HomeMy WebLinkAbout10042022 PC Packet
PLANNING COMMISSION AGENDA
October 4, 2022 - 6:00 p.m.
Email planning@centralpointoregon.gov
to request a Zoom link for virtual participation
I. MEETING CALLED TO ORDER
II. PLEDGE OF ALLEGIANCE
III. ROLL CALL
Planning Commission members, Tom Van Voorhees (chair), Amy Moore, Jim Mock, Pat
Smith, Kay Harrison, Brad Cozza, Robin Stroh
IV. CORRESPONDENCE
V. MINUTES
Review and approval of the August 2, 2022 Planning Commission meeting minutes.
VI. PUBLIC APPEARANCES
VII. BUSINESS
A. Public hearing to consider a Conditional Use Permit application to allow a preschool to operate
81 Freeman Road. The 0.57 acre site is within the Tourist and Office Professional (C-4)
commercial zoning district and is identified on the Jackson County Assessor’s Map as 37S 2W
02D Tax Lot 1000. File No. CUP-22001. Applicants: Ashley Crofton and Malorie Mitchell; Agent:
Jared Pulver; Pulver and Leever Real Estate.
B. Consideration of the Downtown Revitalization & East Pine Street Corridor Plan Amendment
(Urban Renewal Plan Amendment) conformance with the City of Central Point Comprehensive
Plan. This is not a land use action but public comments are invited and encouraged. File No. UR
22001.
VIII. DISCUSSION
A. Transportation System Plan Update Information Session.
IX. ADMINISTRATIVE REVIEWS
X. MISCELLANEOUS
A. Planning Commissioner Reports.
XI. ADJOURNMENT
Individuals needing special accommodations such as sign language, foreign language interpreters or equipment for the hearing impaired
must request such services at least 72 hours prior to the Planning Commission meeting. To make your request, please contact the City
Recorder at 541-423-1026 (voice), or by e-mail at: deanna.casey@centralpointoregon.gov .
Si necesita traductor en español o servicios de discapacidades (ADA) para asistir a una junta publica de la ciudad por favor llame con
72 horas de anticipación al 541-664-3321 ext. 201.
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City of Central Point
Planning Commission Meeting Minutes
August 2, 2022
I. MEETING CALLED TO ORDER AT 6:01 P.M.
II. Pledge of Allegiance
III. ROLL CALL
Commissioners Tom Van Voorhees (chair), Jim Mock, Kay Harrison, Pat Smith, Robin
Stroh, and Brad Cozza were present.
Also in attendance were Planning Director Stephanie Holtey and Planning Secretary
Karin Skelton
IV. CORESPONDENCE
V. MINUTES
Kay Harrison made a motion to approve the June 7, 2022 minutes as presented. Brad
Cozza seconded the motion. ROLL CALL: Kay Harrison, yes; Jim Mock, yes; Pat Smith
yes; Robin Stroh, yes; Brad Cozza, yes. Motion passed.
VI. PUBLIC APPEARANCES
None.
VII. BUSINESS
VIII. DISCUSSION
A. Climate Friendly & Equitable Communities Transportation Rules. The State
adopted new Transportation Planning Rules on July 21, 2022. The purpose of this
item is to brief the Planning Commission on the new rules and next steps for
coming into compliance with the new rules. Information about the new rules is
available on the State’s website:
https://www.oregon.gov/lcd/LAR/Pages/CFEC.aspx?utm_medium=email&utm_so
urce=govdelivery
Planning Director Stephanie Holtey stated the purpose of this meeting is to give the
Planning Commission an introduction to the State’s Climate Friendly & Equitable
Communities Transportation Rules. She said there would be future study sessions as
these rules come into effect. This meeting will give an overview of the timeline for
implementation of all the rules with specific focus on the tasks and requirements of the
2022 – 2023 time period.
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Planning Commission Minutes
Aug. 2, 2022
Page 2
The rules were adopted on July 21, 2022 and will take effect on August 12, 2022 with
the exception that communities such as Central Point that need to do an update to their
Transportation System Plan (TSP) can use the old rules for that update as long as it is
completed by December 31, 2022. Ms. Holtey reviewed the current rule and the
proposed rule noting the changes in performance standards for land use decisions.
The new rules will focus on safety, increasing bike/pedestrian routes, reducing climate
pollution and remedying inequities.
She explained the City is required to have a tier one list of projects with identification of
all funding sources for those projects. Ms. Holtey said the new performance standards
would be expanding the criteria for evaluating these projects. She stressed that as they
implement the State’s new rules the City will be looking at them and at the City’s
preferred future and doing their best to bring them together.
The Commissioners expressed concern that the criteria for evaluation seemed vague
and subjective. Ms. Holtey responded that implementing these rules will be worked out
as they came up on the timeline. She assured the commissioners they would be kept
apprised of the processes and their input would be included.
Ms. Holtey reviewed the Timeline for the new Rules through 2029.
She said that in addition to updating the TSP the City will have to implement the first
phase of parking reforms by the end of the year. She explained the three phases of
the parking reforms which included reducing parking mandates and increasing the ratio
of electric vehicle parking. She reviewed some proposed alternatives to complete
elimination of all parking mandates. The deadline for adopting all of the parking reforms
is the end of June, 2023.
By the end of 2024 the City will need to complete a Climate Friendly Area Study. This
will include identifying a location to be designated as a Climate Friendly area. This will
necessitate an update our Comprehensive Plan to include a Climate Friendly Area
Element. Maps would need to be produced along with preliminary calculations as to
housing capacity.
She said the City is partnering with Rogue Valley Council of Governments who will be
taking the lead on the study and will be producing the maps of potential locations.
The next steps are the amendment to the TSP and the parking reforms. She said the
department is anticipating hiring a new planner soon, and project schedules may vary.
She assured the Commissioners there will be more information as things develop.
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Planning Commission Minutes
Aug. 2, 2022
Page 3
B. Central Point Transportation System Plan (TSP) Update. The City is
updating its TSP to address transportation needs within the recently amended
UGB. The Plan update is scheduled for completion in December 2022. The
purpose of this information item is to introduce the project and present the
project schedule for plan preparation and adoption
Ms. Holtey stated the City will be using the current rules to update the TSP by
December 31, 2022. She said the City will be Incorporating projects in the UGB areas
and removing completed projects from the City’s list. She reviewed the location of
transportation disadvantaged populations as identified by the consultants and the
criteria used to identify them.
She stated Kittleson & Associates has done an evaluation of our funding sources and
have presented 3 different funding scenarios to the Citizens Advisory Committee. They
included a conservative scenario, a moderate scenario and an ideal scenario. She said
the CAC is leaning somewhere between the moderate and ideal scenarios.
She said the consultant is incorporating the feedback from the CAC into their analysis.
They will bring a revised capital improvement project list along with a prioritization
framework back to the CAC at a special meeting on August 16, 2022. There would be
a study session in September or October to include City Council, Planning Commission
and Citizen’s Advisory Committee.
VIII. ADMINISTRATIVE REVIEWS
X. MICELLANEOUS
DEVELOPMENT UPDATE
The School District has multiple projects under construction.
Columbia Care, a residential treatment facility will be locating on Manzanita
PLANNING COMMISSION REPORTS
XI. ADJOURNMENT
Kay Harrison moved to adjourn the meeting. Jim Mock seconded the motion. Meeting
was adjourned at 7:15 p.m
.
Tom Van Voorhees, Planning Commission Chair
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PRE SCHOOL CONDITIONAL USE PERMIT
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Staff Report
Cub House Preschool Conditional Use Permit
File No. CUP-22001
October 4, 2022
Item Summary
Consideration of a Conditional Use Permit application to allow a preschool at 81 Freeman
Court. The project site is within the Tourist and Office Professional (C-4) commercial zoning
district and is identified on the Jackson County Assessor’s Map as 37S 2W 02D Tax Lot 1000.
Applicant: Ashley Crofton & Malorie Mitchell; Agent: Jared Pulver, Pulver and Leever Real
Estate.
Staff Source
Justin Gindlesperger, Community Planner II
Background
The applicant is requesting a Conditional Use Permit to operate a preschool in an existing office
building on a property at 81 Freeman Court in the Tourist and Office Professional (C-4)
commercial zoning district. The term ‘preschool’ is not defined in the Central Point Municipal
Code (CPMC) and is not listed as a specific use in the C-4 zoning district. When a term is not
defined in the CPMC, the commonly accepted meaning is used in the context of the application.
As defined by Merriam Webster’s, a preschool is:
“a school for children usually younger than those attending elementary school or
kindergarten: nursery school”1
Although nursery school is not defined in the CPMC, the definition of day care center, listed as a
conditional use in CPMC 17.44.030 and defined in CPMC 17.08.010, includes “…nursery
schools for children under minimum age for education in a public school…” [emphasis added].
Based on the commonly accepted meaning and the proposed use providing an early learning
environment for children under the minimum public school age, the preschool is considered a
conditional use in the C-4 zoning district. Conditional uses require special consideration
because of special attributes and to ensure they are properly located with respect to the
surrounding neighborhoods.
1 “Dictionary by Merriam-Webster,” September 21, 2022, https://www.merriam-webster.com/.
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Project Description
The applicants are proposing to start the school with 26 children and three (3) teachers. The
school will include an ‘early learning’ class of six (6) children ages 24-36 months, and two (2)
‘preschool’ classes each with ten (10) children ages 3-6 years old (Attachment “A”).
Access
The site has an existing access along Freeman Court, a public street. The school site is the only
access on the east side along this portion of the street, which terminates in a cul-de-sac just
north of the site. Frontage improvements are existing and no additional improvements are
required.
Traffic Impacts
As noted above, Freeman Court terminates in a cul-de-sac just north of the proposed school
site. There is only one other access along this portion of Freeman Court for an existing
Domino’s Pizza. Based on the hours of operation and the number of trips from the preschool, a
traffic impact analysis is not required and there are no anticipated traffic impacts associated with
this use.
Building and Site Design
The proposed preschool will occupy an existing 3,984 square foot building. According to
Jackson County Assessor records, the building was constructed in 2001. Prior to the preschool,
the building was used for various professional office uses. The applicants are not proposing any
exterior modifications to the structure.
The parking lot and landscaping areas are existing. The application shows the elimination of up
to three (3) parking spaces to provide a secure, fenced play area for the students. Based on the
number of students and teachers for the proposed school, the number of parking spaces is
adequate for the use. The landscape areas on site are adequate to provide a buffer between the
parking area and the street, and to also buffer the proposed use to the adjacent properties.
Neighborhood Compatibility
Due to the existing development patterns and noise impacts of the area, the proposed
preschool is not expected to conflict with or adversely impact the existing uses. On the north
and northeast, the project site abuts right-of-way for E Pine Street and the southbound on-ramp
for Interstate 5.
The location of the project site along a cul-de-sac limits the number of adjancent properties. The
site shares the cul-de-sac with a single commercial property to the west, which is currently
developed with a Domino’s Pizza. On the south and southeast, the site is bordered by a
shopping center that includes retail and professional services.
ISSUES
There are two (2) issues relative to this application as follows:
1. Floodplain Development Permit. A portion of the proposed fence is located within the
Stream Setback area along Mingus Creek (Attachment “C”). In accordance with CPMC
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8.24.260 and 17.60.090, fences may be permitted in the stream setback, provided they
are constructed in a manner that does not restrict flood waters.
Comment: Staff recommends Condition of Approval No. 1 requiring the applicant to
obtain a Floodplain Development Permit and include details on fence materials and
construction that conform to standards in CPMC 8.24.260(A).
2. Change of Occupancy. The proposed preschool will change the occupancy of the
building from a “B” category use (for business) to an “E” category use (for education).
Per Building Department comments (Attachment “D”) and Fire District No. 3 comments
(Attachment “E”), the change may require additional safety improvements, including fire
alarms and emergency exit and egress lighting.
Comment:. Staff recommends Condition of Approval No. 2 requiring the applicant to
submit a detailed floor plan to the Building Division and obtain a Change of Occupancy
Permit.
Findings of Fact & Conclusions of Law
The Cub House Preschool Conditional Use Permit has been evaluated against the
applicable Conditional Use Permit Criteria set forth in CPMC 17.76 and found to comply as
conditioned and as evidenced in the Applicant’s Findings of Fact (Attachments “B”).
Conditions of Approval
1. Prior to installation of the proposed fence, the applicant shall obtain a Floodplain
Development Permit and demonstrate compliance with the standards in CPMC
8.24.260(A), including:
a. The fencing must be built in removable sections; and
b. The fencing must provide at least 1-foot of clearance, or freeboard, between the
ground level and the bottom of the solid barrier of the fence.
2. The applicant shall coordinate with the Building Division to obtain a Change of
Occupancy Permit and comply with the requirements in the comments from the Building
Division and Fire District No. 3, both dated September 14, 2022.
3. The applicant shall coordinate with Rogue Valley Sewer Services and comply with the
requirements set forth in the letter dated September 14, 2022 (Attachment “F”).
Attachments
Attachment “A” – Project Narrative
Attachment “B” – Applicant’s Findings
Attachment “C” – Site Plan
Attachment “D” – Building Division Staff Report, dated 09/14/2022
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Attachment “E” – Fire District No. 3 Staff Report, dated 09/14/2022
Attachment “F” – Rogue Valley Sewer Services Staff Report, dated 09/14/2022
Attachment “G” – Resolution No. 897
Action
Open a public hearing and consider the proposed Conditional Use Permit application and 1)
approve; 2) approve with revisions; or 3) deny the application.
Recommendation
Approve Resolution No. 897, a Resolution recommending approval of the Conditional Use
Permit application for the Cub House Preschool.
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September 14, 2022
City of Central Point Planning Department
155 South Second Street
Central Point, Oregon 97502
Re: CUP 22001 – Cub House Preschool, Map 37 2W 02D, Tax Lot 1000,
There is an existing 8 inch sewer main along Freeman Ct and a 4 inch sewer service serving the existing
building on the property. The proposed use will not affect this service. However, the change in use may
require additional Sewer System Development Charges (SDC’s).
Rogue Valley Sewer Services requests that approval of this development be subject to the following
conditions:
1. The applicant must submit architectural plumbing plans or other justification to RVSS for the
calculation of SDC fees. Please note, SDC fees for educational facilities are calculated based on
student capacity.
Feel free to call me if you have any questions.
Sincerely,
Nicholas R Bakke, PE
District Engineer
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Planning Commission Resolution No. 897 (10/04/2022)
PLANNING COMMISSION RESOLUTION NO. 897
A RESOLUTION OF THE PLANNING COMMISSION APPROVING A CONDITIONAL USE
PERMIT FOR A PRESCHOOL ON LANDS WITHIN THE
TOURIST AND OFFICE PROFESSIONAL (C-4) ZONING DISTRICT.
(File No: CUP-22001)
WHEREAS, the applicant has submitted an application for approval of a Conditional Use Permit
to change the use of an existing building within the Tourist and Office Professional (C-4) zone to
a preschool; and
WHEREAS, on October 4, 2022 the City of Central Point Planning Commission conducted a
duly-noticed public hearing on the application, at which time it reviewed the Staff Report and
heard testimony and comments on the application; and
WHEREAS, the application has been found to be consistent with the approval criteria applicable
to Conditional Use Permits in accordance with Section 17.76 of the Central Point Municipal
Code; and per conditions noted in the Staff Report dated October 4, 2022; and
NOW, THEREFORE, BE IT RESOLVED that the City of Central Point Planning Commission by
Resolution No. 897 does hereby approve the Conditional Use Permit application for the
applicants, Ashley Crofton and Malorie Mitchell. This approval is based on the findings and
conditions of approval as set forth in Exhibit “A,” the Planning Department Staff Report dated
October 4, 2022, including attachments incorporated by reference.
PASSED by the Planning Commission and signed by me in authentication of its passage this 4th
day of October, 2022.
__________________________________
Planning Commission Chair
ATTEST:
_______________________________
City Representative
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DOWNTOWN & EAST PINE STREET CORRIDOR REVITALIZATION PLAN AMENDMENT
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Staff Report
Downtown Revitalization & East Pine Street Corridor Plan Amendment
File No. UR-22001
TO: City of Central Point Planning Commission
FROM: Stephanie Holtey, Planning Director
Chris Clayton, City Manager/Urban Renewal Executive Director
Elaine Howard, Consultant
DATE: October 4, 2022
SUBJECT: Downtown & East Pine Street Corridor Revitalizaton Plan Amendment
______________________________________________________________________
I. BACKGROUND
On March 8, 2012, the Central Point City Council adopted the Downtown and East Pine Street
Revitalization Plan (Urban Renewal Plan). Urban Renewal is an economic development
program authorized by state law in ORS Chapter 457, which allows use of tax increment
financing to address urban blight. The City’s Urban Renewal Plan identifies the program
boundaries and projects intended to maximize public and private investments to strengthen
economic and aesthetic vitality within the City’s traditional mixed-use urban core.
Since the Urban Renewal Plan was adopted, 6.7 acres have been purchased by School District
#6 (tax exempt), the City added land its Urban Growth Boundary along East Pine Street and the
community experienced two (2) significant fires along the Greenway and East Pine Street
Corridor. This has prompted the City of Central Point and the Development Commission to
consider new projects to mitigate wildfire risk to the community and to explore partnership with
Jackson County on development of a Joint Community Center/Emergency Evacuation Shelter.
As a result, the Development Commission has initiated a Major Amendment to the Urban
Renewal Plan (Amendment) to accomplish the following objectives:
Remove tax exempt properties from the District;
Add land being considered for the possible future Joint Community Center;
Add all property owned by the City of Central Point along the Bear Creek Greenway
south of East Pine Street, which is part of the Bear Creek Greenway Fire Area Master
Plan; and,
Add land from the recently expanded Urban Growth Boundary (UGB) for employment,
open space and associated public facilities. Added lands were taken from the CP-3
Urban Reserve Area adjacent to East Pine Street and Peninger Road.
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Include the Beebe Road Bridge project to connect Beebe Road to Peninger Road via a
new bridge over Bear Creek. This project provides increased east-west transportation
connectivity into recently expanded UGB area referenced above.
At the October 4, 2022 meeting, the Planning Commission will consider the proposed Urban
Renewal Plan Amendment relative to its conformance with the Central Point Comprehensive
Plan and make a recommendation to the City Council. This is not a land use action and does
not require a public hearing; however, the public is invited comment of the proposal.
There are no explicit review criteria for a Planning Commission for the review of an urban
renewal plan amendment. The Oregon Revised Statute (ORS) ORS 457.085(4) states that “An
urban renewal plan and accompanying report shall be forwarded to the planning commission of
the municipality for recommendations, prior to presenting the plan to the governing body of the
municipality for approval under ORS 457.095”. The generally accepted practice is for the
Planning Commission to provide input on the relationship of the Plan to the Local Goals and
Objectives (See Attachment 1 Appendix, Exhibit 4 of the Plan), and particularly to its
conformance to the City of Central Point Comprehensive Plan.
II. PURPOSE
The purpose of the amendment is to remove property and to add property and projects to the
Downtown & East Pine Street Corridor Revitalization Plan. The removed properties are not
taxable and projects are not contemplated on them. The added properties will enable the
Development Commission to allocate funding to the Bear Creek Greenway design and
implementation, to add the Beebe Road Bridge Extension and to place the future community
center within the urban renewal area boundary to allow funding to be allocated to the project.
This amendment is a substantial amendment to the Downtown & East Pine Street Corridor
Revitalization Plan as the addition of acreage is in excess of a cumulative 1% of the acreage of
the urban renewal area (ORS 457.085 (i) (A)).
The project for a community center is already a part of the Plan, however, the location has
changed to be a joint center with Jackson County expected to be located at the Jackson County
Expo site. A community center is not specifically identified as a public building project in ORS
457.010 (12). In addition, the community center project was already a part of the Plan prior to
the inclusion of a definition of public building project in OR 457. If for some reason the
community center project with Jackson County is not able to proceed, the Development
Commission still has the authority to expend funds on the project elsewhere within the Plan
boundary.
III. PUBLIC NOTICE
Notice of the Planning Commission meeting and consideration of the Urban Renewal Plan
Amendment was posted on the City of Central Point website and mailed to all utility billing
customers within the existing and proposed Urban Renewal District boundary.
IV. MAXIMUM INDEBTEDNESS
The proposed maximum indebtedness, the limit on the amount of funds that may be spent on
administration, projects and programs in the Area is $43,177,530. The maximum indebtedness
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is not changing as a part of this Amendment. The maximum indebtedness does not include
interest paid on any borrowing by the urban renewal agency. There is a proposed financing plan
in the Report that shows that the Plan is financially feasible. It is understood that the Agency
may make changes to the financing plan as needs and opportunities arise, typically during the
annual budgeting process.
The Plan would be administered by the Central Point Development Commission (CPDC). Major
changes to the Plan, if necessary, must be approved by the CPDC and City Council as detailed
in Section 1.12 of the Plan.
V. RELATIONSHIP TO LOCAL OBJECTIVES
The Plan relates to local planning and development objectives contained within the Central
Point 2040 Strategic Plan, Central Point Comprehensive Plan, the Central Point Zoning Code,
and the Transportation System Plan. Findings of Fact demonstrating that the proposed Urban
Renewal Plan Amendment are consistent with the Comprehensive Plan and local objectives are
presented in Attachment 1—Appendix, Exhibit 4, Findings of Fact and Conclusions of Law.
VI. ACTION/RECOMMENDATION
The Planning Commission is being asked to consider the Urban Renewal Plan Amendment
relative to its compliance with the Central Point Comprehensive Plan.
Staff recommends that the Planning Commission:
1. Review and discuss the proposed Amendment
2. Find that the Downtown & East Pine Street Corridor Revitalizaton Plan Amendment
conforms to the Central Point Comprehensive Plan, and optionally recommend the Plan
Amendment’s adoption to the Central Point City Council
Recommendation/Suggested Motion(s):
“I move that the Central Point Planning Commission finds, based upon the information provided
in the staff report and the provided attachments that the Downtown & East Pine Street Corridor
Revitalizaton Plan Amendment conforms to the Central Point Comprehensive Plan
Optional additional language:
…and further recommends that the Central Point City Council adopt the proposed Downtown &
East Pine Street Corridor Revitalizaton Plan Amendment .”
VII. ATTACHMENTS
1. Downtown & East Pine Street Corridor Revitalizaton Plan Amendment
2. Report Accompanying the Downtown & East Pine Street Corridor Revitalizaton Plan
Amendment
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Proposed new text is shown in double-underline.
Deleted text is shown in strikethrough.
Explanatory language shown in italics.
DOWNTOWN & EAST PINE STREET CORRIDOR REVITALIZATON PLAN
Only the proposed changes are shown in this amendment, the current plan can be viewed at:
https://www.centralpointoregon.gov/urbanrenewal
Section 1.1 INTRODUCTION
The first substantial amendment was developed in 2022 to remove property, add property and projects
to the urban renewal area. The removed properties are not taxable and projects are not contemplated
on them. The added properties will enable the Agency to allocate funding to the Bear Creek Greenway
design and implementation, to add the Beebe Road Bridge Extension and to place the future community
center within the urban renewal area boundary to allow funding to be allocated to the project.
Section 1.2 CITY AND AGENCY RELATIONSHIP
No changes to this section
Section 1.3 DEFINITIONS
No changes to this section
Section 1.4 LEGAL BOUNDARY
The Urban Renewal Area contains 446.3 514 acres accounting for 15.5% 17.7% of the City’s total
acreage. The legal description and illustration of the boundary of the Urban Renewal Area are described
as follows: ( the Legal Description (Exhibit 1) Boundary Map, Exhibit B and Urban Renewal Area Tax lot
Inventory, Exhibit C. were updated in the 2022 Amendment)
Section 1.5.4 CONSISTENCY WITH THE COMPREHENSIVE PLAN
This Plan has been prepared in conformity with the City’s adopted Comprehensive Plan including its
goals, policies, procedures and implementing provisions, as exist on the effective date of this Urban
Renewal Plan, or as may be amended from time to time, which is hereby incorporated by reference as if
it were included in full. See Appendix, Exhibit 4. Relationship to Comprehensive Plan.
SECTION 1.6 1
To achieve the goals and objectives of this Plan the following activities may be undertaken by the
Central Point Development Commission, or caused to be undertaken by others, in accordance with
applicable Federal, State, County and City laws, policies and procedures and in compliance with the
provisions of this Plan. The Central Point Development Commission’s responsibility for all activities
identified in the Plan is subject to the availability of appropriate funding.
1.6.1 URBAN RENEWAL PROJECTS AND ACITIVITIES
2. EAST PINE STREET IMPROVEMENTS. Improve the streetscape along that section of East Pine Street
between the Downtown Core Area and Hamrick Road. Streetscape improvements may include curb and
gutter, sidewalks, crosswalks, street trees, tree grates, street lights, plazas, gateways, portal signage on
I-5, and street furniture. All streetscape improvements shall be constructed in accordance with an
approved streetscape master plan East Pine Street. 2022 Note – A portion of this project has been
completed (1st to 6th Street on Pine Street).
5. INTERSECTION SIGNALIZATION. Install/upgrade/modify traffic signals at the following intersection:
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a. Twin Creeks RR-Xing. Install new signalized intersection at Hwy. 99 and Twin Creeks Dr.
including a new railroad crossing at Twin Creeks Dr. Improvements shall include, but not be
limited to easement acquisition, curb and gutter, street surface improvement, railroad crossing
signalization, Hwy. 99 signalization, sidewalks, street lights, and landscaping; 2022 update:
project completed.
6. OFF-STREET PARKING FACILITIES. All public parking constructed under the provisions of this Section
shall comply with the objectives and policies of the City of Central Point Comprehensive Plan and the
City of Central Point Transportation System Plan as applies to the Downtown, and with the applicable
standards set forth in the Land Development Code.
a. Oak Street Parking Facility. Design and construct a parking facility on the northwest corner
of Oak Street and Third Street.
b. Manzanita Street Parking Facility. Design and construct a parking facility on the southeast
corner of Manzanita Street and First St. 2022 update: project completed.
9.PFAFF PARK RENOVATION. Renovate Pfaff Park including new landscaping, restroom facilities,
playground equipment, and lighting. 2022 update: partially complete (restroom facilities).
10.FREEMAN ROAD UPGRADE TO COLLECTOR STREET STANDARDS. Between Oak St. and Hopkins Road
rebuild Freeman Road to collector street standards, including curb, gutter, sidewalks, street lights, traffic
control devices, and street trees. 2022 update: project completed.
11. BEEBE ROAD EXTENSION AND BRIDGE EXTENSION PENINGER ROAD SOUTHERLY EXTENSION
Extend Beebe Road from its current intersection with Gebhard Road to the west through Jackson County
Expo to connect with Penninger Road. Includes intersection improvements at Penninger & Beebe Roads
and Beebe & Gebhard Roads. Extend Peninger Road south across Bear Creek to collector street
standards to intersect with Hamrick; including intersection signal modifications at East Pine Street and
Peninger, southerly bridge crossing and bike lanes. The specifics and timing of this project shall be based
on a transportation analysis prior to commencement of construction.
13.CITY OF CENTRAL POINT COMMUNITY CENTER. Assist with the feasibility analysis, site and
architectural design, land acquisition, and construction of a community center within the Area. The
Agency’s participation in the development of a community center shall be limited to the percentage of
the total design and development costs, including land acquisition that can be reasonably attributed to
serving the Area. 2022 update: The proposed Community Center now includes a possible location on
Jackson County controlled land outside of Central Point city limits (Expo Property/Site). This property is
being included into the urban renewal area in the 2022 amendment.
15. BEAR CREEK GREENWAY DESIGN AND IMPROVEMENTS.
Improve the publicly owned lands adjacent to the Bear Creek Greenway from E. Pine Street to the Table
Rock Overpass. The newly created park system will balance passive and active areas, including walking
paths, benches, tables, pavilions/gazebos, playgrounds, restrooms, bicycle improvements, and various
recreational areas/opportunities. The Bear Creek Greenway Project was added as a result of the blight
created by the 2020 wildfires with the intention of preventing a similar catastrophe in the future.
SECTION 1.7 MAXIMUM INDEBTEDNESS AND FINANCING MAXIMUM INDEBTEDNESS
No changes to this section
SECTION 1.8 ANNUAL FINANCIAL STATEMENT REQUIRED
No changes to this section
SECTION 1.9 CITIZEN PARTICIPATION
No changes to this section
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SECTION 1.10 NON-DISCRIMINATION
No changes to this section
SECTION 1.11 RECORDING OF PLAN
No changes to this section
SECTION 1.12 PROCEDURES FOR AMENDMENTS TO THE URBAN RENEWAL PLAN
No changes to this section
SECTION 13 DURATION AND VALIDITY OF APPROVED URBAN RENEWAL PLAN
No changes to this section
Exhibit 1 is updated to include the boundary changes of the 2022 Amendment.
Exhibit 2 is updated to include the boundary changes of the 2022 Amendment.
Exhibit 2- Graphic Description of Urban Renewal Area with the 2022 Amendment
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Exhibit 3 is updated to include the boundary changes of the 2022 Amendment.
Properties Added
Map Number Account Number Acreage
372W02D300 10195939 9.02
372W02D400 10998025 7.17
372W02D400 10195970 13.89
372W02D500 10195988 12.19
372W02D501 10992858 1.47
372W02D600 10195996 4.95
372W11A102 10799146 3.52
372W11A28100 10799152 1.38
372W12B501 10202983 2.55
372W12B502 10730828 13.21
372W12B505 10993098 4.25
372W12B600 10462312 13.91
372W02D700 10196009 1.88
TOTAL 89.39
Properties Removed
Map Number Account Number Acreage
372W11BC5300 10179641 1.76
372W11BC5302 10714077 0.10
372W11BC5303 10714085 0.10
372W11BC5000 10179674 0.46
372W11BC5301 10705457 0.66
372W11BC5200 10179658 3.60
TOTAL 6.68
29
FINDINGS OF FACT AND CONCLUSIONS OF LAW
FOR
DOWNTOWN & EAST PINE STREET CORRIDOR REVITALIZATION PLAN AMENDMENT
Before the City of Central Point Planning Commission
Consideration of Downtown & East Pine Street Corridor Revitalization Plan Amendment
Compliance with the City of Central Point Comprehensive Plan
File No. UR-22001
Applicant: City of Central Point ) Findings of Fact
140 South 3rd Street ) and
Central Point, OR 97502 ) Conclusions of Law
I. Introduction
On March 8, 2012, the City of Central Point City Council approved the Downtown and East Pine
Street Corridor Revitalization Plan (Urban Renewal Plan). Prior to the City Council’s approval,
the Planning Commission determined the Urban Renewal Plan was consistent with the City of
Central Point Comprehensive Plan. At this time, the City is amending the Urban Renewal Plan
to accomplish the following objectives:
Remove tax exempt properties purchased by School District #6 since 2012;
Add land along the Bear Creek Greenway to fund and construct park improvements that
balance active and passive recreation amenities with wildfire mitigation and habitat
restoration;
Add land being considered for a Joint Community Center with Jackson County (existing
project, new possible location);
Add land recently added to the Central Point Urban Growth Boundary (UGB) from the
CP-3 Urban Reserve; and,
Add the following projects:
o Bear Creek Greenway park and fire mitigation plan; and,
o Beebe Road Bridge Extension.
The existing and proposed Urban Renewal District boundaries are illustrated in Figures 1 and 2.
The purpose of these findings is to demonstrate that the proposed Urban Renewal Plan
Amendment is consistent with the Comprehensive Plan.
30
Figure 1 – Proposed Urban Renewal District Boundary Changes Map
31
Figure 2 – Proposed Urban Renewal Boundary
II. Central Point Strategic Plan
The 2040 Strategic Plan establishes the community’s vision, mission, values and strategic
priorities. Together, these components are intended to foster the community’s preferred vision
for its future as articulated below:
Vision
“Central Point is a safe, family-friendly, livable community that cultivates its small-town feel by
managing growth and inspiring meaningful connections between people and places.”
Mission
“Creating a family-friendly community that provides a better experience for those living working
and doing business in Central Point.”
Values
There are seven (7) values articulated in the Strategic Plan. These are the principles that drive
service delivery, planning and implementation of the strategic plan and day to day functions of
the City. They are as follows:
32
1. Accountability – We value the ability to hold ourselves responsible for mistakes, apply
what we have learned and move forward in a positive direction.
2. Community – We value a clean and attractive city that inspires meaningful connections
to people and places.
3. Excellence – We value a consistently superior performance that surpasses requirements
and expectations.
4. Service – We strive to provide the highest level of service possible in the most efficient
and responsible manner.
5. Heritage – We value a simultaneous ability to preserve and invent our culture—that is, to
conserve our city’s unique history and heritage while developing new expressions for
current times.
6. Public Safety – We value a professional service-oriented public safety policy that
provides a sense of safety/well-being in the city.
7. Resilience – We value the City’s ability to anticipate, prepare for, respond and adapt to
incremental change and sudden (economic or market) disruptions in order to endure and
prosper.
Strategic Priorities
1. Community Investment – This priority has to do with making physical, social and
economic investments that support the community’s vision.
2. Community Engagement – Responsive and proactive governance requires quality
communication between citizens, business and the City. This priority is geared toward
building strong relationships and effective communication.
3. Community Culture – Central Point has a unique identify and culture. This priority aims
to celebrate Central Point customs, arts, social institutions and achievements.
4. Responsible Governance – There are multiple facets to responsible governance from
earning and retaining public trust, maintaining a strong financial position, to thoughtfully
hiring and training employees, promoting volunteerism, and developing the policing
program. Lastly, this area focuses on becoming a resilient city that has the capabilities
needed to prevent, protect against, mitigate, respond to and recover from the threats
and hazards that pose the greatest risk.
5. Vibrant Economy – Having a vibrant economy is the fuel for a healthy community. The
City’s Strategic Plan focuses on managing growth, revitalizing downtown, connecting the
east and west sides of the community and business attraction, support and investment.
The 2040 Strategic Plan is the foundation for the City’s Comprehensive Plan. It is important to
acknowledge the proposed Urban Renewal Plan Amendment aligns with the community’s vision
and strategic priorities.
Finding, 2040 Strategic Plan: The Urban Renewal Plan provides a blueprint for
revitalizing blighted areas in the Urban Renewal District boundary to increase public and
private investments. In the case of the Urban Renewal Plan Amendment, the proposed
changes include adding lands that will allow public investment to transform the Bear
Creek Greenway. This natural open space areas was severely burned during the
September 2019 wildfire that threatened the entire community. The proposed plan
amendment to include the Greenway in the Urban Renewal District Boundary and to
include the Bear Creek Greenway Park/Wildfire Mitigation project will allow public
investment in active and passive recreation amenities designed to mitigate wildfire risk
33
while also restoring valuable wetland and riparian habitat. These changes directly
respond to Responsible Governance, Goal 6 regarding being a resilient City.
By bringing in employment land recently added to the UGB, the City is in a position to
incentivize private investment in one of the few commercial properties that is visible from
Interstate 5. This directly responds to the City’s priorities concerning Community
Investment and taking action to create a Vibrant Economy. It is important to note that
this property is adjacent to the potential Joint Community Center site and will be served
by the new Beebe Road Bridge Extension project that has been added as part of this
amendment. The latter project is essential to providing increased connectivity between
eastside residential properties with commercial properties to the west of Bear Creek.
The Community Center project is already in the Urban Renewal Plan. The addition of
land for the potential Joint Community Center expands the City’s opportunity to provide
significant value at a minimal cost by collaborating with Jackson County. This project
speaks to priorities for Community Investment and Responsible Governance by
providing enhanced services and facilities in fiscally responsible manner.
Lastly, there has been extensive communication with Central Point citizens and
businesses about the changes articulated in the Plan Amendment. Community
engagement included but is not limited to the Open House, written notices and public
meetings specific to the proposed Urban Renewal Plan Amendment. It has also included
the extensive planning efforts that went into developing the Bear Creek Greenway Fire
Area Master Plan, exploring the Central Point Community Center design as a standalone
facility and as a Joint facility operated in partnership with Jackson County, and the Urban
Growth Boundary Amendment. Although each of these is a project unto themselves,
together they have informed the proposed Urban Renewal Plan Amendment. Adoption
of this plan will provide the investment incentives necessary to bring these projects to
fruition as envisioned by the community.
Conclusion, 2040 Strategic Plan: The proposed Urban Renewal Plan Amendment is
consistent with and directly responds to many of the priorities, goals and strategies
outlined in the 2040 Strategic plan.
III. Comprehensive Plan
The goal of the Central Point Comprehensive Plan is “To determine future growth of the present
City to the mutual benefit of the public by consideration of proper land use planning
incorporating statewide goals and guidelines in the adoption of policies to ensure a logical,
orderly planning process.” This goal is supported by nine (9) general policies as follows:
1. Provide for an orderly and reasonable expansion of the Central point urbanizing area.
2. Encourage the enhancement of private property values and quality of life through
compatible arrangement of land uses.
3. Provide flexibility of residential neighborhoods and housing opportunities to meet the
changing needs of a growing population.
4. Provide well balance and convenient shopping opportunities for the residents of the
Community.
5. Provide ease of access and circulation throughout the Community through an improved
circulation/transportation system, and properly planned extensions to that system
34
6. Provide increased localized employment opportunities within the community through the
expansion of the commercial and industrial base.
7. Provide for the logical and most economical expansion of community facilities and
services to accommodate the Plan’s proposed land uses and continued growth of the
City.
8. Ensure the protection and enhancement of existing natural environmental features and
productive agricultural lands through responsible land use planning and development
controls.
9. Plan for a system of parks and recreation facilities, areas and opportunities that is
accessible to all residents and in balance with growth and development.
Policies aimed more specifically at the implementation of each aspect of the Comprehensive
Plan are contained in each of the following ten Plan elements:
1. Citizen Involvement Element
2. Urbanization Element
3. Housing Element
4. Environmental Management Element
5. Parks and Recreation Element
6. Public Facilities and Services Element
7. Economic Element
8. Energy Utilization and Conservation Element
9. Transportation System Plan
10. Land Use Element
Each Element is comprised of goals and policies. The Urban Renewal Plan Amendment has
been reviewed against these goals and policies. Those affected by the proposed amendment
include goals and policies related to Citizen Involvement and Parks & Recreation are addressed
herein. The other Comprehensive Plan Elements are not implicated by the proposed
amendment and are not addressed further in these findings.
IV. Citizen Involvement
The Citizens Involvement Element is derived from the Statewide Planning Goal No. 1, which is
“to develop a citizen involvement program that insures the opportunity for citizens to be involved
in all phases of the planning process.” To attain this goal the City’s Citizen Involvement Element
includes six policies.
1. The Citizen Involvement Program shall involve a “cross-section” of affected citizens in
all planning phases and shall include a recognized citizens advisory committee.
2. In order to assure effective communication with citizens, mechanisms shall be
established, including such methods as newsletters, questionnaires, posters, and other
available media, as appropriate.
3. Whenever possible, citizens shall be given the opportunity to be involved in all phases
of the planning process, including (1) data collection, (2) plan preparation, (3) adoption,
(4) implementation, (5) evaluation, and (6) revision.
35
4. The City will assure that all information used in the preparation of the Plan or related
reports, is made available in an easy to understand form and is available for review at
the community library, City Hall, or other location.
5. The City will be responsive to citizens or groups taking part in the planning process and
all land use policy decisions will be documented in written form and available for public
review.
6. Adequate human, financial and informational resources will be allocated for the citizens
involvement program and such resources will be an integral component of the planning
budget.
Finding, Citizen Involvement Policies 1 - 6: The Urban Renewal Plan Amendment
was prepared with an emphasis on citizens involvement. The Amendment
addresses citizen concerns following the 2019 wildfire along the Bear Creek
Greenway and the desire for and need to manage this area as a park facility for
community benefits and safety. Additionally, the proposed Amendment adds land
that may be the future site of a Joint Community Center/Emergency Evacuation
Shelter with Jackson County. Citizens have expressed support for a Community
Center in Community Survey.
Availability of the draft Urban Renewal Plan Amendment and opportunity for
comment were posted on the City’s web site. On August 11, 2022 the City conducted
an Open House event to present and receive comments on the proposed changes.
Written notice of the proposed plan amendment was hand delivered to all affected
taxing districts on August 12, 2022. On September 20-21, 2022 the City mailed
notice of the Planning Commission’s consideration of the proposed amendment to
utility billing customers within the existing and proposed Urban Renewal boundary.
Citizens will have the opportunity to provide comments before the Planning
Commission makes a formal recommendation to the City Council relative to the Plan
Amendment’s consistency with the Comprehensive Plan.
Following the Planning Commission’s recommendation, the City Council will consider
the Urban Renewal Plan Amendment at a duly noticed public hearing on October 27,
2022.
Conclusion, Citizen Involvement Policies 1-6: Consistent.
V. Parks Element
The Parks Element is supported by six (6) goals and fifty-one (51) policies in six categories,
including: Community Engagement & Communication; Recreation Programming; Parks & Open
Space; Trails and Pathways; Design, Development & Management; and, Facilities Development
Plan. Responses to this Element focus on the proposed Urban Renewal Plan Amendment
involving the Bear Creek Greenway Fire Area Master Plan and parks and recreation
improvements it involves.
Goal 1: Encourage meaningful public involvement in park and recreation planning and
inform residents through department communications.
36
Policies
1.1 Support the Parks and Recreation Commission (Commission) as the forum for public
discussion of parks and recreation issues and conduct joint sessions as necessary
between the Commission and City Council to improve coordination and discuss policy
matters of mutual interest.
1.2 Involve residents and stakeholders in system-wide planning, park site facility design
and recreation program development and continue to use a diverse set of
communication and informational materials to solicit community input, facilitate project
understanding and build public support.
1.3 Support volunteer park improvement and stewardship projects from a variety of
individuals, service clubs, faith organizations and businesses to promote community
involvement in parks and recreation facilities.
1.4 Continue to promote and distribute information about recreational activities,
educational programs, community services and events, and volunteer activities
sponsored by the City and partner agencies and organizations.
1.5 Prepare and promote an updated park and trail facilities map for online and print
distribution to highlight existing and proposed sites and routes.
1.6 Implement a comprehensive approach for wayfinding and directional signage to, and
identification and interpretive signage within, park and trail facilities.
1.7 Survey, review and publish local park and recreation preferences, needs and trends
periodically to stay current with community recreation interests.
Finding, Parks Element Policies 1.1 – 1.7: There was significant public engagement
in the development of the Bear Creek Greenway Fire Area Master Plan. The City
formed an ad hoc committee that was part of the conceptual design process.
Additionally, there were several advertised public meetings conducted by the Parks
Commission, the Citizen’s Advisory Committee, Planning Commission and City
Council. Once the Urban Renewal Plan Amendment is effective, the park facility
planning and design will move to a more refined planning level that will include
increased public involvement opportunities.
Conclusion, Parks Element Policies 1.1 – 1.7: The Bear Creek Greenway project
involved residents and stakeholders as part of the conceptual facility planning process.
Goal 2: Establish and maintain a varied and inclusive suite of recreation programs that
accommodate a spectrum of ages, interests and abilities and promote the health and
wellness of the community.
Policies
2.1 Expand and enhance the diversity of programs offered, focusing on programs that are
in high demand or serve a range of users.
37
2.2 Enable programming and services to meet the needs of diverse users, including at-risk
communities or those with special needs.
2.3 Maintain and enhance program scholarships, fee waivers and other mechanisms to
support recreation access for low-income program participants.
2.4 Continue to pursue development of a multi-use community center that provides
additional space for recreation programs.
2.5 Pursue opportunities to develop an indoor aquatic facility and recreation center,
potentially in partnership with other organizations or agencies. Consider financial
feasibility and long-term operations needs prior to design or construction of any new
facility.
2.6 Implement and support special events, festivals, concerts and cultural programming to
promote arts, health and wellness, community identity and tourism, and to foster civic
pride.
2.7 Leverage city resources by forming and maintaining partnerships with public, non-profit
and private recreation providers to deliver recreation services; coordinate with the
school district for access to existing facilities (e.g. schools gymnasiums, tracks, fields)
for community recreational use.
2.8 Explore partnership opportunities with regional healthcare providers and services,
such as Providence, Asante and the Jackson County Health and Human Department,
to promote wellness activities, healthy lifestyles and communications about local
recreation facilities and the benefits of parks and recreation.
2.9 Periodically undertake a comprehensive evaluation of existing recreation program
offerings in terms of persons served, customer satisfaction, cost/subsidy, cost recovery
and availability of similar programs via other providers.
Finding, Parks Element Policies 2.1 – 2.9: Urban Renewal Plan Amendment
involves including land for and adding a project for planning and constructing the Bear
Creek Greenway Fire Area Master Plan project. The Plan Amendment does not
involve recreation programming.
Conclusion, Parks Element Policies 2.1 – 2.9: Not applicable.
Goal 3: Acquire and develop a high-quality, diversified system of parks, recreation
amenities and open spaces that provide equitable access to all residents.
Policies
3.1 Provide a level of service standard of 3.5 acres per 1,000 residents of developed core
parks (community, neighborhood and pocket).
3.2 Strive to provide equitable access to parks such that all city residents live within one-
half mile of a developed neighborhood park.
38
3.3 Prioritize park acquisition and development in underserved areas where households
are more than ½-mile from a developed park.
3.4 Explore partnership with local utilities, public agencies and private landowners for
easements for parkland, trail corridors and recreation facilities.
3.5 Pursue low-cost and/or non-purchase options to preserve open space, including the
use of conservation easements and development agreements.
3.6 Continue to provide community gardens at suitable sites to provide opportunities for
gardening, healthy eating and social connections.
3.7 Provide and maintain facilities for alternative or emerging sports, such as pickle-ball,
disc golf, climbing and parkour, to offer residents a more diverse range of recreational
experiences.
3.8 Coordinate with public agencies and private landowners for the protection of valuable
natural areas and sensitive lands through the purchase of development rights,
easements or title and make these lands available for passive recreation as
appropriate.
3.9 Maintain and apply annually for Tree City USA status.
3.10 Manage vegetation in natural areas to support or maintain native plant species, habitat
function and other ecological values; remove and control non-native or invasive plants
as appropriate.
Finding, Parks Element Policies 3.1 – 3.10: The Urban Renewal Plan Amendment
reflects the City of Central Point’s partnership with the City of Medford and Jackson
County to transfer ownership of the Greenway properties to the City of Central Point.
The purpose of the transfer is to provide greater control in managing the land to
minimize wildfire hazard but also to add a parks and recreation facility that will be over
55 acres in size unique in its amenities (Figure 3).
39
Figure 3 – Bear Creek Greenway Park Facility Design Concept
Conclusion, Parks Element Policies 3.1 – 3.10: Consistent.
Goal 4: Develop a high-quality system of multi-use trails and bicycle and pedestrian
corridors that connects to regional trails and provides access to public facilities,
neighborhoods and businesses to promote exercise, walking and biking.
Policies
4.1 Coordinate recreational path and trail system planning and development with the City’s
and Jackson County’s Transportation System Plan to provide a comprehensive
pedestrian and bicycle network. Coordinate with Medford’s pathway plans for improved
connectivity. Create an updated Pedestrian and Bike Trails Plan.
4.2 Facilitate and provide improved pedestrian and bicycle connectivity from major shared-
use paths, such as the Bear Creek Greenway, to parks and other destinations.
4.3 Coordinate with the Planning Department and integrate the siting of proposed path and
trail segments into the development review process; require development projects
along designated routes to be designed to incorporate path and trail segments as part
of the project.
4.4 Expand the system of off-street trails by utilizing greenways, parks, utility corridors and
critical areas as appropriate; purchase rights-of-way or easements as necessary.
40
4.5 Partner with local utilities, public agencies and private landowners to secure
easements and access to open space for path and trail connections.
4.6 Implement trail, route and wayfinding signage for trails and associated facilities,
informational maps and materials identifying existing and planned trail facilities.
4.7 Provide trailhead accommodations, as appropriate, to include parking, signage,
restrooms and other amenities.
4.8 Promote the planning, design and implementation of safe pedestrian and bicycle
routes during development review to encourage connectivity to parks, trails, schools
and local goods and services. Safe connections should be required for new
construction and retrofitted into older neighborhoods to promote community health and
safe routes to destinations.
Finding, Parks Element Policies 4.1 – 4.8: Inclusion of the Bear Creek Greenway
property and park/wildfire mitigation project in the Urban Renewal Plan will provide a
funding mechanism to plan and develop an enhanced trail system as conceptually
illustrated in Figure 3. As shown, implementation of the Bear Creek Greenway project
will balance passive and active areas, including walking paths, benches, tables,
pavilions/gazebos, playgrounds, restrooms, bicycle improvements, and various
recreational areas/opportunities.
Conclusion, Parks Element Policies 4.1 – 4.8: Consistent.
Goal 5: Plan for a parks system that is efficient to maintain and operate, while protecting
capital investment.
Policies
5.1 Develop and maintain all parks and facilities in a manner that keeps them in safe and
attractive condition. Repair or remove damaged components immediately upon
identification. Maintain and update an inventory of assets including condition and
expected useful life.
5.2 Establish and utilize design standards to provide continuity in furnishings (e.g.,
signage, trash cans, tables, benches, fencing) and construction materials to reduce
inventory and maintenance costs and improve park appearance.
5.3 Update the comprehensive Parks and Recreation Parks Element periodically to
ensure facilities and services meet current and future community needs.
5.4 Formulate illustrative master plans for the development or redevelopment of each City
park, as appropriate, to take advantage of grant or other funding opportunities.
5.5 Design parks and facilities to offer universal accessibility for residents of all physical
capabilities, skill levels and age, as appropriate.
5.6 Incorporate sustainable development and low impact design practices into the design,
planning and rehabilitation of new and existing facilities.
41
5.7 Estimate the maintenance costs and staffing levels associated with the acquisition,
development or renovation of parks or open spaces, and pursue adequate long-term
maintenance, life-cycle replacement and operation funding.
5.8 Develop and maintain minimum design and development standards for park and
recreation amenities within private developments to address community facility needs,
equipment types, accessibility, and installation procedures.
5.9 Update the comprehensive Parks and Recreation Master Plan periodically to ensure
facilities and services meet current and future community needs.
5.10 Promote professional development opportunities that strengthen the skills and
engender greater commitment from staff, Commission members and key volunteers,
to include trainings, materials and/or affiliation with the National Recreation & Park
Association (NRPA) and the Oregon Recreation & Parks Association (ORPA).
Finding, Parks Element Policies 5.1 – 5.10: The Urban Renewal Plan
Amendment’s inclusion of the Bear Creek Greenway land and park/wildfire mitigation
project aligns with the policies directed at master planning an accessible,
sustainable, attractive and recreationally diverse park facility. Specifically the Urban
Renewal Plan Amendment provides funding necessary to refine the conceptual plan,
support grant opportunities and ultimately to implement the final master plan.
Conclusion, Parks Element Policies 5.1 – 5.10: Consistent.
Goal 6: Develop and implement a comprehensive facilities plan in cooperation and
coordination with surrounding cities/county and school district.
Policies
6.1 Pursue and maintain effective partnerships with public, private and non-profit
organizations to maintain parks and recreation facilities.
6.2 Formalize partnerships through inter-governmental agreements to meet mutual goals
and objectives of all parties.
6.3 Coordinate program efforts with the School District for joint facility development and
maintenance for parks, special event venues, athletic fields and other major facilities
to increase availability of recreational opportunity to nearby residents..
6.4 Collaborate with key stakeholders, land owners and other jurisdictions to identify
appropriate and community-supported trail routes that improve park access and link
parks, green space, recreation facilities and other community destinations.
6.5 Work in partnership with user groups and project proponents to identify and test new
recreational facilities.
6.6 Encourage and pursue mutual cooperation and a “good neighbor” policy with
residents and businesses located adjacent to park facilities, trails and natural open
space areas.
42
6.7 Maintain a strong and active volunteer program with opportunities for citizens to
become actively involved in programs to develop a sense of community pride.
Finding, Parks Element Policies 6.1 – 6.7: The proposed Urban Renewal Plan
Amendment does not affect or otherwise preclude the City’s ability to develop and
implement a comprehensive facilities plan in coordination with other agencies.
Conclusion, Parks Element Policies 6.1 – 6.7: Not applicable.
VI. Transportation Element.
The City of Central Point Transportation Systems Plan (TSP) was approved by the Central Point
City Council on December 18, 2008 and is implemented by Ordinance #1922. The TSP is
undergoing an amendment in 2022 which would add the Beebe Road Bridge project to cross
Bear Creek and connect with Peninger Road. This amendment is expected to be finalized by
December 31, 2022. By adding this to the TSP, the city is able to also able to allocate System
Development Charges to the construction of the bridge that can be leveraged with urban
renewal funding to undertake this project.
Finding, Transportation Element: The proposed Urban Renewal Plan Amendment adds an
transportation project identified
Conclusion, Transportation Element: Consistent.
VII. Conclusion
As evidenced by the findings and conclusions herein, the proposed Urban Renewal Plan
Amendment is consistent with the City’s Strategic Plan and the applicable elements of the City
of Central Point Comprehensive Plan.
43
Report Accompanying the
Downtown & East Pine Street Corridor
Revitalizaton Plan
This document remains draft until the City Council adoption of the Central Point Urban
Renewal Plan.
Downtown & East Pine Street Corridor Revitalizaton Plan Amendment adopted by the City
of Central Point by Ordinance No. 1955 March 8, 2012
Subatantial Amendment adopted by the Cityof Central Point by Ordinance No. ____ on
____.
44
LIST OF PARTICIPANTS
City Council
Henry (Hank) Williams, Mayor
Dr. Neil Olsen, Ward I
Kelley Johnson, Ward II
Melody Thueson, Ward III
Taneea Browning, Ward IV
Michael Parsons, Member at Large 1
Rob Hernandez, Member at Large 2
Central Point Development Commission
Henry (Hank) Williams
Dr. Neil Olsen
Kelley Johnson
Melody Thueson
Taneea Browning
Michael Parsons
Rob Hernandez
Chris Clayton, Executive Director
Steve Weber, Finance Director
Planning Commission
Thomas Van Voorhees (Chairperson)
Jim Mock
Kay Harrison
Amy Moore
Pat Smith
Chris Richey
Brad Cozza
City of Central Point Staff
Chris Clayton, City Manager
Steve Weber, Finance Director
Matt Samitore, Parks and Public Works
Director
Stephanie Holtey, CFM Planning Director
Consulting Team
Elaine Howard Consulting, LLC
Elaine Howard
Scott Vanden Bos
Tiberius Solutions LLC
Nick Popenuk
Ali Danko
Rob Wyman
45
TABLE OF CONTENTS
I. INTRODUCTION ............................................................................................................... 1
II. THE PROJECTS IN THE AREA AND THE RELATIONSHIP BETWEEN URBAN
RENEWAL PROJECTS AND THE EXISTING CONDITIONS IN THE URBAN
RENEWAL AREA ...................................................................................................... 4
III. THE ESTIMATED TOTAL COST OF EACH PROJECT AND THE SOURCES OF
MONEYS TO PAY SUCH COSTS ............................................................................. 6
IV. FINANCIAL ANALYSIS OF THE PLAN ........................................................................... 7
V. THE ESTIMATED AMOUNT OF TAX INCREMENT REVENUES REQUIRED AND THE
ANTICIPATED YEAR IN WHICH INDEBTEDNESS WILL BE RETIRED ................. 10
VI. THE ANTICIPATED COMPLETION DATE FOR EACH PROJECT ............................... 15
VII. REVENUE SHARING ................................................................................................... 19
VIII. IMPACT OF THE TAX INCREMENT FINANCING ....................................................... 19
IX. COMPLIANCE WITH STATUTORY LIMITS ON ASSESSED VALUE AND SIZE OF
URBAN RENEWAL AREA ....................................................................................... 23
X. EXISTING PHYSICAL, SOCIAL, AND ECONOMIC CONDITIONS AND IMPACTS ON
MUNICIPAL SERVICES .......................................................................................... 24
XI. REASONS FOR SELECTION OF EACH URBAN RENEWAL AREA IN THE PLAN ...... 36
XII. RELOCATION REPORT ............................................................................................... 36
46
Definitions
“Agency” means the Central Point Development Commission
“Area” means the properties and rights-of-way located with the Downtown and East Pine
Street Corridor Revitalization Plan Area.
“Blight” is defined in ORS 457.010(1)(A-E) and identified in the ordinance adopting the
urban renewal plan.
“Board of Commissioners” means the Jackson County Board of Commissioners.
“City” means the City of Central Point, Oregon.
“City Council” or “Council” means the Central Point City Council.
“Comprehensive Plan” means the City of Central Point comprehensive land use plan and its
implementing ordinances, policies, and standards.
“County” means Jackson County, Oregon.
“Fiscal year” means the year commencing on July 1 and closing on June 30.
“Frozen base” means the total assessed value including all real, personal, manufactured,
and utility values within an urban renewal area at the time of adoption. The county assessor
certifies the assessed value after the adoption of an urban renewal plan.
“Increment” means that part of the assessed value of a taxing district attributable to any
increase in the assessed value of the property located in an urban renewal area, or portion
thereof, over the assessed value specified in the certified statement.
“Maximum indebtedness” means the amount of the principal of indebtedness included in a
plan pursuant to ORS 457.190 and does not include indebtedness incurred to refund or
refinance existing indebtedness.
“ORS” means the Oregon revised statutes and specifically Chapter 457, which relates to
urban renewal.
“Planning Commission” means the Central Point Planning Commission.
“Revenue sharing” means sharing tax increment proceeds as defined in ORS 457.470.
“Tax increment financing (TIF)” means the funds that are associated with the division of
taxes accomplished through the adoption of an urban renewal plan.
“Tax increment revenues” means the funds allocated by the assessor to an urban renewal
area due to increases in assessed value over the frozen base within the area.
“UGB” means urban growth boundary.
“Urban renewal area” means a blighted area included in an urban renewal plan or an area
included in an urban renewal plan under ORS 457.160.
“Urban renewal plan” or “Plan” means a plan, as it exists or is changed or modified from time
to time, for one or more urban renewal areas, as provided in ORS 457.085, 457.095,
457.105, 457.115, 457.120, 457.125, 457.135 and 457.220.
47
“Urban renewal project” or “Project” means any work or undertaking carried out under ORS
457.170 in an urban renewal area.
“Urban renewal report” or “Report” means the official report that accompanies the urban
renewal plan pursuant to ORS 457.085(3).
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Page 1 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
I. INTRODUCTION
The Report Accompanying the Downtown & East Pine Street Corridor Revitalizaton Plan
Amendment (Report) contains background information and project details that pertain to the
Downtown & East Pine Street Corridor Revitalizaton Plan Amendment (Plan Amendment).
The Report is not a legal part of the Plan Amendment, but is intended to provide public
information and support the findings made by the Central Point City Council as part of the
approval of the Plan Amendment.
The Report provides the analysis and contains the information required to meet the standards
of ORS 457.087, including financial feasibility. These requirements include:
A description of the physical, social, and economic conditions in the area and
expected impact of the plan, including fiscal impact in light of increased services;
(ORS 457.087(1))
Reasons for selection of the plan Area; (ORS 457.087(2))
The relationship between each project to be undertaken and the existing conditions;
(ORS 457.087(3))
The estimated total cost of each project and the source of funds to pay such costs;
(ORS 457.087(4))
The estimated completion date of each project; (ORS 457.087(5))
The estimated amount of funds required in the Area and the anticipated year in
which the debt will be retired; (ORS 457.087(6))
A financial analysis of the plan; (ORS 457.087(7))
A fiscal impact statement that estimates the impact of tax increment financing (TIF)
upon all entities levying taxes upon property in the urban renewal area; (ORS
457.0857(8)) and
A relocation report (ORS 457.087(9)).
The relationship of the sections of the Report and the ORS 457.087 requirements is shown in
Table 1. The specific reference shown is the section of this Report that most addresses the
statutory reference. There may be other sections of the Report that also address the statute.
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Page 2 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
Table 1 - Statutory References
Statutory Requirement Report Section
ORS 457.087 (1) X
ORS 457.087 (2) XI
ORS 457.087 (3) II
ORS 457.087 (4) III
ORS 457.087 (5) VI
ORS 457.087 (6) IV,V
ORS 457.087 (7) IV,V
ORS 457.087 (8) VIII
ORS 457.087 (9) XII
The Report provides guidance on how the Plan might be implemented. As the Central Point
Development Commission (CPDC) reviews revenues and potential projects each year, it has the
authority to adjust the implementation assumptions in this Report. The CPDC may allocate
budgets differently, adjust the timing of the projects, decide to incur debt at different times than
assumed in this Report, and make other adjustments to the financials as determined by the
CPDC. The CPDC may also make changes as allowed in the Amendments section of the Plan.
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Page 3 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
Figure 1 - Downtown & East Pine Street Corridor Revitalizaton Plan Boundary
Source: Tiberius Solutions
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Page 4 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
II. THE PROJECTS IN THE AREA AND THE RELATIONSHIP BETWEEN URBAN
RENEWAL PROJECTS AND THE EXISTING CONDITIONS IN THE URBAN
RENEWAL AREA
This section details the new projects added to the Plan by the Amendment. Information on projects
already within the Plan is not required in this section. The new projects identified for the
Amendment are described below, including how they relate to the existing conditions in the Area.
A. Bear Creek Greenway Project.
Improve the publicly owned lands adjacent to the Bear Creek Greenway from E. Pine Street to
the Table Rock Overpass. The newly created park system will balance passive and active
areas, including walking paths, benches, tables, pavilions/gazebos, playgrounds, restrooms,
bicycle improvements, and various recreational areas/opportunities. The Bear Creek Greenway
Project was added as a result of the blight created by the 2020 wildfires, with the intention of
preventing a similar catastrophe in the future.
Existing Conditions:
The 2020 Alameda Fire burned through the Bear Creek Greenway. The area has not been fully
restored and needs additional improvements to help prevent future fire damage. catastrophes.
Additionally, the Bear Creek Master Plan identifies a need for additional park facilities in Central
Point.
B. Beebe Road Bridge Extension.
Extend Beebe Road from its current intersection with Gebhard Road to the west, through
Jackson County Expo, to connect with Penninger Road. This project includes intersection
improvements at Penninger & Beebe Roads and Beebe & Gebhard Roads.
Existing Conditions:
Beebe Road currently ends at its intersection with Gebhard Road. There is no connection from
Beebe Road to Penninger Road. The intersection at Beebe and Gebhard Road is a two way
connection. The road does not extend over Bear Creek.
52
Page 5 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
Figure 2 - Bear Creek Greenway Site Plan
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Page 6 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
III. THE ESTIMATED TOTAL COST OF EACH PROJECT AND THE SOURCES OF
MONEYS TO PAY SUCH COSTS
Table 2 shows the costs of the projects in FYE 2022 constant dollars and the estimated year of
expenditure dollars. These costs are also shown in “year of expenditure” costs, which assumes
inflation of 3.0% annually. City Staff provides cost estimates and are reviewed by City Council.
These estimates are ballpark estimates and will be refined in the annual budgeting process with
the acknowledgement of the limiting total cost factor of the maximum indebtedness. Different
allocations may be made to different line items within the Plan.
The Plan assumes that the CPDC/City will use other funds to assist in the completion of the
projects within the Area. The CPDC/City may pursue regional, county, state, and federal
funding, private developer contributions, and any other sources of funding that may assist in the
implementation of the programs.
Table 2 – Estimated Project Costs
Expenditures (Constant FYE 2022) Constant 2022$ Year of Expenditure $
Materials and Services (144,136) (146,000)
Façade Improvement (68,981) (70,000)
Economic Incentive - -
Pine Street/Downtown - -
Pfaff Restrooms (200,000) (200,000)
Hamrick & Pine (857,524) (875,000)
Community Center (4,500,000) 5,272,470
Bear Creek Greenway (3,500,000) (3,939,250)
Crater Ped Crossing (100,000) (100,000)
Capital Project Design Cost (631,068) (650,000)
TPR Planning (48,544) (50,000)
Bridge (5,500,000) (6,567,550)
Miscellaneous Public Works Projects (9,123,870) (13,389,432)
Fire District 3 Equipment/Fire Safety (1,500,000) (2,407,050)
Economic Development Incentive (3,500,000) (5,082,700)
Other Projects - -
Financing Fees (204,291) (232,000)
Administration - -
Total Expenditures (29,878,413) (38,981,452)
Source: Tiberius Solutions with input from the City of Central Point staff
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Page 7 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
IV. FINANCIAL ANALYSIS OF THE PLAN
The estimated tax increment revenues through Fiscal Year Ending (FYE) 2040 are calculated
based on projections of the assessed value within the Area and the consolidated tax rate that
will apply in the Area.
The long-term projections for FYE 2022 and beyond assume an annual growth rate for
assessed value in the Area of 3.5% for through FYE 2029 and 4.0% for the remainder of the life
of the Plan. These projections of growth are the basis for the projections in Table 6, through
Table 8. Assessed value in FYE 2024 is anticipated to grow by an additional 0.1%, due to the
addition of properties to the Area boundary.
If actual assessed value growth is less than forecast, then it would reduce the financial capacity
of the Area
to fund projects listed in the Plan over the anticipated duration of the Plan.
Table 3 shows the incremental assessed value, tax rates, and tax increment revenues each
year, adjusted for discounts, delinquencies, and truncation loss.
The first year of tax increment collections is anticipated to be FYE 2022. Gross tax increment
financing revenue (TIF) is calculated by multiplying the tax rate times the assessed value used.
The tax rate is per thousand dollars of assessed value, so the calculation is “tax rate times
assessed value used divided by one thousand.” The consolidated tax rate includes only
permanent tax rates. General obligation bonds and local option levies are excluded, and will not
be impacted by this Plan.
Figure 3 shows expected TIF revenues over time and the projected tax revenues after
termination of the Area.
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Page 8 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
Table 3 - Projected Incremental Assessed Value, Tax Rates, and Tax Increment Revenues
FYE Total AV Frozen
Base AV
Increment
Applied
Increment
Shared
Tax Rate Gross TIF Adjustmen
ts
Current
Year Net
Prior Year
Net
Total TIF
2022 195,158,782 139,787,170 55,371,612 - 15.7106 869,921 (43,496) 826,425 13,049 839,474
2023 201,938,363 139,787,170 62,151,193 - 15.7106 976,433 (48,822) 927,611 12,396 940,007
2024 209,083,470 139,909,490 69,173,980 - 15.7106 1,086,765 (54,338) 1,032,426 13,914 1,046,341
2025 216,347,310 139,909,490 76,437,820 - 15.7106 1,200,884 (60,044) 1,140,840 15,486 1,156,326
2026 223,863,763 139,909,490 83,954,273 - 15.7106 1,318,972 (65,949) 1,253,023 17,113 1,270,136
2027 238,088,140 139,909,490 98,178,650 - 15.7106 1,542,446 (77,122) 1,465,323 18,795 1,484,119
2028 271,844,661 139,909,490 131,935,171 - 15.7106 2,072,781 (103,639) 1,969,142 21,980 1,991,122
2029 287,976,687 139,909,490 148,067,197 - 15.7106 2,326,225 (116,311) 2,209,913 29,537 2,239,450
2030 298,970,782 139,909,490 159,061,292 - 15.7106 2,498,948 (124,947) 2,374,001 33,149 2,407,150
2031 310,388,891 139,909,490 170,479,401 - 15.7106 2,678,334 (133,917) 2,544,417 35,610 2,580,027
2032 322,247,502 139,909,490 182,338,012 - 15.7106 2,864,640 (143,232) 2,721,408 38,166 2,759,574
2033 334,563,750 139,909,490 194,654,260 - 15.7106 3,058,135 (152,907) 2,905,228 40,821 2,946,050
2034 347,355,437 139,909,490 207,445,947 - 15.7106 3,259,100 (162,955) 3,096,145 43,578 3,139,724
2035 360,641,066 139,909,490 220,731,576 - 15.7106 3,467,826 (173,391) 3,294,434 46,442 3,340,876
2036 374,439,863 139,909,490 234,530,373 - 15.7106 3,684,613 (184,231) 3,500,382 49,417 3,549,799
2037 388,771,806 139,909,490 248,862,316 - 15.7106 3,909,776 (195,489) 3,714,287 52,506 3,766,793
2038 403,657,657 139,909,490 263,748,167 - 15.7106 4,143,642 (207,182) 3,936,460 55,714 3,992,174
2039 419,118,991 139,909,490 279,209,501 - 15.7106 4,386,549 (219,327) 4,167,221 59,047 4,226,268
2040 435,178,229 139,909,490 206,697,513 88,571,226 15.7106 3,247,342 (162,367) 3,084,975 62,508 3,147,483
TOTAL: 48,593,332 (2,429,666) 46,163,661 659,228 46,822,893
Source: Tiberius Solutions
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Figure 3 - TIF Projections Over Time
Source: Tiberius Solutions
Figure 4 – Resources Including Future Bonds Over Time
Source: Tiberius Solutions
$-
$1
$2
$3
$4
$5
$6
$7
$8
$9
2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 2044
Gr
o
s
s
T
a
x
R
e
v
e
n
u
e
(
M
i
l
l
i
o
n
s
)
FYE
To Taxing Districts from Frozen Base
UR
A
E
X
p
i
r
e
s
To URA from Increment
Shared
$-
$1
$2
$3
$4
$5
$6 2022202320242025202620272028202920302031203220332034203520362037203820392040Mi
l
l
i
o
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s
FYE
Gross TIF (YOE$)Capacity (2022$)
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V. THE ESTIMATED AMOUNT OF TAX INCREMENT REVENUES REQUIRED AND
THE ANTICIPATED YEAR IN WHICH INDEBTEDNESS WILL BE RETIRED
Table 4 shows a summary of the financial capacity of the Area, including how total TIF revenue
translates to the ability to fund projects in constant 2022 dollars, in five-year increments. Table 6
through Table 8 show more detailed tables on the allocation of tax revenues to debt service.
Table 9 through Table 11 show potential allocations to projects, programs, and administration
over time.
The Area is anticipated to complete all projects and have sufficient tax increment finance
revenue to terminate the urban renewal area in FYE 2040. If growth in assessed value is slower
than projected, the Agency may not be able to complete all projects in the Plan. If growth in
assessed value is more robust than the projections, it may take a shorter time period. These
assumptions show one scenario for financing and that this scenario is financially feasible.
The maximum indebtedness is $43,177,530 (Forty-Three Million One Hundred Seventy-Seven
Thousand Five Hundred Thirty). The estimated total amount of TIF revenues required to service
the remaining maximum indebtedness as of June 30, 2021, $38,891,711, is $46,822,892 and is
from permanent rate tax levies. The additional TIF revenue required is greater than the
maximum indebtedness remaining due to the projected cost of the interest on borrowings
(loans).
Table 4 - TIF Capacity of the Area in FYE 2022 Constant Rounded Numbers
Net TIF $ 46,800,000
Maximum Indebtedness $ 43,177,530
Remaining MI as of June 30, 2021 $ 38,891,711
Capacity (2022$) of remaining MI $ 29,900,000
Years 1-5 $ 9,200,000
Years 6-10 $ 6,300,000
Years 11-15 $ 9,700,000
Years 16-19 $ 4,800,000
Source: Tiberius Solutions
This financial analysis shows projected borrowings as identified in Table 5. This is only one
scenario for how the Agency may decide to implement this Plan, and this scenario is financially
feasible. The Agency may decide to do borrowings at different times or for different amounts,
depending on their analysis at the time. The timeframes on these borrowings are designed to
have all borrowings repaid at the termination of the District in FYE 2040. The amounts shown
are the principal amounts of the borrowings. The total amounts, including interest, are shown in
the second column of Table 6.
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Table 5 - Estimated Borrowings and Amounts
Loan A Loan B Loan C
Principal Amount 3,300,000 3,000,000 5,300,000
Interest Rate 3.00% 5.00% 5.00%
Loan Term 20 20 20
Loan Year 2024 2026 2028
Interest Payment Start 2024 2026 2028
Principal Payment Start 2024 2026 2028
Annual Payment ($221,811.84) ($240,727.76) ($425,285.71)
Source: Tiberius Solution
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Table 6 - Tax Increment Revenues and Allocations to Debt Service, Page 1
Total FYE 2022 FYE 2023 FYE 2024 FYE 2025 FYE 2026 FYE 2027
Resources - - - - - - -
Beginning Balance 956,840 - - - - -
Interest Earnings 12,625 12,625 - - - - -
TIF: Current Year 46,163,663 826,425 927,611 1,032,426 1,140,840 1,253,023 1,465,323
TIF: Prior Years 659,229 13,049 12,396 13,914 15,486 17,113 18,795
Total Resources 47,792,357 1,808,939 940,007 1,046,341 1,156,326 1,270,136 1,484,119
Expenditures - - - - - - -
Debt Service - - - - - - -
Scheduled Payments - - - - - - -
Loan A (3,548,989) - - (221,812) (221,812) (221,812) (221,812)
Loan B (3,610,916) - - - - (240,728) (240,728)
Loan C (5,528,714) - - - - - -
FY 2017-18 Bond (3,533,091) (288,857) (312,917) (341,119) (363,463) (383,041) (395,960)
Early Principal Payment
Loan A (824,496) - - - - - -
Loan B (993,577) - - - - - -
Loan C (2,460,862) - - - - - -
Total Debt Service, Scheduled
Only (16,221,711) (288,857) (312,917) (562,931) (585,275) (845,581) (858,499)
Total Debt Service (20,500,646) (288,857) (312,917) (562,931) (585,275) (845,581) (858,499)
Debt Service Coverage Ratio 2.91 3.00 1.86 1.98 1.50 1.73
Transfer to URA Projects Fund (27,291,711) (1,520,082) (627,090) (483,410) (571,052) (424,555) (625,619)
Total Expenditures (47,792,357) (1,808,939) (940,007) (1,046,341) (1,156,326) (1,270,136) (1,484,119)
Ending Balance - - - - - - -
Source: Tiberius Solutions
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Table 7 - Tax Increment Revenues and Allocations to Debt Service, Page 2
FYE 2028 FYE 2029 FYE 2030 FYE 2031 FYE 2032 FYE 2033 FYE 2034
Resources - - - - - -
Beginning Balance - - - - - -
Interest Earnings - - - - - -
TIF: Current Year 1,969,142 2,209,913 2,374,001 2,544,417 2,721,408 2,905,228 3,096,145
TIF: Prior Years 21,980 29,537 33,149 35,610 38,166 40,821 43,578
Total Resources 1,991,122 2,239,450 2,407,150 2,580,027 2,759,574 2,946,050 3,139,724
Expenditures
Debt Service
Scheduled Payments
Loan A (221,812) (221,812) (221,812) (221,812) (221,812) (221,812) (221,812)
Loan B (240,728) (240,728) (240,728) (240,728) (240,728) (240,728) (240,728)
Loan C (425,286) (425,286) (425,286) (425,286) (425,286) (425,286) (425,286)
FY 2017-18 Bond (361,918) (362,087) (362,018) (361,712)
Total Debt Service (1,249,743) (1,249,912) (1,249,844) (1,249,538) (887,825) (887,825) (887,825)
Debt Service Coverage
Ratio 1.59 1.79 1.93 2.06 3.11 3.32 3.54
Transfer to URA
Projects Fund (741,379) (989,538) (1,157,306) (1,330,489) (1,871,749) (2,058,224) (2,251,898)
Total Expenditures (1,991,122) (2,239,450) (2,407,150) (2,580,027) (2,759,574) (2,946,050) (3,139,724)
Ending Balance - - - - - -
Source: Tiberius Solutions
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Table 8 - Tax Increment Revenues and Allocations to Debt Service, Page 3
FYE 2035 FYE 2036 FYE 2037 FYE 2038 FYE 2039 FYE 2040
Resources - - - - - -
Beginning Balance - - - - - -
Interest Earnings - - - - - -
TIF: Current Year 3,294,434 3,500,382 3,714,287 3,936,460 4,167,221 3,084,975
TIF: Prior Years 46,442 49,417 52,506 55,714 59,047 62,508
Total Resources 3,340,876 3,549,799 3,766,793 3,992,174 4,226,268 3,147,483
Expenditures
Debt Service
Scheduled Payments
Loan A (221,812) (221,812) (221,812) (221,812) (221,812) -
Loan B (240,728) (240,728) (240,728) (240,728) (240,728) (240,728)
Loan C (425,286) (425,286) (425,286) (425,286) (425,286) (425,286)
FY 2017-18 Bond
Early Principal Payment - - - -
Loan A - - - (824,496) -
Loan B - - - (972,969) (20,608)
Loan C - - - - (2,460,862)
Total Debt Service, Scheduled Only (887,825) (887,825) (887,825) (887,825) (887,825) (666,013)
Total Debt Service (887,825) (887,825) (887,825) (887,825) (2,685,291) (3,147,483)
Debt Service Coverage Ratio 3.76 4.00 4.24 4.50 4.76 4.73
Transfer to URA Projects Fund (2,453,051) (2,661,973) (2,878,968) (3,104,349) (1,540,978) -
Total Expenditures (3,340,876) (3,549,799) (3,766,793) (3,992,174) (4,226,268) (3,147,483)
Ending Balance - - - - -
Source: Tiberius Solutions
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VI. THE ANTICIPATED COMPLETION DATE FOR EACH PROJECT
The schedule for construction of projects will be based on the availability of funding. The projects
will be ongoing and will be completed as directed by the CPDC. Annual expenditures for program
administration are also included.
The amount of money available for projects in 2022 constant dollars for the Area is $29,878,413.
See Table 2 for the individual project analysis. This $29,878,413 is calculated by reflecting the
maximum indebtedness of $43,177,530 in constant 2022 dollars. The CPDC’s cost estimates are
typically shown in constant dollars, so understanding how these cost estimates relate to the overall
maximum indebtedness over the ensuing years is important to help the CPDC to make projections
on the allocation of funds throughout the life of the Area.
Table 9 through Table 11 show the $29,878,413 of 2022 project dollars inflated over the life of the
Area, including administrative expenses. All costs shown in Table 9 through Table 11 are in year-of-
expenditure dollars, which are adjusted by 3.0% annually to account for inflation. The year of
expenditure total cost is $38,981,452.
The 3.0% inflation rate is the rate to use in the future if any amendment to increase maximum
indebtedness is pursued in accordance with ORS 457.470.The CPDC may change the completion
dates in their annual budgeting process or as project decisions are made in administering the Plan.
The following tables are prepared to show that the Area is financially feasible as required by ORS
457. It assumes completion of projects as funding becomes available.
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Table 9 - Programs and Costs in Year of Expenditure Dollars, Page 1
TOTAL FYE 2022 FYE 2023 FYE 2024 FYE 2025 FYE 2026 FYE 2027 FYE 2028
Resources
Beginning Balance - 828,082 60,313 64,875 636,250 64,736 690,680
Interest Earnings 89,741 - 4,140 302 324 3,181 324 3,453
Transfer from TIF Fund 27,291,711 1,520,082 627,090 483,410 571,052 424,555 625,619 741,379
Bond/Loan Proceeds 11,600,000 - - 3,300,000 - 3,000,000 - 5,300,000
Total Resources 38,981,452 1,520,082 1,459,313 3,844,025 636,250 4,063,986 690,680 6,735,511
Expenditures (YOE $)
Materials and Services (146,000) (82,000) (64,000)
Façade Improvement (70,000) (35,000) (35,000)
Economic Incentive 0
Pine Street/Downtown 0
Pfaff Restrooms (200,000) (200,000)
Hamrick & Pine (875,000) (275,000) (600,000)
Community Center 5,272,470 (3,713,150)
Bear Creek Greenway (3,939,250) (3,939,250)
Crater Ped Crossing (100,000) (100,000)
Capital Project Design Cost (650,000) (650,000)
TPR Planning (50,000) (50,000)
Bridge (6,567,550) (6,567,550) Miscellaneous Public Works Projects (13,389,432)
Fire District 3 Equipment/Fire Safety (2,407,050)
Economic Development Incentive (5,082,700)
Financing Fees (232,000) (60,000) (106,000)
Administration
Total Expenditures (38,981,452) (3,999,250) (6,673,550)
Ending Balance 828,082 60,313 64,875 636,250 64,736 690,680 61,961
Source: Tiberius Solutions
Table 10 - Programs and Costs in Year of Expenditure Dollars, Page 2
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Page 17 | Report Accompanying the Downtown and East Pine Revitilazation Plan Amendment
FYE 2029 FYE 2030 FYE 2031 FYE 2032 FYE 2033 FYE 2034 FYE 2035 FYE 2036
Resources
Beginning Balance 61,961 1,051,810 1,770,995 2,653,659 708,560 2,285,858 485,940 2,133,746
Interest Earnings 310 5,259 8,855 13,268 3,543 11,429 2,430 10,669
Transfer from TIF Fund 989,538 1,157,306 1,330,489 1,871,749 2,058,224 2,251,898 2,453,051 2,661,973
Bond/Loan Proceeds 0 0 0 0 0 0 0 0
Total Resources 1,051,810 2,214,375 3,110,339 4,538,675 2,770,328 4,549,185 2,941,421 4,806,389
Expenditures (YOE $)
Materials and Services
Façade Improvement
Economic Incentive
Pine Street/Downtown
Pfaff Restrooms
Hamrick & Pine
Community Center (293,700) (302,520)
Bear Creek Greenway
Crater Ped Crossing
Capital Project Design Cost
TPR Planning
Bridge
Miscellaneous Public Works Projects (3,359,750) (3,564,250) (3,781,500)
Fire District 3 Equipment/Fire Safety
Economic Development Incentive (443,380) (456,680) (470,365) (484,470) (498,995) (513,975) (529,410)
Financing Fees
Administration
Total Expenditures 0 (443,380) (456,680) (3,830,115) (484,470) (4,063,245) (807,675) (4,613,430)
Ending Balance 1,051,810 1,770,995 2,653,659 708,560 2,285,858 485,940 2,133,746 192,959
Source: Tiberius Solutions
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Table 11 - Programs and Costs in Year of Expenditure Dollars, Page 3
FYE 2037 FYE 2038 FYE 2039
Resources
Beginning Balance
Interest Earnings 965 11,080 10,209
Transfer from TIF Fund 2,878,968 3,104,349 1,540,978
Bond/Loan Proceeds 0 0 0
Total Resources 3,072,892 5,331,420 3,592,972
Expenditures (YOE $)
Materials and Services
Façade Improvement
Economic Incentive
Pine Street/Downtown
Pfaff Restrooms
Hamrick & Pine
Community Center (311,600) (320,940) (330,560)
Bear Creek Greenway
Crater Ped Crossing
Capital Project Design Cost
TPR Planning
Bridge
Miscellaneous Public Works Projects (2,683,932)
Fire District 3 Equipment/Fire Safety (2,407,050)
Economic Development Incentive (545,300) (561,645) (578,480)
Financing Fees
Administration
Total Expenditures (856,900) (3,289,635) (3,592,972)
Ending Balance 2,215,992 2,041,785 0
Source: Tiberius Solutions
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VII. REVENUE SHARING
Revenue sharing targets are projected to be reached in FYE 2040, as the threshold set in ORS
457 (annual tax increment revenues in excess of 10 percent of the maximum indebtedness) is
met the previous year, FYE 2039. In addition, the MI is expected to be reached in FYE 2040,
meaning the CPDC is not projected to take the full division of taxes that year, but to underlevy
for both the mandatory revenue sharing and the amount that exceeds the MI.
Revenue sharing means that, at thresholds defined in ORS 457.470, the impacted taxing
jurisdictions will receive a share of the incremental growth in the Area. The first threshold is
when annual tax increment finance revenues exceed 10% of the original maximum
indebtedness of the Plan ($43,177,530 x.10% is $4,317,753). At the 10% threshold, the Agency
will receive the full 10% of the initial maximum indebtedness plus 25% of the increment above
the 10% threshold, and the taxing jurisdictions will receive 75% of the increment above the 10%
threshold.
The second threshold is set at 12.5% of the maximum indebtedness is $5,397,191 ($43,177,530
x.12.5%). If this threshold is met, revenue for the Area would be capped at 12.5% of the
maximum indebtedness, with all additional tax revenue being shared with affected taxing
districts.
If assessed value in the Area grows more quickly than projected, the revenue sharing
thresholds could be reached earlier.
VIII. IMPACT OF THE TAX INCREMENT FINANCING
This section describes the impact of tax increment financing of the maximum indebtedness,
both until and after the indebtedness is repaid, upon all entities levying taxes upon property in
the Area.
The impact of tax increment financing on overlapping taxing districts consists primarily of the
property tax revenues foregone on permanent rate levies as applied to the growth in assessed
value in the Area. These projections are for impacts estimated through FYE 2040 and are
shown in Table 12 for the general government taxing districts and Table 13 for the education
taxing districts.
The Central Point School District 6 and the Southern Oregon Education Service District are not
directly affected by the tax increment financing, but the amounts of their taxes divided for the
Plan are shown in the following tables. Under current school funding law, property tax revenues
are combined with State School Fund revenues to achieve per-student funding targets. Under
this system, property taxes foregone, due to the use of tax increment financing, are substantially
replaced with State School Fund revenues, as determined by a funding formula at the state
level.
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Table 12 - Projected Impact on Taxing District Permanent Rate Levies - General Government
FYE
Jackson
County
4-H
Extension
Service
District
Vector
Control RVTD
Jackson
Soil &
Water Cons
Jackson
County
Library Dist
City of
Central
Point
Jackson
County
RFPD #3 Subtotal
2022 (107,396) (2,276) (2,292) (9,468) (2,672) (27,785) (238,848) (166,681) (557,419)
2023 (120,258) (2,549) (2,567) (10,602) (2,992) (31,113) (267,452) (186,642) (624,174)
2024 (133,861) (2,837) (2,857) (11,802) (3,330) (34,632) (297,706) (207,755) (694,781)
2025 (147,932) (3,135) (3,158) (13,042) (3,680) (38,273) (328,999) (229,593) (767,812)
2026 (162,492) (3,444) (3,468) (14,326) (4,042) (42,040) (361,381) (252,190) (843,383)
2027 (189,867) (4,024) (4,053) (16,739) (4,723) (49,122) (422,263) (294,677) (985,470)
2028 (254,730) (5,399) (5,437) (22,458) (6,337) (65,903) (566,516) (395,345) (1,322,125)
2029 (286,499) (6,072) (6,115) (25,259) (7,127) (74,123) (637,171) (444,651) (1,487,018)
2030 (307,953) (6,527) (6,573) (27,150) (7,661) (79,673) (684,885) (477,949) (1,598,372)
2031 (330,070) (6,996) (7,045) (29,100) (8,211) (85,395) (734,073) (512,274) (1,713,164)
2032 (353,040) (7,483) (7,535) (31,125) (8,783) (91,338) (785,157) (547,924) (1,832,385)
2033 (376,896) (7,988) (8,045) (33,229) (9,376) (97,510) (838,214) (584,949) (1,956,207)
2034 (401,673) (8,514) (8,573) (35,413) (9,992) (103,921) (893,318) (623,404) (2,084,809)
2035 (427,407) (9,059) (9,123) (37,682) (10,633) (110,579) (950,550) (663,344) (2,218,376)
2036 (454,135) (9,625) (9,693) (40,038) (11,297) (117,494) (1,009,993) (704,826) (2,357,103)
2037 (481,896) (10,214) (10,286) (42,486) (11,988) (124,676) (1,071,733) (747,911) (2,501,189)
2038 (510,730) (10,825) (10,901) (45,028) (12,705) (132,136) (1,135,859) (792,662) (2,650,845)
2039 (540,678) (11,460) (11,540) (47,668) (13,450) (139,884) (1,202,463) (839,142) (2,806,286)
2040 (402,666) (8,535) (8,595) (35,500) (10,017) (104,178) (895,526) (624,945) (2,089,961)
TOTAL: (5,990,181) (126,962) (127,856) (528,116) (149,017) (1,549,776) (13,322,109) (9,296,865) (31,090,882)
Source: Tiberius Solutions
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Table 13 - Projected Impact on Taxing District Permanent Rate Levies - Education
FYE Education
Service
District
RCC Central Pt SD 6 Subtotal Total
2022 (18,830) (27,401) (235,824) (282,055) (839,474)
2023 (21,085) (30,682) (264,066) (315,833) (940,007)
2024 (23,470) (34,153) (293,937) (351,560) (1,046,341)
2025 (25,937) (37,743) (324,834) (388,514) (1,156,326)
2026 (28,490) (41,458) (356,805) (426,753) (1,270,136)
2027 (33,290) (48,442) (416,917) (498,649) (1,484,119)
2028 (44,662) (64,991) (559,343) (668,996) (1,991,122)
2029 (50,232) (73,097) (629,103) (752,432) (2,239,450)
2030 (53,994) (78,570) (676,213) (808,778) (2,407,150)
2031 (57,872) (84,213) (724,778) (866,863) (2,580,027)
2032 (61,899) (90,074) (775,216) (927,188) (2,759,574)
2033 (66,082) (96,160) (827,600) (989,842) (2,946,050)
2034 (70,426) (102,482) (882,007) (1,054,915) (3,139,724)
2035 (74,938) (109,047) (938,514) (1,122,500) (3,340,876)
2036 (79,625) (115,867) (997,205) (1,192,696) (3,549,799)
2037 (84,492) (122,950) (1,058,162) (1,265,604) (3,766,793)
2038 (89,547) (130,306) (1,121,476) (1,341,329) (3,992,174)
2039 (94,798) (137,947) (1,187,237) (1,419,983) (4,226,268)
2040 (70,600) (102,735) (884,187) (1,057,522) (3,147,483)
TOTAL: (1,050,271) (1,528,317) (13,153,422) (15,732,010) (46,822,892)
Source: Tiberius Solutions
Table 14 shows the projected increased revenue to the taxing jurisdictions after tax
increment proceeds are projected to be terminated. These projections are for FYE 2041.
The Frozen Base is the assessed value of the Area established by the county assessor at
the time the Area is established. Excess Value is the increased assessed value in the Area
above the Frozen Base.
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Table 14 - Additional Revenues Obtained after Termination of Tax Increment
Financing – FYE 2041
Taxing District Tax Rate
From
Frozen
Base
From
Excess
Value
TOTAL
General Government
Jackson County 2.0099 $281,204 $626,987 $908,191
4-H Extension Service District 0.0426 $5,960 $13,289 $19,249
Vector Control 0.0429 $6,002 $13,383 $19,385
Rogue Valley Transit D 0.1772 $24,792 $55,277 $80,069
Jackson Soil & Water
Conservation
0.0500 $6,995 $15,597 $22,592
Jackson County Library
District
0.5200 $72,753 $162,214 $234,967
City of Central Point 4.4700 $625,395 $1,394,413 $2,019,808
Jackson County RFPD #3 3.1194 $436,434 $973,094 $1,409,528
Subtotal General Government 10.4320 $1,459,535 $3,254,254 $4,713,789
Education
Education Service District 0.3524 $49,304 $109,931 $159,235
Rogue Community College 0.5128 $71,746 $159,968 $231,714
Central Point SD 6 4.4134 $617,477 $1,376,757 $1,994,234
Subtotal Education 5.2786 $738,527 $1,646,656 $2,385,183
TOTAL: 15.7106 $2,198,062 $4,900,910 $7,098,972
Source: Tiberius Solutions
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IX. COMPLIANCE WITH STATUTORY LIMITS ON ASSESSED VALUE AND SIZE
OF URBAN RENEWAL AREA
State law limits the percentage of both a municipality’s total assessed value and the total
land area that can be contained in an urban renewal area at the time of its establishment to
25% for municipalities under 50,000 in population. As noted below, the frozen base
(assumed to be FYE 2022 values), including all real, personal, personal, manufactured, and
utility properties in the Area, for the Area after the Amendment is projected to be
$139,909,490. The Jackson County Assessor will certify the new frozen base of the new
properties once the urban renewal plan amendment is adopted. This will be added to the
existing frozen base.
The total assessed value of the City of Central Point in FYE 2022 is $1,450,597,2071.
The percentage of total City assessed value in the urban renewal area is 10.03%, below the
25% threshold. ORS 457.160 (2)(b) states “For municipalities having a population of less
than 50,000, according to the latest state census:
A. The assessed value for the urban renewal areas of the plan, when added to
the total assessed value previously certified by the assessor for other urban renewal
plans of the municipality for which a division of ad valorem taxes is provided,
exceeds a figure equal to 25 percent of the total assessed value of that municipality,
exclusive of any increased assessed value for other urban renewal areas and
without regard to adjustments made pursuant to ORS 457.435.”
The Area contains 514 acres, including public rights-of-way. The City of Central Point
contains 2,904.1 acres. This puts 17.7% of the City’s acreage in an urban renewal area,
which is below the 25% threshold.
Table 15 - Urban Renewal Area Conformance with Assessed Value and Acreage
Limits
Acreage
Frozen Value
after
amendment
Excess Value
Downtown and East Pine
Revitalization Area 514 $139,909,490 $55,371,612
City of Central Point 2,904.1 $1,450,597,207
% of City 17.7% 10.03%
Source: Compiled by Elaine Howard Consulting, LLC with data from Tiberius Solutions LLC, City of Central Point, and Jackson
County Department of Assessment and Taxation (FYE 2022)
*Estimated value, exact value will be set by the Jackson County Assessor upon adoption of the Plan.
1 Jackson County Assessor FY 2021/2022 SAL 4a Report.
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X. EXISTING PHYSICAL, SOCIAL, AND ECONOMIC CONDITIONS AND
IMPACTS ON MUNICIPAL SERVICES
A. Physical Conditions
1. Properties Added and Removed
The properties to be added and removed are shown in Table 16.
Table 16 – Properties to be Added and removed in 2022 Amendment
Properties
Added
Properties
Removed
Map Number
Account
Number Acreage Map Number
Account
Number Acreage
372W02D300 10195939 9.02 372W11BC5300 10179641 1.76
372W02D400 10998025 7.17 372W11BC5302 10714077 0.10
372W02D400 10195970 13.89 372W11BC5303 10714085 0.10
372W02D500 10195988 12.19 372W11BC5000 10179674 0.46
372W02D501 10992858 1.47 372W11BC5301 10705457 0.66
372W02D600 10195996 4.95 372W11BC5200 10179658 3.60
372W11A102 10799146 3.52 TOTAL 6.68
372W11A28100 10799152 1.38
372W12B501 10202983 2.55
372W12B502 10730828 13.21
372W12B505 10993098 4.25
372W12B600 10462312 13.91
372W02D700 10196009 1.88
TOTAL 89.39
Source: City of Central Point
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2. Land Use
The Area measures 514 total acres in size, which is composed of 948 individual parcels
encompassing 375.15 acres, and an additional 138.85 acres in public rights-of-way. An
analysis of FYE 2022 property classification data from the Jackson County Department of
Assessment and Taxation database was used to determine the land use designation of
parcels in the Area. By acreage, Commercial (32.13%) accounts for the most prevalent land
use within the area. This was followed by Residential (29.30%). Detailed land use
designations in the area can be seen in Table 17.
Table 17 - Land Use in the Area
Land Use Parcels Acres Percent of Acres
Commercial 197 120.55 32.13%
Residential 635 109.93 29.30%
Exempt 64 85.79 22.87%
Industrial 18 22.38 5.97%
Tract 2 16.92 4.51%
Multi-Family 25 12.68 3.38%
Miscellaneous 6 6.68 1.78%
Farm 1 0.21 0.06%
TOTAL: 948 375.15 100.00%
Source: Compiled by Tiberius Solutions LLC with data from the City of Central Point
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3. Comprehensive Plan Designations
The most prevalent comprehensive plan designation by acreage in the Area is Commercial
(39.73%). The second most prevalent comprehensive plan designation in the Area is
Residential (36.33%). Detailed comprehensive plan designations in the Area can be seen in
Table 18.
Table 18 – Comprehensive Plan Designations in the Area
Comprehensive Plan Designation Parcels Acres Percent of Acres
Commercial 234 149.05 39.73%
Residential 680 136.28 36.33%
Parks OS 14 53.92 14.37%
Industrial 4 19.46 5.19%
Civic 16 16.43 4.38%
TOTAL: 948 375.15 100.00%
Source: Compiled by Tiberius Solutions LLC with data from the City of Central Point
Figure 5 – Comprehensive Plan Designations
Source: Tiberius Solutions
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4. Zoning Designations
The most prevalent zoning designation by acreage in the Area is C-4: Tourist and Office
(18.01%). The second most prevalent zoning designation in the Area is GC: General
Commercial (15.58%). Detailed zoning designations in the Area can be seen in Table 19.
Table 19 - Zoning Designations in the Area
Zoning Designations Parcels Acres Percent of Acres
C-4: Tourist and Office 68 67.53 18.01%
GC: General Commercial 91 58.46 15.58%
BCG: Bear Creek Greenway 10 46.54 12.41%
R-1-6: SF Residential – 6,000 183 35.72 9.52%
R-3: Multiple Family Residential 184 34.82 9.28%
R-2: Two-Family Residential 199 32.01 8.53%
HMR: High Mix Res / Com 82 22.92 6.11%
EC: Employment Commercial 64 20.53 5.47%
M-2: Industrial General 4 19.46 5.19%
Civic 17 17.07 4.55%
MMR: Medium Mix Residential 41 12.08 3.22%
OS: Open Space 5 7.99 2.13%
TOTAL: 948 375.15 100.00%
Source: Compiled by Tiberius Solutions LLC with data from the City of Central Point
Figure 6 - Zoning in the Area
Source: Tiberius Solutions
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B. Infrastructure
This section identifies the existing conditions in the Area to assist in establishing blight in
the ordinance adopting the urban renewal plan. There are projects identified by the City of
Central Point in itemizing blighting conditions in the Area. This does not mean that all of
these projects are included in the urban renewal plan. The specific projects that are
included in the Plan are listed in Sections II and III of this Report and in the original Plan.
1. Transportation Systems Plan - Interstate Access Management Plan
33
In 2015 the City amended the Transportation Systems Plan (TSP) twice to (1) incorporate
the Interstate Access Management Plan (IAMP) 33 into the TSP and (2) add the Gebhard
Road extension project to the TSP. All of the projects in IAMP 33 are within the Area and
projects that have been completed or are funded for completion in the near future have been
excluded. The Gebhard Road extension is partly within the current Urban Renewal Area (i.e.
Walmart property on East Pine Street).2
1-5 Southbound Ramp Terminal/East Pine Street TSM - Signal Timing Modifications: Maintain
traffic signal timing to safely manage queues on the SB off-ramp
Northbound Ramp Terminal/East Pine Street TSM - Signal Timing Modifications: Maintain
traffic signal timing to safely manage queues on the NB off-ramp
10th Street/Freeman Road/East Pine Street TSM - Signal Timing Modifications and Queue
Storage: Maintain signal progression, change signal phasing, extend westbound left-turn lane
striping on East Pine Street to provide more queue storage, consider access restrictions to
improve safety
Peninger Road/East Pine Street TSM - Signal Timing Modifications: Maintain signal
progression to ovoid queuing conflict that affects /-5 NB Ramp Terminal, and change signal
phasing
East Pine Street TSM Signal Timing Modifications: Maintain signal progression, particularly
in the eastbound direction, to avoid queuing that affects 1-5 NB ramp terminal
South Sidewalk between Ramp Terminals: Add a sidewalk on the south side of East Pine
Street between the northbound and southbound ramp terminals
Bike Lane Improvements: Restripe eastbound trove/ lanes between 9th Street and the 1-5
southbound ramp to improve bike lane transitions
1-S Southbound On-Ramp- Dual Westbound Left-Turn Lanes: Add a second westbound left-
turn lane on East Pine Street onto the /-5 southbound on-ramp and a second southbound
receiving lone on the 1-5 southbound on-ramp
2 City of Central Point Transportation Systems Plan - Interstate Access Management Plan 33 Capital
Improvement Project list
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Peninger Road/East Pine Street Intersection Improvements: Implement Central Point TSP
Tier 2 Project #236 as revised - Widen East Pine Street to accommodate a third westbound
through travel Jane, maintain bike lanes, and odd sidewalks where necessary
Figure 7 – IAMP Projects in Area
Source: TSP IAMP 33 Projects
2. Transportation Systems Plan
The City is in the process of updating the TSP to add needed projects within the recently
expanded Urban Growth Boundary (UGB), including the properties being added to the Area.
Most notable here will be extension of Beebe Road west across Bear Creek and connecting
with Peninger Road. It is a significant project and one that is a priority for funding in part by
Urban Renewal. The following projects are listed in the TSP and are in the Area.3
204 S. Haskell Street, Pine Street to Ash Street – widen to three lanes with curb, gutter,
bike lanes and sidewalks
208 Oak Street: Second-Third & First Street: Manzanita – Laurel Improve alleyways and
parking facility
211 Beebe Road & Hamrick Road Intersection – Add traffic signal for pedestrian crossing
safety
212 Highway 99, Project No. 4 Cupp Street Greenway
216 E. Pine Street & Hamrick Road Intersection – Widen west and south approaches to
add a second eastbound left turn lane and second receiving lane. Restripe
northbound approach to include dual left turns and a single through-shared right turn.
Restripe southbound approach to include a left turn, through and exclusive right turn
lanes.
3 City of Central Point Transportation Systems Plan, Table 12.3 Short Term Projects and table 12.5
Tier 1 – Long Term Projects, Table 12.6 Tier 2 Projects
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222 3rd Street: E. Pine Street to Hazel Street – Add bike lanes and sidewalks
223 Hazel Street: Third to 10th Street – Pave and improve adding sidewalks
228 E. Pine Street traffic calming – miscellaneous enhancements such as bulb-outs,
cross-walks, signals, that improve the pedestrian environment along Pine Street
233 E. Pine Street: Hamrick Road to Bear Creek Bridge – widen for decel/accel lanes,
add bike lanes and sidewalks
234 E- W Hamrick Road extension (south of E Pine Street) – Extend Hamrick Road
westerly to intersect with Peninger Road (collector standards)
236 E. Pine Street: Bear Creek Ridge to Peninger Road – widen for turn lanes, bike
lanes, add sidewalks and third lane
238 10th Street: E. Pine Street to Hazel Street – widen to add continuous turn lane, bike
lanes and sidewalks
240 Peninger Road Extension, south – extend Peninger Road from E. Pine Street south
across Bear Creek to Hamrick Road and construct new bridge across Bear Creek
241 3rd Street:” Hazel Street to Scenic Avenue – widen to 3 lanes, bike lanes, sidewalks,
urban upgrade (collector standards)
245 Peninger Road Project – Extend Peninger road from E. Pine Street north across
Bear Creek to Beebe Road and remove signal at Peninger/Pine Street. Construct
bridge across Bear Creek. Extend Peninger Road south across Bear Creek to
intersect with S. Harmick Road.
246 Freeman Road & Hopkins Road Intersection – Install new signal
247 3rd Street: E. Pine Street to Ash Street – Install new signal
248 Maple Street: Highway 99 to 10th Street – construct sidewalks, repair curb and gutter
249 4th Street: Ash Street to Cedar Street – construct sidewalks, repair curb and gutter
250 Ash Street: Highway 99 to Freeman Road – construct sidewalks, repair curb and
gutter
251 Oak Street: Highway 99 to Freeman Road – construct sidewalks, repair curb and
gutter
255 E. Pine Street: I-5 to Table Rock Road – widen E. Pine Street to add third westbound
through lane from east side of Table Rock Road to I5 SB off ramp
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3. Stormwater Capital Improvement Plan
The Stormwater Master Plan is nearing the end of its planning horizon and is planned to be
updated in the next budget cycle.
The following projects are listed in the Stormwater CIP for Flood Control CIP prioritization
and ranking4:
8.2 Oak Street Overflow
8.3 Ash Street Pipe Replacement
8.4 2nd Street Pipe Replacement
8.5 Cedar Street Bypass
8.6 Rostell Street Channel
11 Freeman Road at Ash
The following projects are listed in the Stormwater CIP for Water Quality COP prioritization:
7.1 Green Street: Cherry St from N. 2nd to N. 4th Street
7.2 Green Street: Maple Street from N. 1st to N. 6th Street
7.3 Green Street: Laurel Street from N. 2nd to N. 6th Street
7.4 Green Street: Alder from S. 1st to N. 6th Street
8.1 Jewett Elementary School Channel
9 City Hall Rain Garden Demonstration
10 Ray's Food Place Planter
4. Water Master Plan
The following projects are included in the Water Master Plan and are in the Area. 5
14 Fire flow improvements near Front Street and Bush
15 Fire flow improvements on Maple
16 Fire flow improvements on Bigham north of Oak Street
17 Fire flow improvements on S. 9th Street
4 City of Central Point Stormwater Capital Improvement Plan, Section 7 Table 7-1 Flood Control CIP
Prioritization and Ranking
5 City of Central Point Water Master Plan, Section 8 table 8-1 Capital Improvements Project Summary
List
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18 Fire flow improvements on Oak Street
19 Fire flow improvements on Bigham
20 Fire flow improvements on Chestnut
21 Fire flow improvements on Ash Street
22 Fire flow improvements on Rostel Street
23 Fire flow improvements on Hazel and 9th
24 Fire flow improvements on Laurel Street
25 Fire flow improvements on Manzanita
27 Fire flow improvements on Bush Street
28 Fire flow improvements on Grand Avenue
Figure 8 – Fire Flow Improvements in the Area
Source: City of Central Point Water Master Plan
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C. Social Conditions
According to the US Census Bureau, American Community Survey 2016-2020 Five Year
Estimates, the block groups have 3,188 residents, 9.28% of whom identify as Hispanic or
Latino.
Table 20 - Race in the Area
Race Number Percent
White alone 2,821 88.49%
Black or African American alone 0 0.00%
American Indian and Alaska Native alone 166 5.21%
Asian alone 29 0.91%
Native Hawaiian and Other Pacific Islander alone 105 3.29%
Some other race alone 15 0.47%
Two or more races 52 1.63%
TOTAL: 3,188 1%
Source: American Community Survey 2016-2020 Five Year Estimates
The largest percentage of residents are between 45 to 54 years of age (19.23%).
Table 21 - Age in the Area
Age Number Percent
Under 5 years 155 4.86%
5 to 9 years 253 7.94%
10 to 14 years 207 6.49%
15 to 17 years 114 3.58%
18 to 24 years 262 8.22%
25 to 34 years 397 12.45%
35 to 44 years 418 13.11%
45 to 54 years 613 19.23%
55 to 64 years 359 11.26%
65 to 74 years 248 7.78%
75 to 84 years 96 3.01%
85 years and over 66 2.07%
TOTAL: 3188 1%
Source: American Community Survey 2016-2020 Five Year Estimates
In the block groups, 20.98% of adult residents have earned a bachelor’s degree or higher.
Another 32.04% have some college education without a degree, and another 26.40% have
graduated from high school but have not attended college.
Table 22 - Educational Attainment in the Area
Education Number Percent
Less than high school 205 9.33%
High school graduate (includes equivalency) 580 26.40%
Some college 704 32.04%
Associate's degree 247 11.24%
Bachelor's degree 371 16.89%
Master's degree 75 3.41%
Professional school degree 15 0.68%
Doctorate degree 0 0.00%
TOTAL: 2197 0.9999%
Source: American Community Survey 2016-2020 Five Year Estimates
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The most common travel time to work class was 10 to 19 minutes, with 53.68% of
commutes being in this class. This was followed by the less than 10 minutes travel time
class, which represented 31.75% of commutes.
Table 23 - Travel Time to Work in the Area
Travel Time Number Percent
Less than 10 minutes 462 31.75%
10 to 19 minutes 781 53.68%
20 to 29 minutes 93 6.39%
30 to 39 minutes 66 4.54%
40 to 59 minutes 35 2.41%
60 to 89 minutes 18 1.24%
90 or more minutes 0 0.00%
TOTAL: 1455 1.0001%
Source: American Community Survey 2016-2020 Five Year Estimates
Of commuting to work, the majority, 82.11%, drove alone, and another 10.80% carpooled.
Table 24 - Means of Transportation to Work in the Area
Means of Transportation Number Percent
Drove alone 1,239 82.11%
Carpooled 163 10.80%
Public transportation (includes
taxicab)
18 1.19%
Motorcycle 6 0.40%
Bicycle 0 0.00%
Walked 29 1.92%
Other means 0 0.00%
Worked at home 54 3.58%
TOTAL: 1,509 1%
Source: American Community Survey 2016-2020 Five Year Estimates
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D. Economic Conditions
1. Taxable Value of Property within the Area
The frozen base of the Area in FYE 2022 is $139,787,1706. Once the Amendment is
adopted, the frozen base is estimated to be $139,909,490.The increment in FYE 2022 is
$55,371,612.7
2. Building to Land Value Ratio
An analysis of property values can be used to evaluate the economic condition of real estate
investments in a given area. The relationship of a property’s improvement value (the value
of buildings and other improvements to the property) to its land value is generally an
accurate indicator of the condition of real estate investments. This relationship is referred to
as the “Improvement to Land Value Ratio," or “I:L.” The values used are real market values.
In urban renewal areas, the I:L is often used to measure the intensity of development or the
extent to which an area has achieved its short- and long-term development objectives.
Table 25 shows the improvement to land ratios (I:L) for properties within the Area. In the
Area, 254 parcels representing 36.90% of the acreage have I:L ratios less than 1.0. In other
words, the improvements on these properties are worth less than the land they sit on. A
reasonable I:L ratio for properties in the Area is 2.0. Only 242 of the 948 parcels in the Area,
totaling 16.47% of the acreage have I:L ratios of 2.0 or more in FYE 2022. In summary, the
area is underdeveloped and not contributing significantly to the tax base in Central Point.
Table 25 - Improvement to Land Ratios in the Area
Improvement to Land Ratio Parcels Acres Percent of Acres
Exempt 64 85.79 22.87%
No Improvement Value 78 88.83 23.68%
0.01-0.50 52 23.37 6.23%
0.51-1.00 124 26.23 6.99%
1.01-1.50 229 53.34 14.22%
1.51-2.00 159 35.80 9.54%
2.01-2.50 84 21.16 5.64%
2.51-3.00 63 16.05 4.28%
3.01-4.00 51 14.89 3.97%
> 4.00 44 9.68 2.58%
TOTAL: 948 375.15 100.00%
Source: Compiled by Tiberius Solutions LLC with data from the Jackson County Department of Assessment and Taxation (FYE
2022)
6 Jackson County Assessor Sal 4 e FY 2021-2022
7 Ibid.
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E. Impact on Municipal Services
The fiscal impact of tax increment financing on taxing districts that levy taxes within the Area
(affected taxing districts) is described in Section VIII of this Report. This subsection
discusses the fiscal impacts resulting from potential increases in demand for municipal
services.
The projects being considered in the Amendment for future use of urban renewal funding
are for facilitating transportation improvements to allow for better connections and for
recreation improvements. The use of tax increment allows the City to add an additional
funding source to the City of Central Point’s other funding sources to allow these projects to
be completed.
The financial impacts from tax increment collections will be countered by future economic
development, and, in the future, adding increases in assessed value to the tax base for all
taxing jurisdictions, including the City.
XI. REASONS FOR SELECTION OF EACH URBAN RENEWAL AREA IN THE
PLAN
The reason for selecting the Area is to provide the ability to fund projects and programs
necessary to cure blight within the Area. The outcome of implementing these projects is
anticipated to be an increase to the economic growth in Central Point by providing
infrastructure improvements inside the Area to assist with economic development.
XII. RELOCATION REPORT
When the CPDC acquires occupied property under the Plan, residential or commercial
occupants of such property shall be offered relocation assistance, as required under
applicable state law. Prior to such acquisition, the CPDC shall adopt rules and regulations,
as necessary, for the administration of relocation assistance. The CPDC will comply with all
applicable state law in providing these potential benefits.
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ATTACHMENT 3
FINDINGS OF FACT AND CONCLUSIONS OF LAW
FOR
DOWNTOWN & EAST PINE STREET CORRIDOR REVITALIZATION PLAN AMENDMENT
Before the City of Central Point Planning Commission
Consideration of Downtown & East Pine Street Corridor Revitalization Plan Amendment
Compliance with the City of Central Point Comprehensive Plan
File No. UR-22001
Applicant: City of Central Point ) Findings of Fact
140 South 3rd Street ) and
Central Point, OR 97502 ) Conclusions of Law
I. Introduction
On March 8, 2012, the City of Central Point City Council approved the Downtown and East Pine
Street Corridor Revitalization Plan (Urban Renewal Plan). Prior to the City Council’s approval,
the Planning Commission determined the Urban Renewal Plan was consistent with the City of
Central Point Comprehensive Plan. At this time, the City is amending the Urban Renewal Plan
to accomplish the following objectives:
Remove tax exempt properties purchased by School District #6 since 2012;
Add land along the Bear Creek Greenway to fund and construct park improvements that
balance active and passive recreation amenities with wildfire mitigation and habitat
restoration;
Add land being considered for a Joint Community Center with Jackson County (existing
project, new possible location);
Add land recently added to the Central Point Urban Growth Boundary (UGB) from the
CP-3 Urban Reserve; and,
Add the following projects:
o Bear Creek Greenway park and fire mitigation plan; and,
o Beebe Road Bridge Extension.
The existing and proposed Urban Renewal District boundaries are illustrated in Figures 1 and 2.
The purpose of these findings is to demonstrate that the proposed Urban Renewal Plan
Amendment is consistent with the Comprehensive Plan.
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Figure 1 – Proposed Urban Renewal District Boundary Changes Map
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Figure 2 – Proposed Urban Renewal Boundary
II. Central Point Strategic Plan
The 2040 Strategic Plan establishes the community’s vision, mission, values and strategic
priorities. Together, these components are intended to foster the community’s preferred vision
for its future as articulated below:
Vision
“Central Point is a safe, family-friendly, livable community that cultivates its small-town feel by
managing growth and inspiring meaningful connections between people and places.”
Mission
“Creating a family-friendly community that provides a better experience for those living working
and doing business in Central Point.”
Values
There are seven (7) values articulated in the Strategic Plan. These are the principles that drive
service delivery, planning and implementation of the strategic plan and day to day functions of
the City. They are as follows:
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1. Accountability – We value the ability to hold ourselves responsible for mistakes, apply
what we have learned and move forward in a positive direction.
2. Community – We value a clean and attractive city that inspires meaningful connections
to people and places.
3. Excellence – We value a consistently superior performance that surpasses requirements
and expectations.
4. Service – We strive to provide the highest level of service possible in the most efficient
and responsible manner.
5. Heritage – We value a simultaneous ability to preserve and invent our culture—that is, to
conserve our city’s unique history and heritage while developing new expressions for
current times.
6. Public Safety – We value a professional service-oriented public safety policy that
provides a sense of safety/well-being in the city.
7. Resilience – We value the City’s ability to anticipate, prepare for, respond and adapt to
incremental change and sudden (economic or market) disruptions in order to endure and
prosper.
Strategic Priorities
1. Community Investment – This priority has to do with making physical, social and
economic investments that support the community’s vision.
2. Community Engagement – Responsive and proactive governance requires quality
communication between citizens, business and the City. This priority is geared toward
building strong relationships and effective communication.
3. Community Culture – Central Point has a unique identify and culture. This priority aims
to celebrate Central Point customs, arts, social institutions and achievements.
4. Responsible Governance – There are multiple facets to responsible governance from
earning and retaining public trust, maintaining a strong financial position, to thoughtfully
hiring and training employees, promoting volunteerism, and developing the policing
program. Lastly, this area focuses on becoming a resilient city that has the capabilities
needed to prevent, protect against, mitigate, respond to and recover from the threats
and hazards that pose the greatest risk.
5. Vibrant Economy – Having a vibrant economy is the fuel for a healthy community. The
City’s Strategic Plan focuses on managing growth, revitalizing downtown, connecting the
east and west sides of the community and business attraction, support and investment.
The 2040 Strategic Plan is the foundation for the City’s Comprehensive Plan. It is important to
acknowledge the proposed Urban Renewal Plan Amendment aligns with the community’s vision
and strategic priorities.
Finding, 2040 Strategic Plan: The Urban Renewal Plan provides a blueprint for
revitalizing blighted areas in the Urban Renewal District boundary to increase public and
private investments. In the case of the Urban Renewal Plan Amendment, the proposed
changes include adding lands that will allow public investment to transform the Bear
Creek Greenway. This natural open space areas was severely burned during the
September 2019 wildfire that threatened the entire community. The proposed plan
amendment to include the Greenway in the Urban Renewal District Boundary and to
include the Bear Creek Greenway Park/Wildfire Mitigation project will allow public
investment in active and passive recreation amenities designed to mitigate wildfire risk
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while also restoring valuable wetland and riparian habitat. These changes directly
respond to Responsible Governance, Goal 6 regarding being a resilient City.
By bringing in employment land recently added to the UGB, the City is in a position to
incentivize private investment in one of the few commercial properties that is visible from
Interstate 5. This directly responds to the City’s priorities concerning Community
Investment and taking action to create a Vibrant Economy. It is important to note that
this property is adjacent to the potential Joint Community Center site and will be served
by the new Beebe Road Bridge Extension project that has been added as part of this
amendment. The latter project is essential to providing increased connectivity between
eastside residential properties with commercial properties to the west of Bear Creek.
The Community Center project is already in the Urban Renewal Plan. The addition of
land for the potential Joint Community Center expands the City’s opportunity to provide
significant value at a minimal cost by collaborating with Jackson County. This project
speaks to priorities for Community Investment and Responsible Governance by
providing enhanced services and facilities in fiscally responsible manner.
Lastly, there has been extensive communication with Central Point citizens and
businesses about the changes articulated in the Plan Amendment. Community
engagement included but is not limited to the Open House, written notices and public
meetings specific to the proposed Urban Renewal Plan Amendment. It has also included
the extensive planning efforts that went into developing the Bear Creek Greenway Fire
Area Master Plan, exploring the Central Point Community Center design as a standalone
facility and as a Joint facility operated in partnership with Jackson County, and the Urban
Growth Boundary Amendment. Although each of these is a project unto themselves,
together they have informed the proposed Urban Renewal Plan Amendment. Adoption
of this plan will provide the investment incentives necessary to bring these projects to
fruition as envisioned by the community.
Conclusion, 2040 Strategic Plan: The proposed Urban Renewal Plan Amendment is
consistent with and directly responds to many of the priorities, goals and strategies
outlined in the 2040 Strategic plan.
III. Comprehensive Plan
The goal of the Central Point Comprehensive Plan is “To determine future growth of the present
City to the mutual benefit of the public by consideration of proper land use planning
incorporating statewide goals and guidelines in the adoption of policies to ensure a logical,
orderly planning process.” This goal is supported by nine (9) general policies as follows:
1. Provide for an orderly and reasonable expansion of the Central point urbanizing area.
2. Encourage the enhancement of private property values and quality of life through
compatible arrangement of land uses.
3. Provide flexibility of residential neighborhoods and housing opportunities to meet the
changing needs of a growing population.
4. Provide well balance and convenient shopping opportunities for the residents of the
Community.
5. Provide ease of access and circulation throughout the Community through an improved
circulation/transportation system, and properly planned extensions to that system
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6. Provide increased localized employment opportunities within the community through the
expansion of the commercial and industrial base.
7. Provide for the logical and most economical expansion of community facilities and
services to accommodate the Plan’s proposed land uses and continued growth of the
City.
8. Ensure the protection and enhancement of existing natural environmental features and
productive agricultural lands through responsible land use planning and development
controls.
9. Plan for a system of parks and recreation facilities, areas and opportunities that is
accessible to all residents and in balance with growth and development.
Policies aimed more specifically at the implementation of each aspect of the Comprehensive
Plan are contained in each of the following ten Plan elements:
1. Citizen Involvement Element
2. Urbanization Element
3. Housing Element
4. Environmental Management Element
5. Parks and Recreation Element
6. Public Facilities and Services Element
7. Economic Element
8. Energy Utilization and Conservation Element
9. Transportation System Plan
10. Land Use Element
Each Element is comprised of goals and policies. The Urban Renewal Plan Amendment has
been reviewed against these goals and policies. Those affected by the proposed amendment
include goals and policies related to Citizen Involvement and Parks & Recreation are addressed
herein. The other Comprehensive Plan Elements are not implicated by the proposed
amendment and are not addressed further in these findings.
IV. Citizen Involvement
The Citizens Involvement Element is derived from the Statewide Planning Goal No. 1, which is
“to develop a citizen involvement program that insures the opportunity for citizens to be involved
in all phases of the planning process.” To attain this goal the City’s Citizen Involvement Element
includes six policies.
1. The Citizen Involvement Program shall involve a “cross-section” of affected citizens in
all planning phases and shall include a recognized citizens advisory committee.
2. In order to assure effective communication with citizens, mechanisms shall be
established, including such methods as newsletters, questionnaires, posters, and other
available media, as appropriate.
3. Whenever possible, citizens shall be given the opportunity to be involved in all phases
of the planning process, including (1) data collection, (2) plan preparation, (3) adoption,
(4) implementation, (5) evaluation, and (6) revision.
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4. The City will assure that all information used in the preparation of the Plan or related
reports, is made available in an easy to understand form and is available for review at
the community library, City Hall, or other location.
5. The City will be responsive to citizens or groups taking part in the planning process and
all land use policy decisions will be documented in written form and available for public
review.
6. Adequate human, financial and informational resources will be allocated for the citizens
involvement program and such resources will be an integral component of the planning
budget.
Finding, Citizen Involvement Policies 1 - 6: The Urban Renewal Plan Amendment
was prepared with an emphasis on citizens involvement. The Amendment
addresses citizen concerns following the 2019 wildfire along the Bear Creek
Greenway and the desire for and need to manage this area as a park facility for
community benefits and safety. Additionally, the proposed Amendment adds land
that may be the future site of a Joint Community Center/Emergency Evacuation
Shelter with Jackson County. Citizens have expressed support for a Community
Center in Community Survey.
Availability of the draft Urban Renewal Plan Amendment and opportunity for
comment were posted on the City’s web site. On August 11, 2022 the City conducted
an Open House event to present and receive comments on the proposed changes.
Written notice of the proposed plan amendment was hand delivered to all affected
taxing districts on August 12, 2022. On September 20-21, 2022 the City mailed
notice of the Planning Commission’s consideration of the proposed amendment to
utility billing customers within the existing and proposed Urban Renewal boundary.
Citizens will have the opportunity to provide comments before the Planning
Commission makes a formal recommendation to the City Council relative to the Plan
Amendment’s consistency with the Comprehensive Plan.
Following the Planning Commission’s recommendation, the City Council will consider
the Urban Renewal Plan Amendment at a duly noticed public hearing on October 27,
2022.
Conclusion, Citizen Involvement Policies 1-6: Consistent.
V. Parks Element
The Parks Element is supported by six (6) goals and fifty-one (51) policies in six categories,
including: Community Engagement & Communication; Recreation Programming; Parks & Open
Space; Trails and Pathways; Design, Development & Management; and, Facilities Development
Plan. Responses to this Element focus on the proposed Urban Renewal Plan Amendment
involving the Bear Creek Greenway Fire Area Master Plan and parks and recreation
improvements it involves.
Goal 1: Encourage meaningful public involvement in park and recreation planning and
inform residents through department communications.
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Policies
1.1 Support the Parks and Recreation Commission (Commission) as the forum for public
discussion of parks and recreation issues and conduct joint sessions as necessary
between the Commission and City Council to improve coordination and discuss policy
matters of mutual interest.
1.2 Involve residents and stakeholders in system-wide planning, park site facility design
and recreation program development and continue to use a diverse set of
communication and informational materials to solicit community input, facilitate project
understanding and build public support.
1.3 Support volunteer park improvement and stewardship projects from a variety of
individuals, service clubs, faith organizations and businesses to promote community
involvement in parks and recreation facilities.
1.4 Continue to promote and distribute information about recreational activities,
educational programs, community services and events, and volunteer activities
sponsored by the City and partner agencies and organizations.
1.5 Prepare and promote an updated park and trail facilities map for online and print
distribution to highlight existing and proposed sites and routes.
1.6 Implement a comprehensive approach for wayfinding and directional signage to, and
identification and interpretive signage within, park and trail facilities.
1.7 Survey, review and publish local park and recreation preferences, needs and trends
periodically to stay current with community recreation interests.
Finding, Parks Element Policies 1.1 – 1.7: There was significant public engagement
in the development of the Bear Creek Greenway Fire Area Master Plan. The City
formed an ad hoc committee that was part of the conceptual design process.
Additionally, there were several advertised public meetings conducted by the Parks
Commission, the Citizen’s Advisory Committee, Planning Commission and City
Council. Once the Urban Renewal Plan Amendment is effective, the park facility
planning and design will move to a more refined planning level that will include
increased public involvement opportunities.
Conclusion, Parks Element Policies 1.1 – 1.7: The Bear Creek Greenway project
involved residents and stakeholders as part of the conceptual facility planning process.
Goal 2: Establish and maintain a varied and inclusive suite of recreation programs that
accommodate a spectrum of ages, interests and abilities and promote the health and
wellness of the community.
Policies
2.1 Expand and enhance the diversity of programs offered, focusing on programs that are
in high demand or serve a range of users.
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2.2 Enable programming and services to meet the needs of diverse users, including at-risk
communities or those with special needs.
2.3 Maintain and enhance program scholarships, fee waivers and other mechanisms to
support recreation access for low-income program participants.
2.4 Continue to pursue development of a multi-use community center that provides
additional space for recreation programs.
2.5 Pursue opportunities to develop an indoor aquatic facility and recreation center,
potentially in partnership with other organizations or agencies. Consider financial
feasibility and long-term operations needs prior to design or construction of any new
facility.
2.6 Implement and support special events, festivals, concerts and cultural programming to
promote arts, health and wellness, community identity and tourism, and to foster civic
pride.
2.7 Leverage city resources by forming and maintaining partnerships with public, non-profit
and private recreation providers to deliver recreation services; coordinate with the
school district for access to existing facilities (e.g. schools gymnasiums, tracks, fields)
for community recreational use.
2.8 Explore partnership opportunities with regional healthcare providers and services,
such as Providence, Asante and the Jackson County Health and Human Department,
to promote wellness activities, healthy lifestyles and communications about local
recreation facilities and the benefits of parks and recreation.
2.9 Periodically undertake a comprehensive evaluation of existing recreation program
offerings in terms of persons served, customer satisfaction, cost/subsidy, cost recovery
and availability of similar programs via other providers.
Finding, Parks Element Policies 2.1 – 2.9: Urban Renewal Plan Amendment
involves including land for and adding a project for planning and constructing the Bear
Creek Greenway Fire Area Master Plan project. The Plan Amendment does not
involve recreation programming.
Conclusion, Parks Element Policies 2.1 – 2.9: Not applicable.
Goal 3: Acquire and develop a high-quality, diversified system of parks, recreation
amenities and open spaces that provide equitable access to all residents.
Policies
3.1 Provide a level of service standard of 3.5 acres per 1,000 residents of developed core
parks (community, neighborhood and pocket).
3.2 Strive to provide equitable access to parks such that all city residents live within one-
half mile of a developed neighborhood park.
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3.3 Prioritize park acquisition and development in underserved areas where households
are more than ½-mile from a developed park.
3.4 Explore partnership with local utilities, public agencies and private landowners for
easements for parkland, trail corridors and recreation facilities.
3.5 Pursue low-cost and/or non-purchase options to preserve open space, including the
use of conservation easements and development agreements.
3.6 Continue to provide community gardens at suitable sites to provide opportunities for
gardening, healthy eating and social connections.
3.7 Provide and maintain facilities for alternative or emerging sports, such as pickle-ball,
disc golf, climbing and parkour, to offer residents a more diverse range of recreational
experiences.
3.8 Coordinate with public agencies and private landowners for the protection of valuable
natural areas and sensitive lands through the purchase of development rights,
easements or title and make these lands available for passive recreation as
appropriate.
3.9 Maintain and apply annually for Tree City USA status.
3.10 Manage vegetation in natural areas to support or maintain native plant species, habitat
function and other ecological values; remove and control non-native or invasive plants
as appropriate.
Finding, Parks Element Policies 3.1 – 3.10: The Urban Renewal Plan Amendment
reflects the City of Central Point’s partnership with the City of Medford and Jackson
County to transfer ownership of the Greenway properties to the City of Central Point.
The purpose of the transfer is to provide greater control in managing the land to
minimize wildfire hazard but also to add a parks and recreation facility that will be over
55 acres in size unique in its amenities (Figure 3).
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Figure 3 – Bear Creek Greenway Park Facility Design Concept
Conclusion, Parks Element Policies 3.1 – 3.10: Consistent.
Goal 4: Develop a high-quality system of multi-use trails and bicycle and pedestrian
corridors that connects to regional trails and provides access to public facilities,
neighborhoods and businesses to promote exercise, walking and biking.
Policies
4.1 Coordinate recreational path and trail system planning and development with the City’s
and Jackson County’s Transportation System Plan to provide a comprehensive
pedestrian and bicycle network. Coordinate with Medford’s pathway plans for improved
connectivity. Create an updated Pedestrian and Bike Trails Plan.
4.2 Facilitate and provide improved pedestrian and bicycle connectivity from major shared-
use paths, such as the Bear Creek Greenway, to parks and other destinations.
4.3 Coordinate with the Planning Department and integrate the siting of proposed path and
trail segments into the development review process; require development projects
along designated routes to be designed to incorporate path and trail segments as part
of the project.
4.4 Expand the system of off-street trails by utilizing greenways, parks, utility corridors and
critical areas as appropriate; purchase rights-of-way or easements as necessary.
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4.5 Partner with local utilities, public agencies and private landowners to secure
easements and access to open space for path and trail connections.
4.6 Implement trail, route and wayfinding signage for trails and associated facilities,
informational maps and materials identifying existing and planned trail facilities.
4.7 Provide trailhead accommodations, as appropriate, to include parking, signage,
restrooms and other amenities.
4.8 Promote the planning, design and implementation of safe pedestrian and bicycle
routes during development review to encourage connectivity to parks, trails, schools
and local goods and services. Safe connections should be required for new
construction and retrofitted into older neighborhoods to promote community health and
safe routes to destinations.
Finding, Parks Element Policies 4.1 – 4.8: Inclusion of the Bear Creek Greenway
property and park/wildfire mitigation project in the Urban Renewal Plan will provide a
funding mechanism to plan and develop an enhanced trail system as conceptually
illustrated in Figure 3. As shown, implementation of the Bear Creek Greenway project
will balance passive and active areas, including walking paths, benches, tables,
pavilions/gazebos, playgrounds, restrooms, bicycle improvements, and various
recreational areas/opportunities.
Conclusion, Parks Element Policies 4.1 – 4.8: Consistent.
Goal 5: Plan for a parks system that is efficient to maintain and operate, while protecting
capital investment.
Policies
5.1 Develop and maintain all parks and facilities in a manner that keeps them in safe and
attractive condition. Repair or remove damaged components immediately upon
identification. Maintain and update an inventory of assets including condition and
expected useful life.
5.2 Establish and utilize design standards to provide continuity in furnishings (e.g.,
signage, trash cans, tables, benches, fencing) and construction materials to reduce
inventory and maintenance costs and improve park appearance.
5.3 Update the comprehensive Parks and Recreation Parks Element periodically to
ensure facilities and services meet current and future community needs.
5.4 Formulate illustrative master plans for the development or redevelopment of each City
park, as appropriate, to take advantage of grant or other funding opportunities.
5.5 Design parks and facilities to offer universal accessibility for residents of all physical
capabilities, skill levels and age, as appropriate.
5.6 Incorporate sustainable development and low impact design practices into the design,
planning and rehabilitation of new and existing facilities.
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5.7 Estimate the maintenance costs and staffing levels associated with the acquisition,
development or renovation of parks or open spaces, and pursue adequate long-term
maintenance, life-cycle replacement and operation funding.
5.8 Develop and maintain minimum design and development standards for park and
recreation amenities within private developments to address community facility needs,
equipment types, accessibility, and installation procedures.
5.9 Update the comprehensive Parks and Recreation Master Plan periodically to ensure
facilities and services meet current and future community needs.
5.10 Promote professional development opportunities that strengthen the skills and
engender greater commitment from staff, Commission members and key volunteers,
to include trainings, materials and/or affiliation with the National Recreation & Park
Association (NRPA) and the Oregon Recreation & Parks Association (ORPA).
Finding, Parks Element Policies 5.1 – 5.10: The Urban Renewal Plan
Amendment’s inclusion of the Bear Creek Greenway land and park/wildfire mitigation
project aligns with the policies directed at master planning an accessible,
sustainable, attractive and recreationally diverse park facility. Specifically the Urban
Renewal Plan Amendment provides funding necessary to refine the conceptual plan,
support grant opportunities and ultimately to implement the final master plan.
Conclusion, Parks Element Policies 5.1 – 5.10: Consistent.
Goal 6: Develop and implement a comprehensive facilities plan in cooperation and
coordination with surrounding cities/county and school district.
Policies
6.1 Pursue and maintain effective partnerships with public, private and non-profit
organizations to maintain parks and recreation facilities.
6.2 Formalize partnerships through inter-governmental agreements to meet mutual goals
and objectives of all parties.
6.3 Coordinate program efforts with the School District for joint facility development and
maintenance for parks, special event venues, athletic fields and other major facilities
to increase availability of recreational opportunity to nearby residents..
6.4 Collaborate with key stakeholders, land owners and other jurisdictions to identify
appropriate and community-supported trail routes that improve park access and link
parks, green space, recreation facilities and other community destinations.
6.5 Work in partnership with user groups and project proponents to identify and test new
recreational facilities.
6.6 Encourage and pursue mutual cooperation and a “good neighbor” policy with
residents and businesses located adjacent to park facilities, trails and natural open
space areas.
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6.7 Maintain a strong and active volunteer program with opportunities for citizens to
become actively involved in programs to develop a sense of community pride.
Finding, Parks Element Policies 6.1 – 6.7: The proposed Urban Renewal Plan
Amendment does not affect or otherwise preclude the City’s ability to develop and
implement a comprehensive facilities plan in coordination with other agencies.
Conclusion, Parks Element Policies 6.1 – 6.7: Not applicable.
VI. Transportation Element.
The City of Central Point Transportation Systems Plan (TSP) was approved by the Central Point
City Council on December 18, 2008 and is implemented by Ordinance #1922. The TSP is
undergoing an amendment in 2022 which would add the Beebe Road Bridge project to cross
Bear Creek and connect with Peninger Road. This amendment is expected to be finalized by
December 31, 2022. By adding this to the TSP, the city is able to also able to allocate System
Development Charges to the construction of the bridge that can be leveraged with urban
renewal funding to undertake this project.
Finding, Transportation Element: The proposed Urban Renewal Plan Amendment adds an
transportation project identified
Conclusion, Transportation Element: Consistent.
VII. Conclusion
As evidenced by the findings and conclusions herein, the proposed Urban Renewal Plan
Amendment is consistent with the City’s Strategic Plan and the applicable elements of the City
of Central Point Comprehensive Plan.
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TRANSPORTATION SYSTEM PLAN UPDATE
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Memorandum
October 4, 2022
To: Planning Commission
From: Stephanie Holtey, Planning Director
Re: 2022 Transportation System Plan Update
The City of Central Point is updating the Transportation System Plan (TSP). The TSP is a long-
range planning document that inventories and evaluates the transportation networks and
facilities within the context of land use and expected growth over a 20-year period. One of the
key components in the TSP is a list of projects needed as the City grows to fill gaps in the
transportation system, address deficiencies in level of service, remedy safety concerns, etc. The
Capital Improvement Project (CIP) list is broken into two (2) tiers:
Tier 1 – Projects in this tier are the highest priority projects. Projects in the Tier 1 list are
anticipated to be completed within the planning period and must be financially
constrained. Tier 1 projects have an anticipated revenue source and are broken down
into short-, medium- and long term projects.
Tier 2 – These are projects the City that have no identified funding source for them.
Since the TSP was adopted in 2008, many of the Tier 1 projects have been completed and the
City has added 444 acres to the Urban Growth Boundary (UGB). Before lands can be annexed
from the new UGB it is necessary to update the TSP to plan for needed transportation
infrastructure.
In light of recent changes to the Statewide Transportation Planning Rule (TPR) referred to as,
“Climate Friendly and Equitable Communities (CFEC) rules,” extensive changes will be required
to how the City plans for transportation and land use going forward. Based on the state’s
timeline it will take the City until 2029 to fully comply with the CFEC rules. This places a
significant burden on the City’s ability to respond to needed housing in a timely manner. To
overcome this challenge, the City is working with Kittleson & Associates to expedite the TSP
Update using the former TPR rules as permitted by the State. This will provide the City with a
usable, current TSP that incorporates the recently amended UGB as needed to authorize
annexations from the recently expanded UGB. The target completion date for the TSP Update
project is December 31, 2022.
At the October 4, 2022 Planning Commission meeting, staff will provide an introduction to the
TSP Update including the planning process conducted to-date, the financial forecast, equity
analysis and capital improvement project list (See Attachments 1-3).
Attachments:
1. Technical Memorandum 1 – Financial Forecast
2. Technical Memorandum 2 – Equity Analysis
3. Technical Memorandum 3 – Capital Improvement Project List
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Technical Memorandum
INTRODUCTION
Future federal, state, and local funding for transportation investments is uncertain, creating the challenge
to accurately forecast how much is available and which transportation investments qualify. In this context,
the Central Point Transportation System Plan (TSP) will provide a prudent and conservative list of
transportation investments, emphasize lower cost methods that strengthen mobility within the city, and
increase reliance on technologies to promote efficient streets.
This memorandum presents information on the historical funding sources that are available for
transportation investments identified in the TSP. This memorandum also offers additional funding sources for
the City to consider pursuing in cases of funding gaps when implementing transportation investments
through the TSP horizon, year 2030. This information will help the City evaluate transportation projects,
define priorities, and maximize all available funding opportunities to preserve and improve its infrastructure.
HISTORICAL FUNDING SOURCES
Understanding the City’s historical funding sources for transportation investments helps to forecast potential
funding available for TSP projects through the planning horizon, year 2030, as well as identify funding needs.
Based on data provided by the City, State gas tax, System Development Charges (SDCs), Transportation
Utility Fees (TUFs), and Urban Renewal funds have been the primary sources of revenue for TSP projects,
equating to approximately $750,000 each year on average.
State Gas Tax
The City’s State gas tax revenue is primarily generated by House Bill 2017 (HB 2017), which increased the
motor fuels tax, vehicle title and registration fees, and the weight-mile tax on heavy trucks. Revenue from
HB 2017 is restricted to expenditures that include construction, reconstruction, improvement, repair,
maintenance, operation, use, and policing of public streets within the City. The City currently receives an
annual average of $1.1 million in State gas tax, of which $400,000 is earmarked for capital improvements.
Over the last 10 years, this revenue source has increased by an average of six percent each year. The City
expects to continue receiving revenue from State gas tax over the planning horizon but recognizes that
electric vehicle fleets may impact this revenue source.
851 SW 6th Avenue, Suite 600
Portland, OR 97204
P 503.228.5230
September 11, 2022 Project# 27860.0
To: Matt Samitore and Stephanie Holtey
City of Central Point
140 S 3rd Street
Central Point, OR 97502
From: Matt Bell, Miranda Barrus, PE, Susan Wright, PE, PMP, Kittelson & Associates, Inc.
Project Central Point Transportation System Plan
Subject: Final Tech Memo #1: Funding Forecast (Task 2.1)
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System Development Charges
System Development Charges (SDCs) are fees assessed on development for impacts created to public
infrastructure. A portion of the City’s SDC funds are reimbursement fees, which are flexible and can be
applied toward non-capital expenditures, but typically most of the SDC funds are dedicated toward
capital improvement projects designed to accommodate growth. The City can offer SDC credits to
developers that provide public improvements beyond the required street frontage, including those that
can be constructed by the private sector at a lower cost. The City currently receives an annual average of
$353,000 in SDC funds, of which $250,000 is earmarked for capital improvements. The City expects SDC
funds to increase over the planning horizon by two percent each year (reflecting the expected increase in
development, not a rate increase assessed to developers).
Transportation Utility Fee
The City implemented a Transportation Utility Fee (TUF) in 2007 to provide a temporary solution to its street
budget shortage. The TUF is a monthly fee assessed to a variety of land uses including single-family
residences, multifamily residences, manufactured home parks, retirement communities, commercial sites,
parks, and freight (businesses pay a higher TUF than residences, likely due to the higher traffic volume that
they generate) and is collected through the City’s water bill collection system.
The TUF became an important revenue source for the City’s street budget and continues to be renewed
every few years. In 2017, the TUF was increased to specifically support ADA compliant infrastructure
improvements and create a more walkable community. The City had anticipated that a long-term
comprehensive fuel tax solution possibly adopted by the State would support such improvements, but the
State did not implement a solution. The fee increase resembled that of nearby jurisdictions. The City
implemented a fee increase applied specifically to commercial land uses in July 2021 and a second
increase is being implemented this year. The City currently receives an annual average of $527,000 in TUF
funds, of which $100,000 is earmarked for capital improvements. The City expects TUF funds to increase to
approximately $825,000 annually over the planning horizon.
Urban Renewal District
The City established an Urban Renewal District that generally includes the area of Old Town and the
adjacent Interstate 5 (I-5) interchange (Exit 33). The Urban Renewal District is a temporary revenue source
scheduled to fund capital projects through the year 2039. The City estimates that this revenue source will
generate approximately $2 million each year through its life and fund these projects in the current TSP:
Beebe Rd: Gebhard Rd to Hamrick Rd – widen to collector standards (project #209; $1,540,500)
OR 99 (project no. 4) – Cupp Street gateway (project #212; $375,000)
OR 99 (phase 3) – widen to provide bike lanes and sidewalks (project # 225; $450,000)
10th St: E Pine St to Hazel St – widen to add continuous center turn lane, bike lanes, and sidewalks
(project # 238; $5,955,600)
3rd St: E Pine St to Ash St – construct sidewalks, repair curb and gutter (project # 247; $250,000)
Maple St: OR 99 to 10 St – construct sidewalks, repair curb and gutter (project # 248; $503,650)
4th St: Ash St to Cedar St – construct sidewalks, repair curb and gutter (project # 249; $127,818)
Ash St: OR 99 to Freeman Rd – construct sidewalks, repair curb and gutter (project # 250; $468,800)
Oak St: OR 99 to Freeman Rd – construct sidewalks, repair curb and gutter (project # 251; $558,484)
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Historical funding data provided by the City for the previous 10-year period is summarized in Table 1.
Table 1: Historical Funding Sources
Funding
Source
Fiscal Year
2011-
12
2012-
13
2013-
14
2014-
15
2015-
16
2016-
17
2017-
18
2018-
19
2019-
20
2020-
21
State Gas Tax $0.9M $0.9M $1.0M $1.0M $1.0M $1.1M $1.1M $1.3M $1.3M $1.6M
SDCs $0.04M $0.2M $0.2M $0.2M $0.2M $1.5M $0.2M $0.2M $0.5M $0.2M
TUFs - $0.5M $0.5M $0.5M $0.4M $0.5M $0.6M $0.6M $0.6M $0.7M
Non-Capital
Expenditures -$0.1M -$0.8M -$0.9M -$0.9M -$0.8M -$2.3M -$1.1M -$1.3M -$1.6M -$1.7M
Total Capital
Funding
Available
$0.8M $0.8M $0.8M $0.8M $0.8M $0.8M $0.8M $0.8M $0.8M $0.8M
Grants
The City of Central Point has historically benefited from several other revenue sources, such as
transportation improvement grants and other miscellaneous programs administered by the Oregon
Department of Transportation (ODOT) and the Federal Highway Administration (FHWA). Grants are non-
repayable, and sometimes competitive funds given by an entity (in this case, ODOT and FHWA) typically
for a certain purpose tied to public benefit. Although they are not considered consistent and reliable
funding sources, grants have contributed (or will contribute) to several major projects identified in the City’s
current TSP. These grants include:
Surface Transportation Block Grant (STBG)
All Roads Transportation Safety (ARTS) program
Congestion Mitigation and Air Quality (CMAQ) program
Surface Transportation Block Grant (STBG) Program
STBG funds are flexible federal dollars that can be used for City projects to preserve and improve the
conditions and performance of any Federal-aid highway, bridge, or tunnel on any public road, pedestrian
and bicycle infrastructure, and transit capital projects, including intercity bus terminals. The City can either
apply 100 percent of these funds toward projects that comply with federal regulations or 90 percent
toward projects that do not have federal constraints. The City has recently received $2.5 million in STBG
funds for improvements to the Twin Creeks Rail Crossing.
All Roads Transportation Safety (ARTS) Program
ARTS funds are intended to address safety needs on all public roads in Oregon. By working collaboratively
with local road jurisdictions (cities, counties, MPO’s, and tribes), ODOT expects to increase awareness of
safety on all roads, promote best practices for infrastructure safety, compliment behavioral safety efforts,
and focus limited resources to reduce fatal and serious injury crashes across the state. The program is data
driven to achieve the greatest benefits in crash reduction and should be blind to jurisdiction. The ARTS
program primarily used federal funds from the Highway Safety Improvement Program (HSIP). The City
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recently received $3.0 million in ARTS funds, in partnership with the State and Jackson County, for
improvements to the Scenic Avenue Rail Crossing.
Congestion Mitigation and Air Quality (CMAQ) Program
CMAQ funds are for projects that help reduce emissions and meet national air quality standards, such as
transportation demand management programs, bicycle and pedestrian improvements, public
transportation projects, diesel retrofits, and vehicle emission reduction programs. All types of non-motorized
transportation projects are eligible for CMAQ funding. States are required to provide a non-federal match
for program funds (which has not been the case historically for Federal lands highway funding). The City
recently received $5.5 million in CMAQ funds for improvements to both Freeman Road and West Pine Street
roadway facilities.
FUNDING FORECAST
The historical funding data show that the City expects to continue to receive funds from a variety of
federal, state, and local sources; however, the amount of funds could vary over time. This section provides
funding forecasts for the City for implementing future TSP projects. The forecasts include three possible
scenarios that reflect the historical funding data as well as discussions with City staff. The forecasts are
intended to model what revenue the City could anticipate through the TSP planning horizon and range
from conservative to ideal.
Scenario 1 (Conservative)
Scenario 1 assumes the City will continue to receive an annual average of $400,000 in State gas tax funds
(at a flat rate), $250,000 in SDC funds (escalated at two percent per year based on the expected increase
in development), and $157,000 in TUF funds (at a flat rate) for capital improvements. In the past, the City
has allocated approximately 19 percent of its TUF revenue toward capital projects. As stated, the City
expects the annual TUF revenue to increase to approximately $825,000 through the TSP planning horizon
because of the rate increase for commercial uses, which equates to approximately $157,000 dedicated
each year to capital projects. Table 2 summarizes the Scenario 1 (Conservative) funding forecast. As
shown, this forecast assumes there will be $6.6 million available to fund projects in the TSP (outside of the
specific projects planned to be funded by the Urban Renewal District).
Table 2: Scenario 1 (Conservative) Funding Forecast
Funding Source
FY 2022-23 to FY 2025-26
(First 4 Years)
FY 2026-27 to FY 2029-30
(Second 4 Years)
State Gas Tax (Flat Rate) $1.60M $1.60M
SDC (2% Annual Escalation) $1.03M $1.12M
TUF (Historic; Flat Rate) $0.63M $0.63M
Total $3.26M $3.35M
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Scenario 2 (Moderate)
Scenario 2 assumes the City will receive an annual average of $495,000 from State gas tax (reflecting a six
percent annual escalation, based on historical trends), $250,000 in SDC funds (escalated at two percent
per year based on the expected increase in development), $159,000 from the TUF (reflecting a one
percent bi-annual escalation beginning in Fiscal Year 2024-25 for future potential rate increases), and
$500,000 in grants (reflecting historic trends with STBG, CMAQ, and ARTS). It is important to note that the
estimated grant funding is secured from the current grant cycle and is already dedicated to specific
projects, so it is accounted for in total available funding in Scenario 2 for TSP projects but will not be
included as part of the upcoming project prioritization process. Table 3 summarizes the Scenario 2
(Moderate) funding forecast. As shown, this forecast assumes there will be $11.4 million available to fund
projects in the TSP (outside of the specific projects planned to be funded by the Urban Renewal District).
Table 3: Scenario 2 (Moderate) Funding Forecast
Funding Source
FY 2022-23 to FY 2025-26
(First 4 Years)
FY 2026-27 to FY 2029-30
(Second 4 Years)
State Gas Tax (6% Annual Escalation) $1.75M $2.21M
SDC (2% Annual Escalation) $1.03M $1.12M
TUF (1% Bi-Annual Escalation) $0.63M $0.64M
Grants (STBG, CMAQ, ARTS) $2.00M $2.00M
Total $5.41M $5.97M
Scenario 3 (Ideal)
Scenario 3 assumes the same funding forecast as Scenario 2, but includes an additional $250,000 each
year in grants at the chance the City secures one more grant during the next grant cycle and within the
TSP planning horizon. Table 4 summarizes the Scenario 3 (Ideal) funding forecast. As shown, this forecast
assumes there will be $13.4 million available to fund projects in the TSP (outside of the specific projects
planned to be funded by the Urban Renewal District).
Table 4: Scenario 3 (Ideal) Funding Forecast
Funding Source
FY 2022-23 to FY 2025-26
(First 4 Years)
FY 2026-27 to FY 2029-30
(Second 4 Years)
State Gas Tax (6% Annual Escalation) $1.75M $2.21M
SDC (2% Annual Escalation) $1.03M $1.12M
TUF (1% Bi-Annual Escalation) $0.63M $0.64M
Grants (STBG, CMAQ, ARTS) $3.00M $3.00M
Total $6.41M $6.97M
Based on direction from the Project Management Team (PMT) and Citizens Advisory Committee (CAC), the
funding forecast from Scenario 2 will be used to identify the cut-off between Tier I and Tier II projects in the
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TSP project prioritization process. Despite the funding forecast, the City may still need to identify additional
funding sources to implement projects in the TSP.
ADDITIONAL FUNDING SOURCES
Additional funding sources are summarized below. The sources are organized by local, state, and federal
funding mechanisms and are tailored to transportation-specific investments. In addition to these sources,
the City may also seek state and federal grant opportunities where transportation facilities are a secondary
focus of the funds. For example, the Statewide Transportation Improvement Fund (STIF) is intended for
transit service, facility, and operations improvements, but transportation projects that improve access to
transit – such as sidewalks or bike lanes leading to transit stops – could also be eligible for funds.
Local Funding Sources
Potential local funding sources are summarized in Table 5. These funding sources can be used currently to
fund capital projects or may be considered by the City for implementation as new funding sources.
Including this table in the TSP does not create new funding sources but rather presents the various funding
sources that local governments throughout Oregon have utilized. In general, local funding sources are
more flexible than funding obtained from state or federal grant sources.
Table 5: Potential Local Funding Sources
Funding
Source Description Potential Application
Street Utility
Fees/Road
Maintenance
Fees
A fee based on the number of automobile trips that a particular
land use generates; usually collected through a regular utility
bill. Fees can also be tied to the annual registration of a vehicle
to pay for improvements, expansion, and maintenance of the
street system.
System-wide transportation
facilities including streets,
sidewalks, and bikeways.
Although a current funding
source for the City, this
revenue could be increased.
Transportation
System
Development
Charges (SDC)
SDCs are fees assessed to development for impacts on public
infrastructure. SDCs may be an improvement fee, a
reimbursement fee, or a combination thereof. Reimbursement
fee revenues are dedicated to capital projects that increase
capacity to meet the needs of growth. SDC credits are
provided to developers for public improvements they construct
which add capacity to the system beyond that required to
serve their development. SDC credits may also be given for
development provisions that reduce vehicular capacity
demand on the transportation system, such as providing end-of-
trip bike facilities within the new development.
SDCs may only be used for
the portion of transportation
improvements that generate
additional capacity demand
related to growth. Although a
current funding source for the
City, this revenue could be
increased.
Stormwater
SDCs, Grants,
and Loans
SDCs, grants, loans, and stormwater improvement fees can be
obtained for improving stormwater management facilities
constructed as part of transportation system improvements.
SDCs may only be used for
the portion of transportation
improvements that generate
additional stormwater
management capacity
related to growth.
Local Fuel Tax
A local tax can be assessed on the purchase of fuel within the
City. This tax is added to the cost of fuel at the pump, along with
the state and federal fuel taxes.
System-wide transportation
facilities including streets,
sidewalks, and bikeways.
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Funding
Source Description Potential Application
Incentives
The City could provide enticements such as bonus densities and
flexibility in design in exchange for a public benefit. Examples
might include providing additional bicycle parking in exchange
for bonus densities. Incentives may be used with SDC methods
to reduce transportation impacts from new development.
System-wide transportation
facilities including streets,
sidewalks, bikeways, and
transit.
Public/Private
Partnerships
Public/private partnerships have been used around the country
to provide public transportation amenities within the public
right-of-way in exchange for operational revenue from the
facilities. These partnerships could be used to provide services
such as vehicle charging stations, public parking lots, bicycle
lockers, or car share facilities.
System-wide transportation
facilities including streets,
sidewalks, bikeways, and
transit.
Tax Increment
Financing (TIF)
TIF is a tool that cities and counties may use to create special
districts (tax increment areas) where public improvements are
made to generate private-sector development. During a
defined period, the City freezes the tax base at the pre-
development level. Property taxes for that period can be
waived or paid, but taxes derived from increases in assessed
values (the tax increment) resulting from new development can
go into a special fund created to retire bonds issued to
originate the development or leverage future improvements. A
number of small-to-medium sized communities in Oregon have
implemented, or consider implementing, urban renewal districts
that will result in a TIF revenue stream.
System-wide transportation
facilities including streets,
sidewalks, bikeways, and
transit. Although a current
funding source for the City, it
is temporary and could be
implemented again in other
areas of the city needing
transportation improvements.
Street District
Oregon state law (Oregon Revised Statute 371) allows for the
formation of special streets taxing districts for purposes of
constructing and maintaining streets within the taxing district
boundaries. A Street District would be a separate entity from
Central Point, with its own property tax levy rate and an elected
board of commissioners. Those within the potential district
boundaries must vote on the creation of a Streets District.
Street improvement projects.
Revenue and
General
Obligation Bonds
Bonding allows municipal and county government to finance
construction projects by borrowing money and paying it back
over time, with interest. Financing requires smaller regular
payments over time compared to paying the full cost at once,
but financing increases the total cost of the project by adding
interest. General obligation bonds are often used to pay for
construction of large capital improvements and must be
approved by a public vote. These bonds add the cost of
improvement to property taxes over time.
Construction of major capital
improvement projects within
the City, street maintenance
and incidental improvements.
Economic
Improvement
Districts (EIDs)
EIDs pool funds from area businesses to make improvements in
the business district.
Transportation facilities
including streets, sidewalks,
bikeways, and transit located
within the EID area.
Local
Improvement
Districts (LIDs)
LIDs pool funds from property owners to make local
transportation improvements.
Transportation facilities
including streets, sidewalks,
bikeways, and transit located
within the LID area.
Street Fund Serial
Levy
This levy is a voter-approved property tax levied in addition to
the permanent tax rate.
Operations or capital
programs.
Vehicle
Registration Fee
An extra fee on all registered motor vehicles in the City. Requires
City-wide approval and implementation.
Operations or capital
programs. Although a current
funding source for the
County, this revenue could be
increased by the extra fee.
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Funding
Source Description Potential Application
Urban Growth
Management
Agreement
(UGMA)
UGMAs are intergovernmental agreements that outline how
facilities are managed in the areas outside City limits, but inside
City Urban Growth Boundaries (UGB).
Transportation facilities
including streets, sidewalks,
and bikeways within UGBs
Hotel/Motel
Taxes
Under state law, 70% of revenues from such taxes must fund
programs boosting tourism. Many jurisdictions have hotel/motel
taxes and could use a portion of the revenue for transportation
investments.
Tourism, economic
development, and sidewalk
improvement programs.
Dedicated
Property Taxes
Washington County has a dedicated property tax to fund its
Major Streets Transportation Improvement Program. Since 1986,
the Program has funded $900 million of new roads, sidewalks,
bridges, and bikeways. Voters approved the funding source
multiple times. Today, the program raises an average of $44
million per year. Washington County also has a property tax to
support its Urban Road Maintenance District, levying 25 cents
per $1,000 assessed value; the program raises about $4.4
million/year for local roadway maintenance.
System-wide transportation
facilities.
State and Federal Funding Sources
In addition to local funding sources, the City can seek opportunities to leverage funding from state and
federal funding sources. Table 6 outlines state and federal sources and their potential applications. State
and federal sources change regularly as new transportation legislation is passed or existing legislation is
modified. Potential state funding sources are limited and competitive. Any future improvements that rely on
state funding may require City and regional consensus that they are more important than needs elsewhere
in the region and the state.
Table 6: Potential State and Federal Funding Sources
Funding
Source Description Potential Application
State Fundings Sources
Statewide
Transportation
Improvement
Program (STIP)
STIP is the State of Oregon’s four-year transportation capital
improvement program. ODOT’s system for distributing these
funds has varied over recent years. Generally, local agencies
apply in advance for projects to be funded in each four-year
cycle.
Projects on any facility that
meet the benefit categories
of the STIP.
Transportation
and Growth
Management
(TGM) Grants
TGM grants are planning grants administered by ODOT and
awarded on an annual basis. They are generally awarded to
projects that will lead to more livable, economically vital,
transportation efficient, sustainable, and pedestrian-friendly
communities. The grants are awarded in two categories:
transportation system planning and integrated land
use/transportation planning.
Transportation system plans
and planning efforts that
integrate land use and
transportation. (Historic,
periodic source of revenue for
the City.)
All Roads
Transportation
Safety Program
(ARTS)
The federal Highway Safety Improvement Program (HSIP) is
administered as ARTS in Oregon. ARTS provides funding to
infrastructure and non-infrastructure projects that improve
safety on all public roads. ARTS requires a data-driven
approach and prioritizes projects in demonstrated problem
areas.
Areas of safety concerns
within the city, consistent with
Oregon’s Transportation
Safety Action Plan. (Historic,
periodic source of revenue for
the City.)
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Funding
Source Description Potential Application
Immediate
Opportunity
Fund (IOF)
The IOF is discretionary and provides funding for transportation
projects essential for supporting site-specific economic
development projects. These funds are distributed on a case-
by-case basis in cooperation with the Oregon Economic and
Community Development Department. These funds can only be
used when other sources of financial support are insufficient or
unavailable. These funds are reserved for projects where a
documented transportation problem exists or where private firm
location decisions hinge on the immediate commitment of road
construction. A minimum of 50 percent match is required from
project applications.
Any identified projects that
would improve economic
development in the city and
where there are documented
transportation problems.
Connect Oregon
Lottery-backed bonds distributed to air, marine, and rail projects
statewide. No less than 10 percent of Connect Oregon funds
must be distributed to each of the five regions of the state, if
there are qualified projects in the region. The objective is to
improve the connections between the highway system and
other modes of transportation.
System-wide transportation
facilities.
Oregon Parks
and Recreation
Local Grants
Oregon Parks and Recreation Department administers this
program using Oregon Lottery revenues. These grants can fund
acquisition, development, and major rehabilitation of public
outdoor parks and recreation facilities. Local match is required.
Trails and other recreational
facility development or
rehabilitation.
Oregon
Transportation
Infrastructure
Bank (OTIB)
A statewide revolving loan fund is available to local
governments for many transportation infrastructure
improvements, including highway, transit, and non-motorized
projects. Most funds made available through this program are
federal; streets must be functionally classified as a major
collector or higher to be eligible for loan funding.
Infrastructure improvements
to major collectors or higher
classified roads for vehicle,
transit, and non-motorized
travel.
State Highway
Fuel Tax
Increase or User
Fee
ODOT is currently researching a state user fee for drivers to
address steady or declining state gas tax revenues. An increase
in the state gas tax or a user fee would need to pass through
state legislation and would increase the state’s transportation
funds.
System-wide transportation
facilities including streets,
sidewalks, bikeways, and
transit.
Multi-modal
Active
Transportation
Fund
This fund invests in multimodal transportation infrastructure
improvements across Oregon.
Pedestrian and bicycle-
related projects.
Safe Routes to
School (SRTS)
SRTS, administered by ODOT, focuses on infrastructure and non-
infrastructure programs to improve access and safety for
children to walk, roll, and/or bike to school.
Pedestrian and bicycle-
related projects within the
vicinity of local schools.
Oregon
Community
Paths (OCP)
This State of Oregon program combines funds from the
Multimodal Active Transportation Fund, Oregon Bicycle Excise
Tax, and federal Transportation Alternatives Program to help
communities create and maintain connections with primarily
off-street pedestrian and bicycle facilities.
Off-street pedestrian and
bicycle facilities (primarily).
ODOT Bridge
Program
ODOTs Bridge Section coordinates selection and funding of
Federal Highway Bridge Program bridges through the Local
Agency Bridge Selection Committee, a committee of city,
county, and state representatives. Local agency bridges are
prioritized using a Technical Ranking System and selected in
categories of Large (30,000+ square feet of deck area), Small
On-System, and Small Off-System.
Bridges.
ODOT
Emergency
A federal program that provides emergency funding for repair
or reconstruction of highways and roads damaged during
natural disasters or catastrophic failures. ODOT’s Maintenance
Highway and bridge repair
from natural disasters or
catastrophic failures.
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Funding
Source Description Potential Application
Operations
Program Funding
and Operations Branch administers the Emergency Operations
Program and can assist local agencies navigate the Emergency
Repair process.
Transportation
Options
The TO program focuses on implementation of the Oregon
Transportation Options Plan, including: managing demand
across the transportation system; educating students and the
public on travel options and how to safely use them;
connecting veterans, low income populations, communities of
color, and others with ways to get to and from work or school;
supporting vanpooling; and more.
Projects supporting
implementation of the
Oregon Transportation
Options Plan.
State Transit
Improvement
Fund (STIF) and
Public
Transportation
Funds
STIF is a newer dedicated source of funding under Section 122
of the House Bill (HB) 2017 Transportation Funding Package for
improving or expanding public transportation service in Oregon.
Pedestrian and bicycle
improvements that provide
connections to transit.
State Highway
Trust
Fund/Bicycle Bill
When roads are constructed or reconstructed, Oregon law
requires walkways and bikeways be provided. Additionally, all
agencies receiving State Highway Funds are required to spend
at least 1% of those funds on bicycle and/or pedestrian
infrastructure improvements (ORS 366.514). Currently, cities and
counties receive 20% and 30% of the state's highway trust funds,
respectively, which can be used for walking and biking projects
along roads.
Bicycle and pedestrian
projects.
Sidewalk
Improvement
Program (SWIP)
ODOT's SWIP builds pedestrian and bicycle facilities on state
roads and local roads that help people moving across or
around the state system.
Bicycle and pedestrian
projects.
State Funded
Local Projects
(SFLP)
SFLP trades federal funds for state funds on projects selected
under ODOT or Transportation Management Area (TMA) federal
funding programs. Federal funds are traded at a one-to-one
ratio. Local agencies are required to provide a match that is
determined by the applicable funding program. SFLP cannot
be used as match for a federal project. Funded projects are
those selected through ARTS, Enhance Local Bridge, and
potentially other STIP-funded programs.
Projects that meet state gas
tax eligibility and are
completely on the local
system. Planning projects are
not eligible.
Various Public or
Private Grant
Programs
Many public and private grant programs exist, such as People
for Bikes, that offer funding support for transportation
infrastructure. New such grant programs are formed often and
should be regularly tracked by the City.
Various depending on the
grant program.
Federal Funding Sources
Infrastructure
Investment and
Jobs Act (IIJA)
The IIJA (aka “Bipartisan Infrastructure Law,” BIL) signed into law
in November 2021 includes a five-year (FY 2022-26)
reauthorization of existing federal highway, transit, safety, and
rail programs as well as new programs (resilience, carbon
reduction, bridges, electric vehicle charging infrastructure,
wildlife crossings, and reconnecting communities) and
increased funding. Oregon will receive over $4.5 billion over the
next five years.
Projects around the state that
will benefit drivers, transit
riders, cyclists, and
pedestrians, and that help
maintain roads and bridges,
and address climate change.
Infrastructure for
Rebuilding
America (INFRA)
INFRA (known statutorily as the Nationally Significant Multimodal
Freight & Highway Projects) awards competitive grants for
multimodal freight and highway projects of national or regional
significance to improve the safety, efficiency, and reliability of
the movement of freight and people in and across rural and
urban areas.
Projects that improve safety,
generate economic benefits,
reduce congestion, enhance
resiliency, and hold the
greatest promise to eliminate
freight bottlenecks and
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Funding
Source Description Potential Application
improve critical freight
movements.
Rebuilding
American
Infrastructure
with
Sustainability
and Equity
(RAISE)
The RAISE Discretionary Grant program invests in road, rail,
transit, and port projects that promise to achieve national
objectives. RAISE can provide capital funding directly to any
public entity, including municipalities, counties, port authorities,
tribal governments, MPOs, or others in contrast to traditional
Federal programs which provide funding to very specific groups
of applicants (mostly State DOTs and transit agencies).
Road, rail, transit, and port
projects aimed toward
national objectives with
significant local or regional
impact.
National
Highway
Performance
Program (NHPP)
The NHPP provides support for the condition and performance
of the National Highway System (NHS), for the construction of
new facilities on the NHS, and to ensure that investments of
Federal-aid funds in highway construction are directed to
support progress toward the achievement of performance
targets established in a State's asset management plan for the
NHS.
NHS roads and bridges (and
non-NHS bridges so long as
bridge condition provision
requirements are satisfied).
Highway Safety
Improvement
Program (HSIP)
The HSIP is a core Federal-aid program with the purpose to
achieve a significant reduction in traffic fatalities and serious
injuries on all public roads, including non-State-owned roads
and roads on tribal land. The HSIP requires a data-driven,
strategic approach to improving highway safety on all public
roads with a focus on performance.
Safety projects.
Congestion
Mitigation and
Air Quality
Improvement
Program
(CMAQ)
CMAQ is a federally funded program for surface transportation
improvements designed to improve air quality and mitigate
congestion. CMAQ funds are apportioned annually to each
State according to the severity of its air quality problems. The
program is jointly administered by Federal Highway
Administration and the Federal Transit Administration.
All types of transportation
projects that improve air
quality and mitigate
congestion. (Historic, periodic
source of revenue for the
City.)
Transportation
Alternatives (TA)
The BIL continues the TA set-aside from the STBG program.
Eligible uses of the set-aside funds include all projects and
activities that were eligible under the previous spending bill. This
encompasses a variety of smaller-scale transportation projects.
Pedestrian and bicycle
facilities, recreational trails,
safe routes to school projects,
community improvements
such as historic preservation
and vegetation
management, and
environmental mitigation
related to stormwater and
habitat connectivity.
Federal Lands
Access Program
(FLAP)
The Federal Lands Access Program (Access Program) was
established to improve transportation facilities that provide
access to, are adjacent to, or are located within Federal lands.
The Access Program supplements State and local resources for
public roads, transit systems, and other transportation facilities,
with an emphasis on high-use recreation sites and economic
generators.
Projects accessing high-use
Federal recreation sites or
Federal economic
generators.
Congressionally
Directed or
Discretionary
Funds
Congressionally Directed funds may be received through either
highway program authorization or annual appropriation
processes. These funds are generally described as
“demonstration” or “earmark” funds.
Highway freight projects on
the National Highway Freight
Network, NHS highway/bridge
projects/project in National
Scenic Areas, freight
rail/intermodal/port projects,
rail-highway grade crossings
or grade separation projects.
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Funding
Source Description Potential Application
National
Highway Freight
Program (NHFP)
The NHFP was created by the FAST Act to invest in freight
projects on the National Highway Freight Network. This program
is apportioned to States by formula and a State must have had
a freight plan in place beginning FY 2018 in order to receive
formula funding.
Construction, operational
improvements, freight
planning, and performance
measures.
Surface
Transportation
Block Grant
Program (STBG)
The STBG is the federal-aid highway program with the broadest
eligibility criteria. States and MPOs obligating these funds are to
develop a competitive process for local public entities to submit
projects for funding. STBG funds are formula funds allocated by
ODOT based on population.
Any federal-aid highway,
bridge projects on any public
road, transit capital projects,
routes for nonmotorized
transportation, and
bridge/tunnel inspection and
inspector training. (Historic,
periodic source of revenue for
the City.)
Transportation
Infrastructure
Finance and
Innovation Act
Program (TIFIA)
The TIFIA program provides secured loans, loan guarantees, and
lines of credit for major surface transportation projects. Loans
must be repaid with 35 to 75 years with a dedicated revenue
stream, typically a project-related user fee, such as a toll.
Oregon can use its NHPP and STBG funds to pay the
administrative and subsidy costs of the program. Discretionary
INFRA grants can also be used to pay these costs. The minimum
amount of TIFIA assistance is $15 million for intelligent
transportation system projects, $10 million for transit-oriented
development projects, and $10 million for local government
projects.
TIFIA funds may be used to
capitalize state infrastructure
banks and to build
infrastructure in support of
transit-oriented development.
Tolling
Public authorities may impose tolls on single occupant vehicles
for access to high occupancy vehicle (HOV) lanes. States may
use congestion pricing on tolled road segments. Tolls are
important revenue streams for many public-private partnerships
and alternative financing mechanisms. FHWA does not regulate
toll rates.
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Kittelson & Associates, Inc.
Technical Memorandum
INTRODUCTION
The City of Central Point (City) is in the process of amending its 2008 Transportation System Plan (2008 TSP)
to incorporate several new transportation system improvement projects needed to support growth within
the recently adopted Urban Growth Boundary (UGB) expansion area. As part of the amendment, the City
is interested in reviewing how the TSP addresses the needs of historically transportation disadvantaged
populations within the community and how to better incorporate equity into the planning process.
This memorandum summarizes information on historically transportation disadvantaged populations within
Central Point and identifies projects in the 2008 TSP that will serve areas with relatively high concentrations
of these populations. This memorandum also identifies the criteria used to prioritize projects in the 2008 TSP
and proposes an approach to incorporate equity into the TSP amendment. The information provided in this
memorandum will be used to update the priorities of existing projects in the 2008 TSP as well as develop
priorities for new projects associated with the UGB expansion. As indicated below, the priorities will be
refined based on input from the project team and project advisor committee.
TRANSPORTATION DISADVANTAGED
This section summarizes information on historically transportation disadvantaged populations within Central
Point and describes the process of developing transportation disadvantage index (TDI) scores by census
block group.
Transportation Disadvantaged Populations
Historically transportation disadvantaged populations within Central Point include older adults, youth,
people of color, people with limited English proficiency, people with low incomes, and people with
disabilities. These people often live in households without access to personal vehicles and in crowed
households. As a result, these people tend to rely on walking, biking, and taking public transit for daily
travel.
Demographic Information was obtained for Central Point, Jackson County, and Oregon from the American
Community Survey (ACS) 5-year estimates (2016-2020). The data include the total population/households
and percent of total population/households for each of the demographics used to identify transportation
disadvantaged populations. Table 1 summarizes the data for Central Point, Jackson County, and Oregon.
851 SW 6th Avenue, Suite 600
Portland, OR 97204
P 503.228.5230
September 21, 2022 Project# 27860.0
To: Matt Samitore and Stephanie Holtey
City of Central Point
140 S 3rd Street
Central Point, OR 97502
From: Matt Bell, Miranda Barrus, PE, Susan Wright, PE, PMP, Kittelson & Associates, Inc.
Project: Central Point Transportation System Plan
RE: Final Tech Memo #3: Equity Analysis (Task 3.1)
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Table 1: Transportation Disadvantaged Populations
Demographics
Central Point Jackson County Oregon
Population
% of Total
Population Population
% of Total
Population Population
% of Total
Population
Total Population 18,648 100.0% 218,781 100.0% 4,176,346 100.0%
65 and Over 2,937 15.7% 48,119 22.0% 734,932 17.6%
17 and Younger 4,352 23.3% 44,937 20.5% 867,076 20.8%
Non-white or Hispanic 1,696 9.1% 21,431 9.8% 727,265 17.4%
Limited English Proficiency 273 1.6% 6,387 3.1% 216,654 5.5%
200% of Poverty 5,161 27.8% 71,301 32.9% 1,199,723 29.3%
Disability 2,205 11.9% 33,206 15.4% 589,248 14.4%
Demographics Households
% of Total
Households Households
% of Total
Households Households
% of Total
Households
Households 7,198 100.0% 89,690 100.0% 1,642,579 100.0%
No Vehicle Households 469 6.5% 5,413 6.0% 88,692 5.4%
Crowded Households 237 3.3% 3,264 3.6% 53,366 3.2%
As shown in Table 1, Central Point has a smaller percentage of older adults, people of color, people with
limited English proficiency, people with low incomes, and people with disabilities than Jackson County and
the state of Oregon as a whole. Figures 1A-1H in Attachment A illustrate demographic information by
census block group. The following section describes the process by which the demographic information
was combined to develop TDI scores for Central Point and the surrounding area.
Transportation Disadvantaged Index
The TDI is a culmination of the demographic information used to identify transportation disadvantaged
populations. The TDI score is calculated at the census block group level as the sum of people 65 and over,
17 and younger, who are non-white or Hispanic, with limited English proficiency, living in 200% of poverty,
with a disability, living in households without access to a personal vehicle, and in crowded households,
divided by total population of the census block group. People fitting into multiple categories are counted
multiple times (e.g., a non-white individual with limited English proficiency that earns less than 200% of
poverty would be counted multiple times). The higher the score, the more disadvantaged the population is
with respect to transportation. The equation used to develop the TDI score is shown below:
= + ℎ + 1.5 + + + ℎ + +
!
Where:
Pop = Total population
Eld = # of people 65 and over
Yth = # of people 17 and younger
NH = # of non-white or Hispanic people – this value is multiplied by 1.5 to emphasize this population
LEP = # of people with limited English proficiency, or speak English less than “Very Well”
Pov = # of people with income less than 200% of poverty level
Dis = # of people with a disability
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HH = Average Oregon household size*
Veh = # of households with 0 vehicles*
Crwd = # of households with more than 1.0 occupants per room*
*Data at the household level is multiplied by the average household size for each block group (2.51).
Figure 1 illustrates the TDI scores by census block group for Central Point and the surrounding area. As
shown, the area with the highest concentration of transportation disadvantaged populations is located
south of Pine Street between Front Street (OR 99) and 7th Street. This area includes commercial, mixed-use
residential/commercial, multi-family residential, and single-family residential uses. Other areas with relatively
high TDI scores are located throughout the city and generally include multi-family and single-family
residential uses. The following section highlights transportation improvement projects in the current TSP that
will improve transportation facilities and services within these areas.
2008 TSP Projects in Areas with High TDI Scores
The 2008 TSP includes several projects that will improve transportation facilities and services within areas
with high concentrations of transportation disadvantaged populations, or with high TDI scores. Table 2
summarizes the projects that serve the area described above with the highest TDI score.
Table 2: 2008 TSP Projects
Ref.
No. Project Location Project Description Priority
Project
Status
215 Hwy. 99, Project
No. 3
Pedestrian crossings, streetscape improvements &
traffic calming Tier 1 (Mid Term) Partially
Complete
217 E. Pine St. & 2nd St.
& 6th St. & 3rd St
Traffic calming, remove 4th St. signal, add new
signals at 2nd and 6th St., remove 3rd. St. signal
and install median control.
Tier 1 (Mid Term) Complete
225 Hwy. 99: Phase 3 Widen to provide bike lanes & sidewalks. Tier 1 (Long Term) Incomplete
228 E. Pine Street
traffic calming
Misc. enhancements such as bulb-outs, cross-walks,
signals, etc. that improve the pedestrian
environment along Pine Street
Tier 1 (Long Term) Complete
247 3rd St.; E. Pine St. to
Ash St.
Construct sidewalks, repair curb & gutter. Tier 2 Incomplete1
249 4th St.; Ash St. to
Cedar St.
Construct sidewalks, repair curb & gutter. Tier 2 Incomplete1
250 Ash St.; Hwy. 99 to
Freeman Rd.
Construct sidewalks, repair curb & gutter. Tier 2 Incomplete1
251 Oak St. Hwy. 99 to
Freeman Rd.
Construct sidewalks, repair curb & gutter. Tier 2 Incomplete1
1. Project will likely be completed by private developers as new development or significant redevelopment occurs within
the adjacent properties.
As shown in Table 2, there are several projects in the 2008 TSP that will serve the area with the highest TDI
score. Most of the projects will improve pedestrian and bicycle access and circulation within the area, half
the projects are identified as Tier 1, and the other half are identified as Tier 2. The following section identifies
how projects were prioritized in the 2008 TSP and presents potential opportunities to update the process for
the TSP amendment.
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Scenic Ave
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Grant Rd
Table Rock Rd
Biddle Rd
Beebe Rd
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Figure 1
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesTransportationDisadvantaged Index
0.90 - 1.07
1.08 - 1.23
1.24 - 1.37
1.38 - 1.56
1.57 - 2.10
Central Point City Boundary
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2008 TSP Project Prioritization
Projects in the 2008 TSP were prioritized based on several criteria. Per the 2008 TSP, these criteria reflect the
City’s Strategic Plan, the Comprehensive Plan, the Regional Transportation Plan (RTP), and the Statewide
Transportation Improvement Program (STIP). Many of these plans have been updated since adoption of
the 2008 TSP and now emphasize the importance of incorporating equity into the planning process. The
criteria are included in Chapter 12 (Transportation System Financing Program) and summarized below.
1. Safety – Projects that improve the safety of the City’s transportation system. This includes all modes of
transportation.
2. RTP Benchmarks – Projects that facilitate compliance with the RTP Benchmarks.
3. Economic Development – Projects that reinforce the City’s economy, either through improvements to
freight routes, or improvements that facilitate development of land uses that support the City’s
employment base.
4. Regional Coordination – Projects undertaken in coordination with the State, County, and/or City of
Medford.
5. Livability – Projects that improve the City’s livability through maintenance of minimum levels of
service, connectivity, and modal choice.
6. Cost/Benefit – Projects that demonstrate cost effectiveness in relationship to benefits derived.
Projects in the 2008 TSP are identified as either Tier 1 or Tier 2 projects. Tier 1 projects have the highest priority
and are further organized into short, medium, and long-term timeframes. Tier 1 projects are financially
constrained, which means they are expected to be funded within the planning horizon (2030). Tier 2
projects are those that are needed eventually but are unlikely to be funded within the TSP planning horizon.
Per the 2008 TSP, Tier 2 projects can advance to Tier 1 as funds become available or priorities change.
Advancing a Tier 2 project requires an amendment to the TSP with justification for the advancement.
Project Prioritization with Equity Criterion
Many of the 2008 TSP projects are complete and need to be removed from the project lists. The remaining
projects need to be re-prioritized along with the new projects associated with the UGB expansion and
identified as either Tier 1 or Tier 2 projects in the TSP amendment. As indicated above, the 2008 TSP
prioritization process includes six criteria. However, given recent changes in state, regional, and local
policies, equity will be included as a seventh criteria in the TSP amendment. The definition for equity is
provided below.
7. Equity – Projects that enhance mobility within areas that have relatively high concentrations of
transportation disadvantaged populations.
All other criteria will remain in the prioritization process and will continue to be considered equally. For
example, a project that addresses a safety issue and facilitates compliance with RTP benchmarks will be
scored the same as a project that enhances livability in an area with a high concentration of
transportation disadvantaged populations. The prioritization process will also continue to be qualitative in
nature and consider how well projects address the criteria.
Projects that best address the criteria will be given highest priority. The highest priority projects that can
reasonably be funded within the planning horizon (2030) will be identified as Tier 1 and the remaining
projects will be identified as Tier 2. The final project priorities will be updated based on input from the
project team and project advisory committees.
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Attachment A Demographic Information
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Grant Rd
Table Rock Rd
Biddle Rd
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Figure 1A
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesPeople 65 and Over
11 - 78
79 - 224
225 - 289
290 - 455
456 - 696
Central Point City Boundary
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Figure 1B
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesPeople 17 and Younger
0 - 126
127 - 360
361 - 643
644 - 961
962 - 1682
Central Point City Boundary
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Figure 1C
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesPeople Non-White orHispanic
0 - 42
43 - 219
220 - 420
421 - 787
788 - 1576
Central Point City Boundary
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Figure 1D
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesPeople with LimitedEnglish Proficiency
0 - 10
11 - 26
27 - 68
69 - 123
124 - 305
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N 3Rd St
W Vilas Rd
Bursell Rd
S Fro
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ogue Valley H
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Gebhard
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Grant Rd
Table Rock Rd
Biddle Rd
Beebe Rd
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Figure 1E
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesPeople with a Disability
9 - 69
70 - 193
194 - 273
274 - 394
395 - 780
Central Point City Boundary
123
§¨¦5
Taylor Rd
M
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Upton Rd
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W Vilas Rd
Bursell Rd
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R
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N 2N
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Peninger Rd
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Hopkins RdW Pine St
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Hamrick Rd
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Grant Rd
Table Rock Rd
Biddle Rd
Beebe Rd
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Figure 1F
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesPeople at 200% ofPoverty Level
18 - 223
223 - 475
475 - 742
743 - 1120
1120 - 1561
Central Point City Boundary
124
§¨¦5
Taylor Rd
M
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R
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Beall Ln
N 10Th St
Upton Rd
M aple St
N 3Rd St
W Vilas Rd
Bursell Rd
S Fro
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N 2N
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Hopkins RdW Pine St
Gebhard
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Hamrick Rd
E Pine St
Grant Rd
Table Rock Rd
Biddle Rd
Beebe Rd
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Figure 1G
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesHouseholds with NoVehicle Access
0 - 15
16 - 50
51 - 83
84 - 113
114 - 248
Central Point City Boundary
125
§¨¦5
Taylor Rd
M
erri
m
a
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R
d
Beall Ln
N 10Th St
Upton Rd
M aple St
N 3Rd St
W Vilas Rd
Bursell Rd
S Fro
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Fr
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N 2N
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Scenic Ave
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Gebhard
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Hamrick Rd
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Grant Rd
Table Rock Rd
Biddle Rd
Beebe Rd
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Wilson Rd
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Figure 1H
Transportation Disadvantaged IndexCentral Point, Oregon
[0 0.5MilesOver CrowdedHouseholds
0
1 - 23
24 - 44
45 - 120
121 - 208
Central Point City Boundary
126
Kittelson & Associates, Inc.
Technical Memorandum
INTRODUCTION
This memorandum presents an updated list and transportation system improvement projects for the Central
Point Transportation System Plan (TSP) amendment. The list has been updated to remove projects that are
complete and incorporate projects from the Urban Growth Boundary (UGB) Expansion project as well as
relevant projects from the Rogue Valley Regional Transportation Plan (RTP) and other recent planning
efforts completed since adoption of the current TSP. The list has also been updated to reflect changes in
the priorities of existing projects and assignment of priorities to the new projects. While the projects are
relatively fixed and based on prior planning and technical analysis work, the priorities will be updated
based on input from the project team and the project advisory committee.
URBAN GROWTH BOUNDARY EXPANSION
The City of Central Point (City) recently completed an Urban Growth Boundary (UGB) expansion project
that brought several hundred acres of land into the UGB. As part of the project, the City conducted a
traffic impact analysis (TIA) to evaluate the impact of the UGB expansion on the transportation system and
to identify potential improvements needed to support growth in the UGB expansion areas. The analysis
includes an evaluation of year 2039 build and no-build traffic conditions (with and without the UGB
expansion). The year 2039 build scenario evaluated several new street connections and 35 study
intersections (new and existing). Attachment A contains Figure 1 from the TIA which illustrates the UGB
expansion areas, new street connections, and study intersections.
The results of the analysis highlight the need for improvements at two intersections under year 2039 no-build
traffic conditions (without the UGB expansion) and four intersections under 2039 build traffic conditions
(with the UGB expansion). The analysis also highlights the need for additional transportation facilities to
support growth within the UGB expansion areas, including new street connections and improvements at
several intersections (new and existing). The following summarizes the improvements:
Upton Road / Scenic Avenue (#3): this existing two-way stop-control intersection would require
conversation to a traffic signal or roundabout to support future traffic volumes.
Gebhard Road / Wilson Road (#6): this existing two-way stop-control intersection would require
conversion to all-way stop-control to support future traffic volumes.
Grant Road / Twin Creeks Crossing (#20): this existing three-leg, two-way stop-control intersection
would include a fourth leg on the west side and require conversion to all-way stop-control to support
future traffic volumes.
851 SW 6th Avenue, Suite 600
Portland, OR 97204
P 503.228.5230
September 21, 2022 Project# 27860.0
To: Matt Samitore and Stephanie Holtey
City of Central Point
140 S 3rd Street
Central Point, OR 97502
From: Matt Bell, Miranda Barrus, PE, Susan Wright, PE, PMP, Kittelson & Associates, Inc.
Project: Central Point Transportation System Plan
Subject: Final Tech Memo #3: Capital Improvement Project List
127
September 21, 2022 Page 2
Final Tech Memo #3: Capital Improvement Project List RVMPO Regional Transportation Plan
Kittelson & Associates, Inc.
Taylor Road / Grant Road (#21): this existing three-leg, two-way stop-control intersection would include
a fourth stop-controlled leg on the south side and maintain shared movements at all approaches.
Grant Road / CP-6A (#26): this new intersection would be a three-leg, two-way stop-control
intersection with a stop-controlled west leg intersecting with Grant Road and have shared movements
on all approaches.
Gebhard Road / Pine Street (#27): this new intersection would require a traffic signal, a third
westbound through lane (beginning east of Table Rock Road and extending to the I-5 northbound
ramps), dual eastbound and southbound left-turn lanes, and dedicated westbound and northbound
left-turn lanes to support future traffic volumes (all right-turn movements are shared).
Gebhard Road / Beebe Road (#31): this new four-leg intersection is recommended to be a
roundabout to support future traffic volumes.
Gebhard Road / Local Gebhard Road (#32): this new intersection would be a three-leg, single-lane
roundabout with an east leg intersecting with Gebhard Road and shared movements on all
approaches.
Additionally, four new street connections would be required to support growth within the UGB expansion
areas create some of the new intersections listed above:
Gebhard Road Extension/Realignment: a new collector street connection would be provided
between Gebhard Road (north of Beebe Road) and Pine Street (west of Hamrick Road), crossing
Beebe Road. This new collector street includes new intersections at Pine Street (#27), Beebe Road
(#31), and Gebhard Road (#32).
Beebe Road Extension: a new collector street connection would be provided between Peninger Road
(north of Pine Street) and Gebhard Road, tying into the existing Beebe Road alignment. This new
collector street includes new intersections at Peninger Road (#28), CP-3 (#29), and Local Gebhard
Road (#30)as well as a new bridge over Bear Creek.
Grant Road Extension/Realignment: a new collector street connection would be provided between
Taylor Road (at the intersection with Grant Road) and Grant Road south of Taylor Road by tying into
the existing alignment. This new collector street includes an intersection project at Taylor Road (#21).
Gebhard-Upton Connector (near blue grass): a new collector street connection would be provided
between Gebhard Road and Upton Road. This new collect street includes intersections at Gebhard
Road (#33) and Upton Road (#34).
In addition to the projects described above, the City intends to assume ownership of the following
roadways currently under Jackson County jurisdiction (also shown in Error! Reference source not found.).
Projects associated with each of these roadways are in the current TSP but may need to be modified to
meet City standards.
Beebe Road: Hamrick Road to Gebhard Road
Gebhard Road: Beebe Road to Wilson Road
Grant Road: Twin Creeks Crossing to Beall Lane
Taylor Road: Silver Creek Drive to the proposed westerly UGB boundary
The projects show in Figure 1 and described above will be incorporated in the TSP amendment as
applicable.
RVMPO REGIONAL TRANSPORTATION PLAN
The Rogue Valley Regional Transportation Plan (RTP) is a long-range multimodal plan designed to meet
anticipated needs within the Rogue Valley Metropolitan Planning Organization (RVMPO) boundary through
the year 2045. The RVMPO boundary includes many Rogue Valley cities, including Central Point. The
projects within the RTP typically reflect projects identified in TSPs of the local agencies, such as Central
Point, to promote consistent planning across the region. All but one project listed in the RTP for Central Point
128
September 21, 2022 Page 3
Final Tech Memo #3: Capital Improvement Project List Jackson County TSP
Kittelson & Associates, Inc.
is included in the Central Point TSP. The outstanding project is shown in Table 1. This project will be
incorporated in the TSP amendment as applicable.
Table 1: RVMPO RTP Projects Relevant to Central Point
# Location Type Description Status
Cost
(1,000) Priority
CP-
007
Hanley Rd from
Brandon St to Beall Ln Widen Widen to add center turn lane, bike
lanes, sidewalks (no new travel lanes)
Not
Complete $3,287 Long-
Range
JACKSON COUNTY TSP
Transportation projects identified on Jackson County facilities within incorporated areas are typically
reflected in both the County TSP and TSPs of the incorporated areas to promote consistent planning. The
Jackson County TSP identifies projects throughout the county to address needs anticipated through the
year 2038, including for facilities in and around Central Point. The County’s TSP is currently undergoing an
update as many of its high priority projects have been completed since its adoption in 2017. The County
TSP projects summarized in Table 2 are those that have not yet been completed and those not identified in
the Central Point TSP but may be relevant to the City. These projects will be incorporated in the TSP
amendment as applicable.
Table 2: Jackson County TSP Projects Relevant to Central Point
# Location Type Description Status
Cost
(1,000) Priority
U27
Table Rock Rd from
Biddle Rd to north
Medford City limits
Bike Lanes
and
Sidewalks
Install enhanced bicycle and
pedestrian facilities
Not
Complete $850
Tier 1
(Long-
term)
S28
Upton Rd from
Peninger Rd to Old
Upton Rd
Enhanced
Shoulders
Install enhanced bike and
pedestrian facilities
Not
Complete $535 Tier 2
S91
Upton Rd from Old
Upton Rd to Gibbon
Rd
Shoulders Install 6-foot shoulders consistent
with rural major collector standards
Not
Complete $3,705 Tier 2
U40
E Pine St from I-5 NB
Ramp to Hamrick
Rd
Bike Lanes
and
Sidewalks
Install enhanced bike and
pedestrian facilities (this project is
also project #4 in the Rogue Valley
Active Transportation Plan and
how it is being acknowledged in
the updated Jackson County TSP)
Not
Complete $3,500 Tier 3
R46 Hanley Rd from W
Pine St to Beall Ln Widen Widen to 3-lane urban minor
arterial standard
Not
Complete $2,200 Tier 2
I12 Bursell Rd / Beall Ln
Traffic signal
/
Roundabout
Install a traffic signal or roundabout
when warranted
Not
Complete $250
Tier 1
(Long-
Term)
I14 Beall Ln / Hanley Rd
Traffic signal
/
Roundabout
Install a traffic signal or roundabout
when warranted
Not
Complete $250 Tier 3
129
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Final Tech Memo #3: Capital Improvement Project List RVTD Transit Master Plan
Kittelson & Associates, Inc.
# Location Type Description Status
Cost
(1,000) Priority
R42
Beall Ln from Front
St (OR 99) to Hanley
Rd
Widen Widen to 3-lane urban major
collector standard
Not
Complete $5,710 Tier 3
RVTD TRANSIT MASTER PLAN
The Rogue Valley Transportation District (RVTD) Transit Master Plan (TMP) is a framework for providing transit
and related services to the Rogue Valley through the year 2042. The TMP specifically identifies various
services for Central Point, including:
The Central Point Circulator is an 8-mile bus route planned for the near-term (year 2027) within the TSP
planning horizon to operate along Biddle Road, Pine Street, Front Street, Beall Lane, Hanley Road, and
Hamrick Road at 40-minute frequencies Monday through Sunday.
The High-Capacity Transit (HCT) Central Point Route is an 11-mile bus route planned for the long-term
(year 2042) beyond the TSP planning horizon to operate along OR 99 between Medford and Central
Point at 10-minute frequencies every day of the week.
Although not capital projects, these planned services could have implications for finalizing the updated TSP
capital improvement project priorities, including with incorporating the new Equity Criterion into the
prioritization process.
CENTRAL POINT TSP
The Central Point Transportation System Plan (TSP) includes a comprehensive list of projects with associated
costs and priorities. The projects are organized into two tiers. The Tier 1 projects are those that are expected
to be funded over the planning horizon and are further organized into short-, medium-, and long-term
projects. The Tier 2 projects are those that are needed, but funding is either not available or their need
extends beyond the planning horizon. Table 3 summarizes the Tier 1 and Tier 2 projects as shown in the
current TSP and indicates their current project status. Attachment B contains Figures 7.3-7.5 from the 2008
TSP that illustrate the location of the Tier 1 (short-, medium-, and long-term projects).
Table 3: TSP Tier 1 and Tier 2 Project Lists
Ref.
No. Project Location Project Description
Total Project
Cost
Project
Status
Tier 1 (Short-Term)
201 New Haven Rd /
Hamrick Rd
Install traffic signal for pedestrian crossing
when warranted by traffic volumes and/or
pedestrian activity
$376K Complete
202 OR 99 / Twin Creeks Dr
RR-Xing
New signal at intersection and new railroad
crossing at Twin Creeks Dr $1.9M Complete
203 OR 99 (Project 1)
Traffic Calming
Landscape medians, crosswalks, off-street
pathways, bike lanes, and sidewalks $350K Complete
130
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Final Tech Memo #3: Capital Improvement Project List Central Point TSP
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Total Project
Cost
Project
Status
204 S Haskell St from Pine
St to Ash St
Widen to three lanes with curb, gutter, bike
lanes, and sidewalks $938K Partially
complete
205 10th St-Freeman Rd /
Pine St
Add protective-permissive phasing to
eastbound and westbound left-turn
movements
$19K Not complete
206 OR 99 (Project 2)
Traffic Calming
Pedestrian crossings, on-street parking,
streetscape improvements, and traffic
calming in vicinity of Rogue Creamery
$395K Complete
207 10th St from Hazel St to
Lathrop Dr
Widen to add turn lane with bike lanes and
sidewalks $1.7M Not complete
208
Oak St from 2nd St to
3rd St and 1st St from
Manzanita St to Laurel
St
Improve alleys and parking facility $717K Not Complete
209
Beebe Rd from
Gebhard Rd to
Hamrick Rd
Widen to collector standards with sidewalks
and bike lanes $1.5M Not complete
Tier 1 (Medium-Term)
210 Pine St /
Meadowbrook Dr
Restrict intersection movements to right-in,
right-out, left-in $135K
County
jurisdiction (not
feasible)
211 Beebe Rd / Hamrick
Rd Add traffic signal for pedestrian crossing $647K Not complete
212 OR 99 (Project 4) Cupp Street gateway $375K Not complete
213 Table Rock Rd / S
Hamrick Rd Add traffic signal $350K
County
jurisdiction (not
feasible)
214
Scenic Ave from
Mary’s Way to Scenic
Middle School
Widen to three lanes, bike lanes, and
sidewalks $584K Partially
complete
215 OR 99 (Project 3) Pedestrian crossings, streetscape
improvements, and traffic calming $175K Complete
216 Pine St / Hamrick Rd
Widen west and south approaches to add a
second eastbound left-turn lane and second
receiving lane. Restripe northbound
approach to include dual left turns and a
single shared through-right turn lane. Restripe
southbound approach to include a left turn,
through, and exclusive right-turn lanes
$582K
Scheduled for
construction
(2022)
Tier 1 (Long-Term)
217 Pine St / 2nd St and 6th
St / 3rd St
Traffic calming, remove 4th St signal, add new
signals at 2nd St and 6th St, remove 3rd St signal
and install median control
$1.8M Complete
218 Pine St / Table Rock
Rd
Widen west approach to add second
eastbound left-turn lane $501K County
jurisdiction (IGA)
131
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Final Tech Memo #3: Capital Improvement Project List Central Point TSP
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Total Project
Cost
Project
Status
219 Table Rock Rd / Vilas
Rd
Widen to increase capacity, add eastbound
lane, and shared through-right turn
movement
$800K Not complete
220 Gebhard Rd from UGB
to Beebe Rd
Realign, widen to three lanes, bike lanes,
sidewalks, urban upgrade (collector
standards)
$4.5M Not Complete
221 OR 99 / Beall Ln Realign and upgrade signals and railroad
crossing, urban upgrade $3.4M State / County
Jurisdiction
222 3rd St from Pine St to
Hazel St Add bike lanes and sidewalks $242K Not complete
223 Hazel St from 3rd St to
10th St Pave and improve, adding sidewalks $490K Not complete
224
Scenic Ave from 10th
St to Scenic Middle
School
Widen to three lanes, bike lanes, sidewalks
(collector standards) $510K Complete
225 OR 99 (Phase 3) Widen to provide bike lanes and sidewalks $450K Partially
complete
226 Pine St from I-5 to
Peninger Rd Add right-turn lane with sidewalks $126K Complete
227 Pine St from Hanley Rd
to Haskell St
Widen to three lanes (continuous turn lane),
bike lanes, sidewalks, urban upgrade $1.5M Not complete
228 Pine Street Traffic
Calming
Miscellaneous enhancements such as bulb-
outs, crosswalks, signals, etc. that improve the
pedestrian environment
$3.8M Complete
229 2nd St from Pine St to
Hazel St
Add bike lanes and sidewalks, redesignate as
one-way southbound $250K Complete
230 OR 99 / Scenic Ave Install a traffic signal when signal warrants are
met $2.7M
State jurisdiction
(scheduled for
2022/23
construction)
231 Scenic Ave from OR
99 to Grant Rd
Widen to three lanes, bike lanes, sidewalks
(box culvert developer driven) $2.7M Not complete
232 Taylor Rd from Grant
Rd to Silver Creek Dr
Widen to three lanes, bike lanes, sidewalks,
urban upgrade, two culvert crossings $53K Not complete
Tier 2
233
Pine St from Hamrick
Rd to Bear Creek
Bridge
Widen for deceleration/acceleration lanes,
bike lanes, and sidewalks $800K County
Jurisdiction (IGA)
234
East/West Hamrick Rd
Extension (South of
Pine St)
Extend Hamrick Rd westerly to intersect with
Peninger Rd (collector standards) $1.2M Not Complete
235 Freeman Rd from
Hopkins Rd to Beall Ln Rebuild to collector standards $31K Not Complete
132
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Final Tech Memo #3: Capital Improvement Project List Central Point TSP
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Total Project
Cost
Project
Status
236
E Pine St from Bear
Creek Bridge to
Peninger Rd
Widen for turn lanes, bike lanes, sidewalks,
and third lane $120K County
Jurisdiction
237 Freeman Rd from Oak
St to Hopkins Rd
Widen to three lanes (continuous turn lane),
bike lanes, sidewalks, urban upgrade $1.2M Complete
238 10th St from Pine St to
Hazel St
Widen to add continuous turn lane, bike
lanes, and sidewalks $6.0M Partially
Complete
239 Grant Rd from Scenic
Ave to Taylor Rd
Realign, widen to three lanes, bike lanes,
sidewalks, urban upgrade $7.3M Not Complete
240 Peninger Rd Extension,
South
Extend Penninger Rd from Pine St south across
Bear Creek to Hamrick Rd and construct new
bridge across Bear Creek
$146K Not Complete
241 3rd St from Hazel St to
Scenic Ave
Widen to three lanes, bike lanes, sidewalks,
urban upgrade (collector standards) $7.3M Complete
242 Grant Rd from Taylor
Rd to Beall Ln
Realign, widen to three lanes, bike lanes,
sidewalks, urban upgrade (collector
standards)
$1.5M Not Complete
243 Bursell Rd from Beall Ln
to Hopkins Rd
Urban upgrade; two lanes, bike lanes,
sidewalks $2.5M Not Complete
244 Upton Rd from Scenic
Ave to Raymond St
Widen to rural two lanes with bike lanes and
sidewalks $1.6M Not Complete
245 Peninger Rd
Extend Peninger Rd from Pine St north across
Bear Creek to Beebe Rd and remove signal
at Penninger Rd / Pine St and construct
bridge across Bear Creek. Extend Peninger Rd
south across Bear Creek to intersect with
Hamrick Rd.
$10.6M Not Complete
246 Freeman Rd / Hopkins
Rd Install new signal $175K Not Complete
247 3rd St from Pine St to
Ash St Construct sidewalks, repair curb and gutter $250K Not Complete
248 Maple St from OR 99
to 10th St Construct sidewalks, repair curb and gutter $504K Not Complete
249 4th Street from Ash St
to Cedar St Construct sidewalks, repair curb and gutter $128K Not Complete
250 Ash St from OR 99 to
Freeman Rd Construct sidewalks, repair curb and gutter $469K Not Complete
251 Oak St from OR 99 to
Freeman Rd Construct sidewalks, repair curb and gutter $558K Not Complete
252 Rachel Dr from
Saxbury Dr to Pine St Construct sidewalks, repair curb and gutter $261K Not Complete
253 Saxbury Dr from Brad
Way to Rachel Dr Construct sidewalks, repair curb and gutter $187K Not Complete
254 Brad Way from Taylor
Rd to Saxbury Dr Construct sidewalks, repair curb and gutter $250K Not Complete
133
September 21, 2022 Page 8
Final Tech Memo #3: Capital Improvement Project List Updated Capital Improvement Project List
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Total Project
Cost
Project
Status
255 Pine St from I-5 to
Table Rock Rd
Widen to add third westbound through lane
from east of Table Rock Rd to I-5 SB off-ramp $7.0M County
Jurisdiction
As shown in Table 3, several of the projects in the current TSP are complete, partially complete, scheduled
to be completed soon, are being funded by others, and/or have a dedicated funding source. Projects that
are complete will be removed from the TSP amendment while the remaining projects will remain or be
modified per direction provided by the City. As presented in the following section, the Tier 1 project list will
be constrained by the Ideal Funding Forecast Scenario (Scenario 3 from Tech Memo #1) of $13.4 million, as
recommended by the Project Management Team (PMT) and Citizens Advisory Committee (CAC).
UPDATED CAPITAL IMPROVEMENT PROJECT LIST
Table 4 presents the updated capital improvement project list for the TSP amendment. As indicated above,
project that are completed have been removed, project that are partially complete have been revised,
and the project costs associated with projects that have a dedicated funding source, such as urban
renewal, have been changed to $0, and the cut-off between Tier 1 and Tier 2 projects has been
determined by the Ideal Funding Forecast Scenario of $13.4 million.
Table 4: Updated Capital Improvement Project List
Ref.
No. Project Location Project Description
Project
Cost
Project
Update
Tier 1 (Short-Term)
204 S Haskell St from Pine
St to Ash St Add bike lanes and sidewalks $250K
Updated project
description and
project cost
205 10th St-Freeman Rd /
Pine St
Add protective-permissive phasing to
eastbound and westbound left-turn
movements
$100K1
Fully funded –
removed project
cost except for
City match
207 10th St from Hazel St to
Lathrop Dr
Widen to add turn lane with bike lanes and
sidewalks $550K1
Fully funded –
removed project
cost except for
City Match
209
Beebe Rd from
Gebhard Rd to
Hamrick Rd
Widen to collector standards with sidewalks
and bike lanes $02
Will be funded by
urban renewal –
removed project
cost
220 Gebhard Rd from UGB
to Beebe Rd
Realign, widen to three lanes, and install
separated bike-ped path on west side $4.5M
Moved from
Tier 1 (Long-Term)
project list and
updated project
description
256 Upton Road / Scenic
Avenue Install a roundabout $800K New Project
134
September 21, 2022 Page 9
Final Tech Memo #3: Capital Improvement Project List Updated Capital Improvement Project List
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Project
Cost
Project
Update
257 Beebe Road Extension Extend Beebe Road west to Peninger Road –
project includes a bridge over Bear Creek $5.0M2
New $10.0M
Project partially
funded by Urban
Renewal
Tier 1 (Medium/Long-Term)
211 Beebe Rd / Hamrick
Rd Add traffic signal $647K No Change
212 OR 99 (Project 4) Cupp Street gateway $02
Will be funded by
urban renewal –
removed project
cost
214
Scenic Ave from
Mary’s Way to Scenic
Middle School
Add bike lanes and sidewalks $250K
Updated project
description and
project cost
216 Pine St / Hamrick Rd
Widen west and south approaches to add a
second eastbound left-turn lane and second
receiving lane. Restripe northbound
approach to include dual left turns and a
single shared through-right turn lane. Restripe
southbound approach to include a left turn,
through, and exclusive right-turn lanes
$01
Scheduled for
construction
(2022)- removed
project cost
258 Gebhard Road / Pine
Street
Install a traffic signal, a third westbound
through lane (beginning east of Table Rock
Road and extending to the I-5 northbound
ramps), dual eastbound and southbound left-
turn lanes, and dedicated westbound and
northbound left-turn lanes to support future
traffic volumes when the Gebhard Road
Extension is complete
$01 New project
259 Gebhard Road
Extension
Extend Gebhard Road from north of Pine
Street to Pine Street (west of Hamrick Road) –
Coordinate with Project#258
$01 New project
260 Grant Road
Realignment
Realign Grant Road south of Taylor Road to
align with Grant Road north of Taylor Road.
Install two-way stop-control at Taylor Road /
Grant Road and Grant Road / CP-6A
$1.0M New project
Tier 2
218 Pine St / Table Rock
Rd
Widen west approach to add second
eastbound left-turn lane $501K County
Jurisdiction (IGA)
219 Table Rock Rd / Vilas
Rd
Widen to increase capacity, add eastbound
lane, and shared through-right turn
movement
$800K No Change
221 OR 99 / Beall Ln Realign and upgrade signals and railroad
crossing, urban upgrade $3.4M State / County
jurisdiction
222 3rd St from Pine St to
Hazel St Add bike lanes and sidewalks $02
Fully funded by
urban renewal –
removed project
cost
135
September 21, 2022 Page 10
Final Tech Memo #3: Capital Improvement Project List Updated Capital Improvement Project List
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Project
Cost
Project
Update
223 Hazel St from 3rd St to
10th St Pave and improve, adding sidewalks $02
Fully funded by
urban renewal –
removed project
cost
225 OR 99 (Phase 3) Add sidewalks $02
Will be funded by
urban renewal –
removed project
cost
227 Pine St from Hanley Rd
to Haskell St
Widen to three lanes (continuous turn lane),
bike lanes, sidewalks, urban upgrade $01
Fully funded –
removed project
cost
230 OR 99 / Scenic Ave Install a traffic signal when signal warrants are
met $01
State jurisdiction
(scheduled for
2022/23
construction) –
removed project
cost
231 Scenic Ave from OR
99 to Grant Rd
Widen to three lanes, bike lanes, sidewalks
(box culvert developer driven) $2.7M No Change
232 Taylor Rd from Grant
Rd to Silver Creek Dr
Widen to three lanes, bike lanes, sidewalks,
urban upgrade, two culvert crossings $53K No Change
208
Oak St from 2nd St to
3rd St and 1st St from
Manzanita St to Laurel
St
Improve alleys and parking facility $717K
Moved from Tier 1
(Short-Term)
project list
233
Pine St from Hamrick
Rd to Bear Creek
Bridge
Widen for deceleration/acceleration lanes,
bike lanes, and sidewalks $01
County
jurisdiction (IGA) –
removed project
cost
234
East/West Hamrick Rd
Extension (South of
Pine St)
Extend Hamrick Rd westerly to intersect with
Peninger Rd (collector standards) $1.2M No Change
235 Freeman Rd from
Hopkins Rd to Beall Ln Rebuild to collector standards $31K No Change
236
E Pine St from Bear
Creek Bridge to
Peninger Rd
Widen for turn lanes, bike lanes, sidewalks,
and third lane $01
County
jurisdiction –
removed project
cost
238 10th St from Pine St to
Hazel St Add bike lanes and sidewalks $02
Will be funded by
urban renewal –
removed project
cost
239 Grant Rd from Scenic
Ave to Taylor Rd
Realign, widen to three lanes, bike lanes,
sidewalks, urban upgrade $7.3M No Change
240 Peninger Rd Extension,
South
Extend Penninger Rd from Pine St south across
Bear Creek to Hamrick Rd and construct new
bridge across Bear Creek
$146K No Change
136
September 21, 2022 Page 11
Final Tech Memo #3: Capital Improvement Project List Updated Capital Improvement Project List
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Project
Cost
Project
Update
242 Grant Rd from Taylor
Rd to Beall Ln
Realign, widen to three lanes, bike lanes,
sidewalks, urban upgrade (collector
standards)
$1.5M No Change
243 Bursell Rd from Beall Ln
to Hopkins Rd
Urban upgrade; two lanes, bike lanes,
sidewalks $2.5M No Change
244 Upton Rd from Scenic
Ave to Raymond St
Widen to rural two lanes with bike lanes and
sidewalks $1.6M No Change
245 Peninger Rd
Extend Peninger Rd from Pine St north across
Bear Creek to Beebe Rd and remove signal
at Penninger Rd / Pine St and construct
bridge across Bear Creek. Extend Peninger
Rd south across Bear Creek to intersect with
Hamrick Rd.
$10.6M No Change
246 Freeman Rd / Hopkins
Rd Install new signal when warranted $175K Changed project
description
247 3rd St from Pine St to
Ash St Construct sidewalks, repair curb and gutter $02
Will be funded by
urban renewal –
removed project
cost
248 Maple St from OR 99
to 10th St Construct sidewalks, repair curb and gutter $0K2
Will be funded by
urban renewal –
removed project
cost
249 4th Street from Ash St
to Cedar St Construct sidewalks, repair curb and gutter $02
Will be funded by
urban renewal –
removed project
cost
250 Ash St from OR 99 to
Freeman Rd Construct sidewalks, repair curb and gutter $02
Will be funded by
urban renewal –
removed project
cost
251 Oak St from OR 99 to
Freeman Rd Construct sidewalks, repair curb and gutter $02
Will be funded by
urban renewal –
removed project
cost
252 Rachel Dr from
Saxbury Dr to Pine St Construct sidewalks, repair curb and gutter $261K No Change
253 Saxbury Dr from Brad
Way to Rachel Dr Construct sidewalks, repair curb and gutter $187K No Change
254 Brad Way from Taylor
Rd to Saxbury Dr Construct sidewalks, repair curb and gutter $250K No Change
255 Pine St from I-5 to
Table Rock Rd
Widen to add third westbound through lane
from east of Table Rock Rd to I-5 SB off-ramp $01
County
jurisdiction –
removed project
cost
263 Gebhard Road /
Wilson Road Install all-way stop-control when warranted $25K New project
137
September 21, 2022 Page 12
Final Tech Memo #3: Capital Improvement Project List Updated Capital Improvement Project List
Kittelson & Associates, Inc.
Ref.
No. Project Location Project Description
Project
Cost
Project
Update
264 Grant Road / Twin
Creek Crossing
Install all-way stop-control when west leg is
complete $25K New project
265 Gebhard Road /
Beebe Road
Install a roundabout when the Gebhard
Road Extension is complete $3.0M New project
266 Gebhard Road /
Local Gebhard Road
Install a roundabout when the Gebhard
Road Extension is complete $3.0M New project
267 Gebhard Road
Extension
Extend Gebhard Road from Gebhard Road
(north of Beebe Road) to north of Pine Street
– coordinate with Projects #259 and #261
$2.1M New project
268 Gebhard-Upton
Connector
Construct a new street connection from
Upton Road to Gebhard Road $3.2M New project
Tier 1 (Short-Term) Project Costs $11.2M
Tier 1 (Medium/Long-Term) Project Costs $1.9M
Tier 1 Total Project Costs $13.1M
Tier 2 Total Project Costs $45.3M
Total Tier 1 and Tier 2 Project Costs $58.4M
1. Project has a dedicated funding source.
2. Project is/will be funded by Urban Renewal.
As shown in Table 4 the total cost of the Tier 1 project list is slightly under the Ideal Funding Forecast
Scenario of $13.4 million, granting some funding flexibility to the City.
Next Steps
The updated capital improvement project list that has been refined based on input from the project team
and project advisory committee will be incorporated into the draft TSP as appropriate.
138
Attachment A TIA Figure
139
140
Attachment B TSP Figures
141
142
143
144