HomeMy WebLinkAboutTransportation Packet October 2023Note: Anyone wishing to speak at any Transportation Advisory Committee meeting is encouraged to do so.
If you wish to speak, please rise and, after you have been recognized by the Chair, give your name and City
for the record. You will then be allowed to speak. Please note the public testimony may be limited by the
Chair.
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AGENDA
I. CALL TO ORDER: 6:00 PM, Meeting held virtually via Zoom
Link: https://zoom.us/j/96161760895?pwd=SmVMRFJBNkx6UkhpeDN0N2w2MXgxdz09
II. ANNOUNCEMENTS
III. CONSENT AGENDA
A. Approval of September 21, 2023 Minutes
IV. PUBLIC FORUM (6:05-6:20)
V. REPORTS FROM OTHER CITY COMMITTEES (6:20-6:30)
VI. NEW BUSINESS
A. None
VII. UNFINISHED BUSINESS
A. North Mountain Avenue – Council Information (6:30-7:00, action required, review and comment
on the staff report to be presented to Council at the November 7th Business Meeting regarding
the recommendations for parking elimination and protected bike lane installation)
B. Transportation Advisory Committee Works Plan (7:00-7:45, action required, discuss work plan and
prioritize activities moving forward)
VIII. INFORMATIONAL ITEMS
A. Safe Routes to School Plan
B. Faith Avenue Traffic Calming
C. Legal-Committee Training
IX. AGENDA BUILDING – Future Meetings
X. ADJOURNMENT: 8:00 PM
Next Meeting Date: November 16, 2023
In compliance with the Americans with Disabilities Act, if you need special assistance to participate in this
meeting, please email scott.fleury@ashland.or.us. Notification 72 hours prior to the meeting will enable the
City to make reasonable arrangements to ensure accessibility to the meeting (28 CFR 35.102-35.104 ADA
Title 1).
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CALL TO ORDER: 6:00pm Members Present: Mark Brouillard, Corinne Vièville, Linda Peterson-Adams, Holly Christiansen, Dylan Dahle, Dave Richards, Nick David Staff Present: Scott Fleury Liaison Present: Eric Hansen, Dylan Bloom Guests Present: Gary Shaff ANNOUNCEMENTS October 2nd – 8th is the National Week Without Driving, which challenges participants to travel without using a car so that they can understand the experience of those who need to use other modes of transportation to get around. On Saturday September 23rd a Cars of Summer Show will be hosted by the Ashland Elks Lodge. The Social Equity and Racial Justice Committee still has multiple openings for new members. To apply, visit the city’s website. Residents of Faith Avenue are still interested in participating in the Traffic Calming Program. CONSENT AGENDA Dahle motioned to approve the minutes as written. Christiansen seconded. All ayes. REPORTS FROM OTHER CITY COMMITTEES Gary Shaff reported on news from the Climate and Environment Policy Committee. At their last meeting they discussed advancing community involvement/engagement, citing the movement to electrify Ashland by not allowing gas appliances in new construction buildings. They also forwarded a letter of support to the Transportation Committee for the addition of bike lanes on North Mountain Ave. Christiansen reported on news from the Planning Commission. They are currently working on amendments to parking requirements for the Climate Friendly and Equitable Communities rules. Bike parking recommendations and requirements will be linked to square footage instead of car parking spots, pending approval in December. Hansen reported that on September 30th the Ashland Mountain Challenge bike race will be held in upper Lithia Park. Bloom reported that on October 2nd there would be a council meeting to talk about and plan out the emergency homeless shelter. NEW BUSINESS North Mountain Avenue Public Hearing Fleury explained that N Mountain is classified as an avenue in the TSP. The city is currently in the design phase for the N Mountain Ave Rehabilitation Project, which includes the corridor that starts at E Main St and extends to the I-5 overpass. Currently, there are bike lanes on the majority of N Mountain Ave, and the discussion for this meeting was to be about the inclusion of protected bike lanes, meaning lanes that are 5 feet wide with a 2 foot buffer on each side and candle-type delineators. Fleury explained further that the parking bays on N Mountain would not be impacted, but curbside parking would need to be removed. From Hersey St to the bridge crossing and up to Fair Oaks Ave, there is not enough street width to add a protected bike lane, so a regular 5 foot wide bike lane would be there. For this project, the city is also looking into improving ADA access, traffic calming, and lighting. The design phase is almost complete except for the striping plan, which is contingent on the Transportation Committee’s recommendation
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to City Council and their approval. Several written comments were received, and multiple members of the public attended the meeting and voiced their opinions. Bridgette Riley stated that they’ve lived on N Mountain for 9 years, and they’ve experienced a rise in fast traffic that is unsafe for pedestrians as well as people trying to get out of their driveways. They were in favor of removing parking and adding a bike lane, as it could improve the safety of the street, but not in favor of a protected bike lane with delineators. They also asked that the Transportation Committee consider adding crosswalks and other traffic calming measures. Barb Settles, a member of Streets for Everyone and the Ashland Climate Collab, supported efforts to get people out of their cars. As an 8 year resident, Settles expressed that biking has not been a safe experience and they are almost hit at least once a week. They especially don’t feel safe biking from the Lithia Park/Plaza area, as well as on N Mountain. Brett Miller of 311 N Mountain Ave questioned the priority level of the issue at hand, particularly because a pedestrian crossing for people trying to go to and from N Mountain Park is also needed. Miller expressed that poor driving was the main issue for the street, and protected bike lanes would not address that problem. Michael Orndurf, who lives on Parkside Drive and participates in Streets for Everyone and the Ashland Climate Collab, stated that there are multiple benefits to protected bike lanes and they are necessary to keep people safe from cars. They cited reduction in greenhouse gas emissions, reduction of congestion, and less noise pollution as benefits. They stated that the most common reason that people don’t ride their bikes is fear, and the poor driving along with the construction that is currently on N Mountain Ave doesn’t help. They also cited multiple statistics supporting their reasoning. Aaron Michaelson stated they grew up in Ashland but moved away and returned 3 years ago. They recently got rid of their car in favor of an e-bike. Michaelson previously worked in Portland promoting more sustainable commute options and has seen how alternate modes of travel can improve people’s lives. They also stated that the current conditions of the road are not safe due to cars speeding, and adding protected bike lanes would reduce parking encouraging people not to drive. Protected bike lanes would also be safer for children walking to school. Julia Summer of Village Square Drive, who also submitted a written comment prior to the meeting, supported protected bike lanes and sidewalks. Summer stated that car and truck travel seems to have quadrupled, especially with all the construction. They bike up and down N Mountain twice a day and it’s daunting due to traffic and construction. They stated that adding protected bike lanes would give residents and visitors a safe alternative to get downtown. Further, speed bumps would also be a good idea, and there should be a flashing beacon where the bike path crosses N Mountain. Bob Alteras, who strongly supported bike lanes, stated that they bike N Mountain every day, and they feel they’re taking their life into their hands every time because N Mountain is a mess. They stated that the flaggers for the current construction have mentioned the number of bikers. Alteras also has witnessed kids riding their bikes on sidewalks because they’re scared of the bike lane. Peterson-Adams stated that City Council approved and set as policy to put in protected bike lanes where feasible. An example of this is the Ashland Overlay Project slated for this fall. Peterson-Adams explained the duty of the
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Transportation Committee to make decisions not based on feelings or fears or self-interest, but on community rules that have been established. Richards asked Fleury that since the synagogue nearby would be losing parking for their events, how many cars can fit on N Mountain? And how many spaces would be lost versus how many would remain? Fleury responded that all parking bay spaces would remain, but that it’s difficult to give an exact number for spaces lost due to the spots not being marked. Generally, the rule for a parking spot is 20 feet long with a 4 foot gap in between, but in some places people can park bumper to bumper. Brouillard stated that 20 spots from the railroad tracks to the corner can fit. Fleury also added that the intersection locations also need to be taken into consideration as there is no parking 20 feet back from crosswalks due to visual clearance issues. Also marked crosswalks are to be put in at Village Green Drive so there will be a loss of parking no matter what at that location as part of the safety portion of the project. Residents with driveways are also allowed to mark their curb 6 feet on either side to discourage parking. Vièville inquired if the driving lanes would be narrowed for the project. Fleury responded that it was going to vary, like on Ashland Street. Nominal traffic lane width would be 10 feet wide. Ashland Street has 10-11 feet, and N Mountain is currently 11-12 feet. Fleury recalled that the group had talked about bus and emergency vehicle width, and a 10 foot travel lane could accommodate those. Also, the turn radius for trucks turning from Hersey Street onto N Mountain is not an issue due to the width of the intersection, but the protected bike lane barriers would have to end near the intersection. Vièville then asked how easy the barriers for the bike lane are to remove. Fleury explained that they can be bent if ran over, and they’re usually attached with asphalt tape, so they can be replaced and moved. The typical spacing of the barriers is 20 feet. Vièville mentioned that N Mountain is one of the evacuation roads. Peterson-Adams responded that when speaking with the city’s Emergency Management Coordinator, Kelly Burns, he was pleased that the city would be getting rid of some of the parking on N Mountain, but was not pleased about the barriers going in, because wider roads are safer. Fleury added that the road is still within the appropriate width for evacuations, and there are multiple other evacuation routes in the area. Dahle asked if there was a possibility of reducing the speed limit on the street since the roadway would be narrowed. Fleury responded that currently there is no way to reduce it from 25 mph to 20 mph due to the state rules, but there is a lot of discussion about letting local networks make their own decisions in that regard. Brouillard inquired if Fleury had conferred with USPS about taking away parking, because they consider N Mountain a “deliverable route” meaning that they won’t park the mail truck and walk. Also, USPS won’t deliver packages if there’s nowhere for them to park. Fleury said that he sees them park and block the road often. Brouillard also expressed concern that with the narrowing of the road more cars will be going over the lane line resulting in more traffic tickets. Graf asked how the bike lanes would affect the area between B Street and Main Street. Fleury responded that there are 2 parking bays that fit the cross section between B Street and the railroad tracks. The bike lane would extend all the way up and terminate just below the parking bay edge at the last lot at N Mountain and Main Street. Fleury clarified that the schematic map that was presented to the group is not a final design, it’s just for layout purposes to show feasibility. Graf asked if that meant there would be no bike line from that spot to the corner. Fleury explained that there would be transitional striping.
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Fleury told the group that he reached out to Recology regarding trash pickup but has not heard back. He is expecting that the garbage truck’s arm will be able to reach over to get resident’s trash cans still but he isn’t sure how that structure works. Peterson-Adams suggested the option of leaving the garbage cans in the driveways. Graf inquired how much obligation the city has to provide street parking to meet resident’s needs/desires, as the expected code change that would absolve developers of putting in parking would eliminate even more of the parking in that area, and there’s already a lot of cars that need to be parked somewhere. Fleury stated that per the Division of Land Development, parking is market driven. David asked if the protected bike lanes would follow the curb into the parking bays and if so would cars have to cross over the protected bike lanes to get into the parking bays? Also, when would the proposed layout be less conceptual and more permanent? Fleury responded that drivers would need to cross over the bike lane to get to the parking bays. Also, the idea needs to be approved before the plans can be finalized, and a change order would need to be done with Dowell with striping patterns fully completed and a decision made on that basis. Fleury also stated that the striping could be moved to the other side of the street on the high school side. Currently the project limit is to E Main Street but Fleury doesn’t think there’d be an issue establishing transitional striping and some signage, without looking at the road rehab and other components. Brouillard motioned to recommend to City Council that the parking be removed as shown on the schematic on the west part of North Mountain. David seconded. Graf asked if that meant no parking from B Street to the corner. Brouillard responded that it would be from the parking bay to the corner. Richards asked why the motion was just for removing parking and not the protected bike lanes as well. Brouillard explained that it’s easier to do it in parcels, as putting in protected bike lanes is a larger discussion, but removing parking would at least widen the road and make it safer. Richards responded that if the parking is removed but the protected bike lanes aren’t put in then it would be removing parking for no reason. Brouillard responded that it would be City Council’s decision and then the TAC could talk about what to do with that new space. Dahle asked if the parking bay on E Main Street would be removed, as mentioned in the public comment letter from the owner of 1081/1079 E Main Street. Brouillard responded that those spaces have to stay there legally. Fleury advised that he had responded to their letter and let them know that the parking there wouldn’t be impacted. Vièville asked if the synagogue could make a bigger parking lot. Brouillard responded that they have more room to pave in the back and the Beach Creek community could let them park there. Peterson-Adams did a roll call vote for the previous motion to recommend to City Council that the parking on N Mountain Ave be removed as shown on the schematic on the west part of N Mountain Ave. All ayes, unanimous. Brouillard made a second motion to recommend to City Council that buffered bike lanes be installed on both sides of the road from E Main Street to the highway, meaning 5 foot wide green painted lanes with 2 foot buffers from one
point to the other, with candle-type barriers. Richards seconded. Vièville asked if the candle barriers take up 2 feet. Brouillard explained that they go between the bike lane and the street, and Fleury added that they’re 4 inches wide and reflective. Brouillard asked if green paint would be permissible, and Fleury said he would need to clarify that with the traffic engineer, Dowell, and DKS.
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Brouillard motioned to use separated (according to the Federal Highway Administration) bike lanes painted green with cross hatches, candle type barriers, and 2 foot wide buffers from E Main Street to I-5. Richards seconded. Richards asked what space that would leave with the 2 foot buffer and the gutter pan, as a bike can’t use the approaching curb. Fleury explained that you almost get the gutter pan back. Dahle inquired about the type of candle barrier that would be used, and Fleury responded that the group hadn’t specified yet but generally it would be the kind that tapes to the street with asphalt tape. Peterson-Adams thought that for ADA purposes the candle could be yellow. Fleury responded that they’re generally white or yellow, and traffic control ones are orange. Vièville expressed concern that the group wasn’t ready to make this motion because issues like garbage, mail, and package delivery hadn’t been resolved. Brouillard responded that if the candles are laid out in such a way that could avoid the mail boxes then it could work, and the delivery trucks would block the road for about 15 minutes a day. Richards suggested that large cluster type mail boxes be put in that would be large enough for packages, and added that he has seen the Fed Ex drivers deliver while parked in the road so blocking the road is already happening. Dahle added that the delineation of how it is now versus what would happen is that the bike lanes would be more visible so bikers could be more aware and make informed decisions, and if it’s working in other places and it just annoys some people for a little bit then it should be a straightforward decision. Graf expressed concern about making a motion to put the protected bike lanes in wherever feasible as he remembered Fleury saying that it isn’t possible. Fleury explained that he was saying a green area through there would be possible but not candles. Graf said he is unsure that this could work at the Main Street intersection. Graf amended Brouillard’s motion to say that the protected bike lane only be put in where the cross section is physically possible. Brouillard seconded. All ayes. Brouillard asked if the TAC could define what type of candle would be used, and Fleury explained that it was not possible because it would put liability on the TAC, so that decision would need to be run through the traffic engineer. If there’s a preference of white or yellow then Fleury could make a recommendation. His preference would be white with yellow reflective tops. Peterson-Adams did a roll call vote for the motion to use separated (according to the Federal Highway
Administration) bike lanes painted green with cross hatches, candle type barriers, and 2 foot wide buffers from E Main Street to I-5 where the cross section is physically possible. All ayes, unanimous. OTHER Brouillard went on a ride along with an Ashland Police Department officer. He commented on how overwhelming it was and how many bad drivers there are on the road for all modes of transportation. For example, they witnessed someone on an e-bike going 50 mph, and that is a regular occurrence. Brouillard explained that the officers have to prioritize what they do, and they are doing a commendable job. He also recommended that everyone (TAC members and City Council members) go on a ride along to see what our police department does. ADJOURNMENT: @ 7:23 PM
Respectfully submitted, Elizabeth Beckerich, Administrative Assistant **Full Video Available by Request**
[EXTERNAL SENDER]
*** FORM FIELD DATA***
Full Name: Ambuja Rosen
Subject: CommentsMessage: I heard that here's a woman in your commission who chooses not to drive. Besides me, she's the only one in Ashland that I know of. The people that I know who don't drive would buy a car if they had the money. I'd like to pass these two thoughts on to her: 1. Car-free is carefree. 2. When people don't drink and drive, they deserve a silver medal for making the world a safer, better place. But the best prize--the gold medal--goes to people who don't drink OR drive. Truly, they've cast their blessing on us all. To the rest of the commission: I applaud your efforts to get bike lanes on Mountain Avenue. But that won't affect me, because 90 percent of the time, I ride on the sidewalk. This is lega,l except in the few blocks downtown where signs forbid it. If you ever get a chance, I'd like for you to spread the word to cyclists about ethical and safe practices. On the bike path and other places, cyclists often whiz by me without announcing that they're passing. Unlike cars, we cyclists don't have clearly marked lanes. If I move a little bit to the side, a cyclist like that might collide with me. This is especially scary when electric bikes go at car-like speeds where I'm biking. Bicyclists, for ethical and safety reasons, should announce, "Bicycle on your left (or right)," when passing a pedestrian or other cyclist. As far as bikes riding on the sidewalk, I found it best to stop when I'm about 20 feet from pedestrians, and let them pass before I get on my bike again. Otherwise, it causes them stress to share a narrow space with a bicyclist. And I don't pass a pedestrian who has his back facing to me. I'd love to see a downtown that is partly car-free. For example, a place for people to park their cars and take a shuttlebus to the downtown area. Thank you for your efforts to make Ashland an even more pedestrian-, bicyclist-, and bus-friendly place. Ambuja Rosen
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November 7, 2023
Agenda Item North Mountain Avenue Protected Bike Lane
From Scott Fleury PE Public Works Director
Contact Scott.fleury@ashland.or.us
Item Type Requested by Council ☐ Update ☐ Request for Direction ☒ Presentation ☐
SUMMARY
Before the Council is review of a recommendation from the Transportation Advisory Committee to convert the
existing bike lanes on North Mountain Avenue to protected bike lanes and eliminate curbside parking on the
west side between East Main Street and 100’ south of the Avista Gas regulator station.
POLICIES, PLANS & GOALS SUPPORTED
VISION STATEMENTS for Success:
• Ashland is a resilient, sustainable community that maintains the distinctive quality of place for
which it is known
• We will continue to be a unique and caring city that stresses environmental conservation, fosters
artistic expression, and is open to new ideas and innovation
• We will plan and direct our efforts to fulfill this Vision for the long term with a constant view
toward being an open, welcoming community for all with a positive economic future
VALUE STATEMENTS for Success that Support the Vision:
COMMUNITY
• Community affordability, including in available housing and childcare
• Belonging through mutual respect and openness, inclusion and equity
• Quality of life that underpins the City's economic vibrancy
• Environmental resilience, including addressing climate change and ecosystem conservation
• Regional cooperation, including in support for public safety and homelessness
ORGANIZATION
• Respect for the citizens we serve, for each other, and for the work we do
• Excellence in governance and city services
• Sustainability through creativity, affordability and rightsized service delivery
• Public safety, including emergency preparedness for climate change risk
• Quality infrastructure and facilities through timely maintenance and community investment
Transportation Advisory Committee Mission:
"Ashland has a vision - to retain our small-town character even while we grow. To achieve this vision,
we must proactively plan for a transportation system that is integrated into the community and
enhances Ashland's livability, character and natural environment...The focus must be on people
being able to move easily through the city in all modes of travel, Modal equity then is more than just
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a phase. It is a planning concept that does not necessarily imply equal financial commitment or
equal percentage use of each mode, but rather ensures that we will have the opportunity to
conveniently and safely use the transportation mode of our choice, and allow us to move toward a
less auto-dependent community."
Transportation System Plan:
Goal #1
Create a “green” template for other communities in the state and nation to follow.
• Expand active transportation infrastructure to include features that encourage non-auto
travel. Potential features include bicycle boulevards, bicycle lanes, wider bicycle trails, and
improved lighting for bicycles and pedestrians.
Goal #2
Make safety a priority for all modes of travel.
• Strategically plan for safety and operational improvements for bicyclists and pedestrians.
Goal #3
Maintain small-town character, support economic prosperity and accommodate future growth.
• Consider modal equity when integrating land use and transportation to provide travel
options for system users.
Goal #4:
Create a system-wide balance for serving and facilitating pedestrian, bicycle, rail, air, transit, and
vehicular traffic in terms of mobility and access within and through the City of Ashland.
In addition to the TSP goals and mission the Transportation Planning Rule (TPR) was recently
updated to reflect the Climate Friendly and Equitable Communities (CFEC) framework.
BACKGROUND AND ADDITIONAL INFORMATION
There has been some discussion by the Council on upgrading current bike facilities along Ashland Street
and North Mountain Avenue to buffered/protected facilities. Ashland Street is classified in the City’s
Transportation System Plan as a Boulevard and North Mountain is classified as an Avenue. At the January
31st, 2023 Special Meeting, the Council moved to provide staff direction to bring to the Transportation
Advisory Committee information for a recommendation regarding protected bike lanes and crosswalks
on Ashland Street, with specific attention to YMCA Way and Washington Street. The intersections of YMCA
Way and Washington Street are within the Oregon Department of Transportation (ODOT) jurisdiction and
they are currently in the design phase to upgrade the ADA ramps and install crosswalks with Rectangular
Rapid Flashing Beacons at these locations.
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The Transportation Advisory Committee (TAC) supported the upgrade from a standard bike lane to a
protected bike lane on Ashland Street and this upgrade was included in the final construction
documents. The Ashland Street rehabilitation project is currently in the construction phase and will wrap
up in spring of 2024.
Public Works is also working to procure a micro street sweeper that will be able to sweep and remove
debris from this and future buffered/protected bike land corridors.
At the same time the discussion about protected bike lanes was happening, the North Mountain Avenue
rehabilitation project was being designed and staff requested the engineer to determine the feasibility
for installation of protected bike lanes along the corridor. The engineer developed a schematic layout for
installation of protected bike lanes. Based on the right of way width it was feasible to install protected
bike lanes along a majority of the corridor, but it would require the removal of on-street parking for a
portion of the corridor length, see breakdown below.
Right of Way (width) Analysis (reducing to 10’ travel lane):
• All on-street parking from East Main Street to top of hill adjacent to the Avista regulator station would
need to be eliminated to allow for a protected bike lane.
• Top of the hill to Bear Creek bridge appears to be wide enough to allow for the separated bike lane.
• Bear Creek bridge to Fair Oaks Drive is too narrow for the entire length to allow for a separated bike
lane.
• Fair Oaks Drive to E Nevada Street appears to be wide enough to allow for the separated bike lane.
• E Nevada Street to I-5 bridge is too narrow to allow for a separated bike lane
Since the removal of parking would be required to support installation of the protected bike lane it was
determined the best course of action would be to hold a public hearing at a TAC meeting and notice the
public along the corridor to take public comment and bring back and recommendation to the City
Council with the Council making the final decision about parking removal and protected bike lane
installation. Staff provided written notice to all residents within 200’ of the centerline of North Mountain
Avenue along the section of roadway where parking was proposed to be eliminated.
The public hearing was held on September 21, 2023 at the Council Chambers with written and oral
testimony taken by the TAC. All if this information is included in the attachment section. The TAC had a
robust discussion and deliberation regarding a recommendation to be brought forward to the City
Council.
Transportation Advisory Committee Recommendations:
Brouillard motioned to recommend to City Council that the parking be removed as shown on the
schematic on the west part of North Mountain. David seconded. All ayes
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Brouillard motioned to use separated (according to the Federal Highway Administration) bike lanes
painted green with cross hatches, candle type barriers, and 2 foot wide buffers from E Main Street to I-5.
Richards seconded. All ayes.
Graf amended Brouillard’s motion to say that the protected bike lane only be put in where the cross
section is physically possible. Brouillard seconded. All ayes.
North Mountain Avenue General Info:
Mountain Avenue classified as an avenue in the TSP.
Mountain Avenue has a 60 foot right of way
Mountain Avenue generally has continuous sidewalk and a bike lane facility in place (missing sidewalk
sections will be infilled with the construction phase)
Mountain Avenue has sections of on-street parking provided for in bays
P22 Project in the TSP recommends sidewalk infill along North Mountain Avenue
Estimated Parking Space Loss:
Staff estimated the total curb frontage for parking lost to create the protected bike lane along the upper portion
of North Mountain Avenue (East Main to 100’ North of Village Green) is 960 feet. The Manual of Uniform Traffic
Control Devices provides design parameters for curbside parking and the spacing layout is 22’ to 26’.
960’/22’ = 43 total spaces
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Figure 1: MUTCD Parking Detail
Delivery (package and post):
There was discussion about parcel and post delivery along with trash pickup along the corridor in relation to
parking elimination and the delineator cone installation. There are approximately 17 driveway approaches along
the section of roadway where parking would be eliminated for the protected bike lane. The installation of the
delineators along the corridor should not impact parcel/post delivery nor trash pickup as the delineators will not
be installed near the driveway access points in order to allow vehicular movements for ingress and egress.
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Figure 2: Protected Bike Lane Installation Detail
Figure 3: Protected Bike Lane
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Figure 4: Protected Bike Lane-Green Paint Installation
FISCAL IMPACTS
The primary fiscal impact is associated with the cost to purchase and install the delineators and additional
markings for the protected bike lane. Staff estimates the cost of markings and delineators will add $100,000 to
the overall project.
Staff will be working to obtain full funding for the project through the Oregon Transportation Infrastructure Bank
(OTIB) or other debt service provider. Staff will also be looking at grant opportunities to partially fund some of the
improvements including the bike lanes and other safety improvements planned for the corridor.
DISCUSSION QUESTIONS
Does the Council have any questions about the TAC’s recommendations?
ACTIONS, OPTIONS & POTENTIAL MOTIONS
I move to approve the removal of parking along North Mountain Avenue and install a protected bike
lane where feasible as recommended by the Transportation Advisory Committee
I move to keep parking along North Mountain Avenue and re-install the typical bike lane section as
part of the rehabilitation project
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I move to take no action
SUGGESTED NEXT STEPS
Next steps include finalizing the design and construction documents to bid in spring of 2024. Staff will also need
to search funding mechanisms for the project, which will be covered by the Food and Beverage Tax allocation.
REFERENCES & ATTACHMENTS
1. Transportation Advisory Committee Meeting Minutes and Public Comment 2. North Mountain Schematic Layout-PBL 3. North Mountain Traffic Count Data 4. North Mountain Bike Count Data
5. P22 Fact Sheet
Memo
Date: October 12, 2023
From: Scott A. Fleury
To: Transportation Advisory Committee RE: Transportation Committee Workplan Outline 2023-2025 Biennium BACKGROUND: The TAC discussed the outline workplan draft developed by staff multiple times recently and
the City Council has also disused Committee workplans at the October 3rd, 2023 Business Meeting. The Council confirmed the Council Liaisons at the meeting and requested the workplans be updated if any of the advisory committees had made changes to what was provided in the packet. The TAC did make changes to what was provided in the packet and they are reflected below. Staff will provide the updated workplan to administration for future
discussions by Council. Eric Hansen – Council Liaison Dylan Bloom – Council Liaison
Staff would like to discuss the workplan and prioritize items moving forward in order to assist in developing future agenda items and background information required. Workplan Draft Outline: 1) Transportation System Plan Update (Planned 2024)
a) Vision Zero Resolution and Action Plan 2) Capital Improvement Projects (Protected Bike Lanes/Multimodal Analysis) a) Ashland Street Rehab (In-Progress) b) North Mountain Rehab (In-Progress)
c) B Street Bike Boulevard (Planned fall 2023) i) Safety Analysis ii) Design d) Oak Street Rehabilitation (Planned 2024 – Design)
3) Traffic Safety, Parking, Signage, Striping, etc. – Continuous 4) Public Education and Outreach Program (Continuous) a) Collaboration with Council, CEPAC, Housing Committee and Planning Commission b) Traffic Calming Program (Continuous)
c) Traffic Crash and Near Miss Review (twice annually) d) Bike Parking Inventory (downtown) (In-Progress) e) Transit Support as needed (RVTD) (Continuous) 5) Council Directed Projects for Review
a) Bird Scooter Program Review (In-Progress) b) Parklet Program Review (In-Progress)
c) Downtown Revitalization Grants (Continuous)
d) ODOT Collaboration (Continuous) CONCLUSION: The Committee should discuss and prioritize work items. Staff also reached out to ODOT for
an updated on the anticipated Transportation System Plan update and we are still on track to
begin in 2024.
Memo
Date:
August 11, 2021
From: Scott A. Fleury
To: Transportation Commission RE: Vision Zero Action Plan Development BACKGROUND: The Transportation Commission over previous meetings has discussed and developed a Vision
Zero Resolution that will be brought before Council with a recommendation to approve. Part of
the resolution focuses on development of a Vision Zero Action Plan. Staff has scheduled the Vision Zero Resolution and Transportation System Plan Update on the Council look ahead for August 17, 2021. The link below is for “Guidelines for an Effective Vision Zero Action Plan” to be used as a baseline reference for starting development of a comprehensive action plan. Moving from Vision to Action The Foundational Elements of a Vision Zero Action Plan include: 1. Robust Data Framework
2. Actionable Strategies 3. Implementation 4. Evaluation
Staff has also included a template format document with some basic information that can be
utilized as the starting point for plan development.
Links below are for other jurisdictions developed and adopted action plans for reference purposes.
Sacramento Vision Zero Action Plan Eugene Vision Zero Action Plan City of Alexandria Vision Zero Action Plan
Somerville Vision Zero Action Plan Watsonville Vision Zero Action Plan As the Commission and Public Works staff move forward with the Transportation System Plan Update process, there will be a direct connection to development of strategies, goals, projects
and timelines that can be utilized to construct the formal action plan. Discussion Questions: 1. How does the Commission wish to address the framework of a Vision Zero Action Plan? a. Vision Zero Task Force
i. Transportation Commission
ii. Others b. Community Input (Engage Ashland) i. Communities of Concern (equity) c. Data Sources & Framework
i. ODOT
ii. City of Ashland iii. Census Information iv. Planning/Zoning d. Goals & Timelines
i. What does success look like
ii. Who is primarily responsible for achieving goals in associated timeframe? iii. What are the conditions and limitations for success? e. Strategies & Accountability i. Fundable
f. Transparency
i. Website ii. Continuous Feedback iii. Regular Meetings iv. Assessments
g. Project List development based on Community Input
2. How do we tie in the Transportation System Plan Update? a. Community Input (Public Involvement Plan) i. Communities of Concern
b. Project List development based on Community Input
i. Prioritization process ii. Funding scenarios/options CONCLUSION:
Action required: Commission should discuss and work on development of a Vision Zero Action Plan. A template is attached for reference along with the Vision Zero Action Plan Guidelines. Discussion should also include how developmental elements can be incorporated into the
Transportation System Plan Update, specifically community engagement and outreach through the TSP Public Involvement and Communication Plan (see below). From TSP Update Scope: 1.4 PICP
Consultant shall prepare draft and Final Public Involvement and Communications Plan (PICP) with input from the City to gain input throughout the duration of Project and at key milestones. Elements of the PICP must include, but are not limited to, the following: • Public involvement goals for the Project;
• Identification of key populations and stakeholder groups for the plan;
• Identification of City and Consultant roles and responsibilities for public involvement;
• Strategy for accomplishing inclusive public outreach, including Title VI/Environmental justice community outreach and reporting;
• Description of methods used to reach various stakeholders;
• Recommendations for engaging key existing committees; and
• Schedule for public involvement activities that are consistent with the Refined Project
Schedule.
Consultant shall submit Draft PICP to PMT for review and make revisions to address comments.
City of Ashland Vision Zero Action Plan
Acknowledgements
City of Ashland Council
Mayor Julie Akins
Shaun Moran
Paula Hyatt
Gina DuQuenne
Stef Seffinger
Tonya Graham
Stephen Jensen
City of Ashland Transportation Commission
Derrick Claypool-Barnes
Corrine Vievielle
Joseph Graf
Linda Peterson Adams
Katharine Danner
Mark Brouillard
Table of Contents
Section 1: Introduction .................................................................................................................... 4
Section 1.1 Purpose ..................................................................................................................... 4
Section 1.2 Vision Zero Resolution ............................................................................................ 5
Section 2: Guiding Principles ......................................................................................................... 5
Section 2.1: Equity ...................................................................................................................... 5
Section 2.2: Data Driven Decision Making ................................................................................ 6
Section 2.3: Coordination and Accountability ............................................................................ 6
3.0 Transportation in Ashland ......................................................................................................... 6
3.1 High Crash Network .............................................................................................................. 6
3.2 Communities of Concern ...................................................................................................... 6
Section 1: Introduction
Section 1.1 Purpose
“Vision Zero is a strategy to eliminate all traffic fatalities and severe injuries, while increasing
safe, healthy, equitable mobility for all”.
Vision Zero starts with the ethical belief that everyone has the right to move safely in their
communities, and that system designers and policy makers share the responsibility to ensure safe systems for travel.
Vision Zero is a significant departure from the status quo in two major ways:
1. Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure those inevitable mistakes do not result
in severe injuries or fatalities. This means that system designers and policymakers are
expected to improve the roadway environment, policies (such as speed management), and other related systems to lessen the severity of crashes. 2. Vision Zero is a multidisciplinary approach, bringing together diverse and necessary stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary
collaboration among local traffic planners and engineers, policymakers, and public health professionals has not been the norm. Vision Zero acknowledges that many factors contribute to safe mobility -- including roadway design, speeds, behaviors, technology, and policies -- and sets clear goals to achieve the shared goal of zero fatalities and severe injuries.
The Vision Zero Program and Action Plan outline the City of Ashland’s commitment and long-
term strategy for eliminating deaths and serious injuries from the transportation system with a
focus on equity.
Section 1.2 Vision Zero Resolution
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ASHLAND,
OREGON SETTING AS OFFICIAL POLICY THE VISION ZERO GOAL
THAT NO LOSS OF LIFE OR SERIOUS INJURY ON OUR
TRANSPORTATION SYSTEM IS ACCEPTABLE.
RECITALS:
A. The life and health of the City of Ashland’s residents are our utmost priority.
B. No one should die or be seriously injured on our transportation system.
C. Communities of Concern face a disproportionate risk of traffic injuries and fatalities.
D. Vision Zero is an approach to transportation safety that accepts no loss of life or serious
injuries on the transportation system.
THE CITY OF ASHLAND RESOLVES AS FOLLOWS:
SECTION 1. The Ashland City Council sets as official policy Vision Zero’s goal of zero
fatalities or serious injuries on our transportation system.
SECTION 2. The Ashland City Council supports efforts by the City of Ashland and our regional
partners to eliminate deaths and serious injuries on our transportation system, with an emphasis
on the most vulnerable users.
SECTION 3. The Ashland City Council supports efforts by the City of Ashland’s Transportation, to
develop a Vision Zero Action Plan that develops and prioritizes safety improvements for people walking,
bicycling, using mobility devices and driving motorized vehicles.
SECTION 4. This Resolution takes effect upon signing by the Mayor. This resolution was duly
PASSED and ADOPTED this day of (Month) 2021.
Section 2: Guiding Principles
Section 2.1: Equity
The City’s Vision Zero Action Plan shall be equitable and acknowledge the disproportionate
burden of traffic crashes on people of color, low-income households, people with limited English
proficiency, persons with disabilities or other mobility impairments, and other vulnerable groups.
It will prioritize safety improvements for these populations.
The action plan will focus on filling gaps in transportation infrastructure where injuries and
fatalities occur and where missing links limit transportation options, particularly for the
underserved communities.
It will employ enforcement strategies that focus primarily on the most dangerous behaviors like
speeding, impairment, and distraction. It will not result in racial profiling.
Section 2.2: Data Driven Decision Making
Crash, speed and volume data will be regularly gathered and uipdated to identify the locations,
behaviors, and other conditions related to deaths and serious injuries on our streets.
Demographic data will be used to prioritize underserved communities.
The impacts and effectiveness of actions taken will be evaluated and publicly reported.
Section 2.3: Coordination and Accountability
Actions will have clearly defined roles, responsibilities and expectations among the departments
working on implementation.
The City will work local and regional partners to maximize the impact of the Vision Zero Action
Plan.
3.0 Transportation in Ashland
3.1 High Crash Network
3.2 Communities of Concern
RESOLUTION NO. 2024 - XX
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ASHLAND,
OREGON SETTING AS OFFICIAL POLICY THE VISION ZERO GOAL
THAT NO LOSS OF LIFE OR SERIOUS INJURY ON OUR
TRANSPORTATION SYSTEM IS ACCEPTABLE.
RECITALS:
A. The life and health of the City of Ashland’s residents are our utmost priority.
B. No one should die or be seriously injured on our transportation system.
C. Communities of Concern face a disproportionate risk of traffic injuries and fatalities.
D. Vision Zero is an approach to transportation safety that accepts no loss of life or serious injuries on the
transportation system.
THE CITY OF ASHLAND RESOLVES AS FOLLOWS:
SECTION 1. The Ashland City Council sets as official policy Vision Zero’s goal of zero fatalities or
serious injuries on our transportation system.
SECTION 2. The Ashland City Council supports efforts by the City of Ashland and our regional partners to
eliminate deaths and serious injuries on our transportation system, with an emphasis on the most vulnerable
users.
SECTION 3. The Ashland City Council supports efforts by the City of Ashland’s Transportation, to
develop a Vision Zero Action Plan that develops and prioritizes safety improvements for people walking, bicycling, using mobility devices and driving motorized vehicles.
SECTION 4. This Resolution takes effect upon signing by the Mayor. This resolution was duly PASSED
and ADOPTED this day of (Month) 2024.
Dana Smith, Pro-Tem City Recorder
SIGNED and APPROVED this day of (Month) 2024. Reviewed as to form:
Tonya Graham, Mayor
David Lohman, City Attorney
Revised draft June 2021
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2023 Staff Memos\October 19\Vision Zero\Vision Zero Resolution (June).doc
Memo
Date: October 12, 2023
From: Scott A. Fleury
To: Transportation Commission RE: Vision Zero Resolution BACKGROUND: At the May 20, 2021 the Commission discussed the draft Vision Zero Resolution developed and
recommended changes to the resolution. Staff has captured the requested changes and updated the resolution including the formatting which is consistent with adopted Council resolutions. The updated resolution is attached for discussion.
The Commission should also discuss and develop the process for moving the resolution through various Commission’s. This process should include development of background documentation or a “staff report” that can be provided to each Commission as part of the recommendation
process.
Concern has been expressed by the Climate Policy Commission and the Climate Outreach and
Conservation Commission about potentially not including reference to greenhouse gas reductions as part of the Vision Zero Resolution. Shown below are the focused goals for GHG reduction in the CEAP. Although not directly related to “safety” within the transportation network it is an ancillary benefit of Vision Zero and 20 Is Plenty and could generally be referenced in the resolution or accounted for in the Action Plan that needs to be developed.
In addition, Chapter 13 of the current TSP document is the Sustainability Plan and references
GHG reductions. Sustainability Plan: This section presents the Sustainability Plan for the City of Ashland. The key elements of the sustainability plan discussed below are transportation demand management (TDM), reduction of
Ashland’s carbon footprint, climate change, environmental impact to transportation benefit
matrix, private sector sustainability solutions, and other relevant policies, goals, and objectives. These elements contribute to the City’s goal of creating a green template for other communities to follow. Climate Energy Action Plan Goals and Targets: The plan’s overarching goals and targets focus on addressing climate change risks by reducing
Ashland’s emissions of climate pollution (“climate mitigation”) and preparing the city for
unavoidable impacts (“climate adaptation”): 1. Reduce Ashland’s contribution to global carbon pollution by reducing greenhouse gas emissions associated with City, residential, commercial, and industrial activities. a. For the Ashland community: Reduce overall Ashland community greenhouse gas
emissions by 8% on average every year to 2050.
b. For City of Ashland operations: Attain carbon neutrality in City operations by 2030 and reduce fossil fuel consumption by 50% by 2030 and 100% by 2050.
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2023 Staff Memos\October 19\Vision Zero\Vision Zero Resolution (June).doc
2. Prepare the city’s communities, systems, and resources to be more resilient to climate change impacts.
Next Steps:
1. Finalize Resolution
2. Climate Policy Commission recommendation on Resolution 3. Conservation and Climate Outreach Commission recommendation on Resolution 4. Planning Commission recommendations on Resolution 5. Draft Council Report
6. Schedule Council discussion on look ahead
7. Incorporate Vision Zero into the Transportation System Plan Update
Previous Background: At the April 15, 2021 Transportation Commission meeting the group discussed development of a 20 Is Plenty Program and the Vision Zero Network Program. “Vision Zero is a strategy to eliminate all traffic fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all. First implemented in Sweden in the 1990s, Vision Zero
has proved successful across Europe — and now it’s gaining momentum in major American
cities”.
A New Vision for Safety
Vision Zero starts with the ethical belief that everyone has the right to move safely in their communities, and that system designers and policy makers share the responsibility to ensure safe systems for travel.
Vision Zero is a significant departure from the status quo in two major ways:
1. Vision Zero recognizes that people will sometimes make mistakes, so the road system
and related policies should be designed to ensure those inevitable mistakes do not result in severe injuries or fatalities. This means that system designers and policymakers are expected to improve the roadway environment, policies (such as speed management), and other related systems to lessen the severity of crashes.
2. Vision Zero is a multidisciplinary approach, bringing together diverse and necessary
stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2023 Staff Memos\October 19\Vision Zero\Vision Zero Resolution (June).doc
collaboration among local traffic planners and engineers, policymakers, and public health professionals has not been the norm. Vision Zero acknowledges that many factors
contribute to safe mobility -- including roadway design, speeds, behaviors, technology,
and policies -- and sets clear goals to achieve the shared goal of zero fatalities and severe injuries.
CONCLUSION: Commission should discuss the draft resolution and provide comments/feedback in an effort to
finalize the language and move towards bringing the resolution before Council for discussion
and adoption.
Page 1 of 3
Council Business Meeting
August 17, 2021
Agenda Item Resolution No. 2021-21 Setting the Vision Zero Goal for the Transportation System
From Scott Fleury PE Linda Peterson-Adams Public Works Director Transportation Commission Chair
Contact Scott.fleury@ashland.or.us; 541-552-2412
SUMMARY Before the Council is a resolution establishing a Vision Zero Goal. A Vision Zero Goal for the community sets the standard that no loss of life or serious injury on a transportation system is acceptable. The City of
Ashland Transportation Commission has taken the lead to discuss and develop the resolution and if approved
is looking forward to beginning the development of a Vision Zero Action Plan in conjunction with working on the Transportation System Plan Update.
POLICIES, PLANS & GOALS SUPPORTED Council Goals:
Essential Services
• Streets* Value Services
• Multi-Modal Transportation
• All-Age Friendly Community
• Downtown Parking *The Transportation Commission defines “streets” as the complete street including curb, gutter, sidewalk, parkrow
and the paved travel lanes.
Current Transportation System Plan:
• Create a green template for other communities in the state and nation to follow.
• Make safety a priority for all modes.
• Maintain small-town character, support economic prosperity and accommodate future growth.
• Create a system-wide balance for serving and facilitating pedestrian, bicycle, rail, air, transit, and vehicular traffic in terms of mobility and access within and through the City of Ashland.
Department Goals:
• Maintain existing infrastructure to meet regulatory requirements and minimize life-cycle costs.
• Deliver timely life cycle capital improvement projects.
• Maintain and improve infrastructure that enhances the economic vitality of the community.
• Evaluate all city infrastructure regarding planning management and financial resources.
PREVIOUS COUNCIL ACTION N/A
BACKGROUND AND ADDITIONAL INFORMATION
The City of Ashland Transportation Commission Mission:
“Ashland has a vision - to retain our small-town character even while we grow. To achieve this vision, we must proactively plan for a transportation system that is integrated into the community and enhances Ashland’s livability, character and natural environment. The focus must be on people being able to
Page 2 of 3
move easily through the City in all modes of travel. Modal equity then is more than just a phase. It is a planning concept that does not necessarily imply equal financial commitment or equal percentage use of
each mode, but rather ensures that we will have the opportunity to conveniently and safely use the
transportation mode of our choice, and allow us to move toward a less auto-dependent community.”
To meet the mission, the Transportation Commission has worked with Public Works staff over multiple meetings to develop a Vision Zero Resolution with a mind that the City of Ashland becomes a Vision Zero Community.
“Vision Zero is a strategy to eliminate all traffic fatalities and severe injuries, while increasing safe,
healthy, equitable mobility for all.”
At the July 15, 2021 Transportation Commission meeting the group motioned: Danner motions to recommend City Council approve the Vision Zero Resolution. Graf seconds. All Ayes, Motion Carries.
If approved by the City Council, the Transportation Commission and Public Works staff will begin
development of a Vision Zero action plan and ensure appropriate elements of Vision Zero are incorporated into the Transportation System Plan Update.
Vision Zero Background: A New Vision for Safety
Vision Zero starts with the ethical belief that everyone has the right to move safely in their communities, and that system designers and policy makers share the responsibility to ensure safe systems for travel.
Vision Zero is a significant departure from the status quo in two major ways: 1. Vision Zero recognizes that people will sometimes make mistakes, so the road system and
related policies should be designed to ensure those inevitable mistakes do not result in severe
injuries or fatalities. This means that system designers and policymakers are expected to improve the roadway environment, policies (such as speed management), and other related systems to lessen the severity of crashes. 2. Vision Zero is a multidisciplinary approach, bringing together diverse and necessary
stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary
collaboration among local traffic planners and engineers, policymakers, and public health professionals has not been the norm. Vision Zero acknowledges that many factors contribute to
Page 3 of 3
safe mobility -- including roadway design, speeds, behaviors, technology, and policies -- and sets clear goals to achieve the shared goal of zero fatalities and severe injuries.
In addition to development of the Vision Zero Resolution, the Transportation Commission has been working
with Public Works staff to vet and update the Transportation System Plan scope of work developed by Kittelson Associates. The goals and objectives scope items for the TSP update include recognizing Vision Zero goals along with others developed since the 2012 TSP. A professional services contract with Kittelson Associates is presented before the City Council as a separate request. The Vision Zero program will help
guide development of an updated Transportation System Plan.
Transportation System Plan Update: Goals and Objectives (from scoping document): The purpose of this task is to review state, regional and local planning documents relevant to a TSP update, articulate a vision for the community’s transportation priorities, define how the system should function, and form the basis for criteria to select preferred improvements. The goals in the current TSP will be updated to
reflect the goals in more recent planning documents, including the Ashland Climate Energy Action Plan and
the Evacuation Time Estimate Study. They will also be updated to reflect more recent initiatives, such as 20’s Plenty and Vision Zero Program goals. The goals will be used to guide the development of the TSP and ensure that all aspects of the plan help the City move toward meetings their goals of reducing Ashland’s contribution to global carbon pollution, preparing the City to be more resilient to climate change and its impacts, and ensuring Ashland continues to be an “all ages and abilities” community.
If the resolution is approved by Council, the Transportation Commission will begin working on development of the Vision Zero action plan in conjunction with the TSP update. The Commission’s intent is to engage various stakeholders through development of the action plan including the City’s Planning, Climate Policy and Climate Outreach Commissions and community input. Once the draft action plan is developed the Transportation Commission and staff will schedule presentation update before Council for discussion.
FISCAL IMPACTS Fiscal impacts associated with resolution approval include the staff time necessary to work with the Transportation Commission, other City Commissions, and community stakeholders to develop a Vision Zero action plan. Part of this work will be incorporated into the Transportation System Plan update process.
STAFF RECOMMENDATION
The Transportation Commission and Public Works staff recommend approval of the Vision Zero Resolution
ACTIONS, OPTIONS & POTENTIAL MOTIONS 1. I move to approve Resolution No. 2021-21 titled “A Resolution of the City Council of the City of Ashland, Oregon setting as official policy the Vision Zero Goal that no loss of life or serious injury on our Transportation System are acceptable.”
2. I move to take no action.
REFERENCES & ATTACHMENTS Attachment 1: Resolution No. 2021-21; a Resolution of the City Council of the City of Ashland, Oregon setting as official policy the Vision Zero Goal that no loss of life or serious injury on our Transportation System is acceptable
RESOLUTION NO. 2021-21 Page 1 of 2
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RESOLUTION NO. 2021-21
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ASHLAND, OREGON
SETTING AS OFFICIAL POLICY THE VISION ZERO GOAL THAT NO LOSS OF
LIFE OR SERIOUS INJURY ON OUR TRANSPORTATION SYSTEM IS
ACCEPTABLE
RECITALS:
A. The life and health of the City of Ashland’s residents are our utmost priority.
B. No one should die or be seriously injured on our transportation system.
C. Communities of Concern face a disproportionate risk of traffic injuries and fatalities.
D. Vision Zero is an approach to transportation safety that accepts no loss of life or serious
injuries on the transportation system.
THE CITY OF ASHLAND RESOLVES AS FOLLOWS:
SECTION 1. The Ashland City Council sets as official policy Vision Zero’s goal of zero
fatalities or serious injuries on our transportation system.
SECTION 2. The Ashland City Council supports efforts by the City of Ashland and our regional
partners to eliminate deaths and serious injuries on our transportation system, with an emphasis
on the most vulnerable users.
SECTION 3. The Ashland City Council supports efforts by the City of Ashland’s
Transportation, to develop a Vision Zero Action Plan that develops and prioritizes safety
improvements for people walking, bicycling, using mobility devices and driving motorized
vehicles.
SECTION 4. This Resolution takes effect upon signing by the Mayor. This resolution was duly
PASSED and ADOPTED this day of August 2021.
RESOLUTION NO. 2021-21 Page 2 of 2
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ADOPTED by the City Council this day of , 2021.
ATTEST:
_____________________________
Melissa Huhtala, City Recorder
SIGNED and APPROVED this ______ day of _______________, 2021.
_____________________________
Julie Akins, Mayor
Reviewed as to form:
___________________________
Katrina L. Brown, Interim City Attorney
CITY OF ASHLAND
WALKER ELEMENTARY SCHOOL
ASHLAND MIDDLE SCHOOL
ASHLAND HIGH SCHOOL
BELLVIEW ELEMENTARY SCHOOL
TRAILS OUTDOOR SCHOOL
HELMAN ELEMENTARY SCHOOL
WILLOW WIND COMMUNITY LEARNING CENTER
AUGUST 2023
ASHLAND Safe Routes to School Plan
A Plan to make walking and rolling to school a safe and
fun activity.
ACKNOWLEDGMENTS
The following key people and their organizations participated in the Safe Routes to
School (SRTS) Plan efforts. Their creativity, energy, and commitment were critical to
the success of this Plan.
SCOTT FLEURY
City of Ashland
ERIKA BARE
Ashland School District
JENNIFER PARKS
TRAILS Outdoor School
DEBRA SCHAEFFER-PEW
Willow Wind Community Learning
Center
SAMUEL BOGDANOVE
Ashland School District
ARIEL L. DANIEL
Streets for Everyone
JACQUELINE SCHAD
Ashland School District
JOHN LAZUR
Oregon Department of
Transportation (ODOT)
SUPPORTING ORGANIZATIONS
City of Ashland
Ashland School District
Oregon Department of
Transportation
ALTA PLANNING + DESIGN STAFF
Katie Selin
Isooda Niroomand
TABLE OF CONTENTS
Acknowledgements ........................ii
Table of Contents ...........................iii
INTRODUCTION . . . . . . . . . . .IV
What is Safe Routes to School? ...............1
Student Benefits of Safe Routes to School .....3
Community Benefits of Safe Routes to School .4
City of Ashland SRTS PIP ....................5
The Ashland SRTS Plan Process ..............5
Using this Plan .............................6
VISION AND GOALS FOR SRTS . . . . . . . . . . . . . . . . . . . . .8
Introduction ...............................9
Vision ....................................9
Goals, Objectives, and Actions ..............10
SAFETY ..................................11
EQUITY ..................................11
HEALTH .................................12
ENVIRONMENT ...........................12
A Community-Driven Planning Process .......13
EXISTING CONDITIONS . . .16
Introduction ...............................17
Ashland Middle School Safety Assessment ....18
TRAILS Outdoor School Safety Assessment ...19
Walker Elementary School Safety Assessment .21
Bike and Pedestrian Facilities Inventory ...... 22
Helman Elementary School Safety Assessment 26
Bike and Pedestrian Facilities Inventory ......28
Bellview Elementary Safety Assessment .....30
Bike and Pedestrian Facilities Inventory ......32
Ashland High School Safety Assessment ....34
Bike and Pedestrian Facilities Inventory ......36
Willow Wind Center Safety Assessment ....40
Bike and Pedestrian Facilities Inventory ......42
NEEDS AND RECOMMENDATIONS . . . . .44
Introduction ..............................45
Construction Project Recommendations .....46
Education and Encouragement Program
Recommendations ........................56
Education and Encouragement Program
Descriptions ..............................64
IMPLEMENTATION . . . . . . . .68
Introduction ..............................69
Project Prioritization Process ................60
High Priority Construction Projects ...........61
Education Implementation Next Steps .......62
Next Steps ................................63
APPENDICES . . . . . . . . . . . .74
Appendix A. For More Information ..........66
Appendix B. Planning Process ..............67
Appendix C. Existing Conditions ............69
Appendix D. Funding and Implementation ....78
Appendix E. Funding and Implementation ....101
iiiTABLE OF CONTENTS
01 INTRODUCTION
WHAT IS SAFE ROUTES TO SCHOOL?
Safe Routes to School (SRTS) is a comprehensive program to
make school communities safer by combining engineering
tools and engagement with education about safety and
activities to enable and encourage students to walk and
roll to school. SRTS programs involve partnerships among
municipalities, school districts, transit districts, parks and
recreation districts, public health agencies, community
members, parent volunteers, and community groups.
The benefits of implementing a SRTS Plan include improving
safety, increasing access, encouraging physical activity, and
reducing traffic congestion and motor vehicle emissions near
schools. Implementing SRTS programs and projects benefits
adjacent neighborhoods, as well as students and their
families, by reducing traffic conflicts and enabling walking
and rolling trips for all purposes.
Learn more at www.oregonsaferoutes.org.
iNTrOduCTiON 1
Why Safe Routes to School?
Within the span of one generation, the
percentage of children walking or bicycling
to school has decreased 73%.
SRTS programs and activities help overcome
obstacles to walking, biking, and skating by
improving safety and making these activities
fun and convenient for everyone.
SRTS education and encouragement
programs can result in a 25% increase in
walking and biking over five years.
When education and
encouragement
programs are combined
with infrastructure
improvements, such as
sidewalks and safe
crossings, SRTS can
result in a 45% increase
in walking and biking.
One mile of walking each way to school
equals 2/3 of the daily recommended 60
minutes of physical activity.
Sources: McDonald, Noreen, Austin Brown, Lauren Marchetti, and Margo Pedroso. 2011. “U.S. School Travel 2009: An Assessment of Trends.” American Journal of Preventive
Medicine. + Centers for Disease Control. www.cdc.gov/physicalactivity/basics/children/index.htm; McDonald, N., Steiner, R., Lee, C., Rhoulac Smith, T., Zhu, X., and Y. Yang.
(2014). Impact of the Safe Routes to School Program on Walking and Bicycling. Journal of the American Planning Association.
Children and adolescents should have
60 minutes (1 hour) or more of physical
activity daily.
Roads near schools are congested,
decreasing safety and air quality for children.
This movement away from active
transportation is a self-perpetuating cycle.
48%
13%
1969 2009
MINUTES
THE PROBLEM THE SOLUTION
Fewer students
walking and
biking to school
Rising concerns
about safety of
walking and
biking
More parents
driving children
to school
Increased trac
at & around
school
INCREASE
25
ODOT SRTS PROJECT IDENTIFICATION PROGRAM2
Student Benefits of Safe Routes to School
Numerous studies have documented that Safe
Routes to School projects and programs can lead
to increased walking and bicycling activity among
students. But why is it important for communities to
make it safer and more convenient for students to
walk and bike to school?
INCREASED SAFETY FOR STUDENTS
Even if some caregivers choose to drive their
students to and from school, many families don’t
have this option. Some families have no access
to a vehicle, and others have work schedules that
don’t allow them to drop their students off or pick
them up at school. When we provide critical SRTS
improvements and education to our communities, we
make it safer for these (and all) students to to get to
school.
REDUCTION IN ABSENCES AND TARDINESS
Especially in historically disadvantaged communities,
lack of transportation can be a considerable barrier
to attending school consistently. Programs such as
Walking School Buses and Bike Trains, which offer
supervision and structure for walk or ride to school,
provide alternative options for students to arrive on
time and ready to learn.1
HEALTHIER STUDENTS
Because SRTS programs make it easier to walk, bike,
skate, and scoot to school, they directly support
increased physical activity for young people.2
Walking even one mile to school and one mile home
gives a student about 40 minutes of physical acitivity
- two-thirds of the recommended amount!
1 Attendance Works. “Springfield: Walking School Bus - Atten-
dance Works.” Accessed August 22, 2016. http://www.atten-
danceworks.org/what-works/springfieldwalking-school-bus/.
2 Cooper et al., Commuting to school: Are children who walk
more physically active? Amer Journal of Preventative Medicine
2003: 25 (4)
IMPROVED ACADEMIC PERFORMANCE
Staying healthy and getting regular exercise have been
shown to improve students’ academic performance.
In one study, researchers found that after walking for
20 minutes, students responded to test questions with
greater accuracy and had more brain activity than
students who had been sitting. They also learned tasks
faster and more accurately following this physical
activity.3
CLEANER AIR, FEWER EMISSIONS
Increasing the number of students walking and biking
to school means decreasing the number who have to
rely on private vehicles. This improves air quality near
schools, decreasing students’ exposure to pollution
generated by idling vehicles and heavy traffic. “If half of
the school district’s 4,000 students switch to walking,
biking, or rolling, this change would result in an average
driving distance reduction of 5 vehicle miles traveled
by day. Over a 180-day school year, this would result
in 1.8 million fewer vehicle miles traveled per year, or
about 0.75% of the county’s total passenger vehicle
miles traveled of 240 million miles per year.4
GREATER CONFIDENCE
When young people are able to navigate their
neighborhood on their own, they build self-confidence
and independence. They may also learn to read signs,
monitor time, keep track of their belongings, and gain
other valuable skills.
STRONGER SOCIAL CONNECTIONS
Arriving to school via Walking School Bus, Bike Train,
or even just with a friend or sibling fosters community
and builds social bonds. Especially when so many
students face challenges like bullying and isolation, this
opportunity to make connections can be extremely
beneficial.
3 Hillman CH, Pontifex MB, Raine LB, Castelli DM, Hall EE, Kramer
AF. The effect of acute treadmill walking on cognitive control and
academic achievement in preadolescent children. Neuroscience.
2009;159(3):1044-1054. doi:10.1016/j.neuroscience.2009.01.057
4 Ashland County Energy Council 2022 Letter of Support
iNTrOduCTiON 3
Community Benefits of Safe Routes to School
Students and their families are not the only ones who
benefit when we encourage and enable young people
to walk or bike to school safely. In many ways, Safe
Routes to School benefits the whole community.
Communities that prioritize active transportation can
see the following improvements:
REDUCED TRAFFIC CONGESTION
Reducing the number of families commuting to
school in private vehicles reduces traffic around the
school. This means improved circulation for people
driving, as well as safer conditions for pedestrians
and bicyclists. As more people feel comfortable
walking and bicycling, this can also foster an
environment where community members see active
transportation as a viable option and a priority,
leading to additional shifts from driving to active
modes.
STRONGER SENSE OF COMMUNITY
Opportunities for social connection and a greater
sense of community increase as students and parents
participate in collective active transportation (such
as Walking School Buses) or get to know neighbors
while out walking or biking. Additionally, the common
goal of improving conditions for walking and bicycling
can bring families, neighbors, school officials, and
community leaders together.
SAFER STREETS
As the use of private vehicles increases, crash
rates tend to increase1. Conversely, when higher
numbers of people are able to walk and bike safely,
communities can see a decrease in crashes. More
people engaged in active transportation can also
improve personal security and the perception of
safety by providing more “eyes on the street.”
1 Litman, Todd and Fitzroy, Steven (2021), Safe Travels:
Evaluating Transportation Demand Management Traffic Safety
Impacts, Victoria Transport Policy Institute
LOWER COSTS
Encouraging and enabling bicycle and pedestrian
trips reduces costs for families, communities,
and school districts. Families save on gas, while
communities spend less on building and maintaining
roads. Meanwhile, school districts spend less on
busing students who live within walking distance of
schools.
IMPROVED ACCESSIBILITY
When communities prioritize infrastructure
improvements and make walking and biking to school
safer, all community members benefit. Improved
facilities make it easier for all people to get around,
including parents with strollers, senior citizens,
residents without cars, and residents with temporary
or permanent mobility impairments.
ECONOMIC GAINS
Studies show that businesses in neighborhoods that
are walking and bicycle friendly see more business
and higher sales.2
2 Rodney Tolley (2011), Good For Busine$$ - The Benefits
Of Making Streets More Walking And
Cycling Friendly, Heart Foundation South Australia
ODOT SRTS PROJECT IDENTIFICATION PROGRAM4
City of Ashland SRTS Project Identification Program
The City of Ashland, Oregon Department of
Transportation (ODOT) Region 3 representatives,
Ashland School District, Streets for Everyone and
the school community worked with ODOT’s SRTS
Technical Assistance Providers— Alta Planning +
Design—to complete this SRTS Plan.
This SRTS Plan supports Oregon’s statewide
SRTS construction (infrastructure) and education/
engagement (non-infrastructure) efforts. The Project
Identification Program (PIP) process is an ODOT
technical assistance program that helps communities
identify needs and opportunities near one or more
schools, focusing on streets within a quarter mile of
the school, as well as critical issues within a mile of
the school.*
This process did not include schools outside City
boundaries.
The goals of the PIP process are:
• To engage school partners in identifying and
prioritizing projects that will improve walking and
bicycling routes to schools.
• To identify and refine specific projects that are
eligible for the ODOT SRTS Infrastructure Grants
and prepare jurisdictions to apply for the funding.
The Ashland SRTS Plan Process**
*For more information on the PIP program, visit
www.oregon.gov/ODOT/Programs/Pages/SRTS-Project-Identification-Program.aspx.
**A detailed summary of the planning process is included in Appendix B.
***Final SRTS Plans can be found at www.OregonSafeRoutes.org.
Project Initiation
- Background
data collection
- Existing
conditions review
School Safety
Assessment
- Community
outreach
- Walk audit
- Facility inventory
Review Process
- Project Management
Team (PMT) review of
draft recommendations
- Draft SRTS Plan
- Public comment on
Draft Plan
Final SRTS Plan***
FALL/WINTER
2022-2023
SPRING
2023
SPRING/SUMMER
2023
SUMMER
2023
iNTrOduCTiON 5
Plan Audience
This Plan lays the foundation for local public agency
staff, schools, the community, and ODOT to work
together on reducing barriers for students walking
and biking to school. Because of the many people
involved in this planning process, this Plan is written
in a way that attempts to speak to several different
audiences at once:
• School, district, and local public agency staff: The
PIP process is usually initiated by a combination
of these groups, which generally make up the
PMT and have both a technical and experiential
understanding of issues and needed improvements.
At the same time, these stakeholders may or may
not have an engineering background. The majority
of this Plan is written to be read and understood by
these important contributors.
• Interested community members: Because the
success of any SRTS effort depends on engagement
with the people who will ultimately use these
routes, facilities, and programs, key sections of
this Plan are intended to be understandable to the
general public, including the school community
and residents in general. In particular, the Existing
Conditions section (which takes inventory of
barriers and issues) is important for interested
community members to review and add to.
Recommendations are written in more technical
language...
• Planners, engineers and public works staff:
Ultimately, many of these recommendations
involve highly specialized and technical processes,
as well as competitive funding applications, which
is why the Recommendations chapter is written
with this audience in mind.
• Local decision makers: Elected officials, such
as councilmembers, commissioners, and tribal
governance bodies, are also a critical component
of shaping active transportation. The Goals,
Objectives, and Actions listed in the Vision and
Goals Chapter will be particularly relevant for this
group, as well as the Recommendations chapter.
However, the majority of this Plan is written to be
accessible to this group.
Student submission to Oregon Safe Routes to School Walk + Roll Art Contest, 2021
ODOT SRTS PROJECT IDENTIFICATION PROGRAM6
How to use this Plan
Each partner has a key role to play in contributing to
this Plan’s success. This section provides some ideas
for how different groups can take part in advancing
SRTS goals in their community.
WHO ARE YOU?
I AM A STUDENT
• Practice and encourage safe walking and rolling to,
from, and near school.
• Participate in a Walking School Bus or another
education/encouragement idea identified in
Chapter 4.
• Promote SRTS activities through artwork or school
projects.
I AM A CAREGIVER
• Understand the conditions at your student’s school
(see Chapter 2) to plan a walking/rolling route or
advocate for improvements.
• Help implement the educational and
encouragement programs suggested in Chapter 4.
• Support fundraising for projects and programs (see
Appendix D).
I WORK FOR THE SCHOOL DISTRICT
• Distribute information about walking and rolling
safely and SRTS talking points to caregivers and the
school community.
• Tackle the SRTS objectives and actions from
Chapter 2 that are relevant to the school district,
and develop Chapter 4 programs that educate
and encourage students and caregivers to seek
alternatives to single family commutes to school.
• Prioritize facility improvements on District
property.
• Work with multiple schools, sharing information
and bringing efficiencies to programs at each
school working on SRTS.
• Incorporate bike and pedestrian safety lessons into
P.E class and offer trainings for P.E. teachers to learn
about available curricula.
I AM A TEACHER OR OTHER STAFF MEMBER
• Include bicycle and pedestrian safety in lesson
plans and school curriculum
• Arrange field trips within walking distance of school
and teach lessons about safety along the way.
• Be positive and encourage students and families to
try walking and rolling!
I AM A COMMUNITY MEMBER
• Learn about walking and bicycling conditions in
your neighborhood and how an SRTS program can
improve them (see Chapter 2).
• Participate as an advocate to support education
and encouragement programs (see Chapter 4).
I WORK FOR THE CITY OR COUNTY
• Identify city- or countywide issues and
opportunities related to walking and bicycling,
prioritizing construction improvements provided in
Chapter 4.
• Pursue funding for improvements, using sources
listed in Appendix D.
I WORK FOR LAW ENFORCEMENT
• Raise awareness of traffic rules, focusing on key
SRTS locations that have a history of crashes.
• Focus on traffic safety education, rewarding
positive behavior, and supporting school walk
and bike events. Be mindful of strategies that may
disproportionately and negatively affect children
and families of color, low wealth, or marginalized
populations.
I WORK IN PUBLIC HEALTH
• Identify specific opportunities to collaborate with
schools and local governments to support safety
improvements and encourage healthy behaviors
(see Chapter 4).
iNTrOduCTiON 7
VISION AND GOALS FOR SRTS02
VISION AND GOALS
This chapter includes an overall vision as well as specific
actions that city and school leadership can take to support
SRTS. It also includes an overview of the public input process
that shaped this Plan.
Community Vision for SRTS
The Ashland community envisions a future where students
and their families safely, comfortably, and conveniently walk
and bicycle as part of the daily school commute and a healthy
lifestyle.
viSiON ANd gOALS FOr SrTS 9
Goals, Objectives, and
Actions
The ODOT SRTS PIP team developed goals to support
SRTS in the areas of health, safety, equity, and the
environment. Participants in the Ashland PIP process
selected safety and equity as the main priorities
for the community. A summary of community
engagement activities is included in the following
section.
The following section lists specific recommended
objectives and actions based on the community-
identified goals, as well as community input from
the walk audit and data collected throughout the PIP
process. Actions may relate to achieving more than
one goal, but each action is only listed once.
SAFETY
Goal: Increase safety for students and families
traveling to school, particularly those who walk and
bike out of necessity.
Objective 1: Students are able to walk and bike to and
from campus, between schools, and to homes within
a quarter mile of the school.
• Action: Ashland School District will integrate
on-campus infrastructure improvements into their
ongoing planning processes and maintenance.
• Action: The City of Ashland will consider applying
to the ODOT Competitive SRTS Infrastructure Grant
in 2023 for infrastructure improvements, outlined
in Chapter 4.
• Action: The City of Ashland will begin implementing
recommendations as funds for capital
improvements become available, particularly lower
cost improvements within a quarter-mile of each
school.
Objective 2: Safe walking or biking access is available
to all families within one mile of the school.
• Action: The City of Ashland will adopt the long-
term infrastructure recommendations in Chapter
4 as a part of its planning processes including the
upcoming Transportation System Plan update.
• Action: The City of Ashland will coordinate with
Ashland Police Department to address enforcement
issues near school campuses, such as:
• Parking in reserved ADA parking without a
permit.
• Parking in bike lanes
• Speeding on neighborhood streets
Objective 3: Pedestrian and bicycle safety education
is available to students in Ashland and Ashland
County School District.
• Action: Walker Elementary School, Ashland Middle
School, Ashland High School, Bellview Elementary
School, TRAILS Outdoor School, Helman
Elementary School, Willow Wind Community
Learning Center will encourage families to walk and
bike to school by distributing information regarding
safety and suggested routes.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM10
• Action: Ashland School District and City of Ashland
will coordinate with school leadership and the
Phoenix-Talent School District to apply for the
SRTS Education grant to fund a SRTS coordinator
position. This coordinator will organize safety,
education, and encouragement activities across
both school districts.
EQUITY
Goal: Increase access and opportunity to walk and
bike to school for all residents, with a particular focus
on transportation-disadvantaged populations.
Objective 1: Engage with families from historically
disadvantaged groups such as the Latino community,
to hear and learn about their barriers to students
walking or biking to school.
• Action: Ashland School District and City of Ashland
will provide SRTS information and educational
materials in English and Spanish.
• Action: Ashland School District and City of Ashland
will partner with existing groups and organizations
that serve particularly the Latinx community,
low-income households, and other historically
disadvantaged groups to help disperse information
and better understand needs and barriers.
• Action: Ashland School District schools will
consider how to overcome barriers such as parent
work schedules and transportation limitations to
enable all parents to participate in SRTS programs
and activities.
Objective 2: Prioritize infrastructure and non-
infrastructure improvements that connect
underserved or low-income communities to schools
and improve access for students walking, biking, and
taking transit to school campuses.
• Action: The City of Ashland will implement
infrastructure recommendations with a
consideration for improvements that serve
underserved and low-income communities.
HEALTH
Goal: Increase student access to physical activity,
recreation, and mental wellness while reducing
emissions near schools.
Objective 1: Students have increased physical activity
before, after, and during the school day.
• Action: Ashland School District will look for areas
of overlap between SRTS efforts and other health
initiatives and PE class.
Objective 2: The school community supports families
using active and shared transportation to access
school and reach nearby destinations.
• Action: Ashland School District will share
relevant health statistics and messages in school
newsletters, back-to-school night or through other
communication channels.
• Action: The City of Ashland will coordinate with
local public health agencies to share information
about SRTS and coordinate around shared wellness
goals.
ENVIRONMENT
Goal: Increase environmental health near schools,
including air and water quality
Objective 1: Reduce congestion and air pollution near
the school campus.
• Action: Ashland School District will provide parents
with education and encouragement materials
providing information on carpooling, walking,
biking, and school buses.
viSiON ANd gOALS FOr SrTS 11
A Community-Driven
Planning Process
The vision, goals, objectives and actions provided
here, as well as the detailed construction project
and programmatic recommendations to follow in
Chapter 4, were shaped by the Ashland community.
Community-group representatives, parents and
other community members had the opportunity to
participate in the SRTS planning process and provide
feedback in the following ways:
• Participation in walk audits at each school and a
community meeting
• Virtual feedback using the Online Public Input Map
and survey
The City of Ashland, Ashland School District, Streets
for Everyone and school leadership from Walker
Elementary School, Ashland Middle School, Ashland
High School, Bellview Elementary School, TRAILS
Outdoor School, Helman Elementary School and
Willow Wind Community Learning Center worked
diligently to spread the word about the walk audits,
community meetings and the Online Public Input Map
and survey by sending them out to all families and
posting them on the school websites.
The project team conducted a series of five walk
audits in Ashland over three days (April 10-12, 2023),
with the following schedule:
• Ashland Middle School, Walker Elementary
School and TRAIL Outdoor School on the
morning of April 10 to observe student arrival
• Ashland High School on the afternoon of April 10
to observe student dismissal
• Helman Elementary School on the morning of
April 11 to observe student arrival
• Bellview Elementary School on the afternoon of
April 11 to observe student dismissal
Members of the PMT and schools’ staff participated in
the walk audits. They provided feedback on specific
barriers and challenging locations near the schools.
In addition to the walk audits, the project consultant
team conducted a comprehensive facility inventory
review for all focus schools, assessing existing
conditions and identifying areas for improvement.
This thorough evaluation ensured that the needs of
each school were taken into account in the planning
process.
Project team members also presented the SRTS
planning process and project progress to the School
Communities on April 11 at a public meeting at
Ashland Middle School’s Library and collected 30
comments during the public comment period on the
draft plan.
School community members and agency staff
participating in Ashland school walk audits in April
2023.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM12
as well as the Draft City of Ashland SRTS Plan Public
Comment Period, included:
• Improving efficiency for parents by enabling
students to safely walk or bike to school, rather
than being dropped off or waiting for a bus
• Ensuring safety for visually-impaired pedestrians
and other vulnerable users
• Reducing vehicle congestion on roads and near
schools
• Reducing busing needs
• Requests for further development of a connected
citywide active transportation network to build
on SRTS routes
• Improving safety of main intersections along the
popular school routes
When asked through the Public Input Map about the
most important goal for a Safe Routes to School Plan
for Ashland, survey respondents indicated that safety
was their top priority, followed by equity, health, and
environment.
PREVIOUS SRTS EFFORTS OR WALKING/
BIKING ENCOURAGEMENT ACTIVITIES
The City of Ashland as the road authority has not
worked directly with the school district on Safe
Routes to School educational programs to date. The
City has generated a Safe Routes To School network
within its Transportation System Plan and identified
missing links, but has not coordinated the priority
of these missing links with the School District. The
School District has done very little with respect to
the educational component of walking, biking, and
rolling to school. The City of Ashland has coordinated
with the City’s Parks and Recreation Department to
offer a bicycle education and safety course at local
schools, but that program is currently on hold due to
the pandemic.
Infrastructure Improvement
The City of Ashland has sidewalk infill projects
defined in the adopted Transportation System Plan
that are part of the safe routes system and has
applied for grant funding, but to date have been
unsuccessful. The City has installed RRFB’s at crossing
locations adjacent to numerous schools in the district
to date and is working towards ADA ramp access
improvements near schools.
DEMOGRAPHIC REPRESENTATION
To determine who was being reached through Online
engagement, the project team collected information
about respondents the Public Input Map using a
short survey. Of the 80 respondents who filled
out the survey, 83% were parents or caregivers
of students who attend schools in the study area.
Another 12% identified as community members. 4%
of respondents indicated that they were School or
District staff, and 1% were City staff.
86% of respondents to the map were white, and only
5% of survey respondents selected Hispanic/Latino.
COMMUNITY ENGAGEMENT KEY THEMES
The comment heat maps on the following pages
illustrate specific locations of concern and interest
that emerged through the Online Public Input
Map. The map on page 14 indicates areas where
participants recorded comments at specific points,
while the map on page 15 shows the locations of
comments about routes. Particular areas of the Public
Input Map received high numbers of comments,
indicating that parents and caregivers were more
concerned with addressing barriers at these
locations:
• Central Bike Route
• Walker Ave
• Helman St
• E Main St
• A St
• Oak St
• W Hersey St
• W Nevada St
• Laurel St
Based on the feedback received through all
engagement methods, it is clear that the Ashland
community values active, healthy lifestyles and seeks
to make it safer and more comfortable for all students
to walk and bike. Participants who engaged with the
SRTS planning process want to see more protected,
continuous SRTS routes.
Themes from the Online Public Input Map and survey,
viSiON ANd gOALS FOr SrTS 13
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ODOT SRTS PROJECT IDENTIFICATION PROGRAM14
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PUBLIC INPUT MAP
ASHLAND SRTS
ASHLAND CONTEXT
Railroad
City Boundary
Parks
Water
School Property
LINE COMMENTS
Low Density of Comments
High Density of Comments
0 0.95 1.9Miles
32 LINE COMMENTS32 ENGAGEMENTS (LIKES, DISLIKES)
viSiON ANd gOALS FOr SrTS 15
EXISTING CONDITIONS03
EXISTING CONDITIONS
This chapter summarizes the key challenges and opportunities
faced by families and students walking or bicycling to school.
The following pages provide contextual information for each of the schools,
as well as key themes documented during the walk audits and through
community and partner input. A detailed summary of the planning process
and activities that took place to support this Plan is included in Appendix B.
Previous planning processes and additional data informed the existing
conditions documented in this chapter.
ExiSTiNg CONdiTiONS 17
SCHOOL CONTEXT:
Ashland Middle School
100 WALKER AVE, ASHLAND, OR 97520
PRINCIPAL:
Steve Retzlaff
ENROLLMENT:
481
GRADES SERVED:
Public 6-8
EQUITY:
35% percent of students are below
poverty line*
DEMOGRAPHICS*
• White, non-Hispanic, 71%
Hispanic, 14%
• American Indian/Alaska Native, 1%
• Black / African American, 1%
• Asian, 1%
TOP LANGUAGES SPOKEN BY
STUDENTS IN DISTRICT**
English 2,372
Spanish 61
Total Languages Spoken: 14
Ashland Middle School
School Safety Assessment
Date: April 2023
SCHOOL LAYOUT
Ashland Middle School is a public school located in
the center of Ashland. The school is on the east side
of Walker Ave between Iowa St and E Main St (see
map on next page). The school has one main entrance
and one parking lots on Walker Ave. The parking lot
is right in front of the school building and there is a
sports field is on the east side of the building.
SITE CIRCULATION
Vehicles and school buses: Vehicles and school buses
pick up and drop off in separate loops in the main
parking lot. They enter from Walker Ave, make a large
loop, and load in front of the main entrance.
Pedestrians: Students walking and cycling arrive via
Walker Ave and make their way to the main entrance.
There is a crossing guard is posted on Walker Ave,
right in front of the school to help students cross the
road.
Transit: The Rogue Valley Transportation District
serves the City of Ashland and Jackson County. The
10 bus route runs every 20 minutes every day. The
bus stop at Ashland and Walker is the nearest stop
to Walker Elementary School (0.2 miles from the
school), Also, the 1x bus which runs every hour
Monday through Friday and Sunday stops 0.7 miles
from the Walker Elementary School.
*Source: Oregon Department of Education 2020-2021 school year
**Source: Oregon Department of Education 2018-2019 school year
ODOT SRTS PROJECT IDENTIFICATION PROGRAM18
SCHOOL CONTEXT:
TRAILS Outdoor School
158 WALKER AVE, ASHLAND, OR 97520
PRINCIPAL:
Jennifer Parks
ENROLLMENT:
113
GRADES SERVED:
Public K-8
EQUITY:
50% percent of students are below
poverty line*
DEMOGRAPHICS*
• White, non-Hispanic, 77%
Hispanic, 15%
• American Indian/Alaska Native, 0%
• Black / African American, 1%
• Asian, 1%
TOP LANGUAGES SPOKEN BY
STUDENTS IN DISTRICT**
English 2,372
Spanish 61
Total Languages Spoken: 14
TRAILS Outdoor School
Safety Assessment
Date: April 2023
SCHOOL LAYOUT
TRAILS Outdoor School is a public school centrally
located in Ashland, next to Ashland Middle School
campus. The school is on the east side of Walker
Ave between Iowa St and E Main St (see map on
next page). The school has one main entrance and
a parking lots fronting Walker Ave. The parking lot
is right in front of the school building and there is a
sports field on the south side of the building.
SITE CIRCULATION
Vehicles and school buses: Vehicles and school buses
drop-off and pickup in the parking lot loops. They
enter from Walker, make a large loop, and load and
unload in front of the main entrance.
Pedestrians: Students walking and cycling arrive via
Walker Ave and make their way to the door.
Transit: The Rogue Valley Transportation District
serves the City of Ashland and Jackson County. The
10 bus route runs every 20 minutes every day. The
bus stop at Ashland and Walker is the nearest stop
to Walker Elementary School (0.2 miles from the
school), Also, the 1x bus which runs every hour
Monday through Friday and Sunday stops 0.7 miles
from the Walker Elementary School.
*Source: Oregon Department of Education 2020-2021 school year
**Source: Oregon Department of Education 2018-2019 school year
ExiSTiNg CONdiTiONS 19
Ashland
Middle
School
MAIN ST
YW
S
U
P
M
A
C
IOWA ST
EVA RE
K
L
AW
TRAILS
Outdoor
School
SITE PLAN
ASHLAND MIDDLE SCHOOL
and TRAILS OUTDOOR SCHOOL
0 0.1 MILES
School BusLoading
Visitor Parking
Main entrancefor studentswalkingand biking
Pedestriantravel path
Bus travel path
Car travel path
Crossing Guard
Sports Field
ODOT SRTS PROJECT IDENTIFICATION PROGRAM20
SCHOOL CONTEXT:
Walker Elementary School
364 WALKER AVENUE, ASHLAND, OREGON
97520
PRINCIPAL:
Tiffany Burns
ENROLLMENT:
278
GRADES SERVED:
Public K-5
EQUITY:
41% percent of students are below
poverty line*
DEMOGRAPHICS*
• White, non-Hispanic, 65%
Hispanic, 18%
• American Indian/Alaska Native, 1%
• Black / African American, 4%
• Asian, 1%
TOP LANGUAGES SPOKEN BY
STUDENTS IN DISTRICT**
English 2,372
Spanish 61
Total Languages Spoken: 14
Walker Elementary School
Safety Assessment
Date: April 2023
SCHOOL LAYOUT
Walker Elementary School is a public school located
in the center of Ashland. The school is on the east
side of Walker Ave between Iowa St and Homes
Ave. The school was under construction so the SRTS
PIP planning team was not able to document site
circulation.
Transit: The Rogue Valley Transportation District
serves the City of Ashland and Jackson County. The
10 bus route runs every 20 minutes every day. The
bus stop at Ashland and Walker is the nearest stop
to Walker Elementary School (0.2 miles from the
school), Also, the 1x bus which runs every hour
Monday through Friday and Sunday stops 0.7 miles
from the Walker Elementary School.
*Source: Oregon Department of Education 2020-2021 school year
**Source: Oregon Department of Education 2018-2019 school year
ExiSTiNg CONdiTiONS 21
Newly constructed drop-off and pickup loop at
Ashland Middle School.
Newly constructed sidewalks at TRAILS Outdoor
School.
Key Observations
Bike and Pedestrian Facilities Inventory
• All three schools have new campuses
with improved pedestrian and bike
access and well-designed bike
parking. (See photos a,b,c,d & e).
However TRAILS Outdoor school can
benefit from a crosswalk or watch for
pedestrian signs across the entrance
and exit.
• Walker Ave is an important bike route
for students and other community
members traveling north/south
and accessing the college campus.
Speeding, parking in the bike lane,
and failing to stop for students in the
crosswalk were observed during the
walk audits in front of Ashland Middle
School and TRAILS Outdoor School.
The area is a designated school zone.
• The Walker Ave and Homes Ave
intersection lacks ADA-compliant curb
ramps and is impacted by utility poles
limiting access to the sidewalk. (See
photo g and h.)
• With the new school campus
construction, more of student arrival
and dismissal will take place along
Homes ave and Hunter Ct.
• At Ashland Middle School, caregivers
park perpendicularly across all of the
disabled parking spots.
a
b
ODOT SRTS PROJECT IDENTIFICATION PROGRAM22
Covered bike racks at Ashland Middle School.
Central Bike Lane, just south of TRAILS Outdoor
School.
Improved Railway-crossing just south of TRAILS
Outdoor School.
Bike lane on Walker Ave.
c
e
d
f
ExiSTiNg CONdiTiONS 23
The Walker Ave and Homes ave intersection lacks ADA-compliant curb ramps and sidewalk is not accessible.
(See photos g and h.)
g
h
ODOT SRTS PROJECT IDENTIFICATION PROGRAM24
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ExiSTiNg CONdiTiONS 25
SCHOOL CONTEXT:
Helman Elementary School
705 HELMAN ST
PRINCIPAL:
Michelle Cuddeback
ENROLLMENT:
289
GRADES SERVED:
Public K-5
EQUITY:
25% percent of students are below
poverty line*
DEMOGRAPHICS*
• White, non-Hispanic, 73%
Hispanic, 13%
• American Indian/Alaska Native, 1%
• Black / African American, 1%
• Asian, 2%
TOP LANGUAGES SPOKEN BY STUDENTS IN DISTRICT**
English 2,372
Spanish 61
Total Languages Spoken: 14
*Source: Oregon Department of Education 2019-2020 school year
**Source: Oregon Department of Education 2018-2019 school year
Helman Elementary School
Safety Assessment
Date: April 11, 2023
SCHOOL LAYOUT
Helman Elementary School is a public school located
on the north side of Ashland on Helman St, just south
of W Nevada Street (map on the next page). The
school building is positioned at the corner of Randy
St and Helman St surrounded by quiet neighborhood
streets and close the the Bear Creek Greenway Path.
There is a playground and sports fields on the south
of the school building.
SITE CIRCULATION
Vehicles: Parents drive through the parking lot on the
east and get through one entrance make a loop and
get to the main entrance for drop-off and pickup.
School Buses: Buses use the parking lot on the east
side for loading and unloading students.
Pedestrians and Bicyclists: Students who walk or bike
to school from north of the school, use Randy Street
as their route to reach the main entrance. Students
walking along Helman St pass through the parking lot
to reach the entrance.
Transit: She Rogue Valley Transportation District
serves the City of Ashland and Jackson County. The
10 bus route runs every 20 minutes every day.
The bus stop on N Main St north of Maple St is only
0.4 miles from the Helman Elementary School. This
route also stops at N Main St north of Grant St, which
is 0.5 miles from the school.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM26
Helman
School
ElementaryRAN
D
Y
S
T
TS
L
E
R
U
A
L
MOUNTAIN VIEW DR
TS
NA
M
L
E
H
SITE PLAN
HELMAN ELEMENTARY SCHOOL
0 0.1 MILES
Playground School BusLoading
Bike Parking
Staff Parking
Visitor Parking
Main entrancefor studentswalkingand biking
Pedestriantravel path
Bus travel path
Car travel path
Crossing Guard
Vehicle Loading
ExiSTiNg CONdiTiONS 27
Bike and Pedestrian Facilities Inventory
Covered bike parking at Helman Elementary School.
The curb at the corner of Randy St and Helman St
poses a challenge for students who want to bike
to the sidewalk and reach the school entrance.
Currently, students have to bike through the school
driveway.
Key Observations
• Helman Elementary has covered,
u-shaped bike parking and accessible
sidewalks. There is a curb on the north
side of the school on Randy St that
prevents students from being able to
bike or roll easily onto the sidewalk
without going into the school driveway
(See photos a and b.)
• During the walk audit participants
shared concern about visibility crossing
W Nevada St to access the Bear Creek
Greenway trailhead. (See photos c and
d.)
• Walk audit participants reported
issues with people parking too close or
blocking their driveway on Nevada St
for school access.
• Existing curb extensions on Helman
St lack truncated domes for ADA
accessibility. (See photos e and f.)
• Walk audit participants reported
concerns about speeding along Helman
St.
a
b
ODOT SRTS PROJECT IDENTIFICATION PROGRAM28
Bear Creek Greenway trailhead.
The curb extensions on Helman St lack truncated
domes for ADA accessibility.
Intersections of W Nevada St and Helman St.
Curb extensions on Helman St.
c
e
d
f
ExiSTiNg CONdiTiONS 29
SCHOOL CONTEXT:
Bellview Elementary School
1602 MAY ST
PRINCIPAL:
Lindsay Gates
ENROLLMENT:
257
GRADES SERVED:
Public K-5
EQUITY:
25% percent of students are below
poverty line*
DEMOGRAPHICS*
• White, non-Hispanic, 75%
Hispanic, 14%
• American Indian/Alaska Native, 2%
• Black / African American, 1%
• Asian, 2%
TOP LANGUAGES SPOKEN BY STUDENTS IN DISTRICT**
English 2,372
Spanish 61
Total Languages Spoken: 14
*Source: Oregon Department of Education 2019-2020 school year
**Source: Oregon Department of Education 2018-2019 school year
Bellview Elementary
School Safety Assessment
Date: April 2023
SCHOOL LAYOUT
Bellview Elementary School is a public school located
in the east end of Ashland in the corner of Tolman
Creek Rd and Siskiyou Blvd. The school has one main
building and two parking lots. There is also a sports
field on the east side of the building. (map on the next
page).
SITE CIRCULATION
Vehicles: Drivers access the parking lot from Tolman
Creek Rd and use the drop-off and pickup loop to
reach the entrance, Subsequently exiting through the
north exit to Tolman Creek Rd. During the pandemic,
the school provided a secondary drop-off and pickup
loop on Siskiyou Blvd (located south of the school
site), which parents use for picking up students.
School Buses: Buses follow the same entrance route
as vehicles but do not proceed through the loop
designated for drop-off and pickup.
Pedestrians and Bicyclists: Most students who walk
or bike to school follow Tolman Creek Rd and enter
the school site through the south parking lot entrance.
Transit: She Rogue Valley Transportation District
serves the City of Ashland and Jackson County. The
10 bus route runs every 20 minutes every day. •
The bus stop on Tolman Creek Road north of Siskiyou
is only 0.1 miles from Bellview Elementary School.
There are other stops within one mile of the school as
well, such as Tolman Creek Rd south of Dianne St.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM30
Bellview
Elementary
School
DR
K
E
E
R
C
N
A
M
L
O
T
EAGLE CREEK LN
MI
S
T
L
E
T
O
E
R
D
ROGUE VALLEY HWY
SITE PLAN
BELLVIEW ELEMENTARY SCHOOL
0 0.1 MILES
School BusLoading
Visitor Parking
Main entrancefor studentswalkingand biking
Pedestriantravel path
Bus travel path
Car travel path
Crossing Guard
Sports fields
Auxiliary vehicle pickup location
ExiSTiNg CONdiTiONS 31
\
Bike and Pedestrian Facilities Inventory
Intersection of Siskiyou Blvd and Tolman Creek Rd is
is challenging for students to cross because of high
volumes of traffic and high speeds.,
Students crossing at Tolman Creek Rd and Siskiyou
Blvd.
Key Observations
• The intersection of Siskiyou Blvd
and Tolman Creek Rd experiences
congestion and becomes challenging to
navigate, particularly during rush hour
and school arrival and dismissal times.
A crossing guard is also stationed at the
intersection in the morning and in the
afternoon. (See photos a, b and c.)
• As vehicles enter the city limits, the first
thing they encounter is the school zone
and a speed reduction zone coming into
Ashland.
• Many students live on Tolman Creek
Rd or in the surrounding area and walk
to and from school, Tolman Creek Rd,
south of Siskiyou Blvd, lacks sidewalks.
(See photo e.)
• Walk audit participants raised concerns
about the lack of visibility caused by
overgrown bushes at the intersection of
Eagle Creek Ln. (See photo f.)
a
b
ODOT SRTS PROJECT IDENTIFICATION PROGRAM32
\
Intersection of Siskiyou Blvd and Tolman Creek Rd.
No sidewalks on Tolman Creek Rd, South of Siskiyou
Blvd.
Intersection of Eagle Creek Ln and Tolman Creek Rd.
c
e f
ExiSTiNg CONdiTiONS 33
SCHOOL CONTEXT:
Ashland High School
201 S MOUNTAIN AVE
PRINCIPAL:
Benjamin Bell
ENROLLMENT:
903
GRADES SERVED:
Public 9-12
EQUITY:
33% percent of students are below
poverty line*
DEMOGRAPHICS*
• White, non-Hispanic, 73%
Hispanic, 12%
• American Indian/Alaska Native, 2%
• Black / African American, 1%
• Asian, 2%
TOP LANGUAGES SPOKEN BY STUDENTS IN DISTRICT**
English 2,372
Spanish 61
Total Languages Spoken: 14
*Source: Oregon Department of Education 2019-2020 school year
**Source: Oregon Department of Education 2018-2019 school year
Ashland High School
Safety Assessment
Date: April 2023
SCHOOL LAYOUT
Ashland High School is a public school located in the
center of Ashland, north of Siskiyou Blvd. Ashland
High School’s main entrance is off of Mountain Ave,
which is a narrow, busy street that directly connects
Siskiyou Blvd and E Main St. School campus take up
most of the area between E Main St and Siskiyou with
large sports fields and multiple large school buildings.
(map on the next page).
SITE CIRCULATION
Vehicles and School Buses: Student parking lots
are located to the east and south of campus.
Students also park along Morse Ave and on other
neighborhood streets.
School buses load along the west side of Mountain
Ave, for school days and for sports games hosted at
the field on the north side of campus.
Pedestrians and Bicyclists: Students walking and
biking to school filter in from all directions. In
particular, they travel down Alida St, Blaine St, and
Morse Ave to connect from the Center Bike Path and
Rogue Valley Roasting coffee shop
Transit: She Rogue Valley Transportation District
serves the City of Ashland and Jackson County.
The 10 bus route runs every 20 minutes every day.
The bus stop on Siskiyou Blvd south of Morse St, is
adjacent to Ashland High School. Other stops near
this school are Siskiyou Blvd and Palm, St Siskiyou
Blvd south of Morton St, and Siskiyou Blvd south of
Sherman St.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM34
Ashland
High School
BLAINE ST
BEACH ST
EVA
NI
A
T
N
U
O
M
IOWA STSISK
I
Y
O
U
B
L
V
D
EV
A
E
S
R
O
M
TS
A
D
I
L
A
SITE PLAN
ASHLAND HIGH SCHOOL
0 0.1 MILES
School BusLoading
Bike Parking
Student Parking
Staff ParkingP
Main entrancefor studentswalkingand biking
Pedestriantravel path
Bus travel path
Car travel path
Crossing Guard
P
Sports fields
Transit Stop
ExiSTiNg CONdiTiONS 35
Bike and Pedestrian Facilities Inventory
Key Observations
• Bike parking is located on the edge of the
school campus and school leadership has
reported issues with bike theft. (See photo
a.)
• Walk audit participants observed
congestion issues during student
dismissal. Parents or other vehicles
picking up students stop and wait in many
different parking lots and double park
along Mountain Ave and Morse Ave. (See
photo b.)
• Walk audit participants raised issues with
speeding in some of the school parking
lots
• There is congestion at the main entrances
during drop-off and pickup times with
particular conflict between students
walking and the volume of vehicle traffic
coming and going from the school.
The school and district leadership are
seeking more structured and improved
procedures.
• Many students cross Mountain Ave mid-
block north of the Iowa St intersection to
travel from a student parking lot to the
main school entrance. (See photo c.)
• There are not sidewalks along the east
side of Mountain Ave, between Siskiyou
Blvd and E Main St. (See photo d.)
• School district leadership report issues
with speeding and high volumes of
through traffic along Mountain Ave.
Mountain Ave is a designated school zone.
• Morse Ave is heavily used for student
parking, particularly north of the track
entrance. Many students access the
High School from the north by crossing
E Main St at the crosswalk at 8th St,
then traveling on Alida St and Blaine St.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM36
Bike parking on Mountain Ave.
Students cross mid-block on Mountain Ave, just north of Iowa St, at the exit of the student parking lot to access
the school.
a
c
Traffic congestion on Mountain Ave during the drop-
off and pickup.
b
ExiSTiNg CONdiTiONS 37
There is no sidewalk on the east side of Mountain Ave, between Siskiyou Blvd and E Main St.
d
ODOT SRTS PROJECT IDENTIFICATION PROGRAM38
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ExiSTiNg CONdiTiONS 39
SCHOOL CONTEXT:
Willow Wind Community
Learning Center
1497 EAST MAIN ST .
PRINCIPAL:
Debra Schaefferpew
ENROLLMENT:
194
GRADES SERVED:
K-8
Equity, Demographic and Language
data is not available for Willow Winds
Learning Center on Oregon Department
of Education website.
Willow Wind Community
Learning Center
Date: April 2023
SCHOOL LAYOUT
Willow Wind Community Learning Center is a public
school located on the north side of City of Ashland,
just outside of City limits.. It is located north of E Main
st and closest intersection to school is E Main St and
Campus Way. The school has one main building and
one parking lot on the south of the building Campus
includes a large garden and playground.. (Refer to the
map on the next page).
SITE CIRCULATION
Vehicles and School Buses: Drivers use the access
route from E Main St to get to school. Willow Wind
is not currently served by school bus service. Adding
bus service is being considered for the 2023-24
school year.
Pedestrians and Bicyclists: Students walking and
biking to school walk along the path from E Main St to
get to the building entrance or from the west through
a gate that connects to the adjacent neighborhood.
Transit: She Rogue Valley Transportation District
serves the City of Ashland and Jackson County. The
10 bus route runs every 20 minutes every day.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM40
Willow Winds
Learning
Center
EV
A
r
e
k
l
a
W
TS
n
a
m
t
h
g
i
W
Ca
m
p
u
s
W
Y
Main ST
Ma
l
l
a
r
d
S
T
SITE PLAN
WILLOW WINDS LEARNING CENTER
0 0.1 MILES
Bike Parking
Visitor Parking
Main entrancefor studentswalkingand biking
Pedestriantravel path
Car travel
Playground
ExiSTiNg CONdiTiONS 41
Bike and Pedestrian Facilities Inventory
Students walk and bike on the gravel path along the
access road.
Key Observations
• Students biking to school are asked
to ride on a crushed gravel path and
then to a sidewalk that wraps around
the parking lot. Walk audit participants
report issues with conflict with students
walking along the path and the lack of a
curb cut to access it from the bike lane.
(See photo a.)
• Walk audit participants and school
leadership observe conflict between
students traveling down the school path
(west side of the road) then crossing the
school driveway to reach the existing
marked crosswalk on the west side of
campus way.
• Many students currently travel to
reach school from south of the school
and east by bike and use Campus
WayDriveway as a cut through path.
• During the walk audit we observed
vehicles failing to yield to people
walking and biking along the shared use
path near California St.
• Along E Main St speeding and high
volumes of traffic were observed during
the walk audit. ( See photo b.)
a
High volumes of traffic on E Main St, in front of the
school access road.
b
ODOT SRTS PROJECT IDENTIFICATION PROGRAM42
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ExiSTiNg CONdiTiONS 43
RECOMMENDATIONS04
RECOMMENDATIONS
This chapter outlines recommendations for construction
projects, as well as education and encouragement programs
that address the issues identified in Chapter 3.
Changes to the street-scape are essential to making walking and rolling to
school safer and more comfortable. Infrastructure improvements benefit
students and families who walk and bike to school, as well as everyone who
travels through the school area.
In addition, education and encouragement programs are a necessary
component of any successful SRTS Program. Often, programs that get more
students walking and rolling lead to increased public support for infrastructure
projects. So, programs can be an important first step toward building out the
physical improvements to walking and rolling infrastructure. Also, relative to
many construction projects, most education and encouragement programs
are less costly to implement.
The recommendations for construction projects and education and
encouragement programs outlined in this chapter were informed by existing
conditions and input from school and district staff, as well as city and
county staff. They are tailored to meet the needs and interests of the school
community.
rECOmmENdATiONS 45
Construction Project Recommendations
This section describes recommended construction
projects within two miles of the focus schools.The
maps on the following pages are guide to the location
of these recommendations, which are described in
detail in Table 1.
This Plan does not represent a comprehensive list
of every project that could improve conditions for
walking and bicycling in the community. Instead, it
calls attention to key conflict points and potential
improvements near the schools. Recommendations
range from simple striping changes and signing to
more significant changes to the streets, intersections,
and school infrastructure. All construction projects
need to be reviewed and designed by engineers and
approved by the local road authority.
It should be noted that not all of these projects and
programs need to be implemented right away to
improve the environment for walking and bicycling
to school. Some projects will require more time,
support, and funding than others. It is important to
achieve shorter-term successes while laying the
groundwork for progress toward some of the larger
and more complex projects.
Each recommendation is flagged with
implementation next steps to provide guidance about
how to move them forward:
• Requires Additional Traffic Analysis
• Requires More Detailed Design
• ODOT Community Paths Grant Eligible
• Quick Build Compatible
• Roadway Maintenance Issue
• Demonstration Project Opportunity
• ODOT SRTS Construction Grant Priority
Implementation takes place continuously over time,
with cooperation among partners and, often, new
sources of funding. Appendix D also lists a variety of
funding sources that can be used to implement the
recommendations outlined in this section. as well as
a table outlining more detailed cost estimates for the
priority improvements.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM46
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Ashland
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TRAILS
Outdoor
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Willow Winds
Learning
Center
ASHLAND COMMUNITY
IMPROVEMENTS MAP
LEGEND
Railroad
School Property
Water
Parks
City Boundary
0 0.25 0.5 MILES
1
2
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IMPROVEMENTS
On-Street Facilities
Off-Street Trail
Crossing
Signage
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ASHLAND HIGH SCHOOL, ASHLAND MIDDLE SCHOOLTRAILS OUTDOOR SCHOOL & WALKER ELEMENTARY SCHOOL
rECOmmENdATiONS 47
ODOT SRTS PROJECT IDENTIFICATION PROGRAM48
rECOmmENdATiONS 49
Table 1. Infrastructure Needs and Recommendations
Rec #Recommendation Implementation Next Steps
TRAILS Outdoor School Grounds
01 Recommendation: Stripe a crosswalk or watch for pedestrian signs across the
TRAILS school entrance and exit.
Ashland
School
District
School district
building operations
and maintenance
Walker Ave
02 Issue: Speeding, parking in the bike lane, and failing to stop for students in the
crosswalk were observed during the walk audits in front of Ashland Middle
School and TRAILS Outdoor School. The area is a designated school zone.
Recommendation: Install traffic calming elements based on need and
engineering analysis along Walker Ave between Homes Ave and E Main St,
including a raised crosswalk at the Ashland Middle School entrance. Refer to
Appendix E for examples of traffic calming elements
City of
Ashland
ODOT SRTS
Construction Grant
Priority
Requires additional
Engineering
analysis
03 Issue: Drivers fail to yield to students in the crosswalk, particularly when the
crossing guard is not present.
Recommendation: Install an RRFB at this location to help with driver
compliance and improve safety for students crossing.
City of
Ashland
Long-term
improvement
Requires additional
traffic analysis
04 Issue: Drivers fail to slow down in the school zone in front of Ashland Middle
School and Walker Elementary School.
Recommendation: Install “School” pavement markings and End School Zone
signs.
City of
Ashland
Quick build
compatible
05 Issue: Walker Ave is an important bike route for students and other
community members traveling north/south and accessing the college
campus.
Recommendation: Install additional No Parking or No loading/unloading
signs along Walker Ave, particularly north of the railroad tracks. Consider
performing a parking study to potentially remove parking and narrowing
traffic lanes to create protected or buffered bike lanes along Walker Ave,
between E Main St and Ashland Ave.
City of
Ashland
Requires additional
parking study
06 Issue: The Walker Ave and Homes intersection lacks ADA-compliant curb
ramps and is impacted by utility poles limiting access to the sidewalk.
Recommendation: At Walker Ave and Homes Ave intersection, install curb
ramps and high visibility continental crosswalks at all legs of the intersection.
Consider utility relocates on the southern side of the intersection if feasible.
City of
Ashland
Long-term
improvement
Requires additional
study
07 Recommendation: Repair sidewalk uplift on south of Iowa St.City of
Ashland
Long-term
improvement
East Main St
08 Issue: A bike park and pump track are planned for the south side of East Main
St, outside of City limits.
Recommendation: Install a side path along the south side of E Main St to
reach the bike park. Also Consider adding flashers to alert drivers to walkers
and bikers wanting to cross N Mountain at the ‘bike path’ crossing. This is an
arterial for many families commuting to several schools.
Jackson
County
Long-term
improvement
ODOT SRTS PROJECT IDENTIFICATION PROGRAM50
Rec #Recommendation Implementation Next Steps
Homes Ave
09 Issue: With the new school campus construction, more of student arrival and
dismissal will take place along Homes and Hunter Ct.
Recommendation: Stripe a high visibility continental crosswalk across the
north leg of the Homes Ave and Hunter Ct intersection and across the north
leg of the Normal Ave intersection to reach the park.
City of
Ashland
Quick build
compatible
Ashland High School Grounds
10 Issue: School leadership reports issues with bike theft. Repeated bike theft is
keeping some students from biking to school.
Recommendation: Move most existing bike parking inside the school campus,
so that it is more protected for all day bike storage.
Families have indicated that RVTD and Ashland Devo Mountain bike team
members and board members (which have students at APS) are great
resources to help with implementing bike security.
Ashland
School
District
School district
building operations
and maintenance
11 Issue: During the walk audit, participants observed congestion issues during
student dismissal. Parents or other vehicles picking up students stop and wait
in many different parking lots and double park along Mountain Ave and Morse
Ave.
Recommendation: Consider closing the Siskiyou Blvd entrance into the
Oregon Oncology Clinic parking lot to prevent cut-through traffic and school
drop-off and pick-up.
Ashland
School
District
and private
business
Oregon
Oncology
Clinic.
School district
building operations
and maintenance
12 Issue: School leadership reports issues with speeding in the parking lot just
south of the track, near the gym.
Recommendation: Install speed bumps or other traffic calming through the
parking lot to reduce vehicle speeds. Refer to Appendix E.
Ashland
School
District
Long-term
improvement
13 Issue: School and district leadership are looking for more structured places to
stage vehicle pick-up and drop-off to alleviate congestion at main entrances.
Recommendation: Consider developing a driving loop around the staff
parking lot at the southwest corner of campus. Timing of staff arrival and
parents is staggered so it could still be used as staff parking and drop-off.
Ashland
School
District
Long-term
improvement
School district
building operations
and maintenance
Mountain Ave
14 Issue: Many students cross Mountain Ave mid-block north of the Iowa St
intersection traveling from a student parking lot to the main school entrance
and walk along Mountain Ave to the north and south.
Recommendation: Stripe a mid-block, high visibility crosswalk and a
pedestrian path into the student parking directly across from main school
entrance, in addition to the Iowa St crossing.
City of
Ashland and
Ashland
School
District
Quick build
compatible
Requires more
detailed design
15 Recommendation: Install about 1600 ft of sidewalk along the east side of
Mountain Ave between Siskiyou Blvd and E Main St.
City of
Ashland
Long-term
improvement
rECOmmENdATiONS 51
Rec #Recommendation Implementation Next Steps
16 Issue: School district leadership report issues with speeding and high
volumes of through traffic along Mountain Ave. Mountain Ave is a designated
school zone.
Recommendation: Consider installing traffic calming elements based on need
and engineering analysis along Mountain Ave, between Siskiyou Blvd and E
Main St. Refer to Appendix E for examples of traffic calming elements
City of
Ashland
Long-term
improvement
Requires additional
Engineering
analysis
Morse Ave
17 Issue: Morse Ave is a lower volume and lower speed street that is heavily
used for student parking, particularly north of the track entrance. Many
students access the High School from the north by crossing E Main St at the
crosswalk at 8th St, then traveling on Alida St and Blaine St.
Recommendation: Designate the route from the Central Bike Path, along 8th
St, Alida St, and Blaine St an official SRTS route and neighborhood greenway.
Install stop signs at each leg of the Blaine St and Alida St intersection. Stripe
continental, high visibility crosswalks and corner ramps at all legs of the
Morse Ave and Blaine intersection. Install school zone signage.
City of
Ashland
Add to long-range
planning
18 Issue: The City is considering a north/south bike route near the high school.
Recommendation: Consider designating Morse Ave as a neighborhood
greenway and installing sharrows and traffic calming elements based on
need and engineering analysis. Refer to Appendix .
City of
Ashland
Add to long-range
planning
Willow Wind Learning Center campus
19 Issue: Currently, students biking to school ride on a crushed gravel path and
then to a sidewalk that wraps around the parking lot. Walk audit participants
report issues with conflict with students walking along the path and the lack
of a curb cuts to access it.
Recommendation: Install a wider side path along the school access and build
an improved path around the outside of the sidewalk for bikes to reach the
bike parking area. Alternatively, consider moving the path to the east side of
the school driveway and moving the existing driveway to the west to align
with the proposed new location of the RRFB across E Main St.
Consider continuing to staff a crossing guard at the school entrance
intersection during student arrival and dismissal.
Ashland
School
District
Long-term
improvement
ODOT SRTS
Construction Grant
Priority
East Main Street
20 Issue: Walk audit participants and school leadership observe conflict
between students traveling down the school path (west side of the road) then
crossing the school driveway.
E Main St is a proposed protected bikeway. Many students currently travel to
reach school from south of the school and east by bike and use the Science
Works Driveway as a cut through path.
Recommendation: Install buffered or protected bike lanes along E Main
St. Relocate the RRFB on the east leg of the E Main St at Campus Way
intersection to the west leg of the intersection on the east side of the school
driveway. As outlined in recommendation 21, move the path to the east side
of the road and move driveway to the west to align with the new crosswalk
and RRFB location.
City of
Ashland
Long-term
improvement
ODOT SRTS
Construction Grant
Priority
ODOT SRTS PROJECT IDENTIFICATION PROGRAM52
Rec #Recommendation Implementation Next Steps
21 Issue: During the walk audit we observed vehicles failing to yield to people
walking and biking along the shared use path near California St and Mountain
Ave.
Recommendation: Stripe a green conflict marking crosswalk across East Main
near California Ave and Mountain Ave trail crossing.. Install appropriate trail
crossing signage (W11-15, W16-7P, W16-9P) to alert vehicles to the crossing.
City of
Ashland
Quick build
compatible
22 Issue: Speeding and high volumes of traffic were observed during the walk
audit, along E Main St
Recommendation: Install speed feedback signs and rumble strips with school
zone signage for eastbound and westbound traffic (eastbound priority).
City of
Ashland
Quick build
compatible
Helman Elementary School Grounds
23 Issue: Helman Elementary School was rebuilt several years ago, with
covered, u-shaped bike parking and accessible sidewalks. However, there
is a curb on the north side of the school on Randy St that prevents students
from being able to bike or roll easily onto the sidewalk without going into the
school driveway.
Recommendation: Install a curb cut to align with the sidewalk and bike
parking area to improve safe access for people biking or using a wheelchair.
Ashland
School
District
Add to school
district long-term
planning
Nevada St
24 Issue: Walk audit participants and public comments reported issues with
visibility crossing W Nevada St to access the Bear Creek Greenway trailhead
on the north side and desire to access Helman Elementary by bike from the
west..
Recommendation: Stripe a high-visibility, continental crosswalk and
appropriate signage (S1-1, W16-7P, W16-9P) across Nevada St at the
trailhead.
City of
Ashland
Quick build
compatible
25 Issue: Walk audit participants reported issues with people parking too close
or blocking their driveway for school access.
Recommendation: Stripe “No Parking” within 20 feet on both sides of each
driveway in areas with specific issues.
Conduct a school communications campaign reminding parents not to block
driveways, as well as other safe travel tips and encouragement to walk, bike
and ride the school bus.
City of
Ashland,
Ashland
School
District
Quick build
compatible
26 Install sharrows to indicate a bike boulevard facility.City of
Ashland
Add to long-range
planning
rECOmmENdATiONS 53
Rec #Recommendation Implementation Next Steps
Helman Street
27 Issue: Existing curb extensions lack truncated domes (yellow tactile bumps)
for ADA accessibility.
Recommendation: Install truncated domes on the curb extensions along
Helman St at the crosswalks adjacent to campus.
City of
Ashland
Long-term
improvement
28 Issue: Walk audit participants reported speeding along Helman St.
Recommendation: Consider installing traffic calming elements based on need
and engineering analysis to reduce vehicle speeds. Refer to Appendix E.
City of
Ashland
Long-term
improvement
Bellview Elementary School - Siskiyou Blvd
29 Issue: The intersection of Siskiyou Blvd and Tolman Creek Rd is notorious
among the school community for being congested and difficult to cross
during rush hour and school arrival and dismissal. A crossing guard is
stationed at the intersection in the morning and in the afternoon.
As of April 2023, ODOT is nearly finished with a project at the intersection.
During the walk audit, a few issues with roadway striping and sign installation
were observed. The pavement markings on the north leg of the intersection
are mis-aligned with the curb. The westbound stop sign appears to be
installed too high to be properly visible to traffic.
ODOT plans to move the westbound stop sign into the buffer between the
bike lane and the travel lane, to improve visibility.
Recommendation: Install rumble strips or other traffic calming elements based
on need and engineering analysis for westbound traffic approaching the
intersection. For ODOT to implement this improvement, the request would
need to come from the Ashland Transportation Commission and a public
process would need to occur to address the noise concern of rumble strips
near a residential area. Refer to Appendix E.
In the long term, consider a speed reduction study (from previous TSP), a
roundabout, or traffic signal if future volumes meet the necessary engineering
warrants and requirements.
ODOT
Add to long-range
planning
Requires additional
speed reduction
study
29 Issue: As vehicles approach City limits, the first thing they reach is the school
zone. In the long-term, complete placemaking and traffic calming efforts to
make it feel more like you are entering a city and need to slow down.
Recommendation: Reconfigure sidewalks on north side of OR-99 to be more
pedestrian- friendly by narrowing driveway widths, straightening alignment
for walking routes, and including trees in the furnishing zone. Reinstall the
original buffered bike lane pavement markings and conflict markings through
the intersection for the westbound bike lane.
ODOT Long-term
improvement
ODOT SRTS PROJECT IDENTIFICATION PROGRAM54
Rec #Recommendation Implementation Next Steps
Tolman Creek Rd
30 Issue: Many students live on Tolman Creek Rd or the surrounding area and
walk to and from school.
Recommendation: Install approx. 2000 ft of sidewalk on the east side of
Tolman Creek Rd from Siskiyou Blvd to Green Meadows Way. Alternatively,
consider installing a sidewalk on Bellview Ave.
City of
Ashland
and Jackson
County
Long-term
improvement
31 Issue: Parents report concerns with lack of visibility at the Eagle Creek Ln
intersection.
Recommendation: Trim bushes at the south corner of Eagle Creek Ln and
Tolman Creek Rd intersection.
City of
Ashland
Roadway
maintenance issue
rECOmmENdATiONS 55
The programs outlined in this section are intended to
increase awareness, understanding, and excitement
for walking and rolling to school among families
and students. Table 2 includes details about each
recommended program including a brief description,
suggested leads, timeline, and resources.
Suggested walking routes were also developed
with project partners, based on community input
and findings from the bike and pedestrian facility
inventory. The Suggested Route Maps on the next
pages provides current routes for students and
families to consider when walking and biking to
school. The maps also provides an aspirational
vision for a more complete SRTS network for future
investments and improvement. These future network
additions are shown as dashed lines.
Check out the ODOT SRTS Menu of Services
here: https://www.oregonsaferoutes.org/
about-oregon-safe-routes-to-school/
Education and Encouragement Program
Recommendations
In addition to planning support provided through
this process, the ODOT SRTS Program also offers
technical assistance to support local SRTS efforts in
education and encouragement. This support includes:
1. Coordination between practitioners through
Regional Hubs (see call-out below)
https://www.oregonsaferoutes.org/contact
2. Trainings and resource guides, which can be found
on the Oregon SRTS website
https://www.oregonsaferoutes.org/resources/
3. Incentives, activities, and messaging for monthly
Walk+Roll events
https://www.oregonsaferoutes.org/walkroll/
4. Bicycle and pedestrian safety trainings and a loaner
bike fleet
https://www.oregonsaferoutes.org/train-the-trainer/
Learn more and keep in touch by signing up for the
ODOT SRTS Newsletter:
https://www.oregonsaferoutes.org/
CONNECT WITH YOUR ODOT SRTS REGIONAL HUB COORDINATOR
The ODOT SRTS Program can provide free resources, materials, and guidance to implement education and
encouragement programs. The ODOT SRTS Education team is working in parallel with the Construction
team to help communities across the state implement education and encouragement efforts. The team
holds Regional Hub meetings to discuss statewide and regional SRTS strategies and efforts. Regional Hub
Coordinators are a resource for local SRTS coordinators and regions without a coordinator to help create
and sustain successful SRTS programs.
Learn more about the SRTS Regional Hubs and how they can support your SRTS Program here: https://
www.oregonsaferoutes.org/oregon-safe-routes-to-school-local-coordinators/.
Review Table 2 to identify educational and encouragement priorities and discuss with the Regional Hub
Coordinator.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM56
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ASHLAND HIGH SCHOOL, ASHLAND MIDDLE SCHOOL,
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& WILLOW WIND LEARNING CENTER
PRIORITY SRTS ROUTES
LEGEND
Priority Routes
Railroad
School Property
Water
Parks
City Boundary
0 0.25 0.5 MILES
rECOmmENdATiONS 57
LAU
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HELMAN ELEMENTARY SCHOOL
SUGGESTED ROUTES
LEGEND
Priority Routes
Railroad
School Property
Other School Property
Water
Parks
City Boundary
0 0.25 MILES
ODOT SRTS PROJECT IDENTIFICATION PROGRAM58
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Springs
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BELLVIEW ELEMENTARY SCHOOL
SUGGESTED ROUTES
LEGEND
Priority Routes
Railroad
School Property
Other School Property
Water
Parks
City Boundary
0 0.25 MILES
rECOmmENdATiONS 59
Table 2. Ashland School District Education and Encouragement Recommendations
Activity Responsible Party Description (Additional details provided on following page)Resources Needed Inclusion Considerations Measures of Success
Safe Routes
to School
Coordinator
Position
City, County,
Parks + Rec, Public
Health, School
District, Economic
Development
District,
Community-Based
Groups
Ashland SD could apply jointly with
Talent-Phoenix SD for a Safe Routes to
School Coordinator through the ODOT
Competitive Education Grant. Determine
the advisory group for this position
consisting of staff from different agencies
or groups in the community.
Example job description
and application materials
Include funds for
translation of materials
in the scope of this grant
and programs where
necessary.
Receipt of funding
from ODOT, hiring of
a SRTS Coordinator,
meeting established
goals and objectives
Free Transit
passes for
students
School District/
Rogue Valley
Transportation
District
Implementing a program offering free
transit passes to middle and high school
students would promote sustainable
transportation options, reduce traffic
congestion around schools, encourage
active transportation habits among
students, alleviate financial burdens
on families, and help create a more
environmentally friendly community.
Sufficient funding
to cover the costs,
collaboration with the
local transit agency,
a comprehensive
public awareness and
education campaign,
mechanisms for
data collection and
evaluation, and
adequate administrative
support for program
management.
Ensure outreach to
underrepresented
communities, provide
multi-language
communication, make
transportation facilities
and services accessible
for individuals with
disabilities, implement
an equitable distribution
system for transit
passes, regularly solicit
user feedback to address
barriers, and provide
education and training to
transit staff.
Number of students
using the passes,
number of trips
Bike Club City, Parks + Rec,
Public Health,
School District,
Streets for Everyone
Given the popularity of recreational
biking in Ashland, establish a bike club
for elementary, middle, and high school
students.
Bike Club City, Parks + Rec, Public
Health, School District,
Given the popularity
of recreational biking
in Ashland, establish
a bike club for
elementary, middle,
and high school
students.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM60
Activity Responsible Party Description (Additional details provided on following page)Resources Needed Inclusion Considerations Measures of Success
Crossing Guard
Program
School District,
schools, City, police
department, public
health
Work through after-school programs
or within existing education curriculum
(where possible) to provide pedestrian
and bicycle safety education to students.
Place a particular emphasis on safe
crossing behavior and route planning.
Sufficient funding
to cover the costs,
dedicated team
of volunteers or
staff members, a
comprehensive
public awareness and
education campaign
Promoting diversity
and representation
among crossing guards,
considering gender,
race, age, and language
diversity. Also, ensuring
physical accessibility
for individuals with
disabilities by providing
proper training and
accessible infrastructure
Monitoring indicators
such as a reduction
in pedestrian
accidents or
incidents at crossing
locations, increased
compliance with
traffic regulations and
awareness of safe
crossing practices
among pedestrians
Pedestrian and
Bike Safety
Education
SRTS Coordinator,
Schools
Work through after-school programs
or within existing education curriculum
(where possible) to provide pedestrian and
bicycle safety education to students. Place
a particular emphasis on safe crossing
behavior and route planning.
Travel safety hand-out,
messaging, curriculum
Focus on walking and
biking safely in students’
neighborhoods or on
field trips, even if not
near the school.
Number of students
participating,
feedback from
families, observations
from school
leadership
Bike and/or Bus
Fairy
School
Administration or
SRTS Coordinator
Collect little treats and place them on
student's bus seats or bikes during a
celebration day.
Gift bags, pencils,
stickers, erasers
Wings or Wand for Bike/
Bus Fairy may add to the
fun.
Number of students
participating
Train-the-
Trainer Bike
and Pedestrian
Education
Teachers/ School
Staff
Provide training for Physical Education
teachers to facilitate bicycle and pedestrian
education in schools.
Free education with the
potential to include bike
fleets and helmets for
student use.
Consider how students
with disabilities could
participate
Number of students
participating, skills
learned, number of
volunteers
Walk+Roll to
School Day
(one of four
options listed
below)
ODOT SRTS Team,
SRTS Coordinator,
Schools
Organize a Walk + Roll to School Day to
encourage and celebration of walking
and biking at the school. Participate in
International Walk+Roll to School Day
in October to encourage and incentivize
walking and rolling. The ODOT SRTS team
can provide materials and activities to help
support the event including flyers, activity
sheets, stickers, and more.
Food, music,
decorations, printer,
incentives or prizes
for students (could be
solicited from local
businesses or ordered
for free through ODOT),
volunteers to pass out
incentives
Ensure that students
who live too far to walk
or bike can participate
on campus. Consider
locations to hold a
remote drop-off site.
Number of students
and community
members
participating
rECOmmENdATiONS 61
Activity Responsible Party Description (Additional details provided on following page)Resources Needed Inclusion Considerations Measures of Success
Ruby Bridges
Walk to School
Day
SRTS Coordinator,
Schools
The perfect opportunity to teach children
about the civil rights movement and make
connections to today’s collective efforts for
change. Ruby Bridges Walk to School Day
gives children the opportunity to celebrate
Ruby’s courage by walking to school.
Food, music,
decorations, printer,
incentives or prizes for
students (donations
from local businesses
or incentives ordered
free from ODOT), and
volunteers to pass out
incentives.
Ensure that students
who live too far to walk
or bike can participate
on campus. For example,
consider locations to
hold a remote drop-off
site, such as a park or
other landmark, where
students can meet and
walk to school together.
Number of students
and community
members
participating
Earth Month
- Oregon Safe
Routes to
Schools
SRTS Coordinator,
Schools
As part of an Earth Month celebration, host
Walk + Roll events and encourage students
to learn more about how they can be kind
to the Earth. Plant seeds at your school or
around your community, write a thank you
card to the Earth, create a collaborative
mural at your school about biking and
walking to school, or invite students to
make posters about why they love the
Earth.
Food, music,
decorations, printer,
incentives or prizes for
students (donations
from local businesses
or incentives ordered
free from ODOT), and
volunteers to pass out
incentives.
Ensure that students
who live too far to
walk or bike are able to
participate on campus.
Consider locations to
hold a remote drop-off
site.
Number of students
and community
members
participating
Winter Walk to
School Day
SRTS Coordinator,
Schools
Winter Walk to School Day encourages
kids to walk and roll to school even
in winter and all year round! As an
accompanying activity, invite students
to play bingo, take part in an art activity,
organize a clothing swap, or have a fashion
show, and be sure to share the event on
social media.
Food, music,
decorations, printer,
incentives or prizes for
students (donations
from local businesses
or incentives ordered
free from ODOT), and
volunteers to pass out
incentives.
Those who have
disabilities may
have trouble moving
through the snow.
Consider options for a
remote drop-off and
suggested travel route
that is accessible for all
students considering the
weather conditions.
Number of students
and community
members
participating
The Walk+Roll
May Challenge
SRTS Coordinator,
Schools
This annual event encourages kids and
families to walk, bike, and roll to school and
to stay active and healthy.
Food, music,
decorations, printer,
incentives or prizes for
students (donations
from local businesses
or incentives ordered
free from ODOT), and
volunteers to pass out
incentives.
Ensure that students
who live too far to walk
or bike can participate
on campus. Consider
locations to hold a
remote drop-off site.
Number of students
and community
members
participating
ODOT SRTS PROJECT IDENTIFICATION PROGRAM62
Activity Responsible Party Description (Additional details provided on following page)Resources Needed Inclusion Considerations Measures of Success
Walk Around
Campus
Event (AKA
walk-a-thons)
Teachers/School
Staff
When students arrive at school, have them
do a quick lap around the school campus
to get their energy up for a day of learning.
Walking around the school campus is also
a great addition to encouragement events.
Music, Incentives, punch
cards. Speak with
teachers about adding
events into curriculum.
This event is inclusive of
all students, including
those who ride the bus
or are dropped off by an
adult.
Number of students
participating
Walk + Roll
Anywhere
Teachers/ School
Staff
Schools can organize Walk + Roll
encouragement days that involve walking
and rolling around the community. To
further incentivize participation, on walks
in local parks or along popular trails,
families could scan a QR code to log their
trip and be entered into a contest to win
great prizes. This event allows students
and families to explore other beautiful
trails, parks and places that may be less
car-centric.
QR code to enter, raffle
for winners
Routes to schools may
be along busy, high-
speed highways, making
daily biking and walking
difficult for students.
Number of students
participating, skills
learned, number of
volunteers
Parent
Education and
Outreach
Schools Provide travel safety tips for parents
aimed at people walking, biking, driving, or
riding the bus. Emphasize proper vehicle
circulation procedures, safe routes for
students, and traffic reduction at arrival
and dismissal times, including the option to
park and walk with students
Seasonal travel tips for
school communications,
flyer
Provide materials in
Spanish and/or other
languages as needed.
Feedback from
families; observations
from school
leadership
rECOmmENdATiONS 63
Education and
Encouragement Program
Descriptions
PARENT EDUCATION AND OUTREACH
Parents are the primary decision-makers when it
comes to how their students get to school. Informing
parents about their options for walking and bicycling,
as well as communicating the benefits of active
transportation, can encourage more families to walk
and bike. This can happen through school e-news or
announcements, and other informational resources.
After high-priority construction recommendations
are implemented, suggested route maps can show
parents the best walking or biking route to the school
and help overcome concerns and barriers.
Resources include the following:
• The Oregon SRTS website has a host of safety tips
for parents who are interested in their student
Safety Tips
Walking
and Biking
Use the CrosswalkAlways cross at corners or at a marked crosswalk. This is where drivers expect to see you.
Look and Listen before You CrossLook left, right, and left again before crossing a street or driveway. Look over your shoulder for turning cars. Listen for oncoming cars that may be behind a parked car, tree, or other obstacle.
Make Eye ContactDon’t assume that people driving see you. Make eye contact with people driving before leaving the curb or edge of the street.
Be VisibleWear bright colored clothing or reflective gear. Bright colors are more visible during the day and light colors are more visible in the evening and night. Carry a flashlight to be sure you’re seen. Be aware of seasonal time changes.
Use Sidewalks when AvailableWalk facing oncoming traffic if there is no sidewalk so you can see what is coming toward you.
Follow the RulesFollow directions from crossing guards and pay attention to traffic signs and signals.
Be PredictableObey all stop signs, traffic signals, and guidance from crossing guards. Never ride against traffic. Use hand signals to tell other road users where you’re going. Decide as a family or group whether to ride on the street or sidewalk.
Be AlertWatch out for people driving turning left or right, or coming out of driveways. Avoid car doors opening in front of you and yield to pedestrians. Don’t wear headphones or use a cell phone while biking.
Wear Your HelmetMake sure that it fits properly: snug and level on your head, just above your eyebrows.
Be VisibleWear bright colored clothing or reflective gear. Bright colors are more visible during the day and light colors are more visible in the evening and night. Use a front bike light and rear reflector to be sure you’re seen.
Make Eye ContactMake sure drivers see you, especially at intersections and driveways.
Lock Your BicycleWhen you get to school, lock your bike to a bike rack on school grounds. Lock both your front wheel and the bike frame to the rack.
for
walking and biking to school. Also, sign up for the
newsletter to get current materials and seasonal
safety tips.
• The National Center for SRTS offers tools and
training to provide communities the technical
support they need to make community-enhancing
decisions.
SAFE ROUTES TO SCHOOL COORDINATOR POSITION
A designated individual who is tasked with
coordinating and championing Safe Routes to School
can greatly increase the likelihood of program
success. A SRTS coordinator is usually charged with
scheduling, publicizing, and administering SRTS
programming, including encouragement events,
educational activities, safety campaigns, Walking
School Buses and Bike Trains for students and
their families. This person is also responsible for
coordinating between various involved jurisdictions,
community groups, and community stakeholders to
promote SRTS as a priority. The SRTS coordinator
position is best housed at an agency that can work
across the whole school district.
Funding for SRTS Coordinators is available through
ODOT’s competitive Education Grant process, as well
as some regional and local governments. This grant
can also provide technical assistance with hiring a
coordinator, developing a work plan, and getting the
program off the ground.
TRAFFIC SAFETY CAMPAIGN
A school traffic safety campaign can share simple
safety messages and increase the visibility of the
school zone and families traveling in the area. Focus
outreach during back-to-school time, as the weather
turns and time changes in the late fall, and during the
early spring months, to address seasonal visibility
issues.
Resources include the following:
• The Oregon SRTS website has a host of banners,
brochures, and other materials that schools can use
to raise drivers’ awareness of students traveling
in a school area. Order materials from the ODOT
Storeroom and check the ODOT SRTS website for
current incentives and outreach materials available.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM64
• The Drive Like It campaign offers yard signs,
safety kits, and other materials with a simple, clear
message.
PEDESTRIAN AND BIKE SAFETY EDUCATION
Pedestrian and bike safety education teaches
students basic traffic laws and safety rules. Lessons
are usually during PE classes or after school and may
be one-time Bike Rodeos or multi-day courses.
Resources include the following:
• The Oregon SRTS Team is available to train
PE teachers to deliver bicycle and pedestrian
education in classes through the new Jump Start
program! You can sign up for training or to borrow
a bike fleet for an event such as a Bike Rodeo by
visiting the Jump Start Program page of the ODOT
SRTS website.
• Oregon SRTS provides curriculum for activities
and lessons that teach the knowledge and skills
necessary to be safe road users, including bike and
pedestrian education videos.
• The National Highway Traffic Safety Administration
offers a child pedestrian safety curriculum and
Cycling Skills Clinic Guide to help organizations
Plan bike safety skills events.
WALKING SCHOOL BUS/BIKE TRAIN
In a walking school bus, a group of students walks
together to school, accompanied by one or two
adults (usually parents or guardians of the students
on the “bus”). As the walking school bus continues
on the route to school, they pick up students at
designated meeting locations. Similar to walking
school buses, bike trains involve a group of students
biking together with adults.
Bike trains and walking school buses for elementary
school students are typically led by a parent,
however, middle school students can become
leaders, act as role models, and practice and teach
safe bicycling behaviors. Bike trains may be more
appropriate for middle school students, as they
enable students to feel independent in their mobility,
while also providing the safety and comfort of riding
in a group.
ODOT’s SRTS Website has resources and tips to get
started, including a 2021 webinar on the topic
rECOmmENdATiONS 65
a designated central location and walking together
from there. Coffee and breakfast can be provided,
and students can dress up or hold posters to make
a fun, parent-supervised parade to school. Walks
could also take place as a part of another health-
related event or to benefit a cause.
Resources include the following:
• Schools in Oregon can order incentives to support
and promote Walk + Roll to School Day.
• King County Metro in the Seattle area has a Tool Kit
with resources to plan a Walk + Roll to School Day
event.
• Walk and Bike to School suggests event ideas
and planning resources for encouraging active
transportation at schools.
• The National Center for SRTS maintains a national
database of walk and bike to school day events, as
well as event ideas and planning resources.
WALK + ROLL TO SCHOOL DAYS
Walk+Roll events encourage and celebrate students
walking and rolling to school.
Keep the momentum going year-round with ODOT
SRTS’ monthly themes:
September: Back to School
October: International Walk to School Day
November: Ruby Bridges Walk to School
February and March: Winter Walk+Roll
April: Earth Month
May: Bike Month
Parents can set up a table on the event day to
provide refreshments and small rewards for families
who participate, as well as maps, lights, and safety
information to encourage more students and families
to join in the fun. Even families who live too far from
school to walk and bike can participate by driving to
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rECOmmENdATiONS 67
IMPLEMENTATION05
IMPLEMENTATION
This chapter identifies high priority projects and provides
guidance for implementation, including information about the
ODOT SRTS Competitive Grants.
One of the goals of the PIP process is to identify and refine specific projects
that are eligible for the ODOT SRTS Infrastructure Grant and prepare
jurisdictions to apply for the funding. This chapter describes the community-
driven process to prioritize recommendations for the Competitive ODOT SRTS
Infrastructure Grant Application, as well as additional project-related details
that will be needed to complete the application.
impLEmENTATiON 69
Project Prioritization
Process
Walk audit and community meeting participants
provided feedback on how actions and
recommendations should be prioritized in their
community, ranking various criteria (see sidebar
on this page) on a sliding scale of “Not Important”
to “Very Important”. This exercise requires thinking
about trade-offs between different goals and
actions. Participants generally felt that most of the
prioritization measures were quite important to
consider for SRTS projects in the community.
Prioritization
Criteria
How should we prioritize projects in
your community?
SAFETY
Projects should be prioritized based on how
unsafe a road is, looking at factors such as
speed, traffic volumes, number of lanes, crossing
distance or history of crashes.
EQUITY
Projects should be prioritized based on their
ability to support walking and biking for all
students regardless of age, ability, race, language,
or income.
PROXIMITY TO SCHOOL
Projects should be prioritized based on their
distance from a school.
COMMUNITY-IDENTIFIED NEED
Projects should be prioritized because they
were identified through school or community
engagement, parent/caregiver feedback, or
during another planning process.
STUDENT DENSITY
Projects should be prioritized based on their
proximity to current and future students and
families.
FEASIBILITY
Projects should be prioritized based on their
location on or along a street that is already
planned for improvements, their cost, or other
feasibility measures that make them most
achievable in the short term.
Prioritization criteria identified as the most
important to the community
ODOT SRTS PROJECT IDENTIFICATION PROGRAM70
High Priority Construction Projects
Table 3 lists the top-priority improvements recommended for the Competitive ODOT SRTS Infrastructure Grant
Application. These projects were chosen due to their emphasis on safety, proximity to school, and ability to
serve a large number of students walking and biking both to and from and between schools. The table also
provides a planning-level cost estimate for each project. Table 4 (page 62) provides additional project-specific
information needed for ODOT grant applications.
The City of Ashland will be the relevant agency to prepare the Competitive ODOT SRTS IN Grant.
Table 3. City of Ashland Implementation Priority Projects
PROJECT DESCRIPTION PLANNING-LEVEL COST ESTIMATE
Mobilization $32,500
Traffic Control $48,700
Erosion Control $6,500
Clearing and Grubbing $2,100
Traffic Calming along Walker Ave
INSTALL RAISED CROSSWALK $10,000
INSTALL ASPHALT SPEED HUMP $24,000
INSTALL BUMPS AHEAD SIGN $2,000
INSTALL CROSSWALK WARNING SIGN $2,000
INSTALL ADA DETECTABLE WARNING SURFACE $1,600
INSTALL MARKED CROSSWALK $1,000
Rectangular Rapid Flashing Beacon(RRFB)on Walker Ave
INSTALL SET OF RRFBs $35,000
INSTALL CROSSWALK WARNING SIGN $1,000
Install Pavement Markings for School Zone on Walker Ave
INSTALL "SCHOOL" PAVEMENT MESSAGE $1,500
INSTALL SCHOOL ZONE SIGN $1,000
Additional Signage along Walker Ave
INSTALL NO PARKING SIGN $2,100
INSTALL FLEXIBLE DELINEATOR $13,500
INSTALL LANE LINE STRIPE $26,984
INSTALL BIKE LANE SYMBOL AND ARROW MARKING $1,750
Relocate RRFB at Main Street
REMOVE LANE LINE STRIPE $15,840
RELOCATE RRFB $17,000
INSTALL ADA CURB RAMP $66,000
INSTALL ADA DETECTABLE WARNING SURFACE $400
INSTALL LANE LINE STRIPE $21,120
INSTALL FLEXIBLE DELINEATOR $5,250
INSTALL BIKE LANE SYMBOL AND ARROW MARKING $1,250
INSTALL ASPHALT PAVEMENT $73,400
INSTALL 1' WIDE STOP LINE $240
INSTALL STOP HERE FOR PEDESTRIAN SIGN $700
Additional Costs $386,400
TOTAL PROJECT COST $800,834
impLEmENTATiON 71
Table 4. Project Details for ODOT Competitive Infrastructure Grant
PROJECT DESCRIPTION RESPONSE FOR CITY OF Ashland
Relevant Right of Way ownership Right of Way does not appear to be an issue for any
of the recommendations.
Utility implications Minor to no utility impacts.
Environmental resource implications Construction for recommendation 5 could have
minor environmental impacts in regard to the field
to the west of the Willow Wind Learning Center
driveway.
Stormwater management implications No
Near a railroad? Or bridge, tunnel, retaining wall affected? Yes, Walker Ave has an at-grade railroad crossing.
AADT Under 5,000 vpd (can’t find information)
Priority Safety Corridor1 No
1 Priority Safety Corridor is a road where the posted speed or 85th percentile speed of traffic is 40 miles per hour or greater,
OR if any two of the following apply:
• Posted speed limit is 30 miles per hour or greater;
• More than 2 lanes or a crossing distance greater than 30 feet;
• 12,000 or greater annual average daily traffic;
• Has a demonstrated history of crashes related to school traffic
Implementation Next
Steps
The immediate next step for the implementation of
the education recommendations is to apply for the
ODOT SRTS Education Grant to fund a district SRTS
coordinator position. To accomplish this, Ashland
School District and the Talent School District plan to
collaborate on a joint application. Additionally, it is
crucial to involve the City of Ashland and Talent in
supporting roles for the application and position.
The strategies identified in this Plan may seem
overwhelming at first. Just remember that anything
you can do to make walking, biking, and rolling to
school safer, easier, and more fun for students is a
step in the right direction.
START SMALL
Small actions can have a big impact, especially when
it comes to building support, interest, and momentum
for bigger initiatives.
FOCUS ON EQUITY
Not everyone has equal opportunities to walk
and bike to school. Identify and prioritize
strategies to address and overcome barriers that
disproportionately impact the most vulnerable
students.
BUILD PARTNERSHIPS
Look for opportunities to strengthen existing
partnerships and build new ones. Reach out to
caregivers, community members, local agencies
and community organizations, and other partners to
expand capacity and support for SRTS initiatives.
EMPOWER STUDENTS AS LEADERS
Student-led initiatives can generate enthusiasm
and improve social conditions for SRTS. Empower
students to take ownership of programs to
raise awareness, build excitement, and expand
opportunities for their peers to walk and bike to
school.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM72
TRACK PROGRESS
Continue to track trips and survey caregivers and
students about their experiences walking, biking, and
rolling to school. Conducting regular evaluation will
help your team understand what works and what
doesn’t work and allocate resources accordingly.
Consider reporting annually on progress.
CELEBRATE SUCCESS
Take time to recognize efforts and celebrate progress.
Whether it’s changing travel habits, achieving a
major milestone, implementing an infrastructure
improvement, launching a new program, or hosting
a successful event, recognize and celebrate success.
Empower students as leaders
Student-led initiatives can generate enthusiasm
and improve social conditions for SRTS. Empower
students to take ownership of programs to
raise awareness, build excitement, and expand
opportunities for their peers to walk and bike to
school.
impLEmENTATiON 73
APPENDICES06
APPENDICES
Appendix A. For More Information ..........66
Appendix B. Planning Process ..............67
Appendix C. Existing Conditions ............69
Appendix D. Funding and Implementation ....78
Appendix E. Funding and Implementation ....101
AppENdiCES 75
NATIONAL RESOURCES
Safe Routes to School Data Collection System
http://www.saferoutesdata.org/
Pedestrian and Bicycle Information Center
http://www.pedbikeinfo.com/
National Center for Safe Routes to School
http://www.saferoutesinfo.org/
Safe Routes to School Policy Guide
http://www.saferoutespartnership.org/sites/default/
files/pdf/Local_Policy_Guide_2011.pdf
School District Policy Workbook Tool
https://www.changelabsolutions.org/product/
safe-routes-school-district-policy-workbook
Safe Routes to School National Partnership State
Network Project
http://www.saferoutespartnership.org/state/network
Bike Train Planning Guide
http://guide.saferoutesinfo.org/walking_school_bus/
bicycle_trains.cfm
10 Tips for SRTS Programs and Liability
http://apps.saferoutesinfo.org/training/walking_
school_bus/liabilitytipsheet.pdf
Tactical Urbanism and Safe Routes to School
http://www.saferoutespartnership.
org/resources/fact-sheet/
tactical-urbanism-and-safe-routes-school
APPENDIX A. FOR MORE INFORMATION
This appendix provides contact information for state and national SRTS program resources as well as school
partners.
STATE RESOURCES
The Oregon Department of Transportation (ODOT)
SRTS Program provides technical assistance to
support local SRTS efforts. This support includes:
1. Coordination between practitioners through
Regional Hubs that meet monthly
https://www.oregonsaferoutes.org/contact
2. Trainings and resource guides, which can be found
on the Oregon SRTS website
https://www.oregonsaferoutes.org/resources/
3. Incentives, activities, and messaging for monthly
Walk+Roll events
https://www.oregonsaferoutes.org/walkroll/
4. Bicycle and pedestrian safety trainings and a loaner
bike fleet - coming in 2022
Learn more and keep in touch by signing up for the
ODOT SRTS Newsletter:
https://www.oregonsaferoutes.org/
ODOT SRTS PROJECT IDENTIFICATION PROGRAM76
Project Initiation
The first step in the Planning process was to collect
data and information to support evaluation of existing
conditions. This included two meetings with the PMT
to identify issues and opportunities related to SRTS.
Existing Conditions information is included in Chapter
3 and Appendix C.
School Safety Assessment
The School Safety Assessment included the walk
audit observations, community meetings, and a bike
and pedestrian facility inventory.
WALK AUDIT
During each walk audit, the PMT and community
participants observed traffic conditions, travel
patterns, and behaviors for all modes of travel during
arrival or dismissal at each school. Before each walk
audit, the team gathered to identify key routes and
locations for observation.
APPENDIX B. PLANNING PROCESS
BIKE AND PEDESTRIAN FACILITY INVENTORY
The bike and pedestrian facility inventory
documented existing infrastructure, focusing on
all streets within a quarter mile of all schools. The
inventory collected the following information about
general infrastructure deficiencies and needs:
• Sidewalk deficiencies – lack of continuity,
insufficient width, poor surface condition, non-
compliant cross-slopes and driveways, lack of
separation from the travel lane, and obstacles
(utility/light poles, signs, and vegetation)
• School area signs and pavement markings –
presence, placement, and condition
• Paths – formal or informal, surface material
• Bike lanes – lack of continuity, insufficient width or
markings, presence of on-street parking, speed and
volume of traffic, poor pavement condition
• Bicycle, scooter, and/or skateboard parking –
presence, location, visibility, degree of security, and
The Ashland SRTS Plan Process
Project Initiation
- Background
data collection
- Existing
conditions review
School Safety
Assessment
- Community
outreach
- Walk audit
- Facility inventory
Review Process
- Project Management
Team (PMT) review of
draft recommendations
- Draft SRTS Plan
- Public comment on
Draft Plan
Final SRTS Plan***
FALL/WINTER 2022-2023 SPRING 2023 SPRING/SUMMER 2023 SUMMER 2023
AppENdiCES 77
utilization
• Drop-off/pick-up areas – designated areas, curb
paint, and signs
• Visibility – insufficient pedestrian lighting, line of
sight obstacles (parked cars, vegetation, signs, and
poles)
The bike and pedestrian facility inventory collected
the following information about street crossings:
• Traffic signals – pedestrian signals, push-button
location and reach distance, signing, countdown
feature, accessible pedestrian signal feature, and
sufficient crossing time
• Marked crosswalks – condition, type, signs,
visibility, and whether ramp is contained within
crosswalk markings
• Curb ramps – presence at corners, ADA-compliant
design (tactile domes, ramp and flare slope, level
landing)
• Connections with neighborhood trails or paths -
signage, bike parking, ease of connection to transit
hubs, parks, or schools
Deficiencies and needs identified in the bike and
pedestrian facility inventory inform the infrastructure
recommendations described in Chapter 4.
Review Process
Following the School Safety Assessments, initial
recommendations were prepared and shared with
the PMT for review. The PMT met to discuss the
recommendations, and to identify priority projects
for the Competitive ODOT SRTS Infrastructure Grant.
Once this was complete, a Draft SRTS Plan was
prepared and underwent both PMT review as well as
Public Review in the form of an online interactive PDF
document.
Walk audit at Helman
Elementary School
ODOT SRTS PROJECT IDENTIFICATION PROGRAM78
Plan Review
CITY OF ASHLAND TRANSPORTATION
SYSTEM PLAN 2012, ALL BIKE SHEETS AND
ALL PEDESTRIAN SHEETS
Ashland Transportation System Plan (2034 TSP) is
used to implement the community’s transportation
goals. The process to develop the 2034 TSP was
initiated in 2010 and completed in 2012.
As the primary transportation planning document
for the City of Ashland, the 2034 TSP documents an
inventory of existing pedestrian and bicycle systems
and provides an overarching structure for proposed
infrastructure improvements and changes in the
areas surrounding the focus schools. In the summer
and fall of 2010, the City updated its transportation
goals and objectives in collaboration with the
City’s Transportation Commission and Planning
Commission. Below is a summarized list of goals and
objectives relevant to this study.
Goal #1: Create a “green” template for other
communities in the state and nation to follow.
Objectives relevant to this study:
• Create a prioritized list of active transportation
green projects that reduce the number of auto
trips, auto trip length, and vehicle emissions.
• Expand active transportation infrastructure to
include features (e.g., bicycle boulevards, bicycle
lanes, wider bicycle trails, and improved lighting)
that encourage non-auto travel.
• Establish targets for increasing active
transportation over the next 5, 10, and 20 years.
• Develop plans for pedestrian-oriented, mixed
land-use activity centers with an active
transportation focus and green infrastructure.
• Identify ways to reduce carbon impacts through
changes to transportation choices to make travel
by bicycle, as a pedestrian and by transit more
viable.
APPENDIX C. EXISTING CONDITIONS
Goal #2: Make safety a priority for all modes of
travel.
Objectives relevant to this study:
• Coordinate with Safe Routes to School (SRTS)
plans for local schools
• Strategic plan for safety and operational
improvements for bicyclists and pedestrians.
• Reduce the frequency of bicycle and pedestrian-
related crashes in the City of Ashland by 50% in
the next 20 years.
Goal #3: Maintain small-town character, support
economic prosperity and accommodate future
growth
Objectives relevant to this study:
• Develop an integrated land use and
transportation plan to increase the viability of
active transportation.
• Identify opportunities, guidelines and regulations
for bicycle, pedestrian and transit-supportive
land uses within the City of Ashland.
Goal #4: Create a system-wide balance for serving
and facilitating pedestrian, bicycle, rail, air, transit,
and vehicular traffic in terms of mobility and access
within and through the City of Ashland.
Objectives relevant to this study:
• Identify ways to improve street connectivity
to provide additional travel routes to the state
highways for bicyclists, pedestrians, and autos.
• Upgrade pedestrian facilities to ADA-compliant
standards.
EXISTING PEDESTRIAN NETWORK
In general, the city’s higher-density areas, including
the downtown and surrounding residential streets,
are well-served with a comprehensive network of
sidewalks and crossings. Sidewalk coverage declines
as you travel further from downtown and the primary
traffic corridor (E Main Street – Siskiyou Boulevard),
although a number of the newer residential
developments on the outskirts of the city have been
constructed with sidewalks on both sides of all
streets.
AppENdiCES 79
EXISTING BICYCLE NETWORK
Overall, approximately 26% of all major roadways
(i.e., neighborhood collectors, avenues and
boulevards) have on-street bicycle lanes and 22%
are signed as shared roadways or have shoulder
bikeways. The local street network has not been
included in this analysis, but it is likely many local
streets provide a comfortable environment for
bicyclists and could form part of a future network of
bicycle boulevards.
The TSP identifies the following active transportation
improvement projects in the vicinity of the focus
schools:
Sidewalk Priority Projects
STREET LOCATION PRIORITY
Wightman Street From 200' north of E Main Street to 625' south of E Main Street High (0-5 Years)
Walker Avenue 950' north of Iowa Street to Ashland Street (High priority High (0-5 Years)
From Oregon Street to Woodland Drive High (0-5 Years)
From Woodland Drive to Peachey Road Low (15-25 Years)
Frances Lane From Siskiyou Boulevard to Oregon Street High (0-5 Years)
California Street From E Main Street to Iowa Street High (0-5 Years)
Garfield Street From E Main Street to Siskiyou Boulevard High (0-5 Years)
Faith Avenue From Ashland Street to Siskiyou Boulevard High (0-5 Years)
Park Street From Ashland Street to Siskiyou Boulevard High (0-5 Years)
Ashland Street From S Mountain Avenue to Morton Street High (0-5 Years)
From Morton Street to Guthrie Street Low (15-25 Years)
N Mountain
Avenue
From 100' south of Village Green Way to Iowa Street High (0-5 Years)
Lincoln Street From E Main Street to Iowa Street High (0-5 Years)
Liberty Street From Siskiyou Boulevard to Ashland Street High (0-5 Years)
Clay Street From Faith Avenue to Siskiyou Medium (5-15 Years)
From Siskiyou Boulevard to Mohawk Street High (0-5 Years)
From Mohawk Street to the southern terminus Low (15-25 Years)
Barbara Street From Jaquelyn Street to Tolman Creek Road Medium (5-15 Years)
Diane Street From Jaquelyn Street to Tolman Creek Road High (0-5 Years)
Tolman Creek
Road
From Siskiyou Boulevard to City Limits (east side)High (0-5 Years)
From Siskiyou Boulevard to City Limits (west side)Low (15-25 Years)
Bellview Avenue From Green Meadows Way to Siskiyou Boulevard Medium (5-15 Years)
ODOT SRTS PROJECT IDENTIFICATION PROGRAM80
Planned Bikeway Network
STREET LOCATION PRIORITY
Walker Avenue From Siskiyou Boulevard to Peachey Road Bicycle Boulevard, High (0-5 Years)
Iowa Street From Terrace Street to road terminus and from S
Mountain Avenue to Walker Avenue
Bike Lane, High (0-5 Years)
Indiana Street Siskiyou Boulevard to Oregon Street Bicycle Boulevard, High (0-5 Years)
Morton Street From E Main Street to Ashland Street Bicycle Boulevard, Low (15-25 Years)
Oregon/Clark
Street
Indiana Street to Harmony Lane Bicycle Boulevard, High (0-5 Years)
S Mountain Ave From Ashland Street to Siskiyou Boulevard Bike Lane, High (0-5 Years)
Ashland Street From Morton Street to University Way Bicycle Boulevard, Medium (5-15 Years)
Wightman Street E Main Street to Siskiyou Boulevard Bicycle Boulevard, High (0-5 Years)
From Road terminus to E Main Street Bicycle Boulevard, Low (15-25) Years)
Clay Street From E Main Street to Ashland Street Road Bicycle Boulevard, High (0-5 Years)
From Siskiyou Boulevard to Mohawk Street Bicycle Boulevard, Medium (5-15 Years)
From the rail line to Siskiyou Boulevard Bicycle Boulevard, Low (15-25) Years)
Tolman Creek
Road
From Siskiyou Boulevard to Green Meadows
Way
Bike Lane, Medium (5-15 Years)
Normal Avenue From E Main Street to Siskiyou Boulevard Bike Lane, Low (15-25 Years)
Northside Trail From Orchid Avenue to Tolman Creek Road Multi-use Path, High (0-5 Years)
AppENdiCES 81
PEDESTRIAN PLACES
N Mountain Avenue/E Main Street
• Create a neighborhood center that encourages
the growth of an arts community to complement
the civic uses, school uses, and the historic
neighborhood that surrounds the center. The
neighborhood center needs a more complete
and more continuous grid of walking routes
connecting people to Pedestrian Place. Those
routes are not necessarily new local streets. They
could be multi-use pathways for pedestrians,
bikes, or alleys that are part of new in-fill housing
plans.
Walker/Ashland
• Create a complete and compact university
district ‘hub’ that complements the SOU Master
Plan for additional student housing. Elements of
the hub could be greatly enhanced streetscape
for both Walker Avenue and Ashland Street, and
redevelopment that ultimately results in a well-
designed cluster of retail and entertainment uses
with affordable housing choices.
PLANNED INTERSECTION AND ROADWAY PROJECTS
(SUPPORTING AT)
Normal Avenue Extension
• Balance Mobility and Access
• Extend Normal Avenue to E Main Street
consistent with the IAMP Exit 14 Access
Management on Ashland Street (OR 66);
(Medium Priority (5-15 Years))
Ashland Street Streetscape Enhancements (Siskiyou
Boulevard to Walker Avenue)
• Improve Safety, Balance Mobility, and Access
• Widen and reconstruct sidewalks with street
trees, stormwater planters, and bus shelters.
Ashland Street/Walker Avenue intersection
enhancements to include concrete crosswalks,
paving, and ornamental lights (Medium priority
(5-15 Years))
ODOT SRTS PROJECT IDENTIFICATION PROGRAM82
Ashland Street/Tolman Creek Road Streetscape
Enhancements
• Support Pedestrian Places Planning
• Widen and reconstruct sidewalks with street
trees, stormwater planters and bus shelters.
Ashland Street/Tolman Creek Road intersection
enhancements to include concrete crosswalks,
paving, and ornamental lights (Development
Driven)
Ashland Street Streetscape Enhancements (Walker
Avenue to Normal Avenue)
• Improve Safety, Balance Mobility, and Access
• Widen and reconstruct sidewalks with street
trees, stormwater planters, and bus shelters
(Priority is Development Driven)
Walker Avenue Festival Street (Siskiyou Boulevard to
Ashland Street)
• Support Pedestrian Places Planning
• Street reconstruction with flush curbs and scored
concrete roadway surface. Sidewalk treatments
to include decorative bollards to delineated
pedestrian space, street trees, LID stormwater
facilities, and ornamental lights (High priority
(0-5 Years))
E Main Street/N Mountain Avenue Streetscape
Enhancements
• Support Pedestrian Places Planning
• Widen and reconstruct sidewalks with street
trees, stormwater planters and bus shelters. E
Main Street/N Mountain Avenue intersection
enhancement with concrete crosswalks and
paving, and ornamental lights (Priority is
Development Driven)
Siskiyou Boulevard (OR 99)/Park Street Intersection
Improvements
• Reduce Conflicts, Improve Street Continuity
• Realign Park Street approach to eliminate offset
(Development Driven)
Siskiyou Boulevard (OR 99)/Tolman Creek Road
Intersection Improvements
• Conduct a speed study. Identify and install speed
reduction treatments on northbound approach
(High priority (0-5 Years))
Tolman Creek-Mistletoe Road Streetscape
Enhancements
• Facilitate Economic Growth, Balance Mobility and
Access
• Widen and reconstruct sidewalks with street
trees, stormwater planters and bus shelters
consistent with the Croman Mill District
standards (Development Driven)
ROGUE VALLEY ACTIVE TRANSPORTATION PLAN, 2021
The Rogue Valley Active Transportation Plan (RVATP)
is a long-range, strategic framework that identifies
the regional networks for active transportation within
the Rogue Valley Metropolitan Planning Organization
(MPO) boundary.
This plan sets the direction for the design and
implementation of the regional active transportation
network over time. For people biking and rolling, the
plan identifies a regional network of bicycle routes.
For people walking, the plan focuses on walking
access for short trips and transit access for longer
regional connections.
Vision
“The Rogue Valley’s active transportation network
of streets and multi-use paths is comfortable,
convenient, and attractive for walking and biking,
connecting communities and people around the
region. Coupled with transit, all users, regardless
of age, ability, need, or interest can safely access
destinations, employment, and schools via these
networks.”
AppENdiCES 83
Gap in the Pedestrian Facility
• Crowson Rd between Siskiyou Blvd and Green
Spring Hwy, on both sides
• Green spring Hwy between Crowson Rd and
around Oak Knoll Dr, on both sides
• Tolman Creek Rd between E Main St and Ashland
St, on the east side
• E Main St between Tolman Creek Rd and Walker
Ave, on both sides
• Walker Ave, between Ashland St and Siskiyou
Blvd, on the west side
• Siskiyou Blvd between Walker Ave and Tolman
Creek Rd, on Northside
Barriers to Walking and Biking
Potential Barriers on Regional and Connector Routes:
• Potential barriers located on the Rogue Valley’s
active transportation network were mapped
to identify existing locations that limit the
opportunity for people to walk and bike due to
perceived or experienced safety risks.
• Intersections along the active transportation
network were flagged as potential barriers when
one or more of the following attributes was
found to be present at a given intersection:
• Presence of Uncontrolled Right-Turn
• Shared Right-Turn or Bike Lane on Right
• side of Right-Turn
• Community Identified Barrier
Locations:
• E Main St and Tolman Creek Rd, Uncontrolled
Right-Turn
• Ashland ST and Pacific Hwy, Shared Right-Turn
or Bik e Lane Right of Right-Turn
• Ashland St and Tolman Creek Rd, ≥4 Lanes
without Refuge Island
• Siskiyou Blvd and Ashland St, Shared Right-Turn
or Bik e Lane Right of Right-Turn
• Walker Ave and Ashland St, ≥4 Lanes without
Refuge Island
ASHLAND TRANSPORTATION EXPANSION FEASIBILITY STUDY, 2018
EXISTING CONDITIONS AND NEEDS ASSESSMENT
The City of Ashland Public Transportation Feasibility
Study (2018) assessed how public transportation can
help create a transportation system to best serve
residents, workers and visitors. The purpose of the
Existing Conditions and Needs Assessment technical
memorandum was to understand local conditions,
trends, resources, and needs of people living,
working, or visiting Ashland.
Pedestrian/Cycling
• Centrally located streets downtown and in
surrounding residential areas are well-served by
pedestrian crossings and sidewalks.
• Study of Ashland crosswalks conducted in 2009
counted pedestrian and traffic volumes during
the afternoon weekday peak (3:15 – 4:15 PM) at
31 intersections. Five signalized intersections
observed the highest vehicular/pedestrian
conflicts: OR 99 (NB)/Oak Street; OR 99 (SB)/
Oak Street; OR 99/Wimer Street/Hersey Street;
Walker Avenue/Iowa Street; and South Mountain
Avenue/Iowa Street.
• The fiscally constrained plan in the TSP describes
39 pedestrian-related projects over the next 25
years to improve connections throughout the
city. Projects located on designated Safe Routes
to School, streets with higher traffic volumes and
speed, and adjacent to land use destinations are
high priority (relevant project covered and map
included in the previous section).
• The City’s planned bicycle facility projects
included 24 projects over the next 25 years. One
project will aim to encourage biking and retrofit
the bike program by establishing funds and
processes for installing off-street bicycle racks at
existing businesses and establishments.
• One project is to create a TravelSmart Education
Program to inform and encourage walking and
ODOT SRTS PROJECT IDENTIFICATION PROGRAM84
biking in Ashland.
Public Transport
• RVTD provides two types of bus pass programs
to employers and schools: the U-Pass and the
Fare Share.
• The U-Pass program: requires at least 10
employees or students for participation.
Participating Schools can purchase monthly
passes for $1.95 per month.
• The Fare Share program: requires at 100
employees or students. Schools can provide
access to reduced monthly passes for employees
at $10 per month and students at $5 per month
• Existing bus stop amenities
• Ashland East of Walker Ave, no space for shelter,
no sitting
• Ashland St, east of Siskiyou, Space for shelter,
Simmi seating
• Ashland St - East of Lit Wy, no space for shelter
and no sitting
TDM Services
• Rideshare
• People in Ashland can find a carpool or vanpool
through Oregon’s rideshare matching and trip
logging service, Drive Less. Connect. (DLC).
• Bikeshare
• The Rogue Bike Share program has eight stations,
seven of which are throughout Ashland.
STRATEGY DEVELOPMENT AND EVALUATION
The purpose of the Strategy Development and
Evaluation technical memorandum was to introduce
and evaluate public transportation projects,
investments, and programs that will support the
transportation needs of people living in, working in,
and visiting Ashland.
Bike and Ped Infrastructure
• This memo proposes eight strategies under
Capital Strategies that support pedestrian
and bicycle access. These strategies focus on
providing safe and comfortable pedestrian and
bicycle infrastructure that improves access
to public transportation, including sidewalks,
crosswalks, lighting, bike lanes and bicycle
parking.
• Sidewalk infill where sidewalks are missing (0.5
miles of sidewalk infill annually) – Potential Phase,
Near
• Add marked crossings to improve access to stops
along high volume and/or high-speed roadways
(four new high visibility crosswalks per year) -
Potential Phase, Near
Public Transit
• The route proposed in L-1 would provide
local service within Ashland between Asante
Community Hospital and Tolman Creek Road,
via Main Street, Laurel Street, Hersey Street,
Mountain Avenue, East Main Street, Walker
Avenue and Ashland Street
• Service would operate every 60 minutes
Action Plan
• Develop a comprehensive active transportation
project list or plan. The assessment can include a
citywide asset and program inventory. Historical
pedestrian and bicycle collision data can help
identify high-risk areas, and illustrate correlations
between collision frequency, severity, location
type, and person movements. Include locations
with sidewalk gaps, needed pedestrian crossings,
bike lanes, and other investments to respond to
non-motorized transportation safety.
• Coordinate bicycle and pedestrian investments
with Safe Routes to School funding opportunities.
Coordinate with the Ashland School District
and RVTD to identify projects that provide safe
access for students to local schools, while also
meeting local transit access needs. Examples
include sidewalks and crosswalks.
AppENdiCES 85
Crash History
Examining the recent history of collisions in the
area around the school is one component of
understanding the potential hazards for students
walking and biking to school. Locations with
single or multiple crashes can indicate issues with
infrastructure or behavior that could be addressed
through SRTS improvements.
However, it’s important to note that these data to
not tell the whole story, as it does not account for
near-misses or crashes that may have occurred since
2020. Local knowledge of past incidents and reports
of perceived discomfort or danger is essential to
understanding existing SRTS issues.
PEDESTRIAN AND BICYCLIST COLLISIONS
Between 2016 and 2020, there were forty-seven (47)
reported vehicle collisions involving people walking
and biking within one mile of Ashland Highschool
(map in Figure 3 shows these collisions within half
a mile of this school). Notable information about
pedestrian- and bicycle-involved collisions is
outlined below:
• There were twenty-one (21) pedestrian collisions
and twenty-six (26) bicycle collisions within a
mile of the school during this period
• The majority of these collisions resulted in minor
injuries. No fatal collision was reported
• Eight (8) collisions happened on Siskiyou Blvd
from which Seven (7) were at or very close to
intersections
• Three (3) locations had pedestrian collisions due
to darkness and lack of lighting:
o E Main St & Walker Ave
o E Main St & 2nd St
o Ashland St & Normal Ave
• One bicycle collision happened at the
intersection of Oak St & Van Ness Ave that was
on a rainy day due to darkness and lack of street
lighting
Within one mile of Ashland Middle School, Walker
Elementary School, Willow Wind Learning Center
and TRAILS outdoor school (map in Figure 4 shows
these collisions within half a mile of these four
schools), there were thirty reported vehicle collisions
involving people walking and biking from which
fourteen (14) were pedestrian collisions and sixteen
(16) were bicycle collisions. Notable information
about pedestrian- and bicycle-involved collisions is
outlined below:
• The majority of these collisions resulted in minor
injuries. No fatal collision was reported
• Seventeen (17) collisions happened at the
intersections and during daylight
• Six (6) intersections had pedestrian collisions:
o Beach St & Siskiyou Blvd
o E Main St & 8th St
o Garfield St & Siskiyou Blvd
o Ashland St & Walker Ave
o Iowa St & Wightman St
o Peachy Rd & Walker Ave
Within one mile of Bellview Elementary School, there
were five (5) reported vehicle collisions involving
people walking and biking. None of these collisions
took place within half a mile of the school (map in
Figure 5 shows the collisions within half a mile of this
school).
• Of the five (5) total collisions, four (4) were
bicycle collisions and only one had pedestrians
involved
• The pedestrian collision happened at the
intersection of Peachy Rd & Walker Ave where
there is a stop sign during daylight
• All other four (4) collisions happened at
intersections during daylight at the following
locations:
o Hillview Dr & Siskiyou Blvd
o Normal Ave & Siskiyou Blvd
o Ashland St & Indian Memorial Rd
o Ashland St & Tolman Creek Rd
ODOT SRTS PROJECT IDENTIFICATION PROGRAM86
Within one mile of Helman Elementary School, there
were twenty-one (21) reported vehicle collisions
involving people walking and biking. Three (3) of these
collisions occurred within half a mile of the school
(map in Figure 6 shows these collisions within half a
mile of this school). No fatal collision was reported.
Of all collisions, fifteen (15) involved a cyclist and
seven (7) happened at intersections during daylight.
Locations reported for these collisions are:
o Fair Oaks Ave & Plum Ridge Ct
o Lithia Way & 1st St (4 collisions at this location)
o Hersey St & Oak St
o Helman St & Randy St
All pedestrian collisions (six (6)) happened at
intersections:
o Grant St & Main St
o E Main St & Oak St (2 collisions at this location)
o Lithia Way & 2nd St
o A St & Pioneer St
o E Main St & Pioneer St
AppENdiCES 87
Collisions between vehicles and people walking and biking within half a mile of Ashland Highschool
(2016-2020)
ODOT SRTS PROJECT IDENTIFICATION PROGRAM88
Collisions between vehicles and people walking and biking within half a mile of Ashland Middle School,
Walker Elementary School, TRAILS outdoor School and Willow Winds Learning Center (2016-2020)
AppENdiCES 89
Collisions between vehicles and people walking and biking within half a mile of Bellview Elementary
School (2016-2020)
ODOT SRTS PROJECT IDENTIFICATION PROGRAM90
Collisions between vehicles and people walking and biking within half a mile of Helman Elementary
School (2016-2020)
AppENdiCES 91
VEHICLE-ONLY COLLISIONS
The following crash maps (See Figures,7, 8, 9, and
10) illustrate the locations of vehicle-only crashes.
While these crashes did not involve pedestrians and
bicyclists, they may indicate areas of potential danger
for all road users.
According to the reported data for the years 2016
through 2020:
There were 1307 vehicle-only collisions reported
within one mile of Walker Elementary School,
Ashland Middle School, TRAILS Outdoor School,
Ashland High School, Bellview Elementary and
Helman Elementary and Willow Wind Learning
Center from which:
• 537 happened at intersections.
• 106 were caused by Speeding, reckless driving or
driving too fast for the conditions.
• 102 happened at night in locations with no street
lighting. Summary of these locations:
o Walker Ave
o Mae St
o Ashland St
o Normal Ave
o 2nd St
o Van Ness Ave
o Main St
o Hersey St
o Oak St
o Carol St
o Grant ST
• 182 happened at Walker Ave and Siskiyou Blvd
ODOT SRTS PROJECT IDENTIFICATION PROGRAM92
Vehicle-only collisions within half a mile of Ashland High School (2016-2020)
AppENdiCES 93
Vehicle-only collisions within half mile of Ashland Middle School, Walker Elementary School, TRAILS
Outdoor School and Willow Winds Learning Center (2016-2020)
ODOT SRTS PROJECT IDENTIFICATION PROGRAM94
Vehicle-only collisions within half a mile of Bellview Elementary School (2016-2020)
AppENdiCES 95
Vehicle-only collisions within half a mile of Helman Elementary School (2016-2020)
ODOT SRTS PROJECT IDENTIFICATION PROGRAM96
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AppENdiCES 97
APPENDIX D. FUNDING AND IMPLEMENTATION
This section lists a variety of funding sources that can
be used to implement the recommendations outlined
in Chapter 4. These funding sources are accurate as of
July 2021, but may change over time. Please refer to
ODOT or other funding jurisdictions website for the
most up to date information.
This section also includes a graphical flowchart of
the ODOT SRTS Competitive Infrastructure Grant
eligibility process, to help guide partners in the
application process.
Finally, this section includes a detailed construction
recommendations table building on Table 1 in Chapter
4, and includes: needs identified at each location
and ensuing construction recommendations, the
relative priority of the recommendation, a high-
level associated cost, the agency responsible for
implementing the recommendation, and any potential
funding source for construction. The final table
includes detailed Planning-level cost estimates for the
High Priority Projects identified in Chapter 5.
Statewide Funding
Opportunities
ODOT SRTS GRANTS
ODOT currently offers Safe Routes to School specific
funding pools for local jurisdictions interested
in improving walking and biking conditions near
schools, including a competitive infrastructure grant
program, a rapid response infrastructure grant, and
an education (non-infrastructure) grant.
COMPETITIVE INFRASTRUCTURE GRANT
ODOT’s SRTS Competitive Infrastructure Grant
program funds roadway safety projects located
within a one-mile radius of an educational facility
that improves walking and biking conditions for
students on their way to school. Funding requests
may range between $60,000 and $2 million, with a
40% local match (special circumstances may allow a
20% reduction in match requirements). These funds
are awarded on a competitive application basis to
cities, counties, transit districts, ODOT, any other
roadway authority, and tribes are in compliance with
existing jurisdictional Plans and receive school or
school district support. Learn more about the 2021-
2022 grant cycle at https://www.oregon.gov/odot/
Programs/Pages/SRTS-Competitive-Infrastructure-
Grant.aspx.
RAPID RESPONSE INFRASTRUCTURE GRANT
Up to 10% of state SRTS funding will be reserved for
projects that can demonstrate serious and immediate
need for safety improvements within a one-mile
radius of schools. This funding would be awarded
outside of the Competitive Infrastructure Grant cycle
as a Rapid Response Infrastructure Grant. Eligibility
requirements for Rapid Response Infrastructure
grants can be found at https://www.oregon.gov/
odot/Programs/Pages/SRTS-Rapid-Response-Grant-
Program.aspx.
EDUCATION GRANT
In addition to funding construction improvements
for Safe Routes to School programs, ODOT reserves
approximately $300,000 annually for funding
of SRTS Education programs and projects that
encourage students in grades K-8 to walk and roll to
school. This competitive grant program distributes
funding to a project over the course of two to three
years with a 12% match requirement. Grant funds
are traditionally used for capacity building and
innovation. For more information, visit https://www.
oregon.gov/ODOT/Programs/Pages/SRTS.aspx.
SMALL CITY ALLOTMENT PROGRAM (SCA)
The Small City Allotment Program is available to
communities with less than 5,000 residents. One
application may be submitted per city per year, and
successful projects may receive up to $100,000.
Successful applicants may request an advance of up
to 50% of their award and will receive the remainder
of their award upon submission of project invoices.
An awardee may not have more than two active
SCA projects at any given time; if the awardee has
two active projects, another application cannot be
submitted until one is completed. SCA funds can
be used as a match for SRTS grant funding, but
the SRTS grant has to have already been awarded
prior to the request for SCA funds as match. SCA
projects must be completed within two years from
the agreement execution date. For example, if a
community receives a SRTS grant award and an SCA
ODOT SRTS PROJECT IDENTIFICATION PROGRAM98
grant for matching funds, chances are they may need
to extend the SCA grant to coordinate with the SRTS
project work. This is permitted, but the SCA award
would be considered an open project until the SRTS
project was closed out. Also important to note, the
SCA program does not require any matching funds.
The state cannot reimburse for any right of way or
utility costs, and all work must be performed within
the public road right of way. For more information,
visit https://www.oregon.gov/ODOT/LocalGov/
Documents/SCA-Guidelines.pdf
OREGON COMMUNITY PATHS PROGRAM
The Oregon Community Paths Program (OCP) is
funding 21 off-road Active Transportation projects
totaling $15 million in 2021. Through the OCPP, ODOT
strives to fund projects for pedestrian and bicycle
transportation projects including the development,
construction, reconstruction, resurfacing, or other
capital improvement of multi-use paths, bicycle
paths, and footpaths that improve access and safety
for people walking and bicycling. The program is
funded through FHWA Transportation Alternatives
funds, and state Multimodal Active Transportation
funds. For more information visit https://www.
oregon.gov/ODOT/Programs/Pages/OCP.aspx
TRANSPORTATION AND GROWTH MANAGEMENT (TGM) FUNDS
TGM supports community efforts to expand
transportation choices by linking land-use and
transportation planning.. TGM services include an
annual competitive grant program for Planning work
leading to local policy decisions for transportation
facilities and services or for land uses with supportive
transportation changes. The grant application period
opens in the Spring and closes in the Summer. In
addition to grants, TGM provides several other
non-competitive services to help resolve land-use
and transportation planning issues: Quick Response
to bridge the gap between long range Planning and
development of specific properties, Code Assistance
to identify and remove barriers to smart growth,
Transportation System Plan (TSP) Assessments to
evaluate local TSPs, and Education and Outreach
projects to move community conversations forward.
For more information visit https://www.oregon.gov/
lcd/TGM
STATE TRANSPORTATION IMPROVEMENT FUND (STIF)
Walking and biking connections to transit are eligible
under ODOT’s STIF Discretionary and Statewide
Network Program, a new fund for transit started in
2018. STIF formula and discretionary funds may be
used to support projects that connect pedestrians
and bikers to public transit. This fund program
was created in response to HB 2017 and funds are
dispersed every two years. For more information visit
https://www.oregon.gov/odot/RPTD/Pages/Funding-
Opportunities.aspx
CONGESTION MITIGATION AND AIR QUALITY (CMAQ) PROGRAM
The CMAQ program is jointly administered by the
FHWA and FTA, with projects selected by local
jurisdictions designated as high pollution areas. Bike/
pedestrian projects make up a significant portion of
the funded projects, which must focus on air quality
improvement. For more information visit www.fhwa.
dot.gov/environment/air_quality/cmaq/
Federal Funds
Some federal funding sources may be available to
certain communities and can be used for Safe Routes
to School projects. Such as:
• Community Development Block Grant
Program, https://www.orinfrastructure.org/
Infrastructure-Programs/CDBG/
• Rural Development Grant Assistance Program,
https://www.usda.gov/topics/farming/
grants-and-loans
AppENdiCES 99
Local Funding
Opportunities
POTENTIAL SCHOOL BOND OPPORTUNITIES
Localities can leverage school bonds to collect
funding for transportation educational programming
and school zone pedestrian/bicycle infrastructure
improvements. School bonds may be sufficient to
cover the cost of low- to mid-cost projects or could
be utilized to collect local match dollars for state
awarded grants.
SRTS PROJECTS AND THE TSP
Cities and counties undergoing transportation system
Plan updates should consider including a section on
their Plans and priorities for Safe Routes to School
infrastructure upgrades and programming to identify
project expenses well in advance and allow ample
time to gather project funding.
QUICK BUILDS
Quick Builds are temporary roadway improvement
installments that utilize temporary barriers (such as
traffic cones, Planters, hay barrels, etc.) to test and
demonstrate how a street would operate with bicycle
and/or pedestrian infrastructure improvements.
These low-cost Quick Build projects can serve as an
immediate term temporary solution to traffic issues
while local jurisdictions build support and funding for
permanent infrastructure improvements. Depending
on specific site conditions and the nature of materials
used, Quick Builds can last for several hours to
several months.
APPENDIX E. TRAFFIC CALMING MEASURES
A wide range of traffic calming measures may be
used alone or in combination near school zones
to address vehicular speeds and/or volumes.
All measures should be properly designed, with
appropriate spacing and use of signs, striping,
lighting, and vertical elements where necessary to
improve visibility.
Traffic calming measures
CURB EXTENSIONS
Curb extensions are installed to reduce the roadway
width from curb to curb at an intersection, shortening
the crossing distance for pedestrians and making it
easier for motorists to see pedestrians.
ODOT SRTS PROJECT IDENTIFICATION PROGRAM100
SPEED HUMPS
Speed humps are raised sections of pavement placed
across the street to force motorists to reduce speeds.
They are effective in reducing traffic speeds and are
relatively low cost.
RAISED CROSSWALKS
Raised crosswalks are similar to speed humps,
except they include a flat section on top, sometimes
constructed with decorative surface material. Raised
crosswalks are speed tables marked as pedestrian
crossing, which allows pedestrians to cross without
stepping down and up between the curb and the
road. Speed tables permit slightly higher motorist
speeds and smoother transitions than speed humps.
REDUCED CORNER RADII
There is a direct relationship between the size of the
curb radius and the speed of turning motor vehicles.
A large radius may easily accommodate large fire
trucks and other large trucks and school buses,
but it also allows other drivers to make high-speed
turns and it increases the crossing distance for
pedestrians. The reduction of a corner radius to
produce a tighter turn results in decreases in turning
speeds and improved motor vehicle and pedestrian
site distances, and a shortened pedestrian crossing
distance.
LANE REDUCTION
The narrower lanes can reduce motor vehicle speed,
which may reduce total pedestrian crashes. They also
reduce the lengths of pedestrian crossings. There
are several ways to narrow a street. Paint is a simple,
low-cost, and easy way to narrow the street or travel
lanes.
PAVEMENT MARKINGS
Pavement markings define vehicle spaces and
contribute to reducing speed by providing clear visual
cues to drivers, enhancing safety on the roadway.
AppENdiCES 101
by causing a tactile vibration and audible rumbling
transmitted through the wheels into the vehicle
interior.
RADAR SPEED DISPLAY SIGN
Speed feedback signs, equipped with electronic
displays, are effective tools for encouraging drivers to
slow down. By providing real-time feedback on their
vehicle’s operating speed, these signs alert drivers
and promote self-awareness, ultimately improving
road safety. They can be installed either permanently
or temporarily, depending on the specific needs and
objectives of a particular location or situation.
RUMBLE STRIPS
Rumble strips (also known as sleeper lines or alert
strips) are a road safety feature designed as a traffic
calming, speed reduction and driver alert system. It
aims to alert inattentive drivers of potential danger
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AppENdiCES 103
Temporary Traffic Circle Implementation
Permanent Traffic Circle Implementation