Consultants tell Woodland Council roundabouts are preferred for Exit 21; environmental review could take years

WOODLAND, Wash. — Kittleson consultants told the Woodland City Council on Feb. 18 that a multi‑roundabout design is the preferred alternative for the Exit 21 project after a refresh of safety and cost data, but formal approvals and environmental review are likely to take several years.

Anthony (Kittleson presenter) said the project team has submitted a draft non‑access feasibility study and an intersection control evaluation (ICE) to the Washington State Department of Transportation (WSDOT) and that WSDOT is reviewing that documentation. “We revised the safety analysis using more relevant crash data that WSDOT provided us,” Anthony said, and the team updated topographic surveys and cost estimates to feed a new benefit‑cost analysis.

The benefit‑cost work, Anthony said, shows a favorable safety and delay outcome for roundabouts compared with a signalized intersection. Darren (Kittleson presenter) added that the design being evaluated is a series of three multi‑lane roundabouts — two at the ramp terminals and one at a local connection near the park‑and‑ride — and that updated geometric and design‑standard review is ongoing.

Why it matters: the project crosses or ties into Interstate‑5 and state‑owned ramps, so WSDOT and the Federal Highway Administration (FHWA) must review major elements. Kittleson said that because federal funding and current agreements are involved, the city must complete a biological assessment and other environmental work; that process is the schedule driver and could take about two to three years to clear.

Key details from the presentation

- Preferred alternative: The draft documentation under WSDOT review identifies the roundabout concept as the preferred alternative based on safety, revised costs, right‑of‑way impacts and the benefit‑cost analysis. Anthony: “The benefit‑cost analysis is showing a much favorable outcome when we’re looking at a roundabout in terms of safety.”

- Survey and design updates: Survey crews completed topographic work late last year; Kittleson is updating plan geometry to current WSDOT design standards and preparing a design documentation package that will become the formal decision package for WSDOT review.

- Geotechnical and levee constraints: Consultants said geotechnical work is required in places where the project sits on or near a levee; the U.S. Army Corps of Engineers must review permit materials to confirm investigations won’t harm levee integrity.

- Environmental schedule: Kittleson expects to finalize the ICE and non‑access study in coming months and then work through the biological assessment, cultural/historic review, stormwater and noise analyses. The team estimated a 2–3 year timeline for biological assessment review; Kittleson gave a planning estimate that final design and bidding could occur in 2028–29, with construction after that.

- Pedestrian and bicyclist facilities: The design includes a 10‑foot shared‑use path under the bridge and Kittleson said they are evaluating adding a second shared path so both sides of the crossing would have continuous, separated bike/ped facilities.

- Park‑and‑ride impacts and property access: Consultants acknowledged impacts to the park‑and‑ride parking stalls because the project must provide capacity for four through lanes between intersections. Access control and property access will be coordinated with WSDOT; Kittleson said the project team plans one‑on‑one meetings with affected property owners to evaluate access and freight/delivery needs (for example, fuel trucks to the AMPM site).

Questions from councilors

Council member Friend asked the consultants to explain why roundabouts are considered safer. Anthony described roundabout geometry as a speed‑reduction and conflict‑reduction measure: “The geometry itself helps drivers slow down as you get closer into the roundabout,” he said, and that slower entry speeds and fewer conflict points generally reduce severe crashes. Darren emphasized curvature and circulation: the required turning movements force lower speeds through the intersection.

Other context

Kittleson noted a peer‑review process at WSDOT will follow if roundabouts are retained as the preferred alternative. The consultants also said that if the WSDOT–FHWA agreements governing the funding change, some permitting or analysis steps might be altered, but the team is planning now assuming the existing agreement remains in force.

What’s next

Kittleson said the immediate next steps are to incorporate WSDOT review comments on the ICE/non‑access study, finalize the design documentation package, obtain Corps concurrence to carry out geotechnical work, and submit the biological assessment once the design reaches approximately 60% completion.

The council did not take formal action on the project at the Feb. 18 meeting; the presentation was an information update and Q&A session.