HomeMy WebLinkAboutCAC Packet - February 24, 2009CITIZENS ADVISORY COMMITTEE
Tuesday, February 24, 2009 - 6:00 p.m.
Council Chambers Q Central Point City As-1
I. MEETING CALLED TO ORDER
II. ROLL CALL/BVTRODUCTIONS
Chairman Joe Thomas, Herb Farber, Sam Inkley, Jr., David Painter,
Jake Jakabosky, and Lazry Martin
III. MINUTES
Approval of July 8, 2008 Minutes
IV. PUBLIC APPEARANCES
V. DISCUSSION
A. Wilson Road UGB Expansion Plan Update
B. Regional Problem Solving Process and Comprehensive Plan
C. Rogue Valley I-5 Corridor Plan
D. Exit 35 Interchange Access Management Plan
VL MISCELLANEOUS
VII. ADJOURNMENT
City of Central Paint
Citizens Advisory Committee
Minutes
July 8, 2008
6:00 P.M.
A Citizens Advisory Commit[ce meeting was held in City Council Chambers on
July 8, 200$ commencing at 6:00 p.m.
Present were Herb Ferber, David Painter, Sam hiltley, Jr., Allen Broderick, Jake
Jakabosky and Larry Martin. Jce Thomas was absent.
Also in attendance were Dick Halley, City Coincil Liaison; Tom Humphrey, Community
Development Director; Don Burt, Planning Manager; Cowie Clune, Community
Plainer; Dave Jacob, Community Plainer; end Didi Thomas, Planning Secretary.
Minutes
A motion was made by Allen Broderick and seconded by David Painter to approve the
minutes of the June 10, 2008 meeting. All members said "eye". Motion passed.
Public Annearances
There were no public appeazances.
Comprehensive Plan -Land Use Plan
Planning Manager Don Burt presented a recap of the Lend Use Plan which is a part of [he
Lend Use Element of the Comprehensive Plan that staff is currently updating. The Land
Use Plan should contain information on land uses and densities for the various residential
and mined use classifications. Mr. Burt reviewed the various classifications and
distributed handouts to commit[ce members depicting existing and proposed densities in
each of the land use categories. In order to get through the State process, densities will
need to be essigoed to all lend use classifications. The Ciry's current average density is
5.5 units/acre. Based on the Buildable Lends Inventory, we have more high density land
than needed.
The second handout depicts en existing density of 8.65 with 72% of projected distribution
in low density and 28% in high density. Mr. Burt reviewed the proposed densities end
indicated that the numbers can be manipulated to achieve preferred densities. Minimum
and maximum densities will be addressed in the comprehensive plan to calculate yields
clmreas Advisory commitlx
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Page 2
and establish the range, not the caning. Where there is a conflict between the two, the
comprehensive plm rules. With full build out of the current buildable lands (BL), the
average density would be 8.65; proposed densities would yield 9.75. These densities are
also based on current land use distribution (BL) and significantly exceed avereges per the
Regioml Problem Solving plan.
Mr. Burt suggested an overlay for mixed use classifications for flexibility in site design
and density transfers. Herb Farber requested tbat staff bring back concepts on how
overlays work. Mr. Farber further stated that it would be nice to Gave a system that
doesn't become over-burdened by the process.
The committee agreed to proceed with the density ranges.
M-1 Zonuea DLsdict Anxndment. A'arehouse Clubs
Planning Manager Don Burt said that a membership club in the M-1 inning district could
generate approximately tea times more trips and suggested this type of use as a
conditional use in the M-1 district. Mr. Humphrey added that we would like to create the
opportunity for membership clubs without having to create more commercial caning.
Design criteria would remain the same as that required for other projects in the M-1 cane.
Committce members discussed traffic studies, other pemritted uses in the caning district
and circulation. All agreed to move the issue along to the Planning Commission.
7Yansaortation Svsfem Plan -Chapters 3 and 6
Community Planner Deve Jacob advised that staff had been meeting with the technical
advisory comauttce, and they had completed their review of the Transportation System
Plan. Mr. Jacob advised that staff would like to submit the plan to DLCD later this
month with a review by the Planing Commission in September, 2008.
A motion was made by David Painter to approve Chapter 3 -Land Use & Transportation
Planning. Jake Jakabosky seconded. All members said "aye". Motion passed.
Mr. Jacob presented an overview of Chapter 6, Parking Management, and stated that the
City's objective is to reduce parking spaces by 10%. Mr. Jacob reviewed the strategies
end means of implementing changes to achieve the desired goals of [he chapter.
A motion was made by David Painter to approve Chapter 6 -Parking Management. Sam
Inkley, Jr. seconded. All members said "aye". Motion passed.
Reeianal Problem Solvin¢
Community Development Director Tom Humphrey advised that the Regionl Problem
Solvirrg cemmittce was making headway. Work is still being done to obtain a signed
participants agreement and once in place, will become the basis for making changes to
Cit'vew Adviwry Cammiate
7uly 8, 2008
Page 3
our comprehensive plan, accepting the urban reserve areas and expanding the urban
growth boundary.
A draft of the regional plan and participants' agreement will be presented to LCDC in
October and they will provide us with m analysis of any fatal flaws that would prevent
adoption. Once approved, the city will amend its comprehensive plan to include urban
reserve areas.
Murals
Tom Humphrey advised that staff and members of the Central Point Council for the Arts,
which is comprised of seven women with varying degrees of art experience end paining,
had met with the Planning Commission and created criteria for Planning Commission use
when evaluating murals. The criteria was adopted by the Planning Commission end will
be reviewed by City Council on Thursday, July ] 0, 2008.
Dick Halley, Comcil liaison, asked if the City Council would be reviewing any murals
submitted. Mr. Humphrey explained that the Planning Commission is currently
designated is code to make decisions on murals. The purpose of the Arts Council is to
make a recommendation to the Planning Commission.
Miscellaneous
The next meeting of the Citizens Advisory Committee was scheduled for October 14,
2005 at 6:00 p.m.
A motion to adjourn was made by David Painter and seconded by Jake Jakabosky. All
members said "aye".
Meeting was adjourned at 7:20 p.m.
The foregoing minutes of the July 8, 2008 Citizens Advisory Committee were approved
by the Citizens Advisory Committee at its meeting of October 14, 2008.
Chairman
City of Cencnl Point, Oregon
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UO So.Third Sq Cenhal Poinq Or 9]502
541.aw333r Faxs.t.666.6384 C~N;N 4L
www.ci.centaFpdntocus rV
MEMORANDUM
To: Citizens Advisory Committee
From: Don Burt, Planning Manager
Subject: Exit 35 Interchange Access Management Plan
Date: February 9, 2009
Planning Department
Tom Humphrey, A'CV,
Community neveioprnera ONeoor/
Assisbnt Ciry Admtnntmor
Previously you received draft Technical Memorandums addressing Exit 35 (Blackwell Road). At the
February 24a CAC meeting, a representative from ODOT will be presrnt to discuss the Interchange
Access Management Plen (TAMP) for Exit 35. For the City it is important that the LAMP address future
land use consistrnt with the Regional Problem Solving (RPS) Plen for the Tclo area. Attached is a map
end text of the TOI,O area idrntifying land uses per the RPS Plan (daft). The map illustrates the current
zoning, while the text, particularly Table CP-1B (Tolo) iderrtifies the proposed lend use mix.
If, prior [o [he meeting, you should have any questions regarding the above don't not hesitate to call me.
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Additionally, Interstate 5 impedes east-west movement within the city, another reason to grow
towards the west. In an effort to improve access to downtown from east of the interstate, Central
Point has set aside funds to improve Seven Oaks interchange, as well as at the Upton Road
overpass.
Proposed Central Polnt Urban Reserve Areas:
CP-1B (folo):
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11tis urban reserve has been through severe) modifications
since the time it was originally presented. The area currently
proposed is approximauly 617 acres. The majority of this
area is located north of Interstate 5 and west of its junction
with Highway 99. The area is coned for a variety of uses,
including noel residential, industrial, open space, end furore
urban uses. A small pocket of land in this area extends south
of Interstate 5 to Willow Springs Road; this area includes
land owned by Erickson Air Crane, a major valley employer.
The area also contains some land coned for Exclusive Farm
Use, 48 acres of which was recommended by the RLRC as
part of the Commercial Agricultural Base.
The Seven Oaks Interchange is a strategic transportation hub
where three separate facilities converge-the Central Oregon &
Pacific Railroad (COPR), Highway 99, and Interstate 5. The
city's comprehensive plan addresses proximity to [he
interchange as en opportunity [o develop transportation-
dependentuses in the area. ACity-County plan currently
proposes struck-train freight transfer site near the interchange.
urertcto
The initial proposal for a Tolo area urban reserve was larger than
the present one, but in response to concerns about included
wmmereiel agricultural lands, the City responded by excluding
some of the areas recommended for preservation by the RLRC.
own
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Centre) Point lacks attractive and suitable sites for new industrial
development. The Highway 99 corridor is transitioning from
rail-0eprndrnt uses to employment uses that support transit and
pedestrianorirnted developmrnt. The Tolo area's industrially-
zonedsites could accommodate new industries and the
expansion of existing industrial uses. The City will use
agricultuml buffers where urban development occurs adjacent [o
productive farmland.
The 1984 Urban Growth Boundary and Policy Agreement
(updated in 1998) between the City and Jackson County
designated lands in the vicinity of the Seven Oaks Interchange as
unique because of the transportation facilities present. The area
was designated es en Area of Mutual Planning Concern to
protect it from premature development, but available for
urbanization when it could be shown to warrant such
development.
The RPS project has proposed to locate many of the region's
new industrial urban reserves away from the two high
concentration PM10 areas, Medford and White City. Urban
reserve areas CP-1B and PH-5, two areas proposed for primarily
industrial use, are outride of these high concentration areas. As
the historic focal centers of the region's industries, Medford and
White City have the highest modeled annual PM10
concentrations within the AQMA.
Condition ofAnorovel: Approval of CP-1B as an urban reserve
by the Policy Committee was cenfingent on the following
condition:
• Prior to the expansion of the Central Point Urban
Growth Boundary into the CPl-B area, ODOT,
Jackson County and Centre) Point shall adopt an
Interchange Area Management Plan for the Seven
Oaks interohange area.
Commercial A¢ricultursl Resource Base Status: 48 acres of CP-
1Bwere recommended es part of the commercial agricultural
base by the RLRC. However, the decision made at the first state
agency review in March, 2007 was that the case for eventual
own
Beer GNA UaMy rtpiwul P,aElem aehiq t4gert- Pmriq RepM 6-15
urbanvstion of CP-1 B was more compelling than the one for
maintaining them in agricultural use.
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This urban reserve consists of about 75 acres and sits near the
ttorthwes[em comer of the Central Point city limits and UGB. It
extends from Jackson Creek to Griffin Creek, with Scenic
Avenue defining its southern edge. This area was originally
proposed by the City as the southern end of a much larger urban
reserve, previously named CP-1. The City is no longer
considering most of the land between this new area and Willow
Springs Road because the RLRC has recommended much of it
as commercial agricultural land.
The City has opted to retain CP-I C, in par[, because it must
improve the railroad crossing and the intersection at Scenic
Avenue and Highway 99. The new railroad facility will need to
cross Highway 99 at a right angle, which means the road will
need to extend north from Scenic Avenue, on the east side of the
highway, before crossing Highway 99 in a perpendicular fashion.
The triangular tax lot at the northwest comer is necessary to
ensure that [he geometry of the new intersection is efficient and
safe.
New infrastructure to serve this area would not require extensive
public or private Cunding. Currently, a 12-inch water line extends
the length of Highway 99 from the city boundary to the Erickson
Air Crane facility, at the edge of CP-I B. Another smaller water
line and a sewer line are near CP-1C, inside the city limits.
The area contains three parcels, totaling 50 acres, which have
been rewmmended by RLRC as part of [he Commercial
Agricultural Base. The parcel immediately east of Highway 99 is
bordered by exception lend to the north, south and east. The
w.n
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WILSON ROAD UGB EXPANSION PLAN
Ciry of Central Poirn, Oregon
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MEMORANDUM
To: Planing Coavniasim gad Citiama Advixrcy Committee
From: Dou Butt, Planing Manager
Subjeck Wilam Road UGB Expaotim Plm
Date: Jmuary 27, 2009
Planning Department
--- ----
TomHUnplreaAKP,
CenanuNry Uavaloama+a UMecestl
ANNarafLy AdnaNtralp
One of the by-produels of the RPS procaae wdll be the Head for each City to develop a Ind use plm for
each ufiaa rasetve area. Reeemty the Rogue Valky Mettopolitaa Plmmimg Organiatim (RVMPO)
received ^ afa0e gta~>b deveop a proto-type plm far me of the Regkmal Problem Solving (RPS) ufian
reserve neat. The RVMPO aelead Caetral Poiet's Wham Rod (CP-2B) urbm aru. The RVMPO
staff is working ckaely with City staff is the devekrpmeat of thin plan, as well as other interested
atakehokbrs (progeny owners). On November 23, 2008 the RVMPO Geld a well attended kickoff
meeting.
if all goes well, at come point the proposd Wilson Rod plm will be considered by the CAC, Pinning
Commission, and ultimately rite City Comcil for inelusim es part of the City's Comprehensive Plen. At
this lima it is importmt to keep the CAC and the Planing Convnissim informed of the Wilson Road
Plso prograa. Oo Jmuary 29, 2009 the RVMPO has scheduled the second mceting. The agenda and
information to be discussed is attached, and includes the following:
1. Agenda
2. Introductory email from Dick Converse
3. Technical Memormdum No. I
4. Technical Memormdum No. 2
5. Technical Memorandum No. 4
It is rot nexcasry that the CAC or the Planing Commissim to attend the meeting. Staff will provide m
update n the CAC and Planing Commissim meetings. If you wmt to attend the RVMPO meetings you
arc more than welcome to do so.
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Rogue Va//ey
Metropo/itan P/arming Organization
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WIISON ROAD AREA UGB EXPANSION PLAN
ADVISORY COMMITTEE MEETING Nl
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 met a minimum of three
times. Staff will mk advice on the dares and times for the meetings, based on the tasks
that lie ahead.
3. Review Technical Memorendum 1 and 3
Teclmial Memo I is a compihuion of plans and policies Out affect land use end
transportation. No action is necessary, but clarification or corrxtion are welcome.
Technical Memo 2 includes project 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,
ass".~~ development types (residential, commercial, institutionl, publidopen space)
and densities committed W in the RPS plm. For Genteel Point, the density scenario calls
for a minimum of 6.0 units per acre.
The base case maps will pomay:
• Land uses, including structures, roads, Parks, etc.;
• Potemiel Comprebeasive Plan and caning designations;
• Road network, including fimctionel classification;
• Roadway level of service, including volume to capacity (V/C) ratios as available;
• Pedestrian end bicycle facilities, including deficiencies for safe end convenient travel
between destinations; end
~ Transit systems-routes and stops.
4. Review Technical Memorandum 4.
Technical Memo 4 describes assumption used to develop the base case scenario and
orbs coition and characteristicsrelating iA Ind use and the transportation sysum.
The committee will be asked to affirm the content of the memo or suggest changes.
avtworawraaayaoaa.van.ycoancsotom.~aawa,•tssKra•tat•roee:ura•e.awraatoR nsm•s.t.awsm
Don Bur!
From: Dick Convene [doomrarse~rvoog.orgi
Bsrrq Tuesday, January 27.2009 6:10 AM
Katlty McCU0agh; Don Burt
Ce: Sua Casav
SubJsel: F W: W Won Raad Arr ShMy Map
Atbehmants: 2Ma08ngyNaaW WanRd_URA7.pdf
Sony, I gave Sue some bad small addresses vRpn she sent thb to oMer eommhlee members yesterday.
Dkk Convsna
Pdndpal Pbnnsr
Rapes Valby Corurdl of Owemmenb
PO Box 3276
CCsntrel Poln OR 97602
647.123.7373
floor: Sue Cssevan
SarrD Morley, January 26, 2009 3:55 PM
To: Dick Convene; Dan Moore
Sub~ec4 FlM: Wilson Road Area Study Map
Fl'I
McCulbugh'; 'Kay Harrison'; 'Mike Collh
Subject: Wilson Road Area Study Map
Dear Committee Member,
'Se;'DOrr Burt'; 'Janet]ones;']oann Cemkk'; 'Justln Hurley'; 'Kathy ~ -
'Mace Qu0ly'; 'Paige Townsend'; Shirley Roberts
The attachment is the Brat 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 ere unable to attend the meeting, I would very much appreciate the opportunity to convey to the committee
any comments you have.)
As Memorandum 4 descn'bes, the Regioml Problem Solving project calla for four broad zoning allocations,
with a furthea split of residential uses. The categories and their acreages ere as follows:
Low Mix Residential -173 acrev
-Medium lvfxResidential - 93 acres
Institutional (schools, etc.) - 26.5 acres
Parka/Open Space: 20 acres
Commercial 16.5 acres
Aa shows in this scenario, institutional land includes the District 6 property north of Upton Road, and an area
just west ofthe Medium Mix Residential area west of Table Rock Road. Perks and open span lands are shown
near Bear Creek, and along the Bear Creek Orchard north of Upton Road. We have shown two nodes of
commercial, both vocal of Oebhard Road One site is sear Wilson Roed, end the other is edjaceot to me Expo
property. We ere also showing two potential RVTD traoait stops, rcaliziag that then will likely 6e mote.
Please keep in mind that thtxe allocations aro simply a beginnitrg point, showing ody one of dozens of options
I look forward to seeing you'Ibmsday eveoiog.
Dkk Conwna
P~indpal Pbnnar
Rogue Velby Coundl of Ciovemmenb
PO ewc ffi76
Central Print OR 87602
61.428.1379
~ Rogue Va/lay
Metropolitan Planning Organization
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TECHTTICAL MEMORANDUM 1
EXISTING PLANS, REGULATIONS & STANDARDS
1.1 Introduction
This section summarizes plans and policies u the slue, Metropolitan Planing organiution
(MPO), county, and local level that dirccdy athct Iwd use and transportation planing in the
City of Central Point sad Jackson County. Although each document reviewed contains many
Policies, only those sestinas most pdtiaeat wen chosen for this examination. The purpose of this
reviewu to provide a policy context for Urban Reserve Area planning.
Applicable standards and policies ate primed verbatim where possible, or paraphrased as
nexasary. leading to conclusions shorn the relationship to urban reserve area planning.
Three juriadiefions are responsible for maintenance of public roads in the city: City of Genteel
Porn; Jackson County and the Ongn Department of Transportation (ODOT). The policies,
plans end standards governing esch jurisdiction's roadway responsibilities are discussed below
with a focus toward identifying impaets end influences on Central Point's transportation
planning. Additionally, Cenlral Point is within Rogue Valley Metropolitan Planning
Organiution (RVMPO) planing 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
1be rile (Oregon Administrative Rules, Divisin 12, Section 660-012) implements Statewide
Planning (coal 12, to provide and encourage a safe, convenient and economic transportation
system, and provisions of other statewide plsnniog goals related to transportation planning. The
Propose is to direct tnmsportuion in coordimtion with land use planning and development The
Transportuion Planing Rule (TPR) was most recently amended in November 2006.
The TPR requires cities, contras, Metropolitan Planning Organizations (IvfPOs), and ODOT to
adopt TSPa, addressing the following:
• A de[erminakin of transportation needs;
• A plm for a network of arterial and collector roads
• A public transportation plan
• A bicycle and pedestrin plan
• Plans for air, rail, water end pipeline transportation
RYMPO N •611•d lry Ropw VaMy Cowl ol0ovxnm•nb • 79S K Fh•t! • P 0 Boa 3179 • C•ntnl Point OR 97502 • SH.584991{
• Plens for tmospottetion system mamgement and demand memgement
• A pmidng plea
• A Snaocing progrem; and
• Polices a~ lei use regulations m implement TSP provisions.
Ia MPO areas, local TSPa ace to be designed to increase transportation choices and reduce
retieace on tha automobile. These tectas also affect tranaitoriented design
i'rotection ojfransportodan jacilUtes, eorr3dors. Regulations to protect tcenaporratien facilities
include:
• Access consols;
• Staodards to protect future optmdiom;
• A coordinated review of Lud use detsions that affect transportation facilities;
• A process m apply conditions ~ development to minimize transportaten impacts;
• Regulations to provide notice of potential impacts to affected agencies: end
• Regulations eaetning the lend wee, density and design decisions an consistent with
function end performance stendatda m the TSP.
Land use and subdivision regulation. Provisions for safe and convenient movement of
pedestrena, bicyclists and vehicles that are censistent with sweet function, including:
• Bicycle perking for retail office, eod institutioml development, and multi-family
residential development of four or more units; end
• Sidewalks and bicycle paths witbia new development, end connecting to nearby
neighborhoods, transit stops and activity centers;
Support jor transit Regulations that encourage transit service and ridership, carlwoling.
• Provision of pullouts, shelters and other amenities;
• Walkways connecting to transit stapes from retail, office and institutional uses;
• Preferential parking for carpools sad vanpools; and
• Designation of densities and land uses to support transit service.
Adopt land use and subdivision regulatfanslo reduce reliance on the automobile. The RVMPO
audit for en Integrated Land Use and Transportation Plan for Central Point (discussed below and
submitted as Appentihc A) centaina measures to help reduce reliance on the automobile and
centribute toward meeting the RVlviPO Alternative Measures, which arc noted in the Regional
Transportation Plan (RTP) discussion below The Alternative Measures net standards for meeting
the TPR requirement to reduce vehicle miles traveled (VM'I) in the RVtviPO area Other
measures include:
• A parking Plan: and
• Providing the most direct possible access for pedestrians and bicyclists.
Minimum width standards jor local streeb. F.stabliah street standards that minimize pavement
width and rightsof--way consistent with operational requirements. Such measures reduce coat
and discourage inappropriate traffic volumes and speeds, while providing adequate access for al!
emergency vehicles.
VI'ils~ Road Imd Use Study
Teehuical Meuwreadum 81-l:xistiug Plme, Regulea®s, eud Standards Page 2
RVMPO maintains a Regioml 'I}maportation Plan that is updated every four years. Central
Point u completing m update of its TSP. AB of October 21108, the phm was in the public hearitrg
l~e•
I.2.1 Access Management
The Tansportation Plamiag Rute (TTR) requires local goverameats to adopt lead use or
subdivision ordimace reguhdions, censistent with applicable federal and state requirements, to
protect transportation facilities, corridors and sites for their idetttitied fuactiom. Regulations
include access control measures such as driveway and public rued spacing, medim control and
sigml spacing standards, which me consistent with fututioml clasaiScation.
1.1.3 Oregon Statewide TranrpoRadon IngxovemeN Program
The Statewide 7}aosportation Improvement Program (STIP) is a four-year conahuction (2006-
2009), multi modal program that fulSlls federal requiremeab. It is a compilation of projects
utilizing various federal end state funding programs, end includes projects on the state, city and
county trmaportatioa systems, sod projects in the National Pmts, Natoml Forests, end Ltdim
Rexrvationa. Also included ere projects fully funded by the metropoGt® Planning organizations
(IvIPOs) that are of rogioml iatereat or sigoiScance.
The STIP is sot a planning document; it is a project prioritizmion end acheduliug doctmment
developed through various planing proceaxs 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 ST1P project located in Cenirsl Point is ajurisdictional transfer of a portion of Highway
99 from ODOT to the City.
].1.4 Executive Orders on Quality Development and Sustainabiltty
EzecutWe 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 end activities contribute to building and maintaining quality communities thm are
environmentally sound, offer affordable housing end a balance of jobs and housing to reduce
transpottetioa needs end the cost of providing services including transportation. The order has
seven objectives, which state agencies should use in combination with state end local partnership
principles end local development objectives. Objective 4 most closely relates to the TSP update.
It reeds: "Support development that is cempeh'ble with a community's ability to provide
adequate public facilities end services."
Ezecutlve Order No. EO-03-03: A sustainable Oregon for the 21° century. The order
recognizes thnt Orogoa's economic rawvery will be aided by establishing a commitment to
lasting solutions thnt simultaneously address economic. environmental end community well-
being. One aspect ofwell-being should not be traded against another. The order supports the
goals of the Orogon Susteinability Act of 2001.
Executive Order No. EO-0li-14 establishing the Transportation end Tourism Task Force to
synchronic tourism and transportation enhancement efforts statewide, including trsveler
information.
Wilson Road Lard Use Study
Technical Memorendum pl -Existing Pleos, Regulations, and Stmdards Page 3
1.2.5 Orsgon 7Yartaportatlon Plan
The Oregon Transportation Commission (OTC) adopted the Orogrr Traoaportatien Plan (OTP)
is 1999 end in September 2006 adopted a completely updated multi-modal plan. This Plea
supersedes the 1992 Oregn Trmspormtin PLn. The 1992 OTP established a vision of e
balenced, multimodal traoeportetion system end called for en expansien of ODOT's role in
funding rrn-highway investments. With fouateen years of experience and terLmlogical
advances, the 2006 OTP provides a framework to fiutlter these policy objxtives with emphasis
on maintaining the assets in phux, optimizing the existing system Performance through
technology and better system integration, creating suateinable funding and investing in strategic
capacity enhancenients.
The OTP has four aeaions: (1) Challenges, Opportunities, and Vision; (2) Ooe1s, Policies and
Strategier; 3) 3unmary of Finaciel end Technical Amlysea; sad (4) Impleme~tion. 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 planing requirements for State agency
coordination and the tidal 12 Transportation Planing Rule. This tole requires ODOT, the cities,
end the couMiea of Oregon to cooperate and to develop balanced transportation systems.
1.1.6 Oregon Puhllc 7YarupoRaNon Plan (1997)
The Public Transportation plan focuses primarily rr public tmnsportatien in metropolitan and
urban areas. The following optimum (plan Level 3) public transportation level of cervix
standards for tuben areas envisions increased Ending and applies for conditions in the year
2015. Leve13 stendards include:
• Lurease services to enable metropolitan areas m respond to TPR requirements for per-capita
reduction in vehicle miles traveled;
• Provide services to all parts of the urbanized area;
• Provide cervix frequencies for all routes at ao less than ono-half hour at peak periods;
• Provide cervix at n less that ono-houu frequencies for off-peek services on all routes, or
make a guaranteed tide home program available;
• Providepark-and-ride facilities along major rail or bus wmdors to meet reasonable peak and
off-peek demand for such facilities;
• Provide services with regular, convenient corrections to all intercity modes and terminals;
and
• Provide sufficient cervix levels to public transportation-oriented development to achieve
usage goals of the development.
Level 2 service standards would allow transit cervix to expend at pax with population; and
Level 1 would maintain existing cervix.
In addition W public transportation, the plan also describes rail standards and minimum level of
service standards for intercity bus cervix.
1.2.7 Oregon B16ie and Pedestrian Plan (1999)
The goal of this plan ie to provide safe, accessible sad convenient bicycling and walkhug
facilities end to support and encourage increased levels of bicycling and walking. The plan
identifies policies, classification of bikeways, construction and unaintenenx guidelines, end
wtfron Ro.e Ind use sway
Technleal Memorandum #1-Existing Plana, Regulntiona, and Stmdmda Page 4
suggested actions to achieve these objectives. These actions ere: (i) provide bikeway and
walkway systems that are imegrated with other traosporhtion systems: (2) crease a safe,
convaiettt, and attractive bicyeliug and walking enviroamem, sad (3) develop education
1~8~ that improve bicyck and pedestrian safety.
13 Regional and County Plam
Central Poim is in the Rogue Valley MettoEtotitaa Plamting orgaaizetion a~ is adjacent m land
under the jurisdiction of Jackson County, so planning n the comty and regional level impacts
the city. City traneporhtioa projects that are federally funded sad of regional signifiaae mast
be pert of the RVMPO planniog process.
1.3.1 Reglona! 7Yansportation Plan, Rogue Va11ry MebopoUtan Planning Organization
(RVMPO)
The Regional Transportation Plan (RTP) is the lcog-range, multimadal transportation plan for
the Rogue Valley metropotitm sea. Beaune of it proximity to Medford, Central Point was
included when the MPO was fast formed. A reult of the 2000 U.S. Census was the expansion
of the Medford utrbasized area to include )ackwavlllq Eagle Point, Telem, and Ashlmd. Cealral
Poim participated in the drafting and adoption of the 2005-2030 RTP. The plan meets federal
mandates by meeting shaderds for air quality and by being fully funded.
The RTP nerve as a guide for mamginng existing traoaportation facilities end for the deign and
implematation of future transportation ficilitie. It provide the framewmk and policy
foundation for deciaioa making. The plan's Cmidhtg Principle rely hevily on increasing facility
efficiacy, supporting altemafive to single-occupancy vehicles end balancing competing
demands for services and resources. The plm's projections include forecasts for population and
employment, and expectations based on results oftravel-demand modeling.
Projects listed in the RTP are eiUter Tier 1 (Eroded) or Tier 2 (no funding identified).
cenunt rwnt ace tonal 1 rant: ortaoon rtan ro acts l ter ~ ~
;
~
200 Uurol SL, N. 9th m
•' Pavs and Mnpruva Short 5785
000
N. tf> CMAQ ,
207 N. 08i St, Laurel Pave and hnpove Shore 5489,000
SL to C SL CMAQ
Haskell St, Pins VNidsn ~ etltl
202 SL to Snowy Butte cau8nuous taro bns S~ 5750,000
Rd w8h bike lanes and
. eklewalks
Wklen b add
209 10tli SL, Hazel SL contlmtotu Wm lane S~ 250,000
51
to Sank: Avs. wMh brae lanes and ,
sidewatka
RIR X-kp belsveen
204 Pkts SL arM Atyrads RIR X-Ittp Short .57,800,000
SatNC Rd
Upon Rd., Widen to ltw lanes
205 apgoaches b I5 wgh bSua lanes end Shon .5775,000
overctoss eklervalks
1VtYm Road laed [Tae Study
7'echaiwt Memormdum NI -Existing Plain, Itegulatiam, and Standards Page 3
2~ I Upon Rd., 3rd St, kiYraedion, Wd Slwrt 5375,000
Scenic Ava. awl aMaaMlu i hire
TaMh !R. Ynn
207 Cresk &itlpa /o and hire lrrs, add Slnrt ~~~7,000 t5,b55~000
a14o,oop
208 E Pine SL ~~. add new
sipruk a 2nd St
and 6e St
E PM SL arW Upgrade ~~
209 Thkd SL
kaersscllon ~~
210 ORS
Pine &. to Provide bias isnss
;,
211 Pine SL tral6c
ctlmkp and biu karas and
sidsvvaR
New Harm Rd. Aeld ~~ ~
212 and Hemddc Rd.
kwernWon P ~~ _
Beebe Rd. and Add signal for , ~`
`~
"
z1a H.n.iarRa. P~~nc~M9 , .
MNxsecdon ~
widen a add
214 Freeman Rd., Oak continuous Wm lane Long 51,898,000
SL m Hopkhrs Rd. with bdce lerws and
sklewalks
Scenic Ave" Chenpe afgnment,
215 ~s Way to vriden to add bite Long 5830,000
Stunk: Mk1db
School knee i akkwa0u
Taybr Rd., Valley Replace box advert
218 Oak Dr. 1o HaskeN arM trancitim m new Long 51,000,000
SL E41V sedions
Scenic Ave.. 10th Wklen to add
277 St to Scenic continuara hnn lane Loral 21,035,000
w8h bite kebs d
MkkRe School an
sklervaio
218 OR 99 and Beall C~~e
and apprade signals
Long
5500,000
Lane ~ and RIR X
219 Haael St, 3rd St to Pmvkle sklewaW,
" ~. 5300,000
101h St aab snd r
220 3b SL, E Pine SL Add bite Wws and ~ 2225,000 56,597,000 55,597,000
loHaael SL skkweks
E Pine SL. Widen fardsoeyeaxd
221 Hamrick Rd. to lanes, add bke lanes Tbr 2 5355,000
Bea Creek and skiewab
6ebfwd Rd U68 Wkkaf to ~
222 Cerdts to BeeW ~. oxwkwrous Wm lane Tbr 2 21,817,000
wih bike kmss and
Wham Road Imd Uae Sally
Tedwnl Memmaadum NI -Fkiaiog Plem, Regahdom, and Sbnxiards Page 6
The plan's Alternative Meastaes secfioa meets sate Planning requirements for MPOs contained
in the Traosporfati~ PLuurutg Rule. Altemalive Measures set benchmarks for urban areas that,
in general, encourage development of compact, pedestrian friendly development. The measures
were adopted after traveldemand modeling for the 2000 RTP showed that the region could
expect rt 2.5 percent per capita reduction in vehicle awes 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 unitswithin %.-mile of transit;
3. Increase percentage of arterials and collectors with bicycle facilities;
4. Increase percentage of housing end jobs in mixed-use development near activity centers;
and
5. Increase transit funding on a regional (RVMPO) basis.
I.3.2 Transportation Improvenrenr Program
The RVMPO Transportation h»provemmt Program (T1P) 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 conformity requirements.
1.3.3 AJr Quality Cogjormity
Central Point is within the Medford-Ashley Air Quality Maintenance Area and under state
Departmem of F.nvunnmental Quality rules, the region moat show conformity with emission
standards for particulates, specifically PMra and carbon monoxide in the Medford UGB. The
Rogue Valley Metropolitan Planning lhgaaiatioa performs a conformity determination for all
federally [tended, regiomlly significant projects in the RTP and TIP. Therefore, Central Point
Projects listed in those documents mart mat air quality standards.
wit.na Rrnd t.ad Uae sally
Tec6eial Memorandum MI -Existing Plw, Reguhtioas, and Standvds Page ~
1.3.4 BaseitneF.nvbomnentaJlbta
I.3.4.I RVMPO Bmironnrentai Review In late 2006 earl early 2007, the RVMPO conducted a
survey of mvironmmtal features within the MPO planning arm to conform to new federal
regrrinemeofs. The smvey used available local, stare and federal coaswation pleas, maps and
inventories of historic a~ mtural reaomcaa.
• U.S. Depmtmmt of Agrimdmre, Class 1 and 2 soils, which have the least amount of
restrictions to their ux and arc considered most valuable for agriculture and
conservation Class 2 veils (irrigated) cover portions of the area west of Ocbherd Road.
A small arm of Class 1 soils is west of Upton Road
• Wetlands, Natioml Wetimds Lrvenmry (NWI)> and Jackson Coumy's Cioa15 laventary
ofNatural Areas. Several small wetlands exist throughout the study area. (}iticel wildlife
habitats, U.S. Fish and Wildlife, National Oceanic and Atmospheric Administration,
Oregon Department of Fish sod Wildlife areas for deer, elk, Coho salmon and vernal
pools. The study eras is not critical deer or elk winter range. Bear Creek contains ce~
salmon. Vernal pools occupy the azm east of Oebhard Road
clean Water Act directive 303(d) listing of impaired waters lists Bear Creek sad its
tributaries, monitored for bacteria end temperature.
1.3.4.2 St~ewtde lam Use t9oal S Goal 5 addresses many of the same features addressed in the
previous two cations by the RVhfPO and the City of Central Point. The Ooal covets mom than
a dorm resources iacludiog wildlife habitat, historic places and aggregate. It contains measures
intended to avoid duplication with other also or federal programs that address resources. The
goal sets up a planning praxes to protect resources thatincludea: tin inventory; ideatiScatioa of
potential cenflicts with existing or proposed uses; analysis of the consequences of the conflicts; a
decision an protections needed; sad adoption of measures to put protection policies into effect.
Goal 5 resources not addressed in the programs descn'bed above include options for local
govemmeats to designate open space sad scenic views end sites.
1.3.5 Jackson County Comprehensive land Use Plan, 7S~onsportatJon System Plan
The Jakson County Comprehensive Plan is the official long-range land use policy document for
Jackson County. The plan seta forth general Lurd use planning policies end allocates land uses
into resource, residential, ammereial and industrial categories. The plan serves as the basis for
the awr+dinated development of physical resources, and the development or redevelopment of the
county based on physical, social, economic sad mvironmmtal factors. The Board of County
Commissioners updated the 1989 phm in early 2004, sad the revised plan took effect is March
2004. For the most pert, the Comprehensive Plm guides rural developmert in Jackson County,
but some policies affect cities ea well.
Urban Lands Element:
GOAL: TO PROVIDE FOR AN ORDERLY, EFFICIENT AND ENVIRONMENTALLY
SOUND PLAN FOR URBAN LAND USES W1THW URBAN GROWTH BOUNDARIES.
Policy #1: Jackson County shell maimaia a long-range commitment to the
implementation of urban centered growth.
Tnnaportation Element:
tPJeon Rued Imd Use SmdY
Technical Memorandum #1-Existing Place, Regularione, and Stmdarde Page 8
Jackson County updated itn Transportation System Plan in 2004. The plea is the county's loug-
rangeguide to mmeging end developing multi-modal trewportabon facilities within the county.
It Bert system goals and policies for livability, the model components end i~egration with lead
use phtoning, fma~iel sad mvironmenml phnming. Gabbard Road, Upton Road, and Wilson
Road me cou~y made serving the array area. Farther to the mat is Table Rack Road, also e
county mad.
1.4 City Plena and Studies
I.4.I Central Point Cominehenttve Land Use Plan
Agricultnel Lands (Goal 3)
3-9 Every effortwill bemade toreduceurban-agricultural conflicts by: diacoumgiag "leap-
frog" development that is inconsistent with urbe. +~A~on policies dealing with the phasing
of development; providing appropriate buff'era between urban land uses and intensive
agriculMal wen, with emphasis on the periphery of the urban growth boundary; and
supporting efforts by the Agricultural Stabilization and Conservation Service and the
Jackson Soil end Wata Conservation I)iatict to promote best MmegemeM practices
reducing soil erosion and excessive irrigation boundary.
Air, water and lend resources (Goal ~
3-15 The City of Central Point shall provide for employment, shopping, and recreafional
opportunities and public services in locations es 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 ere resurfaced,
whenever possible, and promote the use of bicycles as an alternative to the family car.
3-31 In conjmction with flood hazard reduction and established greenway policies, Central
Point will encourage all new constnscfioa to net 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 Griffin Creeks, to ensrm 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 futrae growth and development of Central Point, in balance with the physical
requiremems sad continued enhancement of the natural environment.
3-37 To maximize the we of public rights-of-way end 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)
Wileoa Road Lend Ure SWdy
Teehaical Memorandum dl - EYcisling Plain, Regulatlom, and Smndarda >~ 9
3-45 To provide for energy efficient design in all new development that mmimizw the use of
natural environmental features, including topography, astural vegetation sad troes, and
proper aohu orientation.
3.46 To eosins, through the comprehensive plan and zoning, the moat energy-efficiwt
anaogement of land uses and neighborhoods.
3~7 To M:n;M;x traoaportatien-related energy consumption through appropriate lend use
planning and enemphasis ennon-motoriad tmnapottatien altemativea.
3-55 The city will encourage attached or clustered housing whenever such development would
result is substandai energy conservation; or in areas of natmal vegetation whew con-
ventional housing or subdivisions would have a detrimental impact on the natural
environment.
3.50 The city will strive for eaergy~fficient future neighborhoods by providing for future
nsideatiel development that is based en the "neighborhood concept".
3fi1 The city will minimize the coats of and energy consumed in the provision of urban
facilities such es sheets. sidewalks, cmba and gutters, etc., through the enceuragement of
planned twit developments sad clusror housing that utilize cul-0e-sac sbnets, private
sheets, and interior common areas with walkways and bikeways.
3-64 The city will consider modiScBtions to existing otdimnces tliat will add requirements for
bicycle paths end walkways within plemed 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 Vlcmtty Ofma)OI 8CtlVlty CenteIB m order 20 marimi>n COnVealenCe and BCCe$$
encourage pedestrien trips, end maY;M;sw the cost effectiveness of public transit.
3-68 Whenever possible, the city will encourage nos-motorized forms of transportation to
lessen the dependence oa the private automobile for shalt tripe end commuting.
3-70 The city supports the county+s proposed development of the Beer Creek Grcenway
pedestrian, bicycle and equestrian system as en important project that will enwumge
non-motorized travel.
Transportation (l3oal 12)
w0aoa Hasa Lam zees sway
Technical Memorendum #1- Exiedag Plena, Reguladom, am Stamarda Page 10
To provide and encourage a safe, convenient sad economic traoaporfation system.
43 Work with tranaportati~ officials and the county to create an additioml access point
from the I-5 Freeway to Expo Park. (Possibilities siwuld include a frontage road off-romp
for northbound traffic north of Pine Street, and the possible improvement of the Uptm
Road bridge to include 8eeway access.)
45 Include in all future speci5c or neighborhood pleas, Provisions for redwing through
traffic in residential neighborhoods.
410 Include considerations of bicycle a~ pedestrian facilities in all street improvements sod
in the design of new streets.
411 Consider the need to develop a street trx and landscaping plm for all city sheets,
iwluding guideline for new subdivision that will increase the visual appearance of the
development.
412 In forme Planning, contiaw m empheize the most efficient use of the automobile within
the community and also provide fornon-motorized transportation elternativea, with
emphasis on pedestrian end bicycle facilities.
1.4.1 Central Pofnt Zoning and Subdivision Ordinance
City ordinances governing hensportatioa facilities generally ere found in the municipal code is
Title 16, Subdivision Regulations; end Title 17, Zoning (defining uses that require traffic end
P~~B PI~)•
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 - DeSnes city lend use waes. Chapter 17.65 establishes standards for transit
oriented development (TOD), including uses end standards for desigq circulation, and access.
1.4.3 RVMPO Integrated land Use and TFansportotton Plan
The RVMPO in 2004 conducted audits of development regulations in several cities including
Central Poi to determine the steps participating jurisdictions would nand to take to achieve an
integrated land use and transportation plan, n required by the TPR In Central Point, the audit
identiSed several provisions that support the integrated planing requirement. It also made
txommendation end proposed speci5c code changes. Recommendations included:
• Establish maximum lot sizes. While most zoning ordinances include minimum parcel sizes,
they do not have maximum parcel sins. The model code recommends that single-family zows
Lave a maximum.size of 120 percent of the minimum size; e.g., 8,400 square feet in en SF-6
zone. In muhi-family zones, the recommendation is 150 peteent of the minimum.
• Allow mixed use residential in commercial waes. This would allow developments similar to
Four Oaks is other canes.
• Increase lot coverege [sad building height?] when transportation facilities and public safety
measures can be achieved Current ceverege requirements for singlo-family and multi-family
Wllnoa Road Lead [Jae Sndy
Technical Memorandum #1-Existing Plans, Regulations, sod aM.~n•~• Page 1 t
districts are in the middle of the ranges suggested by the Model Development Code. For
example, the RL ma limits coverage m 35 percent, while the model code suggests s range from
30(1 percent The R-2 and R-3 zones limit covasge m 50 percent, while the model code
suggests 40-60 peromt Central Poim could increase iffi coverage, but it is clearly consistent
with ctment sffiadatds.
Consider requiring a portion of a commercial building to be at the properly line. with
entrancxs oriented to nasal to mcoutage pedestrim use.
• Provide measmea for evaluating proximity of transit to commercial uses is other than the
TOD sites.
• As in many communities, Central Point's street design affindards cell for wider streets thm the
Modal Code recommends. To be consistent with the goal of providing nazrower streets, evelu~
the standards is the Model Code when updating the Ttaosporffition System Plan.
1.5 Conclusion
Cenbal Point's policies and ordinances promote compact, mixed use, tmoait-oriented design.
Twin GYeeks is among the lust TOD developments is the Jackson Cotmty, and the ordinmcea
that facilitated it can be applied to the urban reserve areas as well. The II.L11P audit identified a
few potential amendmettffi that would enhance land use end transportation platming. RVMPO
sffiffwill include tlieae amendments ae it develops design options for the project area.
wilsw Road Imd Use Study
Technical Memor®dum #I -Existing Plena, Regulatioae, end Standards Page 12
Rogue Va//ey
Metropo/itan P/arming Organization
- ^ t2e0ional T9arrperduan Paannin0
~ ,krrne.o,n.~nrr.Ey,rw.,~.a.o.9w.y.Px~,s.ra,rt. kir, cq
WIISON ROAD AREA UGB EXPANSION PLAN
TECHPIICAL MEMORANDUM 2
PROJECT RENTER' CRITERIA
The purpose of this task is to draft eriteria to be used in evaluating altenlative demonstration
master plans for the UItB in Technical Memonmum 2. Factors to be considered include:
• Levei of aerviee and volume W opacity nrtios
• Total vehicle miles traveled
• Trip length and purpose
• Travel time and accessibility
The Leadership in Energy and Design (LEER) Program outlines a number of strategies for
improving the connection between transportation sod land use. The following criteria are based
oa LEED.
• Increase density to reduce vehicle travel
• Increase land use mix, including housing, commeroial, and institutional.
• Locate near regional urban center
• Increau the portion of commercial, employment and other activities in major activity
centers
• Increase the degree that walkways and roads are connected to allow direct navel between
destinations
• Provide multi-model streets that help reduce motor vehicle traffic and increase walking
and cycling.
• Increase the quantity, quality, and security of sidewalks, crosswalks, paths, and bike
Imes.
• Increase transit service and accessibility
• Provide financial incentives that encourage use of efficient travel modes.
Source: US Omen Building Council
New Urbanism features
• Rectilinear street grid
• Narrow streets
• Sidewalks at curb
• On-street parking/structured Parking
• Alleys behind buildings
• Semi-enclosed spaces
• Shallow setbacks
• Street-level shoPP~B
• Mixed-use neighborhoods
RVSIPO k •hR•d by Ropes WAry f:ouM of Gonmm~nl• • 159 N FM 8L • P 0 Bo: 3279 • Canal Polnt OR 9750! • 5/1.664681
21~ Cetttury land Developmwt Code
TODs support:
• Ltcteased demity along transit cor[idora;
•. I.ocetion of residettcea, jobs, and retail destinations close u public hansit facilities;
• Provision of mixed-use development within wallring distance of residential areas;
• I)evelopmmt of a multimodal, intercomected tteosportetion mtwotlr; and
• Developm®t of m~ben design guide}mes that encourage a mote pedestrian and walkable
community.
Guiding Principles
• Site moat be located oa m existing ar pbtnned tmosit line, and lei-use patterns ahoud
lead transit service planning
• Siu must be mixed ux and must contain a minimum of public, core commercial, std
residential uses
• Siu must provide a mix of residential densities, housing types, ownership peturas, and
pritxe.
• Street syaum should be simple, connected, end pedestrian friendly
• Buildings should be oriented to the street, with perking to the rear, e~ should be
accessible on foot.
• The siu should meet minimum siu requirements to provide a mix of uses.
• The project eltotdd adhere toe "apeci5c area plan."
Design elements
Tmvel Connections
• Convenient and direct pedestrian connections
• Pedestrian-scale blocks
• Inurcomected street network
• Bicycle circulation end parking
Building Scale and Orientation
• Human-scale architecture
• Buildings end entrances oriented along [be street
Public Spaces
• Pedestrian-friendly streets
• Structured end shared parking
Lend Use
• Mixed-use buildings end neighborhoods
• Increased density in neighborhood centers
Preserve open space, farmland, natural beauty, and critical environmental areas.
Foster distinctive, attractive communities witlt a strong sense of place.
Encourage community and stakeholder collaboration.
Wflnon Road Imd Use SddY
Technical Memormdum M2-Review CYiterie Page 2
The prxading cxiterie will be srviewed end emended ea necessary by the Advisory Committee at
its Bret meeting.
vr~ta~ Road Imd uae sway
Tacbnical Memorsadum N2 -Review (Yi[erie Page 3
RVMPO
Rogue ~a//ey
Metropo/iron P/arming Organization
- ^ Reybrul t-anapottatlon Planning
~ ~ n,ra.,t•o.rrrw.rwy.wlw.,m,,,a,.ww.rts~,.ni•r.s1r,~
WILSON ROAD AREA UGB EXPANSION PLAN
TECHPTICAL MEMORANDUM 4
RPS BASE CASE SCENARIO
4.1 Inrrodactiou
This section summarizes assumptions used to describe, map, anti illustrate potential future laud
use and transporWi~ in Regional Problem Solving (RPS) fume growth ara CP-2B, consistent
with the residential densities and mix of land uses committed to by Central Point in the RPS
Plm The RPS Plan seeks to increase urbm residential densities throughout the region, and for
Cemral 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 lam use plans for urban reserve areas in sufficient
detail to allow the region m siu, inure, and protect regionally significmt transportation
corridors.
4.2 Land Use
Area CP-2B includes 329 acres, of which approximately 38 percent of the ]and is caned
residential and the remaining land is zoned Exclusive Fatm 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 rewmmend
subtraction of 23 to 31 percent from residential acreage to accowt for roads and public uses.
Because institutioml and perk uses ere 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 mticipated residential Imd in all of Central Poim'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 discibution of the..ma;n;ng 18,156
residents among all future growth areas, the future population for CP-2B would be 5,374. With a
household siu of 2.69 persons, nearly 2,000 dwellings uoiU will be required is this area.
RVUPOkshaad by Roaw V~Iky counrp otGowwrnk•155n Flat at•POaw 3r7a•CsnW Pa1M OR g5ar•5/1.661aiT1
Table 41 illuahatea several residential growth scenarios, reflearbg TOD zones shandy in th
Central Poim Muni«pel Code and in place rt the Twin Creelrs planned dev«opmeot The table
includes Low Mix Residential (LMR 612 units pa acre) end Medimn bGrc Residential (Mhat
1632 units per acre). It does not inchde I1MR (high Mix Residential), which requires e
minimum density of 30 unit per acre. For comparison purpoxa, the table ako includes R•16
end R-1-10 zones tLet reflect lend uses inside the city end adjacwt to the futuro growth area The
RPS process further assumes a split of 65 percent einglo-femily residential end 35 percent
multiplo-family residential. This scenario teaulffi in 133 ecrcs for singlo-family development
end 72 Sat multiplo-family residential.
Table 41 Land Use Scenardm
TOD RssldaMkl
DenshW Nigh Danslty Land Ws Scemrb
Land Density Aswm~ptlon UnBa Usabk Housing Average Lot
Uae Range UnhalAe Aaes Mix Avereps Sb:e SgIR
LMR Unlh/Ac ~ 12 1,568 133 85% DensLy 3,830
MMR ~~~ 32 2,901 72 35% 1381
7otak 9600 205 100% 16 UnSdacro
TOD Residentkl
Densltlss Medlum~liph Denslgr Land Use Seenarb
Lam ~8~ Assump~tlon Unlffi Usable Housing Average Lot
Use Range Unka/Ac Acres Miz
Average Siza Sglft
LMR UnltslAe 8.5 1,131 133 85% Densky 5,125
MMR UnMalAc 24 1,728 72 35% 1,815
Totek 2,656 205 100% 14 Unhsl acre
TOD Residentlal Medium Denshy Lend Ues Scenario
Denshlss
Land Density Aeaenumsp~tlon Unlls Usable Housing Avenge L«
Use Rarpe Unik/Ac Acres M6r
Averrege Stze Sq/ft
LMR Un~k 8 768 133 85% D~ens~ 7 280
MMR UnLdAc 18 1,162 72 35% 2723
Totak 1,650 205 100% 10 Unhd acre
RssldeMial Low Dernhy Lend Use Seensrlo
Densitlq
Lend DensSy DensSy
Aau
ptbn
Unlb Usable Houslrq Average Average Lot
Use Range ~ Acres Mbc ~ sn ~ Size Syh
Nilnae Road Isad Use Study
Tecbnieal Memotsadum If4 -Base Case Scenario Page 2
R18 UniWAC 8 798 193 85% 7280
R 1.10 UMtdMc 10 720 M 35% 4368
Tafala 1,818 206 100% 7 UnlWacrs
The table shows that a Medium density scenario will allow approximately 1,950 units. Slight
incmases to unite pa acre, ag., 6.5 unite per acre in the LMR zone. can easily accommodate 50
edditioml units and achieve a total of 2,000 units.
The TOD zones contain eteadards drat must be addressed ea the area develops and can ewe as
guidelines for developing eceoarioa
• Mixed use development must have 2 housing types for 16(1 units, and 3 or mom
building types for greater then 40 unite. (Because the Brea ie being master plemed, 3 or
more house types will be necessary.)
• Block perimetet>i cannot exceed 1600 feet.
• Blocks cannot excad 500 feet between meets.
• Comxions shall be provided between new streets is s TOD district or comdor end
existing local e~ minor ceuector streets.
• Pedestiao/Bike accessways may be designed within and outside of public ~t~eetrights-
of-way
• Parking lot driveways 100 feet of longer are W be designed as private streets.
• Design in context with surroundings.
• Cluster to preswe natural areas.
• Limit impact of development oa 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.)
• Soler orientation.
• New prominent buildings -community centers, churohes, schools, libraries, post offices,
end museums -should be placed in prominent places.
• T ~+m+~t effect of more intensive uses on residential uses and of highdensity housing on
lower density housing.
• Zoning changes should occur midblock
• Parking to side and rear. If at side, no more then 50 percent of frontage of total site
froatege.
• Extensive landscaping.
To soften the effect of high impact uses on neighborhoods, the ordinance establishes the
following sequence of increasing intensities.
• Large lot SFR
• Smell lot SFR
• Duplexes, townhomes, end courtyard multifamily apartments
• Large apartments
• Mixed use buildings.
Wllaoa Rued Lead Uu SaWy
Techs3cal Memorsadmn #4 - Bese Case Scemrio P•B• 3
Municipal Code Section 17.67.060 provides these guideline for parka:
• Within walking distmx of all areas in TOD
Primarily in raideotial areas
• Need to have 400 aquarc feet of perks and open space for each single-family dwelling,
600 square feet for eachmulti-family dwelling, and 10 percent of aoa-residential. If one
asaumas ell units in the LMR zone arc single-family sad all units in the MlvBt ati
multiplo-family, 23.7 acres of parks end open apace would be needed. This slightly
exceeds the 20 acres net aside in the RPS plan for parka end open space, but additioml
open apex may be available as part of institution) development.
431-anaportation
The Central Point Transportation System Plan identffiea roadway deflciencies through 2020 end
rccommeods intprovtatents. The plm does rat identify projecs in CP-2B btxsuse it is outside
the Urben Chowth Boundary; however several projects sea aigaifican0y affect development of
the sttdy area
Cenual Point's policy is to maintain a minimum Level of Servix "D" peels hour street standard
for city sheets. (ODOT uses a volume m capacity (V/C) ratio for made under its jurisdiction, and
sets .90 ea its maximum standard.) Two projects to the southeast of the study errs will be
necessary to maintain this standard.
1. Gabbard Road extension
By 2020, it is forecast thaz Gabbard Road will be extended w intersect with East Pine
Street approximately 700 feet west of Hamrick Road. In addition to the extension of
Gabbard Road, its intersection with Ens[ 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-fora 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
43.1 Future Condit[on
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 (lebhard/Wilsonyating does not reflect its inclusion within a future
growth arcs ODOT's Traosportatioa Anlysis Unit (TPAU) will evaluate tbe effect of proposed
land uses w dt:tetmine its future LOS.
Table 42 shows morning and evening peak hour LOS or V/C ratings in 2006, 2010, 2020, and
2030 for intersections in end near the study area.
T•hln d2 OM and PM Pslc Anm R•tlns•
Intenectlon Mornin Peek Hanr Evenin Peak Hour
Beebe & Hamrick 2006: LOSE 2006: LOS F
2010: LOS FB (Signal) 2010: LOS FB (Sigtvil)
2020: LOS FB Si 2020: LOS FB Si
VVaeoa Rued Lend Ux Study
Terbatcal Memormdtm p4 -Base Case Sceaerlo P•6e <
linterseetlon Mo Pelt Honr Eve Peak Hoor
2030: LOS F/B Si 2030: LOS F/C Si
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
Ptatingw & Eeat 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 H
2010: LOS B 2010: LOS H
2020: LOS B 2020: LOS H
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
(lebhard 8c Wilson 2006: LOS A 2006: LOS B
2010: LOS B 2010: LOS B
2020: LOS H 2020: LOS B
2030: LOS B 2030: LOS B
Gabbard & East pine 2020: LOS B 2020: LOS F
ConstruMed after 2010 2030: LOS C 2030: LOS F
43.2 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 haffic signal for pedestrian crossing when wazranted by traffic volumes and
pedestrian activity. 2012
• Beebe Road; Gabbard to Hamrick
Widen to collector standard wi0t sidewalks end bike lanes. 2017
• Beebe Road & Hamrick Road intersection
Add traffic signal for pedestrian crossing. 2012
• Table Rock Road & South Hamrick Road intersection
Add traffic signal. 2017
East Pine Sheet & Aamrick Road intersxdon
Widen west and south approaches to add a second eastbound left nun and second
receiving lane. Reshipe northbound approach to include dual left hone and a single
Wilson Road Lend Use Study
Tec6nicel Memormdum p1-Sex Cave Scenario Page 3
through-shared-right rum. Restripe southbound approach W include a left tom, through,
and exclusive right rum bmea. 2012
• East Pine Street & Table Rock Road
Widen west approaches to add second eastbound left tom bore. 2012
• Table Rock Road & Vilea Road intersection
Widen to increase capacity. add east bound lend & aherod through-right turn movement.
2012
• Gabbard Road: UGB to Beebe Road.
Realigq widen to 3 lance, bike lanes, eidewelks, urbm upgrade (collector standard) 2017
• East Pine Street; I-5 to Peainger
Add right tens Ime with sidewalks. 2030
• Eeat Pine Street traffic calming
Miacellmeous enhanxmems such as bulbouts, croea-walks. signals, etc, that improve the
pedestrian environment along Pine Street (west of freeway?) 2030
• East Pine Street; Hamrick Road to Bear Croak Bridge
Widen for decelemdon lane; add bicycle lanes and sidewalks. 2031
• East Pine Street; Bear Creek Bridge to Peninger Road
Widen for fora lanes, bike lanes; add sidewalks; add third lane. 2017
• Upton Road, Scenic Avenue, Raymond Street
Widen to rural 2 lanes with bike lanes, sidewalks. 2031. (Partially complete as part of the
freeway overpass project)
• PeningerRoedproject -
Extend Peninger Road from East pine Street north across Bear Creek to Beebe Road.
Remove signs) at PeningedPine Street and construct bridge across Bear Creek. Also,
extend Peniager Road south across Seer Creek to intersect with South Hamrick Road
2031
Roads currently serving the study area ate Upton Road, Wilson Road, and Gabbard Road. A
network of new collector and local strcets will be required to serve the area. The Street
Constnrctioa standards of the Public Works Department will be followed is 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 cad local
• Collector: same as above, but 300' from local
• Local: 750'from major, 500' fmm secondary; 300' from collector; 150' from local
wtleaa, Boas tens use study
Technical Memorandum N4 -Base Case Saaerio P•Ba 6
The map includev several proposed comxtiona. These will be refined throughout the platrniag
process, but are imeoded to provide routes for traosit users, pedeatrieoe, and bikers. The TSP
Dells for an Upton Road to VJtlaon road cm-offtn mplsce two eacisUag 90 degroe curves. This
concept is reflected in the map. but e< a slightly different location to avoid encroaching on the
farm land mtth of the study area. The map also shows new routes connecting Peninger Road
and (lebhard Road.
RVTD does not cmreaUy serve Ule area, but intends to expand to include all RPS growth areas in
its boundary. At Urv point, the district includes ody the eastern portion of Ure array area.
RVTD prefers a density of 12-15 units per acre wiUdn'/.mile of its routes. RVTD racommmds
higher density housing near the eastern edge of the shdy area, within its crnrent sphere of
influence. As a starting point, Uu maps show transit routes along Upton/Wilson Road, and
Clebherd Rosa, with elope near high density residential end commercial nodes. These routes may
be expanded as the land use scenarios are refined.
In June 2004, Jackson County School District il6 purchased 16.5 acres of property amoes Upton
Road from the ball fields. At this point, Uu district dace not have specific plena for the site, but
it is large enough to accommodate a middle school or high school. The proximity to the ball
Selde and Bear Creek make it attractive for one or more of the small achaols 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. A'hile 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.
Nhile not in the study arcs, 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 comfy land for commercial uses.
wBs~ Bored I.md Use sway
Technical Memormdum #4 - Bax (:use Scenario >'aBe ~
REGIONAL PROBLEM SOLVING
City of Cerrcnl Poira, Oregon _ _ _ _ .Planning Deparunent
1103e.TWN St,Cellbfl temt,dar5a2 ~~ ~ CGar 11~ Tom HwrglagrAKF,
Sf1.fa13321 rN S/liF.a3a{ a'yf~. CAIa1lYaar nelelmpmlM txRe1M/
WWW<tCMVa~-~Om1AI.Yf ~I,-• ~nIIIIC~'~II~aaValaf
MEMORANDUM
To: Planing Commission and Citians Advisory Colnmiaee
From: Oon Burt, Planing Manager
Subject Regional Problem Solving aed Comprehrnsive Plan Amendments
Date: January 27, 2009
Attached is the mort rxmt schedule for proceseieg of the Regional Plan. Over the course of the next
yar it is expecrod that the participating cilia will be providmg input to the Coumy n the Regional Phm.
During this period (apgox®ately 15 monMs) the eitra will be modifying they comprehensive plans as
txcaaary m accommodate the Regioai Plae. Coiocidem with the review of the Regional Plan the
RVMPO will be contracting with • eonaltant to pteparc findmp fa the adoption of tM Regional PIm.
It is inteeded that these findings be etrtrctroed for use by each of the participating cities for the
comprehensive plan amrndmnt process. The end product will be a series of synchronized
comprehrnsive plans for all participating cities that supports the Regional Plan as adopted in the County's
comprehensive pln.
For the City of Central Point the comprehrnsive plan elements which will be most affected are:
1. Urbanization;
2. Lend Use;
3. Housing;
4. Economic;
5. Public Facilities; and
6. Transportation
The Planing Ihpanrnrnt is currently in the process of updating each of these elements. Each element
will be formatted to addrcss Ind use needs within the UGB and the prndmg URAs. Commrncing with
the March 2009 Planning Commission meeting t®e will be set aide to discuss amendments to ach of
the above elemeMS. At the Planning Cwnmiasin's discretion a second monthly meeting could be
scheduled nd dodicated ro the comprehensive plan amendment process.
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ROGUE VALLEY I.5 CORRIDOR PLAN
City of Central Point, Oregon
ta05aThMY rt-Canbal-NntOr9]SOr C
stiaw.rut rassi.asaswi ~'M.
wMwcieanbtl~eM,cerus
MEMORANDUM
To: Pleanirig Commiuioa and Citimns Advisory Committee
From: Don Burt, Planing Munger
Subjecc Rogrw Vallty 45 Corridor Plm
Date: January 27, 2009
Planning Department
Tam Mumpluq,AlCF
CanmunaY Doekgnara ~iecter/
Atretairt C11y ~dmmtienmr
The City has been invited by ODOT to participate is an I-5 Corridor Plan for the Rogue Valley. The
Propose of the Plm is to assess existing and futile transportation conditions along the Interstate
5 (t-S) and Oregon Highway 99 (OR 99) corridor from Interchange 11 south of Ashlmd to
Intecahaage 35 rrorth of Central Poim (see Figitte 1-1). The Plm will identify strategies and
improvements to enhance transportation safety and capacity within the corridor.
A draft of ODOT's TecMieal Memorandum No. 1 is attached. ODOT's kickoff meeting is scheduled for
January 29, 2009 et 1:00 (White City Offices). Planning Deponent staff will be attending the meeting
end will report to the CAC nd the Planning Commission.
My I.6 Rogue Valley Corridor Plan
DRAFT
Technical Memorandum #1: Plan Defini8on and Background
Prepared jor
Oregon Department of Treasportatlou, Regloa 3
3500IVW Stewart Parkway
Roseburg, Oregon 97470
Prepared by
David Evam and Associates, Inc.
2100 SW Rlver Parkway
Portland, Oregon
Jsnasry22,2009
ORAFTTsdvNrxl Afenxrtardrm H: Plan [)e/arebn end Beclm/ormtl Jerwary 11, LOOD
Plan Definition and Background
The I-S Rogue YoUey Corridor Plmr (Cotrtdor Plan) will msess existing and futwe
ttaosportatlon conditions along tits Interstate s (I-s) end Dragon Highway 99 (OR 99) corridme
fig Interebmge I1 eout6 ofAehlaod to Interchange 3s nott6 of Cenral Point (see Figure I-1).
The PLn will idemit'y strategies and improvements to enhmce transportation safety and caWcRY
within the corridor.
The Corridor Plan builds upm The I-S SYate ojthe lnterawte Report (Intarefate Itaport), roleeaed
in 2000, which focused ~ identifying deScienciee along the antra Oregon portion of the I-s
corridor. The Interstate Report was a transpor[etion coadhione report that represented the firstof
a two-P~ PCB proceea By defmmg problems that Oregon tmveleta may face, the
Interstate Repoli wee imendad to serve two purposes: l) to help ODOT focus its pinning effete
on the most signiScam problems, and 2) to act ea a catalyst for the public discussion about how
best W invest in I-s eo that it can continue to be m asset to the people of Oregon and westem
Notch America. The next phase m planing for the futon of I-s ie to determine which
ttanspottation improvement eltematives will best protest end improve travel conditions on I-s.
Hmrw, the Corridor Plan nprtsama the sa:ond phase of the Interstate Repoli for the urbanized
Rogue Valley segment of the Oregon 1-s corridor
The Interstate Repoli and this subsequent Corridor Plm 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-s corridor in a priority mamer.
Background
I-s is a continuous interstate corridor extending through the United States (US) from Mexico to
Canada As Oregon's mein 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 ea m international thoroughfare by connecting to highways in Mexico
end Canada
Constrocted between 30 acrd 40 yeaza ago, the freeway was designed to provide enough capacity
fore 20.year period of projected ravel demand. Today, with marry more users and few
significam upgrades since its initial construction, I-5 has become quite congested, particularty in
urban areas. U royal sections, the roadway is impacted by high truck and recreational vehicle
ttafSc demands. With a quartrr of the nation's exports end imports passing through the comdor
on an annual basis, I-s is the thkd most heavily traveled track corridor in the US. Subsequently,
I-s is also a federally designated Trade Corridor in recognition of its critical role in the nation's
commerce.
The entire I-s corridor is one of six interstate routes ecroae 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 end improve the efficiency of
fright delivery. The corridor wee 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
l-5 Rogue Vedey CortYdorP/en Pape 1 d 5
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OR9FT TeoMlcal MwratanWm if: Pleri DehJtlen end Berdmtorard /erxiery f1, ZaOg
roads, building timlt-only lases and bypaeees, and integeating real time traffic technology line
lam management that can match available capacity on roads to cheagiag traffic demands.
I-S passes ihroug6 many of Oregon's largest cities where the fiseway mart servo intestate 1mte1
ee well ae imerurban, commuter, sod rcgioaal freight traffic - ell vital function for these local
economies. As would be expected, PoNend, Salem, Eugene/Springfield, Roxburg, end
Medford metropoliten areas arc among the most heavily congested along the Oregen portion of
the corridor. OR>9 timctioas as en eltenate or business route for many of these urban areas,
including the Rogue Valley region.
Local demand m mbar areas grwtiy influences the fumtionality of I-5. Auto-oriented
development mar interdienges has often impacted ramp terminal intersecthen operrtione end, at
times, the freeway's mainlim operatiooe. In eenie locales, I-5 tees come to operate ae en
alteaate Main Street by serving high percentages of local tri}rs rather than the long-disteace trips
for which it is primerlly intended.
Portions of T-S have now coached or have exceeded the original design life, end 6ig6 demends
arc creating operational and safety problems. Construction to add capacity is becoming
increasingly difficult, ecommicslly, env;renaienhlly, and politically. Overall system
deficiemies, rcgiood issues, and local "hot spots" can have a major impact on the social and
economic fabric of the state. Thex deficiencies can be compomded by local land use decisions.
Pro/act Overv/ew
The intent of this Corridor Plen is to build upen ODOT's previous efforts of assessing physical
end operating coaditiom of the statewide I-5 condor and general forecast of future travel
demend by hmplementing s regional I-5 wmidor plea through the Rogue Valley region The
ultimate outcome of this Condor Plan will be to initiate solmions that meet ODOT's Mission
Statemem: Provide a safe, e~cten! transportation system that supports economic opportunity
and 1lvable eommunlNes jor Oregonians.
The planning process for this 25-mile corridor will involve the following steps:
1. Define the problem(s) end establish goals and objectives.
2. Collect and analyze existing Plans, land use%vironmental censtraints, facilities,
operations, crash history, hill service, end Intelligent Trensportatioa System (ITS)
programs.
3. Assess future (2034) m-build conditions.
4. Identify potenilal projects and strategies and conduct corridor concepts analysis
5. Develop a preferred el[emetive(s) resulting from Step 4.
Public involvement will play en importam role throughom the Corridor Plen process. A Project
Management Teem (PMT) consisting of local agencies has been formed to provide technical end
policy guidmce throughout rho planning process. The PMT will serve as the decision making
body for the plen. The general public will be kept informed and will have opportunities to team
more about the project and to comment en items of interest through public meetings conducted
in the "open hoax" format -the first of which will be scheduled early in the plan process with
the second planned towards the end wh®eltematives aza being asxssed. In addition, the project
l3 Rogae Valley Conldor Plan Pegs 9 d 6
DRAFT Txdasl~l Afemaendum #1: P/en Defiltbn and BadmtasM Jemtary fI, lOOD
team will inform local elected officials through local agency proeentatioas. All meeting
diacussiom will be summarized and documented.
Goafs and ObJectlves
l3oels ate high-level statemens of the general issues std cenceme to be addressed in the
Corridor Plan while objectives ate specific and ttwastuable statements that describe how the
projeM would meet the goals. FLt[hetmore, objectives provide a basis fm evaluating and
comparing ahetnetlves in tmms of their ability to meet the stated goals. The following goals sad
objectives wa+e developed through iupm provided by the PMT and community stekeholdere,
including local tesidema, business owttets, elected officials, sad govemmem staff: 4oeCl11C
objecives to 6e dbcaned dariaa PMT kl meatlna achedub on Jsaaarv 29°>
Goal 1: Improved Traffic Management Operations
Problem Statemene I-5 &~ Aaldand to Cemnl Point has experienced increased congestion aced
delays u a result of rapid growth in the Rogue Valley rogion bra budgetary constraints and
competing detruutds limit the viability of short-tam, capital-intensive capacity enhancements.
$~: Develop and implement management measuros and improvements that
maximize the ef5ciettcy of roadway operations through 2035
Objectives: 4liscuu during PMT #1 meeting>
Potential tssues:
• Sfskfyou Summtt.~ often closed in winter resulting in slgn)9cmn congestion in the
Ashland area.
• Need for managing demand on the Medford viaduct (tncident management critical).
• PopulaNan growth in Oregon and Rogue Palley in particular is higher Than the
natfonol average.
• In soulhern Oregon, I-S from Ashland to Central Point has experienced increased
congestion and delays as a result ojrapid growth in the Rogue Valley.
Goof 2: Improved Safely in the I-5 Corridor
Problem Statement Roadway desigt issues such as lane merges and weaving conflicts result in
potential hazardous conditions along I-5.
6osl Statement Develop and implement measures to mitigate harardous roadway conditions
along I-5.
Objectives: ~discuu during PMT #1 meeting>
Potential issues:
• Port ojEntry south oflnterchange Ip: coryJlid between passenger vehtcles and trucks
due to the prazimity ojthe northbound interchange exit ramp to the Ashland Port of
Entry entrance ramp.
• Incident management, particularly at the Medford viaduct and during closures ojthe
SiskQaou Pau during inclement weather
F5 Ro9tre Ve#ey Coridor Plan Pegs ~ d 6
DRAFT TedmNel Memorandum #1: P/en Dien end eadmtound Jemtary f1, ZeOD
Goal 3: Improved Interchange Operations
p{~]ym,$lg: Several interchanges in the Rogue Valley an projecmd to experience high
levels of wn8ead~ by 2020 CI-5 State of the Intestate Report)
Maintain etficient operations of I-5 interchanges.
Obiaeivea: ~discusa durittg PMT #1 meeling>
Potential lames:
• 71ie I-S mahdtne at aetrml Interchanges in the Rogix Valey are forecasted to
experkrtce high levels ofcongestion.
Goal 4: Improved Freight Operations
Problem Statement: Trucks axounting for nearly half of all the I-5 traffic through the Rogue
Valley Legion of I-5 -the highest in western lhegon -demonstrates the high dependence on
tnreks for transport of goods, and an undevtiliration of rail for the movement of freight
Goal Statement (Rail): Identity physical and managerial improvements to that mould fecilimte
freight movement on the rail system through the Rogue Valley.
Q¢jectivee: ~discuae during PMT #1 meeting>
Potential Issues:
• b}eight Ratl: the roU route parallel to the 7-S corridor fs an assemblage ojshort-haul
roll operators Itke CORD, makingfreight travel through the corridor more d{fjieult
because of the onek beMg operated by different companies.
Goal Statement (Trucks): )?xplore viable solutions to enable more direct travel to and from
delivery destinations and improve coordination for enhencedmulti-modal transport.
Objectives: discuss during PMT #1 meeting>
Potential issues:
• Lack ofparallel roves along the east stde of the I-S freeway
• The 1-S Rogue {'alley corridor has the highest proportion ojnvck tra,~c along the
entire interstate eorrtdor
• Are there techrwlogieal I7S related solutions for monitoring tra, jjlc conditions that
could be Improved (e.g. trip check)?
lur Rogue Vapey Conidor Plan Pepe 6 d 6
EXIT 35 INTERCHANGE ACCESS
MANAGEMENT PLAN
City of Central Point, Orgon Planning Department
t+o sattaa StCaanl iNa.a 97502 C ranYlanplaey,Alty
sn.aw5xr r..an.Kassas ~'M, Cormwaib oa~p~roaecmr~
uwwslcemwlyaMCerus kry~r ~. ~,aaymra
MEMORANDUM
To: Phureing Commissim and Citittes Advisory Committee
From: Dm Bun, Plamiog Manager
Subject Exit 35 Ltterchmge Axes Mawgement Plan
Dora: January 27, 2009
The Plmning I)eparlmeot retxotly met weh ODOT b discuw p of Fait 35 (Scum Oaks)
Intm:hatye Axeu Maoagemmt Plm (fADiP35). Terbnical Memorandum No. I, Ikfmitin and
Backpound, and a map of16e study ars is ixhded as put of this memo. Ahhough IAMP35 builds m a
prior Interchange 35 study, it is urtremety impoetaet thu JA6835 be coordinated with the RPS process,
espxitlly tha proposed land use designuiona. ODOT it aware of this xncan.
The timeline for completing IAMP35 is approximately one (1) yeu, during which time the CAC,
Planing Commission, and City Council will get invohrod. The end product will be an intergovemmenial
egreemmt reviewed by the CAC and the Pleniog Commission end approved by the City Council. A
CAC meeting is tentatively scheduled for late February to begin discussions.
I-6 Interchange 36 (Seven Oaks)
Jackson County
Interchange Area Management Plan
DRAFT
Technical Memorandum #1: Deflnltion and Background
Prepmed jor
Oregon Department of Transportation, Regina 3
3500 NW Stewart Parkway
Roseburg, Oregon 97470
Prepared by
David IsWam sod Associates, Iae.
2100 SW River Parkway
Portland, Oregon
November 11, 2008
DRAFfTedmled Maaarmd/op 81: DeJInAYos and November /1 J008
Purpose and Introduction
As outlined in OAR 734-051-0155(7), m hrterchange Aces Management plan (L1IvIl~) is
'Yequired for new iuterrhangee end should be developed for significant modi5cations to existing
interchanges." Public inveatmmta for new interchanges and major improvemwb to existing
interchanges are very costly and it is in the interest of the State, local goverammta, «tizeoe of
Oregon, and the beveling public to ensure that the interohaoge functions as ft wen deaigrwd for m
long a time period m poaeible. This IAMP will assist the County and ODOT with the long-term
transportation system meoegemmt in the area around the interchange.
The LAMP Planning process examinee existing end potential future land use end transportation
condition along with opportunities and limitations end identifies long-range needs. Outcomes
include improvements [o the local sheet network in the vicinity of the interchmge treaded for
consistency with operational standards end to accommodate anticipnted growth in the region A
significmt element is recommended lend use actions and/or management measmea W be applied
in the management area.
This IAMP builds rm previous analysis efforts summarized in the Interchange 33 (Seven Oakr)
Improvement I'roJecf Jntereharrge.lreo Study, dated July 2005 and preparod by David Evros and
Associates. The analyses summarized in the study were used to gain a better understanding of
both the crarent and the future bansportation 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 functioaelly obsolete and strucnually deficient. The interchange is currently under
construction m improve the safety end function of both the overpass and the connections with
Oregon Highway (OR) 99 and Bhu:kwell Road In addition to building a new Blackwell Road
overpass, tits southbound off-ramp will be reconfigured as a loop tamp 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 ICirtland Roads. In the future, traffic demand az Ore interchange is
expected to increase from nearby dev«opment u well as growth from the City of Central Point
to the south end the creation of OR 140 Freight Route Extension from White City.
N huerebmrge 33 Area ManaganeN Pion I
DRAFT Taim/mlMearwm~On NI • DsJlnalon and Baatgrosnd Novanbs 1 /, IOOB
The aarent Central Point population is approximately 16,500 residents By the year 2030,
Central Poiat'e population is estimated to be almost 26.000. maldag it the second largest city in
the Rogue Valley. Interchange 35 is will be affected by growing traffic volr~es on OR 99 sad
atom traffic destined for I-5.
1'he Tolo industial area lice primarily north of Interchange 35. Although the development
density is ctmentiy low, nearby access to I-5 may make this area more desirable in the future. Ice
addition to increased demand nt the interchange, higher traffic volumes tumiog on end off
Hlacltwell Road could become a bigger concern.
In the future, Ltterehenge 35 will also function ea the western laminas 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 atxeaeing the interchange from the
north via Blackvuefl Road. Not only will the freight route iacreeae demand nt the interchange but
the potential for conflicts with access to edjeant industrial Lutd will become a greater concern.
Interchange Function
Interchange 35 u principally a rural interchange that connects I-5 with OR 99 to the south and
BLtckwell Road to the north. OR 99 u a district-level highway that serves the nearby community
of Central Point to the south HlarkweH Road sorvea some industrial lands northeast of the
interchange and provides a conoecton with White City to the southeast. Blackwell Road saves
significant truck tripe 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 carnal rural cad limited future industrial land uses in the interchange
vicinity. The interchange improvements outlined in this IAMP are sot intended to facilitate
major commercial or residential development in the interchange area.
Planned Interchange Area Improvements
Interchange 35 provides m important lids in the movement of freight in the region. Undeveloped
Lutd in the immediate vicinty of the interchange has potential for sigdflcmt 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 sigdflcence of the interchange to the
movement of freight in the region. A description of cuttent planned and in-process Protects
follows.
~ Cily of Cwaal Point TYeosportation System Plea 2008 to 2030, Ihatl ]uty 18, 2008, Page 14.
/-S lntochange 31.1rw
DR1ET'TsdaYcdMewerandnt MI • DsJAaien aid B•ctsnwsrd NovewMr Ir ?t1aB
Seven Oaks Bridge Replacement Pro/act
The OTIA >II-fimded Seven oaks Bridge RepLrcement project, crarently under corsnraavtion,
consist of the following:
• RepA«ment of the stroetaraBy deHeient OR 99Blacksre0 Road 6rldge over I-S
(Bridge No. Og539): The bridge will have thrx travel Lines and will accommodate bicyclists
and pedestrians, with a minimum span long e>augh to accommodate six trrvel Lnxs on I.5
with en urban median and a southbound loop off-ramp. The bridge type will allow for
widening, should fimae traffic conditions requite additional lane capacity.
• Realipment of the southbomd enttan« and exit ramp: The existing interchange
configuration, which has a unique, nam-standard con5gtaui~ is befog replaxd by a folded
diamond configuration for the muthbourd ramps. The southbound exit ramp will be ^ loop
ramp and will intersect OR 99 u • new sigoalittd inteersection, with Willow Springs Road
and the southbound enttanx ramp as the other interuxtirm approaches.
• Realignment of the aorthbomd entrao« and edt ramp: The skewed northbound ramp
terminal intetsectiam will be mconetructed at a right angle. The unconventional intersection
control is being repla«d with conventional stop control that will rre<luire only the I-S
northbound exit ramp approach to stop. All other movements will be fix.
• Realignment of fronhge road approach: A frontage road approach directly north of the
northbound exit ramp terminal is being realigned to intersect with Blackwell Road at ^ point
approximately 75-feet aott6 of its crarent 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 direct connectivity between OR t40
and 1-5 Las been identified u a significant deficiency in the area's transportation system. The
OR 140 Freight Extension project 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 fuming movements to and from OR 62.
OR 140 Jurisdictional Transfer
ODOT is in the process of acquiring ownership of Blackwell and Kirtland Roads lxtwern [need
AeMi1 an aaact ton6e] end Interchange 35. The roue, comprised entirely of existing roadways,
connects OR 140 to I-5 hnerchange 35. The new state highway will be designated a
[DistricUReBiMUI/Staiewide]hfghway and a freight route in ordc to represent the prioritirntion
of freight movement along the corridor.
Taken together, the improvements u the interohenge and along the Blackwell/Kirtland/Antelope
freight route are intended to improve freight connectivity and efficiency along this corridor.
1-S /nlarAonae 3J Area Mm~agemoe Plop 3
f)RAt7'7LdaYavf MnaormtiCrn Mf: DefmN/on and BocAaraod Nowarbn Il 1008
It should be noted that neither the jurtiadictioeal trrrsfer nor the other planned corridor
impmvemmfa will preclude a potentid fume new highway alignment correcting the OR 671OR
140 junction with the Luerchaoge 35, ehhough no such highway project is crrxndy planned
TAMP Goal and ObJacdvtas
The gal of this TAMP is to maintain the function of Interchange 35 and m•xim;x the utility of
the atrtmt investment in upgadmg the inrcrchange.
The objectives of the IAMP arc in:
• Protect the function of the :m~!_b•' m speci5ed in the Orega Highway Plan (OAP) and
JacJ~on County Ttmsportatia System Plan (TSP).
• Provide safe and effirtient opetatioffi a I-5 and OR 99 as speci5ed in the OHP and Jackson
Corrty TSP.
• Identify system imisovementa and management techniques that would not preclude
mnnectioa to a potential new arterial extenuiing from the interchsuge to the OR 62/140
junction.
• Develop rr access management phm that provides for safe end acceptable operations on the
transporatrr nehvork, and mad OHP requiremems and the access spacing stmdards in
Orega Administrative Rule (OAR) 734-051.
• Identify furre land uses that would be inconsistent with the operation aed safety of the new
interchmge and develop strategies for recommended land use controls.
• Besme 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 which transportation facilities, land uses, and
approaches may affect operations n the interchange. The planning area includes the existing
interchange, the immediate surrorrding 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 Jecksoa County and the City of Central
Point. This errs is under County jurisdiction, and the County sends the City notices of
development applications aflbeting property within this area
The IAMP planning area is roughly bound by Bear Creek to the Esat, Scenic Avenue to the south
and Kirtland Road to the north. North of the interchange, the western boundary is the CORP
railroad line. South of fhe interchange, the western boundary is approximately 2,700 feet west of
OR 99. Figme ] shows the IAMP planning area
f-3lraarfmnge 35 Arco MmragemW Pfm~ I