Franklin Corridor Partnership Page 3 of 15
Franklin Boulevard is and will continue to be a key regional arterial and must accommodate 30,000 to 35,000cars and trucks each day while offering sufficient mobility and accessibility to support growth in daily traffic, aswell as a substantial increase in bicycle and pedestrian trips. Therefore, the challenges related to accessmanagement, parking, connectivity, safety, and operational issues posed by the existing street design must beaddressed to promote multimodal use and support the intensity of high density, mixed-use, transit-orienteddevelopment envisioned by Eugene and Springfield. Limited transportation dollars, combined with the highcost of facility improvements, make these needed changes a challenge to deliver.
ousing and Demographics:
Average wages in Eugene-Springfield have fallen to approximately 88% of thestatewide average and just 79% of the national average. The region also has higher unemployment rates thanthe State as a whole. The recent economic downturn has increased the need of residents in the Eugene-Springfield area for basic necessities, including affordable housing and transportation. The Franklin Corridorcontains neighborhoods where these socioeconomic indicators illustrate an even greater need for economicimprovement. For instance, in Glenwood, a portion of which includes the Franklin Riverfront, medianhousehold incomes are just over $23,000 compared to $35,850 in Eugene and $33,031 in Springfield, andapproximately 44% of Glenwood residents rely solely on public assistance and social security. About 60% of the households in the Census Tract containing Walnut Station fall within low- and moderate-incomecategories.The housing stock along the Franklin Corridor is older and in greater need for rehabilitation, weatherization,and major system upgrades than the Eugene-Springfield region as a whole. In the cities of Eugene andSpringfield, two-thirds of the housing stock was built before 1980 while over three-quarters of the housingstock in the Franklin Corridor was built prior to 1980. Additionally, nearly 60% of Glenwoods dwelling unitsare mobile homes or recreational vehicles that are in serious disrepair and pre-date HUD standards. Further,there is no subsidized permanent affordable housing in the Franklin Corridor.In planning for the future of the Franklin Corridor, Eugene and Springfield need to provide opportunities for afull range of choices in housing type, density, size, and cost. Walnut Station and Glenwood are well positionedto provide such variety, given the existence of well-established low-density residential neighborhoods withinthese districts and their potential for higher-density multi-family and mixed-used development. The affordablehousing property acquisition funded through this grant will enable Eugene and Springfield to affirmativelyfurther fair housing for households of all ages, incomes, races, and ethnicities in the Franklin Corridor andcould provide options for residents at risk for displacement to relocate within the area, as well.
Project Alignment with Six Livability Principles
rovide More Transportation Choices:
A principal desired outcome of a multiway boulevard street design is toprovide more transportation choices. Franklin Boulevard is the backbone of the transportation system inWalnut Station and Glenwood, and greatly influences the areas character and development. The key impetusfor realizing the vision for these neighborhoods is transforming the nature of the roadway.Implementing the multiway boulevard design will result in a Franklin Boulevard that functions not simply as atransportation corridor, but rather as a complete street supporting pedestrians, cyclists, and transit users. Themultiway boulevard design creates a different development context by separating the through traffic from theadjacent land uses by means of planted medians, access lanes, and on-street parking. Locating BRT and motorvehicle through-traffic in separate, dedicated lanes in the center of the street enhances the flow of BRT andvehicular traffic and maintains Franklin Boulevards function as a major arterial. Local traffic will be inseparate, low-speed access lanes, between the through-traffic and sidewalk. This new lane configurationimproves the efficiency and safety of through traffic by removing multiple access points. Furthermore, theaccess lanes accommodate on-street parking to support future mixed-use development on both sides of