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1998-12077-Ordinance No. 98-022 Recorded 2/26/1998REVIEWED AS TO FORM CODE: REVIEW �,Qfu1M, 9S-112017720177 REV�,IEWED 0 6 AY_O� " GWS �i t MAI BEFORE THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY, OREGON An Ordinance Repealing the Existing Transportation Element of the Redmond Urban Area Comprehensive Plan and Adopting a New Transportation Element of the Redmond Urban Area Comprehensive Plan, and Declaring an Emergency. * 98 FEB 26 PH i *- 55 * i I' MICLLOW * COUNTY CLERK ORDINANCE NO. 98-022 WHEREAS, amendments to the Redmond Urban Area Comprehensive Plan are required to comply with Periodic Review and OAR 660-22 for unincorporated communities; and WHEREAS, after notice and hearing as required by law, the Board of County Commissioners has considered the recommendation of the Redmond City Council; now, therefore, THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY, OREGON ORDAINS as follows: Section 1. REPEAL OF TRANSPORTATION ELEMENT. The Transportation Element of the Redmond Urban Area Comprehensive Plan is hereby repealed. Section 2. REPLACEMENT OF TRANSPORTATION ELEMENT. The Transportation Element as set forth in Exhibit "A," attached hereto and incorporated by reference herein, is hereby adopted and the City of Redmond Planning Director and Deschutes County Planning Director are hereby directed and authorized to incorporate this Transportation Element into the Redmond Urban Area Comprehensive Plan. Section 3. EMERGENCY. This Ordinance being necessary for the immediate preservation of the public peace, health and safety, an emergency is declared to exist and this Ordinance takes effect on its passage. DATED this r,26 day of , 1998 ST: tLe� ecording Secretary Page 1 of 1 - Ordinance No. 98-022 (02/25/98) MICROFILMED APR 0 11998 t #3 TRANSPORTATION ELEMENT HISTORY Traffic volumes on most roads in Redmond have risen over the years as the population has increased, neighborhoods have been built farther from services, and employment and household sizes have changed. In general, the existing street system will be unable to accommodate the growth in traffic projected for the year 2015. The increasing congestion and delays throughout the city would conflict with both local plans and state-wide planning goals. One of the principal concerns of both residents and businesses is the congestion during peak periods as both long-distance highway and local traffic volumes continue to grow. These increasing volumes, which include a high percentage of trucks and other large vehicles, are changing the atmosphere of the downtown commercial district and causing an unsafe and unattractive environment for pedestrians and bicyclists. GOALS & OBJECTIVES GOAL STATEMENT Within the Redmond Urban. Growth. Boundary an urban area transportation system will be developed which enhances the livability of Redmond and accommodates growth and development through careful planning and management of existing and future transportation facilities. GOAL I Reduce through traffic, congestion, and improve circulation along Highway 97, especially along the 5th and 6th Street couplet. Objectives: A. Develop a safe and efficient arterial and collector system which provides additional north -south routes, maintains the integrity of the downtown business district, and minimizes the impact on street -side parking. B. Improve intersection operations by adding left -turn phases, installing additional traffic signals, actuating and coordinating traffic signals, and/or increasing sight distance as needed. C. Protect residential and commercial areas from air quality, noise, and visual. TRANSPORTATION PLAN - Revised Jan 13, 1998A Exhibit Page ' Of !$._ Ordinance U3 017- impacts resulting from truck traffic. D. Provide signage directing vehicles to business, industrial, and recreational centers. E. Identify transportation demand. management measures which could reduce peak hour demand. GOAL II Enhance east/west circulation. Objectives: A. Develop a safe and efficient east -west arterial and collector system. B. Enhance existing crossing and determine the best locations for additional crossings of Dry Canyon, Highway 97, Pilot Butte Canal, and BNSFRR line to link east and west Redmond.. C. Enhance east -west circulation in the vicinity of schools, institutions, and major developments. GOAL III Identify roadway system needs to serve undeveloped areas so that steps can be taken to preserve rights -of -ways and maintain adequate traffic circulation. Objectives: A. Integrate new arterial and collector routes into the existing city grid system. B. Identify improvements to existing policies and standards that address street connectivity and spacing. C. Address Forked Horn Butte access and circulation. GOAL IV Increase the use of alternative travel modes through improved safety and service. Objectives: A. Provide additional sidewalks and improve existing sidewalk pavement for pedestrian safety and access. TRANSPORTATION PLAN - Revised Jan 13, 1998 page Exhibit 2_ A Of 18 2 Ordinance 9k-nzz B. Provide additional bicycle routes and plan regular maintenance of existing routes for bicyclist safety and access (per Redmond Bicycle Master Plan). C. Provide pedestrian and bicycle access, especially when direct motor vehicle access is not possible. D. Identify opportunities to expand transit service in conjunction. with a Deschutes County Transit Study. E. Address linkages with the Deschutes County car pool program. TRANSPORTATION SYSTEM MANAGEMENT MEASURES Transportation system management (TSM) improvements are intended to optimize the carrying capacity of the Redmond Urban Area transportation system. TSM improvements include controlling driveway locations, prohibiting on -street parking, building raised medians, signal construction at intersections, creating turning and merging lanes. Access Management Techniques The number of access points to an arterial can be restricted through the following techniques: Restricting spacing between access points (driveways) based on the type of development and the speed along the arterial Sharing of access points between adjacent properties Providing access via collector or local streets where possible 0 Constructing frontage roads to separate local traffic from through traffic Providing service drives to prevent spill-over of vehicle queues onto the adjoining roadways 0 Providing acceleration, deceleration, and right turn only lanes Offsetting driveways to produce T -intersections to minimize the number of conflict points between traffic using the driveways and through traffic 0 Installing median barriers to control conflicts associated with left turn movements Installing side barriers to the property along the arterial to restrict access width to a minimum TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit Apage 3 of 3 Ordinance '19-01-'L 0164-0391 These access management restrictions are not intended to eliminate existing intersections or driveways. Rather, they shall be applied as new development occurs. TRANSPORTATION DEMAND MANAGEMENT MEASURES Through transportation demand management, the peak travel demands could be reduced or spread to more efficiently use the transportation system, rather than building new or wider roadways. Techniques which have been successful and could be initiated to help alleviate some traffic congestion include car pooling and vanpooling, alternative work schedules, bicycle and pedestrian facilities. LAND USE AND TRANSPORTATION Redmond has a land use pattern that provides for primarily residential on the west side of the city and primarily industrial on the east side, with a commercial core along Highway 97. This pattern separates residences from industrial development which is appealing to many people; however., it also means that many people traveling to and from work must get on and/or cross Highway 97. Within this general pattern, land use densities are fairly high in Redmond, particularly where new residential development is occurring. The higher densities help keep the city more compact and help to reduce average trip lengths. PEDESTRIANS AND BICYCLISTS A Bikeway Master Plan was prepared by David Evans and Associates, Inc. for the City of Redmond in June of 1992. This plan was accepted by the City. The elements of the plan have been incorporated in this Transportation Element and the Transportation Plan Map. Bikeways Bike Paths. A bike path is physically separated from motorized traffic by an open space or barrier. Bike paths are entirely separated from the roadway but may be within the roadway right- of-way or within an independent right-of-way. A cornerstone of the bicycle system is the development of a central bike path along the length of the Dry Canyon and along the irrigation canal system. Approximately, two (2) miles of the path has been completed, with the rest expected to be built north of Highland Avenue in 1.998. There are approximately 16+ miles of existing bikeways within the City. However, these are generally fragments of lanes and are not connected to one another. Bike lanes. Generally bicycles share the roadway with other vehicles. A bike lane is a space on the road shoulder delineated from the adjacent vehicle travel lane by a solid white striped line. TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 4 Page —1`- — Of 18 Ordinance q rr-n2-z- 0is4-092 Bike lanes are constructed on both sides of the street and promote travel in the same direction as the adjacent traffic. Bike lanes will be required on all new arterials and major collectors. Most city streets are relatively wide (36 to 40 feet wide curb -to -curb) and are not striped. Some outlying roads are only about 20 feet wide with no shoulders. Bike Parking Facilities. Unsheltered racks are provided at the schools by the School District Transportation Department. A few school staff who ride bicycles generally park inside. Public racks are available at the library and at several other public and private locations throughout the city. Pedestrians Although sidewalks have been required on all residential streets constructed since 1981, most of Redmond's arterial and collector roadways, with the exception of the downtown core and some new residential areas, do not have any sidewalks for pedestrians. As noted above, Redmond does have fairly wide (36 to 40 feet wide curb -to -curb) streets, which offer some space between pedestrians and motorized vehicles. However, a curb and sidewalk provide a physical. and visual barrier that is safer and far more comforting to pedestrians. Many of the roads which do have sidewalks do not have continuous paved paths on both sides of the road. Some have sidewalks on one side only, while others have pieces of sidewalks along certain parcels but not along others. Often, the paved section switches from one side of the street to the other, forcing the pedestrians to cross back and forth or to walk in the street. The recommended street standards in the Transportation Systems Plan specify that all streets be provided with 5 -foot -wide sidewalks on each side of the street except in commercially zoned areas where the sidewalk would be 8 feet wide. PUBLIC TRANSPORTATION Public transportation in Redmond consists of a minibus for local trips for elderly and disabled residents, van shuttle for trips to Redmond and Bend, and bus line service for long distance trips. No specific expansions of any of these services is currently planned by any of the transit providers; however, increased usage of these services shall be encouraged. Although the city has no local fixed route transit service at this time, the City of Bend will be considering fixed -route transit service when it reaches the population threshold to support it. Coordination between the two cities may result in regular fixed -route transit service between Bend and Redmond. TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 5 Page 5— Of 1_ Ordinance qk-02--7- Rail Service Burlington Northern Santa Fe Railroad provides freight service to Redmond with a railroad line on the east side of town. The rail line serves the industrial area east of Highway 97. It has spurs at several locations including the area south of Sisters Avenue, and the area from Ochoco Highway to Hemlock Avenue. Air Service Roberts Field Redmond Municipal Airport is located in the southeast quadrant of the city. The airport entrance is located off of Airport Way, about one half mile south of Sisters Avenue. The airport provides daily commercial passenger service and package service to Portland and Seattle on. two carriers, Horizon Air and United Express. The Redmond Airport Master Plan is currently in the process of being updated. The Airport Master Plan structure is similar to the Transportation System Plan, as it includes an inventory of existing facilities and land use, aviation forecasts, a demand/capacity analysis, airport plans, and a development program. WATER TRANSPORTATION SERVICE Redmond has no waterborne transportation service. PIPELINE SERVICE Redmond is served by two major natural gas transmission lines operated by Pacific Gas Transmission Company. These lines parallel Highway 97 through the central. Oregon corridor from California to Canada. Cascade Natural Gas provides the gas service to Redmond. THE STREET SYSTEM The street system is the basis of the Transportation Plan. It is composed of a wide range of arterial, collector and local streets. The arterial and collector street network is illustrated on the Redmond Urban Area Transportation Plan Map. To ensure that there are alternate routes for local traffic, which in turn creates a more pedestrian and bicyclist friendly community, Redmond has a grid policy for street connectivity. To this TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 6 Page Of Ordinance !a V - o'2-z- 0164•-0394 end, public through streets should have an average spacing of approximately 660 feet. The only exceptions to this spacing standard should result from natural or man-made barriers such as Dry Canyon., Pilot Butte Canal, Highways 97 and 126, and BNSFRR railroad tracks. Arterial Streets Arterial streets form the primary roadway network within and through a region. They provide a continuous roadway system which distributes traffic between neighborhoods and other parts of the community. Generally, arterial streets are high capacity roadways which carry high traffic volumes with minimal localized activity. Arterial streets are further subdivided into minor and major arterial streets. The designation. of minor or major is dependent on the traffic volumes and the size of the region served. Minor arterial streets generally serve a smaller region, thus carrying lower traffic volumes than major arterial streets. Major Arterial Streets Major arterial streets are intended to serve as primary routes for travel between .major urban activity centers and are equivalent to ODOT's classification of principal arterial. These streets function in a similar manner to minor arterials but generally carry a much higher traffic volume. Major arterial streets have bike lanes. The following are designated major arterial streets: Highway 97 - from the south UGB to the north UGB, including those parts of the downtown couplet on 5' and 6`" Street. D Highway 126 - from the east UGB to the west UGB, including Highland Avenue and the extension of Highland Avenue east to Highway 126. Minor Arterial Streets Minor arterial streets are intended to move traffic, loaded from collector streets, between areas and across portions of a city or region. Residential property shall not face or be provided with access onto arterial streets. Minor arterials have bike lanes. The following are designated minor arterial streets. 0 Airport Way/E. 9`'' Street - from Yew Avenue to Maple Avenue. P South Canal Boulevard - from the south UGB to Highland Avenue, vicinity SW TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 7 Page of I a_ Ordinance q, 91' Street G 4 %JW 0 27th Street - from Yew Avenue to Maple Avenue 0 Yew Avenue - from Airport Way to 27`h Street 0 Sisters Avenue - from Highway 126 to S. Canal Blvd. Evergreen Avenue - from E. 9``1 Street to 6`' Street (until Highland Avenue extension is completed) 0 Maple Avenue - from E. 91" Street W. 27`" Street 0 N. Canal Blvd - from Hwy 97 to Maple Avenue Collector Streets Collector streets connect local neighborhood streets to the arterial network. Redmond. has a fairly extensive collector system. Some of the key collector streets parallel Highway 97 and may serve as alternate routes to the highway as it becomes congested. A major collector street includes bike lanes with no parking permitted. Designated major collectors include: 0 Lake Road/S. 3rd Street - from Sisters Avenue to Evergreen Avenue 0 North Canal Boulevard - from Maple Avenue to the northern UGB 0 NW 91" Street/Canyon Drive/NW 10`" Street - from Maple Avenue to the north UGB 0 SW 11" Street - from Obsidian Avenue to Highland Avenue 0 23`d Street/Rimrock Way/ 19" Street - from Salmon Avenue to canyon rim vicinity Quince Avenue 0 35`" Street - from Salmon Avenue to Hemlock Avenue (UGB) 0 Wickiup Avenue Reservoir Drive/Wickiup Avenue - from S. Canal Blvd. To Hemholtz Way (UGB). 0 Odem Medo Road - from Highway 97 to S. Canal Boulevard TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 8 Page _e of Ordinance 0164-0396 0 Salmon Avenue - from S. Canal Boulevard to 27" Street 0 Salmon Avenue/Quartz Avenue - from Airport Way to S. Canal Boulevard 0 Obsidian Avenue - from S. Canal Blvd. To S. Canyon Drive 0 Antler Avenue - from E. 9" Street to 6`' Street 0 Black Butte Avenue/Antler Avenue - from 5`" Street to 35`" Street (UGB) 0 Hemlock. Avenue - from E. 9" Street to N. Canal Boulevard 0 Hemlock Avenue - from 19`" Street to 35'hStreet (UGB) 0 Kingwood Avenue - from N. Canal Boulevard to Hwy. 97 0 King Way/Spruce Avenue - from east UGB to NW l0`" Street Minor collector streets do not have bike lanes but do have parking. Designated minor collector streets include: 0 W. 9" Street - from Highland Avenue to Ivy Avenue D SW 15"' Street/Canyon Drive/Dogwood Avenue/Canyon Drive/ 9' Street - from Quartz Avenue to Maple Avenue 0 South Canyon. Drive - from Quartz Avenue to Highland Avenue 0 43`d Street - from S Canal Boulevard to Reservoir Drive 0 Helmholtz Way - from Wickiup Avenue (UGB) to Quartz Avenue (UGB) 0 Salmon Avenue - from 27" Street to 35`" Street 0 Quartz Avenue - from S. Canal. Boulevard to Helmholtz Way (UGB) 0 Dogwood Avenue - from N. Canal Blvd to N. Canyon Dr. 0 Kingwood Avenue - from Hwy. 97 to North Canyon. Drive TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 9 Page 9 of L_ Ordinance If - 07-2- Local Streets 164-0*7 A local street provides direct access to abutting properties. Through traffic movements should be discouraged, although some traffic from other local streets in the same neighborhood may be expected. Trip lengths on local streets are normally short and traffic volumes are lower. Because of this local streets may be narrower than collector streets to encourage slower travel speeds. The following local streets are designated to be connected to the State Highway system. 0 The intersection of Sisters Avenue and Highway 126 D An undesignated local street access between the Sisters Avenue - Hwy. 126 intersection and the eastern UGB 0 The intersection of 31st Street and Hwy. 126 n The intersection. of Quince Avenue and Hwy. 97 0 An undesignated local street access halfway between Quince Avenue and Maple Avenue Street Layout Most Redmond roadways are laid out in a grid pattern. Block sizes are typically 300 feet to 330 feet each side (although some are 280 feet). Several natural features disrupt the grid system causing discontinuities and odd -shaped blocks. These features include Dry Canyon and Forked Horn Butte. Manmade features such as Pilot Butte Canal, the railroad, and large school lots also divide up the city. One of the major circulation barriers is Dry Canyon. The canyon runs north -south through town about one half mile west of Highway 97. It is deepest to the north and shallowest to the south where it ceases to become a barrier. There are currently only two major canyon crossings: Antler Avenue and Highland Avenue (Highway 126). From the north, all traffic must travel to one of these crossings in order to travel east -west across the city. Pilot Butte Canal is also a barrier to traffic circulation. It also runs north -south, adjacent to Canal Boulevard for most of its length. The canal crossings are more numerous than the canyon crossings but they still disrupt the grid system. Existing crossings include: King Way, Maple Avenue, Hemlock Avenue, Antler Avenue, Evergreen Avenue, Pumice Avenue, Odem Medo Road, and Yew Avenue. The Burlington Northern Santa Fe Railroad line runs north -south. on the east side of town. North TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 10 Page 10 of le Ordinance 9 Fr - Qzz 6164-01`193 of Highway 126, it is nearly adjacent to Pilot Butte Canal. Crossings are possible at King Way, Maple Avenue, Hemlock Avenue, Antler Avenue, Evergreen Avenue, Sisters Avenue, and Airport Way. Additional at -grade crossings will be difficult to obtain because of safety concerns at rail crossings. Forked Horn Butte is located in the southwest quadrant of the city. Because of the steep grades on the butte and the relatively sparse development, there is currently only one access route. However, this area has become a major focus of active residential development. IMPLEMENTATION Implementation of the Redmond Urban Area Transportation Plan will require changes to the City and County zoning codes and preparation by the City of a 20 -year Capital Improvement Program (CIP) to detail what transportation system improvements will be needed as Redmond grows and provides a process to fund and schedule the identified transportation system improvements. Ultimately, the transportation system CIP should be integrated into the existing City CIP, Deschutes County CIP, and the ODOT STIP. This integration is important since the Transportation System Plan proposes that all three governmental agencies will fund some of the transportation improvement projects. FINDINGS State Highways 1. Redmond is served by three state highways: Highway 97 (The Dalles-California Highway), and Highway 126, which is divided into the McKenzie Highway west of Redmond and the Ochoco Highway east of Redmond. These roadways are managed and maintained by ODOT. 2. The 1991 Oregon Highway Plan (OHP) classifies the state highway system into four levels of importance (LOI): Interstate, Statewide, Regional, and District. ODOT has established primary and secondary functions for each type of highway and objectives for managing the operations for each one. Redmond has no Interstate, Regional, or District Highways. Highway 97 is classified as a highway of statewide significance. It is the focus of the downtown commercial development and carries the greatest amount of traffic in the city. It is a five -lane highway both north and south of the downtown commercial district where it separates into a one-way couplet. From O'Neil Highway to the north end of the couplet, there are two travel lanes in each direction with a center refuge lane for vehicles turning left. The couplet runs southbound on 6th Street and northbound on 5th Street with two travel lanes in each direction plus parking. TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 11 Page t ` of I k Ordinance 'Ir -07-2- 6" 3. Highway 126 is an important east -west route through Oregon. West of Redmond, Highway 1.26 is known as the McKenzie Highway. It extends westward from Redmond, passing through Sisters and Eugene, and eventually connects with the Coast. East of Redmond, Highway 126, also known as the Ochoco Highway, extends to Prineville, connecting with Highway 26 to access eastern Oregon. Within. the city, Highway 126 travels over several roadways. The McKenzie Highway connects with Highland Avenue which. intersects with Highway 97. From this intersection, Highway 126 turns northeastward, running along Canal Boulevard before turning eastward again on Evergreen Avenue. 4. The commercial zones are focused around Highways 97 and 126. With the exception of a few small pockets, residential zoning is located west of Highway 97. The east side of Highway 97 is primarily manufacturing. Because of the commercial development along Highway 97, a large percentage of the local traffic is concentrated in the highway corridor. 5. Highway 97 is the principal north -south route through central Oregon. For the City of Redmond, it also serves as the main thoroughfare in the downtown commercial district. As a result, it carries high volumes of local traffic as well. as many semi- trailer trucks, log trucks, and recreational vehicles passing through town. The high through volumes combined with the increasing local traffic volumes are resulting in congestion, especially where Highway 97 intersects with Highway 126. 6. To the east of Highway 97, the airport and industry are the predominant land uses while the western half of the city is mostly residential. This separation of uses by zoning results in many trips between home and work having to cross Highway 97. Bicycle and Pedestrian Systems 1.. Bicycle usage is fairly low (Less than 1 percent) at the present time but there are currently few roadways with dedicated bicycle lanes on them. 2. Pedestrian activity is at a moderate level but walking is decreasing as a mode of travel to work. Many citizens expressed concern about the high traffic volumes, especially trucks, on Highway 97. Street Systems 1. Most Redmond roadways are laid out in a grid pattern. Block sizes are typically 300 TRANSPORTATION PLAN - Revised Jan 13, 1998 12 Exhibit 11 Page + ' of Ordinance ,164-0400 feet to 330 feet each side (although some are 280 feet). Several natural features disrupt the grid system causing discontinuities and odd -shaped blocks. These features include Dry Canyon and Forked Horn Butte. Manmade features such as Pilot Butte Canal, the railroad, and large school lots also divide up the city. 2. Most of the major road segments in Redmond were operating at LOS D or better in 1992, indicating minor congestion during peak periods. However, there are a few locations where 1992 traffic volumes were at or near capacity. The Sisters Avenue approach to Highway 97 was very near capacity, as was the Evergreen Avenue intersection with 6th Street. Kingwood Avenue also appeared to be an area where motorists were experiencing noticeable delays during peak periods. Transportation Financing 1. The City of Redmond has seen significant increases in its capital outlays for transportation. Over the past two years, expenditures for capital outlay have more than tripled 2. Historically, the City of Redmond has accounted for transportation funding sources throughh a special revenue fund, the Street Fund. A significant percentage of the City's Street Fund revenues comes from state gas tax revenues. Other revenue sources for the Street Fund have included property taxes, county forest receipts, system development charges, and interest earnings. Expenditures from the account are typically used for the construction, improvement, maintenance, and operation of public roads, highways, streets, and roadside rest areas. 3. In April 1996, the City of Redmond adopted a transportation system development charge. It is anticipated that the recently adopted SDC will generate about $12.9 million over the next 20 years. 4. The City of Redmond adopted an Urban Renewal Plan for its downtown area. Included within the plan is tax -increment financing for approximately $5.5 million in transportation improvements that are included in the Transportation System Plan proposed capital improvements. 5. The Highland Avenue Extension is a project in the development stage of ODOT's draft 1998-2001 State Transportation Improvement Program (November 1996). An environmental document is scheduled for Federal Fiscal Year 2002. TRANSPORTATION PLAN - Revised Jan 13, 1998 A 13 Exhibit Page I'S of I rr Ordinance 9Y- z-3- 0161-01101 POLICIES The following transportation policies are designed to implement the Redmond Urban Area Transportation Plan. Transportation System Management 1. Plan or ordinance amendments which significantly affect a transportation facility shall assure that allowed land uses are consistent with the identified function, capacity, and level. of service of the facility. This shall be accomplished by either: A. Limiting allowed land uses to be consistent with the present function, capacity, and. level of service of the facility, or B. Amending the TSP and capital improvement programs to provide the transportation facilities adequate to support the proposed land uses, or, C. Altering land use designations, densities, or design requirements to reduce demand for automobile travel and meet travel needs through other modes. 2. The City and County shall adopt land use regulations to Limit the location and number of driveways and access points, and other access management strategies on all major collector and arterial streets. 3. The function of existing and planned roadways as identified in. the Redmond Urban Area Transportation Plan shall be protected through the application of appropriate access control measures. 4. Land use decisions shall include a consideration of their impact on existing or planned transportation facilities for all modes. Transportation Demand Systems 1. The City shall maintain and enhance the function of the transportation system through the implementation of a program of Transportation Demand Management measures to diminish use of the system by a single occupant vehicles at peak demand periods. A Transportation Demand Management program shall be implemented by the City. The TDM program shall include some or all of the following measures: staggering shift schedules, allowing flexible work hours, and encouraging car pooling, bicycling, walking, and telecommuting. Pedestrian and Bicycle Systems TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit A 14 Page 14 of Ordinance �� Zz- c Ar .� kit 1102 1. The bike path and canals on the Redmond Urban Area Transportation Plan. Map shall be the basis for developing a trail system. 2. Before the vacation of any public easement or right-of-way the potential to establish or maintain its use as an access way, path, or trail and its maintenance shall be considered. 3. The City shall. work to acquire and develop a trail. system along the entire length of the Dry Canyon. 4. The City shall work to acquire and develop a trail system which utilizes Redmond's irrigation canal system. 5. Pedestrian and bicycle access into the Dry Canyon shall be designated and protected where topography permits. 6. The City and County shall develop safe and convenient bicycle and pedestrian circulation to major activity centers, including the downtown, schools, shopping areas, community centers, parks, open space and other public gathering spots. 7. Bikeways and pedestrian ways shall be considered as both a transportation and recreation element in the plan, and adequate facilities should be obtained for this purpose in all new development. Efforts should be made to extend bikeways and pedestrian ways through existing residential areas. 8. In areas of new development, the City shall identify existing and potential future opportunities for bicycle and pedestrian access ways, and shall incorporate, when in the Redmond Urban Area 'Transportation Plan, those existing and potential future pathways into the development plans. 9. Bikeways shall be included on all new arterials and major collectors, except limited access roads, or where equivalent alternative pedestrian circulation is provided within. the Urban Growth Boundary. Retrofitting existing arterials and major collectors with bike lanes shall proceed on a prioritized schedule. 1.0. Sidewalks shall be included on all new streets except limited access roads or where equivalent alternative pedestrian circulation is provided in the Urban Growth Boundary. Retrofitting existing streets with sidewalks shall proceed on a prioritized schedule. 1.1. Bikeways and pedestrian access ways shall be designed and constructed to minimize potential conflicts between transportation modes. Design and construction of such facilities should follow the guidelines established by the Oregon Bicycle and Pedestrian Plan. 1.2. Maintenance and repair of existing bikeways and pedestrian access ways (including TRANSPORTATION PLAN - Revised Jan 13, 1998 A 15 exhibit 'age Of IF' ')rrlinance `1 P ,v i z 0M1r��-0 03 sidewalks) shall be given attention concurrently with the maintenance and repair of motor vehicle facilities. 13. Bicycle parking facilities shall be provided at all new residential multi -family (four units or more), commercial, industrial, recreational and institutional facilities. State Highways L Wherever practical, access to the highway will be provided via frontage roads, alternative local roads, or other means, rather than direct access to the highway. 2. Signalized intersections on state highways should be spaced at a minimum distance of one- half mile. Consequently, when local road intersections with the highway meet signal warrants and are less than one-half mile to the nearest other planned signal location, or when operational or safety issues develop, solutions other than signalization will be implemented wherever possible. This will include consideration of turn restrictions, median closure, or other means. 3. A non -traversable median (motorized vehicles) should be installed on the highway when operational or safety issues warrant installation. Directional breaks in the median will be provided as needed to provide safe traffic operation. Right of Ways 1. Local transportation systems within the Urban Growth Boundary should be planned to utilize existing facilities and right of ways, where practical. 2. The City and County may require the dedication of right of ways for streets when necessary to improve traffic circulation, connectivity and to implement the Redmond Urban Area Transportation Plan Map and the City's grid policy. Street Systems 1. Building setback lines should be established along designated arterial streets to protect right of way needs from encroachment by buildings. 2. Motor vehicle access, where lots have more than one street frontage, should be provided from lower order streets or alleys. 3. Within the central business district service vehicles should be encouraged to use alleys for access to buildings. 4. Circulation and decreased congestion in the Central Business District (CBD) should be TRANSPORTATION PLAN - Revised Jan 13, 199816 Exhibit '� Page -I.L->— of irr Ordinance U - nz-z 0' 64-0404 improved by providing traffic with alternative routes to and from the CBD. 5. The City shall improve east -west and north -south traffic patterns in the central part of the community. Design of Streets Designs for local residential streets should meander where realignment is necessary to save natural features or significant trees. 2. Local residential streets should be designed to discourage through motor vehicle traffic and vehicles moving at excessive speeds. 3. Street standards should permit some local residential streets which move only local traffic to be built to narrower street widths with consideration given for adequate parking. 4. Alleys shall be an option in new residential areas, providing rear access and backyard parking. 5. Landscaping shall be provided and maintained along City streets with a preference for separation between curb and sidewalk with landscape strips and trees. Parking The City and County shall ensure that new development within the Urban Growth Boundary provide off-street parking and loading facilities consistent with expected traffic generation, number of employees or multi -family residents 2. The City and County shall establish regulations which provide for the parking needs of various types of vehicles and people, including but not limited. to trailers, campers, and over- size vehicles, and including handicapped persons. 3. Large continuous off-street parking surfaces shall be broken up with landscaping or other approved methods. Financing for Street System Improvements The City and County shall require that any on or off-site road improvements necessitated by the impacts of development shall be constructed in accordance with street classification standards, and financed proportionately by the developer. 2. The City will implement a Capital Improvement Program (CIP). The purpose of the CIP is to detail what transportation system improvements will be needed as Redmond grows and TRANSPORTATION PLAN - Revised Jan 13, 1998 17 Exhibit__ A Page of 17- )rdinance IF -01-`Z provide a process to fund and schedule the identified transportation system improvements. InterCity Transit The City shall cooperate with the County, the City of Bend, and ODOT to complete an interCity transit feasibility study. 2. Existing or planned transit shall be protected by identifying potential transit corridors and encouraging transit -compatible land uses and site planning. Air Transportation 1. The function of Roberts Field, Redmond's Municipal Airport, shall be protected through the application of appropriate land use designations to assure future land uses are compatible with continued operation. of the airport. TRANSPORTATION PLAN - Revised Jan 13, 1998 Exhibit 17� 18 Page i IF of ry Ordinance - Y- o i2