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HomeMy WebLinkAboutItem 6: ODOT STIP Funding Priorities 2015-18 ECC UGENE ITY OUNCIL AIS GENDA TEM UMMARY Action: Oregon Department of Transportation State Transportation Improvement Program Funding 2015-2018 Meeting Date: November 13, 2012 Agenda Item Number: 6 Department: Public Works Staff Contact: Rob Inerfeld www.eugene-or.gov Contact Telephone Number: 541-682-5343 ISSUE STATEMENT The Oregon Department of Transportation (ODOT) allocates both state and federal transportation funding for projects across the state. ODOT targets funds both to its own projects on state facilities as well as to other agencies and local governments. In a significant change from past practices, ODOT is consolidating most of its discretionary funding programs into the process for creating a 2015-2018 State Transportation Improvement Program (STIP). The Metropolitan Policy Committee (MPC) and Lane Area Commission on Transportation (Lane ACT) will prioritize the projects that are applied for within the Eugene-Springfield area (MPC) and all of Lane County (Lane ACT). The City is applying for several projects and there are also other projects within Eugene for which ODOT and Lane Transit District (LTD) will be submitting applications. Staff seeks the council’s approval of a recommended priority list for all of the project applications within Eugene. BACKGROUND The federal government requires ODOT to develop a new STIP every other year. The STIP incorporates funds programmed by the Metropolitan Planning Organization (MPO) as well as other ODOT funding programs. Traditionally, ODOT has mostly used its STIP public process to program modernization funding. ODOT has had other discretionary grant programs to which the City has successfully applied for funding in the past. These include the Bicycle and Pedestrian grant program, Transportation Enhancements (TE) and Flexible Funding. All of these programs are being consolidated into the development of the 2015-2018 STIP. Transportation funding programs not affected by this process include Connect Oregon, Transportation and Growth Management and Surface Transportation Program - Urban (STP-U). The new STIP funding program is called Enhance. An overview of the program is provided as an attachment (Introduction to Enhance and Fix-It for the 2015-2018 STIP). It is expected that out of the approximately $227 million in funding available for the Enhance program, approximately $56 million will be programmed within ODOT Region 2 of which Lane County is one of four areas. There is no specific amount set aside for Lane County but it will likely be between $15 and $20 million. ODOT will hold back 20 percent of the total Enhance funding to be allocated to projects for which applications are submitted but not set as priorities by the Area Commissions on Transportation. S:\CMO\2012 Council Agendas\M121113\11-13-12 6-STIP Funding Priorities.doc The MPC will hold a public hearing on Enhance project prioritization on December 13, 2012, and is scheduled to set its priorities at its meeting on January 10, 2013, and submit them to the Lane ACT. According to coordination protocols agreed to by the Lane ACT and MPC, in setting priorities for the entire county the Lane ACT is required to keep the same order of project prioritization set by the MPC but can insert other projects outside of the MPO area into the list. The Lane ACT is scheduled to hold a public hearing on STIP priorities on Wednesday, January 9, 2013, and to set its priority list at its February 12, 2013, meeting. The City of Eugene is directly applying for Enhance funding for three projects:  Amazon Active Transportation Corridor  Jessen Path  Northeast Eugene Livable Streets The City is partnering on a joint SmartTrips application with point2point Solutions, a part of LTD. All four of these applications have been approved by the Intergovernmental Relations Committee. ODOT, LTD and point2point are also applying for projects within Eugene for which no local match is required. Point2point is applying for Regional Safe Routes to School (SRTS) funding. ODOT will apply for funds for the NEPA phase of the Beltline: River Road to Coburg Road project and may also apply for funding for Beltline Short Term Improvements. LTD has not finalized its list of applications yet but may apply for funding for development of a new River Road transit center and NEPA funding for the 5 EmX corridor which would go from River Road and/or Highway 99 th through downtown Eugene to Lane Community College. Descriptions of all of these projects and more detailed project sheets for the three Eugene-only projects are provided as attachments. Staff seeks council approval of a priority list that will guide the City’s representatives on the MPC and Lane ACT. The Transportation Policy Committee to the MPC will also make a recommendation to the MPC and this will inform staff’s involvement on that committee. Here is the recommended priority order with the caveat that LTD has not yet finalized its list and ODOT is not sure whether it will apply for short-term Beltline funds: 1.Beltline: River Road to Coburg Road 2.Amazon Active Transportation Corridor 3.Jessen Path 4.SmartTrips 5.Safe Routes to School 6.Northeast Eugene Livable Streets These are some of the factors that informed this order:  Beltline is an important regional priority and this is probably the only source of funding that would move this project to the next phase.  The new STIP process replaces the ODOT grant programs that previously funded capital active transportation projects, so it is important for the City to prioritize funding for these through the STIP process. However, the City currently has an application in to ODOT’s joint bicycle and pedestrian grant program for the Northeast Eugene Livable Streets project and its inclusion as a STIP project is as a back-up (at ODOT’s recommendation). S:\CMO\2012 Council Agendas\M121113\11-13-12 6-STIP Funding Priorities.doc  If unsuccessful at obtaining SRTS and SmartTrips funding through the STIP, point2point could seek these funds through the next round of STP-U funding. Staff will likely be able to provide more information about LTD and ODOT applications at the work session. RELATED CITY POLICIES The proposed project list is consistent with the draft goals of the Eugene TSP, Goals 1 and 4 in particular. Draft Goal 1, Eugene TSP: Create an integrated multimodal transportation system that is safe and efficient; supports local land use and economic development plans; reduces reliance on single occupancy automobiles; and enhances community livability. Draft Goal 4, Eugene TSP: Distribute the benefits and impacts of transportation decisions fairly and address the transportation needs and safety of all users, including youth, the elderly, people with disabilities, and people of all races, ethnicities and incomes. COUNCIL OPTIONS The City Council may: 1.Approve the recommended priority order in the AIS. 2.Approve a revised priority order. 3.Take no action. CITY MANAGER’S RECOMMENDATION The City Manager recommends that the City Council approve Option 1. SUGGESTED MOTION Move to approve the provided list of 2015-2018 STIP priorities for projects within the City of Eugene. Direct staff and the council’s MPC and Lane Act representatives to use this list as a guide when representing the City at TPC, MPC and Lane ACT meetings regarding STIP funding. ATTACHMENTS A. 2015-2018 STIP Enhance Project Funding Applications within the City of Eugene B. Introduction to Enhance and Fix-It for the 2015-2018 STIP C. Lane ACT Draft 2015-2018 STIP Prioritization Considerations D. Amazon Active Transportation Corridor information E. Jessen Path information F. Northeast Eugene Livable Streets information G. Northeast Eugene Livable Streets map S:\CMO\2012 Council Agendas\M121113\11-13-12 6-STIP Funding Priorities.doc FOR MORE INFORMATION Staff Contact: Rob Inerfeld Telephone: 541-682-5343 Staff E-Mail: rob.inerfeld@ci.eugene.or.us S:\CMO\2012 Council Agendas\M121113\11-13-12 6-STIP Funding Priorities.doc ATTACHMENT A 2015-2018 STIP Enhance Project Funding Applications within the City of Eugene November 5, 2012 Projects submitted by City of Eugene  Amazon Active Transportation Corridor $1.5 million This project will increase access across Amazon Creek for transit users and improve conditions for running, walking, and bicycling in the East and West Amazon Drive area. Components include extending the existing Amazon Path through Tugman Park, reconstructing the Rexius Running Trail, adding two pedestrian crossings over Amazon Creek, and developing a separated two-way bicycle facility along East or West Amazon Drive.  Jessen Shared Use Path $1.5 million This new 5,900 foot long east-west shared use path will run along the north side of the Bethel neighborhood and the south edge of Golden Gardens Park and will connect to the existing north-south Beltline Path. The new path will give Bethel residents much improved connections to the existing shared use path network and will enhance access to Golden Gardens Park, a significant natural area for northwest Eugene.  Northeast Eugene Livable Streets $800k This project will implement a portion of the Eugene Pedestrian and Bicycle Master Plan (PBMP). This grant application would fund development of Livable Streets that are comfortable for all users to walk or bike. The implementation of the project will complete the bicycle and pedestrian network for a large geographic area in northeast Eugene covering 33,000 residents. Projects include development of a bicycle boulevard network comprised of enhanced wayfinding signs and shared lane markings, traffic calming, pedestrian islands, stutter flash pedestrian signals (RRFBs), and widening of sidewalks at critical crossing locations. Projects Submitted by ODOT  Beltline River Road to Coburg Road NEPA $3 - 5 million This project will conduct required NEPA studies for the Beltline Highway River Road to Coburg Road planning alternatives that have been developed out of the Beltline Facility Plan. The current 2012-2015 STIP allocates $2.5 million for NEPA on the Beltline, however, it is anticipated that further funding will be required to adequately fund NEPA analysis for the Beltline Highway. These alternatives range from improving the existing alignment to adding a local arterial bridge just north of Beltline Highway. While further work is still required as part of the Beltline Facility Plan, the Plan is expected to be adopted in 2014 in conjunction with the Eugene TSP. This funding will support the next phase of this high priority project that will address safety, congestion and multimodal connectivity issues in the Beltline corridor.  Beltline Short Term Improvements $2 million* To develop and construct short term improvements along the Beltline Highway (likely at and around the Delta Highway interchange) as noted in the ongoing Beltline Facility Plan. This could include extending the eastbound Beltline off-ramp to southbound Delta Highway or extending the westbound off-ramp to Delta Highway to alleviate some congestion on the Beltline Highway. This would complement other short-term improvements in the Beltline vicinity, such as the addition of ramp meters at the River Road/River Avenue interchange and Coburg Road/Beltline interchange. * This is a potential request and is still under consideration and needs further development (i.e. refined cost estimates). Based upon need, cost, and readiness, this request may need further refined and suggested for a future STIP cycle. Projects Submitted by point2point Solutions  Regional SmartTrips $450,000 The project funds program implementation for a residential SmartTrips program that targets two neighborhoods in Eugene: (1) Between West 11th and West 18th Avenues and between Bailey Hill Road and Chambers Street, and (2) the west Bethel neighborhood, and one th neighborhood in Springfield (the Main/McVay corridor from Glenwood to 28 Street). The program will provide travel tools about available transportation options to increase the number of households that walk, bike, bus, and carpool. There will be special emphasis on providing older adults with access to information on RideSource, LTD’s EZ Access and Honored Rider program, and travel training. We will also partner with schools in the target area to promote the beneficial health impacts and cost-savings associated with active transportation. Program goals include achieving a mode shift from Single Occupant Vehicle (SOV) to other modes and helping to reduce barriers to using alternative modes for school and household travel. This project builds on the work of recent Smart Trips programs offered in the region and as outlined in the MPO Regional Smart Trips Strategy.  Regional Safe Routes to School (SRTS) Project $263,000 The Lane MPO Regional SRTS Project would enhance the existing SRTS program to provide a more comprehensive regional program that serves three public school districts (Eugene 4J, Bethel, and Springfield) across Eugene-Springfield within the Central Lane MPO area. This two- year project would provide bike and pedestrian safety classes to 40 percent of the elementary and middle schools in the school districts and would conduct encouragement activities throughout these districts. The project was outlined in the recently developed Lane MPO Regional Safe Routes to Schools Strategic Plan and would build on recent investments in bike/ped infrastructure improvements and would utilize maps currently being developed to show recommended walking routes to school. The SRTS bike safety education equipment would be repaired or replaced as needed. Projects Potentially Submitted by LTD  High Capacity Transit Corridor #5 (River Rd/Hwy 99-LCC) NEPA $1 - 2 million This project provides funding for the NEPA process required to construct high capacity transit along the River Road/Hwy 99 to Lane Community College main campus corridor.  River Road Station Development $2-3 million This project provides funding for construction of a new River Road Station at the proposed Santa Clara Crossing development. At the current station there are issues with safety and security, access/egress on River Avenue, and congestion. To date, LTD has coordinated with the developer of the proposed Santa Clara Crossing project to construct a transit station/park & ride in the southeast corner of the development. The project would relieve congestion in the Beltline-River Road area and provide a terminus point for future high capacity transit service along River Road. Attachment B Introduction to and for the 2015-2018 STIP Enhance Fix-It September 24, 2012 1.0Overview Thepurpose of this paper is to provide the following information: Explainthe rationale for the change in process Explain what types of projects are in the Enhanceand Fix-Itcategories The framework in which the ACTs and MPOs should select the recommended projects to be funded in the Enhancecategory Outline the sequence of steps in the developmentof the 2015-2018 STIP The expectation of the Oregon Department of Transportation (ODOT)is to identify and fund the best multimodal transportation project solution to address a problem. As the agency develops the 2015-2018 STIP, we have an opportunity to movetoward an improved process that allows maximum flexibility in the use of limited funds. The Oregon Transportation Commission (OTC)needs the ability to apply the available funds in the broadest way possible. The Oregon Transportation Plan and the supporting modal plan policies identify the need to maintain and preserve the existing transportation assets. With limited funds it is not possible to maintain the existing system,yet some expansion to develop a fully multimodal system is necessary. This process will provide an opportunity for the Oregon Transportation Commissionto provide policy direction to balance maintenance and enhancement ofthe State of Oregon’s multimodal transportation system. TheOTCand ODOTare changing how Definitions: the State Transportation Improvement Program (STIP) is developed. The STIP will no longer be developed as a Enhance:Activities that enhance, collection of programs tied to specific expand, or improve the pools of funding dedicated to specific transportation system transportation modes or specialty programs. Beginning in the summer of Fix-It:Activities that fix or 2012, the STIP will be divided into two preserve the broad categories:Fix-ItandEnhance. transportation system The primary objective of this change is to enable ODOT to take care of the existing transportation assets while still providing a measure of funding to enhancethe state and local transportation system in a truly multimodalway. There are a number of issues driving theneed for this change. Perhaps most important, when revenue for transportation system maintenance and improvement is limited and declining, it is important that transportation investments effectively address a wide range of issues,from safety, mobility, and accessibility to economic development, sustainability, energy, health, and community livability. In short, weneedto identify the most effective projects based on community and state values, rather than those that fit best into prescribed programs.The new STIP development process also alignswith 9/24/2012Page 1 ODOT’s internal effort to “right-size” the agency and reorganize along functional lines (rather than modal or program lines) to adapt to continuing financial constraints. At the core of this new approach isa single application process for all projects that will be funded under the Enhanceside of the STIP. The OTC will select Enhanceprojects based on recommendations developed by local governments,public agencies and citizen representatives through a process conducted by the Metropolitan Planning Organizations (MPOs), where applicable, and the Area Commissions on Transportation (ACT).The Fix-Itportion of this process will be discussed in Section 1.6below. The purpose of this guidance document is to provide some perspective and considerations for reviewers to use when evaluating and prioritizing Enhanceproject applications. Project activities that are eligible for Enhancecategory funds include: Bicycle and/or Pedestrian facilities on or off the highway right-of-way Development STIP (D-STIP) projects (development work for projects that will not be ready for construction or implementation within the four years of the STIP) Modernization(projects that add capacityto the system, in accordance with ORS 366.507) Most projects previously eligible for Transportation Enhancement funds Projects eligible for Flex Funds (the Flexible Funds program funded Bicycle, Pedestrian, Transit and Transportation DemandManagement (TDM) projects, plans, programs, and services) Protective Right-of-Way purchases 1 Public Transportation(capital projects only, not operations) Safe Routes to School(infrastructure projects) Scenic Byways(construction projects) Transportation Alternatives (new with MAP-21, the federal transportation authorization) Transportation Demand Management Because of the wide diversity of projectapplications that the departmentexpectsto receive,we do not advisea formal scoring process.This STIPdevelopmentprocess will ultimately be subjective and largely driven by matching identified problems with cost-effective solutions that reflect local values and concerns. However, there are some practical sideboards that we can establish to help guide the decision-making process. The remainder of this document will provide those policy-based and practical parameters. We note that these guidelines are not intended to be definitive or inclusive of all possible considerations. Other considerations of local or regional importance may be factored into any selection recommendation process. The only real requirements within the selection recommendation process are that the projects legitimately address at least one of the benefit areas included in the application (to address multiple areas generally 1 Public transportation capital projects are eligible for Enhance funds. It is important to note, however, that the funds from the Federal Transit Administration (FTA) are not included in the Enhance funds. Those dollars remain separate and are solely for public transportation projects. 9/24/2012Page 2 makes for a stronger application) and whatever logic and rationale is usedto make the decisions is clearly and thoroughly documented. The OTC has also provided significant guidance over the last year about what will constitute a successful project as funding becomes more limited,and projects become more difficult to implement. As has beenthe case for many years, the OTC continues to put a strong emphasis on preserving the existing transportation systemfirst. This is evidenced by the funding split between the Fix-Itportion of the proposed new STIP (76 percent) and the Enhanceportion (24percent). In addition, this process applies primarily to projects that will be ready for construction or implementation in 2016 to 2018, becauseprojects for 2015 are largely alreadyselected. Becausethe STIP is updated every two years, there will be an opportunity to review the later projects in the STIP and to improve on the STIP selection process for the next STIP update cycle. Note also that all legal obligations to develop the STIP, including any minimum expenditures, will continue to be honored in this STIP and all later STIPs. This includes any federal requirements that may change with updates tofederal law,including the 2012MAP-21 transportation authorization legislation,and any successor legislation. ODOT will try to mirror changes in law in the STIP process, whereappropriate. For example, MAP-21places Transportation Enhancement, Recreational Trails, and Safe Routes to School, that were formerly separate programs,under one “Transportation Alternatives”(TA)program. Similarly, inOregon’s process,thetypes of projects allowed under the new TA program are eligible to applyfor fundingunder Enhance. 1.1The Oregon Transportation Plan The Oregon Transportation Plan (OTP) set the stage for ODOT’s transition to a more multimodal agency with multiple goals and policy objectives when it was adopted in 2006. Demonstrating how a project will meet or advance the OTP goals and objectives will be an asset to any Enhanceapplication and will ultimately strengthen its chances of implementation. The OTP Goals 1.Mobility andAccessibility 2.Management of the System 3.Economic Vitality 4.Sustainability 5.Safety andSecurity 6.Funding the Transportation System 7.Coordination, Communication and Cooperation Embedded in these policies and actions are a set of priorities to be considered after maintaining and preserving the system.This includes recognizing some key priorities embedded both in the OTP and inOTCdiscussions:enhancing economic development opportunities; supporting compact mixed use development, integrating multimodal systems; maintaining the safety of the system and making strategicinvestments that contribute measurable benefits to the efficiency of the system.The direction of the OTC 9/24/2012Page 3 and the policy framework of the Oregon Transportation Plan areaugmented by the governor’sdirection thatprovides more specific guidance. 1.2Governor’s Direction One excellent source of guidance todeterminewhich project applications represent the best high-value, multimodal project opportunities comes from the office of Governor John Kitzhaber. Thegovernorlaid out a variety of principles about how to make transportation system investmentsand how to conductthe investment decision-making process. On August 24, 2011,the governor met with the OTC and talked about his direction and expectations. The governor laid out sixprinciples he wants brought to the fore in transportation decision making. Those sixprinciples are: 1.Have the right group of people at the table at the beginning of the process to define the problem and solution together 2.Determine who is best positioned to manage/own facilities 3.Create programs that invest in the transportation system AND meet a multitude of community objectives 4.Move us closer to a sustainable, safe, lower carbon, multi-modal system 5.Maximize benefit for the least cost under limited resources 6.Move us closer to a transportation funding mechanism for the future Additionally, thegovernor stressed that to support sustainable communities, state agencies shall seek to help enable and encourage local communities to achieve the following objectives: Resilient local economies that provide a diversity of economic opportunities for all citizens Workers supported by lifelong education to ensure a globally competitive workforce An independent and productive citizenry Youth supported by strong families and communities Downtowns and main street communities that are active and vital Development that wisely and efficiently uses infrastructure investments and natural resources Affordable housing available for citizens in community centers Healthy urban and rural watersheds, including habitats for fish and wildlife Clean and sufficient water forall uses Efficient use and reuse of resources and minimization of harmful emissions to the environment Project applications that demonstrate alignment with these various directives and principles will ultimately have an improved chance of being chosen forimplementation. 9/24/2012Page 4 The following bullet points summarize his key themesthatprovide not only guidance in the selection of projects,but also for other transportation issues that the Commission often addresses. Maximize and leverage investments by looking for: projects with the potential to be both effective and efficient o projects that involve multiple funding sources o projects that are complementary to other projects or community o development activities and offer the chance for the whole to be greater than the sum of the parts Investments must achieve multiple objectives Conduct proactive asset management (strategically take care of what we already have) Move toward a more multimodal transportation system by maximizing funding flexibility and consider a wider range of community issues and benefits As funding decreases,and projects become increasingly difficult to implement we need to transition and transform the way we work—to look for new ways of doing business Use Regional Solution Centers to reduce bureaucratic barriers and help identify opportunities to partner and leverage projects Look for projects that result in GHG emissions reductions Continue to develop a Rapid Passenger Rail Plan Implement least cost planning principles Incorporate practical design principles from planning to project development Weigh all the values we have–including energy, job creation and health–in final design 1.3Legislative Direction This new approach will also be responsive, at appropriate points in the process,to various legislative actions. Examples of prior legislation that apply to the STIP are listed below(from Oregon Revised Statutes). ORS 184.621 .The OregonLegislature included ten considerations for use in developing STIP criteria in the Jobs and Transportation Act (JTA). The ten considerations directly relate to categories of benefits included in the application. Also, nine of the ten categories listed below have been selected by the STIP Stakeholder Committee for analysis in Oregon’s least cost planning process (Mosaic) and, in turn, relate closely to the goals and policies of the OTP. All these parallels ensure that the STIP Enhanceprocess reflects the goals and policies of the OTP, the priorities of the STIP Stakeholder Committee, and the legislature’s STIP considerations.Specific language from the JTA: “The Oregon Transportation Commission shall work with stakeholders to review and update the criteria used to select projects within the Statewide Transportation Improvement Program. When revising the project selection criteria the commission shall consider whether the project: (1)Improves the state highway system or major access routes to the state highway system on the local road system to relieve congestion by expanding capacity, 9/24/2012Page 5 enhancing operations or otherwise improving travel times within high-congestion corridors. (2)Enhances the safety of the traveling public by decreasing traffic crash rates, promoting the efficient movement of people and goods and preserving the public investment in the transportation system. (3)Increases the operational effectiveness and reliability of the existing system by using technological innovation, providing linkages to other existing components of the transportation system and relieving congestion. (4)Is capable of being implemented to reduce the need for additional highway projects. (5)Improves the condition, connectivity and capacity of freight-reliant infrastructure serving the state. (6)Supports improvements necessary for this state’s economic growth and competitiveness, accessibility to industries and economic development. (7) Provides the greatest benefit in relation to project costs. (8) Fosters livable communities by demonstrating that the investment does not undermine sustainable urban development. (9)Enhances the value of transportation projects through designs and development that reflect environmental stewardship and community sensitivity. (10)Is consistent with the state’s greenhouse gas emissions reduction goals and reduces this state’s dependence on foreignoil.” ORS 184.611 .This statute addresses prioritization of freight mobility projectsand reads “(1) As used in this section, “freight mobility project” means a project that supports the safe, reliable and efficient movement of goods between and among local, national and international markets.(2) The Legislative Assembly finds that investment in freight mobility projects will yield a return on the state’s investment in terms of improved economic opportunity and safety.(3) In developing the STIP, the Department of Transportation shall give priority to freight mobility projects that:(a) Are located on identified freight routes of statewide or regional significance;(b) Remove identified barriers to the safe, reliable and efficient movement of goods; and(c) Facilitate public and private investment that creates or sustains jobs.” ORS 366.507 . This statute addresses Modernization program funding,conditions and criteria. ORS 366.514 . This statute addresses the use of state highway funds for footpaths and bicycle trails. It includes the requirement that “The amount expended by the department or by a city or county as required or permitted by this section shall never in any one fiscal year be less than one percent of the total amount of the funds received from the highway fund.” and related definitions and exemptions. 1.4OTC Perspective In the past year the OTC has studied the existingfunding and institutional realities facing ODOT and Oregon transportation system development, future challenges, and how other DOTs addressed financial limitations and achieved improved partnerships with transportation stakeholders and jurisdictions. The OTC Workshop in October2011 highlighted severalkey pointsincluding: Funds are not keeping up with expenditures 9/24/2012Page 6 All modes are underfunded The transportation system will deteriorate from its current condition, both physically and operationally New strategies are being implemented to maximize our investments The organization is being reduced in size and services to match projected funding levels The OTC has also reviewedthe role of Area Commissions and identified that ACTs are underutilized,given the experience and commitment of the ACT members. 1.5OTC Priorities The OTC commissionersidentified the following thematic priorities during the October 2011 workshop: The need to achieve a truly multimodal system Work to integratehealthinto transportation discussions Improve transportation system efficiency by implementing technology solutions Look for ways to be innovative in project funding, packaging, and implementation Continue developing and seeking approval for sustainable funding mechanisms Look for creative ways to resolve intergovernmental transportation system problemscooperatively In November 2011, the OTC invited the chairsof the Area Commissions on Transportation (ACTs) and other advisory committees to participate in presentations focused on some of the challenges that Oregon faces. A key theme was that now, more than ever, we need to engage transportation stakeholderstoidentify issues and to develop creative and sustainable multimodal transportation system solutions. The presentations were followed by a roundtable discussion with the advisory committees on their perspectives on opportunities and challenges. The OTCand ODOT believe that ACTs have been underutilized given the experience and commitment of the ACT members, and many ACT members expressed desire to play a broader role. It was agreed that this would be the first meeting of this type and not just a one-time event. The 2015-2018 STIP selection process will address these priorities by expanding the “universe” of potential transportation projects that are compared sidebyside. This will avoid the artificial separation of projects by funding source that existed up to this point. The overarching point of agreement that emerged in the past yearwas similar to some of the conclusions that emerged from the governor’sdirection and the previous OTC work:ODOT no longer has the resources to keep doing what wehavebeen doing and how wehavebeen doing it, and neither do the local jurisdictions. While our collective years of experience still have value, in order to be successful, we will all need to evolve and adapt to the financial and institutional changes that havetaken place over the last 20 years. Rather than viewing this as a negative situation, it should really be seen as an opportunity for all of us to improve the way we do things to manage the transportation system in Oregon. 9/24/2012Page 7 1.6Fix-It Program for STIP The Fix-Itcategory includes all the capital funding categories that maintain or fix ODOT’s portion of the transportation system. It isimportant to note that the capital funding categories do not include the noncapital maintenance and operations programs becausethese are not included in the STIP. Noncapital maintenance/ operations and other agency funding is addressed by the OTC via the state budget decisions. Project activities eligible for the Fix-Itcategory of funds include: Bicycle and pedestrian facilitieson state routes only Bridges (stateowned) Culverts High Risk Rural Roads Illumination, signs and signals Landslides and Rockfalls Operations (includes ITS) Pavement Preservation Rail-Highway Crossings Safety Salmon (Fish Passage) Site Mitigation and Repair Stormwater Retrofit Transportation Demand Management(part of Operations) Workzone Safety (Project specific) The selection of projects for the Fix-Itcategory is intended to start withinput from ODOT infrastructure management systems and besupported by consultation with ACTs and MPOs.Management systems are repositories of data about the system. They can identifyproblems and the general idea for a solution. Management system analysis is used, for example,for State Bridge, Pavement Preservation, and Safety projects. The systems provide asset management information and help prioritize needs.Each ODOT transportation region will then share the Fix-Itproject lists with itsACTs and MPOs in order to: 1.Identify opportunities toleveragefunds 2.Identify opportunities to maximize projects’ support of Oregon objectives, community goals and system asset management 3.Identify opportunities to coordinate project timing and outcomesbetter 4.Identify opportunities to coordinate safety improvements At the July 18, 2012,OTC meeting the OTCdirected ODOT to begin work on the Fix-It category project lists for the 2015-2018 STIP. The Commission requested ODOT prepare an expanded project list that willbe available to the ACTsand other STIP contributors asthey discusspotential Enhanceprojects,so there is opportunity to look 9/24/2012Page 8 at linkages, leveraging resources, enhancing project benefits, etc. This will also provide an opportunity for ACTs to direct comments to ODOT program managers regarding proposed Fix-Itprojects in an area. Below are the principles guiding the Fix-Itcategory of STIP funding. Category Funding Allocation and Project Selection Guiding Principles Fix-It BalanceMaintain relative balance between Fix-Itprograms while allowing route priority within individual programs, taking into account risks (safety), sustainability, and magnitude of investment. LeverageLeverage existing funding to attract more revenue opportunities to support a sustainable transportation system. MaintenanceFocus investments on features that are difficult and expensive to maintain. SafetyMaintain or improve transportation safety on the system within funding level availability. Regulatory ComplianceEnsure minimum environmental, federal, state, and local compliance is maintainedon the transportation system. EconomyMaximize economic opportunities and minimize economic hardships as a result of transportation investments. Cost EffectivenessAllocate funding in a way that maximizes return on investment to support a sustainable transportation system. System ContinuityFund investments that minimize risk of transportation system failure. When the initial proposed lists of Fix-Itprojects are developed, ODOT staff will report back to the OTC on how the proposed dispersal of funds will affectthe overall condition of the system. 2.02015-2018 STIPCycle Enhance Project Selection Described below are key steps in the 2015-2018 STIP update cycle. Seethe attached timeline for a list of all due dates and other key dates in this process. There is also an information and instructions document to accompany the Enhanceapplication. All these documents are available on ODOT’s website. 2.1OTC approvalof 2015-2018 STIP Process Throughout the springof 2012, ODOT has had discussions with the OTC about approaches to the 2015-2018 STIP funding and project selection. At the OTC’s July 2012 meeting, the Commission decided to go ahead with the Fix-Itand Enhance approach to the STIP. The Commissiondirected ODOT to begin the Fix-Itproject selection process and wait until Septemberto provide the final decision on the proposed Enhanceprocess. 9/24/2012Page 9 The September approval target provides moreopportunity for ODOT to reach out to ACTs,MPOs,and others,in order for stakeholders to better understand the process, and for ODOT and the OTC to hear concerns and make improvements to the Enhance process to respond to those concerns. During the summerof 2012, ODOT staff is discussing the new process with each ACT and others. 2.2Application Available The Enhanceprojects application will be available in September 2012, shortly after the OTC meeting andprovided thedecisionis to move forward. The application contains basic project information and it includes a section on benefit of the projects. These are organized in categories. First is benefits to the state system, then nine more categories mirror the categories of impacts that the STIP Stakeholder Committee designated as most important for Oregon’s least cost planning process to evaluate. Least cost planning, now called Mosaic, is being developed and tested for use in the planning process, not for project-level decisions at this time. However, the nine Mosaic categories are basic categories of impacts of the transportation system and investments in that system and this application provides a qualitative way to respond to those same categories for project decisions. The benefits section is also similar to the project selection criteria many individual STIP funding programs used for recent STIP cycles. The application does not use the term “criteria,”because it is intended to be broader than any of the criteria used in the past to include a wide range of modes and possible investments. The benefits information will also be used to prioritize and compare projects. Not all projects are expected to have impacts on all categories of benefit. Reviewers will need to discuss the different benefits of different projects and use a consensus process to develop their prioritized lists. Regions, ACTs, and MPOs may not add to or alter the application or the benefit information requested. This is a change from prior STIP procedures. It is important that all Enhanceprojects are evaluated similarlyacross the state. ODOT staff can provide assistance in answering questions about the application and about the application review process. Each region has designated a representative to lead this process for the region and they are the ones to whom to direct questions.See below for thelist of region representatives.(If you are unsure about which region to direct questions to, see the onlineODOT Region Map.) 9/24/2012Page 10 RegionRepresentativePhoneEmail Region 1Jeff Flowers503.731.8235Jeffrey.A.FLOWERS@odot.state.or.us Region 2Terry Cole503.986.2674Terry.D.COLE@odot.state.or.us Region 3 Lisa Cortes541.957.3643Lisa.CORTES@odot.state.or.us Region 4Katie Parlette541.388.6037Katie.M.PARLETTE@odot.state.or.us Region 5Dawn Hubble541.963.1325Dawn.L.HUBBLE@odot.state.or.us 2.3Application Due 12:00 Applications must be receivedbythe appropriate ODOT region mailbox before PM, noon, on November 27. The region emails are listed below. See the application instructions for further details about how to use email to submit applications.Other key dates in this process are listed in the attached draft Timeline. Region 1STIPEnhanceAppsRegion1@odot.state.or.us Region 2STIPEnhanceAppsRegion2@odot.state.or.us Region 3STIPEnhanceAppsRegion3@odot.state.or.us Region 4STIPEnhanceAppsRegion4@odot.state.or.us Region 5STIPEnhanceAppsRegion5@odot.state.or.us 2.4Region Staff Review of Applications Applications received by the due date will be reviewed by ODOT region staff for general eligibility and completeness. Applications will be checked to verify that: 1.The sponsoris a public agency 2.The proposed project is of the type covered by Enhancefunds 3.The application is complete. Information that must be included: Item 1: Project sponsor Item 3: Project name Item 5: Project summary Item 8: Project problem statement Item 9: Project location Item 11: Project description Item 14: Timetable lines 1 and 8 Item 27: Estimated project costs Item 28: Project participantsand contributions Item 29: Project sponsor signature Regions will send applicationsfor Enhanceprojects that include at least this information to ACTs and MPOs for review and prioritization inearly December2012. 9/24/2012Page 11 2.5ACT and MPO Application Reviews Regions will send eligible, complete applications to the applicable ACT and MPO for review.The current long-standing STIP development processes in which ACTs, MPOs, and region staff work together to prioritize projects,are expected to continue. Generally, where an MPO is part of an ACT, there are processes in place to discuss MPO priorities within the ACT and agree on area priorities.ThePortland area is unique in that there is an MPO, but not an ACT.ODOT Region 1 will work with its stakeholders to better define thecoordination process Definitions: for the region as a whole. 150 percent List: Projectsrecommended through the STIP Update processand withinthe boundaries A list of projects of anMPO need to be included in the generated early during Metropolitan Transportation Improvement the review of Program (MTIP). The MPO Policy Board applications that would approves the final MTIP and then sends it use roughly 150 percent to the governor for further approval. After of the region’s available these approvals, the MTIP is incorporated STIP Enhance funds into the STIP. Recommended List: Regions, ACTs, and MPOs will receivea A list of projects template to report their conversations and generated after projects process to develop their recommended are scoped to identify a projectlists. This will provide a record of final recommendation what concerns they discussed, how they from ACTS that would selectedpriorities, and why they selected use roughly all of the projects. This record will be important. It region’s available STIP should be developed during selection of Enhance funds the 150percentlist. It can later be revised or updated during conversations to reduce the list to the final recommended list.This recordwillbeessentialtothe OTC, OTC advisory committees, and othersin order to understand how the projects were selected. While this template is still under development,weanticipate the ACTs will provide responses to questions similar to: How does this project improve transportation choices for people in your community? Why is now the right time for this project? How does this project improve the lives of people in your community? The Oregon Transportation Commission is the state’s final decision-making body, responsible for approving the final STIP and sending it to US DOT for final approval. ACTs work with their ODOT region and sometimes other ACTs in the regionto put together the region’s final recommended STIP project list. This list then goesto the OTC for approval. 9/24/2012Page 12 ODOThas expectations for how the applications will be reviewed and for documenting how the final lists were selected. The following expectations will be included in the direction to ACTs, MPOs, and others to guide their review of applications and their development of prioritized project lists: a.The process used to review applications and establish priorities should be as inclusive of participants and as transparent as possible. b.No benefit category is to be defined as more important than others,and project applications do not need to show benefit in all categories to be eligible. Reviewers are to discuss the project benefits holisticallyand strive for consensus. Becausedifferent types of projects will have different kinds of benefits, to decidebefore review that certain benefits are most important will disadvantage some projects that may be important to the area. Likewise, reviewers should not use overall numerical scores to determine outcomes, but use a discussion and consensus process. Reviewers mayuse qualitative rankings within the benefit categories. For example, different projects may have high, medium, or low benefits for individual benefit categories such as mobility or livability. Discussion and consensus will then decide how to prioritizeprojects with very different benefits. c.Reviewers can use state and local plans and goals and policies described in plans to help determine priority. Plans may include the Oregon Transportation Plan, the Oregon Highway Plan, other Oregon transportation topic or mode plans, local transportation system plans, local comprehensive plans, etc. d.Reviewers are expected to consider the merits of the project regardless of the level of detail in the application. For example, some jurisdictions may have access to considerable data and analyses to support their project. Other jurisdictions with more limited staff resources and experience may have less detail to report, but their applications must be considered equally. e.ODOT will require that the decision-making processbe documented in a consistent manner throughout the state. The department will provide a template to accomplish this. f.Some programsincluded in Enhancehave previously developedSTIP selection criteria. Reviewers are not required to use these other STIP criteria in establishing priorities. However,reviewersare welcome to consider these other STIP criteria if they are helpful in the prioritization process. g.Reviewers must include any required elements of project prioritization in their evaluations. For example, ODOT is required in statute to give priority to freight projects in the STIP. ODOT region staff will explain such requirements to reviewers. The final list and documentation will show how they were considered. Similarly, ODOT will ensure that the final STIP meets all legal requirements, such as minimum amounts for certain types of projects including bicycleand pedestrianprojects. 9/24/2012Page 13 h.MPOs will need to maintain their appropriate role in the prioritization and selection process. (They are federally-chartered bodies with specified project selection responsibilities.) ODOT expectsthat the ACTs will coordinate as they do today in similar processes with the MPOs. ODOT region staff isresponsible forensuringthis coordination is accomplished. 2.6ACTDevelopment of 150PercentList ACTs and MPOs will receive the applications from ODOT region staff in early December. Reviewers will then prioritize and narrow considered projects to their “150 percentlist.” This means that highest-priority projects will be listed to a bit over the expected fundingavailablefor the region’s Enhanceprogram. 2.7Scoping of 150PercentLists All projects on the150percentlist of projectswill then be “scoped” in more detail, meaning that their location, components, cost,and details will be examined more closely to verify estimates and establish the final project scope.ODOT region staff will managethe scopingprocesswith assistance from other ODOT staff and/or the local jurisdiction.Region staff will work with applicants to accomplish the detailed scoping. This detailed information will be shared with ACTs and MPOs to help reviewers narrow the list to the finalregion-wide recommendedlist. 2.8Statewide Advisory Committee Review During scoping of the 150percentlistthe followingstatewide committees,advisoryto the OTC,will also review the lists of potential projects: the Transportation Enhancement Advisory Committee working jointly with the • Oregon Bicycle and Pedestrian Advisory Committee the Oregon Freight Advisory Committee • These advisorycommittees will review the projects in the 150percentlists and share any feedback on the projects and priorities from their respective areas of expertise with the OTC. Theadvisory committees will provide thematicanalysis regarding the 150percentlists in a memo format. This memo may focus comments at statewide, ODOT region-wide and ODOT area-wide geographicscale.They will be asked to provide their comments while scoping of the 150percentlists is ongoing. 2.9OTCReview of STIP Development TheOTC will review the overall progress of the STIP developmentperiodically throughout the process. The commission will analyze the 150percentlists and input from the statewide advisory committees and other stakeholders foroverallthemes and will providefeedback and additional direction to the ACTs. 2.10ACTDevelopment of Final Recommendation Information from scoping and from the statewide advisory committee reviewswill be passed back to the ACTs and MPOs, for their next step toreducethe 150percentlist to the recommended list of projects for the STIP. Each region will have a slightly different process to develop the finallist, but will be in generalalignment with past practices. 9/24/2012Page 14 2.11OTC Review and “20percent”Project Identification The OTC will review the recommended lists and consider the 20percentof the Enhancebudget that was held back for statewide consideration by the OTC. The OTC will considerany apparent gaps in the recommended lists,such as a multimodal focus, andstatewide goals, policies, and priorities. 2.12Draft STIP Once the recommended STIPis complete, including assigningthe OTC’s statewide 20 percent, the Draft STIP will be compiled, presented to the OTCand released for public review and comment. 2.13Final STIP After the application review and STIP development steps, there are several more steps that need to occur before the STIP is final. For example, technical steps, such asair quality conformity determinations will be completed where needed. Any further metropolitan area projects from their Transportation Improvement Programs are added in also. Comments received on the Draft STIP are considered before the STIP is finalized. When these steps are complete, a Final STIP is prepared and released for public comment. 2.14OTC STIP Approval The OTC has final approval of the STIP for all of ODOT. After the public comment period on the Final STIPand consideration of comments received, the Final STIP goes to the OTC for approval. The OTC has the authority to make changes or add conditions to projects. 2.15STIP Federal Approval The final step in the STIP process is federal agenciesapproval. After OTC approval, the STIP must receive approvals fromthe Federal Highway and Federal Transit Administrations. The new STIP is active once federal agencies approved. 3.0The 2017-2020 STIP The 2015-2018STIP will set in place projectsfor implementation in 2016, 2017,and 2018 (projects for 2015 wereselected withprevious procedures.)The Oregon STIP is updated every two years. This means that in two years,we will have the opportunityto revisit projects slated for 2017 and 2018 and make any necessary improvements to the selection processbased on lessonslearned from this selection cycle. 9/24/2012Page 15 Attachment C ȋ‘ˆˆ‹…‡Ȍ Lane Area Commission on Transportation (LaneACT) DRAFT 2015-2018 STIP Prioritization Considerations Enhance Projects Summary It will be the responsibility of the LaneACT to review submitted Enhance applications and provide a prioritized recommendation to ODOT staff by March 15, 2012. While templates are still under development, previous discussions with the Governor and Oregon Transportation Commission (OTC) have provided a list of themes for consideration when selecting project priorities. It is important to note that other considerations, of local or regional importance, may be factored into any selection recommendation process, this includes any considerations of importance established by the LaneACT in their review. This document summarizes the ‘Introduction to Enhance and Fix-it for the 2015-2018 STIP’ to assist in this considerations discussion. Governor’s Direction One excellent source of guidance to determine which project applications represent the best high-value, multimodal project opportunities comes from the office of Governor John Kitzhaber. On August 24, 2011, the governor met with the OTC and talked about his direction and expectations, where he laid out six principles he wants brought to the fore in transportation decision making. Those six principles are: 1.Have the right group of people at the table at the beginning of the process to define the problem and solution together 2.Determine who is best positioned to manage/own facilities 3.Create programs that invest in the transportation system AND meet a multitude of community objectives 4.Move us closer to a sustainable, safe, lower carbon, multi-modal system 5.Maximize benefit for the least cost under limited resources 6.Move us closer to a transportation funding mechanism for the future Additionally, the governor stressed that to support sustainable communities, state agencies shall seek to help enable and encourage local communities to achieve the following objectives: Resilient local economies that provide a diversity of economic opportunities for all citizens Workers supported by lifelong education to ensure a globally competitive workforce An independent and productive citizenry Youth supported by strong families and communities Downtowns and main street communities that are active and vital Development that wisely and efficiently uses infrastructure investments and natural resources Affordable housing available for citizens in community centers Healthy urban and rural watersheds, including habitats for fish and wildlife Clean and sufficient water for all uses Efficient use and reuse of resources and minimization of harmful emissions to the environment Project applications that demonstrate alignment with these various directives and principles will ultimately have an improved chance of being chosen for implementation. The following bullet points summarize his key themes that provide not only guidance in the selection of projects, but also for other transportation issues that the Commission often addresses. Maximize and leverage investments by looking for: projects with the potential to be both effective and efficient o projects that involve multiple funding sources o projects that are complementary to other projects or community development o activities and offer the chance for the whole to be greater than the sum of the parts Investments must achieve multiple objectives Conduct proactive asset management (strategically take care of what we already have) Move toward a more multimodal transportation system by maximizing funding flexibility and consider a wider range of community issues and benefits As funding decreases, and projects become increasingly difficult to implement we need to transition and transform the way we work—to look for new ways of doing business Use Regional Solution Centers to reduce bureaucratic barriers and help identify opportunities to partner and leverage projects Look for projects that result in GHG emissions reductions Continue to develop a Rapid Passenger Rail Plan Implement least cost planning principles Incorporate practical design principles from planning to project development Weigh all the values we have – including energy, job creation and health – in final design Oregon Transportation Commission Priorities In the past year the OTC has studied the existing funding and institutional realities facing ODOT and Oregon transportation system development, future challenges, and how other DOTs addressed financial limitations and achieved improved partnerships with transportation stakeholders and jurisdictions. The OTC commissioners identified the following thematic priorities during the October 2011 workshop: The need to achieve a truly multimodal system Work to integrate health into transportation discussions Improve transportation system efficiency by implementing technology solutions Look for ways to be innovative in project funding, packaging, and implementation Continue developing and seeking approval for sustainable funding mechanisms Look for creative ways to resolve intergovernmental transportation system problems cooperatively LaneACT Considerations While a template is still under development, we anticipate the ACTs will provide responses to questions similar to: How does this project improve transportation choices for people in your community? Why is now the right time for this project? How does this project improve the lives of people in your community? Other potential LaneACT considerations to discuss: Does the project relate to a Fix-It project? Is the project cost effective? Does the project enhance safety? Does the project promote/enhance economic development opportunities? 2015-18 STIP GRANT APPLICATION Amazon Active Attachment D Transportation Corridor The Amazon Active Transporta- tion Corridor prioritizes active transportation modes. The projects identified for this grant would increase mobility for active transportation users in south Eugene. They would also reduce user conflicts by providing separated spaces for dif- ferent transportation modes and in- crease access across the Amazon Creek. Projects include: - Extension of the Amazon Path to the south from 34th Avenue to the Tug- man Park Path - A two-way protected cycle track on West Amazon Drive (Hilyard to Snell) - Replacement of the bridge across Amazon Creek at 39th Avenue and the installation of two new bridges (36th; Dillard Road) - Reconstruction of the Rexius Run- ning Trail (Hilyard to Martin) - Pedestrian crossing Improvements at 34th Avenue across Hilyard Street The improvement of walking, transit and bicycling in the Amazon Active Transpor- tation Corridor reduces user conflicts, increases safety, promotes environmental stewardship, improves livability, and pro- vides greater mobility options for residents and visitors of south Eugene. Visit the project website at www.eugene-or.gov/activeamazon CITY OF EUGENE 2015-18 STIP GRANT APPLICATION Amazon Active Transportation Corridor Amazon Path Extension thth The popular Amazon Path which extends from 19 Avenue to 34 Av- enue provides comfort and convenience for north/south cyclists and SHGHVWULDQV&XUUHQWO\WKHZLGH·SDWKHQGVDWWK$YHQXH$VD UHVXOWPDQ\VRXWKERXQGWUDLOXVHUVDUHIRUFHGWRVKDUHDQDUURZ· sidewalk located on the west side of Hilyard Street which is uncomfort- able for path users who compete for the limited space. This grant th would fund the widening of the sidewalk from 34 Avenue to Tugman 3DUNZKHUHWKHZLGHQHGVLGHZDON · shared use path standard) would connect to the existing Tugman Park path network. ([LVWLQJ·SDWKDW north end of project area. 7KH$PD]RQ3DWKGHFUHDVHVLQZLGWKIURP· ([LVWLQJ·VLGHZDONDW QHDUUG$YHQXHWR·VRXWKRIWK$YHQXH south end of project WKHQQDUURZVWR·WR7XJPDQ3DUN 3LQN 7KH area would be widened VLGHZDONZRXOGEHZLGHQHGWRD·SDWK WR· VWDQGDUG CITY OF EUGENE Visit the project website at www.eugene-or.gov/activeamazon 2015-18 STIP GRANT APPLICATION Amazon Active Transportation Corridor Amazon Creek Crossings There is currently one pedestrian bridge across the Amazon Creek be- tween Hilyard Street and Fox Hollow Road, a distance of approximately 3/4 miles. The result is a barrier between East and West Amazon Drive that divides the neighborhood. Some residents choose to leap across the creek and there is evidence of homemade bridges erected from debris in several locations. The grant funding would provide an additional 2 bridges and replacement of the existing bridge on 39th Avenue (Top Image) to provide safe, barrier free access across the Amazon Creek. Participants at two public workshops selected 36th Avenue and Dillard Road as preferred additional bridge locations. There is also a possibility of an art bridge (by Lee Imonen) that was previous designed for a location north of the project site (Bottom Image). If the bridge could be con- structed for a cost that is comparable to prefabricated bridges, the design will be used for one of the three bridge locations. Reconstruct the Rexius Running Trail Many attendees of the public workshops mentioned the substandard condition of the Rexius Running Trail during the rainy season. This older path was constructed using a standard that is no longer recom- mended because it can get muddy in wet conditions. The Rexius Trail is susceptible to flooding and many trail users report running in the bike lanes on East and West Amazon Drive to avoid the muddy segments which introduces user conflicts and diminishes the recreational experi- ence of the trail. This grant would fund reconstruction of the Rexius 5XQQLQJ7UDLOXVLQJDVWDQGDUGGHYHORSHGIRU3UH·V7UDLOZKLFKKDVEH come a showcase soft surface running trail. CITY OF EUGENE Visit the project website at www.eugene-or.gov/activeamazon 2015-18 STIP GRANT APPLICATION Amazon Active Transportation Corridor Two-Way Protected Cycle Track Cyclists travelling south on the Ama- zon Path will have the option of using a two-way separated cycle track once they reach 34th Avenue. The cycle track would provide a user experience similar to the Amazon Path because it will feature a physical barrier between the bikeway and roadway. This facility type was overwhelmingly supported by Two-Way participants at two public workshops Cycle Track because it provides the separation of a shared use path with the lower cost of Physical a bike lane. The cycle track would Barrier extend from Hilyard Street on the north to Snell Street on the south. It would also feature an enhanced pedes- trian crossing of Hilyard Street at 34th Avenue. This cycle track is envisioned as a criti- cal component of the River-to-Ridges Active Transportation Corridor that will provide a family friendly bikeway between the Ruth Bascom Riverbank Path System on the north and the Ridgeline Trail on the south. Top: The Two-Way Protected Cycle Track ZRXOGIHDWXUH·RIRSHUDWLQJVSDFHIRU cyclists and a concrete barrier separating the bikeway and roadway. Bottom: Character images of what the cycle track might look like featuring a concrete barrier to separate cyclists and drivers. CITY OF EUGENE Visit the project website at www.eugene-or.gov/activeamazon 2015-18 STIP GRANT APPLICATION Attachment E Jessen Path & Lighting Project The Jessen Path & Lighting Pro- ject enhances the recreation val- ue of Golden Gardens Park and increases multimodal access. A shared use path through Golden *DUGHQV3DUNLVLGHQWLILHGLQWKHFLW\·V transportation plan (TransPlan) and in WKHSDUN·VPDVWHUSODQ7KHDGGLWLRQ of a shared use path will increase use and appreciation of Golden Gardens Park and provide a safe and comforta- ble transportation alternative to busy roads like Barger Street for local resi- dents and park visitors. This proposed linear path facility would serve the 222-acre natural area located along Jessen Drive north of Barger Street connecting Terry Street on the west to the Beltline Path on the east. The path alignment would fea- ture bucolic viewing opportunities of native trees and grasses, wildflowers, and local wildlife along the Amazon Creek and park pond areas. 7KH-HVVHQ3DWKZRXOGIHDWXUHD· shared use path, pedestrian scale lighting, interpretive signs, and park benches. The Amazon Channel provides a ribbon of green through Golden Gardens Park. CITY OF EUGENE 2015-18 STIP GRANT APPLICATION Jessen Path & Lighting Project Jessen Shared Use Path $·FRQFUHWHVKDUHGXVHSDWKZRXOGEHFRQVWUXFWHGVRXWKRIWKH$PD]RQ Channel, north of Jessen Drive connecting on the west at N Terry Street and on the east at the Randy Pape Beltline Path. Pedestrian scale lighting will pro- vide safety for users of the path and will include shields to minimize skyward illumination and the lighting of sensitive natural areas. Over the years, visitors and residents alike have requested a shared use path ([LVWLQJ´'HVLUH/LQHVµRUZRUQGLUWSDWKV 7RS  that would accommodate all users including walkers, bicycliss, families with would be improved for ADA accessibility and strollers, and people with mobility assistance devices. The proposed path \HDUURXQGHQMR\PHQWE\LQVWDOOLQJDOLJKWHG· DOLJQPHQWZLOOJHQHUDOO\IROORZH[LVWLQJ´'HVLUH/LQHVµLGHQWLILHGE\DZRUQ concrete path (Below). dirt paths where some park users have been treading without a formalized path for years. The addition of the path will enable safe year-round access and broaden the park clientele to include users with mobility limitations. The SDWKZLOOEHDSSUR[LPDWHO\·LQOHQJWKDQGZLOOEHFRQVWUXFWHGWR&LW\RI (XJHQH·VVWDQGDUGVIRUVKDUHGXVHSDWKV Increasing the Inventory of Educational and Recreational Resources Golden Gardens Park is a jewel in this neighborhood. Not only does it provide a natural respite from urban living, but it provides a variety of unique wildlife habi- tat that can be enjoyed throughout the seasons. Benches, interpretive signs, and bicycle parking will be added along the proposed shared use path. These park amenities will encourage users from outside the area to travel to Golden Gardens Park and make it a true regional destination where visitors can rest and enjoy spending time in this natural environment. Above: additional interpretive signs will be developed to educate and identify points of interest to park visitors. CITY OF EUGENE Attachment F %LF\FOH%RXOHYDUGRQORFDOVWUHHW%LNH/DQHVRQEXV\URDG 0RVWELF\FOLVWVDUHPRUHFRPIRUWDEOHRSHUDWLQJRQORFDOVWUHHWV /HIW WKDQRQEXV\ URDGZD\V 5LJKW &LW\RI(XJHQH·VQRUWKHDVWQHLJKERUKRRGVSURYLGHDQ LQWHUFRQQHFWHGQHWZRUNRIELNHODQHVRQEXV\URDGV7KLVDSSOLFDWLRQZRXOGKHOS IXQGDVHFRQGDU\QHWZRUNRIORFDOVWUHHWV :D\ILQGLQJ6LJQ6KDUHG/DQH0DUNLQJ 6KDUURZ (QKDQFHG3HGHVWULDQ&URVVLQJ &RPSRQHQWVRIWKH1((XJHQH/LYDEOH6WUHHWV3URMHFWLQFOXGHGHVWLQDWLRQEDVHG ZD\ILQGLQJVLJQV /HIW VKDUHGODQHSDYHPHQWPDUNLQJV &HQWHU DQGHQKDQFHG SHGHVWULDQFURVVLQJV 5LJKW  1((XJHQH/LYDEOH6WUHHWV3URMHFW Attachment G NE EUGENE LIVABLE STREETS PROJECT k k k k k Proposed Bikeways City of Eugene ´ Legend Existing Proposed 00.10.20.4 Caution: Bikeway Accessway This map is based on imprecise Miles Street source data, subject to change, Livable Street ! and for general reference only. Water Body k 1 in = 5 miles Enhanced Crossing Eugene UGB Produced by Eugene PWE June 4, 2012 (Ad Hoc 0612-1677)