HomeMy WebLinkAboutPlanning Commission Packet - May 5, 1998
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JOINT MEETING OF
CITY OF CENTRAL POINT AND JACKSON COUNTY
PLANNING COMMISSIONS
AGENDA
May 5, 1998 - 7:00 p.m.
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Next Planning Commission Resolution No. 419
I. MEETING CALLED TO ORDER
II. ROLL CALL
Central Point Planning Commission:
Chuck Piland -Angela Curtis, Jan Dunlap, Candy Fish, Don Foster, Bob
Gilkey, and Karolyne Johnson
Jackson County Planning Commission:
Larry Fowler, Leon Hofford, Don Greene, Reeve Hennion, and Deborah
Crouse.
III. CORRESPONDENCE
IV. MINUTES
A. Review and approval of Apri17, .1998, Planning Commission Minutes
V. PUBLIC APPEARANCES
VI. BUSINESS
Pages 1 - 53 A. Public Hearing regarding proposed changes to the City of Central
Point and Jackson County Comprehensive Plans and
Comprehensive Plan Maps.
VII. MISCELLANEOUS
VIII. ADJOURNMENT
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CITY OF CENTRAL POINT
PLANNING COMMISSION
MINUTES
APRIL 7, 1998
MEETING CALLED TO ORDER at 7:00 p.m.
11. ROLL CALL: Chuck Piland, Jan Dunlap, Candy Fish, Don Foster, Bob Gilkey,
Karolyne Johnson. Angela Curtis was absent.
Also present were: Tom Humphrey, Planning Director, Jim Bennett, City
Administrator, Rusty McGrath, Mayor, Arlene LaRosa, Public Works
Secretary.
III. CORRESPONDENCE
There was no correspondence.
IV. MINUTES
Commissioner Johnson made a motion to approve the minutes of March 17,
1998, as written. Motion was seconded by Commissioner Fish. ROLL
CALL: Dunlap, abstain; Fish, yes; Foster, yes; Gilkey, yes; Johnson, yes.
V. PUBLIC APPEARANCES
Christy DeVilleneuve, 209 Donna Way, Central Point, stated she wanted to
bring to the Commissioners attention that Resolutions 393, 394, and 395
passed at the August 5, 1997 Public Hearing, were not being followed as
the Commissioners had planned. She entered into the record a
memorandum she had written, a copy of verbatim statements from parts of
the tape recording for the August 5, 1997 Planning Commission Meeting, a
copy of a memorandum from DeCarlow Homes, Inc. to Christie Rue, a copy
of a topographic Map of the Country View Estates Subdivision Units No. 2
and No. 3, a copy of pages 32 and 36 of the Public Works Staff Report for
Country Meadows Phase 1, 2, 3, a copy of a Facsimile Transmittal from
Mark Eberlein of FEMA, and a copy of two newspaper articles from the
Statesman Journal. Christy discussed. with the Commission the retention
ponds that had been considered at the August 5, 1997 meeting. Mrs.
DeVilleneuve asked that the commission's motion be clarified and that a
number of questions be answered.
Tom Humphrey read a letter he sent to Christy on March 16th concerning
some of her questions, explaining a Tentative Plan and the progression of
EXHIBIT C
RECOMMENDED PLANNING DEPARTMENT CONDITIONS OF APPROVAL
The approval of the Site Plan (revised exhibit "F") shall expire in one year on March
19, 1999 unless an application for a building permit or an application for extension
has been received by the City.
2. The project must comply with all applicable local, state and federal regulations.
The applicant shall install or enter into a deferred improvement agreement with
the City for improvements including, but not limited to; a six foot wide sidewalk,
and a standard driveway approach. The sidewalk improvements may be deferred by
agreement with the City of Central Point for a period of time not to exceed five years.
The driveway apron to the project must be completed prior to the final building
inspection.
4. The applicant shall prepare, submit and implement landscaping and sign plans to the
Planning, Public Works and Building Departments for approval prior to obtaining
a permit to operate. The Planning Commission requests the use of decorative barrels
that provide limited structural protection for the buildings and to improve the general
aesthetics of the project site.
5. The project must be designed to minimize standing surface water and prevent runoff
onto adjoining properties, public sidewalks and alleys.
6. The hours of operation for the business will be 5:45 AM to 8:OOPM.
The espresso cart shall be located no closer than two feet from the westerly property
line to ensure that the structure does not extend into the public rights of way.
8. The approved structure shall resemble the building depicted in exhibit "A " of the
staff report, including lap style siding and pitched roof.
9. The one way drive-though access shall begin with a curb cut located 40 feet north of
the intersection of East Pine and North First Streets and terminate at the alley.
Directional arrows are to be installed.The width of the driveway shall be a
maximum 12 feet in the portion that parallels the westerly boundary of the Merritt
Building. The applicant shall provide the radius calculations for all curves to the
Public Works Department for approval.
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City of Central Point
Planning Commission Minutes
April 7, 1998 -Page 2
the plan after the Planning Commission has approved it. He also read page
31, paragraph 3 of the Public Works Staff Report concerning the Flood
Study required from the Developer.,
Commissioner Johnson stated that the intent of her motion to adopt
Resolution 393 was to authorize the Flood study. She stated that she is not
an engineer or an expert on flooding and would only authorize a study, not
determine what measures should be taken to mitigate flooding.
VI. BUSINESS
Tom Humphrey suggested to the Commission that they change the order of
business on the agenda and allow Item B to be heard before Item A.
B. Public Hearing to Consider a Request by Colvin Oil Company to
Review a Site Plan and Allow the Construction of a 576 square foot
Canopy over a Commercial Fueling Facility,,
Chairman Piland opened the Public Hearing.
There was no ex-parte communication or conflicts of interest.
Tom Humphrey reviewed the Planning Department Staff Report. He
stated that this canopy would provide shelter for people using the
Card Lock gas pumps.
Mick Burk, 2520 Foothill Blvd., Grants Pass, one of the owners of
Colvin Oil, was available for questions.
Chairman Piland closed the public hearing.
Commissioner Fish made a motion to adopt Resolution 418 approving
the Site Plan and Allowing Construction of a 576 square foot Canopy
over a Commercial Fueling Facility. The motion was seconded by
Commissioner Gilkey. ROLL CALL: Dunlap, yes; Fish, yes; Foster,
yes; Gilkey, yes; Johnson, yes.
A. Withdrawal of US F Re ddaway/B ear Creek Orchards Property (39.93
acres) from Jacks on C ountv Fire Pro tection District No. 3 following its
Annexation to the City of Centra l Po int.
,.._.
Tom Humphrey reviewed the Planning Department Staff Report.
City of Central Point
Planning Commission Minutes
April 7, 1998 -Page 3
Commissioner Gilkey made a motion to recommend withdrawal of
USF Reddaway/Bear Creek Orchards Property (39.93 acres) from
Jackson County Fire Protection District No. 3 following its annexation
to the City of Central Point. Commissioner Johnson seconded the
motion. ROLL CALL: Dunlap, yes; Fish, yes; Foster, yes; Gilkey, yes;
Johnson, yes.
VII. MISCELLANEOUS
Chairman Piland questioned if the trees at Oregon State Policy facility would
be taken out.
Tom Humphrey stated that he would check and bring an answer to the next
meeting.
Tom Humphrey gave the Commission a copy of a report he had given to the
City Council concerning the revitalization of downtown Central Point.
VIII. ADJOURNMENT
Commissioner Johnson made a motion to adjourn. The motion was
seconded by Commissioner Gilkey. All said "aye" and the meeting
adjourned at 8:30 p.m.
PLANNING DEPARTMENT STAFF REPORT
DATE: May 5,1998
TO: Central Poirn and Jackson County Planning Commissions
FROM; Tom Humphrey, Central Point Planning Director
RE: Comprehensive Plan Amendment and Zone Changes
Applicant .City of Central Point
File No.: 98019
GENERAL INFORMATION:
The City of Central Point has initiated a series of the Comprehensive Plan Amendmerrta to: , l )
modify the current Urban Growth Boundary. and Policy Agreement with Jackson :County; 2)
redistribute certain lend uses within the Urban Growth Boundary; and 3) revise the Comprehensive.
Plan text to rieflect the proposed tedistribution of land uses (see Attachment A, Public Notice).
PROCEDURES:
The Urban Growth Boundary and Policy Agreement that exists. between the Cityand Jackson County
establishes a ptocedu~e for joint City/County review and amendmont of the urban growth boundary
and mutual urbanization policies: According to tho agreement, maJ~r revlslorw in bowrdgry,oc
poltetes`wtl/ be consklered amendments to both the City and County comprehensive plans antL as
such, are sub/act to a leglslattve review process.
The City is not proposing any changes to the Urban Growth Boundary at this time but ~ pmposipg
amendments. to Sections A, $ and C of Policy 9 dealing with specific Bear. Creek. Cotporadon
pmpertios which are already in the City's UGB (refer w pages 7-9 in the bound Comprehensive Plan
Policy Itevlsion, Attachment B). The amendment of Utbanl:ation Policy 9 necessitates joint review
of the City/County Agreemern: City land use changes and their cotrespondirrg Comp Plan text
revisions do not require County approval however the County Planning Commission's input is
invited.
Atthe public hearing, the task of the joint Commission is to review.the staff report and. supporting
materiel, talre public testimony, either written or oral, and iecommond an appropriate spoon to the
Central Point City Council and Jackson County Board of Commissioners -The Council >and Boazd
will consider the Commission's recoriunendations, hold a public<hearing, and make a aubsequont
decision
Aa required by the Department of Land of Conservation end Development (DLCD), a Notice of
Proposed Action has been sent to DLCD and circulated to other state agencies.
PROPOSAL
The specifics of Central Point's Comprehensive Plan amendments are described in the attached
Public Notice which includes maps of the Existing and Proposed Zoning. There are four at+aas
currently under consideration. In order to effect~liese ohanges to Central Point's Comprehensive
Plan and Zoning maps, the City~ounty Urban Growth Boundary and Policy Agreement and some of
the Comprehensive Plan text also have to be amended.
's ion
Even though the three items mentioned above are internlated, they will be analyzed independently
and wmprehensively. Additionally, each of the fora map chat+ge areas will be evaluated alone and
then together to determine the immediate and the overall impacts to City infrastructure, public
services, State highway facilities, etc. -
Ctry-County Urban Growth Boundary and /'ultcy Agreement
The UGB Agreement was jointly adopted by Central Point and Jackson County,on September 26,
1984 and established'the policies, criteria and schedule for developing land betwcen the City limits
and-the urbane growth boundary.. Policy # 9 was intended to prevent,tha premature. development of
agricultural land east ofI-S between Gebhard end Table Rack Roads and south of Wilson:Road
Over lima significant development has occurred within the Medford UGB east of the area identified
in Policy #9. The City has also annexed land identified in the policies as neighborhood "Ii"..and.
there is interst in developing land in neighborhood "I" (a map of these major subareas is enclosed es
Attachment: C). C?iven these developments and the age of the UGl3 Agn~rrtent; it appears that it is
appropriate to update the. City County Agreement. to bettor reflect cturent trends-.and new, land. use
demands. -The UGB'Agreement also covers areas of mutual interest to the long range growth and
development of the City (such as the -Seven Oaks Interchange) but no changes to this section are
being proposed.
A copy of the Ciry's proposal (as k was submitted to ?ackson County) is enclosed as Attachment 8.
This is•the firarof the three Comp Plan amendments being considered by the.~'lanning t"onunission
and Attachment B analyzes proposed changes to Policy ~9 independent. of this. sta#1'~xepoit, 'i;'he
supporting doctanentation (evidence), fuui{ngs of ~ fact and. conclusions of taw found in tie
attaehmenrshould beused bythe Commissions in arriving at a recommendation.
Redistribution ufLand Uses within the Urban Growth lloundary
The land use (map) amendments are broken down into fou; geographic areas in the northwest, south,
southeast end northeast of the City. The four,arcas ere idemifted,in Attachment A as part of the,
public notiice and color wpios of the existing end proposed,Comprehensive Plan Map can be found
as Exhibits 6(A) and 6(B) in Attachment $: A written description of the proposed lend uae changes
follows and Attachment D contains land use summary tables by area and classiftcstton and zoning
district.
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Map Changes
1. Change the land use designation and zoning of Area 1 on the attached map from General
industrial (M 2) and Industrial (M-1) to Low Density Residential (R-i•8) and High Density
Residential (R-3).
2. Change the land use designation and zoning of Area 2 on the attached map from Light
Industrial (h'i-1) to Low Density Residential (R-1-6), High Density Residential (R-3) and
General Commercial (C-4).
3. Change the lend use designation and zoning of Area 3 on the attached map from Light
Industrial (M-1), Low Density Residential (R•I.8), Meditun Density Residential (R-2) and
Parks and Open Space (BCQ) to t ieneral Commercial (C-2 & G4),•`General Industrial (M•2)
and Light industrial (M-1).
4. Change the land use designation and zoning of Area 4 on the attached map from Low
Density Residential (R-1-8 & R-1-6) and High Aensity Residential (R-3) to Light Industrial
(M-1) and Neighborhood Commercial (C-N).
An evaluation of these land use changes aad their corresponding text amendments will be considered
in light of the Statewide Planning Goals which follow.
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Comprehensive Plan T ext Amendments
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In order.for the City to make.changes to its Comprehensive Plan and xoning maps and be consistent
with its land use and developmetrt policies, it must also revise comsponding sections. of the
Comprehensive Plan text, Attachment E identiSes proposed changes to the Comprehensive Plan text
where it may be effected by revisions to the maps.
COMPLIANCE WITH THE STATEWIDE PLANNING.GOALS:
Fouctcen of the statewide planning goals apply to the Compreheasive;Planroap and text amendments
and aro addressed below.
CRITERIA:
GOAL 1-CITIZEN INVOLVEMENT
Statewide Ooal , 1 'requires that citizens have :ample .opportunity. to review and make
recommendations on proposed <changes in comprehensive ;land use plans;:, Citizen
involvement must be widespread and officially t+ecognized citizens committees are
encouraged.
Findings:
Citizen wmmont add participation.associated with these proposals have beon invited via
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property owner notification within 200' of the subject sites, and by the public hearing process.
Central Point's Citizen Advisory Committee oonsidar+ed this proposal at an open public.
meeting on February 26, 1998 and recommended conditional approval to the -Planning
Commission (see CAC Findings of Fact si~d`Decision and draft minutes Appendix F).
CONCLUSION:
Citizen involvement requirements have bcen mat thus complying with the purpose of Goab 1.
CRT'PERIA:
GOAL 2 -LAND USE PLANNING
The stated purpose of Ooal 2 is as follows: "To establish a land use planning process and
policy framework as a basis for all decisions and actions related to use of land and w assure a
factual base for such'decisions andactions."
Findings:
Notice has been given and public hearings are being held to receive input from effected
agencies and residents of the community regarding the proposed amendments, The
Department of Land Conservation and Devalopmertt (DECD) has been notified as requirced
with a Notice of Proposed Action and this was mailed more than 45 days prior to a final
hearing. [n order to complete rho land use procesv, s staff report has base prepared and
distributed within'- the required time flame to setiafy both. a quasi judicial and a legislative
land use proeedure. A written decision will be drafted in the form of Findings of Fact.-
City policies that make up the framework discussed above are actually changing to facilitate
the land use (map) amendments. Specifically the. City is comempladng changes in its . ; ,
Urbanization Policy 9, mentioned above, and a Transportation•Related Energy Conservation
• policyas it relates to raitfreight transport (nee Attachment E),,,, The remair~er of the City's
policy framework remains the same and will be cited periodically in the analysis of this
Prol~•
CONCLUSION;
Based on the above findings, the Central Point and Jackson County Planning Commissions
conclude that the developmettt and review of this ametx}ment to the Comprehensive Plan has
' involved a'land use planning process that is consistent with Qoa12.
GOALS-AGRICULTURE LANDS
The'itttertt of this goat is to preserve and•maintain agricultural !ands and is generally
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considered in the context of County planning and caning.
Findings:
The proposed amendment involves agricultural Iand that has been designated for. urban land
uses since the 1970x. The agricultural silos are aurrernly designated for both residential and
industrial development and the request involves exchanging these designations resulting in a
net decrease'in industrial land Development pressure has led to the annexation of sopne
industrially designated land currrmtly being used for agriculture. Other property will
continue to be used for agriculture until such time that it too is needed far urban expansian.
A record of the soil quality and agricultural value is contained in the Central Point
Comprehensive Plan and was considered at the time the subject sites were included in the
Urban Growth Boundary.
CONCLUSION:
Based on the above findings, the Central Point and Jackson County Planning Commissions
conclude that the amendment will not adversely impact agriculture land as defined by Goaf3.
t.rOAL 4 • FOREST LANDS
The proposed amendment does not include any designated forest land,
CONCLUSION:
Based on the above findings, the Central Point and Jackson County Planning Commissions
conolude that the amendment to the Comprehensive Plan does not adversely impact forest
lands: as defined by Goal: 4. - , ;
CRITERIA: - . .
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GOAL S -OPEN SPACES, SCEMC AND HISTORIC AREAS, AND NATURAL
RESOURCES
'The stated purpose of Goal S is as follows: "To conserve open space and protect natural and
scenic resources." Goal S requires that a variety of resources be recognized and analyzed for
,potential, economic, social, and environmental value.
Ittcluded in this evaluation are the following resources: {a) land needed or desirable for open
space; (b) mineral and aggregate resources; (a) energy sources; {d) fish and wildlife areas or
habitats; (e) ecologically and scientifically significant natiural" areas; (t) outstanding scenic
views; (g) water areas, wetlands, watersheds and groundwater sources; (h) wilderness oleos;
(I) historic area sites, structures and objects; (j) oultural areas; (k) potential and approved
Aragon recreation trails; and (1) potential and approved federal wild and scenic waterways.
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Findings:
Goal 5 resources (a-t above) have previously been inventoried and evaluated within Jackson
County and the City of Central Point and are recognized in each Comprehensive Plen: The
Policy 9 areas identified earlier in this report: were roaetved in the 1980's for agricultural use
and to promote orderly urban development. Land within the Central Point [JGB is now being
considor+ed for redeaig-tation in order to make it more compatible with the expansion of the
Medford Airport and the development of surrounding industrial. areas. There are no scenic
and historic areas or natural rosourcea that will be adversely effected by the changes being
Pr'oPo~
CONCLUSION:
Based on the above findings, the Central Point and Jackson County Planning Commissions
wnclude that the amendment will not conflict with or adversely impact Goal S resources.
GOAL 6 - ACR, WATER, AND LAND RESOURCE QUALTfY
Tha stated purpose of Goal 6 is the following: "To maintain and improve the quality of air,
water and land resources of the state."
Findings:
The state guidelines encourage Comp Plans to buffer and separate those land uses which.
create or lead to conflicting requiremetrts and impacts upon the air, water and' land resources.
The City believes that by shifting residemiat land uses from tho oast side. of Intorstate-5 to the
west of Highway 99 and correspondingly shifting industrial uses from the west of NighwaY
99 to the east of I-5 air, water and land resource impacts wiU be minimized. It is anticipated
that vehicles milca traveled will be reduced and more compattble land uses w111 be
designated in closer proximity to one another, The City is currently in the process of
extending its infrastructure into the areas under consideration.
CONCLUSION:
Sasad on these findings, the Central Point and Jackson County Planning Commissions
conclude that the amendment will not result in adverse. impacts on the quality'of the air,
water, or land resources within the subject site area, the utitanized area, or the state; nor does
arty greater potential exist for such adverse impact as a result of the chen8e. Existing state,
federal, and iocal• land use and. environmerttal stertdards .will be sufficient to ensure that
subsequent land use activities at the .subject aim will be conducted in a maruu;r that is
consistent with, and will achieve the putposeaf Goa16:,
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CRITERIA.
GOAL 7 -AREAS SUBJECT TO NATURAL DISASTERS AND HAZARDS
The stated purpose of Goal 7 is as foliows: "To protect life and property from national
disasters and hazards."
Findings:
The areas in question were evaluated by this criteria when they were included within the
Central Point UGB. Additionally, the City will requite devgiopment within tho incorporated
City limits to comply with building codes and fire safety requirements: This will ensure the
protection of life and property. The. areas do not appear to be susceptible to natural disasters
and hazards and all potential floodways have been mapped
CONCLUSION:
The Central point and Jackson County Planning Commissions conclude that the amendments
will not result in conflicts with the purpose of Goal 7.
CRTI'SRIA:
GOAL 8 -RECREATIONAL NEEDS
The stated purpose of Goal 8' is the following: "To satisfy the recreatlonel needs of the
citizens of tho state ead visitors end, where appropriate, to provide for the citing of necessary
recreational facilities including destination resorts."
Findings:
The. proposed amendmett will not impact existing recreational facilities within the County or
City end'will not adversely affect`public ndcreatiorial needs. New park sites are typically
lttcorporated into-new rosiderttial subdivisions which are now being contemplated west of
Highway 99. Broader (regional) recreational-needs ere satisfied through the Bear Creek
Riparian Corridor and the Jackson County Fairgrounds both of which flail within or are
edjacem to the Central Point UGB.
CONCLUSION:
-Based on the above findings, the Central Point end Jackson County Planning. Commissions
conclude that the amendment will not adversely affect recreational opportunities within the
City limits or UGB.
t/ V V
CRITERIA:
GOAL 9 -ECONOMIC DEVELOPMENT
The stated:: purpose of Goal 9 is the following: "To provide adequate oppommiaes
throughout the state for a variety of economic activities vital to the health, welfare, and
prosperity of Oregon citizens.
Findings:
Approval of the proposed Comp Plan amendments will have a duect benefit to the local
economy in Cemral Point: During the pest few years the City has oxperienced unprecedented
residential growth and increasing commercial developmet. There has been less of e
demand within the City to develop industrially .designated land. When considered in a
regional context, significant industrial development has been occurring in the unincorporated
community of White City and in northeast Medford around the airport:. Although
approximately 230 acres of industrially designated land exists in the Central Point UGB
along the Southern Pacific Railroad tracks, there have been no serious efforts in the-past 20
years to develop new railoriented industries. Local and national trends indicate that there
has actually been a decline in rail use. High tech industries are failing into the light industry
category and more frequently ship by air or use trucks to transport their products.. Amore..
complete discussion of this topic is included es Attachment G, Improving the F.,,B?cienc~r of
Freight Transporratiun. The City believes that it can attract. industrial-development end
create more local jobs by redesignating land for light industry in the vicinity of the airport in
exchange for heavy industrial land along the railroad.' There is also. the irnetrt of the Ipnd
owners wash of the railroad to develop their land in residential uses.. In Area 2 a proposal to
develop industrially designated land was met with opposition by adjoining residential
properly owners.
CONCLUSION:
The. amendment will bo consistent with the purpose of Goa19 end the Comprehert~ive 1'Qart
by diversifying and expanding the economic opportunities of -local citizens;. maintaining the
tax base in the area and creatittg more compakible land uses.
CRITERIA:
GOAL 10 -HOUSING
The stated purpose of Goal 10 is the following: "To provide for the housing. needs of the
citizens of the state."
Findings:
As stated previously, the City-has neoerrtly experienced unprecedented residential growth.
This has amounted to an annual average growth rate of 6% over the past four years. When
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this is oonsidored in a regional context, Central Point is assuming more that its share of the
regional housing need, People find the City a desirable place to live and housing: ie more
affordable in comparison with other cities in the ooumy. Consequently, there is a greater
demand for residentially designated.land. The. proposed Comp Plan Amendments would add
approximately 94 acres of residentially designated land to the City's inventory.
CONCLUSION:
The proposed Comp Plan amendment will provide for the housing needs of citizens of the
state. There is a demonstrated need as well as a desire on the part of property owners to
designate and develop residential land,
CRITERIA:
GOAL 1 l -PUBLIC FACII,ITlE3 AND SERVICES
The stated purpose of Goal 11 is as follows: "To plan and develop a timely, orderly and
ellicient arrangement of public facilities and services to serve es a framework for. urban and
Waal developount."
Findings:
Water facilities and sanitary sewer facilities and services era discussed on page 6 of
Attachment B, Comprehensive Plan Policy Revision. Water and sewer facilities are
managed regionally in the Rogue Valley and arc projected to meet area growth through the
year 2010. The development of a timely and orderly arrangement of public facilities.. is
managed by the City as development is proposed and in cooperation with regional providers.
CONCLUSION:
Based on the above findings, the Central Poincand Jsclrsorr,Counry Planning Commissions
conclude that the proposed amendment is consistent with Goal i 1.
GOAL 12 -TRANSPORTATION
The stated purpose of 'Goal 12 is: "To provide and .encourage a safe, convenient and
economic transportation system."
Findings:
The Ciry enlisted the assistance of the Rogue Valley Council of Governments (RVCOG) tm
determine the impact the proposed changes in land use might have on local circulation The
COG maimains and operates a regional transportation computer model called E[vIIv1FJ2
which is recognized by the Origon Department of Transportation (ODOT). This model was
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used to evaluate the land use changes being proposed and'the.results are incltuted in this
report as Attachment H. The aonotusIons of the RVCOG traffic model analysis ara that the
proposed changes will not wrduly stress the Cerural Point 7Yansportatrvh .stem: 'This
conclusion has been corroborated by another independent traffic study conducted by Hardy
Engineering: ~.\
CONCLUSION:
Based on the above findings, the Cemra( Point and Jackson County Planning Commissions
conclude that the amendment will not result in confliots with the purpose and intent of Gaal
12.
GOAL 13 -ENERGY CONSERVATION
The stated purpose of Goal 13 is the following: "To conservo energy." Goal 13 requiros that
"land and land uses developed on the land shall be managed so as to maximize the
conservation of all forms of energy, based upon sound economic principles."
Findings:
Central Point is combining higher density development with higher capacity transportation
corridors to achieve greater energy efiiiciency: T'he redesignation of residential land in oloser
proximity to the retail commercial-core and tlte'redesignation o£ industriet.land in closer
proximity to a regional airport and interstate freeway ere examples of this strntegy:
CONCLUSION:
Based on the above findings, the Corneal Point and Jackson County Planning Commissions
conclude that the amendment will not result in wnflicts with the purpose end;intent of Goal
13.
CRITERIA: ,
GOAL 14 -URBANIZATION
The stated purpose of Goal 14 is the following: "To provide -for an orderly transition from
Waal to urban land use."
Findings:
Goai `14 is oriented to the establishmentand/or charge of urban growth boundaries.. The
.proposals being considered by the joim planning commissions do notadvooate any changes
to Central'Poitet'sDGH at this time: ' In fact it is the City's belief that by tttaking the
proposed changes;'pressure to expand the cunbnt UGB to satisfy residential lend-use
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demand will lessened.
CONCLUSION:
Based onthe above findings, the Centel Paint and Jackson County Planning Commissions
conclude that the amendment will not result in conflicts with the purpose and intent of Goal
14 since the UGB is not being changed at this time.
STAFF R'EGONIIHENDATION:
That the proposed Plan Amendmems and Zone Changes be forwarded to the City Council and
County Board of Commissioners with a r~acommendation of approval by the Planning Commissions.
The Planning Commissions may take one of the following actions:
1. Rewmmand the approval of the proposed Comprehensive Ptan Amendments and zone
changes to the City Council and County Board of Commissioners as preserved.
Z. Recommend the approval of the proposed Comprehensive Plan Amendments and wee
changes to the City Council and County Board of Commissioners with revisions.
3. Continue wnsideration and the public hearing for the Comprehensive Plan Amendments
and wee changes to a subsequent meeting.
ATTACHi-;~NTS
A. Notice of Meeting
B. Comprehensive Plan Policy (9) Revision
C. Subarea Designations
D. Land Use Summary Tables
E. Proposed Comprehensive Plan Tezr Amendments
F. CAC Findings of Fact & Decision and draft minutes
G. Lnproving the Efficiency ofFreight Transportation, pp. 30.39 of the
1998 Oregon Highway Plan Policy Eicment Teohnicat Background Papers
H. RVCOG Technical Memorandum and Analysis of Proposed Zoning Changes
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DECISION
NOW, THEREFORE, based oa the evidence and testimorry nxeived and the foregoing Findings of
Fact, the Joim Planning .Commissions of the City of Central Point end Jackson Co ry
RECOMMENDS TO THE CYI'Y COUNCIL AND BOARD OF COUNTY
COMMISSIONERS respectively APPROVAL/DISAPPROVAL for-the Plan Amendments quid
Zone Changes as proposed with rovisions.
DATED THIS STS DAY OF MAY,1998.
CENTRAL POINT PLANNING COMNIISSION
CHUCK PII,AND, CHAIR
JACKSON COUNTY PLANNING COMNIISSIOW
ATTEST:
TIIO1v1A5 F. IiUMPHREY, PLANNING DAtECTOR
12
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Attachment A
City of Central Point
PLANMNG DEPARTMENT
Tom F,fumph~ey,.4ICP
PlanningDiructar
ICen Gersch(cr
PlanningTcehnician
Deanrru Gregory
AdmintstrativrJPtanning Secretary
Notice of Meeting
Date of Notice: April 20,1998
Meeting Date:
Time:
Place:
NATURE OF MEETING
May 5, 1998
7:00 p.m. (Approximate)
Central Point City Hall
155 South Second Street
Central Point, Oregon
Beginning at the above time and place, the Central Point Planning Commission and the Jackson
County Platwiug Commission will consider a series of Comprehensive Plan amendments. These
include the modification of the current Urban Growth Boundary and Policy Agreement with
Jackson County, the redistribution of certain land uses within the Urban Growth Boundary and
Comprehensive Plan text amendments to reflect the proposed redistribution of land uses. 't'he land
use or map amendments are broken down into four geographic areas in the noithwest, south,
southeast, and northeast of the City which are described as follows:
11Zap Changes..
1. Change the land use designation and zoning of Area l on the attached map from General
..Industrial (M-2) and .Industrial (M-1) xo Low Density Residential (R 1-8) and High
Density Residential (R-3).
2. Change the land use designation and zoning of Area 2 on the attached map from Light
Industrial (M-i) to Low Density Residential (R-1-6), High Density Residential (R 3) and
General Commercial (C-4).
3. Change the land use designation and zoning of Area 3 on the attached map from Light
Industrial (M-1), Low Density Residential (R-1-8), Medium Density Residential (R 2) and
Parks and Open Space (BCG) to General Commercial (C-2 & C-4); General Industrial (M-2)
and Light IndusMal (M-1).
13
4. Change the land use designation and zonhtg of Ama4 on the attached map flnm Low Density
Residential (R-1-8 & R-1-6) and High Density Residential (R-3) to Light IndusMal '
(M-1) and Neighborhood Commercial (C-N).
CRITERIA FOR DECISION
The requirements for Comprehensive Plan Amendment are set forth in Chapter 17 of the Central
Point. Municipal Code, relating to Procedure, Initiation, Major Revisions, Schedule of Public
Hearings, Substantive Standards, and Action by the City Council.
PUBLIC COMMENTS
1. Any person interested in commenting on the above-mentioned land use decision may submit
•written comments up until the close of the meeting scheduled for'l~esday May 5, 1998.
2. 'Written comments may be sent in advance of the meeting to Central PoitttCity Hall, 155
South Second Street, Central Point, OR 97502.
3. Issues which may provide the basis for an appeal on the matters shall be raised prior to the
expiration of the comment period noted above. Any testimony and written comments about
the decisions described above will need to be related to the proposal and should be stated
clearly to the Citizens Advisory Committee.
4. Copies of all evidence relied upon by the applicant are available for public review at City
Hall, 155 South Second Street, Central Point, Oregon. Copies of the same are available at
15 cents per gage.
5. For additional information, the public may contacf the Planning,Department at{541) 664-
3321. ext. 231.
SUMMARY OF PROCEDURE
At the meeting, the Central Point Planning Commission and the Jackson County' Planning
Commission will review the applications, technical staff reports, hear testimony from proponents,
opponents, and hear arguments on the application.. Any'testimony'or written commerYt§ must be'
related to the criteria set forth above: At the conclusion of the review thePlanning Commission will
make a recommendation to the Central Point City Council. A final public hearing and decision to
approve, deny, or modify the proposal to amend the Comprehensive Plan will be made by the City
Councll.
155 South Second Street ~ Central Point, OR 97502 ~ (541)664-3 21 ~ Fax: (541) 664-6384
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Attachment B
pROPOSEID CHANGES TO ROLIt^Y 4
OF THE UBQ AGREEMENT
"9 In mutual recognition ofthe important agricultural resource and wmmunity economic assets
representedbythe ropertiesshownonMap2attached,theCityand
County aclmowledgo the .importattce of.protecting these lands.
develept>lent: Therefore:
"A) The City and County agree that, although these lands are included within the Central
Point Urban Cirowth Boundary, the lands will not be urbanized earlier than 1995.
1
"B) li'htle the subfectproperties are in agricultural use, the City will the-Lity~l
develop apply the below standards when ac~acent lands are proposed for urban
restdentlal developmenC •
criteria-
- "i. To mitigate the potential of vandalism, the da~elopmenYs design should
incorporatetheuseofvisiblepublicorsomi-publicopenspace sdja~centtotlle
agricultural lands.
"ii.
To mitigate nuisances originating from agricultural noise, odors, irrigation
run-ofi; _and agricultural spray drift, the development's design. should
incorporate:
"a. The use of landscaping and berms where a positive bufferingbenefit.,
canbe demonstrated.
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"b. The orientation of structures and fencing rolative to usable exterior
space such as patios, rear yards and courts, suoh that the potential
impacts from spray drift, dust, odors, and noise intrusion are
minimized.
"c. The design and construction of all habitable buildings, including
window and door lacations, should be such that the potential impact
of spray drift, noise, dust and odors upon interior living/working
areas will be minimized.
• "d. Physical separation between agricultural lands and urban
development shall be utilized to the greatest extent .possible to
mnumize adverse impacts. Site design emphasizmg the appropriate
use of open space areas,'streets; and areas not designed specifically
for public recreation or assembly shall be considered.
"C. .The City and County anal} mutually agree ~ herewith that the cgs-and
buffering eriteria standards established by Policy #9 have or can and will be -been
met, prior to annexation or urban development of these lands adjacent to the subject
properttes after 1995"
NOTE: Deleted material s~iaieea; new material in italics.
Planning Department
Attachment C
SU$AREA D~S:ZGNATIQN&
Throughout the planning process that was used in the development
of the Comprehensive Plan and Urban Growth Boundary, extensive
and specific land use, housing, population and other types of
data had to be assembled and. analyzed. To facilitate this task,
the City and its urbanizable•area were divided into nine major
subareas which,.were designated."A" through."I". These areas were
delineated by existing major streets or highways or by major tax
lot lines. The map below shows the locations of these subareas.
Each of the major subareas was further divided into a total of
72 minor subareas for more detailed data tabulation. These were
given numerical designations {A-1, A-2, A~3, etc.), with the
letter identifying the parent major subarea. Again, these minor
subareas followed roads, property lines or other physical features.
In no case did a minor subarea Dross either the UGB or the City
limit line. Therefore, totals could be calculated for areas
within the City only, or within the urbanizable area only: Many
of the tables found•ab the end of this element utilize this
format .for the data 'presentations.- The more detailed maps are
at large scales and kept at the City's planning department as
background information.
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Planning Department
Attachment D
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Exisfiing Zoning
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Tax Lot Boundary GE
Urban (3rowfh Boundary 6;
City Umfts ~.
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Proposed Zoning
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(C-4)
KO 7-7888
24
Planning Department
Attachment E
ENVIRONMENTAL MANAGEMENT (SECTION VI)
• °$
The impact of the railroad on the community leas-been was significant in the past. It was
primarily responsible. for the. short life of Old Central Point and the new direction of
community growth and development after sinee the 1880s. The railroad-isstiH-ae~
remains important to the wood products iadnstry and other.,industries.located along it but
to a lesser extent today than to the past, --' --"' ---`'-'-° `''".
ECONOMICS (SECTION I}C)_
2. Continue to emphasize the need to maximize the potential of major
existing facilities that represent major public investments, but are
presently under-utilized... (Emphasis on railroad, highway 99, and the I-5
Freeway related to industrial development, and Pine Street/Head Road for
commercial, office-professional and tourist development.) Pg. IX-24
ENERGY UTILIZATION & CONSERVATION (SECTION X)
Goal:
~1i~~:
c. The City will continue to plan for new industrial development but rather
than limit development to land that is located adjacent to rail facilities, and
the City will also encourage industrial development in the vicinity of
highways and airports Pg. X-21
25
CIRCULATION/TRANSPORTATION (SECTION `XI)
RA i RO
paragraphs 1 & 2
The Central Oregon & Pacific Railroad (formerly Southern Pacific Railway) serves the
Central Point area and parallels Highway 99 through the community. The railroad played
a key role in the City's development during the Late 1800s and into this century. The
original City grid pattern of streets was laid' out shortly after the rail line was built.
The railroad no longer provides passenger service to Centralpoint or the Rogue Valley,
the Central Point depot is no longer in existence. However, thetail facilities still play a
sig~ieanE role in the area's economy and serve the industries that are located along its
route, mostly within the present City limits.
~•
REDUCTION OF NOISE
A summary of some of the major considerations are:-
Ensuring that na residential neighborhoods that are'located iiatelg adjacent to the
raihnad right-of-way satisfy safety requirements and accepted industry standards for
noise mitigation.
26
~~ p NTgq~ Planning Department
a A. Attachment F
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.`s .• "~'',~! 155 SO. SECOND ST. CENTRAL POINT, OREGON 97502 g41.ggq,~21
Op Gpt~
THE HEART OF THE
ROGUE RIVER VAIIEY MEMORANDUM
DATE: February 26,1998
TO: Citizens Advisory Committee
FROM: Tom Humphrey, Planning Director
RE: Comprehensive Plan Amendment and Zone C es
GENERAL INFORMATION:
The City is initiating fhe Comprehensive Plan Amendments and Zone Changes described in the
memorandum you received earlier this week. As you know, the Citizens Advisory Committee
reviews, evaluates and provides input to Central Point's planning process and insures the opportunity
for citizens to be involved in all phases.
PROCEDYJRES:
At the public heating, the Committee's task will be to consider the proposed Comprehensive Plan
amendments and zone changes (which will be presented by staff, take public testimony, either
written of oral, and make a tecomrnendation to tha Planning Commission. The Commission will
hold another public hearing and consider the Committee's recommendation in light of the Statewide
Planning Goals, and make a subsequent recommendation to the City Councll.
Since most of the properties in question are within the Urban Growth Boundary it will also be
nooessaiy for the County Planning Commission and Board of Commissioners to schedule hearings
and eot upon this proposal. Aa Utbau Orowtli Boundary (UGB) expansion is not being considered
at this time but may be eval during the Periodic Review process. The City is independently
engaged in this process which'will take considerably longer..
As required by the Department oflLand of Conservation and Development (DECD), a Notice of
Proposed Action is being sent to DECD and the City is obliged to receive their comments prior to
approval at a final hearing.
FINDINGS OF FACT AND DECISION
.BEFORE T1EIE CITIZENS ADVISORY COMIVIITTEE
IN THE MATTER of the application ]
by the City of Central Point fora ]
Comprehensive Plan/Zone amendment to ]_,__
modify the current Urban Growth Boundary ]
and Policy Agreement with Jackson County, ]
to redistribute certain land uses within the ]
UGB and to revise the Comprehensive Plan ]
text to reflect the proposed redistribution of ]
land uses which are depicted in tl-e attached ]
exhibits. ]
FINDINGS:
FINDINGS OF FACT AND
DECISION
APPLICANT: City of Central Point
FILE NO: 98019
1. This request for a Comprehensive Plan/Zone Amendment was heard by the Central Point
Citizens Advisory Committee at a public hearing held on February 26, 1998, at 7:00 p.m.,
at City Hall in Central Point, Oregon.
2. Notification of the request-was sent by mail to rewrd owners of property within the required
distance, 200', of the subject properties, within the required time fi~ame.
3. .The Citizens Advisory Committee takes official notice of the Central Point Comprehensive
Plan and Zoning Code. _
4. The Citizens Advisory Committee heard and takes official notice of the memoranda prepared
by City staff, of public testimony, and of the entire record of proceedings on this mattes All
materials submitted, and all oral and written testimony arepart of the hearing reooxd.
5. ;:;,,. The request for aPlan/Zoning.Ordinance. Amendm~t was considered, and refensnoa is made
to the record of the proceeding. and of the factual data presented before the Comn~ittes,
x
CO1VII'REHEI~iSIVE PLAN OBJECTIIVES:
.During the early,phases of the Comprehensive Plan development process, the Citizens Advisory
Committee indicated which principal objectives should be offered by the plan. The following CAC.
objectives (taken finm the Comprehensive Plan) are intended to be used during the hearing as
additional findings by which the City's proposal may be evaluated.
1. The request for a Plan/Zoning Ordinance Amendment provides for an orderly and reasonable
expansion of the Central Pointurbanizing area.
2. The roquestfor a Plan/loning Ordinance Amendment encourages the enhancement of private
property values and quality of life.through a compatible arrar-gement of land uses.
2e
3. The request for aPlan/Zoning Ordinance Amendment provides flexibility of residential
neighborhoods and housing opportunities to meet the changing needs of a growing
population.
4. The request for aPlan/Zoning Ordinance Amendment provides well balanced and convenient
shopping opportunities for the residents o~the Community.
5. The request for a Ilan/Zoning Ordinance Amendment provides ease of access and circulation
throughout the Community through an improved ciroulation/transportation system, and
properly .planned extensions of that system.
6. The request for aPlan/Zoning Ordinance Amendment provides increased localized
'employment opportunities within the wmmunity through expansion of the commercial and
industrial base.
7. The request for aPlan/Zoning Ordinance Amendment provides for the most logical and
economical expansion of community facilities and services to accommodate the Plan's
proposed land uses and continued growth of the City.
8. The request for aPlan/Zoning Ordinance Amendment ensures the protection and
enhancement of existing natural environmental features and productive agricultural lands
through responsible land use planning and development wntrols.
9. The request for aPlan/Zoning Ordinance Amendment plans for a system of parks and
recreation facilities, areas and opportunities that are accessible to all residents and in balance
with growth and development.
CONCLUSION:
'fhe preceding Endings and objectives are found to be adequate and consistent with the Criteria that
must be used for this decision, and are hereby adopted by the Central Point Citizens Advisory
Committee.
29
.,
RECISION..,
NO W THEREFORE, based on the evidence and testimony received and the foregoing Findings of
Fact, the Citizens Advisory Committee of the City of Central Point hereby decides to:
1) Recommend to/aet-t~ approve the proposed Comprehensive Pian amendments. and. zone changes
with revisions to the Central Point Planning Commission.
DATED THIS 26TH DAY OF FEBRUARY, 1998
,CITIZENS. ADVISORY. COMMITTEE
',~.,~~,
. ~;Y~
DON FOSTER, CHAIR
ATTEST:
1 I~W~!
TOM-HUMP Y, PLANNING DIRECTOR
~ No4~ ih N+~v~~~4te ~,~.~ wwl.~nnk~ -1-xA- c~l~zF.r.c covvtw~~~t1'w
30
. .,i
CITY OF CENTRAL POINT
Citizens Advisory Committee Minutes
February 26, 1 g88
REGULAR MEETING CALLED TO ORDER
Chairman Don Foster called the meeting to order at 7:04 p.m.
11. ROLL CALL: Committee members Don Blankenship, Bob Dunn, Herb Farber,
Adele Shimanoff, and Violet Singler. Mitch Pallotta was absent.
Mayor Rusty McGrath, City Administrator Jim Bennett; Planning
Director Tom Humphrey; and Administrative Secretary Deanna
Gregory were also present.
IV
V
VI.
CORRESPONDENCE
Planning Director Tom Humphrey presented a letter from Debbie Timms, Oregon
Department of Transportation regarding the Comprehensive Plan Update.
MINUTES
A. Approval of October 28, 1997, Citizens Advisory Committee Minutes, and
January 13,-1998, joint meeting of the Citizens Advisory Committee and Park
Commission minutes were approved as presented.
PUBLIC APPEARANCES
There were no public appearances. Mr. Foster closed the public appearances portion
of the meeting.
BUSINESS
A. Review .and recommendation regarding a series of Comprehensive Plan
Amendments to do the following: 1) modify the current Urban Growth Boundary
and Policy Agreement with Jackson County; 2) redistribute certain land uses
within the Urban Growth Boundary; and 3) revise the Comprehensive Plan text
to reflect the proposed redistribution of land uses.
Planning Director:Tom Humphrey explained the proposed changes to the Plan and asked
<foc publfc input:.
AREA 1: CHANGE THE LAND USE DESIGNATION AND ZONING OF AREA 7
FROM GENERAL INDUSTRIAL (M-21 AND INDUSTRIAL (M-1) TO LOW
DENSITY RESIDENTIAL (R-1-8) AND HIGH DENSITY RESIDENTIAL (R-31.
Ron Reames, 1824 Taylor Rd., Central Point OR
Mr. Reames owns property adjacent to Area 1 and represents Rague Valley Bin,
an agricultural secondary wood: products business. He is concerned if Light
Industrial. is rezoned for: residential use, the current industrial owners will
eventually beasked to,sell, rezone their property or have.to limit their business
activities. The use of apartment bujldings; was disoussed in order to provide a
sound barrier and transition to single family developments. The point was also
made that cpvenantsscould be recorded to protect exi ting businesses.
31
Mlnutea of the Citizens Advisory Committee
February]6, 1998
sage 2
Mike LaNier, 336 West 6th, Medford OR
Mr. LaNier is a planning consultant in favor of the zone change for this area.
These properties have not been developed in the past due to the current M-2
and M-1 zoning.
Antone Peterson, 4964 Grant Road, Central Point OR
Mr. Peterson is concerned with the access to this area if developed as a
residential district: He feels that the current road structures are not sufficient
for that amount of traffic. The railroad and various creeks also rose access
problems.
Bob Gilkey, Planning Commissioner, 1165 Gate Park, Central Point OR
Mr. Gilkey is in favor of the proposed zone changes. Area 1 is surrounded by
existing and proposed schools. He feels that an industrial area this size should
not be in such close proximity to elementary schools, it would be better utilized
as residential. Industrial truck traffic would also be problematic.
Brett Moore, 1243,'Looking Glass Way, Central Point OR
Mr. Moore is in favor of the proposed zone change for Area 1. He is pne of the,
owners of the area and stated that they have spent time and money trying to
.plan this area for both industrial and residential uses. They prefer residential
development plans.
AREA 2: CHANGE THE LAND USE DESIGNATION AND ZONING FROM LIGHT
INDUSTRIAL (M-1) TO LOW DENSITY RESIDENTIAL (R-1-61, HIGH DENSITY
RESIDENTIAL IR-3) AND GENERAL COMMERCIAL (C-41.
Steve Reavis, 663 Farnsworth Dr., Central Point OR
Mr.' Reavis is a property owner adjacent to Area 2. He is in favor of the
proposed zone change.
Vivian Gersham, 3386 Chickory Lane Cr. Central Point OR
Mrs. Gersham is a property owner within Area 2. She is in favor. of the zone
change. Mrs. Gersham is concerned with the amount of traffic along Chickory
Lane if this is developed es Residential. There was discussion about additional
roads with irrthe area; and how they would be.integrated with the existing
ones.
AREA 3: CHANGE THE LAND USE DESIGNATION AND ZONING OF THIS AREA FROM
LIC#HT INDUSTRIAL(M-11. LOW-DENSITY RESIDENTIAL'IR•1-81,:MEDIUM
DENSITY RESIDENTIAL IR-21 AND PARKS AND OPEN 'SPACE" (BCG) TO
GENERAL COMMERCIAL IC-2 & C-41, GENERAL INDUSTRIAL (M-21 AND LIGHT
INDUSTRIAL (M-11.
Therewas discussioh from the audience regarding the installation of sewer and
water lines. Citizens were interested in the approximate time that city services
would be available in that area.
Mike taNier,.representing property owner, Johh Batter.
Mr. LaNier stated that Mr. 9atzer owns a small portion of Area 3 which is
proposed to be zoned' M-L' We would prefer to have his section of property
zoned CommePeial -Neighborhood.
Jeanie Savage;'44Q4 Biddle Road, Central Point OR -
Ms. Savage is the property owner across from Area 3. She is interested in
32
` ~'Minutea of the Citizens Advisory Committee
February Z6, 1998
Page 3
changing the zoning of her property from C-N to M-1. She would like to build a
mini-storage on her property..
AREA 4; ,CHANGE THE LAND USE DESIGNATION AND ZONING FROM LOW DENSITY
RESIDENTIAL IR-1-8 & R-1-61;AND HIGH DENSITY RESIDENTIAL IR-3) TO
LIGHT INDUSTRIAL (NI-1) AND NEIGHBORHOOD COMMERCIAL (C-N)
Sharon Boyd, 4297 Table Rock Rd., Central Point OR
Ms. Boyd had questions regarding annexation .into the city. She would like to
be notified of the final decision.
Committee member Herb Farber made a motion to recommend approval of the proposal to the
Planning Commission with revisions noted below:
Area 1: Change the land use designation and zoning of Area 1 from General Industrial
IM-2) and' Light Industrial (M-1) to Low Density Residential (R-1-8) and High Density
Residential (R-3-r including a small undefined pocket of Neighborhood Commercial.
Area 2: Change-the land use designation and zoning from Lighf Industrial (M-1) to
Low Density Residential (R-1-61, High Density Residential IR-3) and General Commercial
IC-41.
Area 3: Change the land use designation and zoning of this area from Light Industrial
IM-1), Low Density Residential IR-1-81, Medium Density Residential (R-2) and Parks and
Open Space, (BCG) to General Commercial (C-2 & C-4), General Industrial (M-2) and
Light Industrial IM-1 ), with the consideration that Tax Lot 700 be included with the
Commercial-Neighborhood Zoning.
Area 4: Change the land use designation and zoning of Area 4 from Low Density
Residential (R-1-8 & R-1-8) and High Density Residential (R-3hto Light Industrial (M-11
and Neighborhood Commercial(C-NI, wltH the consideration that Tax Lot 701 be
changed from Commercial-Neighborhood (C-N) to Light Industrial IM-11.
Bob Dunn seconded. Motion passed unanimously.
VII. > , ADJOURNMENT ,
The meeting was adjourned by consensus at 8:55 p.m.
33
Planning Department
Attachment G "
4.0 ' Improving the Efficiency of Freight Transportation
The policy direction given by the Oregon Transportation Plan is that the State should promote a
balanced freight transportation system that takes advantage of the inherent effi«encies of each
mode.. Efficienry of goods movement on the highways thus relates both to the; effidency with
which motor carriers can:,operate, and to the ttse of alternative modes sudl as barge. and rru7. This
section addresses barriers to.effidency from both perspectives, identifying both infrastructure and
institutional barriers. The following subsections cover each major surface mode of transportation,
addressing candidate markets and barriers to efficient use:
4.1 Highway Transportation
Candidate Markets
As shown in Section 2.0, almost arty commodity, with the exception of some very low value bulks, is
a candidate #or nsportation by truds. In addition, highway transportation is a component of
almost every interm~ odal freight movement, whether the mare mode is arr, barge, ship, or rail.
Barriers to Efficient Use of Highway Transportation
Infrasutrcxure rekued impediments to ,the efficient movement of freight by truck are location
specific rather than systemic. Examples include congestion on key trudt routes, such- as around the
I-5 bridges in the Portland area and on 25th Street in Salem.' Other infiasnucture impediments are
assoaated with access .to intermodal faca7ities. Inadequate turnitrg radii, the need for grade
separations, and improvements xo interchanges were .among the .types of infrastructure needs
identified througtr stakeholder interviews conducted for the Interm«1~ Management System (1MS).
Regulatory and Institutional
Although compliance costs and taxes are a small percentage of trudt operating costs, the weight-
mrletax is considered an impediment to efficiency and competitiveness by the trucking industry (this
view is .not shared by ODOT). There; is,, however, room for. suaplifcanoa of. the weight-mile tax
schedules. The I,egislauu~e has also considered extending the tax system to vehicles werghing less
than 26,000 pounds.
Regulatory and institutional issues pose, perhaps, a broader barrier to efficient highway freight
transportation. A prime example would be the inoorrsisterrt truck size and weight regulations in the
I-5 Corridor. Because Oregon allows tnple combinations but California and W n do not,
traders must be dropped in Portlatd, Ashland, 04~ other locations oa highways near~rders with
California and Washingwn. Any reform, however uahkely, oa the part of California or Washington
to allow triples would make trudt transportation more competitive in this corridor. Any increase m
the allowable weight or length of combination vehicles would have the same effect.
One other institutional issue which affects truck transportation is consistency and coordination
among Intelligent Transportation Systems (I'TS /Commercial Vehicle Operuions (CVO) projecxs
across the United States. Wh1e many r+egro multi-state corridors have been formed, national
30
34
R~licy Elanau - Tedari~xl Baotgmrmd Paj~n
motor carriers often do not participate in programs such as commercial vehicle pre-clearance. The
reason for this is that it is economically infeasible to equip nationwide fleets with technology that
may work only on the. West Coast. While not a large problem, this does point out the need to
consider how TI'S/CVO technology may or may not benefit different markets and classes of
carriers.
Intermodal Connetxor Needs
Intermodal connectors consist of the primary access roads to major interarodal facilities generally
defined as such on the basis of the volume of freight, people or vehicles moving to and/or from the
intermodal terminals. In Oregon, intermodal connectors are located in Astoria, Boardman, Coos
Bay/North Bend, Eugene, Medford, and Portland and serve facilities such as airports, marine ports,
and reload fac7ities. Most of these routes have been designated as National Highway System (NHS)
Connectors using criteria established by the Federal Hrghway Adrninisuation There are also
portions of the NHS as well as a few off-system segments that serve a connector function.
Wlvle' not technically part of the state highway system, intermodal cennector facilities play a vital
role in fulfilling its function As noted previously, infrastructure bamers to efficient freight
transportation on the highway system tend to be localized rather than systemic Unmet
infrastntcarre improvement or investment needs on the intermodal connectors can therefore pose
significant barriers to efficient freight transportation on the highway system Intermodal connectors
with inadequate capataty or geometries can be a bottleneck in an otherwise efficient truck trip and
can cause velides to bade up onto major lighway facilities. Inadequate intermodal connectors can
also impact the potential for alternative freight transportation modes where, for example, an
- expanded bridge is needed to cross a proposed rail spur into a pon fatality.
Intermodal connector needs have been estimated at over $163 mHlion (1997 dollazs) over the next
20 years.' Meeting these needs wr71 be important to rna;nta;ning efficient freight transportation on
the lighway system The successor legislation to ISTEA should be dosely followed as it may
provide a source of funding for. intermodal connector projects.
4.2 Rail Transportation
Class I Railroads
Candidate Markets
Crass I railroads aze the large carriers with annual revenues meeting certain thresholds ($250 mr7lion
or more in 1994). In Oregon, Class I railroad mainlines roughly. parallel Interstates b and 84, US 97
and Olz 58. Class I railroads `compere for the longer haul bulk and intermodal madtetsZ. Thus, a
good portion ofthelong-haul freight traffic currently originating in, destined to, or moving through
Oregon via truck is a candidate for diversion to tad. For example, rail is very competitive on the I-
84 comdor with intermodal service between Portland and Clicago taking only a few days.
~ Luermodal Connector Nods on the Natioml • Procedure for Needs. Daft Staff Report
for a Oregon December 11,1997.
r in this context, "imermodal" refers to use of Trailer on Flatcar (rOPG'1 or Coazainer on Flatcar (OOFG~.
31
35
Bamers to Efficient Use of hail Transportation
Regulation of ra~7noads today is largely concerned with safety, and the .costs imposed by safety
'oa are thought to be minimal. Thus, barriers to efficient use of railroads are largely related to
both public and private. For example, the geographic dispersion and condition of rail
yards in the Portland azea are thought to coatributeto inefficiency of rail operations, making rail less
competitive and potentially increasing the impact on the highway system. Such ipfrxstrtrtxiire and.
operational issues aze the purview of the railroads themselves, however, and do not call for public
sector intervention.
One exception which -might .warrant public partnering or involvement is the tunnel clearance
restrictions on the Union Pacific mainline through the Crascades. Currently, -these clearance
restrictions preclude the use of conventional, high-capacity double stack trains over the I-5 corridor'.
If these restriarons were removed, the additional container capacity... created could potentially shift
significant numbers of trucks moving through from the Seattle azea to California.
Whde most rail infrastnravre investment decisions wdl be made by the private sector, rail faalities
do .interface with and can impact the public roadway infrastructure. Increased ra~7 traffic, wh~1e
relieving the. demand on .the highway system as a whole, both requires and causes a need for
improvements such as increased capacity on connector roads and grade separations. A number of
examples of such .access-related roadway needs ~Y be found is the previously cited IMS
stakeholder interviews and in the estimate of connector needs prepazed' for the Oregon Highway
Plan.
Shortline Railroads
Candidate Markets
The shortline railroads typically operate short, intrastate networks on lines leased or spun off from
the Class I ra~7roads. Their lower cost structure enables the shortlines to .compete wrth trudts for
shorter moves. Shortline raHroads can potentially play an important role in the shorter haul bulk
markets moving, for example, wood chips from mi71s to ports- or to Class I mainlines. Shortlines
may also have an advantage is moving oversized wood produtxs that can fit into a regular boxcar
but require a flatbed truck.
Ia Oregon, most of the shortline rairoads are looted in the western corridor of the state, feeding
into the Union Paafic (OP)and Burlington Northern Santa Fe (BNSF) mainlines at various: points.
There are, also a few shortliaes scattered throughout other parts of the state.
Shortline railroads have the potential to relieve demand on the specific state highway facr~ities that
They 1??~~ by ~'Y~g PAY bulk commodities such as wood products, agnwltural grodutxs,
and minerals to the Class I mainlines. For example, wood clops shigpppa~d from Tr7lamook might be a
good candidate for anti transport since Oregon I~ighway 6 is difficzilt for wood chip trucks to,
negotiate.
Barriers to Efficient Use of Rad Transportation
a Union Padfic does operate modiQied, lower capacuy double stack equiQment on this corridor.
32
36
The full potential of shoreline rairoads is often not achieved for several reasons. These include a
few large infrastrrrcxure impediments, lack of access and loading facilities, specialized rail car
shortages, and a lack of capital caused'by the economicx of the business itself. Often, the needs. aze
relatively modest, requiring as little as a few thousand dollars for a wood. clip loader or $25,000 for a
public dock structure. ~e the individual cost of these fa«lities is small, the overall cost becomes
prohibitive for the shorelines to absorb withiri'it short tune. The result is that for a number of
potential customers, the shoreline r ar~roads are not a practical alternative mode of transportation.
There are. also a few isolated major infrastructure impediments which pose barriers to effi«ent use
of shorelitte railroads.. A prime example would be the condition of the rail bridge across the Coos
Bay inlet wlich requires several m7lion dollars for rehabilitation If the infrastructure were in place
to permit predictable, continued rat service, slippers maybe more lrltely to consider shifting some
of this commodity to rail, thus lessening the demand placed on the lighway system.
43 Water Transportation
Candidate Markets
In Oregon, water transportation on the Columbia River system plays an important role in
transporting both bulk and containerized commodities in an east-west direction The river system is
espa«ally important in transporting agricultural products such as grains, hay and alfalfa, and
refrigerated food containers, as well as forest products to the Pon of Portland for export to the
Asian Pacific and other regions. Upstream movements on the Columbia of commodities such as
petroleum producxs and ferd7izer are also significant.
Once trucked a short distance xo a river port, the goods move by barge ro Portland without further
impact on the hghway system. Atypical barge has the capacity of 15 jumbo hopper rail cars or 58
semi-trar~er trucks, according to the Awry Corps of Eagmeers. Thus, an increase or decrease in the
use of river barge transportation has the potential to greatly impact the highway system.
For longer and international-moves, transpotation by water is an option for maw bulk or
containerized commodities. 'This type of movement would be handled through the Port of Portland
and other coastal ports. ' A variety of market-related, infrastcuaure, and competitive factors affect
the choice of port and line-haul mode for these types of shipments.
Barriers to Efficient Use of Water Transportation
Barriers to .efficient use of water transportation are primazily related to potential threats to the
navigability of the Columbia River system. For example, laws aad regulations to protect and restore
salmon migration could rssuh in a drawing down of the Columbia River above the Doha Day Dam
to levels below the minimum needed .for barge operation.:- Whr~e economic concerns may prevent
tlis fmm happening, intermodal freight along the river (barge-raj, barge-tnrdt) could decrease or
cease operations, depending on the drawdown alternative implemented. The removal of dams to
enhance salmon migration could also adversely affect barge navigation on the Coluarbia/Snalce
1ZiYer System.. -
Aaother other major issue along the Columbia River is the need to deepen the lower river channel
between Portland and the river's mouth. An Environmental Impact Statement to document the
impacts of this proposed project is being prepared. Without the deepening of the channel, the Port
of Portland may become less competitive with other major deep draft ports on the West Coast.
33
37
'Additional demands could be placed on the highway system if goods were then tnrdted through
Oregon to other ports such as Oakland or Seattle/Tacoma. Coastal deep draft ports such as Coos
Bay and Newport also face potential threats to their competitiveness with the loss of federal funds
to dredge harbors.
There are also iafrutruaure impediments related to intennodal access: These iadude both rail and
truck issues. For example, the Port of Morrow~wishes to devdop an improved rand spur off the
Union T'a«fic mainline but is having difficulty financing the $1.7 mr7lion project. Access roads to
the rives ports can also pose problems due to load restrictions, capa«ty liautations, and the 1~1se.
The need for a new interchange at the Port of the Dalles (currently under construcxion) and
improvements to the Port of Morrow access roads are two examples of .such impediments.
Intermodal access issues also exist for marine facilities at other ports, espe«ally in Portland.
4.4 Potential for Shift to Alternative Modes
The statistics and barriers described in previous subsections corroborate marry of the findings from
the Soutlnrest Ongare Freight Morarrntt Study, completed in 1995. These findings are relevant when
considering the potential for shifting goods movement from the highway to alternative modes and
are worth gnmman~?ing here:
• The currant mode split for fre' movements is a function of shipper demands, the
requirements of the types of goods being shipped, and the abilities of the different carriers.
Logistical issues related to the commodity itself or the individual shipper are the dominant
drivers of freight mode choice.
• Overall, the freight infrastrucxure is in relatively good condition with suffi«eat capa«ty to
move current and projected volumes of freight. There are specific problems such as the
-Coos Bay bridge which might pose a barrier to use of alternative; modes.
• Regulatory, changes have greater potential to impact mode split than infrastructure
investmeras. For example, changes in truck size and weight limi~scould dramatically affect
the competitiveness of tcudc versus rar7. If the maxunum trudt length allowed on the
highways was dramatically reduced, truck slopping .costs would increase and some
commodities would shift to rail. Likewise; if the maximum truck length was increased, trucks
would lie in a more competitive position to move freight that is currently carried by rar1. , . ,
Thus, the choice ofmode for goods movement is based upon rates {not to be confiued.with gists)
which are market driven, service time and reliabiltt' y,andthe-,types offaa7ities available at both ends
of the trip. These factors are controlled bythe private sector, thus, public influence oa mode
shift is somewhat limited. N~dess, there are actions that the public sector can take that can
hdp remove barriers to use of alternative modes if not encourage greater efficiency with respect to
mode dtoice.
This section considers the potential for shifting demand for goods movement from Oregon's
highway system to alternative modes, where appropriate. The potential is considered from several
perspectives iadudmg modal avat7abrlity, commodity d~atarxeristics, commodity$ow patterns, and
economic and techah ological trends.
34
38
Modal Availability
The availability of alternative modes to serve various freight movements is, of course, a primacy
consideration. Alternative modal infrasaucxure is present in the corridors that parallel the state's
major truck freight routes, including I-5, I-84, I-82, LTS 97, and OR 58. In patucular, considering
medium and to distance movements with an•edtdpoint is the Portland area, the LJP and BNSF
mainlines parall~ the heavy-trafficked I-5 and I-84 corridors. Indications are that the Class I
railroads are actively competing for intermodal traffic on these routes. Access to coastal ports and
the westernmost section of the state is provided by shortline railroads. In the east-west direction,
the iJP mainline is joined by the Columbia River in providing an alternative to highway
transportation.
There would appear to be opportunities for modal diversion based on the presence of infrastructure.
However, as the previous subsections pointed out, mere proximity to alternative modes is not
suffi«ent and special attention will have to be paid to access and loading faalities to take advantage
of specific opportunities. In addition, preservation of existing modal alternatives will be important
to prevent additional impacts on the highway system m comdors where waterways and railroads
carry significant traffic.
Commodity Characteristics
ALnost all commodities have the potential to shift from otte mode to another if the price and service
quality are right. Driving factors in the mode choice decision are the value of the goods, the window
of time within which the goods need to be shipped, and the levels of service and reliability offered
by various modes.
. As noted in the Oregon Transportation Plan and Section 3.0 of this document, high value
manufacxtiring and services are expecxed to be important industries for the State along with wood
products, agricultiue, and tourism. High-value manufactured goods tend to be time sensitive and
thus move by truck or by truck and air. Depending on the length of haul and destination, however,
itrtermodal truck rail may be competitive for some manufactured goods.
Agriouhural goods and wood products are -more likely candidates for alternative modes .such as
barge and rail. In 1994, wood and food products accounted for about 60 percent of all waterborne
shipments originating in Oregon Wood products,-induding pulp .and..paper, accounted for over
half the tonnage of shipments by tad from Oregon Oregon is also. an. important: transshipment
comdor for grain coming from the upper Midwest and Canada for international export. Much of
this commodity travels via the Columbia River system duucrly to the Port of Portland There ate
also selected bulk markets that might be enabled' to divert to alternative modes once selected
infrastructure impediments are removed
Economic, Shipping, and Logistics Trends
The factors influencing the demand for freight are complex and interdependent. The factors can be
summarized in terms of two broad trends with respect to freight demand on Oregon's highway
sy
• The first broad trend stems from the fact that transportation is a derived demand Clearly,
the location of various industries within the state will affect transportation demand For
example, fume production levels. of lumber and wood products and the distribution of
these acxivides across the state wi71 have an impact on the demand for transportation of
3S
c~ n
these goods. Oregon wdl also be affected by national and global economies, global
business patterns, and transportation infrastructure capa«ry in other states and nations.
For example, congestion at the Pon of Vancouver (Owada) recently caused a portion of
Canadian grain exports to shifi to the Port of Portland for'export.
• The second major trend is a coatinuirr~ effort to iacreace efficiency across all types of
industry, aided by advances is information and telecommunications technology.. On the
production side,'this has led to pracxices such as "just-in-time" which keeps inventories at
minimum levels by coordinating deliveries with production schedules. Within the retail
sector, integrated logistics and "cross-dock" delivery practices also aim to minimize
inventories and stock levels. Producers may deliver shipments of goods directly from the
factory to the store with no warehousing and distribution steps in between. Furthermore,
nera~7ers may require vendors. to deliver within a specified window of time so .that the goods
maybe directly unloaded and taken to the selling floor. Such practices tend to increase the
number of individual shipments, decrease their length of haul and transport costs, and
increase the importance of on-time reliabr7ity.
• At the same time, the transportation industries aze also striving to improve effi«ency and
decrease costs. The industry tread is towards higher capacxry and thus heavier rah cars.
Ita7roads are continuing to rationalize the networks that resulted from mergers, with the
potential for greater effi«ency and competitiveness. Various intermodal operating
agreements have brought together traditional modal competitors to offer customers
"seamless" transportation at higher levels of service and the lowest possible cost. 'Third
party carriers and logistics managers also advance the tread of finding the most effi«ent
paths for goods movement.
The impacts. of these movements towards efficiency in the transportation indusay.aze manifold
Rad and intermodal combinations wi71 h'kely become competitive at shorter. distances. With their'
lower cost strtraures, shortlne railroads can make profitable use of rad lines divested by the Class I
rai1r+oads. However, the increasingly heavier loads are h'kcly to worsen the burden of shortline track
maintenance. Rationalization of trudiing operations wffi result in fewer empty or deadbead mdes,
resulting in more tons carried for less VMT. At the same time, just-in-time inventory practices w~71
tend to make tnrdt more compeiitive for manufactured and components of manufaaarredgoods.
Commodity Flow Ptttxerns
The 1993 Commodity Plow Survey showed. that over 31 percent by value and 70 rcent of all
shipments originanng m Oregon moved over less than 100 aides. The short length o~hattl suggests
that much of this was shipped by tnrck. (~uretttly, over 80 ercent of.all shipments originating in
Oregon by weight consisted of agricultural and bulk commodities such as lumber, food, petroleum,
and coal. At the same time, only 25 percent of the shipments by weight moved by water and less
than 5 percent by rail`. Thus, there would appear to be opponuniaes for increased use of alternative
freight modes such as rail, shoxrline railroad or water transportation,where modal akernatives exist.
The more detailed information gathered through the Statewide Commodlry Plow study' confirms
that there aze corridors and commodity flows with potential for greater use of alternative modes.
For example, 68 percent of the 1,127 trucks caeying paper and pulp products from the Portland
+ These BguKS do not account far ra~1-uudc;t~tcmodal movemmu.
36
40
R~lieyElanbu-7&67iad Papas
metropolitan region have destinations outside the state, with most of the trips headed for Western
Washington. However, as discussed previously, the extent to which alternative modes are used for
commodity- flows subject to diversion will depend on market forces, quality of service, and
availabrlity of faalities at trip origin and destination.
Stmrmary and Recommendations
Increased use of alternative modes has the potential to reduce the amount of highway investment
needed in some comdors. Based on modal availability, greater opportunities for use of alternative
modes may exist in the following areas (some of the highway facilities that would be affected are
noted in pazentheses):
• For transportation of bulks, .wood products, and agricultural products in the western
corridor, the northeast comer, and selected locations in Central Oregon served by shortline
rar7roads ([JS 30, OR 18, OR 51, OR 99W, US 20, OR 126, portions of US 101, I-5, OR
82, OR 11);
• For long-haul movements of bulks and intermodal shipments handled by the Class I
ra~7roads in the I-5 and I-84 corridors (I-5, US 97, I-84); and
• For transportation of petroleum products, wood products, bulls, and agricultural products
along the Columbia River (I-84).
As discussed previously, mode choice for goods movement is not something the public sector can
directly influence. However, there aze specific steps that might be considered to encourage use of
alternative modes.' These steps would include things,such as:
• Establishing stable funding or financing sources for rail projects that would benefit the
effi«ency of the freight system;
• Improving coordination between private sector investments in alternative mode
irdrasaucture and public investment in highway and access facilities;
• Maintaining or improving non-highway infrastnrcnrre that provides critical alternative
capa«ty in the highway system (rail bridges, specific tradt segments, loading facilities, and
dock facilities, for example);
• Establishing a prograru sim1ar to the one implemented in the State of Washington to lease
spedalized rarl car equrpment to shortline railroads; and
• Striving to meet intermodal connector needs as these facr7iries aze often important w
alternative modal use.
Equally important, there are corridors and markets where mcmua»r»rg the viability of alternative
freight transportation modes wr71 be critical to avoiding significant new demands on the highway
system. 'The most critical of these have been «ted previously in this document and include
maintaining navigabiliry of the Columbia River by barges and mainta n±~g the competitiveness of
deep draft ports by supporting efforts to dredge hazbors and channels.
There may also be specific sites or eomdors where targeted investments could preserve rail service
to avoid significant additional impacxs on a state highway. These instances should be further
researched by agency staff.
37
41
4.5 Recommended Policies
An effi«eat, safe, and environmentally sound system of moving goods through the state is an
important economic development goal as mentioned in the Oregon Tracrsportauon Plan. The Plan
also stresses the importance of promoting a balanced freight transportation system that takes
advantage of the inherent effi«en«es of each mode. For the highway system, this means :both
improving the efficiency with which motor carriers can operate and promoting alternative (non-
highway) modes, where ap'''propriate..
Improving and maintaining the effi«enry of highway operations will require balancing the needs of
goods movement with other users of the highway system. For example, some state lighways that
are important goods movement corridors also serve as communities' main streets. Local offi«als
maq wish to slow traffic passing through the town without realizing or accounting for the adverse
impact on long distance trips and freight transportation. Improving highway operational efficiency
also involves working for more standardization is the areas of commercial vehicle regulations and
Intelligent Transportation System (ITS) technologies. In addition, improving highway operational
efficiency.. for goods movement will. L'kely entail investments in infrastructure,: espe«ally in an
expanding economy.
Public policies or projecxs often have limited impact. on outcomes such as mode split in freight
transportation. Freight transportation patterns are a product of industry trends, the requirements of
shippers, and the quality, range of services, and rates provided by freight carriers, as well as myriad
other factors outside the public sector realm:
Nevertheless, there are sometimes specific infrastructure problems, bottlenecks, or regulations that
pose a barrier to efficiency or exacerbate trends that would be detrimental to the highway system.
Public poll«es and actions should aim to mitigate these bottlenecks and barriers, and promote safety
wh~1e avoiding undue meddling in the marketplace.
38
42
References and Sources
I) Cambridge Systematics'(1996). C~tack Rcsuarse Fisrglx Hfarwal
2) Cambridge Systematics (November,199\5J. Sovs Ort~ron FreightMmnnau Stud}c
3) Claudia Howells, ODOT Rail Section Q~une, 1997). Telephone interview.
4) Dennis Williams,. Roseburg Forest Products Q~une,19977. Telephone interview.
5) Greg Smith, Port of Morrow (June, 19977. Telephone interview.
6) ICF Kaiser, Inc. (December 1997). Tafarical Lko~rtaua<ion for Portland DataEase
(unpublished draft).
7) Lanny Gower, CNF Transportation (June, 1997). Telephone interview. ,
8) Martin Gallery, Port of Coos Bay Qune, 1997). Telephone.interview.
9) Oregon Department of Transportation (ODOT) ~anuary, 1996). Short--Term NaxLs and/or
So&uzazs. List developed from stakeholder interviews.
10) ODOT Qune, 1996). AADT and vehicle classification spreadsheet provided by Rich
Arnold
11) ODOT (December 19977. Freight Trzxk C~amrnaliry Flows in Or~a7; Overall Analysis, and
Srarmuuy (unpublished draft).
12) ODOT (September, ,1992). Or~az TrmuprnYatiavz Flan.
137 State of. Oregon Departtnent of Administrative Services (January 1997). Lazg~Temz
PoPctlatianarrdEmp/opra~ztFortraskc forOrtgaz
14f -State of Oregon Department of Administrative Services (May 1997). Ortiz Ecaxrnic and
Recaure Forazast
15) Susan Walsh-Enloe, Portland & Western Rar7road (June, 19977. Telephone interview.: -
16) Susie Lahsene, Pon of Portland (June,199~. Telephone interview.
177 US DOT Bureau of Transportation Statistics (Ocxober, 1996). Freight Trmrs[wrtattaz in
Orman; SelatelData fromFe~eral Samxs.
18) Wrlbur Smith Asso«ates for the Western Asso«ation of State -'aY. and
Transportation Offi«als (1997). Weuem Trcaupmtatior: Trade Necuork Final
39
,.,• 43
Planning 1)epartlment''
Attachment H
ROGUE VALLEY
Council of Governments Transportation services
TECHNICAL MEMORANDUM
Date: March 18, 1998 /,
From: Bart Benthul, Transportation System Analyst ' ~u `
To: Mr. Tom Humphrey, AICP, Planning. Director, City of Central Point, OR
RE: Proposed Zoning Changes
Dear Tom:
Recently, you approached me with proposed zoning changes in Central Point and asked me to
analyze the effect upon the transportation system within that city... L have completed the .analysis
of the proposed zoning changes and reviewed the results. What follows is a brief discussion of
the assumptions that were made and the conclusions that I have reached based on this analysis.
ASSUMPTIONS
As per our discussion, I assumed that in the. year 2015. these areas would be completely built out.
This is especially true of areas 1 and 2 of the map you provided. It was also assumed that where
the Zoning called for R-1, I would use R-1=8. Then using dwelling unit and employment
densities common for this region I was able to arrive at the following numbers for the areas
depicted in Map 1::
• Area 1 - 587 Single-Family Dwelling Units, 223 Apartments
• Area 2 - 113 Single-Family Dwelling Units, 142 Apartments, assumed 20 employees for
Boise-Cascade
• Area 3 - 98 Commercial Employees, 40 Industrial Employees
• Area 4 - 23 Industrial Employees, 2 Light Industrial Employees
I should point out that while the bulk of Area 2 now stands vacant, it was assumed within the
travel demand model that this particular area (under current zoning) would see over 600 retail
employees by 2015. Because total buildout was assumed, these employees were eliminated for
purposes of this analysis.
4~
RESULTS
While there aze proposed changes on both sides of Interstate 5, that portion of Central Point that
lies to the West of I-5 will see the greatest change. Figure 1, shows the PM-Peak hour traffic that
is predicted given the changes zoning proposed,. Figure 2 shows the situation after the proposed
changes have been made on the east side of I-5. Figures 3 & 4, are comparison plots of the city's
zoning before and after the zone changes. Close inspection of this plot graphically illustrates the..
effect of the proposed changes.
• The changes made in Area 1 cause a significant increase in the amount of traffic into and out
of the azea. This traffic is loaded onto the network at a point north of East Pine Street.
However, this increase in volume does not greatly decrease the mid-block level-of-service
along Highway 99.
• To the south, the elimination of 667 retail employees caused a significant decrease in the
amount of traffic loading onto Beall Rd.
• Finally, I performed additional critical movement analysis at the intersection of East Pine St.
and Hwy. 99. Turning movement volumes are included in Figure 5. Given the proposed
changes in zoning, the increased traffic will result in a level of service D - E. I found that by
increasing the cycle time to 110 seconds from the current 95, and allowing westbound thru
traffic to use the currently dedicated left-turn lane on E. Pine, the level-of-service could be
increased to C - D. However I must point out that this issue is better addressed by your City
Engineer.
" CONCLUSIONS
""' After reviewing the results of this analysis it can be concluded that the proposed changes will not
unduly stress the Central Point Transportation System. No significant upgrades will be needed
except for the possible adjustments to the E. Pine/Hwy..99 Intersection outlined above. If you
should have any questions please feel free to contact me at' RVCOG.
45
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