4:00 p.m. and 6:00 p.m. throughout the study area, which correlates to peak commute times and commercial usage. Al- though the peak hours occur at the same time of day across all count loca- tions, the peaking characteristics are much more prominent along OR 99E than on OR 214, where volumes are more consistent throughout the day. Existing Conditions llilmJ [17 ---PAGE BREAK--- Intersection Turn Movement Volumes Intersection vehicle turn movement volumes were collected at the following seven intersections along the study corridors. • OR 214/Front Street • OR Medical Center • OR 214/0R 99E14 • OR 99E/Mt. Jefferson Avenue • OR 99E/Hardcastle Avenue • OR 99E/Lincoln Street • OR 99E/Young Street The traffic volumes were collected during the morning (7:00 to 9:00 mid-day (2:00 to 4:00 p.m.) and evening (4:00 to 6:00 p.m.) peak periods. 15 The mid-day traffic volumes were collected to capture school related pedes- trian and bicycle volumes. The morning, mid-day, and evening peak hour traffic volumes, lane configurations, and traffic control for the seven study intersections are shown in Figure 2.14. 14 Historical traffic counts from 2010, provided by ODOT, were utilized for this intersection. Turning movement volumes were increased to existing levels based on the adjacent in- tersection (OR Medical Center and OR 99E/Mt Jefferson Avenue) approach volumes collected in October 2016. 15 Turn movement counts taken by Key Data Network on Tuesday, October 11 , 2016. Existing Conditions I 1mm I 18 ---PAGE BREAK--- 1 l l l J Figure 2.14: Existing Condition Traffic Volumes LEGEND # - Study Intersection fi) -Stop Sign g) -Traffic Signal -Lane Configuration AM (Midday] (PM)- Peak Hour Traffic Volumes Jnml!1il -Volume Tum Leh·Thru·Righ! Movement ADT Percent Heavy Vehicle l!D•Nel oq% 1 oomph) I 85th Percentile Speed 1. OR 214 @ Front St 2. OR 214 @ Medical Center ~!1il 41 [18](18) raJ..Dpl!l ~riill42s [573J f632J ;_nl m 34 [51] (62) (34) [33)39lD..t (654J [611J399 iill-t- mm~m (121) [115] 44 !1il~ M <0 M ~ ~ ~ ~g ~ ~ ~ 5. OR 99E @ Hardcastle Ave. 3. OR 214 @ OR 99E 6. OR 99E @ Lincoln St CHAPTER 4. OR 99E@ Mt. Jefferson Ave. OR 99E@ Young St. Existing Conditions I l!llm I 19 ---PAGE BREAK--- Existing Intersection Performance Existing traffic conditions at the study intersections were analyzed to under- stand study area traffic operations. The existing AM, Midday, and PM peak hour traffic operations at the study intersections were determined based on the 2000 Highway Capacity Manual methodology for signalized intersections and 2070 Highway Capacity Manual methodology for unsignalized intersec- tions.16 Mobility Standards Agency mobility standards often require intersections to meet level of ser- vice (LOS) or volume-to-capacity (v/c) intersection operation thresholds. • The intersection LOS is similar to a "report card" rating based upon aver- age vehicle delay. Level of service A, B, and C indicate conditions where traffic moves without significant delays over periods of peak hour travel demand. Level of service D and E are progressively worse operating con- ditions. Level of service F represents conditions where average vehicle delay has become excessive and demand has exceeded capacity. This condition is typically evident in long queues and delays. • The volume-to-capacity (v/c) ratio represents the level of saturation of the intersection or individual movement. It is determined by dividing the peak hour traffic volume by the maximum hourly capacity of an in- tersection or turn movement. When the v/c ratio approaches 0.95, oper- ations become unstable and small disruptions can cause the traffic flow to break down, as seen by the formation of excessive queues. OR 214 and OR 99E are Oregon Department ofTransportation (ODOT) facil- ities. The 7999 Oregon Highway Plan (OHP) classifies OR 214 as a statewide district highway and OR 99E as a statewide regional highway. Table 2.4 shows the mobility targets along OR 214 and OR 99E for signalized and unsignal- ized intersections. Table 2.4: Applicable Study Intersection Mobility Targets OR214 Statewide Highway, District Highway OR99E Statewide Highway, Regional Highway OR 214 and OR 99E are also classified as Reduction Review Routes (RRR). RRR are routes that have been identified as state highways that are subject to ORS 366.215 and required a review under OAR [SSN REDACTED], Division 12.17 Any improvements along these routes that have the potential to impact the travel of heavy vehicles on a RRR must be reviewed using the No Reduction of Vehicle-Carrying Capacity Flow Diagram. The estimated average delay, level of service (LOS), and volume to capacity (v/c) ratio of each study intersection are shown in Table 2.5. As shown in the table, all intersections currently meet ODOT's Mobility Targets. 16 Highway Capacity Manual, Transportation Research Board, Washington DC, 2000 and 2010. 17 Mobility Procedures Manual. Oregon Department ofTransportation. April 2015. fiml :JI! i i\?llaf;'@ j I' 0.95 0.90 Existing Conditions I DmiJ I 20 ---PAGE BREAK--- l ' J ~I Table 2.5: 2016 Existing Peak Hour Study Intersection Operating Conditions SIGNALIZED OR 214/Woodburn Health 0.95 4.7 A 0.27 5.8 A 0.35 Center OR 214/0R 99E 0.90 33.8 c 0.69 48.7 D 0.84 OR 99E/Hardcastle Ave 0.90 10.0 A 0.50 12.0 B 0.56 OR 99E/Lincoln St 0.90 8.1 A 0.45 10.0 A 0.57 OR 99E/Young St 0.90 13.2 B 0.47 12.9 B 0.53 UNSIGNALIZED OR 214/Front St 0.90 39.1 A/E 0.64 54.4 A/F 0.65 OR 99E/Mt. Jefferson Ave 0.90 26.5 A/D 0.05 >1 00 B/F 0.42 Signalized Intersections: Unsignalized intersection: Delay = Average Stopped Delay per Vehicle (sec) v/c = Volume-to-Capacity Ratio of Intersection LOS= Level of Service of Intersection Delay= Critical Movement Approach Delay (sec.) v/c =Critical Movement Volume-to-Capacity Ratio LOS =Major Street LOS/Minor Street LOS At the unsignalized intersection of OR 214/Front Street, the critical move- ment is the southbound left turn and at the intersection of OR 99E/Mt. Jeffer- son Avenue the critical movement is the northbound left turn in the AM peak hour and the eastbound left turn in the Midday and PM peak hour. Future Intersection Performance A 20-year growth rate was applied to the study intersections in order to proj- ect future transportation growth from 2016 to 2036. The annual growth fac- tor was obtained with direction from the ODOT Analysis Procedures Manual which utilizes ODOT Future Volumes Table 18. A growth rate of 0.58% per year was applied to traffic volumes along OR 214, while a growth rate of 1.22% per year was applied to volumes along OR 99E. The future AM, Midday, and PM peak hour traffic volumes, lane configurations, and traffic control for the seven study intersections are shown in Figure 2.15. 18 The 2035 Future Highway Volume Table is created using data from the Transportation Volume Tables. The future volumes are estimates only and local growth patterns and comprehensive plans may affect the actual outcome. 6.5 A 0.40 53.3 D 0.89 13.2 B 0.63 11.3 B 0.65 15.3 B 0.63 105.9 A/F 0.90 >100 B/F 0.83 Existing Conditions I l!llm I 21 ---PAGE BREAK--- Figure 2.15: Future Condition Traffic Volumes LEGEND # -Study Intersection 0 -Stop Sign nJ -Traffic Signal -Lane Configuration AM [Midday] (PM)- Peak Hour Traffic Volumes lniill!lil -Volume Tum Left·Thru·R;grt Movement 1. OR 214 @ Front St 2. OR 214@ Medical Center ~ ~ ~ ....t.lm46 [20] (20) llii~ ~ 475 [639] {706) -nl m 38 [57] (69) (38) f37]441!i..,t~ (730)[682]445 iill-t- I135Jf128]491liiV to ~ ~ 5. OR 99E@ Hardcastle Ave. HARDCASTLE AV 3. OR 214 @ OR 99E 6. OR 99E@ Unco/n St. SERRES LN NE 4. OR 99E@ Mt Jefferson Ave. 7. OR 99E@ Young St Existing Conditions lim I 22 ---PAGE BREAK--- l l .l Table 2.6 displays the projected 2036 traffic operations for the study inter- sections. As shown, the OR 214/0R99E, OR 214/Front Street, and OR 99E/Mt. Jefferson Avenue intersections fail to meet mobility targets during the Mid- day or PM peak periods. The unsignalized study intersections are expected to fail in 2036 as a result of heavy through volumes on the highway which provide few gaps for vehicles on the side street to enter the traffic stream. The signalized intersection of OR 214/0R 99E is also expected to fail in 2036 due to increased traffic volumes and limited capacity. Table 2.6: 2036 Future Peak Hour Study Intersection Operating Conditions SIGNALIZED OR 214/Woodburn Health Center 0.95 4.7 A 0.27 6.0 OR 214/0R 99E 0.90 36.2 D 0.73 57.1 OR 99E/Hardcastle Ave 0.90 10.4 B 0.54 14.8 OR 99E/Lincoln St 0.90 9.4 A 0.51 13.3 OR 99E/Young St 0.90 14.8 B 0.54 15.1 UNSIGNALIZED OR 214/Front St 0.90 48.8 A/E 0.72 >100 OR 99E/Mt. Jefferson Ave 0.90 9.3 A/D 0.06 > 100 Signalized Intersections: Unsignalized intersection: A 0.39 E 0.92 B 0.67 B 0.71 B 0.62 A/F 0.97 B/F >1.50 Delay= Average Stopped Delay per Vehicle (sec) v/c = Volume-to-Capacity Ratio of Intersection LOS = Level of Service of Intersection Delay= Critical Movement Approach Delay (sec.) v/c =Critical Movement Volume-to-Capacity Ratio LOS= Major Street LOS/Minor Street LOS Bold/Highlighted: Intersection fails to meet mobility targets. At the unsignalized intersection of OR 214/Front Street, the critical move- ment is the southbound left turn and at the intersection of OR 99E/Mt. Jeffer- son Avenue the critical movement is the northbound left turn in the AM peak hour and the eastbound left turn in the Midday and PM peak hour. STAKEHOLDER FEEDBACK The project team conducted in-person, phone, and mail (survey) interviews with several stakeholders in the vicinity of the study area. The purpose of the interviews was to gain a better understanding of the safety issues in the area, the concerns of local businesses and employers, the primary generators of pedestrian traffic, and ideas for improvements. The following stakeholders participated in the interviews. • Woodburn High School • Woodburn Police Department • Legacy Medical Center • Al's Garden Center • Woodburn Inn 6.8 A 0.44 84.7 F 1.06 23.6 c 0.81 17.8 B 0.79 21.6 c 0.77 >100 B/ F 1.35 >100 C/F > 1.50 Existing Conditions I lim1J I 23 ---PAGE BREAK--- The following stakeholders were invited but did not participate in the inter- views. • Salud Medical Center • Abby's Pizza • Bi-Mart • The End Zone Bar & Grill • Coastal Farm & Home • Woodburn Bowl • Assembly Hall of Jehovah's • Budget Inn Witnesses • Woodburn Inn Table 2.7 summarizes the feedback received from the participating stake- holders. Table 2.7: Summary of Stakeholder Feedback Do you have any general safety concerns along the study corridors? Are there any specific intersections, crossings, or other locations that you • The southern end the OR 99E corridor is dark. • There are pavement (potholes) and drainage (standing water) issues on the southern end of the OR 99E corridor, particularly in the outside lanes. • • The pavement condition on OR 214 is poor . There are a lot of heavy vehicles on OR 214 and Front Street due to the nearby garbage facility. • The new Red Light Running Camera at OR 214/0R 211/0R 99E is ter- rible. People drive more aggressively and speed through the intersec- tion to beat the light. • The marked crossing in front of the high school is currently staffed to help "platoon" pedestrians and limit the impact on traffic. The school district would support a PHB or RRFB and would prefer not to staff the crossing if other means can do the job. feel are unsafe? Why? • The Front Street loop ramp and terminal intersection near the High School are not pedestrian-friendly. Many students walk along/across this area to get to the main school entrance on Front Street. Where do you observe the highest volume of pedestrians? • The business near James Street on OR 214 draws a lot of pedestrians that tend to bypass the signal and cross mid-block. • Very few pedestrians attempt to cross during peak traffic hours. • A large portion of the High School students live in the residential area south of OR 214. There is no convenient and safe route for them to get to/from the school because there are no pedestrian facilities on the Front Street bridge over OR 214. Between Laurel Avenue and Young Street, there are several bars and restaurants that have limited parking - patrons tend to park on the opposite side of the street. Are there any locations where you (or your employees/ coworkers/customers) • want to cross the highway but feel unsafe doing so? Most people drive; very few walk anywhere, partly due to feeling un- safe, but mostly just for convenience purposes. Do you have any suggestions for safety • Construct a pedestrian bridge over OR 214 in front of the High School. • The widening/improvements to OR 99E that ended at Lincoln St should be extended south to Young Street. improvements? • Improve lighting along the entire corridor. • lnstall"active" warnings for crossings; static signs and markings do lit- tle to make drivers yield/stop. Existing Conditions I lilmJ I 24 ---PAGE BREAK--- l l l l ~l ~l ' I HIGH PRIORITY LOCATIONS Based on the previously discussed transportation system performance and stakeholder feedback, the locations shown in Table 2.8 were identified as high-priority locations and were the focus of field observations. Table 2.8: High Priority locations OR214 Progress Way to OR 99E • 2 injury pedestrian crashes, 1 injury bicycle crash Dense commercial uses on both sides of street and transit stops encourage pedestrian crossings Daytime Observations (11 :30 a.m.-1 :00 p.m., 4:30-6:00 p.m.) Near Bulldog Drive and Front Street Ramp 1 injury pedestrian crash Very high volume of vulnerable pedestrians Daytime Observations consistent with school start and end times Limited facilities along Front Street (7:00-8:00 a.m., 2:00-3:30 p.m.) • OR99E Laurel Avenue to Young Street 3 serious injury pedestrian crashes occurring at night Restaurants, markets, and neighborhoods create pedestrian demand in an area with limited facilities Daytime and Nighttime Observations (4:30-6:30 p.m., 9:00-10:00 p.m.) James Street to Lincoln Street 1 serious injury, 2 injury, and 5 possible injury pedestrian crashes Mixed land use (restaurants, bars, stores) draws pedestrian traffic Daytime and Nighttime Observations (4:30-6:30 p.m., 9:00-10:00 p.m.) Near Mt Jefferson Avenue • 1 fata l pedestrian crash at night, in the rain, at midblock location Daytime and Nighttime Observations (4:30-6:30 p.m., 9:00-10:00 p.m.) Field Observation Field observations were conducted on Tuesday, April 4th and Monday, April 1Oth by DKS Staff at or near the locations in Table 2.8. The weather on both days was in the low to mid 60s with some clouds and occasional drizzle on April 4th. Additional night time observations were conducted on Wednes- day, May 17th when the weather was clear. Woodburn High School near Bulldog Dr. & Front St. Ramp Observations were conducted during the afternoon release students. At the crossing location on OR 214, it was observed that when a single student crossed without a staff member present, the drivers did not always yield to the pedestrian. However, due to the large number of students that cross at this location, the school has volunteers that wear safety vests and instruct the students to wait, stay back from the road, and cross in groups when there is little to no traffic in the closest lane (eastbound). This improves the num- ber of drivers who yielded to pedestrians, however there were still at least two observed distracted drivers who did not yield even though the students were just about to cross and had stepped into the bike lane. Existing Conditions I I!Ilm I 25 ---PAGE BREAK--- Group of students crossing at Highway 214 after school (left) and group of students waiting to cross as a group as directed by the school staff member (right). The vehicles exiting the school at this location use the time that students cross as a gap to turn onto OR 214. Of the students that cross, approximately 70 to 75% continue west and 25 to 30% continue east. On the east side of the school, several students (approximately 25) walked towards Front Street where half used the bridge to cross OR 214 southbound and the other half used the Front Street "ramp" to cross under the bridge along OR 214 eastbound. There is a dirt path that has been created through the grass just south of Front Street from where the students walk. Students leaving towards Front Street (left) and students taking dirt path from Front Street to Highway 214 (right) Vehicle delay at the Front Street intersection during the pm peak was, on average, 2 to 3 minutes for southbound vehicles. Existing Conditions I [i]tm I 26 ---PAGE BREAK--- l l l 'l (I 'l . I lJ OR 214 near Woodburn Health Center Observations were conducted during the lunch hour and the p.m. peak pe- riod along OR 214 from OR 99E to approximately 500 feet west of the OR 214/Woodburn Health Center signalized intersection. It was observed that one family crossed mid block to wait at the bus stop in the afternoon period. There were no pedestrians observed crossing at a mid block locations during the p.m. peak, however some used the traffic signals to cross and the majori- ty of pedestrian were already on the south side of OR 214 to use the bus stop. Family crossing midblock (left) and children crossing at Woodburn Health Center (right) During observations, a Woodburn Transit bus dropped-off/picked up pas- sengers and a Canby Area Transit (see photo below) van/bus used the park- ing lot south of the bus stop to also drop-off and pick up passengers. Pedestrians waiting to board Canby Area Transit in Bi-Mart Parking Lot (left) or waiting to board Woodburn Transit (right) During the p.m. peak, the queues from the OR 99E signal reached the bus stop twice and were typically as far back as the Oil Can Henry's shop. Existing Conditions I limB I 27 ---PAGE BREAK--- OR 99E near Mt Jefferson Avenue Observations were conducted during the lunch hour and p.m. peak period. It was observed that one cyclist and one pedestrian crossed near the entrance to Safeway during the midday period. The pedestrian used the median to wait for a safe gap in vehicle to complete crossing. During the p.m. peak pe- riod there were two pedestrian that crossed near the entrance to Safeway. One pedestrian did not hesitate to cross while the other had to wait for a safe gap to cross and used the median to wait for a second safe gap. Pedestrians crossing midblock near entrance to Safeway using median as refuge OR 99E near James Street Observations were conducted during the p.m. peak period. During this time, there was one observed midblock crossing near Abby's pizza where a pe- destrian darted in front of traffic queued for the traffic signal at Hardcastle Avenue. OR 99E near Young Street Observations were conducted during the p.m. peak period. During this time, there was one observed mid block crossings near the Collision Repair Center. At the OR 99E/Young Street intersection, vehicles turning right would cross in front of pedestrians crossing from the far side. There were a few close calls between vehicles along this segment turning to/from the many driveways. OR 99E near Lincoln Street Observations were conducted during the p.m. peak period. During this time there were two "close" calls of pedestrians crossing near the Goodwill park- ing lot. There were several pedestrians in the areas, the majority of which traveled along the east side of OR 99E. Many pedestrians used the Key Bank parking lot or 7-Eieven parking lots to "cut through" instead of going to use the traffic signal and sidewalks. Pedestrian crossing mid block just north of Lincoln Street Existing Conditions I 1mm I 28 ---PAGE BREAK--- l n ~I II I . I ~ I _I Night Observations Night observations were conducted on Wednesday May 17, 2017 from ap- proximately 8:45 pm to 1 O:OOpm. It was observed that lighting along OR 214 was sufficient for the majority of the highway; however, from the Front Street bridge to the Woodburn Health Center light could be improved. Along OR 99E, the lighting is not sufficient for an urban area and a corridor wide light- ing improvement would increase the safety of pedestrians. Results Report 562 provides guidance and considerations for installing pe- destrian crossing treatments at unsignalized intersections; in all cases, en- gineering judgment should be used in selecting a specific treatment for installation. Recommendations range from a proposed signal or enhanced/ activated crossing treatments to considering a raised median island or curb extensions. The general recommendations for the potential mid block crossing locations along OR 214 and OR 99E are summarized in Table 2.9. The complete worksheets can be found in the appendix. Table 2.9: Crossing Treatment Recommendations I OR 214 near Woodburn High School Signal - Rapid Rectangular Flashing Beacon (RRFB) or Pedestrian Hybrid Beacon (PHB). OR 99E near Mt. Jefferson Avenue Consider raised median islands, curb extensions, traffic calming, etc. as feasible. OR 99E near James Street Consider raised median islands, curb extensions, traffic calming, etc. as feasible. OR 99E near Williams Avenue Consider raised median islands, curb extensions, traffic calming, etc. as feasible. OR 99E between Blaine Street and Aztec Drive Consider raised median islands, curb extensions, traffic calming, etc. as feasible. OR 99E between Laurel Avenue and Tomlin Avenue Consider raised median islands, curb extensions, traffic calming, etc. as feasible. I Existing Conditions I lmfi) I 29 ---PAGE BREAK--- ---PAGE BREAK--- l l l Cl CHAPTER Crossing Treatment Toolbox This section summarizes several potential pedestrian crossing enhancements which can be applied to crossing locations along the OR 214 and OR 99E corridors in Woodburn, Oregon. Each crossing location should be reviewed to determine the appropriate combination and application of treatments.13 The toolbox includes the following treatment options: • Median Refuge Islands and Curb • Extensions Overhead Flashing (Standard and RRFB) • Rectangular Rapid Flashing Bea- • Street Lighting Beacons con (RRFB) with Raised Median • Transit Stop Improvements • Pedestrian Hybrid Beacon (PHB) • Access Management Cost Estimates The cost estimates listed with each crossing enhancement are planning level cost estimates based on comparisons to similar, constructed projects. Cost estimates are listed per pedestrian crossing and where possible show the estimated Project Engineering (PE) and Construction Engineering (CE) costs. Improvements not Included Items which were considered but left out of the Pedestrian Toolbox include: • Traffic Calming Measures: These measures (i.e. speed humps, narrow lanes) are not consistent with the 'arterial' and 'truck route' classifications of OR 214 and OR 99E and emergency services needs. • Lowering Speed Limit: The speed limit is determined by roadway char- acteristics and the 85th percentile speed of traffic. Studies show that 'artificially' lowering the speed of a roadway is ineffective at garnering driver compliance. However, some of the other improvements may calm traffic and result in lower travel speeds. Therefore, after other projects have been implemented, future speed limit lowering investigation can be performed to see if lowering the speed is justified. • In-Roadway Lighting: These are highly susceptible to roadway damage (especially snow plows), cost intensive for both installation and mainte- nance, and are not approved by ODOT for use on state highways. • Grade-Separated Pedestrian Crossing Pedestrian Bridge or Tun- nel): This measure would be very expensive and require significant right of way to address ADA needs. In addition, such crossings are not always used by pedestrians. 13 All marked crosswalks on t he state highway system require State Traffic-Roadway Engi- neer approval. ---PAGE BREAK--- Median Refuge Islands And Curb Extensions Median refuge islands are raised curbs that provide a clear pedestrian area that are placed in the center of the roadway and separate opposing lanes of traffic. They can have a staggered or straight pedestrian cut-through or path configuration. Curb extensions are protracted corner curbs that can be utilized for both signalized and unsignalized intersections and mid-block lo- cations. Objective Median refuge islands provide a sheltered place (vertical deflection) in the median where pedestrians can wait for gaps in traffic. They also allow a two- stage crossing to occur where the pedestrian clears one direction of travel movement at a time on two-way streets. A refuge island with a staggered pedestrian cut-through or path requires the pedestrian to turn towards on-coming traffic before crossing, which encourages the pedestrian to look at the on-coming traffic. Curb extensions and median refuge islands provide pedestrians with shorter crosswalk travel length and improve the visibility of pedestrian when on-street parking is present. They also reduce vehicle lane width, thus, vehicle speeds are often reduced as well. Advantages • Allows pedestrians to cross one direction of traffic at a time • Provides a protected area for pedestrians • Reduces the size of individual gaps needed to make a safe crossing • Provide a better view of oncoming traffic when using a staggered cut- through path • Contributes to traffic calming Disadvantages • Added obstruction in roadway • May need additional ROW to meet ADA require- ments for ramps by sidewalks. • Medians can conflict with left turn access to pri- vate driveways and public streets • Curb extensions can adversely affect bicycle mo- bility; special considerations should be taken when designing these in conjunction with bicycle facilities. Estimated Cost • $30,000 per crossing with median refuge island (PE/CE: $8,000). • $12,000 per curb extension (PE/CE: $2,500). . ---PAGE BREAK--- l l ~ I u ~ l ~ I l Rectangular Rapid Flashing Beacon (RRFB) With Raised Median The Rectangular Rapid Flashing Beacon (RRFB) is a special LED flashing de- vice installed below a crosswalk sign and placed at marked, unsignalized crosswalk locations.15 The RRFB is pedestrian actuated with either hardwired or wireless pushbuttons. It can also be wireless and solar powered, which would make for easier installation (though monetary cost would be approxi- mately equal due to higher equipment cost). Objective The RRFB increases pedestrian visibility by attracting driver attention with the flashing beacons and making them aware of the pedestrian's presence. Studies to date have shown driver stopping compliance rates around 80% when not paired with a median, but upwards of 88% to 90% when paired with a median. Advantages • High motorist compliance, while yielding low rear-end resulting vehicle crashes • Improves pedestrian visibility and safety • Allows for normal traffic flow when not actuated • Solar or AC power capable • Lower installation cost as compared to traffic signal pole type installations Disadvantages • Interim approval status with FHWA • Larger roadways can make curb-side signing less obvious to motorists • Does not provide a 'red' condition which requires vehicles to stop • Can have a 'dimming' effect when power is low Estimated Cost $62,000 per crossing; includes installation of raised median ($30,000) and four sign assemblies ($8,000 each), which include solar panels, and wireless system. Note: only two sign as- semblies are needed if no median is installed (PE/CE: $16,500). 14 Pictures from Manual on Uniform Traffic Control Devices (MUTCD) web- site, http://mutcd.fhwa.dot.gov/, 6/ 16/ 2010. 15 on the state highway system require State Traffic-Roadway Engi- neer approval. 14 ---PAGE BREAK--- Pedestrian Hybrid Beacon (PHB) A pedestrian hybrid beacon (PHB)1 also known as a High Intensity Activated Crosswalk (HAWK)/ uses a Yellow-Red lens configuration (two red lens on top and yellow lens on bottom) to provide a signalized/ mid-block pedestrian crossing.16 The PHB is used to warn and control traffic to assist pedestrians in crossing a street at a marked crosswalk. Objective The PHB is designed to require traffic to stop for the pedestrian walk interval (steady red) and to allow traffic movement during the flashing /dont walk/ stage of the pedestrian crossing (flashing red) if the pedestrians have cleared. The PHB also provides flashing yellow and solid yellow warning indication to traffic that indicates the upcoming /walk/ stage/steady red. Report 562 documented compliance for this type of beacon crosswalk at upwards of90%? Advantages • Provides a /red/ condition which requires vehicles to stop for pedestrians • Can be installed at locations that do not meet typical traffic signal vol- ume warrants • Improves visibility of crossing and pedestrians • Gives drivers an indication that conditions are changing with a flashing yellow and steady yellow indication/ and provides a clearance interval • Pedestrian actuated/ not active all of the time • MUTCD approved (Section 4F.02) Disadvantages • High installation and maintenance costs • Drivers may stop for /dark/ signat when PH B is not actuated. • Device is new and drivers are unfamiliar with the PHB. Estimated Cost • $150/000 per crossing (PE/CE: $30/000). 16 HAWKs on the state highway system require MUTCD warrant analysis and State Traffic-Roadway Engineer approval. 17 562, pg. 17. I 1m 133 ---PAGE BREAK--- l l l l l l l J J j .J J Ll u I Overhead Flashing Beacons Overhead flashing beacons are flashing amber beacons installed on traffic signal poles and mast arms along with overhead signs. Warning signs are typically placed in advance of the marked crosswalk or on signs located ad- jacent to the crosswalk entry. The flashing beacons can be programmed to either operate continuously or be pedestrian actuated. A continuously flash- ing beacon requires Region Traffic-Roadway Engineer approval while a pe- destrian actuated flashing beacon requires State Traffic-Roadway Engineer approval. Recent proposals to the Federal Highway Administration (FHWA) for overhead installations have included the use of RRFB on the mast arm, in lieu of the standard flashing amber beacon. While this was approved for experimental use by FHWA at a crossing in the State of Washington, it has not been implemented in the field to date. Objective Overhead flashers are used to increase driver awareness when approaching a marked crosswalk at an uncontrolled location. 562 documented wide ranging vehicle yielding compliance for these types of beacons. Compliance was generally higher when some form of pedestrian actuation was used in conjunction with the overhead flashing beacon installation. Advantages • Increase driver awareness • Can be pedestrian activated Disadvantages • Does not provide a steady red signal indication requiring traffic to stop • High installation cost and some maintenance costs • Compliance is highly variable Estimated Cost • Standard Flashing Amber: $80,000 per crossing (PE/CE: $15,000) • Overhead RRFB: $100,000 per crossing (PE/CE: $15,000) llmm 134 ---PAGE BREAK--- Street Lighting Street light poles are located near high-pedestrian and bicycle activity lo- cations and can be added on one or both sides of the street. They can also be oriented toward pedestrian activity at key locations such as transit stops, bicycle conflict points and commercial land uses. Light levels should satisfy both the appropriate recommended lighting levels provided by the Road- way Lighting guidelines and applicable ODOT/City ofWoodburn standards.18 It is ODOT policy that urban lineal lighting is the responsibility of the local jurisdiction. Objective Street lighting provides increased pedestrian and bicycle visibility during the night and the dawn/dusk periods of the day by providing contrast between the pedestrian and their surroundings. Advantages • Improved pedestrian and bicycle visibility during nighttime, dawn, and dusk hours • Improved vehicle visibility for pedestrians and bicycles to judge gaps in traffic • Greater pedestrian safety by providing improved visual recognition of approaching pedestrians and bicyclists Disadvantages • Installation costs • Maintenance costs • ROW constraints may not allow installation of lighting Estimated Cost $1,000 per light for utility pole mounted lights and approximately $15,000 per pole for ODOT steel cobra head street light poles (including conduit, wiring and trenching). (PE/CE: $4,000 per light or 27%). 18 Roadway Lighting RP-8-14. Illuminating Engineering Society. 2014. I limB 135 ---PAGE BREAK--- l l l l l l l l u Ll u Ll u u L L Recommendations CHAPTER This section documents the development of recommended pedestrian safe- ty improvements for the OR 214 and OR 99E corridors in the City of Wood- burn, Oregon. These recommendations are based on the findings of safety and operational analyses, field observations, and feedback from the City of Woodburn, the Technical Advisory Committee (TAC), and local stakeholders. Stakeholder interviews provided important local knowledge of the study corridor and helped in the assessment of existing needs and deficiencies. The safety improvement concepts that were developed for this corridor con- sist of pedestrian crossing treatments at key locations as well as pedestrian and bicycle related traffic signal and corridor-wide treatments. PEDESTRIAN CROSSING TREATMENTS Significant attention was given to the development of pedestrian crossing treatment concepts. The intent of the crossing treatments will be to provide crossing enhancements and facilitate pedestrian movements at key pedes- trian crossing locations. The pedestrian crossing treatment discussion in- volves the pedestrian crossing "toolbox" (as previously discussed in Chapter improvement location prioritization, and explanations of potential cross- ing improvement concepts for selected locations along the study corridor. Pedestrian Hybrid Beacon It is recommended that a pedestrian hybrid beacon (PHB) be installed at the existing midblock crossing on OR 214 near Woodburn High School. At this location, the high number of pedestrian in the morning and afternoon peaks that correlate with the beginning and end of the school period war- rant some form of signalization based on the analysis results. Both an RRFB and PHB were considered for this location, however the PHB is recom- mended due to its ability to be programmed and coordinated with nearby signals. With the near constant stream of students going to and from school, an RRFB would be activated continuously during peak periods, significantly impacting traffic flow on the highway. The PHB can be programmed to allow crossings at set intervals, minimizing the impact on through traffic. It should be noted that the installation of a PHB would require approval by the State Traffic-Roadway Engineer. Pedestrian Improvement Design Concepts llilmJ I 40 ---PAGE BREAK--- Prioritization for Mid block Crossing Locations Potential midblock crossing improvement locations along OR 99E were pri- oritized based on a variety of factors. The purpose of the prioritization pro- cess was to identify where new pedestrian crossing treatments could be con- structed where safety needs are evident as well as to facilitate future funding resources. Therefore, the primary locations that were considered were those within the study area located farther than 250 feet from the nearest signal- ized pedestrian crossing. 13 The prioritization of potential crossing improvement locations was per- formed based on feedback from stakeholders and the TAC as well as evalua- tion criteria established through coordination with the City, ODOT, and TAC. Different weighting factors were applied to provide emphasis to selected criteria, especially to pedestrian and bicycle collisions. The evaluation criteria include the following (listed in order of greatest weighting): • Number of collisions in the vicinity during 2011-2015 • Collisions involving pedestrians and bicyclists in the vicinity during 2011-2015 • Pedestrian volumes during AM, Midday, and PM peak hours • The presence of nearby pedestrian generators including: School Crossings Motels Residential Connections Restaurants/Convenience Markets Nearby Transit Stops Scores for each location were calculated by summing the applicable weight- ed criteria scores for each potential location. Each collision was weighted five points and an additional five points were added if it was a pedestrian or bicycle collision, pedestrian volumes were weighted one point if greater than ten pedestrians during the peak hour and two points if greater than 20 pedestrians during the peak hour, and pedestrian generators were weight- ed by two points per generator. The prioritized list of the top five locations resulting from the application of the evaluation criteria is provided in Table 4.1 . A detailed scoring table is provided in the Appendix. It should be noted that locations 2, 3, and 4 have similar weighted scores suggesting very mi- nor differences between sites. The ran kings account for the small differences in scoring, however it is suggested that these three locations be prioritized equally for safety improvements. 13 Evaluation of Alternative Pedestrian Control Devices, SPR 721, ODOT, 2012. Pedestrian Improvement Design Concepts I 1mi1 I 41 ---PAGE BREAK--- l l l l l l ] l J J ~I L I ' L Table 4.1: Weighted Scores and Rankings for New Crossing Locations 2 3 4 5 OR 99E near Williams Avenue OR 99E between Laurel Avenue and Tomlin Avenue OR 99E between Blaine Street and Aztec Drive OR 99E near Mt Jefferson Avenue OR 99E near James Street • 71 44 43 42 23 • • • Nearby pedestrian generators include La Tovara, Casa Mexico, Mash ita Teriyaki, Tienda Mexicana El Co Cheque, Carniceria El Ranch ito, and The Woodburn Inn. Seven total collisions, two of which involved a bicycle or pedestrian. Nearby pedestrian generators include Domino's Pizza, Arctic Circle, Curt's Body Shop, Cave Audio and nearby residential homes. Four total collisions, none of which involved a bicycle or pedestrian. Nearby pedestrian generators include Los Laurels, Mama's Russian Food, Los Machetes Cemitas Poblanas, 7 Mares, Elena's Fabrics and Jewelry, Recodo Fruteria, and nearby residential homes. • Four total collisions, one of which involved a bicycle or pedestrian. Nearby pedestrian generators include Burger King, Starbucks, Los Cabos Mexican, the Woodburn Liquor Store, Safeway, and Bi-Mart. • Two total collisions, one of which involved a bicycle or pedestrian. Nearby pedestrian generators include Abby's Legendary Pizza, Gina's, Al's Garden & Home, and O'Connell's Boots and Raingear. • One collision, which did not involve a bicycle or pedestrian. CHAPTER Pedestrian Improvement Design Concepts I limiJ I 42 ---PAGE BREAK--- New Crossing Improvements Potential crossing improvements were evaluated for each of the five high-pri- ority locations. Figure 4.1 shows an overview map of the prioritized locations. Each location is discussed in the sections below from highest to lowest rank- ing, including pedestrian crossing improvement concept figures and identi- fication of potential street lighting improvements. Figure 4.1: Priority Crossing Locations w No Scale LEGEND - Project Study Corridor DJ -Existing Traffic Signal c::J -Mid-block Crossing Location and Prioritization Order HARDCASTLE AV LINCOLN RD BLAINE ST SERRES LN NE Pedestrian Improvement Design Concepts llilmJ I 43 ---PAGE BREAK--- l l l l l l u Ll u L I I Priority Location #1 -Williams Avenue The segment of OR 99E near Williams Avenue just south of Hardcastle Ave- nue, ranked as the first priority location due to the seven collisions, two of which were bicycle or pedestrians, high number of restaurants and conve- nience markets, and the Woodburn Inn. A conceptual figure of a raised medi- an and marked crosswalk is provided in Figure 4.2. Figure 4.2: Conceptual Figure of Mid-block Crossing near Williams Avenue LEGEND · Existing Sidewalk ~ - Private Driveway l f -Street Light ~ No Scale Pedestrian Improvement Design Concepts I [i]lilJ I 44 ---PAGE BREAK--- Priority Location Laurel Avenue/Tom lin Avenue The segment of OR 99E between Laurel Avenue to Tomlin Avenue is ranked as the second priority location due to the four collisions and high number of nearby pedestrian generators and residential areas. A conceptual figure of a raised median and marked crosswalk is provided in Figure 4.3. Figure 4.3: Conceptual Figure of Mid-block Crossing between Laurel Avenue to Tomlin Avenue Pedestrian Improvement Design Concepts llmtiJ I 45 ---PAGE BREAK--- l l l n [J ~ l ~ l u ll u L I Priority Location #3 - Blaine Street/ Aztec Drive The segment of OR 99E between Blaine Street to Aztec Drive is ranked as the third priority location due the high number of pedestrians crossing during the mid-day peak hour (eleven) and the pm peak hour (nine). There are also several restaurants along this segment of OR 99E. A conceptual figure of a raised median and marked crosswalk is provided in Figure 4.4. Additionally, the same location is shown with an RRFB option and supplemental signage. The RRFB and supplemental signage could be an option at each location. Figure 4.4: Conceptual Figure of Mid-block Crossing between Blaine Street to Aztec Drive (with RRFB Option) Rapid Rectangular Flashing Beacon Option es"f;; · Sidewalk In-fill f · Street Light Pedestrian Improvement Design Concepts I lii:m I 46 ---PAGE BREAK--- Priority Location Mt Jefferson Avenue The segment of OR 99E near Mt Jefferson Avenue is ranked as the fourth priority location due to the high number of pedestrians crossing during the pm peak hour (12). There is a transit stop on the east side of OR 99E near the access to the Safeway shopping area. This location has an existing median from the OR 214/0R 99E intersection that is frequently used by pedestrians for two-stage crossing. A conceptual figure of a raised median and marked crosswalk is provided in Figure 4.5. Figure 4.5: Conceptual Figure of Mid-block Crossing near Mt Jefferson Avenue LEGEND · Existing Sidewalk EJ . Bus Stop 'iC:J' . Private Driveway f ·Street Light Pedestrian Improvement Design Concepts llim'lll 47 ---PAGE BREAK--- l l l l l l l l : J u Ll I Priority Location #5 -James Street The segment of OR 99E near James Street is ranked as the fifth priority lo- cation due to the high number of pedestrians crossing during the mid-day peak hour (18) and pm peak hour (15). There is a transit stop on the west side of OR 99E and James Street provides connection to several residential areas. A conceptual figure of a raised median and marked crosswalk is provided in Figure 4.6. Figure 4.6: Conceptual Figure of Mid-block Crossing near James Street LEGEND - Existing Sidewalk - Private Driveway EJ - BusStop f ·Street Light NuScalc Pedestrian Improvement Design Concepts I [im!J I 48 ---PAGE BREAK--- Corridor-wide Treatments Corridor-wide pedestrian safety treatments were also considered along the entire length of the study corridor to improve overall pedestrian safety. Treat- ments include street lighting and sidewalk improvements. Street Lighting The Highway Safety Manual states that collisions could be reduced by 28% when lighting is provided on roadways where there was previously no light- ing present.14 Even though there is some existing street lighting along the majority of the OR 214 and OR 99E corridor, ob- served lighting levels indicate that supplemen- tary lighting is needed in addition to the lighting proposed at the specific crossing improvement locations. Supplemental street lighting is recommended along the entire corridor with street lights pro- vided on utility poles where available. When a utility pole is not available, stand-alone cobra- head street lights are recommended, consistent with the overall vision of future corridor light- ing. This supplemental lighting is considered a mid-term priority. Coordination with the utility provider to relocate utility poles will be neces- sary to provide adequate light levels along the corridor. LED upgrades could also be considered that would improve the energy efficiency of the lighting system. New Cobrahead Street Light and Supplemental Lighting on Utility Pole Sidewalk Improvements A study completed by the FHWA states that col- lisions involving a pedestrian "walking along roadway crashes" could be reduced by 88% when walkways separated from the travel lane are pro- vided.15 Separated walkways for pedestrian, in- creases how comfortable a pedestrian feel using the facilities and they can increase the number of walking trips, practically in areas with mixed land uses. Additionally, sidewalks providing con- nections to public transit locations increase the transportation options for people who may not be able to drive a vehicle. New sidewalks along multi-lane roads 14 Evaluation of Alternative Pedes trion Control Devices, SPR 721, ODOT, 2012. 15 FHWA. Safety Benefits of Walkways, Sidewalks, and Paved Shoulders. FHWA Safety Program: Safe Roads for a Safer Future. February 1, 2013. ped_bike/tools_solve/walkways_trifold/> Pedestrian Improvement Design Concepts llilmJ I 49 I I ---PAGE BREAK--- l l l l l l l l l ] u Ll u I ' I L . CHAPTER Project Implementation Project implementation resources were prepared for the recommended crossing improvement concepts and overall corridor treatment options, which were previously discussed. The implementation resources include pri- oritization of the improvement projects and associated cost estimates. PROJECT PRIORITIZATION The recommended projects are listed by improvement type in Table 5.1 based on whether they are short-term or mid-term priority. No long-term priorities were found during this study. Table 5.1: Prioritized Safety Improvements on the OR 214 and OR 99E Corridor Pedestrian Crossing Improvement • PR[e];i Mid block crossing at Williams Avenue Mid block crossing at Laurel Avenue/ Tomlin Avenue Midblock crossing at Blaine Street/Aztec Drive Mid block crossing improvements near Woodburn High School Lighting at Williams Avenue Street Lighting • Lighting at Laurel Avenue/Tomlin Avenue Sidewalk lnfill • Lighting at Blaine Street/ Aztec Drive • Sidewalk infill at Williams Avenue Sidewalk infill at Laurel Avenue/Tom lin Avenue Sidewalk infill at Blaine Street/Aztec Drive Mid block crossing at Mt Jefferson Avenue Mid block crossing at James Street Lighting at Mt Jefferson Avenue Lighting at James Street Corridor lighting Sidewalk inti II at Mt Jefferson Avenue Sidewalk inti II at James Street Corridor sidewalk infill Project Implementation I lmm I 50 ---PAGE BREAK--- COST ESTIMATES Cost estimates were prepared for each of the recommended improvements and are listed in Table 5.2. A 20% engineering and construction fee and a 20% contingency were applied individually to the cost estimate for each location. The total estimated cost is $525,000 for all crossing improvements, which includes five midblock crossings and a pedestrian hybrid signal on OR 214 at the High School crossing location. The cost estimate for each midblock crossings includes a marked crosswalk to a center island, signs, curb ramps, and supplemental lighting. Additional cost estimates include $150,000 for the sidewalk inti II along OR 99E between Lincoln Street and Young Street and $300,000 for corridor-wide lighting improvements. The total estimated cost of all recommended improvements is $975,000. Table 5.2: Cost Estimates of Proposed Safety Projects CROSSING IMPROVEMENT LOCATIONS2 Midblock Crossing near Williams Avenue $75,000 Mid block Crossing between Laurel Avenue!Tomlin Avenue $75,000 Mid block Crossing between Blaine Street/Aztec Drive $75,000 Mid block Crossing near Jefferson Avenue $75,000 Mid block Crossing near James Street $75,000 Pedestrian Hybrid Signal (OR 214 at High School) S 150,000 Total Cost for Crossing Improvement Locations $525,000 CORRIDOR-WIDE TREATMENTS OR 99E (Lincoln Street to Young Street) Sidewalk lnfill S 150,000 Lighting Improvements $300,000 Total Cost for Corridor-Wide Treatments $450,000 Total Cost for All Improvement $975,000 1 A 20% engineering and construction fee and a 20% contingency were applied to the cost estimate for each location 2 The estimated cost for installing a RRFB at any of the above mid block crossing locations is an additional $40,000. Project Implementation I limlJ I 51 ---PAGE BREAK--- I I I L. L. APPENDIX Existing Peak Hour Traffic Counts ---PAGE BREAK--- i Traffic Count Axle Factor Sheet I Transportation Development Division Site: 11041 Date: 10/11/2016-10/12/2016 County: Marion Hours: 10/11/2016 4:00 AM-10/12/2016 4:00AM I City: Woodburn Highway 140 On Hillsboro-Silverton Hwy 140 (OR 214) Milepoint: 38.85 Location: Between Park Ave and Terra Lynn Dr I Count Number: 1.00 Weather: Cloudy Sgl. Unit Truck Sgl. Trailer Truck Multi Trailer Truck Motor- Total All Direction From Car Lt Truck Bus cycle Vehicle 2 Axl 3 Axl 4+Axl 4- Ax I 5 Axl 6+Axl 5- Axl 6Axl 7+Axl To East-West 6447 1705 538 24 7 328 131 36 15 3 14 126 35 9409 West-East 6196 2107 558 30 2 157 131 36 10 2 22 113 30 9394 Total Volume 12643 3812 1096 54 9 485 262 72 25 5 36 239 65 18803 Axle Factor 1.1 1.1 1 1.5 2 2 2.5 3 2.5 3 3.5 1.1 1 0.868 East Leg Veh 0/Count 13907 4193 1096 81 18 970 655 216 63 15 126 263 65 21668 East-West 6447 1705 538 24 7 328 131 36 15 3 14 126 35 9409 West-East 6196 2107 558 30 2 157 131 36 10 2 22 113 30 9394 Total Volume 12643 3812 1096 54 9 485 262 72 25 5 36 239 65 18803 Axle Factor 1.1 1.1 1 1.5 2 2 2.5 3 2.5 3 3.5 1.1 1 0.868 West Leg Veh 0/Count 13907 4193 1096 81 18 970 655 216 63 15 126 263 65 21668 ---PAGE BREAK--- r ' ~ Site: 11042 County: Marion City: Woodburn Milepoint: 32.03 Count Number: 1.00 Sgl. Unit Truck Direction From Car Lt Truck 2 Axl 3Axl To North-South 7473 2158 637 42 South-North 7643 1973 600 40 Total Volume 15116 4131 1237 82 Axle Factor 1.1 1.1 1 1.5 Veh 0/Count 16628 4544 1237 123 North-South 7473 2158 637 42 South-North 7643 1973 600 40 Total Volume 15116 4131 1237 82 Axle Factor 1.1 1.1 1 1.5 Veh 0/Count 16628 4544 1237 123 Traffic Count Axle Factor Sheet Transportation Development Division ' ~ i Date: 10/11/2016-10/12/2016 Hours: 10/11/2016 3:15 AM-10/12/2016 3:15AM Highway#: 081 On Pacific Hwy East Hwy 81 (OR 99E) Location: between Alexandra Ave and Jame Ave Weather: Cloudy Sgl. Trailer Truck Multi Trailer Truck Motor- Total All Bus cycle Vehicle 4+Axl 4-Axl 5 Axl 6+Axl 5- Ax I 6Axl 7+Axl 25 361 132 64 61 12 41 118 57 11181 3 343 126 52 61 10 65 159 79 11154 28 704 258 116 122 22 106 277 136 22335 2 2 2.5 3 2.5 3 3.5 1.1 1 0.853 North Leg 56 1408 645 348 305 66 371 305 136 26172 25 361 132 64 61 12 41 118 57 11181 3 343 126 52 61 10 65 159 79 11154 28 704 258 116 122 22 106 277 136 22335 2 2 2.5 3 2.5 3 3.5 1.1 1 0.853 South Leg 56 1408 645 348 305 66 371 305 136 26172 ---PAGE BREAK--- l ' Traffic Count Axle Factor Sheet • Transportation Development Division Site: 11043 Date: 10/11/2016-10/12/2016 County: Marion Hours: 10/11/2016 2:45 AM-10/12/2016 2:45AM j City: Woodburn Highway 081 I On Pacific Hwy East Hwy 81 (OR 99E) Milepoint: 32.64 Location: between Aztec Dr and Laurel Ave Count Number: 1.00 Weather: Cloudy Sgl. Unit Truck Sgl. Trailer Truck Multi Trailer Truck Motor- Total All Direction From Car Lt Truck Bus cycle Vehicle 2 Axl 3Axl 4+Axl 4- Axl 5Axl 6+Axl 5-Axl 6Axl 7+Axl To North-South 6554 2158 666 34 390 97 29 54 10 43 169 56 10260 I South-North 7450 2074 628 26 4 331 143 60 61 7 45 118 42 10989 I Total Volume 14004 4232 1294 60 4 721 240 89 115 17 88 287 98 21249 Axle Factor 1.1 1.1 1 1.5 2 2 2.5 3 2.5 3 3.5 1.1 1 0.856 North Leg Veh 0/Count 15404 4655 1294 90 8 1442 600 267 288 51 308 316 98 24821 I i I North-South 6554 2158 666 34 390 97 29 54 10 43 169 56 10260 I South-North 7450 2074 628 26 4 331 143 60 61 7 45 118 42 10989 Total Volume 14004 4232 1294 60 4 721 240 89 115 17 88 287 98 21249 Axle Factor 1.1 1.1 1 1.5 2 2 2.5 3 2.5 3 3.5 1.1 1 0.856 South Leg I Veh 0/Count 15404 4655 1294 90 8 1442 600 267 288 51 308 316 98 24821 I I ---PAGE BREAK--- l l I . I . I . I _I LJ ' I I Time of Day 6:00 6:15 6:30 6:45 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 Summary Of Traffic Count Transportation Development Division Site: 11044 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 140 On Hillsboro-Silverton Hwy Milepoint: 38.56 Location: 140 (OR 214) @ Front Street Count Number: 1.00 Weather: Clear Total North %of East and %of Entering Volumes and Volume South Total West Total North East West 126 12 9.5 114 90.5 12 54 60 209 20 9.6 189 90.4 20 86 103 214 18 8.4 196 91.6 18 60 136 245 24 9.8 221 90.2 24 80 141 278 30 10.8 248 89.2 30 123 125 282 34 12.1 248 87.9 34 127 121 308 39 12.7 269 87.3 39 119 150 337 45 13.4 292 86.6 45 110 182 267 24 9 243 91 24 96 147 246 17 6.9 229 93.1 17 105 124 229 10 4.4 219 95.6 10 100 119 264 15 5.7 249 94.3 15 [PHONE REDACTED] 79 7.8 933 92.2 79 487 446 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1214 73 6 1141 94 73 581 560 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1350 89 6.6 1261 93.4 89 646 615 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1418 88 6.2 1330 93.8 88 722 608 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1371 102 7.4 1269 92.6 102 629 640 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 347 17 4.9 330 95.1 17 189 141 311 18 5.8 293 94.2 18 157 136 384 26 6.8 358 93.2 26 163 195 ---PAGE BREAK--- Summary Of Traffic Count Transportation Development Division Site: 11044 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 140 On Hillsboro-Silverton Hwy Milepoint: 38.56 Location: 140 {OR 214) @ Front Street Count Number: 1.00 Weather: Clear Total North %of East and %of Entering Volumes and Time of Day Volume South Total West Total North East West 14:45 371 26 7 345 93 26 180 165 15:00 368 30 8.2 338 91.8 30 187 151 15:15 370 32 8.6 338 91.4 32 172 166 15:30 387 27 7 360 93 27 177 183 15:45 381 21 5.5 360 94.5 21 176 184 16:00 391 36 9.2 355 90.8 36 185 170 16:15 397 26 6.5 371 93.5 26 198 173 16:30 425 33 7.8 392 92.2 33 235 157 16:45 419 33 7.9 386 92.1 33 207 179 17:00 439 25 5.7 414 94.3 25 235 179 17:15 408 33 8.1 375 91.9 33 198 177 17:30 410 27 6.6 383 93.4 27 197 186 17:45 360 26 7.2 334 92.8 26 164 170 18:00 1325 95 7.2 1230 92.8 95 654 576 18:15 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 19:00 920 58 6.3 862 93.7 58 480 382 19:15 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 20:00 553 34 6.1 519 93.9 34 275 244 20:15 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 21:00 426 21 4.9 405 95.1 21 222 183 21:15 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 Total Count 18762 0 17399 93 0 1363 8895 8504 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 20639 0 19139 93 0 1500 9785 9355 ---PAGE BREAK--- l l l ~l I : j \ , I J I . I I Time of Day 6:00 6:15 6:30 6:45 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 Summary Of Traffic Count Transportation Development Division Site: 11045 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway 140 Hillsboro-Silverton Hwy 140 Milepoint: 39.07 Location: (OR 214)@ Woodburn Count Number: 1.00 Weather: Clear Total North %of East and % of Entering Volumes Volume and Total Total South West North East South West 111 9 8.1 102 91.9 1 50 8 52 166 19 11.4 147 88.6 0 67 19 80 161 8 5 153 95 0 59 8 94 199 16 8 183 92 0 75 16 108 207 14 6.8 193 93.2 0 101 14 92 231 14 6.1 217 93.9 0 130 14 87 235 16 6.8 219 93.2 2 110 14 109 294 27 9.2 267 90.8 4 140 23 127 252 31 12.3 221 87.7 8 109 23 112 243 22 9.1 221 90.9 4 108 18 113 244 29 11.9 215 88.1 7 114 22 101 287 35 12.2 252 87.8 14 126 21 126 1176 173 14.7 1003 85.3 51 456 122 547 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1335 210 15.7 1125 84.3 66 523 144 602 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1453 263 18.1 1190 81.9 86 557 177 633 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1567 285 18.2 1282 81.8 82 673 203 609 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1413 226 16 1187 84 70 536 156 651 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 348 69 19.8 279 80.2 20 133 49 146 352 58 16.5 294 83.5 17 149 41 145 378 72 19 306 81 33 131 39 175 395 56 14.2 339 85.8 15 168 41 171 369 67 18.2 302 81.8 24 147 43 155 ---PAGE BREAK--- Summary Of Traffic Count Transportation Development Division Site: 1104S Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 140 Hillsboro-Silverton Hwy 140 Milepoint: 39.07 Location: (OR 214) @ Woodburn Count Number: 1.00 Weather: Clear Total North %of East and %of Entering Volumes Volume and Total Total Time of Day West North East South West South 15:15 396 56 14.1 340 85.9 23 166 33 174 15:30 400 70 17.5 330 82.5 23 133 47 197 15:45 404 58 14.4 346 85.6 16 158 42 188 16:00 384 73 19 311 81 37 145 36 166 16:15 443 77 17.4 366 82.6 29 167 48 199 16:30 459 86 18.7 373 81.3 42 172 44 201 16:45 425 75 17.6 350 82.4 29 170 46 180 17:00 422 80 19 342 81 28 161 52 181 17:15 394 68 17.3 326 82.7 25 150 43 176 17:30 381 56 14.7 325 85.3 16 151 40 174 17:45 369 51 13.8 318 86.2 13 149 38 169 18:00 1398 222 15.9 1176 84.1 52 533 170 643 18:15 0 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 0 19:00 925 147 15.9 778 84.1 23 380 124 398 19:15 0 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 0 20:00 558 58 10.4 500 89.6 2 257 56 243 20:15 0 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 0 21:00 419 46 11 373 89 3 206 43 167 21:15 0 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 Total Count 19193 2942 16 16251 85 0 865 7760 2077 8491 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 21113 3236 16 17876 85 0 952 8536 2285 9341 ---PAGE BREAK--- l l Summary of Traffic Count Transportation Develoll_ment Division Site: 24212010 Date: 2/24/2010 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 081 OR99E @OR 211 & OR214 Milepoint: 31.70 location: OR211(east) OR214(west) Count Number: 1.00 Weather: Cloudy;Rain Summary By Movements Entering Volumes Time of Day NE-E NE-SW NE-W E-NE E-SW E-W SW-NE SW-E SW-W W-NE W-E W-SW TOTAL North- East East South- West West 6:00 2 26 9 8 s 22 71 6 9 12 13 4 187 37 35 86 29 ~l 6:15 s 21 6 11 10 26 93 16 14 11 31 12 256 32 47 123 54 6:30 8 42 7 11 13 48 123 24 17 23 33 8 357 57 72 164 64 6:45 10 50 13 22 12 56 118 24 27 34 33 19 418 73 90 169 86 7:00 15 65 13 12 24 48 74 36 19 23 31 10 370 93 84 129 64 7:15 11 71 12 17 27 51 !04 36 28 24 38 17 436 94 95 168 79 7:30 6 79 19 21 28 43 109 31 42 20 47 22 467 104 92 182 89 7:45 24 96 20 18 28 47 138 14 55 19 26 27 512 140 93 207 72 8:00 6 69 18 18 27 34 81 10 29 21 29 18 360 93 79 120 68 8:15 20 64 19 21 20 35 67 14 34 22 31 31 378 103 76 115 84 8:30 4 67 22 18 19 42 79 7 36 17 26 24 361 93 79 122 67 8:45 17 58 30 15 30 48 65 IS 41 18 23 20 380 !OS 93 121 61 9:00 52 220 93 51 96 ISO 252 42 149 80 [PHONE REDACTED] 365 327 443 351 9:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 54 262 78 63 116 177 163 54 222 85 [PHONE REDACTED] 394 356 439 451 10:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ~l l l 10:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 87 315 114 56 122 !56 258 52 245 127 [PHONE REDACTED] 516 334 555 516 11:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 76 324 118 64 141 198 296 51 254 110 [PHONE REDACTED] SIB 403 601 535 12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 II 12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00 71 339 96 58 134 196 277 53 227 119 [PHONE REDACTED] 506 388 557 527 13:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00 87 276 118 51 126 204 251 80 239 104 [PHONE REDACTED] 481 381 570 532 14:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J 15:00 29 117 36 14 37 49 107 IS 52 23 43 43 565 182 100 174 109 15:15 14 119 29 15 46 35 79 13 43 30 73 49 545 162 96 135 152 15:30 34 159 40 13 42 48 111 17 68 38 52 54 676 233 103 196 144 15:45 33 108 30 18 46 47 75 20 56 37 60 55 585 171 111 !51 152 16:00 36 121 33 15 47 53 92 29 49 30 56 50 611 190 115 170 136 16:15 34 135 40 8 52 76 100 18 56 53 72 46 690 209 136 174 171 16:30 36 142 40 17 50 76 90 19 60 31 67 42 670 218 143 169 140 16:45 18 152 27 21 54 72 76 24 58 30 74 55 661 197 147 158 159 J 17:00 37 !34 37 10 46 54 120 30 63 35 66 60 692 208 110 213 161 17:15 37 141 37 13 49 56 87 23 50 34 82 36 645 215 118 160 152 17:30 38 130 31 17 54 51 92 28 47 28 64 58 638 199 122 167 ISO 17:45 26 120 39 8 38 52 78 28 53 43 65 44 594 185 98 159 152 18:00 89 325 97 51 146 138 196 85 158 93 [PHONE REDACTED] 511 335 439 465 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 62 186 57 37 100 87 143 44 108 79 [PHONE REDACTED] 305 224 295 344 I l 19:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:00 44 133 79 33 73 133 95 31 71 57 96 66 911 256 239 197 219 20:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J ---PAGE BREAK--- Summary of Traffic Count Transportation Development Division Site: 24212010 Date: 2/24/2010 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 081 OR99E @ OR 211 & OR214 Milepoint: 31.70 Location: OR211(east) OR214(west) Count Number: 1.00 Weather: Cloudy;Rain Summary By Movements Entering Volumes Time of Day NE-E NE-SW NE-W E-NE E-SW E-W SW-NE SW-E SW-W W-NE W-E W-SW TOTAL North- East East South- West West 20:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:00 18 117 42 34 54 92 77 22 51 34 95 32 668 177 180 150 161 21:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Count 1140 4783 1499 859 1912 2730 4237 1011 2730 1544 2755 2397 27597 7422 5501 7978 6696 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 1254 5262 1649 945 2104 3003 4661 1113 3003 1699 3031 2637 30357 8165 6052 8776 7366 ---PAGE BREAK--- l l l 'j : ' \ L I u I J I I I I J I .J Time of Day 6:00 6:15 6:30 6:45 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 Summary Of Traffic Count Transportation Development Division Site: 11046 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 081 Pacific Hwy East Hwy 81 (OR Milepoint: 31.87 Location: 99E) @ Mt Jefferson Ave Count Number: 1.00 Weather: Clear Total North %of West and %of Entering Volumes and Volume South Total East Total North South West 203 200 98.5 3 1.5 54 146 3 213 210 98.6 3 1.4 52 158 3 286 280 97.9 6 2.1 83 197 6 279 279 100 0 0 106 173 0 296 291 98.3 5 1.7 111 180 5 311 306 98.4 5 1.6 113 193 5 321 318 99.1 3 0.9 137 181 3 386 377 97.7 9 2.3 151 226 9 295 284 96.3 11 3.7 132 152 11 286 271 94.8 15 5.2 122 149 15 315 305 96.8 10 3.2 129 176 10 313 292 93.3 21 6.7 130 162 21 1286 1195 92.9 91 7.1 582 613 91 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1447 1327 91.7 120 8.3 654 673 120 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1573 1431 91 142 9 682 749 142 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1746 1583 90.7 163 9.3 717 866 163 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1652 1494 90.4 158 9.6 706 788 158 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 406 371 91.4 35 8.6 181 190 35 446 406 91 40 9 189 217 40 432 391 90.5 41 9.5 188 203 41 ---PAGE BREAK--- Summary Of Traffic Count Transportation Development Division Site: 11046 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway 081 Pacific Hwy East Hwy 81 (OR Milepoint: 31.87 Location: 99E) @ Mt Jefferson Ave Count Number: 1.00 Weather: Clear Total North %of West and %of Entering Volumes and Time of Day Volume South Total East Total North South West 14:45 462 421 91.1 41 8.9 205 216 41 15:00 462 411 89 51 11 191 220 51 15:15 483 435 90.1 48 9.9 198 237 48 15:30 572 524 91.6 48 8.4 289 235 48 15:45 524 459 87.6 65 12.4 224 235 65 16:00 489 439 89.8 so 10.2 241 198 50 16:15 562 506 90 56 10 276 230 56 16:30 586 529 90.3 57 9.7 306 223 57 16:45 557 509 91.4 48 8.6 281 228 48 17:00 558 525 94.1 33 5.9 279 246 33 17:15 556 490 88.1 66 11.9 252 238 66 17:30 493 430 87.2 63 12.8 213 217 63 17:45 474 431 90.9 43 9.1 236 195 43 18:00 1646 1459 88.6 187 11.4 790 669 187 18:15 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 19:00 1098 959 87.3 139 12.7 523 436 139 19:15 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 20:00 667 593 88.9 74 11.1 293 300 74 20:15 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 21:00 434 393 90.6 41 9.4 222 171 41 21:15 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 Total Count 23115 21124 92 1991 9 0 10238 10886 1991 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 25427 23236 92 2190 9 0 11262 11975 2191 ---PAGE BREAK--- l l I l I ' l . I J I I \ j Time of Day 6:00 6:15 6:30 6:45 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 Summary Of Traffic Count Transportation Development Division Site: 24112010 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway 081 Pacific Hwy East(OR99E) @ Milepoint: 32.19 Location: Hardcastle Ave. Count Number: 2.00 Weather: Clear Total NE and % of East and % of Entering Volumes Volume sw Total West Total North- South- East West East West 236 199 84.3 37 15.7 53 16 146 21 251 213 84.9 38 15.1 58 20 155 18 330 278 84.2 52 15.8 84 23 194 29 357 313 87.7 44 12.3 120 18 193 26 337 271 80.4 66 19.6 97 38 174 28 358 298 83.2 60 16.8 106 36 192 24 413 347 84 66 16 154 43 193 23 472 392 83.1 80 16.9 163 34 229 46 306 269 87.9 37 12.1 121 19 148 18 316 276 87.3 40 12.7 142 27 134 13 337 300 89 37 11 125 15 175 22 346 304 87.9 42 12.1 135 25 169 17 1314 1176 89.5 138 10.5 602 76 574 62 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1478 1352 91.5 126 8.5 714 62 638 64 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1588 1432 90.2 156 9.8 706 76 726 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1772 1587 89.6 185 10.4 782 83 805 102 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1733 1581 91.2 152 8.8 794 66 787 86 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 446 401 89.9 45 10.1 216 22 185 23 489 450 92 39 8 235 21 215 18 412 355 86.2 57 13.8 168 28 187 29 534 475 89 59 11 239 29 236 30 495 430 86.9 65 13.1 216 29 214 36 ---PAGE BREAK--- Summary Of Traffic Count Transportation Development Division Site: 24112010 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 081 Pacific Hwy East{OR99E) @ Milepoint: 32.19 Location: Hardcastle Ave. Count Number: 2.00 Weather: Clear Total NE and %of East and %of Entering Volumes Time of Day Volume sw Total West Total North- South- East West East West 1S:15 518 465 89.8 53 10.2 226 25 239 28 15:30 581 506 87.1 75 12.9 274 43 232 32 15:45 582 483 83 99 17 278 62 205 37 16:00 548 486 88.7 62 11.3 272 33 214 29 16:15 620 530 85.5 90 14.5 289 55 241 35 16:30 645 554 85.9 91 14.1 335 47 219 44 16:45 626 539 86.1 87 13.9 324 46 215 41 17:00 608 528 86.8 80 13.2 276 36 252 44 17:15 607 521 85.8 86 14.2 290 51 231 35 17:30 583 495 84.9 88 15.1 258 47 237 41 17:45 515 452 87.8 63 12.2 253 35 199 28 18:00 1900 1615 85 285 15 911 146 704 139 18:15 0 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 0 19:00 1271 1045 82.2 226 17.8 605 112 440 114 19:15 0 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 0 20:00 816 683 83.7 133 16.3 372 81 311 52 20:15 0 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 0 21:00 517 460 89 57 11 254 27 206 30 21:15 0 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 Total Count 25257 22061 88 3196 13 0 11247 1652 10814 1544 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 27783 24267 88 3516 13 0 12372 1818 11896 1699 ---PAGE BREAK--- l l Summary Of Traffic Count l Transportation Development Division Site: 24262010 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM '1 City: Woodburn Highway#: 081 Pacific Hwy East(OR99E) @ Milepoint: 32.41 Location: Lincoln Ave. Count Number: 2.00 Weather: Clear \ Total NE and % of East and % of Entering Volumes Time of Day Volume sw Total West Total North- South- East West East West 6:00 223 207 92.8 16 7.2 68 1 139 15 6:15 228 206 90.4 22 9.6 60 3 146 19 6:30 306 275 89.9 31 10.1 97 4 178 27 6:45 357 333 93.3 24 6.7 138 6 195 18 7:00 326 298 91.4 28 8.6 124 4 174 24 7:15 361 335 92.8 26 7.2 143 10 192 16 7:30 404 380 94.1 24 5.9 170 4 210 20 7:45 422 382 90.5 40 9.5 174 6 208 34 8:00 274 248 90.5 26 9.5 112 4 136 22 ~ l 8:15 310 288 92.9 22 7.1 144 9 144 13 8:30 311 286 92 25 8 122 3 164 22 I 8:45 314 292 93 22 7 131 7 161 15 9:00 1244 1132 91 112 9 608 13 524 99 9:15 0 0 0 0 0 0 0 0 0 9:30 0 0 0 0 0 0 0 0 0 , I 9:45 0 0 0 0 0 0 0 0 0 10:00 1380 1265 91.7 115 8.3 679 20 586 95 J 10:15 0 0 0 0 0 0 0 0 0 10:30 0 0 0 0 0 0 0 0 0 10:45 0 0 0 0 0 0 0 0 0 11:00 1507 1357 90 150 10 674 22 683 128 11:15 0 0 0 0 0 0 0 0 0 11:30 0 0 0 0 0 0 0 0 0 11:45 0 0 0 0 0 0 0 0 0 \ I I 12:00 1681 1524 90.7 157 9.3 769 43 755 114 12:15 0 0 0 0 0 0 0 0 0 12:30 0 0 0 0 0 0 0 0 0 l , I 12:45 0 0 0 0 0 0 0 0 0 13:00 1633 1484 90.9 149 9.1 753 33 731 116 13:15 0 0 0 0 0 0 0 0 0 J 13:30 0 0 0 0 0 0 0 0 0 13:45 0 0 0 0 0 0 0 0 0 14:00 403 361 89.6 42 10.4 206 8 155 34 ' I 14:15 424 391 92.2 33 7.8 186 7 205 26 14:30 423 377 89.1 46 10.9 205 9 172 37 14:45 479 443 92.5 36 7.5 229 10 214 26 15:00 562 513 91.3 49 8.7 313 12 200 37 ---PAGE BREAK--- Summary Of Traffic Count Transportation Development Division Site: 24262010 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway 081 Pacific Hwy East(OR99E) @ Milepoint: 32.41 Location: Lincoln Ave. Count Number: 2.00 Weather: Clear Total NE and %of East and %of Entering Volumes Time of Day Volume sw Total West Total North- South- East West East West 15:15 484 435 89.9 49 10.1 223 13 212 36 15:30 519 479 92.3 40 7.7 262 10 217 30 15:45 538 483 89.8 55 10.2 294 12 189 43 16:00 505 471 93.3 34 6.7 259 10 212 24 16:15 551 499 90.6 52 9.4 290 9 209 43 16:30 647 597 92.3 50 7.7 356 19 241 31 16:45 568 518 91.2 50 8.8 317 9 201 41 17:00 574 520 90.6 54 9.4 261 8 259 46 17:15 591 554 93.7 37 6.3 315 9 239 28 17:30 523 473 90.4 so 9.6 262 10 211 40 17:45 505 463 91.7 42 8.3 259 9 204 33 18:00 1925 1790 93 135 7 931 31 859 104 18:15 0 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 0 19:00 1141 1038 91 103 9 626 15 412 88 19:15 0 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 0 20:00 725 650 89.7 75 10.3 365 9 285 66 20:1S 0 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 0 21:00 485 443 91.3 42 8.7 255 5 188 37 21:15 0 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 Total Count 23853 21790 92 2063 9 0 11380 416 10410 1647 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 26239 23969 92 2269 9 0 12518 458 11451 1812 ---PAGE BREAK--- l l l ~ I I' I I J Time of Day 6:00 6:15 6:30 6:45 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 Summary Of Traffic Count Transportation Development Division Site: 24272010 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 081 OR99E @ OR214 & Young St. Milepoint: 32.87 Location: {OR99E & OR214 common Count Number: 2.00 Weather: Clear Total NE and %of East and %of Entering Volumes Volume sw Total West Total North- South- East West East West 264 165 62.5 99 37.5 63 62 102 37 294 170 57.8 124 42.2 86 74 84 50 394 248 62.9 146 37.1 111 81 137 65 393 262 66.7 131 33.3 130 92 132 39 412 281 68.2 131 31.8 147 86 134 45 413 265 64.2 148 35.8 138 94 127 54 462 302 65.4 160 34.6 161 93 141 67 491 330 67.2 161 32.8 175 102 155 59 311 212 68.2 99 31.8 116 57 96 42 352 231 65.6 121 34.4 134 88 97 33 334 233 69.8 101 30.2 126 70 107 31 305 206 67.5 99 32.5 128 67 78 32 1272 918 72.2 354 27.8 544 246 374 108 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1433 1068 74.5 365 25.5 639 232 429 133 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1574 1143 72.6 431 27.4 633 267 510 164 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1765 1314 74.4 451 25.6 760 266 554 185 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1647 1237 75.1 410 24.9 724 261 513 149 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 434 305 70.3 129 29.7 182 75 123 54 446 332 74.4 114 25.6 193 63 139 51 458 342 74.7 116 25.3 186 54 156 62 502 361 71.9 141 28.1 219 76 142 65 489 366 74.8 123 25.2 212 66 154 57 ---PAGE BREAK--- I• Summary Of Traffic Count I• Transportation Development Division Site: 24272010 Date: 10/11/2016 County: Marion Hours: 6:00 AM-10:00 PM City: Woodburn Highway#: 081 OR99E @ OR214 & Young St. Milepoint: 32.87 Location: (OR99E & OR214 common Count Number: 2.00 Weather: Clear Total NE and %of East and %of Entering Volumes Time of Day Volume sw Total West Total North- South- East West East West 15:15 504 392 77.8 112 22.2 229 58 163 54 15:30 557 410 73.6 147 26.4 251 85 159 62 15:45 540 401 74.3 139 25.7 263 67 138 72 16:00 581 459 79 122 21 252 65 207 57 16:15 595 435 73.1 160 26.9 263 86 172 74 16:30 657 462 70.3 195 29.7 299 130 163 65 16:45 667 516 77.4 151 22.6 322 94 194 57 17:00 603 429 71.1 174 28.9 258 87 171 87 17:15 593 447 75.4 146 24.6 294 82 153 64 17:30 557 392 70.4 165 29.6 233 88 159 77 17:45 512 386 75.4 126 24.6 241 69 145 57 18:00 1814 1394 76.8 420 23.2 894 208 500 212 18:15 0 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 0 19:00 1225 904 73.8 321 26.2 585 152 319 169 19:15 0 0 0 0 0 0 0 0 0 19:30 0 0 0 0 0 0 0 0 0 19:45 0 0 0 0 0 0 0 0 0 20:00 744 551 74.1 193 25.9 343 88 208 105 20:15 0 0 0 0 0 0 0 0 0 20:30 0 0 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0 0 0 21:00 516 391 75.8 125 24.2 262 47 129 78 21:15 0 0 0 0 0 0 0 0 0 21:30 0 0 0 0 0 0 0 0 0 21:45 0 0 0 0 0 0 0 0 0 Total Count 25110 18260 73 6850 28 0 10796 3978 7464 2872 24hr Factor 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 24hrVolume 27621 20086 73 7535 28 0 11876 4376 8211 3160 ---PAGE BREAK--- l l I l_ I I I APPENDIX Level of Service Description ---PAGE BREAK--- TRAFFIC LEVELS OF SERVICE Analysis of traffic volumes is useful in understanding the general nature of traffic in an area, but by itself indicates neither the ability of the street network to carry additional traffic nor the quality of service afforded by the street facilities. For this, the concept of level of service has been developed to subjectively describe traffic performance. Level of service can be measured at intersections and along key roadway segments. Levels of service categories are similar to report card ratings for traffic performance. Intersections are typically the controlling bottlenecks of traffic flow and the ability of a roadway system to carry traffic efficiently is generally diminished in their vicinities. Levels of Service A, B and C indicate conditions where traffic moves without significant delays over periods of peak travel demand. Level of service D and E are progressively worse peak hour operating conditions and F conditions represent where demand exceeds the capacity of an intersection. Most urban communities set level of serviceD as the minimum acceptable level of service for peak hour operation and plan for level of service C or better for all other times ofthe day. The Highway Capacity Manual provides level of service calculation methodology for both intersections and arterials 1• The following two sections provide interpretations of the analysis approaches. 1 2000 Highway Capacity Manual, Transportation Research Board, Washington D.C., 2000, Chapter 16 and 17. ---PAGE BREAK--- l l l r-1 . I ~I I I ' I .J UNSIGNALIZED INTERSECTIONS (Two-Way Stop Controlled) Unsignalized intersection level of service is reported for the major street and minor street (generally, left turn movements). The method assesses available and critical gaps in the traffic stream which make it possible for side street traffic to enter the main street flow. The 201 0 Highway Capacity Manual describes the detailed methodology. It is not unusual for an intersection to experience level of service E or F conditions for the minor street left tum movement. It should be understood that, often, a poor level of service is experienced by only a few vehicles and the intersection as a whole operates acceptably. Unsignalized intersection levels of service are described in the following table. Level-of-Service Criteria: Automobile Mode Control Delay LOS by Volume-to-Capacity Ratio (s/vehicle) vic~ 1.0 vic> 1.0 0-10 A F > 10-15 8 F > 15-25 c F >25-35 D F >35-50 E F >50 F F Note: The LOS criteria apply to each lane on a given approach and to each approach on the minor street. LOS is not calculated for major-street approaches or for the intersection as a whole ---PAGE BREAK--- ---PAGE BREAK--- Collision APPENDIX Data ---PAGE BREAK--- ' . ' I • I_ I ' ! ---PAGE BREAK--- L l L_ _J _J 2011-2015 Collision Data Woodburn Pedestrian Safety Study Crash 10 Crash Date Hour lst Street 2nd Street Lat Long Road Character Collision Type Crash Severity Weather Road Surface Lighting cause 1440833 10/11/2011 19 PACIFIC HY 99E MT JEFFERSON ST 4S.149065 -122.833172 Straight Pedestrian Fatal Rain Wet Dark-No Street lights Failed to Yield 1SZl 327 S /17/2013 22 PACIFIC HY 9~ BLAINE ST - 45.141148 -122.840226 st;;;Jght p .;destrian Serl~u; Clear Dry - Dark-St reet-Lights- Failed to Yieid 1568353- l 0/18/2014- 2 o PACIFIC HY 99E YOUNG ST 45.137025 -122.843908 Intersection - Pedestrlan seriou;i'nj-;y - Dry---- - Dark-No Str; et Lights Disrega~ t he Traffic Signal :i607292 - 4 /26/2cils - ----z"PiiCIFIC HY 99E - YOUNG ST- - 45.137267 -1221i43692'Stra'ight P~n Serious ~ - D;y - - 1l~ lly in Roadway / t , ~ . 20 PACIFIC H TOMLIN . 4S.137747 ·-122.843264 Straight Ped e~trian Serious Injury C!.<'_udy Wet ~k-No Street Lig ~t.S. _ lllegal.ly in Roadway 14041S6 2/11/2011 20 PACIFIC HY 99E YOUNG ST 4S.137025 -122.843907 Intersection Turning Injury Cloudy Dry Dark-No Street Lights Failed to Yield - 1412003- S/26/2011 -l 6 PACIFIC HY 99E - WllLIAMSAvE - - · 4S.144034 - - 122~83765Z Alley - - - Tur~ing - lni;;-ry R~in- - Wet - - - - Daylight - - --Fail.;d t;;'"fuj;J , 1413388- 6i3/20ll 17 HILLSBORO:SILV HY MERIDIAN DR 45.150250 -122.as4!l38 Straight Read end Injury Clear Daylight - Folioing To;;-Ciose 1420418 8/1'3/2011--1-3 HILi:Sii'iiR0:SILV"HY" - PROGRESS WAY - 45.151413 -122.83S860 Alley -T~ing Injury- Cloudy--cry---- --Daylight- ----Fa-iled to r-1'4'2So99 - 9/26/2m--ls HILLSBORO-SILV HY - MERIDIAN DR 45.15ii354 - 12U~ght - - l~jury Dry Daylight Folioing Too Close r 143490S 12/11/2011 17 PACIFIC HY 99E YOUNG ST 4S.13702S -122.843907 Intersection Turning Injury . Cloudy Dry Dusk Failed to Yield [ 143S017 ::-12/14/201.!__ _ HILLSBoRO-Sil~ _ P'ROGREss WAY 45.151426-. :t"i2.836454 Alley__ _ --Turning lnj'!':y _ _ _ Dark-No Street Lights . Failed t~ Yield 1458136 4/10/2012 16 HILLSBORO-SILV HY PACIFIC HY 99E 4S.1S1359 -122.833750 Alley Turning Injury Cloudy Dry Daylight Careless 145'8060 4/12/i.o12 - HILLSBORO-SILVHY _ PARKAVE-- 45.1Sl556_ -122.841469 Straight Ped~rian _ __lrl~ry - - Cloudy__:::- o ;y Daylight::"~-=-== ll~gallyinRoadw!''L 1 1460409 S/1/2012 13 HILLSBORO-SILV HY TIERRA LYNN DR 45.1S1483 -122.839029 Intersection Read end Injury Clear Dry Daylight Inattention i4'63s24 6/10[2012 18 HILLSBOR0-:51liiHY PACIFiCHY'99E - 45.1SlZ95 -122 . 83121~on Reade;;d - inju;y Cl;a,-- - cry -o.viight Inattention 1465132 6/27/2012 16 HILLSBORO-SILV HY MERIDIAN DR 4S.150875 -122.852847 Straight Read end Injury Clear Dry Daylight Folioing Too Clo~e 1469721 8/16/2012 20 PACIFIC HY 99E - YOUNGs;:-- - - 4S.137025 -122.843907 lntersectio;;- Read end Injury Clear Dry Daylight Folioing Too Close 1473837 9/U /2012 . ~HillSBORO-SILV HY PARK AVE - 4S.1S1S41 -122:840836 Straight Turning Injury - Cle,; - Dry aylight Improper 1 1479413 11/3/201-2 16 PACIRCH Y 99E - 4S.1S1359 -1i2.833749 All;y Turnl;;'g . lnju""ry Cloudy - Dry Daylight F ailed to yj';jd-- - 1479831 11/3/2012 23 -PACIFIC HY 99E TOMLIN AVE - '4s.13786ii :122.843155 Straight - R~ in Wet - - ----o.rk-No Street Lights lllega ii VTri"~adw;y----- . 147S829 llt8tioi2 IDHILLSBORo:silv HY PACIFIC m 9E 45.151359 -122.833749 Straight Bik~- l~jury Clear "Da;k-Na stre-;;t'lights - 'iii~gally i~y 1507551 6/21/2013 10 HILLSBOR0-51 LV HY PACIFIC HY 99E 45.151327 -122.832482 Alley Turning Injury Cloudy Dry Daylight Failed to Yield I 'iSo8607 - 7ili20J.3 15 PACIFIC HY 99E YOiJN'Gs-T--.--== 45.137627 -12i84337o'Straight R~nd Injury - - - · Daylight Folioing Too Close I 1509881 7/13/2013 6 HY MERIDIAN DR 45.150420 -122.854345 Intersection Turning Injury Clear Dry Daylight Disregarded the Traffic Signal [ 1511615 7/30/2013 6 PACIFIC HY 99E YOUNG Sr- . - 4s.moi 4 -122.843908 lntersectio~ Angle - tnj~ Dry - - ""D.Viight"". Disregarded the Traffic Signal 1513394 8/16/20l3- -u Hv-- PARK AVE·- - 45.151548 "':122.841062 Intersection Turn~ - - lnju;y------ Clear Dry Daylight Carele~ - 1521393- 10/1/2a13 - 12 HILLSBORO-Sii:VHY - PARK AVE 45.151S33 ::t"22.B40 609-straight Read end - l n)ury - - Rain - - W~t - - --~light- - · Reckle~ - 1550393 1/10/W~ 13 Hi - --PROGREsS WAY - - 45.~ -122.839029 ln'U!rsectio~ ~ ---InjurY '"'Da'Yiight---·---P-as;;;J Stop Sign 1559900 7tli7Wl4 - lS'PACJFIC HY 99E____ HiilsBCiRo-:silv HY 45.151795 -12'2.8307Bo Straight Read;nd- i;;Jury - Clear Dry -o.viighl- ----'Foi~iTo;;a .;-se _ 1560555 7/22/2014 15 HILLSBORO-SILV HY PARK AVE 45.151S48 --122.841062 Intersection Read end Injury Clear Dry Daylight Folioing Too Close 1561608 - 8/2/2014 U HILLSBORO-SilVHY - PACIFIC HY99E 45.151295 - 122 .831216"1n't ;;-rsecti~n Head On - lnjury - · Cl; ar DrY - - Dayl ight - - - I mproper Driving 1565307 9/13/2014 16 HiLLSBORO-SILV HY PACIFIC HY 99E - 45.151348 -122.833327 Straight Fixed Obje~t-- lnj;;-rY . Clear Dry-- ----D-ay~ght-----~-m~per 1- 1568109 ,!E/16/20l4- 13 PACIFICHY~-=- _ MCKINLEYST ~5.1416Z8 l,_22 . 839797~y----~ni~g lnjury c'ieai__ _12_ry - Daylight FailedtoYield - 1571432 11/12/2014 14 HILLSBORO-SILV HY PROGRESS WAY 45.151483 -122.839031 Intersection Turning Injury Clear Dry Daylight Failed to Yield ~ -157So8Q 12/14i2iJ14 ·--15 v_HY_ PACIFIC HY 99E - - 45-:-151358 -122-:8337~ Turning - Cloudy """Daylight -Faile~ 1603729 Z/21/2015 9 PACIFIC HY 99E YOUNG ST --.4s:i37ii25 -122.843908 Intersection . - Angle Injury Clear Dry Daylight Disregarded the Traffic Signal [ 1604337 3/3/2015 llPACIRCHY99( = _ !:J!LLSBORO-sli.v H-Y- - 45.152669 -122.830017 Alley Turn0 g - Injury Clear Dry-=- Daylig~ _ _ _ ~ ed to ~iel_d _ 1604403 3/5/2015 15 HILLSBORO-SILV HY PACIFIC HY 99E 45.151358 -122.833750 Alley Angle Injury Clear Dry Daylight Careless i6o5-02s 371s720i5 21 PACIFIC HY gge- YOUNGST - - 45.136642- -12ili4425~ght Ped; strian lnjury - Cloudy - Dry - ---o.rk-No Street-lig~aiiYTn Roadway-- 1627480 4/21/2015 17 HILLS80RO-SILV HY FRONT- HOOD CN - 45.151981 -122.849086 Straight - Pedestrian dea-;----D-ry-- Daylight Failed to Yield l 160siS6 - StiOtiOis - 21 HILt.5BORO-Si'LV HY PROGRESS WAY 45.ls1414 -122.835858Aiiey Turni;;'g lnj-;v - _ D;y - D.J;'k.Nc; St;eet Lights 1616662 9/10/2015 14 PACIFIC HY 99E BLAINE 5T 45.141025 -122.840336 Alley Turning Injury Clear Dry Daylight 1617177 9}i9j2cil5 - ·19 HILLSsOiiO-Sii:VHv - PROGREsSWAY - 45.151422 - -12U 36i56-st;;;"ight ~ - -o;y 1620466 . 10/14/2015 12 PACIFIC HY 99E WILLIAMS AVE 45.143683 -122.837969 Alley Bike - Injury Clear Dry Daylight 1621074 10/ntiiliS 19 PACIFIC HY99E - YOUNG sr-- - - 45n 7025 -1ll843908 lnt;,section Angle - l;:;jury c!;;r o;y- - - - t 16232g -~23/2015 _ PAQFICHY_99E - YOUNG~ 45 . !3~25 -122 .8.~3908 Intersection ~;,ing - ~~ry - - 1405231 1/3/2011 16 PACIFIC HY 99E JAMES ST 45.146240 -122.835665 Alley Turning Possible Injury I 1405119 1/4/2011 19 HILLSBORO-SILV HY - PACIFIC HY 99E 45.151300 -122.831427 Intersection Read end--- p~,Y 1405386 1/21/2011 10 HY PACIFIC HY 99E 45.151295 -122.831216 Intersection Read end Possible Injury r ~05237 _ 1{.~5/201.!_ PACIFIC J:!)'_99E HILLS~~ 45~1420 -122.831!_07 Straight ~·~11d Possible Inju rY 1- 140524 ~ 2/1/2011 - E_!'ACIFICHY99E_ - LAURELAVE - __:15.139553 ;122.841653 Alley r urning_ - Pos~ blelnjury_ 1"\c.un Wet Dusk Clear Dry Daylight Failed to Yield ~ Dry... Dark-No Street lights Folioing Too Close Cloudy Wet Daylight Folioing Too Close I Clear Dry Daylight Folioing Too Close g ear _ Dry_-__ Daylighi::::.--=.--~ toYield_ _ 1405282 2/14/2011 18 PACIFIC HY 99E HILLSBORO-SILV HY 45.151420 -122.831107 Straight Sideswipe Possible Injury 1408913 4/6/20U i o HILLSBORO-m V-HY FRoNT-HOODC'N - - 45.151981 -122.849086 Straight Read end P ossible lnju,Y - M 11979 - 5/25/2011 16 PACIFIC HY 99E HARDCASTLE AVE - 45.145406 -m .83640istr:;;ght - Read ~ Pc;'ssibl;;-l~j;;-ry- j l4ii99s S/2S/20ii i 2 HILLSBoiio:silv HY PACIFIC HY 99E 45.151300 -122.831427 Straight R~ Rain Wet Dusk - ' - - Cloudy Wet Daylight de;;---D;y - - Daylight Cl.;;;-dy- W et Oa'ylight _ _ r-oJioing Too ~g,I~o~lo_~e Folioing Too Close Folioing Too Close 1 1413401 6/20/20}__1 PACIFIC HY 92.f. HARDCASTLE AVE 45..:.145162 -122.836622_Straight Read_end _ ~ssible Injury. _ ~ - 8/1/2011 12 P~KAVE _ 45.1515_? 2_ -122.8412~1 Straigh!_ _ Read end Possible.!.l1)."._ry _ Clear Dry Daylight Dry "D.Yii8hl- Folloing,_T:.;o:.:o:.:C:.:.Io:::s:.:ec__ Folioing Too Close OKS Associates March 2017 ---PAGE BREAK--- 2011-201S Collision Data Woodburn Pedestrian Safety Study 1 1419647 8/1/2011 12 PACIFIC HY 99E YOUNG ST 4S.13702S -122.843907 Intersection Turning Possible Injury Clear Dry Daylight Failed to Yield 1419997 - 1~~~HY i - o_n_ _ P~ip lelnj':'_ry_ _flear Dry ~ 142041S 8/16/2011 11 PACIFIC HY 99E _ HARDCASTLE AVE 4S.14S763 -122.836086 Straight Sideswipe PosSible Injury Clear Dry Daylight Follomg Too Close j 14209SO 8/20/2011 16 PACIFIC HY 99E TOMLIN AVE 4S.138109 -122.842941 IntersectiOn Turn1ng PosSible Injury Clear Dry Daylight Careless - 1423258- 9/4/2ou-12P'iiCi'Fie'H'Y99E"" YoU~ 4S.13702S -122.843907 ----R~ad-end - PosSibie - Dayl,ght F ollo;ng To--;;-Cios.; - 1- ~26622 _ H,Y__ _ T~ERRA LYNN DR_ S860 All~y _ _ _ .f'.'?_sSible_ln~ry ~ _ C'?~Y Wet -~-----~ylight _!liSregarde ~ !'aff1c I 1429971 10/31/2011 16 HY MERIDIAN DR 4S.1S0420 -122.8S434S IntersectiOn Read end PosSible Injury Clear Dry Daylight Follomg Too Close 1~E!_ 11/7/20ll _!I)MLINAVE _ ~~-1~466 _ -122 2623 F~cj_IJ~ct _ Pos~ble Clear r~.i_~g_ . _ - ible l.r>j~_ry__ _ _Cloudy d to Y1el~re e!_lights Inattention- 1604591 3/9/2015 13 HILLSBORO-SILV HY PACIFIC HY 99E 45.151342 -122.833117 Straight Read end Possible Injury Clear Dry Daylight Folioing Too Close .-i.6ii5246 3/18/2015 lt PACiFiCHv 9~ - HAruicAffiE.iiVE - - Tz2.ii36lli straight Re'adend--- - Dry Daylight Inattention I 1605431 3/25/2015 14 HILLSBORO-SILV HY PARK AVE 45.151547 -122.841061 Intersection Possible Injury Cloudy Dry Daylight Failed to Yield F - i6Q5459 3/26i2015 14 HILLSBORO-SILVHY~ _ PAci'FiC'HY99E_-__ ~ _ 45,151358 -122.833750AIIey _ Turning__ Possiblelnju_ry Clear - Dry_ _ Daylig.!:!._ FailedtoYield I 1605~ 7 3/28/2015 _ P~IFICHY99E__ _ HA~C~Ti,!'~E 883 - 12~ 3598_!__S.!!_a~ght R~~dend fossib~~ _ _ Cloud_y ---~1\oingTE>aCios_!! 1605731 3/31/2015 15 PACIFIC HY 99E LINCOLN ST 45.142378 -122.839136 Straight Read end Possible Injury Cloudy Dry Daylight Folioing Too Close 1 1627474 - 4/15/20!_5 - l~ _ _!:IILLSBORO-SILVH_! PARKA'V!_ - 45 . 1515~8 -122.8412 58 Straig!'_t Re~de;;d ossibl Cl;a~ - Dry Day~g!!! _ ----~-gTooCios; _ 1 1607509 5/1/2015 19 HILLSBORO-SILV HY PACIFIC HY 99E 45.151333 -122.832694 Straight Read end Possible Injury Clear Dry Daylight Folioing Too Close I 1607951 5/6/2015 7 HILLSBORO-SILV HY FRONT- HOOD CN 45.152047 -122.846969 Straight Read end Possible Injury Clear Dry Daylight Folioing Too Close L _1608140 5/6/2015 ~ ~CIFIC HY 99E · - WILLI!IMS Av ( = 14~oi -1~iJI37308 All~ - - ~~estrian - - _!'_ossibiE!_i_l1j.ll_ry - Clear - _ _ ~iledto Yield _ 1 1611518 6/18/201S 14 PACIFIC HY 99E MCKINLEY ST 45.141744 -122.839692 Straight Read end Possible Injury Clear Dry Daylight Careless I __!612788 __!_fl3/20l5 O!:!!_LLSBORO-SILV HY MERIDIA_!'l~ _ 45.150875 -122.852844 Str.;ight _ _ ~ead - - Possi-ble lni;ry__ _ Clea ~ D_ry_ _ Dark-Stre_et ligh~--=--J:ii~•n! i _ 1615089 8/14/2015 11 HILLS80RO-SILV HY PACIFIC HY 99E 45.151358 -122.833750 Alley Turning Possible Injury Cloudy Dry Daylight Failed to Yield i6is351 8/24/20is 13 HILLSBORO-SILVHv PARK AvE-- 4s-:ls1547 -122.8410G11nte-rsection Readend Possiblel~j-;,ry CTe-;;; DrY - - - DaYlight - Foll;;-ingTo-;;-Cio~e 8/26/2015 9 PACIFIC HY 99E HILLSBORO-SILV HY 45.151544 -122.830997 Straight Read end Possible Injury Clear Dry Daylight "'""foii;;;ng Too Close [ 1616680 9/10/2015 9 PiiCifiCHy YOUNG ST 45.136833 .:i-22.8M OBlSt;;;ight ~ Possible Injury ~ - "DrY · Daylight - 1620221 10/10/20!_5 20 PACIFIC HY 925 _ MT JEFFERSON ST 4S_:!4~94 -122.833500 Al~y_ Turning Possible Injury R. •_in W_!!t _ Dark-No Street Failed t~ 1621317 10/27/2015 16 PACIFIC HY 99E HILLSBORO-SILV HY 45.152669 -122.830017 Alley Turning Possible Injury Cloudy Dry Daylight Other -j 1628491 11/7/2015 11 PACIFIC HY 99E . - HARDCASTLE AVE 45.145525 -12l.836297 Alley---- Turning- Possible Injury ---Unk no-_;,n Unk'OO'wn - - Daj;g~ -----Ca;eless 1622854 11/12/2015 16 HILLSBORO-SILV HY TIERRA LYNN DR 45.15l414 -122.83585B Aiiey Turning- P~ibi;;l~jury - Wet Daylight --~to Yield • '162'2935 11/14/2015 13 HiLLSBORO·SILV HY - PACIFIC HY 99E - 45.i5i358. -122.833750 Alley - ~ - P ossible lnj;;'y Cloudy Dry Daylight Failed to 1623085 il['i7ii015 1oPilcifi'C'Hv 9~ TDMLiN'IiVE" - 45.137989 :u2.'843o47 Str;;ight - 1623247 11/28/2015 21 HILLSBORO·SILV HY TIERRA LYNN DR 45.151431 ·122.836653 Alley Turning 1624804 12/14i W 15 - 17 HILLSBORO-mY HY PACIFIC HY 99E 4S.1S1347 -122.833328 Straight Read.-nd Possibl 1624831 12/14/2015 15 HILLSBORO·SILV HY 5TH ST - - - 45.150417 -122.854356 lntersectio;;- - Read end - Possiblel;,jury Cloudy Wet Daylight Careless Pos~ le lnj_~;~_ry . - 'lnjur\' _ Rain Wet Daylight Careless j Clear D_!Y _ Dark-No Street li~ Other r-os51o1e Injury 162'5377 12/22/ID15- 8 PACIFIC HY 99E-- YOUNG ST 4s.i37025 · 122.84390S in rsectio~ Tu;;,ing P,;;sible Cloudy Wet DaYlight ln1'proper Turn I 162S470 12/23/201S HILLSBORO·SILVHY - ~CIFICHY 99E 151294 - -122.8312171ntersectio;\ Backing- _ Possible Injury _Rairl_--=._ Wet ---""DaYaight.. ----lmproperDriving_~ 1 . 140S450 2/10/2011 13 HILLSBORO-SILV HY PACIFIC HY 99E 4S.1S1343 ·122.833116 Alley Turning Property Damage Only Clear Dry Daylight Improper Turn . 140S458 2/12/2011 19 HILLSBORO-SILV HY PACIFIC HY 99E 45.15129S -122.831216 Intersection - Property Damage Only Rain Wet Dark-No Street lights Improper Turn r 1405321 3/3/2011 PACIFIC HY 99E SILVERTON AY._E 45.136448 ·122.844426 Alley _ _ Turning-_ Prope Dam~ge Only Cloudy Dry _Failed to Yield 1406473 3/9/2011 17 PACIFIC HY 99E YOUNG ST 4S.136833 -122.844080 Alley Turning Property Damage Only Rain Wet Dusk Failed to Yield i 1410737 _ 47i9720ii- 16 HILLSBORiMiiVHY PROGRESS W AY 45.is14i3 -m.ii3s860 Ailey rning Propertyo;;;;;;;ge Only Cle;;;: - - Dry - Daylight 1" 1410750 4/22/2011 13 HILLSBORO·SILV HY PACIFIC HY 99E 45.151370 ·122.834171 Alley Turning Property Damage Only Clear Dry Daylight Failed to Yield I 14W621 4/ls/ ZOll - l 4 PAcific HY '99E- UNCOLNsr- 4-S.142'377 ·122.BJ9136 All;;y Turning - - ;>;;;-perty Damag;o;;ly "W.i - -·D.Viiitit- ~ ed ~ I 1416023 S/16/2011 17 PACIFIC HY 99E HARDCASTLE AVE 45.145406 -122.836402 Straight Read end Property Damage Only Rain Wet Daylight Driving too Fast for Conditions 1413880 6/7/2011 6 PACIFIC'HY99E - - . YOUNG 5T'"' 45.136641 ·122.8442S3 Straight - R~ .Property Damage Only Cloudy Dry Daylight -----Improper Driving _!_413883 - F14/20~ _ 1~ 1~LSB_QRO-SILVHY_-- PARK_Ave 45.15154! ·122 :!!41~_21n0section Read end_ PropertyDamageO nly _ Clea!._ Dry Q!!ylight _ ~oingTooCio;e _ L 1416710 7/14/.3_0}]_ _ ~ HILLSBORO-SILV HY PARK AVE 45.151548 ·122.841062 Intersection Angle ~ro£"rty Damage Only [ _!412_737 7/17/2~1 _14 HILLSB011_9-SILV HY PACIFIC_!:I~ E 45 . 15129~ ·122.8312_16 Intersection Read end Property Damage Only [ 1416690 7/19/2011 _ 13 PACIFIC HY 99E YOUNG ST _ _ 4S.13702S : 122.843907 Intersection Angle Property Damage Onl_y_ ' 14196S9 8/2/2011 20 PACIFIC HY 99E BLAINE ST 45.141389 ·122.840010 Straight Read end Property Damage Only j 1419714 8/6/201i 1s HILLSBORO·SILV-HY - PAci'Fi'C'HY99E - 4sTs13iii- -i22.834i nliiiey ~ only Clea~ - Q_ry Day!_!ght FailedtoYield Rain Wet Daylight Careless Clear Dry D aYlight - - F-:.-iied to Yield - Dry- - Dusk Folioing Too Close - o,y- - Daylight Failed to Yield l 1420408 8/_11/201__1_ 20_i_AC!!'~ !:IY _99E _ HARD ~ASTLE~V~ 45.145036 -122~ 6~3~ ~ead end P~erty Damage O~y Unknown Unknown Dusk Dri~g_!oo_ Fast for Conditions [ 1421579 8/28/2011 16 HILLSBORO-SILV HY PACIFIC HY 99E 45.151370 ·122.834171 Alley Turning Property Damage Only Clear Dry Daylight Failed to Yield - 1423266 9/13/2011 - l 6 PACIFiC-HY 99E - LINCOLN ST- - 45.142377 -122.839136 Alley - - Read end . ProPerty Damage Only - Oe-ar--D ry Daylight -----Folioi;;gT;.o Close - - M 26Go5 10/6/2011 "17HiUSBORO-SILV HY PACIFIC HY 99E - 4S.151370 -1iwrn1 AiieY Turning - Property Damage Only Cloudy . - Dry - ~ 1432276 11/30/2011 7 PACIFIC HY 99E YOUNG ST - - 4S.137025 -122.843907 Intersection - - Property Damage Only- Cloudy Wet Daylig~ Dis;;ga-rded the Traffic Signal [-14323'33 u /30/20ll 9 HILLSBoRO-SILV HY FRONT-:fiOOD CN 45.iSi794 ·122M 48Z9 Strai~ht - Read end ~ - - Wet Daylight Folioing Too Close 1432274 11/30/2011 19 PACIFIC HY 99E YOUNG ST 4S.137025 -122.843907 Intersection Backing - · • - ' 1432911 12/5/20_l _1 _ ~ PACIFIC HY 99E - __!O~NG ST- _ _ _ _ ~ .1364~- _·122 :844~i6i\iieY _ T;;-rning '2 UjJt:llY _ ct~ D_ry Dark-No Street lights lmproper.=Dc::ri::_v:::in,g _ ~---Dry Daylight Failed to Yield Prop':!:!Y Damag~O~ OKS Associates March 2017 ---PAGE BREAK--- 2011-2015 Collision Data Woodburn Pedestrian Safety Study 1434911 12/16/2011 17 PACIFIC HY 99E HARDCASTLE AVE 45.145406 -122.836402 Straight Read end Property Damage Only Cloudy Dry Dusk Other 1435801 12/23/2011 11 HILLSBORO-SILV HY PARK AVE 45.151548 -122.841062 Intersection Read end Property Damage Only Clear Dayli~--- Inattention i435iiii4' 12/28/2011 6 HILLSBORO-Sii:VHY"- - -PARKAVE-- - 45:1s1552' :u'2.84126'1 s!;;;ghl - p;-;;p.rty ii;mageOnly Rain Wet---- Dawn - - - F;;iioing To~Oa;;; - 14S0667 1/13/2012 8 HILLSBORO-SILV HY PACIFIC HY 99E 4S.1S2178 -122.83044S Alley Turning Property Damage Only Unknown Unknown Daylight Failed to Yield --145ii670. 1/14/2012 19 PACIFIC HY 99E TOMLIN AVE • - - 4"5.i3ii'i09 -~i94li nt;~section Turning - - property Damage Only - cio;;dy Wet Faiied . 14S1583 1/26/2012 14 PACIFIC HY 99E YOUNG ST 45.136648 ·122.844246 Straight Read end Property Damage Only- Daylight Folioing Too Close r· 1451602 - l /29/2012 ·--ls PACiFIC HY99T--- - ' y()u'NG"sr 45.13l 02S " ::u2.843907 l n T-;;rning - P,:-operty D~m-ag.;only Rain - Wet Oar k-NoSt~.-~ t Lighis -Disregarded th~ T,:-affic Signal r 14S23~_3_ 2/1/2012 1LV _ti2: CN 4~ 1S1944 -122.849_~ Rea~ d _ _ .J:r~~rty_!l!'mag<:._~ nly ~ _ __.Pry Daylig~ _ E_r i~g !90 _!_a~for ~onditio~s , 14S4307 2/23/2012 _15 HILLSBORO-SILV MERIDIAN DR 45.150363 -122.8S4S44 Straight Read end Property Damage Only Clear Dry Daylight Folioing Too Close 1 1453891 2/28/2012 18 PACIFIC HY 99E LINCOLN ST 4S.142250 -122.839247 Straight Read end Property Damage Only Rain Wet Dark-Street Lights Folioing Too Close ' 1453890 2/28/2012 11 PACIFIC HY 99E LINCOLN ST 45.142250 -122.839247 Straight Sideswipe Property Damage Only Cloudy Dry Daylight Folioing Too Close I _14S4303 _ 2/29/2012 6 PACIFIC HY 99E YOUNG ST _ 45.137025 -122.843907 rty ~mage _9n ~y _ S~ow . _ __!>isre~~r~e.'!_!!le_Traffic Sign_a_l_ ·1 l 1454301 2/29/2012 17 PACIFIC HY 99E WILLIAMS AVE 45.143803 -122.837861 Straight Fixed Object Property Damage Only Cloudy Dry Daylight Reckless [ 1459471 3/1/201£ _!:AQ FIC HY 99E :!:OMI,!N AVE _ ~!38232_ _:122.8~8~ _s~~gh~ _ Fixe_ I I~ I 11 ~ ' c: c: ~ I I I Score I Rank 0 m ~ 0 Locations Considered for I c: .2 :rossin11 (Nearest Traffic Si11nal ~ I Mid ' Mt Jefferson Ave I 2 I 1 I 2 I 4 27400 Nearby restaurants include Burger King, Starbucks, and Los Cabos Mexican. Nearby markets include Woodburn Liquor Store, Safeway and Bi-Mart. James St I 1 I 0 I 1 I 18 I 15 I 0 I 3 I 0 I 1 I 1 I 2 I 30250 I 23 ~ ,_,restaurants include Abby's Legendary Pezza and Gina's. Nearby convenience · include Al's Garden & Home and O'Connell's Boots and Raingear. include La Tovara, Casa Mexico, and Mashita Teriyaki. Nearby Williams Ave I 7 I 2 I 1 I 2 I 4 I 0 I 7 I 1 I 1 I 1 I 2 I 38750 I 71 --convenience markets include Tienda Mexicana El Co Cheque and Carniceria El Ranchito. The Woodburn Inn is also located at the OR 99E/Williams Avenue intersections. Nearby restaurants include Los Laurels, Mama's Russian Food, Los Machetes Cemitas Blaine St-Aztec Dr I 3 I 1 I 4 I 11 I 9 I 0 I 5 I 0 I 2 I 1 I 2 I 29500 I 43 --Poblanas, and 7 Mares. Other nearby pedestrian generators may include the homes along Blaine Street and Aztec Drive, Elena's Fabrics and Jewelry, and Recodo Fruteria. Nearby restaurants include Domino's Pizza and Arctic Circle. Nearby convenience markets Laurel Ave-Tomlin Ave I 4 I 0 I 1 I 3 I 2 I 0 I 3 I 1 I 2 I 0 I 5 I 29500 I 44 --include Curt's Body Shop, and Cave Audio. Other nearby pedestrian generators may include the homes on Laurel Avenue and Tomlin Avenue and Woodburn Bowl. OKS Association Woodburn Pedestrian Plan ---PAGE BREAK---