1985-16466-Ordinance No. 85-027 Recorded 8/14/1985• � 7
VOL 65 eacF 397
5-14b� LLGA 1E L
BEFORF_-YHE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES'7M NTY, OREGON
An Ordinance Amending Ordin-
ance No. PL -181 Redmond Urban
Area Comprehensive Plan,
Adopting a New Transportation
Element.
ORDINANCE NO. 85-027
THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY,
OREGON, ORDAINS as follows:
Section 1. That that Section of the Redmond Urban Area
Comprehensive Plan entitled "Transportation Element of the
Comprehensive Plan" is hereby amended to read as set forth in
Exhibit "A", attached hereto and by this reference incorporated
herein.
Section 2. That the Transportation Plan Map marked Exhibit
"B", attached hereto and by this reference incorporated herein,
is hereby adopted as the Transportation Plan Map for the Redmond
Urban Area Comprehensive Plan.
DATED this.11�.:b day of
ATTEST:
t� h 11 61-1 /M- i c )nr^ad
Re— c d g Secretary
1 - ORDINANCE NO. 85-027
, 1985.
BqAR9 OF COUNTY COMMISSIONERS
O SCHUTES COUNTY, OREGON
LAURENCE A. TVTTLE, Chairman
LOIS BR TOW RAN Commissioner
Z&&
DICK MAUDLIN, Commi4sioner
EXHIBIT "A VOL 65 FACE398
TRANSPORTATION
In general, the Transportation Element of the Comprehensive
Plan is intended to provide the basis for a systematic program
to minimize traffic hazards, improve traffic movement and roadway
conditions efficiently and in an orderly manner, to facilitate
the coordination of maintenance and development _programs of
all agencies responsible for transportation facilities, and
to insure that private development occurs in harmony with public
transportation facilities and programs. This includes traffic
law enforcement, emergency services, postal and school bus
service, and other public and private services dependent upon
transportation facilities.
The transportation element has
recognition and consideration of
types of land uses and public
thereon.
The transportation element was
the following general policies:
also been formulated with full
relationships with various
facilities, and the effects
prepared in conformance with
1. The circulation system should provide safe, convenient
access to each parcel of property in the community, and
access to certain specific types of public facilities such
as fire protection and emergency services shall be given
special considerations.
2. Streets and highways should recognize and respect the
characteristics of natural features and social units through
which they pass, and wherever possible, shall be designed
and located to minimize adverse impacts thereon.
3. Streets and highways should also recognize the land use
characteristics of the area through which they pass and
should be designed so that they are an asset to the commun-
ity rather than a disruptive influence.
4. Streets should be designed to serve their anticipated
function yet allowing for variations in design standards as
special circumstances or conditions require.
5. The legitimate role of public transportation, bicycle and
pedestrian circulation systems as viable future alternates
or supplements to total dependence upon the automobile
should be recognized.
With the foregoing general policies in mind, the transportation
element of the plan intends to provide the basis for a system
of streets and roads necessary to
conveniently and efficiently with
fore, the following objectives were
1
move people and goods safely,
hin the planning area. There -
established at the outset:
VOL 65 PACE 399
OBJECTIVES
1. To insure that current transportation studies and plans
are revised on a periodical basis at the time of the Compre-
hensive Plan update and that such is accomplished with
maximum coordination of all appropriate agencies.
2. To insure that all transportation systems within the
planning area, to the fullest extent possible, be planned to
utilize existing facilities and right-of-ways provided that
such is consistent with the environmental, energy, land use,
economic and social policies of the plan.
3. To insure that streets and roads accepted for dedication
to the public are improved to established county -wide
standards.
4. To classify streets and roads in accordance with function
served or design function, and to insure compatible land
uses adjacent thereto.
5. To maintain efficient and effective road and street mainten-
ance management systems.
6. To avoid dividing existing urban economic and social units
with major transportation corridors.
7. To insure that the number and location of major transporta-
tion facilities conforms to applicable plans and policies
designed to direct urban expansion or accommodate economic
development.
8. To include in all transportation plans consideration of
all appropriate transportation modes and to consider as
a major determinant the carrying capacity of the air, land
and water resources of the area.
FINDINGS
The findings set forth hereinafter are general in nature and
are intended to provide a broad basis for decisions and policy
establishment relative to transportation within and adjacent
to the study area.
1. It is apparent from all available traffic statistics and
related data that the most significant traffic volumes
and resultant associated problems are found on the state
primary and secondary highways, and a limited number of
city streets and area county roads.
2. U.S. Highway 97, a primary state highway, is the principal
north -south corridor around which the City of Redmond is
framed. The highway is a controlled access system, consist -
2
VOL 65 FAGF 410
ing of a two-lane section south to the northern limits of
the city, where it splits into a one way couplet utilizing
5th and 6th Streets, merging into four -lanes just south
of the McKenzie. Highway (U.S. 126) and continues south
as a four -lane section for approximately one mile. on -
street parking is provided on both sides of the highway
within the City.
Average daily traffic (ADT) volume generally has increased in
the past 10 years in the planning area. Average traffic volumes
have increased as follows for segments of U.S. 97 during the
same period:
TABLE #1
PRINCIPAL ARTERIAL AVERAGE DAILY TRAFFIC
U.S. HIGHWAY 97
- South City limits
-.01 miles south of north
city limits of Redmond
-.09 miles south of Jack
Pine Ave. (southbound
on 6th)
-.09 miles south on Jack
Pine Avenue (northbound
on 5th Street)
1979 1980 1981 1982 1983
10,000 10,200 10,500 9,600 10,200
9,100 10,500 10,800 10,300 10,800
6,400 6,800 7,000 6,500 6,800
6,100 6,600 6,800 6,000 6,300
U.S. HIGHWAY 126
1979
1980
1981
1982
1983
-.01 miles east of
3,900
5,500
5,400
5,300
5,500
S.W. 23rd Street
-.01 miles west of
7,600
7,700
7,600
7,400
7,700
Highway 97 (southbound)
-.01 miles east of
3,750
3,900
4,650
4,500
4,800
Hwy. 97 on Evergreen Ave.
IF
-At Oregon Trunk crossing
4,100
4,500
4,450
4,300
4,500
on Evergreen Avenue
SOURCE: Oregon Department
of Transportation Highway Division
Traffic Volume Tables for
1979 -
1983
3
VOL 65 PACE 401.
Due to a lack of turning lanes, coupled with on -street parking,
traffic congestion has become critical, particularly during
peak hours. Approximately 16% of all ADT volume consists of
heavy vehicles, which add to congestion in the Central Business
District through turning movements to the industrial area and
have an impact on the downtown environment due to their noise
contribution.
3. U.S. Highway 126, a secondary state highway, forms the
east -west frame for Redmond and the Planning Area. It
is a controlled access, two-lane system which enters the
City from the west as Highland Avenue, intersects the
U.S. 97 couplet south of the Central Business District and
continues eastward three blocks to the northeast as Ever-
green Avenue, in the heart of the CBD. hike all Redmond
streets running east -west, east of the Pilot Butte Canal,
Highway 126 has a railroad grade crossing just east of the
canal.
Based on a study of all vehicles approaching cities ranging
from 2,000,000 population, along major highways under
average conditions, a city of Redmond's size would be the
destination of approximately 45% of such traffic and 55%
would be through traffic.
4. All research data indicates that all of the appropriate
modes of transportation are presently being utilized in
the area; the predominant modes identified include rail,
air, highway, pipeline, bicycle and pedestrian, and the
automobile as the primary mode.
5. In Deschutes County the Trans -America Trail begins five
miles west of Sisters and runs east to Redmond along U.S.
Highway 126. On that highway the trail enters the Redmond
Urban Area and runs east to Canal Boulevard; then travels
north along Canal Boulevard to 2nd Street; then north to
Antler Avenue and then east one block to N. Canal Boulevard;
then north along Canal Boulevard to the Prineville Junction;
then east along Yucca to 5th Street and then north to O'Neil
Way and then east to Prineville. A small percentage of
the trail is a designated bicycle lane.
6. The Trans -America Trail is .actively used by bicyclists
in the summer months.
7. There are three basic classifications of streets and roads
based on the function they serve:
4
�ilVOL 65 FACE 402
a r�cr�c
A. The function of arterials shall be to:
(1) Provide for a high degree of through movement
and mobility. Ease of access to and from princ-
ipal arterials shall be related to the type of
adjacent land use (i.e. individual access shall be
discouraged to and from residential areas while
encouraged within the Central Business District).
(2) Move efficiently and safely high average daily
traffic numbers; and provide connections to major
roads outside of the planning area.
(3) Carry a majority of the truck traffic within
the planning area.
B. Design of arterials shall:
(1) Provide for recommended arterial right-of-way
widths and pavement surfaces.
(2) Discourage on -street parking.
(3) Provide main intersections primarily with other
arterials and to a lesser degree wherever required
with collectors. Intersections with local streets
shall be avoided wherever possible, except in
designated commercial and industrial areas.
(4) Provide pedestrian -bicycle paths within the
right -of- ways with bicycle -pedestrian policies.
(5) Provide proper signalization at all major inter-
sections.
(6) Provide right-of-way widths and number of lanes
consistent with the nature of the adjacent land
uses, expected traffic, speeds, and number of
intersecting streets.
(7) Adjacent land uses that generate conflicts with
the arterial's function as an alternative through -
route shall be discouraged.
(8) Insure right-of-ways at intersections between
arterials and collectors that are large enough
to provide all desired turning movements, includ-
ing left hand turn lanes.
5
VOL 65 ucF 4 1
' (9) Provide a road base sufficient to handle usage
by large trucks.
C. Related land use and development shall:
(1) Encourage "major activity centers" (as defined
in the commercial and industrial Comprehensive
Plan sections) near intersection with higher
order streets within the intent of the following
subsection b.
(2) Except in designated "commercial and industrial
areas", new development whenever possible shall:
(a) Provide access to arterials by means of
a collector or by a frontage or local street
whenever a collector is not feasible.
(b) Be buffered from the right-of-way by requir-
ing a. deep setback for the combining of
access points or the construction of a
frontage street.
(c) Encourage design that combines the access
of several developments to a single control-
lable point.
(3) Discourages unlimited access to and from adjacent
residential developments.
(4) Encourage high density development while regulat-
ing access, and providing buffer areas form
impacts generated by arterials.
Collectors
A. The function of collectors shall be to:
(1) Be the main traffic artery within a given "neigh-
borhood."
(2) Provide a high degree of land access and maintain
low speeds.
(3) Provide traffic movement between arterials and
local streets.
(4) Discourage through movement between "higher order
streets" for traffic not making stops in the
neighborhood.
(5) Provide on -street parking.
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VOL 65 PACE 404
B. Design shall:
(1) Provide control measures to discourage unwanted
speeds.
(2) Insure turning movements for traff is into "neigh-
borhoods" at intersections with principal and
minor arterials.
(3) Insure collectors have the "right -of -way" over
local streets to maintain a "through" function.
(4) Provide for safe and frequent bicycle and pedes-
trian crossings along the streets and at intersec-
tions.
(5) Insure street widths corresponding to the nature
of land uses within the "neighborhoods" served
and to the level of trip generation that corres-
pond to those land uses.
C. Related land use shall:
(1) Be compatible with the neighborhoods served.
(2) Discourage land uses which attract a significant
number of traffic trips outside the neighborhood
residential areas.
(3) Be encouraged to provide access by means of a
collector of local streets.
(4) Encourage high density developments with close
proximity to "higher order streets."
Local Streets
A. A local street's functional purpose shall be to:
(1) Serve short trip desire, small "neighborhood"
areas and small average daily traffic counts.
(2) Provide low levels of mobility and speed, and
direct access to individual properties.
(3) Highly discourage through movement except to
other local or collector streets.
(4) Discourage direct connections to arterial streets.
7
e
B. Design shall:
(1) Provide safe
standards.
VOL 65 PACE 405
"sight distances" within established
(2) Provide a minimum width of two lanes of movement,
with parking on both sides and be wide enough
for service and emergency vehicle access.
(3) Avoid four-way intersections and assure stops
at all "higher order streets."
C. Related land use shall be determined and reviewed
under the same criteria as for a collector with the
exception of "d" which states "encourage high density
— developments with close proximity to 'higher order
streets."'
8. Specific definitions for the Road Network Classifications
used are:
A. Principal arterial - carries the major portion of
trips entering and leaving the urban area and outlying
rural and recreation area.
B. Urban minor arterial - interconnects with and augments
the principal arterial system and provides service
to intra-urban/intra-community areas.
Rural minor arterial - connects with the principal
arterial system and forms the rural road network that
links cities and rural service centers.
C. Collector street - provides service and traffic
circulation between residential neighborhoods and the
arterial street system with limited access.
D. Local street - provides access to property abutting
the public right-of-way; this includes vehicular and
pedestrian access. Moving traffic is a secondary
function of a local street and it should not carry
through traffic.
E. Alley - a public way through the muddle of a block
giving access to the rear of•parcels or buildings.
9. Analysis of the existing traffic network, reveal the
following issues:
Principal Arterials (U.S. 97 and U.S. 126)
A. Increasing congestion, particularly in the Central
GG
Vol �;:. �
Business District due to lack of refuge lanes for
turning movements, on -street parking, loading of Oregon
126 through traffic on U.S. 97 couplet for a three
block segment in the heart of the CBD and unavailabil-
ity of alternate city routes for through and heavy
truck traffic.
B. In many instances sight distance for safety purposes
is hampered at cross -street intersections and access -
egress points to land use activities by on -street
parking and/or existing buildings.
C. Hazard to safety and traffic movement on U.S. 126,
through increasing traffic volumes, due to railroad
grade crossing east of Pilot Butte Canal.
Local Citv Svstem
A. Major problem of east -west communication. Antler
Avenue coupled with Black Butte Boulevard and U.S.. 126
provide the only linkages, although indirect, across
the canyon at the western extremity of the City.
The Antler Avenue and Black Butte Boulevard connect
with 19th Street provides the only street serving
the area northwest of the canyon and linking to the
CBD. This situation is also prevalent for the expand-
ing southwest portion of the City, as: east -west streets
drain to South Canal Boulevard or Oregon 126 via 23rd
Street to reach the principal services of the City.
B. Primary dependence of existing major highways to move
local traffic to the City core.
Transportation Policies
1. It shall be the policy of the City to provide and encourage
a safe, convenient and economic transportation system.
All transportation plans shall: A) consider all appropriate
modes of transportation, B) be based upon an inventory
of needs and identified problems, C) consider the differ-
ences in social consequences resulting from differing
combinations of transportation modes, D) avoid principal
reliance upon any one mode of transportation, E) minimize
adverse social, economic and environmental impacts and
costs, F) conserve energy, G) meet the needs of the trans-
portation disadvantaged, H) facilitate the flow of goods and
services relative to the local economy, and I) conform to
the applicable policies of the plan.
2. All current and future transportation studies and plans
shall be revised periodically as deemed necessary and shall
be coordinated with all appropriate agencies.
VOL 65 PAGE 467
3. The City and County shall continue to work toward coordinat-
ing the transfer of responsibilities relative to streets and
roads.
4. Streets and roads shall be classified in accordance with
the function served or designated; each classification
shall be developed to the improvement standards established
therefore, and planning decisions associated therewith
shall take into account the interrelationships of such
functions and adjoining land uses. Therefore, all streets
and roads within the planning area shall be classified
as A) Arterials, B) Collectors, or C) Local Streets. In
compliance therewith, the following street and road classi-
fications are hereby set forth:
(A) Arterials
(1) North -south
U.S. HIGHWAY 97 - 5TH & 6TH STREETS
HELMHOLTZ WAY / W. 43RD STREET
Maple Ave. to Wickiup Ave.
NORTHWEST WAY / W. 27TH STREET
Coyner Ave. to Canal Blvd.
9TH STREET ALT. ROUTE
King Way to Ochoco Hwy 126
AIRPORT WAY
Ochoco Hwy 126 to Hwy 97
CANAL BLVD.
North of O'Neil Way
South of Yew Ave.
Evergreen Ave. to Highland Ave.
(2) East -west
HWY 126 McKENZIE HWY. / OCHOCO HWY
MAPLE AVE. / NEGUS AVE.
W. 43rd St. (Helmholtz Way) to E. 9th St.
SISTERS AVE.
Canal Blvd. to Airport Way
YEW AVE.
Canal Blvd. to Hwy 97
10
(B) Collectors
8 .
65 PAGE 408
(1) North -south
HELMHOLTZ WAY / W. 43RD ST.
South of Wickiup Ave.
W. 35TH ST.
Upas Ave. to Reservoir Dr.
W. 23RD ST.
Hwy 126 to Canal Blvd.
W. 19TH ST. / RIMROCK WAY
Maple Ave. to Hwy 126
W. 15TH ST.
Forest Ave. to Quartz Ave.
W. 10TH ST. -
--.
Pershall Way to Maple Ave.
W. 11TH ST.
Hwy 126 to Obsidian Ave.
W. 9TH ST. / CANYON DR.
Maple Ave. to Forest Ave.
CANAL BLVD. / E. 2ND ST.
E. 9th St. (Future intersection) to
Evergreen
Hwy 97 to Yew Ave.
E. 3RD ST. / JACKSON ST.
Antler Ave. to Sisters Ave.
NEGUS AVE. / E. 13TH ST.
O'Neil Way to Canal Blvd.
(2) West -east
KING WAY
Canal Blvd. to E. 17th St.
KINGWOOD AVE.
W. 9th St. to Canal Blvd.
HEMLOCK AVE.
W. 35th St. to W. 19th St.
Canal Blvd. to E. 9th St.
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VOL 65 PAGE 409
ANTLER AVE.
From Helmholtz Way (W. 43rd St.) to Canyon Dr.
From Hwy 97 (5th St.) to E. 9th St.
BLACK BUTTE BLVD.
From Canyon Dr. to Hwy 97 (6th St.)
OBSIDIAN AVE.
Helmholtz Way (W. 43rd St.) to Canal Blvd.
PUMICE AVE.
Canal Blvd. to Hwy 97
QUARTZ AVE.
W. 27th St. to Canal Blvd.
SALMON AVE.
Helmholtz Way (W. 43rd St.) to Canal Blvd.
ODEM-MEDO WAY
Canal Blvd. to Hwy 97
VOLCANO BLVD. / AIRPORT WAY
Canal Blvd. to Hwy 97
WICKIUP AVE. / RESERVOIR DR.
Helmholtz Way (W. 43rd St.) to Canal Blvd.
(C) Local Streets
All other streets and roads in the planning area shall
be classified as local streets.
5. Transportation systems within the city and county, to the
fullest extent possible, shall be planned to utilize
existing facilities and right-of-ways, and shall avoid
dividing existing economic and social urban units.
6. All plans for transportation systems shall consider as
a major determinant the carrying capacity of affected air,
land and water resources, and shall be in conformance with
applicable policies of this plan relative to natural
resources, hazards, scenic resources, and urbanization
specifically. In addition, the number and location of major
transportation facilities shall be designed to direct urban
expansion to those areas identified as necessary and
suitable for urban development.
7. The city and county shall recognize the relationship between
land use and street function. Transportation shall be
considered according to street classification policies
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VOL 65 PACE 1Y
in extension of existing development or approval of new
development.
8. The city and county shall locate and preserve corridors
or right-of-ways which are potential arterials and collect-
ors. Improvements which conflict with the proposed street
shall be prohibited.
9. The city and county shall require that road improvements
necessitated by development shall be constructed in accord
with street classification policies, and financed by the
developer. (Such road improvements include roads affected
by the impact of the development.)
10. The city and county shall limit further development which
prevents streets from serving their function (including
causing streets to have lower speed limits than the function
necessitates).
11. The city shall require frontage roads to decrease traffic
impacts on collectors and arterials.
12. High speed mobility shall be maintained on principal
arterials to insure convenient movement into and out of the
city.
13. The city and county shall insure that wherever possible new
or extended uses within the Urban Growth Boundary provide
off-street parking and loading facilities consistent with
expected traffic generation and number of employees or
residents.
14. The city shall establish regulations which provide for the
parking needs of all types of vehicles and people, including
but not limited to trailers, campers, and over -size vehic-
les, and including handicapped persons..
15. Relative to parks and recreation facilities, transportation
considerations shall include the following:
A. Larger parks and recreation facilities should be
equally accessible to areas they are intended to serve.
B. Other parks should be centrally located and as easily
accessible as possible to- areas they are intended
to serve.
C. A system, for bicycle, pedestrian and, in some cases,
equestrian use should be developed and wherever
possible, interconnect schools, parks and open spaces
within the area.
13
16. Concerted community efforts should be made to improve
east -west and north -south traffic patterns in the central
pert of the community.
17. Wherever possible, right-of-ways for streets and highways
should be obtained as part of the development process.
18. Efforts should be made to acquire parts of right-of-ways
necessary for the correction of intersections, excessively
sharp curves or to complete the continuity of alignment
prior to development so that the cost of acquisition to the
public will be minimized.
19. Access controls should be part of the design standards for
arterials and collectors wherever possible.
20. Building setback lines 'should be established along existing
and future arterial and collector streets to protect
necessary future right-of-ways from encroachment by build-
ings. --
21. In residential areas, development should be encouraged which
have side yards or rear yards along arterial streets as a
means of reducing congestion through turning movements in
and out of driveways.
22. Streets and highway right-of-ways should be adequate to
allow for sidewalk, bikeways and reasonable and effective
planter strips.
23. Local street patterns and residential areas should be varied
and interesting wherever possible.
24. Variances in development standards should be allowed for
hillside areas to avoid unnecessary scarring of hillsides.
25. Special considerations should be given to all residential
streets where appropriate to save natural features or trees
as a means of retaining natural character of the area.
26. Cul-de-sacs which end in a turn -around other than a circle
should be considered as a reasonable design solution, parti-
cularly in hillside areas.
27. A bikeway circulation plan should be implemented as soon as
possible.
28. Trails, bikeways and pedestrian ways should be developed
into a coordinated, integrated system for local movements
throughout the planning area.
14
29-. Pedestrian and bicycle traffic should be physically separ-
ated from vehicular traffic wherever possible.
30. Trails and bikeways -should be designed in a manner which
will make walking or cycling safe and interesting.
31. The Trans -America Trail is an important bicycle route for
transportation and recreation purposes. No land use action
or permit shall be allowed on adjacent lands to the Trans -
America Trail that will unduly affect the purpose of the
route.
32. Alteration to design standards for curbs should be made to
permit bicycles and wheelchairs to negotiate curbs at
intersections.
33. Intra -urban transportation facilities should be located in
or near the central business district.
34. Special consideration will be needed to evaluate public
transportation needs and possibilities within the urban
area, and between the cities of Central Oregon.
35. Encourage stops of all "lower order" streets at intersec-
tions with "higher order" streets.
36. Encourage use of alley -ways within the central business
district for loading and pedestrian movement.
37. Encourage space for pedestrian loading or pickup areas at
"activity centers" which are safe and are not in conflict
with street vehicle use.
38. Assure safe "sight distances" for pedestrians and vehicles
at all intersections.
39. Encourage and provide standards for landscaping along city
streets and particular in the Central Business District.
40. Minimize continuous parking surfaces which are impervious to
water and divide large parking areas by including functional
(i.e. visual relief, cooling in summer) and maintainable
planting strips and islands.
41. Alleviate congestion by improving pedestrian and traffic
controls and indicators.
42. Provide for decreased congestion in the central business
district and improved circulation in the city by providing
traffic with alternative routes to and from the CBD.
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VOL 65 PACE
43. It should be noted that not all right-of-ways, particularly
collectors, can be designated at this time. Upon demand in
a specific area, the public administrative bodies may
require the establishment of other right-of-ways to improve
traffic circulation and meet the intent of the established
policies.
Until actual location and layout of proposed transportation
facilities are determined, it is difficult to determine
the exact financial costs required for construction and
purchase of property. A complete understanding of both
long and short term social and economic costs is necessary,
and must be considered before proposals are finalized.
TRANSPORTATION STRATEGY
Based on the foregoing objectives, findings and policies, and
on projected requirements for growth, the following presents
a general strategy for guiding the future development of the
overall transportation system for the Redmond -Urban Area. ---
Maior Highway Traffic: U.S. Highway 97 and 126 form the
backbone of the area's transportation network and in the
immediate future will undoubtedly be required to continue
such functions. Recent and expected increases in traffic
volumes with attendant demand for relocation of U.S. Highway
97 and the utilizing traffic thereof is for the development
of an alternative route through the airport industrial
areas east of the railroad.
There are various alternatives for the exact location and
alignment of this alternate arterial route, however, it
has been determined that the initial point of beginning
should be at the Airport Way intersection point with Highway
97 in the southern portion of the planning area. This
point of separation was selected because the location is
in the general vicinity of the southern boundary limit
of the airport industrial management area..
The recommended alternative would have the route located
to the east side of the golf course, and then north to
an intersection point with 9th Street. Upon connection
with 9th Street, the route would then continue north to
King Way, and then veer north. westerly to an intersection
point with Canal Boulevard and eventually joining Highway
97 outside of the Urban Growth Boundary.
This approach to a North -south Alternate Arterial Route
is recommended based on the following factors and considera-
tions: 1) provides a through route through the existing
and planned industrial areas; 2) does not require truck
traffic to pass through any major residential areas; 3)
von 6.5 t w 1
utilizes as much as possible existing rights-of-way, streets
and canal and railroad crossings; 4) parallels the airport
and railroad at distances which allow for industrial
development on both sides of the route; 5) creates full
interchanges with U.S. Highway 126 (the east -west arterial)
and with existing east -west collector streets including
Sisters Avenue, Ochoco Way, Antler and Hemlock Streets; and
6) the designation as a "through route" vs. designation as
a "by-pass" is intended as an encouragement for limited
utilization of said route by truck traffic, industrial
park and airport destination traffic, and absolute through
traffic, the intent is not to re-route recreational and
local traffic away from serving commercial areas.
U.S. Highway 126, presents hazardous and non -compatible
situations in its present route through the City. It was,
therefore, considered imperative thatan alternative route
be identified and implemented. The recommendation herein
(and as set forth in the 1974 Plan) is for Highway 126
to be re -aligned east_ of 5th Street. as an extension of
Highland Avenue due east across the canal to an interchange
point with the proposed truck route in the general vicinity
of the present intersection of east Highway 126 and 9th
Street.
AIR TRANSPORTATION
The Airport Master Plan shall be set forth as an integral part
of the transportation element of the Comprehensive Plan for
the Redmond area. Thereof, said pian shall be the basis for
all air transportation considerations and that said plan shall
be the controlling document for land use, transportation and
related decisions in those areas affecting the Airport.
RAIL TRANSPORTATION
Principal rail facility concerns are related to requirements
of future industrial expansion and the proposed alternate
arterial route. Development of industrial uses east of said
route requiring rail service will necessitate a crossing of the
highway. It is essential that adequate signalization and safety
precautions are provided at all mainline street crossings.
CANYON PLAN ,
The Redmond Dry Canyon Master Plan shall be referred to here
and all Transportation recommendations shall be included here
by reference. Said plan shall be the basis for all transport-
ation and access considerations within, through, and abutting the
Dry Canyon.
17
Commisioners' Journal
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