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HomeMy WebLinkAboutPlanning Commission Packet - March 3, 2009 CITY OF CENTRAL POINT PLANNING COMMISSION AGENDA March 3, 2009 - 6:00 p.m. Next Planning Commission Resolution No. 764 I. MEETING CALLED TO ORDER II. ROLL CALL & INTRODUCTION OF NEW MEMBERS Connie Moczygemba, Chuck Piland, Pat Beck, Mike Oliver, Justin Hurley, Brett Funk and Tim Schmeusser III. CORRESPONDENCE IV. MINUTES -Review and approval of February 3, 2009 Planning Commission Minutes V. PUBLIC APPEARANCES VL BUSINESS Pgs. t - 35 A. File No. 09004(1). A public hearing to consider Determination of Similar Use in accordance with Section 17.60.140 of the City of Central Point Municipal Code. A Determination of Similar Use occurs when the Planning Commission considers whether a proposed use that is not listed as a permitted use in the zoning ordinance is "similar" to a use that is listed in the zoning ordinance. The purpose of this hearing is to decide if Membership Warehouse Clubs are a similar use to those uses currently allowed within the M-1 Industrial Zoning District. Applicant: City of Central Point VII. DISCUSSION A. Wilson Road UGB Expansion Plan Update (Memo) B. Rogue Valley Corridor Plan C. Exit 35 Interchange Access Management Plan D. Exit 33 Interchange Access Management Plan (to be distributed at meeting) VIII. ADMINISTRATIVE REVIEWS IX. MISCELLANEOUS X. ADJOURNMENT City of Central Point Planning Commission Minutes February 3, 2009 I. MEETING CALLED TO ORDER AT 6:00 P.M. II. ROLL CALL Commissioners Connie Moczygemba, Tim Schmeusser, Chuck Piland, Pat Beck, Brett Funk, and Justin Hurley were present. Commissioner Mike Oliver was absent. Also in attendance were: Matt Samitore, Interim Community Development Director; Don Burt, Planning Manager; Dave Jacob, Community Planner; and Didi Thomas, Planning Secretary III. CORRESPONDENCE There was no correspondence. IV. MINUTES Justin Hurley requested several minor changes to the draft minutes for January 6, 2009 as presented in the Planning packet. No objections to the requested changes were made by other commissioners or staff. Chuck Piland made a motion to approve the minutes of the January 6, 2009 Planning Commission meeting as amended. Pat Beck seconded the motion. ROLL CALL: Piland, yes; Hurley, yes; Beck, yes; Schmeusser, yes; Funk, yes. Motion passed. V. PUBLIC APPEARANCES There were no public appearances. VI. BUSINESS A. File No. 09004(31. A public hearing to consider a recommendation to City Council to amend Section 17.37.020(D) of the Central Point Municipal Code, C-2(M), Commercial -Medical District, residential permitted uses. Applicant: City of Central Point There were no conflicts or ex parte communications to disclose. Connie Moczygemba made a site visit. Planning Commission Minutes February 3, 2009 Page 2 Community Planner Daue Jacob presented the staff report indicating that the purpose of the proposed amendment is to allow the continued use of residential structures as a permitted use. The current language treats residential dwellings as anon-conforming use. The C-2(M) district is a mixed use neighborhood containing single-family dwellings, duplexes and medical facilities and was initially created to protect the hospital, which has subsequently relocated. Demand for medical offices has fallen off in this area over the years and amending the code to allow for the continued use of residential would assure for the continued residential development of the area. Due to the mixed nature of the district, the TOD-LMR (Low Mix Residential) zoning standards provide more flexibility than the surrounding R-1-6, R-1-8 and R-3 zones which border the district. Staff is therefore requesting that a favorable recommendation be forwarded to the City Council for approval of the text amendments as presented and allow the district to develop under TOD-LMR standards. The public hearing was opened and as no one came forward to speak for or against the proposed amendment, the public portion of the hearing was closed. Justin Hurley made a motion to approve Resolution 763 forwarding a favorable recommendation to the City Council to consider amendments to the municipal code zoning Section 17.37.020(D), C-2(M) Commercial- Medical district in order to provide for the continued use of existing residential structures, based on the standards, findings, conclusions and recommendations stated in the staff report. Tim Schmeusser seconded the motion. ROLL CALL: Piland, yes; Hurley, yes; Beck, yes; Schmeusser, yes; and Funk, yes. Motion passed. C. File No. 09004(1). A public meeting to consider membership warehouse clubs as a similar use within the M-1 district. Applicant: City of Central Point There were no conflicts or ex parte communications to disclose. Don Burt advised commissioners that the process used for a determination of similar use is undefined. Consequently, it is recommended that a determination of similar use be treated as a Type III procedure. In order to allow for proper notification, it is necessary that this item be rescheduled to the March 3, 2009 Planning Commission meeting. Chuck Piland made a motion to continue the public meeting for consideration of membership warehouse clubs as a similar use to those allowed in the M-1 zoning district until the next regularly scheduled Planning Commission meeting which will take place on March 3, 2009. Justin Hurley seconded the motion. ROLL CALL: Piland, yes; Hurley, yes; Beck, yes; Schmeusser, yes; and Funk, yes. Motion passed. VII. DISCUSSION Planning Commission Minutes February 3, 2009 Page 3 Wilson Road UGB Expansion Plan Update Planning Manager Don Burt advised Commissioners that the Rogue Valley Metropolitan Planning Organization (RVMPO) had received a state grant to develop a plan for the proposed Wilson Road (CP-2B) urban area. Draft memorandums prepared by the Rogue Valley Metropolitan Planning Organization (RVMPO) have been distributed to both the Planning Commission and the Citizens Advisory Committee. The Wilson Road plan will ultimately be considered by the Citizens Advisory Committee, the Planning Commission and City Council for inclusion as part of the City's Comprehensive Plan. Staff will continue to keep the Planning Commission up-to-date on the Wilson Road Plan. Regional Problem Solving Process and Comprehensive Plan Amendments Don Burt presented an update of the progress of the Regional Problem Solving process, advising that the City of Jacksonville was unwilling to sign the agreement and participation on the part of the City of Ashland is questionable. The RVMPO will be hiring a consultant to prepare findings for the adoption of the Regional Plan. The City of Central Point will be working to update comprehensive plan elements and will be presenting them to the Planning Commission later on. Updating our comprehensive plan will be necessary regardless of what happens with the RPS process. Rogue Valley I-5 Corridor Plan Mr. Burt announced that the Oregon Department of Transportation had put together a group to study safety and capacity issues on the I-5 Corridor and Oregon Highway 99 from Interchange 11 south of Ashland to Interchange 35 north of Central Point. The Plan will identify strategies and improvements to enhance transportation safety and capacity within the corridor. Staff will continue to keep the Planning Commission up-to-date on the I-5 Corridor Plan. Exit 35 Interchange Access Management Plan The Oregon Department of Transportation (ODOT) recently met with the City's planning department to discuss an Interchange Access Management Plan (IAMP35) for Exit 35. It is important that IAMP 35 be coordinated with the Regional Problem Solving process and particularly, projected land uses for the Tolo area (CP-1B). The end product will be a plan that will be approved by the City, the County and ODOT. Mr. Burt added that he had inquired about the possibility of an IAMP33 for Exit 33 and was informed that ODOT will be preparing such a plan. Planning Commission Minutes February 3, 2009 Page 4 VIII. ADMINISTRATIVE REVIEWS IX. MISCELLANEOUS Annexations with Concurrent Zone Changes Don Burt informed Commissioners that in the past, the City has been presenting annexations with concurrent zone changes. Procedurally, zone changes are considered as a land use action. As a land use action, zone changes should be dealt with by the Planning Commission with findings and a public hearing. The Oregon Department of Transportation (ODOT) notified the City that they were not notified of an annexation that took place on Pine Street in the C-4 zone. In order to maintain good communication and trust with various agencies, the planning department will be processing zone changes, when concurrent with annexations, as a land use (Type III) procedure. City Council Retreat Interim Community Development Director Matt Samitore advised Commissioners that the City Council had conducted a retreat this past weekend during which they expressed interest in hearing the Planning Commission's opinions and ideas regarding growth in Central Point. Mr. Samitore will coordinate a study session of the two groups sometime in March or April. Mr. Samitore then informed that Tom Humphrey had contacted him to advise that he would be returning to work with the City of Central Point on September 1, 2009. Negotiations are continuing with property owners (Dunns) over closure of a railroad crossing. They do not feel that they have been adequately compensated and would like additional monies before signing an agreement for the closure of the Seven Oaks crossing. X. ADJOURNMENT Chuck Piland made a motion to adjourn the meeting. Brett Funk seconded the motion. Meeting was adjourned at 6:45 p.m. The foregoing minutes of the February 3, 2009 Planning Commission meeting were approved by the Planning Commission at its meeting on the 3rd day of March, 2009. Planning Commission Chair DETERMINATION OF SIMILAR USE Planning Department STAFF REPORT Tom Humphrey,AICP, Community Development Directod Assistant City Administrator STAFF REPORT March 3, 2009 AGENDA ITEM: File No. Consideration of Membership Warehouse Club as a use similar to allowed uses within the M-1 District and allowing as a Conditional Use. Applicant: City of Central Point STAFF SOURCE: Don Burt, AICP, EDFP Planning Manager BACKGROUND: The City has received a request to make a similar use determination on Membership Warehouse Clubs (the "Proposed Use") as an allowed use within the M-1 zoning district. The question revolves around the similarities between uses permitted in the M-1 district and the Proposed Use. Section 17.48.020(W) allows the planning commission to consider expanding the list of permitted uses to include other similar and compatible uses. This authority is restated in Section 17.60.140 Authorization for Similar Uses. It is possible to consider the Proposed Use as a permitted use; however, it is recommended that the Proposed Use be given status as a conditional use. As a conditional use the City has more discretion in determining the compatibility of the use with other permitted uses. There are five (5) basic tests that must be applied when considering similar use per Section 17.60.140. Those tests and a summary of the findings are: 1. Must be closely related to, and compatible with listed uses. The Proposed Use has been found to be closely related to other uses listed in the Section 17.48.020, particularly retail, wholesale, and warehouse uses. Membership Warehouse Clubs are a hybrid use that combines many of the characteristics of retail, warehouse and wholesale uses. 2. The proposed use must not have been anticipated or known to exist on the effective date of the ordinance. It was not until 1997 that Membership Warehouse Clubs were officially acknowledged. The M-1 ordinance was adopted in 1981. 3. The proposed use must be treated under local, state, and federal law the same as listed uses. This test applies to environmental and trade laws. The Proposed Use does not have any restrictions on its operation that do not apply to other listed uses. ~ CPMC Section 17.48.020(W) 1 4. The proposed use is consistent with the purpose of the zoning district. The purpose of the M-1 district is to provide lands for light industrial services and manufacturing/assembly. The list of permitted uses defines the scope of the term light industrial as used in the M-1 district. In the context of the listed uses Membership Warehouse Clubs are consistent with the intent of the M-1 district. 5. The proposed use is consistent with the Comprehensive Plan and policies. There are three (3) Comprehensive Plan elements that apply to consideration of the Proposed Use; Land Use, Economic, and Transportation. A review of the policies of each concludes that the Proposed Use is consistent (see Findings, Parts 5 - 6 for further detail). It is found that Membership Warehouse Clubs are consistent with the goals and policies of the Comprehensive Plan. Presently, the M-1 district permits a number of retail type uses, as well as warehouse and wholesale uses. Operationally, Membership Warehouse Clubs are a hybrid of retail, warehouse, and wholesale operations. Physically, Membership Warehouse Clubs have the characteristics of a wholesale/warehouse operation. It should be noted that Membership Warehouse Clubs typically generated a greater amount of traffic than most uses permitted within the M-1 district. Because of this potential it is proposed that Membership Warehouse Clubs be classified as a conditional use. As a conditional use the City has additional authority to assure that any site and traffic planning issues are mitigated as a condition of development. Based on the findings presented in Attachment "B" Membership Warehouse Clubs can be considered as a use consistent with the purpose of the M-1 district and is similar to, and compatible with the list of permitted use as set forth in Section 17.48.020. FINDINGS: See Attachment "B -Findings". ISSUES: As discussed in the findings, a Membership Warehouse Club is a unique use. Although retail in classification, it has some of the characteristics of warehousing and wholesale uses. Because of this uniqueness, both functionally and physically, it can be argued that Membership Warehouse Clubs are acceptable uses within the M-1 district. More importantly, the frequency of occurrence of a Membership Warehouse Club within the limits of the City's urban area needs to be kept in perspective. If a Membership Warehouse Club locates within the City, for market reasons it will be the only Membership Warehouse Club to locate within the City. ATTACHMENTS: Attachment "A -Resolution No. Attachment "B -Findings" ACTION: Consider Resolution No. RECOMMENDATION: Approve Resolution No. allowing Membership Warehouse Clubs as a conditional use within the M-1 zoning district. e~ ATTACHMENT " ~ " PLANNING COMMISSION RESOLUTION NO. A RESOLUTION APPROVING MEMBERSHIP WAREHOUSE CLUBS AS A SIMILAR USE TO PERMITTED USES WITHIN THE M-1 ZONING DISTRICT WHEREAS, on March 3, 2009; after conducting a duly noticed public hearing, the City of Central Point Planning Commission, in accordance with Section 17.48.020(W), considered the question of Membership Warehouse Clubs (the "Proposal") as a use similar to permitted uses within the M-1 zoning district; and WHEREAS, the Planning Commission's consideration of Membership Warehouse Clubs was based on the criteria set forth in Section 17.60.140(A) of the City of Central Point Municipal Code; and written and oral testimony received by the City. NOW, THEREFORE, BE IT RESOLVED, that the City of Central Point Planning Commission by Resolution No._ does hereby find as set forth in Exhibit "A -Findings" that Membership Warehouse Clubs are similar to other uses permitted within the M-1 zoning district and hereby approves Membership Warehouse Clubs as a conditional use within the M-1 District. PASSED by the Planning Commission and signed by me in authentication of its passage this 3`d day of March, 2009 Planning Commission Chair ATTEST: Representative Approved by me this day of , 2009. Planning Commission Chair Planning Commission Resolution No. 761 (~ ATTACHMENT "B -FINDINGS" FINDINGS OF FACT FOR WAREHOUSE CLUBS SIMILARITY FINDINGS Before the City of Central Point Planning Commission Consideration of Membership Warehouse Clubs as a use similar to allowed uses within the M-1 District Applicant: City of Central Point ) Findings of Fact 140 S. Third Street ) and Central Point, OR 97502 ) Conclusion of Law PART 1-INTRODUCTION These findings have been prepared as authorized by Section 17.48.020(W) and in accordance with the criteria set forth in Section 17.60.140 addressing the question of Membership Warehouse Clubs as a use "similar" to uses allowed within the M-1 district. Section 17.48.020(W) allows as a permitted use other uses not listed in Section 17.48.020, or any other zoning district, provided findings can be made that the proposed use is similar to, and compatible with other permitted uses and the intent of the M-1 district. Further, Section 17.60.140 sets forth specific criteria to be addressed by the planning commission when considering "similar use". The findings presented herein address all the criteria for determining "similar use" as required of Section 17.48.020(W) and 17.60.140(A). Presently, the City has approximately 152 acres of M-1 lands, of which 78 acres are classified as net buildablet. Figure X.X illustrates the location of the City's M-1 lands. 1 City of Central Point Buildable Lands Inventory Page 1 of 31 5 ATTACHMENT °°B -FINDINGS" -,-gib ~Mi`.! Page 2 of 31 ATTACHMENT'~B -FINDINGS" Including this introduction these findings will be presented in ten (10) parts as follows: 1. Introduction 2. Definitions 3. Section 17.48.020(W) Permitted Use Findings 4. Section 17.60.140 Authorization for Similar Use Findings 5. Section 17.48.040(A) Conditional Uses Findings 6. Section 17.10.600 Transportation Planning Rule Compliance Findings 7. Comprehensive Plan, Land Use Element Findings 8. Comprehensive Plan, Economic Element Findings 9. Comprehensive Plan, Transportation Element Findings 10. Summary Conclusion PART 2 -DEFINITIONS Throughout these findings certain key terms will be used. For reference purposes the key terms used in these findings are presented in Part 2. The following definitions (italic) and discussion have been prepared, and are incorporated herein, as part of these findings. 1. Economic Sectors -Industries are classified based on the stage in the production chain, there are three major broad sectors in modern economies: Primary sector: Generally involves changing natural resources into primary products. Most products from this sector are considered raw materials for other industries. Major businesses in this sector include agriculture, agribusiness, fishing, forestry and all mining and quarrying industries. Secondary sector: Includes those economic sectors that create a finished, usable product, manufacturing and construction. This sector generally takes the output of the primary sector and manufactures finished goods or where they are suitable for use by other businesses, for export, or sale to domestic consumers. This sector is often divided into light industry and heavy industry. Tertiary sector: Involves the provision of services to consumers and businesses. Services are defined in conventional economic literature as "intangible goods". The tertiary sector of economy involves the provision of services to businesses as well as final consumers. Services may involve the transport, distribution and sale of goods from producer to a consumer as may happen in wholesaling and retailing, or may involve the provision of a service, such as in pest control or entertainment. Goods maybe transformed in the process of providing a service, as happens in the restaurant industry or in equipment repair. However, the focus is on people interacting with people and serving the customer rather than transforming physical goods. Page 3 of 31 t ATTACHMENT °°B -FINDINGS" 2. Industry -the commercial production and sale ofgoods.z By definition the term "industry" includes all sectors of the economy as defined above. 3. Industrial - Of, relating to, or derived from industry.3 4. Industrial Use -Employment activities generating income from the production, handling or distribution ofgoods. Industrial uses include, but are not limited to: manufacturing; assembly; fabrication; processing; storage; logistics; warehousing; importation; distribution and transshipment; and research and development.° 5. Light Industrial -Light industry is usually less capital intensive than heavy industry, and is more consumer-oriented than business-oriented (i.e. most light industry products are produced for end users rather than intermediates for use by other industries).5 6. Other Employment Use All non-industrial employment activities including the widest range of retail, wholesale, service, non profit, business headquarters, administrative and governmental employment activities that are accommodated in retail, office and flexible building types. Other employment uses also include employment activities of an entity or organization that serves the medical, educational, social service, recreation and security needs of the community typically in large buildings or multi-building campuses. 6 7. Wholesale Trade -Wholesaling, historically called jobbing, is the sale ofgoods or merchandise to retailers, to industrial, commercial, institutional, or other professional business users, or to other wholesalers and related subordinated services. ~ 8. Warehousing - A warehouse is a commercial building for storage ofgoods. Warehouses are used by manufacturers, importers, exporters, wholesalers, transport businesses, customs, etc. They are usually large plain buildings in industrial areas of cities and towns.s 9. North American Industrial Classification System (NAICS) -The NAICS is the standard used by Federal statistical agencies in classifying business establishments for the purpose of collecting, analyzing, and publishing statistical data related to the x Webster's II New College Dictionary ' Webster's II New College Dictionary OAR 660-009-0005(3) ' Wikipedia, Light Industry b OAR 660-009-0005(3), ~ Wikipedia s Wikipedia Page 4 of 31 8 ATTACHMENT "B -FINDINGS" U.S. business economy. The NAICS was developed under the auspices of the Office of Management and Budget (OMB), and adopted in 1997 to replace the Standard Industrial Classification (SIC) system. It was developed jointly by the U.S. Economic Classification Policy Committee (ECPC), Statistics Canada, and Mexico's Instituto Nacional de Estadistica, Geografia a Informatica, to allow for a high level of comparability in business statistics among the North American countries. 10. Membership Warehouse Clubs A free-standing large retail establishment, selling a wide variety of merchandise in which customers pay annual membership fees for purchasing privileges. The clubs are able to keep prices low due to the no frills (warehouse) format of the stores. In addition, customers are required to buy large quantities of the store's products.9 As its name implies Membership Warehouse Clubs require paid membership to participate in the use of their services. Members include both businesses and individuals. Business members often purchase from Membership Warehouse Clubs and resell at retail to their customers. Membership Warehouse Clubs are a unique hybrid retail use that crosses the boundary between typical retail establishments and wholesale/warehouse uses. Unlike most large retail establishments Membership Warehouse Clubs stock a limited selection of products (4,000 - 8,000 SKUs vs. 30,000 - 60,000 SKUs) in a wide range of merchandise categories. Merchandise is typically purchased directly from manufactures or importers in full truck loads and sold in institutional sizes, bulk packaging, cases, or multiple packs. To further offer deep discounts Membership Warehouse Clubs are based on a no-frills, self-service operation where customer experience is secondary to operational efficiency. Membership Warehouse Clubs do not advertise to the general public. The exterior architecture and typical floor plan of a Membership Warehouse Club is much like that of a warehouse with no external display windows and merchandise is stacked on pallets, with extra inventory stored on overhead racks. Aisle widths are designed to accommodate fork-lifts and/or similar equipment for stocking. s Wikipedia Page 5 of 31 9 ATTACHMENT "B -FINDINGS" PART 3 -MEMBERSHIP WAREHOUSE CLUBS SIMILAR USE AUTHORIZATION, SECTION 17.48.020(VV) Section 17.48.020(W) recognizes that the Zoning Ordinance does not list all uses permitted within the M-1 district, and that under certain conditions there may be uses appropriate to the district that have not been specifically identified, or previously not defined, as an allowed use. Section 17.48.020(W) reads: "Other uses not listed in this or any other district, if the planning commission finds them to be similar to those listed above and compatible with other permitted uses and with the intent of the M-1 district" To qualify per Section 17.48.020(W) it is first necessary that a finding be made that the use in question is not already listed in the M-1 district, or any other zoning district. If such a finding can be made it is then necessary that additional findings be made relative to similarity, compatibility, and compliance with the intent of the M-1 district. The purpose of Part 3 is to address the question of "similar use" as set forth in Section 17.48.020(W). Finding Section 17.48.020(V~. In applying Section 17.48.020(W) there are three basic tests to determine whether a use is considered "similar" to permitted uses. Those tests and their applicable findings are: 1. Is the proposed use currently listed in t)re M-1 district, or any other district? Section 17.48.020 was last modified in 199310. At that time, and to this day, there are no listings for Membership Warehouse Clubs in the M-1 or any other zoning district. It wasn't until 1997 that the term Membership Warehouse Club was defined and classified in the NAICS as a specific industry (452910). . Conclusion, Section 17.48.020(VV),1: Membership Warehouse Clubs are currently not listed in the M-1 or any other zoning district as an allowed use and therefore qualify for consideration under the criteria of Section 17.48.020(W) as a "similar use". 2. Is the proposed use similar to the list of permitted uses? The term "similar" is defined as "resembling though not completely identical."11 The question to be answered is whether or not Membership Warehouse Clubs resemble, or are similar, to other uses allowed in the M-1 district. In addressing the term "similar" it is necessary to turn to those uses currently allowed within the M-1 district. This listing of uses is presented in Table 1 and includes references to their economic characteristics. The economic characteristics of each use as presented in Table 1 provides an objective basis from which to make a determination of similarity. All industrial uses 10 City of Central Point Ordinance 1684 §47 " Webster's II New College Dictionary, Third Edition Page 6 of 31 ~o ATTACHMENT "B -FINDINGS" are grouped into one of three economic sectors (primary, secondary, and tertiary) based on their role in the production cycle. As illustrated in Table 1, the list of permitted uses within the M-1 district covers a very broad spectrum, representing the secondary and tertiary economic sectors. The strongest representation is in the tertiary sector's Retail Trade, Wholesale Trade, and Warehousing. In considering similar use the M-1 district offers three use classifications, or a combination thereof, on which to base a determination of similarity. Are Membership Warehouse Clubs similar to retail trade, wholesale trade, warehousing, or a combination thereof? As noted in Part 2, Membership Warehouse Clubs have many characteristics similar to those of Retail Trade, Wholesale Trade and Warehousing, which are allowed uses within the M-1 district (see Table 1). The following discusses in further detail the characteristics/similarities between Membership Warehouse Clubs and Retail Trade, Wholesale Trade, and the Warehousing sectors. Retail Trade: Of all the sectors retail trade is the broadest in terms of use representation. The NAILS defines the Retail Trade sector as consisting of ".. . establishments engaged in retailing merchandise, generally without transformation, and rendering services incidental to the sale of merchandise." By definition, and classification, Membership Warehouse Clubs are classified in the NAICS as a Retail Trade establishment. As illustrated in Table 1 numerous retail uses are already permitted in the M-1 district. These uses range from vehicular sales (autos, motorcycles, etc.) to retail building supplies, all of which are classified by the NAILS as being in the Retail Trade sector. OAR 660-009-0005(3) considers retail uses as Other Employment Uses, which include all non-industrial employment activities. As illustrated in Table 1, the M-1 district currently allows some retaillZ uses as permitted uses. Wholesale: As defined in Part 2 the term "wholesale trade" means the sale of goods or merchandise to retailers, to industrial, commercial, institutional, or other professional business users, or to other wholesalers and related subordinated services. On a more specific basis the term "wholesale is defined as "The sale of goods in large quantities, as for resale by a retailer", and "Sold in large bulk or quantity, usu. at a lower cost "13 Wholesalers frequently assemble, sort and grade goods in large lots, break bulk, repack and redistribute in smaller lots. Wholesale operations are not dissimilar to the operations of a Membership Warehouse Club). A percentage of Membership Warehouse Customers are businesses buying bulk merchandize for retail sales. Most Membership Warehouse Clubs have a specific membership classification for businesses. In the M-1 district wholesale operations are identified as a permitted use. ~z CPMC Section 17.48.020(G,H, & M) Webster's II New College Dictionary p Page 7 of 31 ~1 ATTACHMENT "B -FINDINGS" Wholesale uses are defined in OAR 660-009-0005(3) as Other Employment Uses, which includes all non-industrial employment activities. Warehousing: As defined in Part 2 warehousing is the storage of merchandise in a large building for distribution at a later date. The physical characteristics of a warehouse and a Membership Warehouse Club are very similar, i.e. large buildings for storage with loading facilities. "Recent developments in marketing have also led to the development of warehouse-style retail stores with extremely high ceilings where decorative shelving is replaced by tall heavy duty industrial racks, with the items ready for sale being placed in the bottom parts of the racks and the crated or palletized and wrapped inventory items being usually placed in the top parts. In this way the same building is used both as a retail store and a warehouse.s14 In the M-1 district warehousing is identified as a permitted use. Warehousing uses are defined in OAR 660-009-0005(3) as an Industrial Use. Conclusion, Section 17.48.020(VV), 2: The function and operations of Membership Warehouse Clubs are similar to, and resemble those of retail, wholesale, and warehousing uses already permitted within the M-1 district. Table 1. M-1 Permitted Uses and Classification 14 Wikipedia, Wholesale Page 8 of 31 i. 2 ATTACHMENT "B -FINDINGS" Goods, Cand ,etc. y 17.48.020(Q) Blueprinting Services 561 Administrative and Support Tertiary and Waste Management and Remediation Services 17.48.020 Q Tire Retreadin 326 Manufacturin Seconds ct 17.48.020(S) Manufacture of Medical 334 Manufacturing Secondary E ui ment 3. Is the use compatible with other permitted uses? The determination of compatibility is based on the physical and functional relationship between uses. Physical Compatibility -The physical relationship between uses within the M-1 district, and abutting districts, is regulated by the development standards (architecture, setbacks, building height, parking, etc.). Section 17.48 sets forth the standards for all development within the M-1 district, regardless of use. Membership Warehouse-Clubs would be subject to the same M-1 development standards imposed on all other allowed uses. The development requirements typically associated with Membership Warehouse Clubs do not present any unusual needs that do not fit within the limits imposed by the M-1 district, and as such would be physically compatible with other permitted uses. Functional Compatibility -The functional relationship between Membership Warehouse Clubs and other permitted uses within the M-1 district involves site design considerations such as vehicular ingress/egress; freight delivery, hours of operation, noise/lighting, and infrastructure requirements. Site Design: The site design process will determine how well one use interfaces with adjacent uses. All uses within the M-1 district are subject to the City's Site Plan, Landscaping and Construction Plan Approval process as set forth in Section 17.72 of the Zoning Ordinance. The purpose of Section 17.72 is to assure that proper attention is given to the site planning of a project in relation to neighboring properties. Freight. Considering the warehouse format and high merchandise turn- over of Membership Warehouse Clubs they are reliant on frequent freight deliveries and are designed to accommodate freight needs. As such the freight needs of a Membership Warehouse Club are very similar to such other allowed uses as warehousing, bottling plants, truck terminals, or any other allowed use within the M-1 district. Page 9 of 31 ~~ ATTACHMENT "B -FINDINGS" Hours of Operation: The hours of operation for a Membership Warehouse Club vs. other allowed uses are very similar and would not be cause for conflict. Noise/Lighting: The noise and lighting for a Membership Warehouse Club are typical of other allowed uses within the M-1 district, i.e. warehouses, auto dealerships, wholesaling, etc. Infrastructure. When considering infrastructure needs, particularly water, storm, sewer, and safety, the inclusion of Membership Warehouse Clubs does not result in infrastructure needs greater than other allowed uses. The only potential infrastmcture consideration is the capacity of the local street system to accommodate Membership Warehouse Clubs. Transportation. When considering transportation it is important to acknowledge the retail aspect of Membership Warehouse Clubs, and that all traffic considerations related to Membership Warehouse Clubs should be calculated on that basis. Membership Warehouse Clubs are identified in the ITE Trip Generation manual as Discount Clubs (861). In addressing transportation compatibility there are two basic considerations; site design and system capacity. Site Design. Aside from setbacks and building height restrictions, which are regulated by specific City development standards, ingress/egress and traffic volume are the most significant variable to be addressed to assure that adjacent developments are compatible. Section 17.72 requires all commercial/industrial developments to go through the City's site plan process, the purpose of which is to assure that adjacent uses are compatible. System Capacity. The primary consideration in determining the functional compatibility of a use on traffic is the local street system's ability to accommodate traffic at any level. Section 17.05.900 Traffic Impact Analysis gives the City the authority to require a traffic impact analysis, and to impose mitigation measures. This authority applies to all applications for development within the City. Table 2 provides a comparison between the traffic generations of other M-1 allowed uses vs. a Membership Warehouse Club (Discount Club). The amount of traffic generated by a use can be counted in a variety of ways as illustrated in Table 2. Because of its gross floor area the average Membership Warehouse Club will generate more traffic than other allowed uses. Whether the traffic generation of a Membership Warehouse 15 Trip Generation, T" Edition, Volume 3, ITE Page 10 of 31 14 ATTACHMENT'S -FINDINGS" Club is compatible with other allowed uses is a function of site design, and the local street system's capacity and ability to accommodate the added traffic. Table 2 illustrates the trip generation by Average Daily Trips (ADT) per 1,000 square feet of building and the ADT based on the median size facility within each use category as provided in the ITE Trip Generation manual. Using the median facility size the three highest trip generators are Warehousing (1,999 Weekday ADT), Industrial Parks (2,610 Weekday ADT), and Home Improvement Centers (3,844 weekday ADT). Ref. Use Weekday Saturday Sunday Average Average Average ADT/1,000 ADT/1,000 ADT/1,000 Weekday Saturday Sunday SF SF SF ADT/Facility ADT/Facility ADT/Facili General Light 6.97 1.32 0.68 1,415 268 138 Industrial 110 Manufacturing 3.82 1.49 0.62 1.333 520 216 As illustrated in the following table Membership Warehouse Clubs generate approximately 20% more trips compared to the next highest trip generator. The same can be said when comparing an Industrial Park against a Warehouse use. The relevance of traffic generation is not the number of trips generated, but the intent of the zoning district and compatibility of the uses with permitted uses. Trips generated by a Membership Warehouse Club are similar in character as trips to the auto dealership or the home improvement center, or the wholesaler, they are primarily shopping trips. Any question regarding the transportation system's ability to accommodate traffic will be addressed in accordance with Section 17.05.900 Traffic Impact Analysis and appropriately mitigated at the time of a development proposal, regardless of the use. Page 11 of 31 15 6 Car/Truck 33.34 21.03 10.48 567 358 178 ATTACHMENT'°B -FINDINGS" Conclusion, Section 17.48.020(VV), 3: Membership Warehouse Clubs are both physically and functionally compatible with permitted uses within the M-1 district. On the question of transportation the traffic generation of Membership Warehouse Clubs is similar in character to trips generated by other retail uses permitted in the M-1 district. 4. Is the proposed use consistent with the intent of the M-I district? The purpose of the M-1 district is: ... to provide areas suitable for the location of light industrial uses involved in service, manufacturing or assembly activities and having high standards of operation ofsuch character as to permit their location and operation in close proximity to nonindustrial areas of the community. " The City's Zoning Ordinance does not define the term "light industrial". The most descriptive explanation of the purpose of the M-1 district is by reference to the uses allowed within, and the required development standards for, the M-1 district. The hybrid nature of Membership Warehouse Clubs as a cross between retail, wholesale, and warehousing is consistent with the uses allowed and the light industrial intent of the M-1 district. As noted in Section 17.48.020 the listing of uses permitted within the M-1 district includes a wide variety of use categories ranging from manufacturing to warehousing to retail. Conclusion, Section 17.48.020(V1~; 4: Membership Warehouse Clubs are consistent with the intent of the M-1 district as represented by similarity with uses currently permitted in the M-1 district. Page 12 of31 16 ATTACHMENT "B -FINDINGS" PART 4 -MEMBERSHIP WAREHOUSE CLUBS SIMILAR USE AUTHORIZATION, SECTION 17.60.140(A) Section 17.60.140 Authorization for Similar Use. In addition to Section 17.48.020(W) any consideration of listing a use as an allowed use must also comply with the provisions of Section 17.60.140. As provided in Section 17.60.140 the planning commission has the authority to determine whether a use not listed can be considered as a similar use and therefore listed as an allowed use. The term "allowed use" refers to consideration of both permitted uses (Section 167.48.020) and conditional uses (Section 17.48.040). To guide the planning commission's determination Section 17.60.140 sets forth criteria that must be favorably addressed before a use can be considered similar. Section 17.60.140, and related findings and conclusions read as follows: "Section 17.60.140 Authorization for Similar Use.• The planning commission may rule that a use, not specifically named in the examples of allowed uses of a district shall be included among the allowed uses, if the use is of the same general type and is similar to the permitted uses. Finding, Section 17.60.140: Under Section 17.60.140 General Regulations, authority is given to the planning commission to determine whether a use shall be included among the allowed uses within a zoning district. This section is an extension of Section 17.48.020(W), and sets forth specific criteria for consideration of similar use. In making a determination on similar use the planning commission is required to prepare findings as prescribed in Section 17.60.140(A). In Part 3 it was found that Membership Warehouse Clubs qualified for consideration as a "use not listed" per Section 17.48.020(W) and therefore can be considered fora "similar use" determination subject to compliance with the criteria set forth in Section 17.60.140. Conclusion, Section 17.60.140: The criteria set forth in Section 17.60.140 are applicable to the consideration of Membership Warehouse Clubs. Section 17.60.140(A). The planning commission in ruling upon similar uses shall find as follows: 1. That the use is closely related to listed uses and can be found to exist compatibly with those uses; Finding, Section 17.60.140(A)(1): See Finding, Section 17.48.020(W) 2 and 3. Conclusion, Section 17.60.140(A)(1): See Conclusion, Section 17.48.020(W) 2 and 3. 2. That the use was not anticipated or known to exist on the effective date of the ordinance codified in this title, either because it involves products, services or activities not available in the community at the time of the use. Page 13 of 31 1'7 ATTACHMENT "B -FINDINGS" Finding, Section 17.60.140(A)(2): The City's zoning code was initially adopted in 1981. The first membership warehouse club was opened in 1976 (Price Club), and limited to the San Diego area. It was not until 1983 with the opening of Costco Wholesale and Sam's Club that membership warehouse clubs became a familiar commercial use. As a use membership warehouse clubs were not formally defined by NAICS until 1997. The Standard Industrial Classification system, which preceded the NAICS prior to 1997, did not identify membership warehouse clubs as a specific commercial use. Conclusion, Section 17.60.140(A)(2): Membership Warehouse Clubs meet the requirements of Section 17.60.140(A)(2). 3. That the use is treated under local, state, or national codes or rules in the same manner as permitted uses. Except that these codes or rules shall not include land use or zoning regulations; Finding, Section 17.60.140(A)(3): Membership Warehouse Clubs are treated under local, state, and national codes in a manner similar to other permitted uses with regard to issue of health, safety, and general welfare laws and regulations. Conclusion, Section 17.60.140(A)(3): Membership Warehouse Clubs meet the requirements of Section 17.60.140(A)(3). 4. That the use is consistent with the purpose of the district and the comprehensive plan map and policies. " Finding, Section 17.60.140(A)(4): This criteria not only requires consistency with the intent of the M-1 district, but also consistency with the comprehensive plan map and policies. The findings presented in Section 17.48.020(W), 4 addresses consistency with the intent of the M-1 district. In this section consistency with the comprehensive plan and policies will be addressed. There are three elements of the City's Comprehensive Plan that apply to the consideration of Membership Warehouse Clubs as a "similar use". Those three elements are; Land Use Element, Economic Element, and the Transportation Element. The findings pertaining to each of these elements is presented in Parts 5 through 7. Conclusion, Section 17.60.140(A)(4): See Parts 5, 6 and 7 of these Findings. Page 14 of 31 18 ATTACHMENT "B -FINDINGS" PART 5 -MEMBERSHIP WAREHOUSE CLUBS, LAND USE ELEMENT "The Land Use Element contains the goals and policies for the physical use of the land. It combines the land use aspects of all other elements into an overall configuration of compatible land uses that is in balance with statewide goals as well as in balance with local goals, community needs, and the environment " The City's Land Use Plan designates two types of industrial lands; Light Industrial (M-1) and General Industrial (M-2). The question of "similarity" applies to the Light Industrial lands, which are designated on the Zoning Map as M-1, Industrial District. The following Land Use Element goals and policies apply to the City's industrial land use designations: Goal l: To establish a strong and diversified industrial sector of the community. Finding, Goal l: As stated in Goal 1 it is the City's objective to provide an industrial land base that both strengthens and diversifies the City's industrial sector. Although the Land Use Element does not define what constitutes the City's industrial sector the M-1 district and M-2 district listing of permitted uses does provide a clear understanding of the types of uses that, by reference, define the City's industrial sector. As defined in Part 2 the term "industrial use" describes a very broad, and open ("not limited to"), listing of uses that are considered industrial. Similarly, Part 2 also defines non-industrial uses, an example of which includes wholesale operations. As illustrated in Part 3, Table 1, the City's M-1 district contains a combination of both industrial uses and non- industrial uses, establishing that the intent of the M-1 district is to accommodate a diversity of industrial and non-industrial uses. The combination of industrial and non-industrial uses (heavy commercial) in the M-1 district supports the City's goal in diversifying its industrial sector. The question is whether Membership Warehouse Clubs further reinforce the City's goal to diversify uses in the M-1 district.. As a use Membership Warehouse Clubs are characterized as a hybrid of retail, wholesale, and warehousing uses. As a hybrid Membership Warehouse Clubs offer a unique opportunity to further diversify the City's industrial sector, particularly in reference to the creation of family wage jobs. Conclusion, Goal l: Consistent. Goa12: To maximize industrial expansion and new development opportunities in locations that utilize existing highways, rail facilities and other infrastructure, are inclose proximity to employee housing areas, and will minimize conflicts with all non-industrial land uses. Page 15 of 31 19 ATTACHMENT "B -FINDINGS" Finding, Goa12: Membership Warehouse Clubs offer a new development and employment opportunity appropriate for the M-1 district. All M-1 lands within the City are served by existing infrastructure and are in close proximity to the City's residential areas. Conclusion, Goa12: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district is consistent with the intent of Goa12. Policy 1: Maximize the industrial development potential of the Highway 99/Southern Pacific railroad corridor through the City by providing site for industrial development along the corridor to meet the needs to the year 2000. Finding, Policy 1: The lands along the Highway 99/railroad corridor are primarily zoned TOD/GC with an underlying zoning of M-1. The largest single parcel is less than one acre. Membership Warehouse Clubs typically require a minimum of 8-10 acres. As proposed the modifications to the M-1 district do not affect the Highway 99/Southern Pacific railroad corridor. Conclusion, Policy 1: Not Applicable. Policy 2: Provide locations for "General Industrial" (M-2 zone) in the northwest portion of the community where such development can take advantage of the rail, highway and freeway facilities while having a minimal impact on other non-industrial land uses within the community. Finding, Policy 2: Inclusion of Membership Warehouse Clubs as a conditional use does affect the M-2 zoning district. Conclusion, Policy 2: Not Applicable. Policy 3: Work toward the development of requirements and guidelines for the establishment of industrial parks or other forms of master planning in the larger industrial districts that could be adversely affected by individual industries being developed without proper coordination with adjacent properties. Finding, Policy 3: The majority of the City's M-1 zoned lands are currently located within a planned, or developed, industrial park. Additionally, the City's land development regulations and Transportation System Plan regulate street circulation to assure that all development contributes to improvement of the City's street connectivity. The inclusion of Membership Warehouse Clubs does not affect the City's continued ability to master plan industrial parks. Conclusion, Policy 3: Not Applicable. Policy 4: Require that all industrial land use proposals for lands adjacent to the urban Growth Boundary and agricultural land uses include provisions for buffering the facilities Page 16 of 31 20 ATTACHMENT "B -FINDINGS" from agricultural land uses outside the UGB, if there is any potential for conflict between the uses. Finding, Policy No. 4: At this time the City's planned industrial lands do not abut agricultural lands. Further, the pending Regional Problem Solving agreement requires the City to adopt and implement the agricultural buffering standards set forth in the Regional Plan. Conclusion, Policy 4: Not Applicable. Policy 5: Ensure through the plan review process that all industrial development proposals adequately address the importance of maintaining environmental quality, particularly air and water quality, and include a plan for the protection of the Jackson Creek and Griffin Creek corridors, as shown on the Plan map and discussed in the Environmental Management Element of the Comprehensive Plan. Finding, Policy 5: The City's plan review process as set forth in Section 17.72 Site Plan, Landscaping and Construction Plan Approval regulates the development review process. Based on the City's current land use plan and zoning there are no industrially zoned or planned lands that abut either Jackson Creek, or Griffin Creek. Conclusion, Policy 5: Not Applicable. Policy 6: Consider the need to require a "Beautification" or "Frontage Landscape" plan to be included in industrial proposals to help create an industrial environment that is attractive to community residents and prospective industries. Findings, Policy 6: Section 17.48 contains provisions for the landscaping of industrial frontage. This requirement is further enforced through the provisions set forth in Section 17.72 Site Plan, Landscaping and Construction Plan Approval. The inclusion of Membership Warehouse Clubs will not alter, or otherwise affect the application of the City's "Beautification" or "Frontage Landscape" requirements. Conclusion, Policy 6: Not Applicable. Page 17 of 31 21 ATTACHMENT "B -FINDINGS" PART 6 -MEMBERSHIP WAREHOUSE CLUBS, ECONOMIC ELEMENT The City's Economic Element addresses the requirements of Goa19 (Economy of the State). It is the ultimate goal of both the City and the state to provide for a local economy that positively contributes to the local and state economy. The term "industry" as used in the Economic Element refers to all sectors of the economy; however, the primary emphasis is on the provision of suitable sites for the location of the basic sector industries, but not to the disadvantage of the non-basic sector. With regard to Statewide Planning Goa19 (Economy of the State) it is the state's primary objective to provide an adequate land supply for economic development and employment growth. Each community is provided the opportunity to address economic development as it deems appropriate to their individual needs as specified in their comprehensive plans' goals and policies. The framework for the City's economic development program is presented in eight (8) elements and related policies. The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district has been compared against each of these elements and their related policies as follows: 1. Information, Research and Technical Assistance Policy 1, Information, Research and Technical Assistance. Utilize the results of the 1980 Census, when available, to provide the detailed data necessary to complete the profile of the community and region. Finding, Policy 1: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district does not alter or otherwise affect the source of data. Conclusion, Policy 1: Not Applicable. Policy 2, Information, Research and Technical Assistance. Request assistance from the Department of Economic Development in the development of the economic development program, and remain aware of the ongoing plans and activities of the County and other area communities. Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district does not alter or otherwise affect the City's economic development programming. Conclusion, Policy 2: Not Applicable. Page 18 of 31 22 ATTACHMENT "B -FINDINGS" Policy 3, Information, Research and Technical Assistance. Encourage the local Chamber of Commerce, Economic Development Committee and other interested persons and organizations to become involved in the City's plans and programs. Finding, Policy 3: Through the public involvement process the City has specifically contacted the Chamber of Commerce to discuss the inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district. Conclusion, Policy 3: This policy is not directly applicable to Membership Warehouse Clubs other than the procedural notification, which the City has complied with per the requirements of Section 17.60.140. 2. Planning and Regulation Policy 1, Planning and Regulation. Continue to refine City regulations pertaining to economic development to ensure that the program can be carried out and that such development will be an asset to the Community and region. Finding, Policy 1: The inclusion of Membership Warehouse Clubs as an allowed use represents the City's conscience effort to effort to refine its zoning regulations as it deems necessary to encourage the continued development of a diversified industrial base. Conclusion, Policy 1: The inclusion of Membership Warehouse Clubs is consistent with the City's economic development policies as set forth in the Economic Element. Policy 2, Planning and Regulation .Continue to emphasize the need to maximize the potential of major existing facilities that represent major public investments, but are presently underutilized (Emphasis on railroad, Highway 99, the I-5 Freeway and the airport related to industrial development, and Pine Street/Head Road for commercial, office-professional and tourist development). Findings, Policy 2: Policy 3, Planning and Regulation. Implement policies of the Housing and Land Use Elements pertaining to the orientation and buffering ofnon-industrial and non- commercial land uses by modifying existing codes to require these actions. Findings, Policy 3: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district does not affect the City's development standards for the M-1 district. Conclusion, Policy 3: Not Applicable. 3. Assembly and Disposal of Land Page 19 of 31 23 ATTACHMENT "B -FINDINGS" Policy 1, Assembly and Disposal of Land. Work with developers to ensure that proposed plans are consistent with the overall development concept of the area and will not create obstacles to the future development of neighboring sites. Finding, Policy 1: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to manage development within the M-1 district. Conclusion, Policy 1: Not Applicable. Policy 2, Assembly and Disposal of Land. Study the benefits of developing "concept plans" for the coordinated development of critical areas, such as the Seven Oaks Interchange Area and other industrial sites along the railroad. Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to study the benefits, or otherwise pursue concept plans for industrial development within the M-1 district. Conclusion, Policy 2: Not Applicable. Policy 3, Assembly and Disposal of Land. Consider initiating the planning for an industrial park along the railroad that would provide for a greater degree of development coordination and might qualify for state or federal financial assistance. Finding, Policy 3: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to initiate plans for an industrial park within industrially zoned lands along the railroad. Conclusion, Policy 3: Not Applicable. 4. Provision of Physical Facilities Policy 1, Provision of Physical Facilities. Ensure that the City's plans for public facilities and utilities are phased according to the most desirable progression of development. Finding, Policy 1: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to plan for public facilities. Conclusion, Policy 1: Not Applicable. Page 20 of 31 24 ATTACHMENT "B -FINDINGS" Policy 2, Provision of Physical Facilities. Strive to provide all necessary public facilities to the industrial (and commercial) sites prior to inquiries to avoid losing potential firms because of inadequate facilities. Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to provide necessary public facilities to industrial/commercial sites prior to inquiries. Conclusion, Policy 2: Not Applicable. Policy 3, Provision of Physical Facilities. Utilize the plans for public facilities and services as a guidance instrument to implement the Plan in accordance with community needs and planned growth. Finding, Policy 3: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to utilize plans for public facilities and services. Conclusion, Policy 3: Not Applicable. Policy 4, Provision of Physical Facilities. Include the development of public facilities in a capital improvements program to ensure coordinated and adequately financed development of the facilities. Finding, Policy 4: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's capital improvement planning. Conclusion, Policy 4: Not Applicable. 5. Site Development Policy 1, Site Development. Ensure that all new development is in conformance with City codes, as well as applicable state and federal requirements. Finding, Policy 1: All development proposals within the City are subject to compliance with the land division and zoning regulations set forth in the City of Central Point Municipal Code. The proposed inclusion of Membership Warehouse clubs as an allowed use will not affect the City's land development and use standards. Conclusion Policy, l: Not Applicable. Policy 2, Site Development. Seek ways to improve codes and repair deficiencies that may be identified as development occurs. Page 21 of 31 25 ATTACHMENT "B -FINDINGS" Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district is in accordance with Section 17.48 and Section 17.60.140 relative to addressing uses not previously recognized, or otherwise identified as an allowed use in any zoning district. Conclusion, Policy 2: Consistent. Policy 3, Site Development. Consider the development of an "industrial park", as recommended in the Land Use Element and discussed in other elements of this Plan. Finding, Policy 3: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to consider the development of industrial parks. A majority of the City's M-1 lands are currently within a developed or planned industrial park. Conclusion, Policy 3: Not Applicable. Policy 4, Site Development. Ensure through the plan review process that all proposed developments are consistent with the Comprehensive Plan and are of the highest possible quality. Finding, Policy 4: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will be subject to all development requirements imposed within the M-1 district. As per these findings it has been determined that Membership Warehouse Clubs are similar to other uses allowed in the M-1 district. Further, by these findings it has also been determined that the inclusion of Membership Ware house clubs is consistent with the City's Comprehensive Plan. Conclusion, Policy 4: Consistent. Policy 5, Site Development. Ensure that proposed development plans will not create obstacles to the future development of adjacent parcels. Finding, Policy 5: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district is relegated to the status of a conditional use. The purpose of this allowed use classification is to assure that any proposed Membership Warehouse Club does not create any adverse impacts on existing and future adjacent uses within the area relative to traffic circulation. Conclusion, Policy 5: Consistent. 6. Non-Financial Incentives to Development Policy 1, Non-Financial Incentives to Development. Strive toward implementation of the Comprehensive Plan to ensure the overall development of the community that will be Page 22 of 31 26 ATTACHMENT "B -FINDINGS" attractive to prospective industries and will provide a high quality community in which to live. Finding, Policy 1: As a use the inclusion of Membership Warehouse Clubs within the M-1 district will not adversely affect the overall development of the City in such a manner that it would negatively affect the attractiveness of Central Point as a place to live and do business. Conclusion, Policy 3: Consistent. Policy 2, Non-Financial Incentives to Development. Undertake promotional opportunities that will emphasize the location and quality of the community and will demonstrate the long-range plans of the City. Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to undertake promotional opportunities. Conclusion, Policy 2: Not Applicable. Policy 3, Non-Financial Incentives to Development. Ensure that all future activities of the City are consistent with the goals directed toward continued improvement of the community. Finding, Policy 3: The process employed in the determination of Membership Warehouse Clubs as a "similar use" has included a comprehensive evaluation of such a decision with the City's Comprehensive Plan and the purpose of the M-1 district. Membership Warehouse Clubs have been found to be similar to other uses allowed within the M-1 district, while at the same time contributing to the economic base of the City. Conclusion, Policy 3: Consistent. 7. Financial Incentives, Assistance to Development Policy 1, Financial Incentives, Assistance to Development. The City will consider legal tax concessions only as a last resort as an inducement to development. Finding, Policy 1: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to propose, or otherwise address tax concessions as an inducement to development. Conclusion, Policy 1: Not Applicable. Policy 2, Financial Incentives, Assistance to Development. Actions that could produce a short-term economic gain should be passed over if it could also detract from the quality Page 23 of 31 2'7 ATTACHMENT "B -FINDINGS" of the environment and become a serious detriment to the long-range plans of the Community. Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district is not considered as ashort-term economic gain. Membership Warehouse Clubs are considered to be a valid use within the M-1 district providing benefits similar to warehousing and other similar uses allowed in the M-1 district, and as such will not be a detriment to the long-range plans of the City. Conclusion, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use in the M-1 district is consistent with this policy. Policy 3, Financial Incentives, Assistance to Development. Investigate alternative financial incentives such as offering loan guarantees or direct loans financed through the issue of tax-free general obligation bonds floated by a local development corporation. Finding, Policy 3: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to develop financial incentives to encourage economic development. Conclusion, Policy 3: Not Applicable. 8. Advertising, Promotion, and Prospect Assistance Policy 1, Advertising, Promotion, and Prospect Assistance. Work with state agencies, including D.E.D. and the Department of Transportation to gain contact with firms seeking to relocate. Finding, Policy 1: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to work with state agencies to facilitate recruitment of firms. Conclusion, Policy 1: Not Applicable. Policy 2, Advertising, Promotion, and Prospect Assistance. Encourage the City's Economic Development Committee to take a leading role in advertising, promotion and prospect assistance. Finding, Policy 2: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to advertise, promote, or otherwise seek means of soliciting industrial development. Conclusion, Policy 2: Not Applicable. Page 24 of 31 2~ ATTACHMENT °B -FINDINGS" Policy 3, Advertising, Promotion, and Prospect Assistance. Consider the preparation of a brochure or other types of advertising materials that can be mass produced and appropriately distributed. Finding, Policy 3: The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not affect the City's ability to advertise, promote, or otherwise seek means of soliciting industrial development. Conclusion, Policy 3: Not Applicable. Page 25 of 31 29 ATTACHMENT `B -FINDINGS" PART 7 -MEMBERSHIP WAREHOUSE CLUBS, TRANSPORTATION ELEMENT The proposed determination of "similarity" of Membership Warehouse Clubs as an allowed use within the M-1 district has been evaluated against the applicable goals and policies of the City's Transportation Element. Goal 3.1, Land Use: To effectively manage the use of land within the Central Point urban area in a manner that is consistent with, and that supports, the successful implementation of this Transportation System Plan. Finding, Goa13.1: The inclusion of Membership Warehouse Clubs within the M-1 district as an allowed use (conditional use) enables the City to effectively distribute traffic to areas of lesser trip generation, as opposed to concentrating uses with high trip generation characteristics. This is done with the understanding that Membership Warehouse Clubs are unique uses found to be similar to and compatible with other uses allowed in the M-1 district. Any actual proposed Membership Warehouse Development proposal will be subject to the City's development standards, including the ability to require a traffic impact analysis (17.05.900). Conclusion, Goa13.1: Complies. Policy 3.3.1, The City shall manage the land use element of the Comprehensive Plan in a manner that enhances livability for the citizens of Central Point as set forth in the Transportation System Plan. Finding, Policy 3.3.1, Land Use: The inclusion of Membership Warehouse Clubs as an allowed use (conditional use) within the M-1 district has been found to be consistent with the City's Land Use Element (See Part 5). Conclusion, Policy 3.3.1, Land Use: Consistent. Policy 3.1.2, Land Use: The City shall continuously monitor and update the Land Development Code to maintain best practices in transit oriented design consistent with the overall land use objectives of the City. Finding, Policy 3.1.2, Land Use: The proposed inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district does not affect the City's planning for transit oriented development, or the City's transit orient development standards. Conclusion, Policy 3.1.2, Land Use: Not Applicable. Page 26 of 31 ~0 ATTACHMENT "B -FINDINGS" PART 8 -MEMBERSHIP WAREHOUSE CLUBS SECTION 17.10.600 AND TRANSPORTATION PLANNING RULE, 660-012-0060 In a letter from John Renz, Department of Land Conservation and Development (DECD) dated December 18, 2008, the issue of compliance with OAR 660-12-0060 questioning "significant effect" was raised. This Part 8 of the Findings has been prepared in response to DLCD's question regarding "significant effect" of the similar use determination. Section 17.10.600 of the City's zoning ordinance sets forth provisions addressing the question of "significant effect" when considering Comprehensive Plan or zoning district changes that may have an effect on the City's transportation facilities. Section 17.10.600 is based on the provisions set forth on OAR 660-12-0060. Both Section 17.10.600 and OAR 660-12-0060 require that certain considerations be addressed relative town amendment's affect on a transportation facility. The consideration of Membership Warehouse Clubs is an interpretive question regarding similar use, it does not amend the Comprehensive Plan, nor does it change any zoning districts, or amend zoning regulations. It is not an amendment to the M-1 zoning district, and as such the above cited sections do not apply. However, to assure that the consideration of Membership Warehouse Clubs is complete these finding address Section 17.10.600 and OAR 660-12-0060. Background The primary transportation facilities that service M-1 lands are Table Rock Road (principal arterial) and Hamrick Road (collector). Pine Street (principal arterial), and Vilas Road (minor arterial) also serve the M-1 area. All M-1 zoned lands are in excess of/z mile from I-5 Interchange 33. 660-012-0060 Plan and Land Use Regulation Amendments (1) Where an amendment to a functional plan, an acknowledged comprehensive plan, or a land use regulation would significantly affect an existing or planned transportation facility, the local government shall put in place measures as provided in section (2) of this rule to assure that allowed land uses are consistent with the identified function, capacity, and performance standards (e.g. level of service, volume to capacity ratio, etc.) of the facility. A plan or land use regulation amendment significantly affects a transportation facility if it would: (a) Change the functional classification of an existing or planned transportation facility (exclusive of correction of map errors in an adopted plan); Finding, 660-012-0060(1)(a): The inclusion of Membership Warehouse Clubs as a conditional use within the M-1 district will not cause a change in the functional classification of transportation facilities serving the M-1 district. All transportation facilities as defined in the City's TSP will be retained as currently defined. Page 27 of 31 31 ATTACHMENT "B -FINDINGS" Conclusion, 660-012-0060(1)(a): Not a significant affect. (b) Change standards implementing a functional classification system; or Finding, 660-012-0060(1)(b): The inclusion of Membership Warehouse Clubs as a conditional use within the M-1 will not cause a change in the standards implementing the City's functional classification system as set forth in the TSP. Conclusion, 660-012-0060(1)(b): Not a significant affect. (c) As measured at the end of the planning period identified in the adopted transportation system plan: (A) Allow land uses or levels of development that would result in types or levels of travel or access that are inconsistent with the functional classification of an existing or planned transportation facility; Finding, 660-012-0060(1)(c)(A): As a conditional use Membership Warehouse Clubs, within the M-1 district, will not result in types or levels of travel or access that are inconsistent with the functional classification of the City's existing or planned transportation facilities. All M-1 lands are currently served by the City's primary arterial and collector street system. Conclusion, 660-012-0060(1)(c)(A): The inclusion of Membership Warehouse Clubs as an allowed use within the M-1 district will not cause a change in the type or level of travel or access inconsistent with the City's functional classification system of an existing or planned transportation facility. (B) Reduce the performance of an existing or planned transportation facility below the minimum acceptable performance standard identifted in the TSP or comprehensive plan; or Finding, 660-012-0060(1)(c)(B): A determination that Membership Warehouse Clubs as a conditional use are similar to other allowed uses in the M-1 district will not cause the performance of an existing or planned transportation facility to fall below acceptable performance standards. Only at such time as a Membership Warehouse Club is actually developed would there be a demand on the City's transportation facilities that may, or may not, affect the transportations minimum level of performance. As proposed the Membership Warehouse Clubs would be allowed as a conditional use and subject to compliance with all development standards of the City, including the Transportation. System Plan. It is possible that the development of any use permitted in the M-1 district, Membership Warehouse Clubs included, could cause a reduction in the minimum level of service, in which case the development proposal would be responsible for the mitigation of traffic impacts to acceptable levels. Section 17.05.900 Traffic Impact Analysis contains Page 28 of 31 32 ATTACHMENT'°B -FINDINGS" provisions for the evaluation of a development's traffic impacts and mitigation of those impacts to acceptable minimum levels. Conclusion, 660-012-0060(1)(c)(B): A determination that Membership Warehouse Clubs are a similar use will not cause a reduction of performance standards to existing or planned transportation facilities below minimum acceptable standards. (C) Worsen the performance of an existing or planned transportation facility that is otherwise projected to perform below the minimum acceptable performance standard identified in the TSP or comprehensive plan. Finding, 660-012-0060(1)(c)(C): See Finding 660-012-0060(1)(c)(B). Conclusion, 660-012-0060(1)(c)(C): See Conclusion 660-012-0060(1)(c)(B). (2) Where a local government determines that there would be a significant effect, compliance with section (1) shall be accomplished through one or a combination of the following: (e) Providing other measures as a condition of development or through a development agreement or similar funding method, including transportation system management measures, demand management or minor transportation improvements. Local governments shall as part of the amendment specify when measures or improvements provided pursuant to this subsection will be provided. Finding, 660-012-0060(2)(e): A determination that Membership Warehouse Clubs area similar use to uses permitted within the M-1 district will not result in a significant effect on the City's transportation facilities, however it does provide an opportunity that such an effect may occur. As an accommodation to this possibility Membership Warehouse Clubs are proposed as a conditional use. The purpose of the conditional use classification is to provide further assurances that Membership Warehouse Clubs are compatible with, and complimentary to adjacent uses, including mitigation of traffic impacts. Section 17.05.900 Traffic Impact Analysis requires that developments meeting certain criteria are required to complete and submit a traffic impact analysis. Conclusion, 660-012-0060(2)(e): As a conditional use, and using Section 17.05.900 the City has in place methods and means to evaluate and impose mitigation to potential project generated transportation impacts resulting from the development of Membership Warehouse Clubs, or any other use within the M-1 district. Page 29 of 31 33 ATTACHMENT "B -FINDINGS" PART 9 - WAREHOUSE CLUBS CONDITIONAL USE AUTHORIZATION, SECTION 17.48.040(A) Section 17.48.040 Conditional Uses. The following uses and their accessory uses may be permitted in an M-1 district when authorized in accordance with Chapter 17.76 (Conditional Use Permits). A. Business offices and commercial uses that are compatible with and closely related in their nature of business to permitted uses in the M-1 district, or that would be established to serve primarily the uses, employees, or customers of the M-1 district. Finding Section 17.48.040. This section serves as further acknowledgement that uses within the M-1 district are not strictly limited to primary and/or secondary sector industrial uses. Provided that a determination can be made that the use is compatible with and closely related to business permitted in the M-1 district, office and commercial uses can be allowed as conditional uses. Section 17.60.140 sets forth the criteria used to determine "similarity" for allowed uses within a district. Part 4 of these findings address the criteria for "similar" use. As a safeguard to compatibility with other permitted uses it is proposed that Membership Warehouse Clubs be classified as a conditional use. As a conditional use Membership Warehouse Clubs will have to, on a case-by-case basis, address and mitigate traffic and site planning conflicts as a condition of approval. Conclusion, Section 17.48.040. See Part 4 for conclusions. Page 30 of 31 34 ATTACHMENT "B -FINDINGS" PART 10 -SUMMARY CONCLUSION With regard to the question of similarity it has been demonstrated in these findings that Membership Warehouse Clubs are similar and closely related to, and can exist compatibly with uses permitted in the M-1 district. The inclusion of Membership Warehouse Clubs as a conditional use will serve to diversify the City's industrial base and allow additional opportunities for employment generating development. The inclusion of Membership Warehouse Clubs as a conditional use within the M-1 district is found to comply with all applicable criteria set forth in Section 17.48.020(W) and Section 17.60.140(A) of the Zoning Ordinance. Page 31 of 31 35 WILSON ROAD UGB EXPANSION PLAN City of Central Point, Oregon 14Q So.Third St., Central Poinr Or 97502 5411664.3321 Fax 541.664.fi384- www.cLcpntral-point.oCUS Planning IDepartm~:nt s Tom Hurgphrey,AICP, CommOnity 4evelopmentDirector/ ASSistantCityAdministrator MEMORANDUM To: Planning Commission and Citizens Advisory Committee From: Don Burt, Planning Manager Subject: Wilson Road UGB Expansion Plan Date: January 27, 2009 One of the by-products of the RPS process will be the need for each City to develop a land use plan for each urban reserve area. Recently the Rogue Valley Metropolitan Planning Organization (RVMPO) received a state grant to develop a proto-type plan for one of the Regional Problem Solving (RPS) urban reserve areas. The RVMPO selected Central Point's Wilson Road (CP-2B) urban area. The RVMPO staff is working closely with City staff in the development of this plan, as welt as other interested stakeholders (property owners). On November 25, 2008 the RVMPO held a well attended kick-off meeting. If all goes well, at some point the proposed Wilson Road plan will be considered by the CAC, Planning Commission, and ultimately the City Council for inclusion as part of the City's Comprehensive Plan. At this time it is important to keep the CAC and the Planning Commission informed of the Wilson Road Plan progress. On January 29, 2009'the RVMPO has scheduled the second meeting. The agenda and information to be discussed is attached, and includes the following: 1. Agenda 2. Introductory email from Dick Converse 3. Technical Memorandum No. I 4. Technical Memorandum No. 2 5. Technical Memorandum No. 4 It is not necessary that the CAC or the Planning Commission to attend the meeting. Staff will provide an update at the CAC and Planning Commission meetings. If you want to attend the RVMPO meetings you are more than welcome to do so. Rogue Va//ey Metropo/itan Planning Organization Regional Transportation Planning Ashland • CeritrelPofnt•EeglePoint • Jacksonville • Medford • Phoenix •Talent • WhRe CIty WILSON ROAD AREA UGB EXPANSION PLAN ADVISORY COMMITTEE MEETING #1 6 P.M. JANUARY 29, 2009 RVCOG MEETING ROOM AGENDA 1. Welcome and Introductions 2. Review Schedule The Statement of Work calls for the Advisory Committee to meet a minimum of three times. Staff will seek advice on the dates and times for the meetings, based on the tasks that lie ahead. 3. Review Technical Memorandum 1 and 3 Technical Memo 1 is a compilation of plans and policies that affect land use and transportation. No action is necessary, but clarifications or corrections are welcome. Technical Memo 2 includesproject review criteria from a number of sources and, as a result, some concepts are repeated. The committee will be asked to select a set of criteria from among the lists and will be invited to suggest additional criteria. 4. Base Case Scenario The purpose of this task is to illustrate future land use and transportation conditions, assuming development types (residential, commercial, institutional, public/open space) and densities committed to in the RPS plan. For Central Point, the density scenario calls for a minimum of 6.0 units per acre. The base case maps will portray: • Land uses, including structures, roads, parks, etc.; • Potential Comprehensive Plan and zoning designations; • Road network, including functional classification; • Roadway level of service, including volume to capacity (V/C) ratios as available; • Pedestrian and bicycle facilities, including deficiencies for safe and convenient travel between destinations; and • Transit systems-routes and stops. 4. Review Technical Memorandum 4. Technical Memo 4 describes assumptions used to develop the base case scenario and other conditions and characteristics relating to land use and the transportation system. The committee will be asked to affum the content of the memo or suggest changes. RVMPO is etaHed by Ropue Valley Council of Govemmenle • 155 N. Firet St • P 0 Box 3275 • Central Point OR 97502.547.6648874 -Don Burt From: Dick Converse [dconverset~rvcog.org] Sent: Tuesday, January 27, 2009 5:40 AM To: Chris Borovansky; Kathy McCullough; Don Burt Cc: Sue Casavan Subject: FW: Wilson Road Area Study Map Attachments: 2MailStudyAreaWllsonRd_URA1.pdf Sorry, I gave Sue some bad email addresses when she sent this to other committee members yesterday. Dick Converse Principal Planner Rogue Valley Council of Governments PO Box 3275 Central Point OR 97502 541.423.1373 From: Sue Casavan Sent: Monday, January 26, 2009 3:55 PM To: Dick Converse; Dan Moore Subject: FW: Wlison Road Area Study Map FYI Sent:• Monday, ]~uary.26; 2009 132 gly,- To 'Chris Borovahsky'j 'Connie Moaygeinba'; 'Don Burt'; 7anet Jones; 'Joann Cernick'; 7ustih Hurley'; 'Kai McCullough'; 'Kay Harrison'; 'Mike Collins'; 'Mike Quilty'; 'Paige Townsend'; Shirley Roberts Subject: Wilson Road Area Study Map Dear Committee Members, The attachment is the first draft of the Wilson Road Study Area Plan. This is a very tentative depiction of potential zoning and traffic circulation that will serve as a foundation for our discussion Thursday evening. (If you are unable to attend the meeting, I would very much appreciate the opportunity to convey to the committee any comments you have.) As Memorandum 4 describes, the Regional Problem Solving project calls for four broad zoning allocations,. with a further split of residential uses. The categories and their acreages are as follows: Low Mix Residential - 173 acres Medium Mix Residential - 93 acres Institutional (schools, etc.) - 26.5 acres Parksl0pen Space: 20 acres Commercial 16.5 acres As shown in this scenario, institutional land includes the District 6 property north of Upton Road, and an area just west of the Medium Mix Residential area west of Table Rock Road. Parks and open space lands are shown near Bear Creek, and along the Bear Creek Orchard north of Upton Road. We have shown two nodes of commercial, both west of Gebhard Road. One site is near Wilson Road, and the other is adjacent to the Expo property. We are also showing two potential RVTD transit stops, realizing that there will likely be more. Please keep in mind that these allocations are simply a beginning point, showing only one of dozens of options. I look forward to seeing you Thursday evening. Dick Converse Principal Planner Rogue Valley Council of Governments PO Box 3275 Central Point OR 97502 541.423.1373 ~5 Roque Va//ey NJetropo/itan P/arming Organization Regional Tran3portetion Planning Ashland • CenfrelPoint • Eagle Point • Jacksonville • MedPoM • Phoenix •Talent • Whfte City TECHNICAL MEMORANDUM Y EXISTING PLANS, REGULATIONS & STANDARDS 1.1 Introduction This section summarizesplans and policies at the state, Metropolitan Planning Organization (MPO), county; and local level that. directly affect land use and transportation planning in the City of Central Point and Jackson County. Although each document reviewed contains many policies, only those sections most pertinent were chosen for this examination. The purpose of this review is to provide a policy context for Urban Reserve Area planning. Applicable standards and policies are printed verbatim where. possible, or paraphrased as necessary, leading to conclusions about the relationship to urban reserve area planning. Three jurisdictions are responsible for maintenance of public roads in the city: City of Central Point, Jackson County and the Oregon Department of Transportation (ODOT). The policies, -plans and standards governing each jurisdiction's roadway responsibilities are discussed below with a focus toward identifying impacts and influences on Central Point's transportation planning. Additionally, Central Point is within Rogue Valley Metropolitan Planning Organization (RVMPO) planning area. The RVMPO coordinates transportation planning within the metropolitan planning,area. This section begins with State of Oregon policy documents, followed by the RVMPO, Regional Problem Solving (RPS), Jackson County, and Central Point. 1.2 State of Oregon 1.2.1 Transportation Planning Rule The rule (Oregon Administrative Rules, Division 12, Section 660-012) implements Statewide Planning Goal 12, to provide and encourage a safe, convenient and economic transportation system, and provisions of-other statewide planning goals related to transportation planning. The purpose is to direct transportation in coordination with land use planning and development. The Transportation Planning Rule (TPR) was most recently amended in November 2006. The TPR requires cities, counties, Metropolitan Planning Organizations (MPOs), and ODOT to adopt TSPs, addressing the following: • A determination of transportation needs; • A plan for a network of arterial and collector roads • A public transportation plan • A bicycle and pedestrian plan • Plans: for air; rail, water and pipeline transportation RVMPO Is staffed by Rogue Valley Council of Govemmenl• • 755 N. Flret SL • P 0 Box 3275 • Central Point OR 97502.541.6546674 • Plans for transportation system management and demand management • A parking plan • A financing program; and • Polices and land use regulations to implement TSP provisions. In MPO areas, local TSPs are to be designed to increase transportation choices and reduce reliance on the automobile. These factors also affect transit-oriented design. Protection of transportation facilities, corridors. Regulations to protect transportation facilities include: • Access controls; • Standards to protect future operations; • A coordinated review of land use decisions that affect transportation facilities; • A process to apply conditions on development to minimize transportation impacts; • Regulations to provide notice of potential impacts to affected agencies; and • Regulations assuring the land use, density and design decisions are consistent with function and performance standards in the TSP. Land use and subdivision regulation. Provisions for safe and convenient movement of pedestrians, bicyclists and vehicles that ate consistent with street function, including: • Bicycle parking for retail office, and institutional development, and multi-family residential development of four or more units; and • Sidewalks and bicycle paths within new development, and connecting to nearby neighborhoods, transit stops and activity centers; Support for transit. Regulations that encourage transit service and ridership, carpooling. • Provision of pull-outs, shelters and other amenities;. • Walkways connecting to transit stops from retail, office and institutional uses; • Preferential parking for carpools and vanpools; and • Designation of densities and land uses to support transit service. Adopt land use and subdivision regulations to reduce reliance on the automobile. The RVMPO audit for an Integrated Land Use and Transportation Plan for Central Point (discussed below and submitted as Appendix A) contains measures to help reduce reliance on the automobile and contribute toward meeting the RVMPO Alternative Measures, which are noted in the Regional Transportation Plan (RTP) discussion below. The Alternative Measures set standards for meeting the TPR requirement to reduce vehicle miles traveled (VMT) in the RVMPO area. Other measures include: • A parkingplan; and • Providing the most direct possible access for pedestrians and bicyclists. Minimum width standards for local streets. Establish street standards that minimize pavement width and rights-of--way consistent with operational requirements. Such measures reduce cost and discourage inappropriate traffic volumes and speeds, while providing adequate access for all emergency vehicles. Wilson Road Land Use Study Technical Memorandum #1-Existing Plans, Regulations, and Standards Page 2 RVMPO maintains a Regional Transportation Plan that is updated every four years. Central Point is completing an update of its TSP. As of October 2008, the plan was in the public hearing phase. 1.2.2 Access Management The Transportation Planning Rule (TPR) requires local governments to adopt land use or subdivision ordinance regulations, consistent with applicable federal and state requirements, to protect transportation facilities, corridors and sites for their identified functions. Regulations include access control measures such as driveway and public road spacing, median control and signal spacing standards, which are consistent with functional classification. 1.2.3 Oregon Statewide Transportation Improvement Program The Statewide Transportation Improvement Program (STIP) is a four-year construction (2006- 2009), multi modal program that fulfills federal requirements. It is a compilation of projects utilizing various federal and state funding programs, and includes projects on the state, city and county transportation systems, and projects in the National Parks, National Forests, and Indian Reservations. Also included are projects fully funded by the metropolitan planning organizations (IVIPOs) that are of regional interest or significance. The STIP is not a planning document; it is a project prioritization and scheduling document developed through various planning processes involving local and regional governments, transportation agencies, and the interested public. Through the STIP, ODOT allocates resources to the highest priority projects in these plans. The only STIP project located in Central Point is a jurisdictional transfer of a portion of Highway 99 from ODOT to the City. 1.2.4 Executive Orders on Quality Development and Sustainability Executive Order No. EO-00-23: Use of state resources to encourage the development of quality communities. The order adopted by the governor in August 2000 is intended to ensure that state programs and activities contribute to building and maintaining quality communities that are environmentally sound, offer affordable housing and a balance of jobs and housing to reduce transportation needs and the cost of providing services including transportation. The order has seven objectives, which state agencies should use in combination with state and local partnership principles and local development objectives. Objective 4 most closely relates to the TSP update. It reads: "Support development that is compatible with a community's ability to provide adequate public facilities and services." Executive Order No. EO-03-03: A sustainable Oregon for the 215 century. The order recognizes that Oregon's economic recovery will be aided by establishing a commitment to lasting solutions that simultaneously address economic, environmental and community well- being. One aspect of well-being should not be traded against another. The order supports the goals of the Oregon Sustainability Act of 2001. Executive Order No. EO-06-14 establishing the Transportation and Tourism Task Force to synchronize tourism and transportation enhancement efforts statewide, including traveler information. Wilson Road Land Use Study Technical Memorandum # 1-Existing Plans, Regulations, and Standards Page 3 1.2.5 Oregon Transportation Plan The Oregon Transportation Commission (OTC) adopted the Oregon Transportation Plan (OTP) in 1999 and in September 2006 adopted a completely updated multi-modal plan. This Plan supersedes the 1992 Oregon Transportation Plan. The 1992 OTP established a vision of a balanced, multimodal transportation system and called for an expansion of ODOT's role in funding non-highway investments. With fourteen years of experience and technological advances, the 2006 OTP provides a framework to further these policy objectives with emphasis on maintaining the assets in place, optimizing the existing system performance through technology and better system integration, creating sustainable funding and investing in strategic capacity enhancements. The OTP has four sections: (1) Challenges, Opportunities, and Vision; (2) Goals, Policies and Strategies; 3) Summary of Financial and Technical Analyses; and (4) Implementation. The OTP meets a legal requirement that the OTC develop and maintain a plan for a multimodal transportation system for Oregon. The .OTP also implements the federal requirements for a state transportation plan. The OTP also meets land use planning requirements for State agency coordination and the Goal 12 Transportation Planning Rule. This rule requires ODOT, the cities, and the counties of Oregon to cooperate and to develop balanced transportation systems. 1.2.6 Oregon Public Transportation Plan (1997) The Public Transportation plan focuses primarily on public transportation in metropolitan and urban areas. The following optimum (plan Leve13) public transportation level of service standards for urban areas envisions increased funding and applies for conditions in the year 2015. Leve13 standards include: • Increase services to enable metropolitan areas to respond to TPR requirements for per-capita reduction in vehicle miles traveled; • Provide services to all parts of the urbanized area; • Provide service frequencies for all routes at no less than one-half hour at peak periods; • Provide service at no less that one-hour frequencies for off-peak services on all routes, or make a guaranteed ride home program available; • Provide park-and-ride facilities along major rail or bus corridors to meet reasonable peak and off-peak demand for such facilities; • Provide services with regular, convenient connections to all intercity modes and terminals; and • Provide sufficient service levels to public transportation-oriented development to achieve usage goals of the development. Leve12 service standards would allow transit service to expand at pace with population; and Level 1 would maintain existing service. In addition to public transportation, the plan also describes rail standards and minimum level of service standards for intercity bus service. 1.2.7 Oregon Bike and Pedestrian Plan (1999) The goal of this plan is to provide safe, accessible and convenient bicycling and walking facilities and to support and encourage increased levels of bicycling and walking. The plan identifies policies, classification of bikeways, construction and maintenance guidelines, and Wilson Road Land Use Study Teclmical Memorandum # 1-Existing Plans, Regulations, and Standards Page 4 suggested actions to achieve these objectives. These actions are: (1) provide bikeway and walkway systems that are integrated with other transportation systems; (2) create a safe, convenient, and attractive bicycling and walking environment, and (3) develop education programs that. improve bicycle and pedestrian safety. 1.3 Regional and County Plans Central Point is in the Rogue Valley Metropolitan Planning organization and is adjacent to land under the jurisdiction of Jackson County, soplaaning at the county and regional level impacts the city. City transportation projects that are federally funded and of regional significance must be part of the RVMPO planning process. 1.3.1 Regional Transportation Plan, Rogue Palley Metropolitan Planning Organization (RVMPO) The Regional Transportation Plan (RTP) is the long-range, multimodal transportation plan for the Rogue Valley metropolitan area. Because of it proximity to Medford, Central Point was included when the MPO was firsf formed. A result of the 2000 U.S. Census was the expansion of the Medford urbanized area to include Jacksonville, Eagle Point, Talent, and Ashland. Central Point participated inthe-drafting and adoption of the 2005-2030 RTP. The plan meets federal mandates by meeting standards for air quality and by being fully funded. The RTP serves as a guide for managing existing transportation facilities and for the design and implementation of future transportation facilities., It provides the framework and policy foundation for decision making. The plan's Guiding Principles rely heavily on increasing facility efficiency, supporting alternatives tgsfngle-occupancy vehicles and balancing competing demands for services and resources. The plan's projections include forecasts for population and employment, and expectations based on results°oftravel-demand modeling. Projects listed in the RTP are either Tier 1 (funded) or Tier 2 (no funding identified). Central Point Re Tonal Tr ans ortatlon Tian ro ects, 1 per ~ ac } ~ h . x yf ~ t' ~ ~~ 3~ ,. ~} ~ y , i ~ taA ~ ~i ~. .,~v s~ . LaurelSt: N. 9th to s. - 5 Pave and improve .Ri ~..! 200 , N 10~h CMAQ Shott-. .$16$,000 201 N. 9th St., Laurel Pave and improve Short~_ ~ $489,000 ~~ St. to Che St. CMAQ Haskell St., Pine Widen to add cohtinuous urn lane '' 202 St. to Snowy Butte with bike lanes and Short- $750,000 Rd. sidewalks Widen to add 203 10th St., Hazel St. continuous tum lane .Short; $1;250,000, to Scenic Ave. with bike lanes and sidewalks R/R X-ing between 204 Plne St. and At-grade RtRX-ing Short;. ~ $1,600,000': Scenic Rd. Upton Rd., Widen to two lanes 205 approaches to I-5 with bike lanes and Short, ~~ $775,000; overcrossin sidewalks Wilson Road Land Use Study Technical Memorandum # 1-Existing Plans, Regulations, and Standards Page 5 208 Upton Rd., 3rd St., intersection, add ' ,~ $I~ort' " $37&,004 Scenic Ave. and sidewalks & bike +, Tenth St, lanes ' " '' 207 E; Plne St., Bear C e k B id e t Widen for turn lanes l n dd d bik ~ j Short ~ $~40 OOP r e r g o e a es, a an , Penln er Rd. sidewalks ~ `~ ,< ,.. , ", ;~ , Remove 4th St. 208 E Pine St signal, adtl new ~ ~ , , ~ . . signals at 2nd St. and: 81h St. E. Pine St. and Upgrade traffic 209 Third St. slghals intersection 210 Oft 99, Pine St. to Provide bike lanes ~ , , , Griffin Creek Rd. and sidewalks Construct bulb outs, 211 Pine St. traffic and bike lanes and calming sidewalk im `rovements New Haven Rd. Add signal for 212 and Hamrick Rd. pedestriancrossing ~ ~ intersection Beebe Rd. and .Add signal for 213 Hamrick•Rd• pedestrian grossing intersection Widen to atld '' ~~' ` ~ ,,.° ..214 Freeman Rd., Oak continuousturniane ~ 4cfig~ ' ~1,$8~,000 St: to Hopkins Rd: with bike lanes and ; sidewalks ` Scenic Ave., ' Change alignment, ~ ~, ~ 215 s Way to Mary widen to add bike Lizrtg - $630,000 j Scenic Middle School. lanes & sidewalks , ~~ Taylor Rd., Valley Replace box culvert 218 Oak Dr. to Haskell and transition to new Long.. } $1,OOQ,000 St. E-W sections Scenic Ave. 10th Widentoadd ~ ~ °? ~ ~_ ` 217 , St. to Scenic continuousaurn lane Lohg, ;];1,b3 5,00p Middle School with bike lanes and. r , eldewalks ,, 218 OR 99 and Beall Change alignment and upgrade signals ~ ~ long '` $500,OOQ Lane intersection and RIR X-in , ~ • ~ ' 219 Hazel St., 3rd St. to Provide sidewalks ~ ~Longa~~ ' $3Q0,01~0 10th St. aircurband utter re , 220 3rd St., E. Pine St. Add bike lanes and Long` $225,000 to-Hazel St. sidewalks E. Pine St., Widen for decal/accel 221 Hamrick Rd. to lanes, add bike lanes Tier 2 $355,000 Bear Creek Bride and sidewalks 222 Gebhard Rd., UGB Widen to add wnbnuous turn lane Tier 2 $1,817,000 limits to Beebe Rd. with bike Lanes and Wilson Road Land Use Study Technical Memorandum #1 -Existing Plans, Regulations, and Standards Page 6 'sidewalks Beebe Rd. Widen to add 223 , Hamrick Rd: to continuous-turn lane Tier 2 000 $934 Gebhard Rd with bike lanes and , . sidewalks Bursell Rd., Beall Witlen to two lanes 224 to Hopkins with bike lands and Tier2 $1,262,000 sidewalks Witlento add 225 W Pine St., Hanley continuous turn lane Tier 2 $1 312,000 Rd. to Haskell St. with blkeianes and , sidewalks Widen to add 228 10th St., E. Pine continuous turn lane Tier 2 000 $500 St. to Hazel St. with bike lanes and , sidewalks Scenic Ave and Add traffio signaland 227 . OR 99 intersection change alignment at Tier 2 $375,000 intersection 228 OR 99, Beall Ln. to Widen toprovide bike lanes and Tier 2 $900,000 $7,455,000 $0 Pine St. sidewalks The plan's Alternative Measures section meets state planning requirements for MPOs contained in the Transportation Planning Rule. Alternative Measures set benchmarks for urban areas that, in general, encourage development of compact, pedestrian friendly development. The measures were adopted after travel-demand modeling for the 2000 RTP showed that the region could expect at 2.5 percent per capita reduction in vehicle miles traveled, falling short of the required 5 percent reduction. The Measures seek to: 1. Increase bicycle, pedestrian and transit use; 2. Increase percentage of dwelling units within''/a-mile of transit; 3. Increase percentage of arterials and collectors with bicycle facilities; 4. Increase percentage of housing and jobs in mixed-use development near activity centers; and 5. Increase transit fimding on a regional (RVMPO) basis. 1.3.2 Transportation Improvement Program The RVMPO Transportation Improvement Program (TIP) identifies transportation projects in the planning region that are expected to be funded in the federal fiscal years 2008-11. Project in the TIP are drawn from the RTP. The TIP, like the RTP, meets air quality confornuty requirements. 7.3.3 Air Quality Conformity ' Central Point is within the Medford-Ashland Air Quality Maintenance Area and under state Department of Environmental Quality rules, the region must show conformity with emission standards forparticulates, specifically PMto, and carbon monoxide in the Medford UGB. The Rogue Valley Metropolitan Planning Organization performs a conformity determination for all federally funded, regionally significant projects in the RTP and TIP. Therefore, Central Point projects listed in those documents must meet air quality standards. Wilson Road Land Use Study Technical Memorandum #1-Existing Plans, Regulations, and Standards Page 7 1.3.4 Baseline Environmental Data 1.3.4.1 RVMPO Environmental Review In late 2006 and early 2007, the RVMPO conducted a survey of environmental features within the MPO planning area to conform to new federal requirements. The survey used available local, state and federal conservation plans, maps and inventories of historic and natural resources. • U.S. Department of Agriculture, Class 1 and 2 soils, which have the least amount of restrictions to their use and are considered most valuable for agriculture and conservation. Class 2 soils (irrigated) cover portions of the area west of Gebhard Road. A small area of Class 1 soils is west of Upton Road. • Wetlands, National Wetlands Inventory (NWI), and Jackson County's Goa15 Inventory of Natural Areas. Several small wetlands exist throughout the study area. Critical wildlife habitats, U.S. Fish and Wildlife, National Oceanic and Atmospheric Administration, Oregon Department of Fish and Wildlife areas for deer, elk, Coho salmon and vernal pools. The study area is not critical deer or elk winter range. Bear Creek contains Coho salmon. Vernal pools occupy the area east of Gebhard Road. • Clean Water Act directive 303(d) listing of impaired waters lists Bear Creek and its tributaries, monitored for bacteria and temperature. 1.3.4.2 Statewide Land Use Goa15 Goa15 addresses many of the same features addressed in the previous two sections by the RVMPO and the City of Central Point. The Goal covers more than a dozen resources including wildlife habitats, historic places and aggregate. It contains measures intended to avoid duplication with other state or federal programs that address resources. The goal sets up a planning process to protect resources that includes: an inventoty; identification: of potential conflicts with existing or proposed uses; analysis of the consequences of the conflicts; a decision on protections needed; and adoption of measures to put protection policies into effect. Goa15 resources not addressed in the programs described above include options for local governments to designate open space and scenic views and sites. 1.3.5 Jackson County Comprehensive Land Use Plan, Transportation System Plan The Jackson County Comprehensive Plan is the official long-range land use policy document for Jackson County. The plan sets forth general land use planning policies and allocates land uses into resource, residential, commercial and industrial categories. The plan serves as the basis for the coordinated development of physical resources, and the development or redevelopment of the county based on physical, social, economic and environmental factors. The Board of County Commissioners updated the 1989 plan in early 2004, and the revised plan took effect in March 2004. For the most part, the Comprehensive Plan guides rural development in Jackson County, but some policies affect cities as well. Urban Lands Eloment: GOAL: TO PROVIDE FOR AN ORDERLY, EFFICIENT AND ENVIRONMENTALLY SOUND PLAN FOR URBAN LAND USES WITHIN URBAN GROWTH BOUNDARIES. Policy #1: Jackson County shall maintain along-range commitment to the implementation of urban centered growth. Transportation Element: Wilson Road Land Use Study Technical Memorandum #1-Existing Plans, Regulations, and Standards Page 8 Jackson County updated its Transportation System Plan in 2004. The plan is the county's long- range guide to managing and developing multi-modal transportation facilities within the county. It sets system goals and policies for livability, the modal components and integration with land use planning, financial and environmental planning. Gebhard Road, Upton Road, and Wilson Road are county roads serving the study area. Farther to the east is Table Rock Road, also a county road. 1.4 City Plans and Studies 1.4.1 Central Point Comprehensive Land Use Plan Agricultural Lands (Goa13) 3-9 Every effort will be made to reduce urban-agricultural conflicts by: discouraging "leap- frog" development that is inconsistent with urbanization policies dealing with the phasing of development; providing appropriate buffers between urban land uses and intensive agricultural uses, with emphasis on the periphery of the urban growth boundary; and supporting efforts by the Agricultural Stabilization and Conservation Service and the Jackson Soil and Water Conservation District to promote best Management practices reducing soil erosion and excessive irrigation boundary. Air, water and land resources (Goal 6) 3-15 The City of Central Point shall provide for employment, shopping, and recreational opportunities and public services in locations as close as practicable to new and existing residential areas. 3-16 The city shall provide bicycle lanes as new streets are built or old streets are resurfaced, whenever possible, and promote the use of bicycles as an alternative to the family car. 3-31 In conjunction with flood hazard reduction and established greenway policies, Central Point will encourage all new construction to set back a minimum of 100 feet from the primary floodway of Bear Creek and 50 feet back from the edge of banks along Jackson and Griffm Creeks, to ensure protection from slope stability problems in the urban growth boundary area. 3-36 To develop and adopt a long range environmental management plan that will help to guide future growth and development of Central Point, in balance with the physical requirements and continued enhancement of the natural environment. 3-37 To maximize the use of public rights-of--way and publicly held lands for open space, conservation, and environmental protection purposes. 3-39 To develop a plan and policies that will provide for urban development in a manner that is compatible with adjacent resource lands, including agricultural lands. Energy Conservation (Goal 13) Wilson Road Land Use Study Technical Memorandum # 1-Existing Plans, Regulations, and Standards Page 9 3-45 To provide for energy efficient design in all new development that maximizes the use of natural environmental features, including topography, natural vegetation and trees, and proper solar orientation. 3-46 To ensure, through the comprehensive plan and zoning, the most energy-efficient arrangement of land uses and neighborhoods. 3-47 To minimize transportation-related energy consumption through appropriate land use planning and an emphasis on non-motorized transportation alternatives. 3-55 The city will encourage attached or clustered housing whenever such development would result in substantial energy conservation; or in areas of natural vegetation where con- ventional housing or subdivisions would have a detrimental impact on the natural environment. 3-60 The city will strive for energy-efficient future neighborhoods by providing for future residential development that is based on the "neighborhood concept". 3-61 The city will minimize the costs of and energy consumed in the provision of urban facilities such as streets, sidewalks, curbs and gutters, etc., through the encouragement of planned unit developments and cluster housing that utilize cul-de-sac streets, private streets, and interior common areas with walkways and bikeways. 3-64 The city will consider modifications to existing ordinances that will add requirements for bicycle paths and walkways within planned unit developments, clustered residential development and other proposed development that includes common open space areas suitable for such trails. 3-65 The city will continue to support and promote carpooling and public transit (bus) service to Central Point. 3-67 The city will provide for highest residential densities along major arterial streets and in the vicinity of major activity centers in order to maximize convenience and access, encourage pedestrian trips, and maximize the cost effectiveness of public transit. 3-68 Whenever possible, the city will encourage non-motorized forms of transportation to lessen the dependence on the private automobile for short trips and commuting. 3-70 The city supports the county's proposed development of the Bear Creek Greenway pedestrian, bicycle and equestrian system as an important project that will encourage non-motorized travel. Transportation (Goal 12) Wilson Road Land Use Study Technical Memorandum # 1-Existing Plans, Regulations, and Standards Page 10 To provide and encourage a safe, convenient and economic transportation system. 4-3 Work with transportation officials and the county to create an additional access point from the I-5 Freeway to Expo Park. (Possibilities should include a frontage road off-ramp for northbound traffic north of Pine Street, and the possible improvement of the Upton Road bridge to include freeway access.) 4-5 Include in all future specific or neighborhood plans, provisions for reducing through traffic in residential neighborhoods. 4-10 Include considerations of bicycle and pedestrian facilities in all street improvements and in the design of new streets. 4-11 Consider the need to develop a street tree and landscaping plan for all city streets, including guidelines for new subdivisions that will increase the visual appearance of the development. 4-12 In future planning, continue to emphasize the most efficient use of the automobile within the community and also provide for non-motorized transportation alternatives, with emphasis on pedestrian and bicycle facilities. 1.4.2 Central Point Zoning and Subdivision Ordinance City ordinances governing transportation facilities generally are found in the municipal code in Title 16, Subdivision Regulations; and Title 17, Zoning (defining uses that require traffic and parking plans). Title 16: Land Division Regulations -enacts subdivision and land partition regulations including standards for public and private streets, including engineering and construction standards. Title 17: Zoning -Defines city land use zones. Chapter 17.65 establishes standards for transit oriented development (TOD), including uses and standards for design, circulation, and access. 1.4.3 RVMPO Integrated Land Use and Transportation Plan The RVMPO in 2004 conducted audits of development regulations in several cities including Central Point to determine the steps participating jurisdictions would need to take to achieve an integrated land use and transportation plan, as required by the TPR. In Central Point, the audit identified several provisions that support the integrated planning requirement. It also made recommendations and proposed specific code changes. Recommendations included: • Establish maximum lot sizes. While most zoning ordinances include minimum parcel sizes, they do not have maximum parcel sizes. The model code recommends that single-family zones have amaximum-size of 120 percent of the minimum size; e.g., 8,400 square feet in an SF-6 zone. Inmulti-family zones, the recommendation is 150 percent of the minimum. • Allow mixed use residential in commercial zones. This would allow developments similar to Four Oaks in other zones. • Increase lot coverage [and building height?] where transportation facilities and public safety measures can be achieved. Current coverage requirements for single-family and multi-family Wilson Road Lend Use Study Technical Memorandum #1 -Existing Plans, Regulations, and Standards Page I 1 districts are in the middle of the ranges suggested by the Model Development Code. For example, the RL zone limits coverage to 35 percent, while the model code suggests a range from 30-40 percent. The R-2 and R-3 zones limit coverage to 50 percent, while the model code suggests 40-60 percent. Central Point could increase its coverage, but it is clearly consistent with current standards. • Consider requiring a portion of a commercial building to be at the property line, with entrances oriented to street to encourage pedestrian use. • Provide measures for evaluating proximity of transit to commercial uses in other than the TOD sites. • As in many communities, Central Point's street design standards call for wider streets than the Model Code recommends. To be consistent with the goal of providing narrower streets, evaluate the standards in the Model Code when updating the Transportation System Plan. 1.5 Conclusion Central Point's policies and ordinances promote compact, mixed use, transit-oriented design. Twin Creeks is among the first TOD developments in the Jackson County, and the ordinances that facilitated it can be applied to the urban reserve areas as well. The ILUTP audit identified a few potential amendments that would enhance land use and transportation planning. RVMPO staff will include these amendments as it develops design options for the project area. Wilson Road Land Use Study Technical Memorandum #1-Existing Plans, Regulations, and Standards Page 12 -Rogue Va//ey Metropo/itan P/arming Organization Regional Transportatlon Planning. Ashland • Cenfrel Point • Eagle Point • Jacksonville • MedfoM • Phoenix•TelAnt • WhRe City WILSON ROAD AREA UGB EXPANSION PLAN TECHNICAL MEMORANDU1kI 2 PROJECT REVIEW CRITERIA The purpose of this task is to draft criteria to be used in evaluating alternative demonstration master plans for the URB in Technical Memorandum 2. Factors to be considered include: • Level of service and volume to capacity ratios • Total vehicle miles traveled. • Trip length and purpose • Travel time and accessibility The Leadership in Energy and Design (LEED) program outlines a number of strategies for improving the connection between transportation and land use. The following criteria are based on LEED. • Increase density to reduce vehicle travel • Increase land use mix; including housing, commercial, and institutional. • Locate near regional urban center • Increase the portion of commercial, employment, and other activities in major activity centers • Increase the degree that walkways and roads are connected to allow direct travel between destinations • Provide multi-modal streets that help reduce motor vehicle traffic and increase walking and cycling. • Increase the quantity, qualiTy, and security of sidewalks, crosswalks, paths, and bike lanes. • Increase transit service and accessibility • Provide financial incentives that encourage use of efficient travel modes. Source: US Green Building Council New Urbanism features • Rectilinear street grid • Narrow streets • Sidewalks aYcurb • On-street parking/structured parking • Alleys behind buildings • Semi-enclosed spaces • Shallow setbacks • Street-level shopping • Mixed-use neighborhoods RVMPO Is staffed by Rogue Valley Council of Governments • 155 N. First St • P O Box 3275 • Central Point OR 97502.547.6545874 21st Century Land Development Code TODs support: • Increased density along transit corridors; • Location of residences, jobs, and retail destinations close to public transit facilities; • Provision of mixed-use development within walking distance of residential areas; • Development of a multimodal, interconnected transportation network; and • Development of urban design guidelines that encourage a more pedestrian and walkable community. Guiding Principles • Site must be located on an existing or planned transit line, and land-use patterns should lead transit service planning • Site must be mixed use and must contain a minimum of public, core commercial, and residential uses • Site must provide a mix of residential densities, housing types, ownership patterns, and prices. • Street system should be simple, connected, and pedestrian friendly • Buildings should be oriented to the street, with parking to the rear, and should be accessible on foot. • The site should meet minimum size requirements to provide a mix of uses. • The project should adhere to a "specific area plan." Design elements Travel Connections • Convenient and direct pedestrian connections • Pedestrian-scale blocks • Interconnected street network • Bicycle circulation and parking Building Scale and Orientation • Human-scale architecture • Buildings and entrances oriented along the street Public Spaces • Pedestrian-fiendly streets • Structured and shared parking Land Use • Mixed-use buildings and neighborhoods • Increased density in neighborhood centers Preserve open space, farmland, natural beauty, and critical environmental areas. Foster distinctive, amactive communities with a strong sense of place. Encourage community and stakeholder collaboration. Wilson Road Land Use Study TecLnical Memorandum #2 -Review GYiteria Page 2 The preceding criteria will be reviewed and amended as necessary by the Advisory Committee at its first meeting. Wilson Road Land Use Study Technical Memorandum #2 -Review Criteria Page 3 Rogue ' Va//ey Metropo/itan P/arming Organization Regional Transportation Planning Ashland • Central Point • Eagle Polnt • JackednWlle • MedPoN • Phoanlx •Talent • WhHe City WILSON ROAD AREA UGB EXPANSION PLAN TECHNICAL MEMORANDUM 4 RPS BASE CASE SCENARIO 4.1 Introduction This section summarizes assumptions used to describe, map, and illustrate potential future land use and transportation in Regional Problem Solving (RPS) future growth area CP-2B, consistent with-the residential densities andmix ofiand uses committed to by CentraTPoint in the ItPS Plan. The RPS Plan seeks to increase urban residential densities throughout the region, and for Central Point the aim is to increase from the current density of 5.5 units per acre to 6 units. The plan also requires cities to develop conceptual land use plans for urban reserve areas insufficient detail to allow the region to size, locate, and protect regionally significant transportation corridors. 4.2 Land Use Area CP-2B includes 329 acres, of which approximately 38 percent of the land is zoned residential and the remaining land is zoned Exclusive Farm Use. The RPS plan increases the residential portion to 81 percent, with 8 percent institutional, 6 percent open space/parks, and 5 percent commercial. This translates to the following acreages for each use: • Residential: 266 acres • Institutional: 26.5 acres (school district property is 16.5 acres, leaving 10 additional for other institutional uses); • Parks/Open Space: 20 acres • Commercial: 16.5 acres Oregon statutes prescribe a method for conducting buildable land inventories, and recommend subtraction of 23 to 31 percent from residential acreage to account for roads and public uses. Because institutional and park uses are listed separately in the RPS allocations, it is reasonable to subtract the lower percentage, leaving approximately 205 acres available for residential development. The residential acreage in area CP-2B accounts for slightly less than 30 percent of the anticipated residential land in all of Central Point's growth areas. The RPS plan assumes a future population increase of 22,898, of which 4,742 residents-can be accommodated inside the existing urban growth boundary. Assuming an equal disMbution of the remaining 18,156 residents among all future growth areas, the future populationfor CP-2B would be 5,374. With a household size of 2.69 persons, nearly 2,000 dwellings units will be required in this area. RVMPO Is staffed by Rogue Valley Council of Governments • 155 N. Plret St. • P 0 Box 3275 • Central Polnt OR 97502.547.6545874 Table 4-1 illustrates several residential growth scenarios, reflecting TOD zones already in the Central Point Municipal Code and in place at the Twin Creeks planned development. The table includes Low Mix Residential (LMR 6-12 units per acre) and Medium Mix Residential (MMR 16-32 units per acre). It does not include HMR (I-Iigh Mix Residential), which requires a minimum density of 30 units per acre. For comparison purposes, the table. also includes R-1-6 and R-1-10 zones that reflect land uses inside the city and adjacent to the future growth area. The RPS process further assumes a split of 65 percent single-family residential and 35 percent multiple-family residential. This scenario results in 133 acres for single-family development and 72 for multiple-family residential. Table 4-1 Land Use Scenarios TOD Residential High Density Land Use Scenario DensRles Land Density Density Assumption Units Usable Housing Average Lot Use Range Units/Ac Acres Mix Average Size Sglft LMR 8 -12 Units/Ac 12 1,595 133 65% Overall Density 3,630 MMR 18 - 32 Units/Ac 32 2,304 72 35% 1,361 Totals 3,900 205 100% 19 Units/acre TOD Re sidential Medium-High Density Land Use Scenario Dens ities Land Density Density Assumption Units Usable Housing Average Lot Use Range Units/Ac Acres Mix Average Size Sq/ft LMR 8-12 Units/Ac 8.5 1,131 133 85% Overall Density 5,125 MMR 16-32 Units/Ac 24 1,728 72 35% 1,815 Totals 2,859 205 100% 14 Units/ acre Medium Density Land Use Scenario Land Use LMR MMR Density Density Range Assumption Units/Ac 8-12 8 Units/Ac 16 - 32 18 Units/Ac Totals Units I Usable I Housing Acres Mix 798 133 85% 1,152 72 35% 1,850 205 100° Average Lot Size Sq/ft Average Overall Density 7,280 rtoa~um~uai Low Denslty Land Use Scenario Densities Land Density Density Usable Housing Average Average Lot Use Range Assumption Units Acres Mix Overall Size Sq/ft Units/Ac Density Wilson Road Land Use Study Technical Memorandum #4-Base Case Scenario Page 2 R 1-6 Un is Ac 6 798 133 65% 7,260 R 1-10 Units/Ac 10 720 72 35% 4,356 Totals 1,518 205 100% 7 Units/acre The table shows that a Medium density scenario will allow approximately 1,950 units. Slight increases to units per acre, e.g., 6.5 units per acre in the LMR zone, can easily accommodate 50 additional units and achieve a total of 2,000 units. The TOD zones contain standards that must be addressed as the area develops and can serve as guidelines for developing scenarios. • Mixed use development must have 2 housing types for 16-40 units, and 3 or more building types for greater than 40 units. (Because the area is being master planned, 3 or more house types will be necessary.) • Block perimeters cannot exceed 1600 feet. • Blocks cannot exceed 500 feet between streets. • Connections shall be provided between new streets in a TOD district or corridor and existing local and minor collector streets. • PedestrianBike accessways may be designed within and outside of public street rights- of-way • Parking lot driveways 100 feet or longer are to be designed as private streets. • Design in context with surroundings. • Cluster to preserve natural areas. • Limit impact of development on steep slopes, wetlands, and stream corridors. • Whenever possible, preserve opens spaces such as wetlands, groves, and natural areas. • Preserve important views. (Portions of the study area include views of the Table Rocks, Mt. McLoughlin, and the mountains at the south valley boundary.) • Solar orientation. • New prominent buildings -community centers, churches, schools, libraries, post offices, and museums -should be placed in prominent places. • Minimize effect of more intensive uses on residential uses and ofhigh-density housing on lower density housing. • Zoning changes should occur midblock • Parking to side and rear. If at side, no more than 50 percent of frontage of total site frontage. • Extensive landscaping. To soften the effect of high impact uses on neighborhoods, the ordinance establishes the following sequence of increasing intensities. • Large lot SFR • Small lot SFR • Duplexes, townhomes, and courtyard multifamily apartments • Large apartments • Mixed use buildings. Wilson Road Land Use Smdy Technical Memorandum #4 -Base Case Scenario Page 3 Municipal Code Section 17.67.060 provides these guidelines for parks: • Within walking distance of all areas in TOD • Primarily in residential areas • Need to have 400 square feet of parks and open space for each single-family dwelling, 600 square feet for each multi-family dwelling, and 10 percent ofnon-residential. If one assumes all units in the LMR zone are single-family and all units in the MMR are multiple-family, 23.7 acres of parks and open space would be needed. This slightly exceeds the 20 acres set aside in the RPS plan for parks and open space, but additional open space may be available as part of institutional development. 4.31Yansportation The Central Point Transportation System Plan identifies roadway deficiencies through 2020 and recommends improvements. The plan does not identify projects in CP-2B because it is outside the Urban Growth Boundary; however several projects can significantly affect development of the study area. Central Point's policy is to maintain a minimum Level of Service "D" peak hour street standard for city streets. (ODOT uses a volume to capacity (V/C) ratio for roads under its jurisdiction, and sets .90 as its maximum standard.) Two projects to the southeast of the study area will be necessary to maintain this standard. I. Gebhard Road extension By 2020, it is forecast that Gebhard Road will be extended to intersect with East Pine Street approximately 700 feet west of Hamrick Road. In addition to the extension of Gebhard Road, its intersection with East Pine Street would need to be signalized. 2. Hamrick Road & East Pine Street & Table Rock RoadBiddle Road Major capacity improvements are necessary for these intersections to accommodate heavy left-turn volume demand and added traffic due to development along East Pine Street that will use existing and proposed cross-streets versus direct access to East Pine Street 4.3.1 Future Conditions By 2030, Gebhard at Wilson will be LOS B, but all other intersections at Hamrick and East Pine will be LOS F by 2030. The Gebhard/Wilson rating does not reflect its inclusion within a future growth area. ODOT's Transportation Analysis Unit (TPAU) will evaluate the effect of proposed land uses to determine its future LOS. Table 4-2 shows morning and evening peak hour LOS or V/C ratings in 2006, 2010, 2020, and 2030 for intersections in and near the study area. Table 4-2 AM and PM Peak Hour Ratin s Intersection Mornin Peak Hour Evenin Peak Hour Beebe & Hamrick 2006: LOSE 2006: LOS F 2010: LOS FB (Signal) 2010: LOS FB (Signal) 2020: LOS F/B Si al 2020: LOS F/B Si al Wilson Road Land Use Study Technical Memorandum #4 -Base Case Scenario Page 4 Intersection Mornin Peak Hour Evenin Peak Hour 2030: LOS F/B Si al 2030: LOS F/C Si al Hamrick & East Pine 2006: LOS B 2006: LOS C 2010: LOS C 2010: LOS D 2020: LOS C 2020: LOS F 2030: LOS C 2030: LOS F Peninger & East Pine 2006: V/C.61 2006: V/C .82 2010: V/C .67 2010: V/C .94 2020: V/C .56 2020: V/C .80 2030: V/C .56 2030: V/C .80 Upton & Peninger 2006: LOS A 2006: LOS B 2010: LOS B 2010: LOS B 2020: LOS B 2020: LOS B 2030: LOS B 2030: LOS C Wilson & Table Rock 2006: LOS D 2006: LOS D 2010: LOS F 2010: LOS F 2020: LOS F 2020: LOS F 2030: LOS F 2030: LOS F Gebhard & Wilson 2006: LOS A 2006: LOS B 2010: LOS B 2010: LOS B 2020: LOS B 2020: LOS B 2030: LOS B 2030: LOS B Gebhard & East Pine 2020: LOS B 2020: LOS F Constructed after 2010 2030: LOS C 2030: LOS F 4.3.2 Identified projects To address the anticipated traffic congestion reflected in Table 4.2, Central Point identified the following improvements and the projected year of completion. • New Haven Road & Hamrick Intersection Install traffic signal for pedestrian crossing when warranted by traffic volumes and pedestrian activity. 2012 • Beebe Road; Gebhard to Hamrick Widen to collector standard with sidewalks and bike lanes. 2017 • Beebe Road & Hanutick Road intersection Add traffic signal for pedestrian crossing. 2012 • Table Rock Road & South Hamrick Road intersection Add traffic signal. 2017 • East Pine Street & Hamrick Road intersection Widen west and south approaches to add a second eastbound left turn and second receiving lane. Restripe northbound approach to include dual left turns and a single Wilson Road Land Use Study Technical Memorandum #4 -Base Case Scenario Page 5 through-shared-right turn. Restripe southbound approach to include a left turn, through, and exclusive right turn lanes. 2012 • East Pine Street & Table Rock Road Widen west approaches to add second eastbound left turn lane. 2012 • Table Rock Road & Vilas Road intersection Widen to increase capacity, add east bound land & shared through-right turn movement. 2012 • Gebhard Road; UGB to Beebe Road. Realign, widen to 3 lanes, bike lanes, sidewalks, urban upgrade (collector standard) 2017 • East Pine Street; I-5 to Peninger Add right turn lane with sidewalks. 2030 • East Pine Street traffic calming Miscellaneous enhancements such as bulbouts, cross-walks, signals, etc, that improve the pedestrian environment along Pine Street (west of freeway7) 2030 • East Pine Street; Hamrick Road to Bear Creek Bridge Widen for deceleration lane; add bicycle lanes and sidewalks. 2031 • East Pine Street; Bear Creek Bridge to Peninger Road Widen for turn lanes, bike lanes; add sidewalks; add third lane. 2017 • Upton Road, Scenic Avenue, Raymond Street Widen to rura121anes with bike lanes, sidewalks. 2031. (Partially complete as part of the freeway overpass project) • Peninger Road project Extend Peninger Road from East pine Street north across Bear Creek to Beebe Road. Remove signal at Peninger/Pine Street and construct bridge across Bear Creek. Also, extend Peninger Road south across Bear Creek to intersect with South Hamrick Road. 2031 Roads currently serving the study area are Upton Road, Wilson Road, and Gebhard Road. A network of new collector and local streets will be required to serve the area. The Street Construction standards of the Public Works Department will be followed in determining appropriate location of transportation facilities. These standards include the following minimum street separations, depending on street status. • Major Arterials: 1000' from other arterials and collectors; 750' from local streets • Secondary: 1000'from major; 750' from secondary; 500' from collector and local • Collector: same as above, but 300' from local • Local: 750'from major; 500' from secondary; 300' from collector; 150' from local Wilson Road Land Use Study Technical Memorandum #4 -Base Case Scenario Page 6 The map includes several proposed connections. These will be refined throughout the planning process, but are intended to provide routes for transit users, pedestrians, and bikers. The TSP calls for an Upton Road to Wilson road cut-offto replace two existing 90 degree curves. This concept is reflected in the map, but at a slightly different location to avoid encroaching on the farm land north of the study area. The map also shows new routes connecting Peninger Road and Gebhard Road. RVTD does not currently serve the area, but intends to expand to include all RPS growth areas in its boundary. At this point, the district includes only the eastern portion of the study area. RVTD prefers a density of 12-15 units per acre within''/a mile of its routes. RVTD recommends higher density housing near the eastern edge of the study area, within its current sphere of influence. As a starting point, the maps show transit routes along Upton/Wilson Road, and Gebhard Road, with stops near high density residential and commercial nodes. These routes may be expanded as the land use scenarios are refined. In June 2004, Jackson County School District #6 purchased 16.5 acres of property across Upton Road from the ball fields. At this point, the district does not have specific plans for the site, but it is large enough to accommodate a middle school or high school. The proximity to the ball fields and Bear Creek make it attractive for one or more of the small schools that now make up Crater High School. The. site is deemed too large for an elementary school, although a portion of the property could be used for a school and the rest could be sold. While there are no immediate plans to develop the site, its recent purchase demonstrates the district's interest in preserving a number of options for its future use. While not in the study area, the Jackson County Exposition Park owns approximately 50 acres northeast of Bear Creek. Existing buildings and activities are confined to the opposite side of the creek, but the undeveloped public area can benefit from improved access, and there are significant opportunities for enhanced access to the greenway in this area. The map designates an area adjacent to the county land for commercial uses. Wilson Road Land Use Study Technical Memorandum #4 -Base Case Scenario Page 7 ROGUE VALLEY I~~ CORRIDOR PLAN City of Central Point, Oreggn 740So.ThlydSt:,Centralpoint,Or97502 541.664.3321 Faz S41.664.G384 www.cLcentra l•poi nt.oru3 Planning Department Tom Humphrey,AICP, Community Development 101rectotl Assistant City Administrator MEMORANDUM Toi Planning Commissionand Citizens Advisory Committee From: Don Burt; Planning Manager Subject: Rogue Valley I-5 Corridor Plan Date: January 27; 2009 The City. has been invited by ODOT to parficipate in an I-5 Corridor Plan forthe Rogue Valley. The purpose of the 1?lan is to assess existing and future transportation conditions along the Interstate 5 (I-5) and Oregon Highway 99 (012 99) corridors from Interchange 11 south of Ashland to Interchange 35 north of Central Point (see Figure 1-1). The Plan will identify strategies and improvements to enhance transportation safety and capacity within the corridor. A draft of ODOT's Technical Memorandum No. 1 is attached. ODOT's kick-off meeting is scheduled for January 29; 2009. at 1:00 (White City Offices). Planning Deparhnent staff will be attending the meeting and will report to-the CAC and the Planning Commission. My I-5 Rogue Valley Corridor Plan DRAFT Technical Memorandum #1: Plan Definition and Background Prepared for Oregon Department of Transportation, Region 3 3500 NW Stewart Parkway Roseburg, Oregon 97470 Prepared by David Evans and Associates, Inc. 2100 SW River Parkway Portland, Oregon January 22, 2009 DRAFT Techn/cal Memorandum #1: Plan Definition and Background January 14, 2009 Plan Definition and Background The I-S Rogue Palley Corridor Platt (Corridor Plan) will assess existing and future transportation conditions along the Interstate 5 (I-5) and Oregon Highway 99 (OR 99) corridors from Interchange 11 south of Ashland to Interchange 35 north of Central Point (see Figure 1-1). The Plan will identify strategies and improvements to enhance transportation safety and capacity within the corridor. The Corridor Plan builds upon The 1-S State of the Interstate Report (Interstate Report), released in 2000, which focused on identifying deficiencies along the entire Oregon portion of the I-5 corridor. The Interstate Report was a transportation conditions report that represented the first of a two-phase planning process. By defining problems that Oregon travelers may face, the Interstate Report was intended to serve two purposes: 1) to help ODOT focus its planning efforts on the most significant problems, and 2) to act as a catalyst for the public discussion about how best to invest in I-5 so that it can continue to be an asset to the people of Oregon and western North America. The next phase in planning for the future of I-5 is to determine which transportation improvement alternatives will best protect and improve travel conditions on I-5. Hence, the Corridor Plan represents the second phase of the Interstate Report for the urbanized Rogue Valley segment of the Oregon I-5 corridor The Interstate Report and this subsequent Corridor Plan for the urbanized Rogue Valley region are intended to help enable ODOT to meet this challenge by identifying and addressing the most pressing problems, region-by-region, along the I-5 corridor in a priority manner. Background I-5 is a continuous interstate corridor extending through the United States (US) from Mexico to Canada. As Oregon's main north-south transportation facility, it is a critical link for moving commerce and people within the state and into and out of the neighboring states of California and Washington. The corridor connects all of the major population centers of the western seaboard, including San Diego, Santa Ana, Anaheim, Los Angeles, Sacramento, Portland, and Seattle. It also functions as an international thoroughfare by connecting to highways in Mexico and Canada. Constructed between 30 and 40 years ago, the freeway was designed to provide enough capacity fora 20-year period of projected travel demand. Today, with many more users and few significant upgrades since its initial construction, I-5 has become quite congested, particularly in urban areas. In rural sections, the roadway is impacted by high truck and recreational vehicle traffic demands. With a quarter of the nation's exports and imports passing through the corridor on an annual basis, I-5 is the third most heavily traveled truck corridor in the US. Subsequently, I-5 is also a federally designated Trade Corridor in recognition of its critical role in the nation's commerce. The entire I-5 corridor is one of six interstate routes across the nation selected by the US Department of Transportation for the "Corridors of the Future" program aimed at developing innovative national and regional approaches to reduce congestion and improve the efficiency of freight delivery. The corridor was selected for its potential to use public and private resources to reduce traffic congestion. The concepts include building new roads and adding lanes to existing I-5 Rogue Valley Corridor Plan Page 1 of 5 DRAFT Technical Memorandum #1: Plan Definition and Background January 14, 2009 roads, buildingtruck-only lanes and bypasses, and integrating real time traffic technology like lane management that can match available capacity on roads to changing traffic demands. I-5 passes through many of Oregon's largest cities where the freeway must serve interstate travel as well as interurban, commuter, and regional freighttraffic -all vital functions for these local economies. As would be expected, Portland, Salem, Eugene/Springfield, Roseburg, and Medford metropolitan areas are among the most heavily congested along the Oregon portion of the corridor. OR 99 functions as an alternate or business route for many of these urban areas, including the Rogue Valley region. Local demand in urban areas greatly influences the functionality of I-5. Auto-oriented development near interchanges has often impacted ramp terminal intersection operations and, at times, the freeway's mainline operations. In some locales, I-5 has come to operate as an alternate Main Street by serving high percentages of local trips rather than the long-distance trips for which it is primarily intended. Portions of I-5 have now reached or have exceeded the original design life, and high demands are creating operational. and safety problems. Construction to add capacity is becoming increasingly difficult, economically, environmentally, and politically. Overall system deficiencies, regional issues, and local "hot spots" can have a major impact on the social and economic fabric of the state. These deficiencies can be compounded by local land use decisions. Project Overview The intent of this Corridor Plan is to build upon ODOT's previous efforts of assessing physical and operating conditions of the statewide I-5 corridor and general forecast of future travel demand by implementing a regional I-5 corridor plan through the Rogue Valley region The ultimate outcome of this Corridor Plan will be to initiate solutions that meet ODOT's Mission Statement: Provide a safe, ej~cient transportation system that supports economic opportunity and livable communities for Oregonians. The planning process for this 25-mile con•idor will involve the following steps: 1. Define the problem(s) and establish goals and objectives. 2. Collect and analyze existing plans, land use/environmental constraints, facilities, operations, crash history, rail service, and Intelligent Transportation System (ITS) programs. 3. Assess future (2034) no-build conditions. 4. Identify potential projects and strategies and conduct corridor concepts analysis 5. Develop a preferred alternative(s) resulting from Step 4. Public involvement will play an important role throughout the Corridor Plan process. A Project Management Team (PMT) consisting of local agencies has been formed to provide technical and policy guidance throughout the planning process. The PMT will serve as the decision making body for the plan. The general public will be kept informed and will have opportunities to team more about the project and to comment on items of interest through public meetings conducted in the "open house" format -the first of which will be scheduled early in the plan process with the second planned towards the end when alternatives are being assessed. In addition, the project 1-5 Rogue Valley Comdor Plan Page 3 of 5 DRAFT Technical Memorandum #1: Plan Deflnltlon and t3eckground January 14, 2009 team will inform local elected officials through local agency presentations. All meeting discussions will be summarized and documented. Goals and ObjectIves Goals are high-level statements of the general issues and concerns to be addressed in the Corridor Plan while objectives are specific and measurable statements that describe how the project would meet the goals. Furthermore, objectives provide a basis for evaluating and comparing alternatives in terms of their ability to meet the stated goals. The following goals and objectives were developed through input provided by the PMT and community stakeholders, including local residents, business owners, elected oflcials, and government staff: <saecific Goal 1: Improved Traffic Management Operations Problem Statement: I-5 from Ashland to Central Point has experienced increased congestion and delays as a result of rapid growth in the Rogue Valley region but budgetary constraints and competing demands limit the viability of short-term, capital-intensive capacity enhancements. Goal Statement: Develop and implement management measures and improvements that maximize the efliciency of roadway operations through 2035 Obiectives: <discuss during PMT #1 meeting> Potential issues: • Siskiyou Summit: often closed in winter resulting in significant congestion in the Ashland area. • Need for managing demand on the Medford viaduct (incident management critical). • Population growth in Oregon and Rogue Valley in particular is higher than the national average. • In southern Oregon, I-S from Ashland to Central Point has experienced increased congestion and delays as a result of rapid growth in the Rogue Valley. Goal 2: Improved Safety in the I-5 Corridor Problem Statement: Roadway design issues such as lane merges and weaving conflicts result in potential hazardous conditions along I-5. Goal Statement: Develop and implement measures to mitigate hazardous roadway conditions along I-5. Objectives: <discuss during PMT # 1 meeting> Potential issues: • Port of Entry south of Interchange 19: conflict between passenger vehicles and trucks due to the proximity of the northbound interchange exit ramp to the Ashland Port of Entry entrance ramp. • Incident management, particularly at the Medford viaduct and during closures of the Siskiyou Pass during inclement weather Valley Corridor Plan Page 4 of 5 DRAFT Technical Memorandum #1: Plan Dellnltion and Background January 14, 2009 Goal 3: Improved Interchange Operations Problem Statement: Several interchanges in the Rogue Valley are projected to experience high levels of congestion by 2020 (I-5 State of the Interstate Report) Goal Statement: Maintain efficient operations of I-5 interchanges. b'ectives: <discuss during PMT #1 meeting> Potential issues: • The I-5 mainline at several interchanges in the Rogue Valley are forecasted to experience high levels of congestion. Goal 4: Improved Freight Operations Problem Statement: Trucks accounting for nearly half of all the I-5 traffic through the Rogue Valley region of I-5 -the highest in western Oregon -demonstrates the high dependence on trucks for transport of goods, and an underutilization of rail for the movement of freight. Goal Statement (Rain: Identify physical and managerial improvements to that could facilitate freight movement on the rail system through the Rogue Valley. Obiectives: Wiscuss during PMT #1 meeting> Potential issues: • Freight Rail: the rail route parallel to the I-5 corridor is an assemblage of short-haul rail operators like CORP, making freight travel through the corridor more di~cu[t because of the track beittg operated by different companies. Goal Statement (Trucksl: Explore viable solutions to enable more direct travel to and from delivery destinations and improve coordination for enhanced multi-modal transport. Objectives: <discuss during PMT #1 meeting> Potential issues: • Lack of parallel routes along the east side of the I-5 freeway • The I-5 Rogue Valley corridor has the highest proportion of truck traffic along the entire interstate corridor • Are there technological ITS related solutions for monitoring trafftc conditions that could be improved (e.g. trip check)? 1-5 Rogue Valley Corridor Plan Page 5 of 5 EXIT ~~ INTERCHANGE ACCESS MANAGEMENT PLAN City of Central Point, Oregon Planning Qepartment 140-SO.ThirdSt.,CenttalPolnt,0~97502 ~ TomHUmphtey,AICP, 541:6643321 Fax341.664.6384 CommunityDevebpmentDirector/ www.cLcentral-pdint.ocus`-.. As3lstant City Administrator MEMORANDUM To: Planning Commission and Citizens Advisory Committee From: Don Burt, Planning Manager Subject: Exit 35 htterehange Access Management Plan- Date: January 27;.2009 The Planning Department recently met with' ODOT to discuss preparation of Exi635 (Seven Oaks) Interchange Access Management Plan (IAMP35). Technical Memorandum No. 1; Definition-and. Background; and a map of the study area is included as part of this memo. Although IAMP35 builds on a prior htterchange 35 study, it is extremely important that IAMP35 be coordinated with the )3PS process, especially the proposed (tmd use designations. ODOT is aware of this concern. The timeline for completing IAMp35 is approximately one (1) year, during which time the CAC, Planning Commission, and City Council willget involved. The end productwill be an intergovernmental agreement reviewed by the CAC. and the planning Commission and approved bythe-City Council. A CAC meeting is tentatively scheduled for late February to begin discussions.. I-5 Interchange 35 (Seven Oaks) Jackson County Interchange Area Management Plan DRAFT Technical Memorandum #1: Definition and Background Prepared for Oregon Department of Transportation, Region 3 3500 NW Stewart Parkway Roseburg, Oregon 97470 Prepared by David Evans and Associates, Inc. 2100 SW River Parkway Portland, Oregon November 11, 2008 DRAFT Technical Memorandum #I: DeJlnitton and Background November 11, 2008 Purpose and Introduction As outlined in OAR 734-051-0155(7), an Interchange Area Management Plan (TAMP) is "required for new interchanges and should be developed for significant modifications to existing interchanges." Public investments for new interchanges and major improvements to existing interchanges are very costly and it is in the interest of the State, local governments, citizens of Oregon, and the traveling public to ensure that the interchange functions as it was designed for as long a time period as possible. This IAMP will assist the County and ODOT with the long-term transportation system management in the area around the interchange. The IAMP planning process examines existing and potential future land use and transportation conditions along with opportunities and limitations and identifies long-range needs. Outcomes include improvements to the local street network in the vicinity of the interchange needed for consistency with operational standards and to accommodate anticipated growth in the region. A significant element is recommended land use actions and/or management measures to be applied in the management area. This IAMP builds on previous analysis efforts summarized in the Interchange 35 (Seven Oaks) Improvement Project Interchange Area Study, dated July 2005 and prepared by David Evans and Associates. The analyses summarized in the study were used to gain a better understanding of both the current and the future transportation needs of the interchange, and to examine the performance of two interchange configurations under projected future traffic volumes. The 2005 Interchange Area Study provides the basis for the Seven Oaks Interchange IAMP. Problem Statement Interchange 35, includes the Blackwell Road overpass on Interstate 5 (I-5), which was found to be functionally obsolete and structurally deficient. The interchange is currently under construction to improve the safety and function of both the overpass and the connections with Oregon Highway (OR) 99 and Blackwell Road. In addition to building a new Blackwell Road overpass, the southbound off-ramp will be reconfigured as a loop ramp connecting to OR 99 from the east. The other ramps will also be constructed to meet highway design standards and improve spacing between ramps. With this investment in interchange improvements, a plan to assist the County and ODOT with the long-term transportation system management in the area around the interchange is critical. Although Interchange 35 is a rural interchange, it currently serves as the north access to the City of Central Point and also provides freeway access to the Tolo industrial area. It also connects to White City via Blackwell and Kirtland Roads. In the future, traffic demand at the interchange is expected to increase from nearby development as well as growth from the City of Central Point to the south and the creation of OR 140 Freight Route Extension from White City. I-S Interchange 35 Area Management Plan DRAFT Technfcal Memorandum #1: De,/tnftton and Background November 11, 2008 The current Central Point population is approximately 16,500 residents. By the year 2030, Central Point's population is estimated to be almost 26,0001, making it the second largest city in the Rogue Valley. Interchange 35 is will be affected by growing traffic volumes on OR 99 and more traffic destined for I-5. The Tolo industrial area lies primarily north of Interchange 35. Although the development density is currently low, nearby access to I-5 may make this area more desirable in the future. In addition to increased demand at the interchange, higher traffic volumes turning on and off Blackwell Road could become a bigger concern. In the future, Interchange 35 will also function as the western terminus of the OR 140 Freight Route Extension that will connect between OR 62 in White City and I-5. As the phased elements of the Freight Route are implemented, more traffic will be accessing the interchange from the north via Blackwell Road. Not only will the freight route increase demand at the interchange but the potential for conflicts with access to adjacent industrial land will become a greater concern. Interchange Function Interchange 35 is principally a rural interchange that connects I-5 with OR 99 to the south and Blackwell Road to the north. OR 99 is a district-level highway that serves the nearby community of Central Point to the south. Blackwell Road serves some industrial lands northeast of the interchange and provides a connection with White City to the southeast. Blackwell Road serves significant truck trips between the interchange and White City and will become part of the OR 140 Freight Route connecting between OR 62 and I-5. The intended function of Interchange 35 is to safely and efficiently accommodate future traffic demands associated with current Waal and limited future industrial land uses in the interchange vicinity. The interchange improvements outlined in this IAMP are not intended to facilitate major commercial or residential development in the interchange area. Planned Interchange Area Improvements Interchange 35 provides an important link in the movement of freight in the region. Undeveloped land in the immediate vicinity of the interchange has potential for significant industrial development. Additionally, the interchange is located approximately six miles southwest of the major industrial area in White City. Finally, the OR 140 Freight Extension project and jurisdictional transfer could intensify the regional significance of the interchange to the movement of freight in the region. A description of current planned and in-process projects follows. ~ City of Central Point Transportation System Plan, 2008 to 2030, Draft July 18, 2008, page 14. I-5 Interchange 35 Area Management DRAFT Technical Memorandum #I: Definttfon and Background November 11, 2008 Seven Oaks Bridge Replacement Project The OTIA III-funded Seven-Oaks Bridge Replacement project, currently under construction, consists of the following: • Replacement of the structurally deficient OR 99/Blacltwell Road bridge over I-5 (Bridge No. 08539): The bridge will. have three travel lanes and will accommodate bicyclists and pedestrians, with a minimum span long enough to accommodate six travel lanes on I-5 with an urban median and a southbound loop off-ramp: The bridge type will allow for widening; should future traffic conditions require additional lane capacity. • Realignment of the southbound entrance and exit. ramps: The existing interchange configuration, which has a unique, non-standard configuration is being replaced by a folded diamond configuration for the southbound ramps. The southbound exit ramp will be a loop ramp and will intersect OR 99 at a-new signalized intersection, with Willow Springs Road and the southbound entrance ramp as the other intersection approaches. • Realignment of the northbound entrance and ezit rampsi The skewed northbound ramp terminal- intersection will be reconstructed at a right angle. The unconventional intersection control is being replaced with conventional stop control-that will require only the I-5 northbound exit ramp approach to stop: All other movements will be free. • Realignment of frontage road approach: A frontage road approach directly north of the northbound exit ramp terminal is being realigned to intersect with Blackwell Road at a point approximately 75-feet north of its current location. OR 140 Freight Route Extension Project OR 140 is a major route for the east-west movement of freight in the region; however, it currently terminates at OR 62 in White City. The lack of directconnectivity between OR 140 and 1-5 has been identified as a significant deficiency in the area's transportation system. The OR 140 Freight Extensionproject will modify the existing intersection of Kirtland and Blackwell Roads to provide free-flow movements on Kirtland versus Blackwell. The project will also increase travel lane widths and provide shoulders on Kirtland Road between Blackwell Road and High Banks Road, and will widen Avenue G to improve turning movements to and from OR 62. OR 140 Jurisdictional Transfer ODOT is m the rocess of acquiring ownership of Blackwell and Kirtland Roads between ~~eed ~~~` ' ~ '~' r and Interchan a 35. The route, com rised entirel of existin roadwa s, ~~~~dn ~t ~i~ g P Y g Y connects OR 140 to I-5 Interchange 35. The new state highway will be designated a , „ ,~, C~~~G~~~~$irt;t~~ia~~ highway and a freight mute in order to represent the prioritization of freight movement along the corridor. Taken together, the improvements at the interchange and along the Blackwell/Kirtland/Antelope freight route are intended to improve freight connectivity and efficiency along this corridor.. I-S Interchange 35 Area Management Plan 3 DR4FT Technical Memorandum#L• Dellnltlon and Background November Il, 2008. It should be noted that neither the jurisdictional transfer nor the other planned corridor improvements will preclude a potential future -new highway alignmenYconnectingtbe OR 62/OR 140 junction with the Interchange 35, although no such highway project is currently planned. TAMP Goal and Objectives -The goal of this IAMP is to maintain the function of Interchange 35 and maximize the utility of the current investment in upgrading the interchange. The objectives of the IAMP are to: • Protect the function of the interchange as specified in the Oregon Highway Plan (OHP) and Jackson County Transportation System Plan (TSP). • Provide safe and efficient operations on I-5 and OR 99 as specified in the OHP and Jackson County TSP. • Identify system improvements and management techniques that would-not preclude connection to a potential new arterial extending from the interchange to the OR 62/140 junction, • Develop am access managementplan that provides for safe and acceptable operations on the transportation network; and meet OHP requirements and the access. spacing standards in Oregon Administrative Rule (OAR) 734-051, • Identify future land uses that would be inconsistent with the operation and safety of the new interchange and develop strategies for recommended land use controls. • Ensure ODOT is involved in future land use decisions that could affect the function of the interchange. IAMP Planning Area The-IAMP planning area delineates the vicinity in whichtransportation facilities, land uses, and approaches may affect operations at the. interchange. The planning area includes the existing interchange, the immediate surrounding area where new ramps would be constructed, commercial and industrial parcels immediately north and west of the interchange, and the area south of the interchange that is of mutual concern to Jackson County and the City of Central Point. This area is under County jurisdiction, and the County sends the City notices of development applications affecting property within this area. The IAMP planning area is roughly bound by Bear Creek to the East, Scenic Avenue to the south and IGrtland Road to-the north. North of the interchange, the western boundary is the CORP railroad line. South of the interchange, the western boundary is approximately 2,700 feet west of OR 99 ~~l~q~~ shows the IAMP planning area. I-5 Interchange 35 Area Management Plan 4 TO WHffE C(f'~. Oregon & ~e Newland Rd a m awaa~, Rd 5 s° i i i ~...~~.~ ~ r __ 5 ~ I f ~i- ~~POIN 1,OOD 600 0 1,000 Feel Source: Jeckaon Count' QlS Mep P~epareday: DAVID EVANS nne A690GIAT ES xc Legend ~~ IAMP Study Area. ~~ ~, Central Point UGl3: ~ Study InterseCGonS Figure 1 IAMP Study Area and Street Network I-5 Interchange 35 (Seven Oaks) lrchengeArea Management Pian EXIT 33 INTERCHANGE ACCESS MANAGEMENT PLAN (TO BE DISTRIBUTED AT MEETING)