kittelson - oregon.gov

KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNINGITRAFFIC ENGINEERING 610 SW ALDER, SUITE 700 . PORTLAND, OR 97205 . (503) 228-5230 . FAX (503) 273-8169

February 23, 2005 Project #: 6482

Teresa Penninger ODOT - Region 5 3812 Island Avenue La Crande, OR 97850

RE: OR 201 C o d o r Refinement Plan

Dear Teresa,

Enclosed is a final copy of the OR 201 Corridor Refinement Plan preceded by the City of Ontario and Malheur County adopting ordinances. Please contact us if you have any questions.

Sincerely, KITTELSON & ASSOCIATES, LNC.

Matt Hughart, AICP Senior Planner

c: Scott Trainor, City of Ontario Dan Stjeneke, City of Ontario Jon Beal, Malheur County

Marc Butorac, P.E., P.T.O.E. Principal Engineer

After recording, return to: Cit$ Recorder City of Ontario 444 SW 4m Street 1 Ontario OR 0791 4

INSTRUMENT NO. 2004 -9' ' p a g e L o f A ~ a g e s

ORMNANCE NO. 2549-rn

AN ORDINANCE AMENDING THE ONTARIO TRANSPORTATION SYSTEM PLAN BY REFERENCE THROUGH A COMPREHENSIVE CIRCULARON 8 ACCESS

MANAGEMENT PLAN FOR THE OR 201 CORRIDOR BETWEEN SW 41H AVENUE AND THE US 20/26 JUNCTION.

WHEREAS, The City of Ontario, through its periodic review process and Transportalion System Plan analysis identiied deficiencies in the bansportation w m e n t d Ule Ontado Ccamprebnsive Plan, a d wt abut to remedy those defidmcies by t k aboptim of a OR 2 o " I d ~ r

1

refinement plan; and

i WHEREAS, As a condition of funding for the new interchange bridge, the Or . ..'" - -.

-. ' - ---w On '. .- - .-

of 0 um Beltline (US 20126 junction-Cairo junction- and to Airport Way) be analyzed for possible designation as an Expressway; and

I WHEREAS, The OR 201 Conidor Refinement Plan is a comprehensive circulation and

I access management plan for the OR 201 highway corridor located between SW 4& Avenue and the US 20126 junction and in compliance with the Ontario Comprehensive Plan.

NOW f HEREFOR$ THE CITY OF ONTARIO ORDAINS AS FOLLOWS:

That the amendments, by reference, to the City of Ontario Transportation System Plan, are hereby adopted as set out by the OR 201 Comdor Refinement Plan, dated October 2004, and shall be made effective as of the effective date of this ordinance.

PASSED AND ADOPTED by the Common Council of the City of Ontario this 2 0 ~ day of - - December, 2004, by the following vote:

AYES: Allen, Phillips, Gaskill, Camck , Cheatham, Mosier, Jacobs

NAYS: None

1 certify thzt t h s within Instrument of writing was recei .cl for record on

ABSENT: None r e iie oav 20 PLL at --orl~ck M. FEE -&I-

Ordinance 25492004 OR 201 Conidor STATE OF OREGON, County of Malheur Page 1 of2

DEBORAH R , DeLONG County Clerk

By: Deputy

- . -

INSTRUMENT NO. 2004 ' Q 137

~ a ~ e A o f & ~ a g e s

APPROVED by the Mayor this 20m day of December, 2004.

ATTEST:

Toe hkrum, City Recsrder

Ordinance 25442004 OR 201 Corridor Page 2 of 2

F I L E D / 2'5fPM

AM ORDINANCE AMENDING THE MALHEUR COUMV tfiANSPQRATlON SYSTEM PLAN BY REFERENCE THROUGH A COMPREHENSIVE CIRCULATION & ACCESS MANAGEMENI P U N FOR THE OR 209 CORRIDOR B W E E N SW 4m AVENUE AND THE US 20126 JUNCTION

This matter came before the tdalheur County Court on January 19,2005 and February 2, 2005.

. .. WHEREAS, as a condition of funding for the new interchange bridge to be located north of Ontario on 1-84, the Oregon Department of Transportation, through the Oregon Transportation Commission (OTC), stated that a portion of the existing section of OR 201 from US 20~26 junctiotdcairo junction to Airport Way, which connects to the new Ytuni Beltline, should be analyzed for possible designation as an apmssway; and

WHEREAS, the OR 201 Corridor Refinement Pian dated October 2004 (OR 201 Corridor Refinement Plan) is attached hereto as Exhibit '&"; and

WHEREAS, based on the direction of the OTC the OR 201 Corridor Refinement Plan was developed. The OR 201 Corridor Refinement Plan is a comprehensive circulation and access management plan for the OR 201 highway corridor located between SW 4m Avenue and US 20~26 junction and is a plan for at least the next 20 years; and

WHEREAS, the OR 201 Comdor Refinement Plan is in compliance with the Malheur County Comprehensive Plan, the Malheur County Transporlation System Plan, Statewide Planning Goals and Transportatior~ Planning Rules 'as demonstrated in the findings of fact attached hereto as Exhibit "A"; and

WHEREAS, Section 6 of the OR 201 Corridor Refinement Plan is being added to the Malheur County Transportation Sysiem Plan. The remaining portions of the OR 201 Corridor Refinement Plan will serve as a Technical Report and as

- findings for the adoption of this ordinance; and

WHEREAS, the County Court finds that Measure 56 was complied with.

MALHECIE COUNTY PAGE 03

~ w s T @ $ I M ~ ~ Y NO. a006 -7 93 P p ! $ p k & f ~ ~ d a w

NOW THEREFORE, THE MALHEUR COUNTY COURT, STATE OF OREGON, ORDAINS AS FOLLOWS:

Section 1. Adoption of Findlngs of Fact

The above "whereas" provisions, Exhibits "A" and Exhibit "B" are adopted and incorporated herein by reference.

Sectlon 2: Adoption of OR 201 Corridor Refinement Plan October 2004 ,

The Malheur County Court incorporates by reference, adds and adopts Section 6 of the OR 201 Corridor Rdininement Plan October 2004 as part of the Malheur Gaunv Transportation System Plan and Malheur Counw Comprehensive Plan The remaining portions of the OR 201 Corridor Plan shall serve as a tachnicai report and additional findings in support of this srdinanm.

Section 3. Effective Date.

This ordinance shall be effective 90 days from February 2, 2005.

EXEIBIT "A" Pindings of Fact. in Support o f Ordinance Number 150-0242-05;'Adopting OR 201 Cornidor

Refinement Plan October 2004

CONFORMANCE wrrH STATEWIDE PLANNING GOALS

The foliowing sections document findings that demnnsh-ate that the adoption sf the OR 201 Conidor Refinement Plan is mnsistent with Oregon's S a t k d e Plarrning Gods.

Public notice for the hearing on this application will be provided h u & h e standard Malhew Collnty notification proccdms. The public will have an opportunity to rcview the application and staff report in advance of tbe public hearings scheduled at the County and to provide testimony at the hearing.

In addition to the public comment opportunities, the development of the OR 201 Corridor Refinement Plan was guided by citizen participation process. This process included a series of public meetings that allowed intetested citizens, property owners, and business owners an opportunity to review and comment upon the technical work as it was being cornpled and deveioped over the course of the planning process. These m e e t i s were also instnrmentd as forums that gave the public an opportunity to provide information to the project consultant team.

The OR 201 Corridor Refinement Plan process has also been advised by a Project Planning Management Team ("'PPh.TP"7, consisting of technical advisors from the City of Ontario, Malheur C o w , and QDOT. Elach of the PPlvrr meetings and public meetings aahe smmarized in Appendix A of the OR 201 Corridor Refinement Plan.

Goal $42 - Land Use Plannlng

Response

The OR 201 Corridor Rehemcnt Plan includes a thorough factual base that demonstrates that this proposed action is consistent with all applicable adopted local plans and has been coordinated with dl affected governmental agencies (City of Ontario and ODOT).

Goal #3 - Agricultural Lands

R e p m e

The OR 201. Corridor Refinement Plan does not propose or recommend any land use modifications to existing agricultural lands.

Goal #4 - Forest Lands

Responre

This Goal is not applicable as there i s no designated forest lands within thc Malheur County's pottion of the OR 201 study area boundary.

Goal 1Y5 - Own Spaces, Scenic and Historic Areas, and Natural Resources

Response

There are no resources listed under ffoal 5 that are included in the OR 201 Corridor Plan study area.

Goal lt6 - Als, Water and Land Resouserrs QuallQ

Response

According to the US hGronmental Protection Agency, M a e m Counlg. is in the Nationd Ambient Air Quality Standards of six principal paltuimts, also b o r n as criteria polIutants (carbon monoxide, kzxi, particulate matter, nitrogen dioxide, ozone, sulfur oxides) considered harmful to public health and the environment. The recommended transportation improvement projects listed in the OR 201 Conidor Refinement Plan are not anticipated to create adverse impacts to the area's air quality.

ODOT, .Region 5 currently has a National Pollution Discharge Elimination System (NPDES) Storm Watcr Discharge Permit from the Oregon Department of Environmental Quality for dl construction activities that will result in the disturbance of five or morc acres. Conditions of the

-- permit, which is valid through December 31, 2005, include implementation of an erosion and sediment control plan, monitoring of controls, and othm conditions and practices.

Goal #I - Areas Subject tC, Natvml tllsaater% and Hsmt'ds

Response

Areas within the OR 201 Corridor Refinement Plan are not within in my lands or areas known tor n a w d ciisasters or hazards. No lands w t h n the OR 201 Corridor Refinement Plan are within a flood plain or on steep slopes.

Goal #8 - Recreational Needs

As part of a long-tem vision of the OR 201 corridor between SW 4'h Avenue and SW 1 8 ~ Avenue, the OR 201 Corridor Refinement Plan incIudcs guidelines and standards for the development of an off-street multi-purpose trail. The accommodation of bicycle and pedestrian travel is accounted for dong dl other existing and planned roadway facilities within the OR 201 study arc&

U2/23/2085 11:05 5414735168 MALHEUR COLII.ITY PAGE 06

Goal $9 - Economlc Development

Response

The adoption of the OR 201 Corridor Refinement Plan will amend the Malhcur County transportstion system plan to include transportation improvements and access management measures that will guide the long-term development of the urbanized areas of thc OR 201 corridor. The transportation improvements and access management measures will faciIitate freight movcment in this m a , a chief concern for the economic viability of the County and State. In addition. the planned transportation system, as ouilincd in the Corridor Plan, will facilitate redevelopment and potential business growth in the urban gmwth boundary areas located north of S W I. 8" Avenue.

This Goal is not appiicable, as the OR 201 Corridor Refinement Plm does not needs.

Goal %I I - Publlc Facllltles and Services

Response

This Goal is not applicable, as the OR 201 Conidor Refinement Plan does not pertain to non- transportation related services such as sewers, water, law enforcement, and f i e protection.

Response

The adoption of the OR 201 Corridor Refinement Plm will help to preseme the long-term function, capacity, and safety of the OR 201 study corridor. As demonstrated by the ~2utsporEation analysis conducted as part of the OR 201 Cwridor ReEcnemea Plan, the planned transportation system will be adequate to serve trips generated by future development of allowed land uses. The proposed plan amendment will "'significdy affect" the transportation system as defined in tbe Transpartation Planning Rule because it includes modifying the roadway functional classification for several roadways located within the OR 201 Corridor Refinement Plan study arca (see the following section entitled "Conformance with the Transportation Planning Rule" for more detail).

MALHEUR COUNTY PAGE 07

Goal #13 - Energy Conservetioa

Response

This goal is met through the adoption of the OR 201 Corridor Refinement Plan, which contains a preferred roadway network and necessary trausportation improvements to implement a multirnodal, safe, and efficient transportation system. Specific planning elements include the provision of a transportation system that is efiicient and can safely accornmodatc all modes of msportation, that a local circulation network is maintainod, and tliai the roadway network is interconnected in order to provide alternate travel routes, reducc trip lengths and encourage waking md bicycling.

The OR 201 Coaridor Rcfmement Plan has ideatiGed a roadway circulation and access management plan for the OK 201 study conidor. These planned projects and policies will accomodate future expected growth dong Ihe OR 201 corridor and effectively and efficiently accommodate both local and regional traffic.

The majority of the study arca located north of the S W 1 8h Avenue is located within the City of Ontario's Urban Growth Boundary. Some of this land i s located within the current city limits, but most lies within the Urban Growth Area and has been identified by M3lheur County as an area suitable for future urbanization to accommodate projected commercjal growth needs. The OR 201 Corridor Refmement Plan will improve access to this area of Ontario and Malheur County, a condition that could make the area more attractive to growth.

Land to the south of SW 1 Sth Avenue is in Malheur County and is outside of the Urban Growth Boundary. This area is zoned for Exclusive Farm Use with the exception a small area near the OR 201 /US 20126 junction chm is zoned as a R d Service Center.

CONFORMANCE WITH THE TRANSPORTATION PLANNING RULE 660-012-0025 Complying witlr the Goals in Preparing Transportation Sysfem Plnnr; Refinement Plnns

(2) Findi?~gs of compliance with applicable statewide planning goals a d acbmledged comprehensivep2anpolicies ar~d land are regulations shall be developed in conjunction wifh the adoption ofthe TSP.

'Response:

The OR 201 Corridor Refinement Plan is considered a "Refinement Plan" in tbat it amends the Malheur County Transportation System Plan in a way that determines, at a systems level, the function, mode or general location of kansportatian elements, the plannhg far which was deferred during transpoHation system planning because more detailed information was needed. Findings included in the previous section entitled "Conformance with Statewide Planning Gnals," satisfies t h i s Trmspo&tion Planning Rule rcquircment.

OAR 66&22-060 PIon and h d Use Regulatians Am~dmentr

(I) Amerdmcnf~. toficnctionalplans; acknowledged comprehemive plans, mrd land me reg~io~iom which sign$cantly aflect a rransporration facility shall assure that allowed land tqes are consistent with the identr$ed&ncfion, cnpacf@, andperfomance standar& (e.g. level ojservice, volme to capacity ratio, ere.) of rhe fucilip. Zkis sltall be accomplisired by either:

{a) Limiting uIIowedland usas to be consistent wi!h theplannedflnctioq cqac?v, und performance &mdards of the tramportation fail@;

(6) Amending the TSP to provide transportation facilities adequate to suppprt the proposed land uses consistent with the requirements of this division;

(c) Altering land we designation, dencities, or design requirement ro reduce demandfir ctutomobile travel needs through other modes; or

(4 Amending $he 2;rP 10 modr3 the plannedfmtion. Capci@ andperformance shdards, as ne- to accept greater motor vehicle congestion lo promote mljced use, pedes~inn Jiiendly development where mdtimodal hnvel choices ore provided

(2) Aplan or land use repI~Nort amendment sipiJicantly affects a trunspartation facililyi ifit:

(a) Changes fhefinctionol c~ussrj7cation ofan exisring or planned tranrportationfaciliiy;

(b) Changes stanukrdr impIementing afinctional classiJicafion Jystem;

(c) Allows rpes ofleve0. of iand uses which would r e d in levels oftravel or access which are inconsistent with thefunct io~[ c~ussifacafion of u hanrportatjonfaci~i~; or.

(d) Would reduce the performance standard of the facilily below the minimum acceptable level identiied in the 1;SP.

Response:

The development of the OR 201 Corridor Refinement Plan entailed m examination of the existing surrounding roadway nerulork, land use patterns, and existing and future travel patterns. The resulting Refinement Plm includes a list of projects that are intended to help preserve the long-term function, capacity, and safety of the study corridor, Specifically, the OR 201 Corridor Rcfinemcnt Plan includes proposed amendments to Mdheur County's Functional Classification Plan (Figure 6-1 Roadway Fmctional Classification Plan) and a new transportation roadway network that will support future development along portions of the OR 201 conidor (Table 6 2 Roadway lmprovernent ,Progmm Summary). To satisfy the Transportation Planning Rule, the County Transportation System Plan must bc amended to include the revised functional classification and new roadway projects that support the OR 201 Corridor Rermement Plan,

CONFORMANCE WlTH THE NIALHEUW @OUNW TliAfrlSPORTA+1ON SYSTEM PLAN Mailxeur County's Transportation System Plan was adopted in 1998. Relevant goals, policies and requimments h m this document, as m&~pCrtain to this applicatioa are addtessed below.

Recommended Policiesf~r Protection of Transportation ficiliiies

The County shaIIprofect the function of mkting or planedroadwqvs or roacfivq corridors through the application ofoppropriate land use regulutfom.

Response:

Thc OR 201 Corridor Plan process evaluated existing and future Iand use patterns d e n developing the future roadway and access mngcment portions of the plan. The resutting

-. Corridor Refinement Plan that is being proposed for adoption includes a p*ioritized iist of projects associated with the long-term development of thc OR 201 corridor.

Othr P&cltzcflotecifng f i am~f l&ion Fac flities

?%e County shall coordinare wi~h the Department of Tranporrta~ion to implement highway improvements listed in the Sratendde Transportation Improvement Program @TIP) that are consistent with the Tractsportation System Plan and comprchemfve plan

There are currently two projects on the 2004-2007 Statewide Transportation hprovemeat Program that affect OR 201. These projects include roadway preservation wotl; and access management work along OR 201.

Adoption of the OR 201 Corridor Refinement Plan is consistent with this coordination policy as both ODOT and MaIheur County have been extensively involved in incorporating the transportation planning elements and access management policies that will support these two STIP prqi ects.

Recommended Regulations to Assure that Amendments a t e Consistent with the Tramportation @slenr Plan - A11 development Proposals, plan amendmanl's, or zone chmrges shall confirm with the adopted ~ ~ n s p o r t a t i o n System Plan.

Response:

The Mdheur County Transportation Plan (Chapter 7) includes a "Roadway Plan" section that recommends a detailed program of coliector and arterial road and bridge improvements. Projects are listed in Table 7-4, Malfieur County Prioritized Capital improvement Program. The OR 201 Conidor Refrnemcnt Plan revises this list to include specific transportation improvements associated with the long-term preservation of the OR 201 corridor, the anticipated timeline for these paajec(s, and the identified or potmliai b a i n g sources.

OR 20 1 Corridor Refinement Plan October 2004

Table of Contents

Section 1

Section 2

Section 3

Section 4

Section 5

Section 6

Appendix A

Appendix B

Appendix C

Appendix D

Appendix E

Appendix F

Appendix G

Appendix H

Introduction ............................................................................................................. 2

Plans and Policy Review ......................................................................................... 8

................................. TransportationLand Use Inventory of Existing Conditions 16

Forecast Future Travel Demand ............................................................................ 32

Circulation and Access Opportunities & Constraints Analysis ............................ 45

OR 201 Comdor Refinement Plan ........................................................................ 78

PPMT and Public Involvement Meeting Summaries

Applicable Malheur County and City of Ontario Zoning Information

Description of Level-of-Service Methods and Criteria

Existing OR 201 Access Inventory

Sub Area Maps

2025 Signal Warrant Worksheet

Existing Access Management Policy

OAR 734-05 1-0155 Compliance Tables

Kittelson & A s s o c i a t e s , Inc. Transportatton PlannlngrCrafflc Engtneertng


Figure 6-6 Example of Cross-Over Easement/Indenture/Consolidation . ............................................................................................ Conditional Access Process 91

Figure 6-7 Access Management Plan (OR 201 Between SW 181h venue & US 20126 Junction) ................................................................................................................ 93

.................................................................... Figure 6-8 20-Year Transportation Improvement Plan 96

Kittelson & Associates. tnc . Transportaoon Plann&ngTTralftc Engnneerang


List of Tables

.......................................................... Table 2-1 Spacing Standards for Statewide Highways (feet) 10

.......................................................... Table 2-2 Malheur County Access Management Guidelines 11

............................................................ Table 2-3 City of Ontario Access Management Guidelines 12

...................................... Table 3-1 Existing Transportation Facilities and Roadway Designations 21

Table 3-2 Existing Transportation Facilities and Roadway Designations (Cont.) .......................... 21

Table 3-3 Existing Traffic Operations. Weekday AM and PM Peak Hours ................................... 27

............................................................. Table 3-4 Study Intersection Crash Histories (1998-2002) 27

......................................................................................... Table 3-5 Study Intersection Crash Rate 28

Table 3-6 Study Arterial Crash Rate ............................................................................................... 29

....................................... Table 4- 1 Future Regional and Through Traffic Growth Rate Estimates 34

........................................................ Table 4-2 2025 Future VacantBuildable Lands Assumptions 36

Table 4-3 Future Year 2005 Traffic Operations Summary ........................................................... 39

............................................................. Table 4-4 Future Year 2025 Traffic Operations Summary 42

............................................................. Table 5-1 Alternative #1 - Operations Analysis Summary 52

Table 5-2 Alternative #2 - Operations Analysis Summary ............................................................. 55

Table 5-3 Alternative #3 - Operations Analysis Su ary ................... ... ................................. 58

............................................................ Table 5-4 Alternative #4 - Operations Analysis Summary 51

Table 5-5 Alternative #5 - Operations Analysis Summary .......................................................... ... 64

Table 5-6 Local Access & Circulation Evaluation Criteria ........................................................... 65

Table 5-7 Preliminary Evaluation Matrix ........................................................................................ 66

.................................. Table 5-8 Recommended Long-Term Circulation and Access Components 72

Table 5-9 Recommended Alternative Operations Analysis Summary ........................................... 74

Kittelson & Associates. Inc . \ ~ / 1 . ' i Transportation PlanninglTraftic Engineering a


Introduction

In the summer of 2003, the Oregon Department of Transportation (ODOT) opened the Ytum Beltline (designated as OR 201), a limited access state highway in the northwest portion of the City of Ontario. The purpose of the Yturri Beltline is to provide a more efficient travel route for OR 201 through traffic by diverting it around the City grid network starting at the OR 2011SW 4th Avenue intersection and terminating at the existing I-84lOR 201 freeway interchange. In association with the Yturri Beltline project, the I-84lOR 201 interchange bridge, which has been determined to be structurally deficient, is slated for replacement through the Oregon Transportation Investment Act (OTIA). As a condition of funding for the new interchange bridge, the Oregon Transportation Commission stated that a portion of the existing section of OR 201 prior to the new Yturri Beltline (US 20126 Junction (Cairo Junction) to Airport Way) be designated as an Expressway.

An Expressway is a special subset highway classification defined as a multi-lane highway facility that safely and efficiently accommodates high traffic volumes at high speeds and with minimal interruptions from cross streets and access driveways. Currently characterized as having a significant number of individual access driveways, a limited supporting local roadway network, and the potential for future commercial development/redevelopment; it is recognized that the ability of this section of OR 201 in its present state to safely and efficiently accommodate high speedthigh volume through traffic is limited. In addition, the adopted City of Ontario and Malheur County Transportation System Plans do not currently provide sufficient planning level guidance to manage the circulation and access needs of the highway corridor as future development occurs. As such, the OR 201 Corridor Refinement Plan was developed to investigate the limitations of transforming the study corridor into an outright Expressway (by its strictest definition) while at the same time defining and developing corridor specific long-term circulation and access management strategies that would transform the corridor over time and allow it to still meet the underlying purpose of an Expressway designation.

These circulation and access management strategies, while specific to the unique land use and transportation characteristics of the OR 201 study corridor, have been refined under the policy level guidance of an Expressway facility to systematically preserve its long-term function, capacity, and safety. As a result, the City of Ontario, Malheur County, and ODOT will have a specific plan that can be used to guide future circulation and access improvements along the study corridor.

STUDY AREA

OR 201, known as the 81ds Ferry-Ontardo fighway No. 455 is a state owned and maintained highway serving statewide travel tolfrom and local travel within the City of Ontario and Malheur County. The OR 201 Corridor Refinement Plan is specifically concerned with the section of OR 201 from the US 20126 junction (known as Cairo Junction) (h4F 31.81) to Airport Way (MP 29.55). However, this study effort recognizes that the land use parcels located adjacent to and along this corridor have a direct impact on the daily operation of the highway. In order to identify the long-term direction for this corridor, the study area includes the areas roughly bounded by SW 4th Avenue to the north, Onion Avenue to the south, Clark Boulevard to the west, and Alameda Avenue to the east. Figure 1-1 graphically illustrates the OR 201 comdor study area.

Kittelson & Associates, Inc. Transpartatlon Plsnn~ng~raf f ls Englneerang

lntroduction 1 2

OR 20 1 Corridor Refinement Plan October2004 .

= - - STUDY AREA OR 201 STUDY AREA MAP

KITTELSON & ASSOCIATES, INC. =a,spoHTm,oN ,wNl.G, , w c ENwEEHlNG


DNELOPMENT OF THE CORRIDOR REFINEMENT PLAN

The OR 201 Corridor Refinement Plan was guided by the Project Planning Management Team (PPMT), a technical review and advisory committee made up of representatives from ODOT, the City of Ontario, and Malheur County. The PPMT roster list is provided in the Preface of this document. The PPMT convened throughout the course of the project to review and guide the technical documentation prepared by the consultant team. Appendix "A" provides a summary of the individual PPMT meetings.

Public Involvement

In addition to technical review work provided by members of the PPMT, the project consultant team also met with interested citizens and adjacent property owners on two separate occasions providing them with opportunities to comment on and help identify priorities for future circulation and access along the study corridor. Public notices for the community open houses were provided via the local newspaper, press releases to local radio stations, and mailed meeting notices to property owners located along the study corridor. A summary of the public meeting notices is also provided in Appendix " A ".

GOALS AND OBJECTIVES

Established at the outset of the refinement plan process by the PPMT, the project goals and objectives provide guidance and direction for the development of the OR 201 Corridor Refinement Plan. Attendees at the public meetings also were provided opportunities to review and comment upon the project goals and objectives. These goals and objectives were specifically developed for the segment of OR 201 and are consistent with the 1999 Oregon Highway Plan goals and Oregon Administrative Rule 734-51-0155. A complete list of these goals and objectives is provided below.

Goal 1

Preserve the function (limited accesslhigher volumelhigher speed), capacity, and safety of OR 201 between Cairo Junction and Airport Way.

Objectives:

Develop an access management strategy that implements or works towards the standards listed in the 1999 Oregon Highway Plan.

Limit the amount of local street traffic along the OR 201 study corridor through the use of parallel roadways and alternate travel routes.

0 Consider the traffic related impacts associated with the possible expansion of the Ontario Aispofi.

Goal 2

Enhance the integrity and vitality of the local business community and adjacent commercial and residential land parcels along the OR-201 study corridor.

Objectives:

Provide access to adjacent properties along the OR-201 study corridor through the use of frontagehackage roads and other local street connections.

Develop a safe and efficient highway access strategy to serve adjacent businesses and residences along the OR 201 study corridor.

Kittelson 8 Associates, Inc. Introduction 1 4 Transporiatnon PlanntnglTratt$c Englnserang


Develop a plan to identify, close, and reroute access points to OR 201 based on the Division 5 1 access management guidelines.

Goal 3

Promote a long-term implementation plan for pedestrian and bicycle facilities within the urban areas of the OR-201 study corridor that coexist with the function of OR 201 as a Statewide Htghway and Freight Route.

Objective:

Develop parallel sidewalks and bicycle facilities along the OR 201 study comdor.

Goal 4

Ensure the continued function of OR 201 as a designated Freight Route.

Objective:

Promote safe and efficient travel along the OR-201 study corridor by minimizing through travel delay.

Goal 5

Determine the merits and feasibility of designating the OR 201 study conidor as an Expressway per the direction of the Oregon Transportation Commission.

Kittelson 8 Associates, Inc. K *.a. s........ .,a"",.g<~..E" ,......, Introduction 1 5


OR 201 CORRIDOR REFINEMENT PLAN ORGANIZATION

The development of the OR 201 Corridor Refinement Plan began with the review of the local, regional, and statewide plans and policies that guide land use and transportation planning in the area. This Plan and Policy Review is presented in Section 2 of this plan. Next, an inventory of the existing land use and transportation system was prepared. This inventory documented all major land uses and transportation facilities within the study area, which allowed for an objective assessment of the current system's physical characteristics, operational performance, safety, and general function. The inventory process and the documentation of Existing Land Use/Tmnsportation Conditions are presented in Section 3 of this report.

Upon completion of the existing conditions analysis, the focus of the project shifted to forecasting future travel demand and the corresponding long-term future transportation system needs. Development of long-term (year 2025) transportation system forecasts relied heavily on the development potential of the study corridor as well as historical traffic volume growth characteristics. Based on these projections, and with input from the PPMT, reasonable assumptions were drawn as to the potential for and location of future development activities. Section 4 of this report, Futtlre Conditions Analysis, details the development of anticipated long-term future transportation needs within the study area.

Section 5 of this report, Girczilation and Access Opportunities & Constraints Analysis, documents the development of parallel/supporting roadway and access alternatives that would help preserve the function, capacity, and safety of the study corridor. The impact of each of the identified alternatives was considered on the basis of its potential costs and benefits, as well as its conformance with and potenf a1 conflicts to the applicable transportation system and land uses. Ultimately, based on comments received from the PPMT and public involvement process, a preferred circulation and access plan was developed that reflected a consensus on which components should be incorporated into the City and County's long- term transportation system.

Having identified a set of local access and circulation alternatives, the next phase of the planning process involved presenting and refining the individual elements of the OR 201 Corridor Refinement Plan through a series of decisions and recommendations. The recommendations identified in Section 6, OR 201 Corridor Refinement Plan, include the individual components of a circulation plan, an access management plan, an implementationlfunding plan.

Kittelson & Associates, Inc. introduction ] 6

Section 2

Plans and Policy Review


Plans and Policy Review

This section summarizes all of the plans and policies at the state, regional, and local level governing land use, transportation, and development along the OR 201 study corridor.

REGULATORY CONTEXT

Land use and transportation decision-making along the OR 201 study corridor is governed by policies, rules, regulations, and plans at different levels of government including the State of Oregon, ODOT, Malheur County, and the City of Ontario. The purpose of this section is to identify those plans, policies, and regulations and describe how they are likely to affect land use and transportation decision-making along the OR 201 study corridor. The documents and projects to be addressed include the following:

Statewide Planning Goals 2 (Land Use Planning), 3 (Agricultural Lands), 12 (Transportation) and 14 (Urbanization);

1999 Oregon Highway Plan;

a OAR 734, Division 51 (Access Management);

Malheur County Transportation System Plan;

* City of Ontario Transportation System Plan;

+ OR 201 (Airport Way - Cairo Junction) Preservation Project;

Ontario Airport Master Plan; and

Treasure Valley Renewable Resources bio-refinery project.

Statewide Planning Goal 2 (Land Use Planning)

The Land Use Planning goal is intended to ensure that all decisions and actions related to the use of land are guided by a specific land use planning process and policy framework. In particular, Goal 2 requires coordination and consistency between federal, state, county, and city regulatory land use actions with the intent that documents like city or county comprehensive plans support and compliment one another when jurisdictional boundaries overlap. This policy is important as it relates to the OR 201 Conidor Refinement Plan as both the City of Ontario and Malheur County have jurisdictional land use authority at different points along the OR 201 study corridor. Future development within both the City and County is likely to have a direct impact on OR 201.

Statewide Planning Goal 3 (Agricultural Lands)

The Agricultural Lands goal is intended to preserve agricultural lands for farming and other related uses through the use of zoning regulations. A significant portion of the land adjacent to the OR 201 study corridor is located outside of the City of Ontario Urban Growth Boundary and is governed by Malheur County's Exclusive Farm Use (EFU) zoning district. The minimum lot size for the EFU zoned lands in the County is 80-acres. Uses permitted on EFU zoned lands in the County include schools, churches, farm dwellings, wineries, farm stands, agricultural processing facilities, mining activities, community centers, parks, golf courses, and commercial activities associated with farm use. For reference purposes, Appendix "B" contains a summary of all applicable Malheur County and City of Ontario zoning information for all land uses located within the study corridor.


Statewide Planning Goal 12 (Transportation)

The Transportation Planning goal is intended to ensure that all levels of government provide a safe and efficient transportation system through the development of Transportation System Plans (TSPs). Goal 12 is implemented through OAR 660, Division 12, the Transportation Planning Rule (TPR). Both the City of Ontario and Malheur County have adopted TSPs that address transportation facilities located within or near the study corridor. These two TSPs and the applicable elements associated with the OR 201 study corridor will be addressed further in Section 3.

Statewide Planning Goal 14 (Urbanization)

Goal 14 is intended to ensure the orderly expansion of urbanization through the use of urban growth boundaries. While the overwhelming majority of land adjacent to the OR 201 study corridor is outside of the City of Ontario UGB, portions near the north end of the corridor fall within the UGB. Malheur County and the City of Ontario have designated these areas as urban growth areas (UGA). Specific designations include UGA-Commercial and UGA-Residential. The principal uses allowed within these zones are documented in Appendix "B ".

1999 Oregon Highway Plan

The 1999 Oregon Highway Plan (OW) guides the long-term development and management of Oregon's state highway system. The policies found within the OHP that apply to the OR 201 Corridor Refinement Plan include the following:

Policy 7A: State High way System Classification System

The OHP lists five classifications of roadways including Interstate I-hghways, Statewide Fhghways, Regional Highways, District Bghways, and Local Interest Roads. The OR 201 study corridor is currently classified as a Statewide Highway. In addition, OR 201 is listed on the National Highway System (NHS) and is a designated Freight Route.

As a condition of funding for the North Ontario Interchange project, the Oregon Transportation Commission stated that the OR 201 study corridor be further designated as an Expressway. Expressway designations are a special subset of Statewide, Regional, and District Highways that are intended to provide a high level of access control along the highway (discourage private access and highly controlled public road connections), discourage traffic signals in rural areas, encourage non-traversable medians, prohibit on-street parking, and separate bicycle and pedestrian facilities from the highway. The Expressway designation will be a key component sf the OR 201 Corridor Refinement Plan as a possible designation must be done in consultation with all affected local governments such as the City of Ontario and Malheur County.

Policy IB: Land Use and Transportation

This policy recognizes the role of both the State and local governments related to the state highway system and calls for a coordinated approach to land use and transportation planning. Under this policy, specific actions as it relates to the OR 201 Corridor Refinement Plan include the encouragement of local automobile trips off of the state highway, protecting the state highway through the use of land use and subdivision ordinances, and development of access management plans or corridor plans.

M Kittelson & Associates, Inc. Plans and Policy Review 1 9 T~ansportatzon Plannmgrrrafi8c Enganeertog


Policy 7 C: State High way Freight System

This policy recognizes the need for the efficient movement of freight through the state. The OR 201 study corridor is designated as a Freight Route.

Policy I F : High way Mobili2y Standards

This policy addresses state highway performance expectations, providing guidance for managing access and traffic control systems. The adopted highway performance standard along the entire length of the OR 201 study corridor is to maintain a volume to capacity ratio of 0.70 or better. This standard would also apply under an Expressway designation.

Policy 7 G: Major Improvements

This policy emphasizes the state's preference for improving system efficiency and management before adding capacity.

Policy 20: Public lnvolvement

This policy ensures that citizens, businesses, regional and local governments have an opportunity to provide input in the preparation of plans such as the OR 201 Corridor Refinement Plan.

Policy 3A: Classification and Spacing Standards

This policy addresses the location, spacing and type of road and street intersections and approach roads on state highways. Table 2-1 illustrates the adopted spacing standards for Statewide Highways as documented in the 1999 Oregon Highway Plan. The OR 201 study corridor has a posted speed of 55 mph and is classified as both rural and urban given that part of it is located within the City of Ontario urban growth boundary. As such, the spacing standard is mile under the current non-expressway classification and %- to 1-mile under an Expressway classification.

Table 2-1 Spacing Standards for Statewide Highways (feet)

Policy 38: Medians

This policy guides the planning and management of medians on state highways to enhance their efficiency and safety and influence land use development patterns.

Policy 4A: Efficiency of Freight Movement

This policy emphasizes the need to maintain and improve the efficiency of freight movement on the state highway system. As noted previously, OR 201 is a designated Freight Route.

Kittelson & Associates, Inc. Transporlat~on Plann~ngfFrirattts Engineering

Plans and Policy Review 1 10

OR 201 Corridor Refinement Plan October 2004

OAR 734, Division 51 (Access Management)

The Division 5 1 rules (established under OAR 734-051) are used by ODOT to regulate approaches to state highways and govern access control, spacing standards, medians, and the restriction of turning movements. The access management spacing standards for private and public approaches on Statewide fighways are consistent with the adopted 1999 Oregon Highway Plan as illustrated in Table 2-1.

Malheur County Transportation System Plan

The Malheur County Transportation System Plan, which was adopted in March 1998, contains recommended roadway spacing standards for all rural County owned and maintained roadways as shown in Table 2-2. The general access management guidelines for State highways in Malheur County are stated to be in conformance with ODOT access spacing standards.

Table 2-2 Malheur County Access Management Guidelines

The Modal Plans section of the Malheur County TSP includes a Roadway Plan element that addresses the purpose and scope of each improvement, by project number. Project 1 (Freight Mobility & Capacity) recommends a series of improvements to Railroad Avenue and 18th Avenue to improve eastlwest truck movements across the OR 201 study corridor. Some of the projects have already been completed such as the signalization of OR 201 and 18th Avenue and the UPRR overcrossing at 18th Street. The remaining project that could impact the OR 201 study corridor includes right-of-way acquisition and cross sectional improvements to 18th Avenue between OR 201 and 4th Street.

GiW of Ontario Transportation System Plan

The City adopted a TSP in January 2000. In order to implement the TSP, the City made amendments to the Comprehensive Plan and Development Code that year (November 2000).

The Ontario 'TSP identifies the OR 201 study conidor as an ODOT owned and maintained facility. As such, it does not directly state performance standards or access management regulations that would pertain to the highway. Instead, the TSP includes language that the City will pledge to work with ODOT to implement access management and performance standards as identified in the 1999 Oregon Highway Plan on all state highways located within the City. Table 2-3 summarizes the access management guidelines for all city owned and maintained streets.

R Kittelson & Associates, Inc. Tranrportatfon Plannlnflratttc Englneertng

Plans and Policy Review I I 7


Table 2-3 City of Ontario Access Management Guidelines

A review of the transportation improvement project list indicated that there are currently no planned roadway projects that would directly impact the OR 201 study corridor. However, the TSP does list Malheur County owned SW 18th Avenue (Butler Boulevard) as requiring reconstruction east of OR 201 to a higher rural standard with a wider pavement cross section. The project is consistent with the previously identified project in the Malheur County TSP.

OR 201 (Airport Way - Cairo Junction) Preservation Project

ODOT has identified the sectlon of OR 201 between Airport Way (milepost 29.74) and Cairo Junction (milepost 31.81) as a preservation project for inclusion on the 2004-2007 Statewide Transportation Improvement Project (STIP) list. According to the project prospectus, this section of the state highway is experiencing continual pavement deterioration while portions of a guardrail section near the Wyoming Colorado Railroad crossing do not meet current safety standards. To address these conditions, ODOT plans to "...grind and inlay the entire section and place an additional overlay in sections that do not have curb." New guardrail end treatments are planned to address existing guardrail safety concerns. No right- of-way acquisition is anticipated as part of the project. Following completion of the OR 201 Corridor Refinement Plan and any recommended implementation measures, this preservation project is planned for implementation during the 2007 construction season.

OR 201 (Airport Way - Cairo Junction) Access Management Project

ODOT has identified funding in the 2004-2007 S T P to implement various access management refinements along OR 201 from US 20126 junction to Airport Way. The scope of this project has not yet been identified, however it is expected that a project prospectus will be developed following the final recommendations of the OR 201 Corridor Refinement Plan.

Project Delivery Operational Notice #3 (PD-03)

ODOT has published PD-03 to provide guidance and structure to the task of making access management decisions in the development of highway projects. This document is applicable to the OR 201 Corridor Refinement Plan as a large component of the project will involve a review of existing highway access points and the formulation of an access management plan and strategy for implementing or moving towards the spacing standards of OAR 734, Division 5 1 and the 1999 Oregon Highway Plan.

Kittelson & Associates, Inc. M Tr........." .an.,. ,..fie En,. nee..,


OR 20 1 Corridor Rehement Plan October 2004

Treasure Valley Renewable Resources (TVRR) Bio-refinery

Treasure Valley Renewable Resources is proposing to build a bio-refinery plant in Malheur County located south of SW 18th Avenue and east of Alameda Avenue. The $77-million facility will use a variety of feed stock projects to create food products for human consumption and agricultural industries. It is estimated that the bio-refinery will generate approximately 60 new jobs for the region.

In partnership with Malheur County, the City of Ontario recently applied for transportation grant money authorized by the Freight Mobility portion of Senate Bill 2041. The purpose of the grant money is to address a series of transportation improvement projects that the City and County have identified to mitigate the impacts of the Treasure Valley Renewable Resources bio-refinery project and improve surface conditions for trucks. The identified roadway improvements anticipated to have a direct impact on the OR 201 Corridor Refinement Plan include the following:

Reconstruct SW 18th Avenue from OR 201 to South Park Boulevard to the full Malheur County Minor Arterial standard. This would include 60 feet of ROW and a 36-foot wide pavement width.

Reconstruct Alameda Drive from SW lSth Avenue to Onion Avenue.

0 Overlaylrepave Railroad Avenue from OR 201 to Alameda Avenue to the full Malheur County Minor Collector standards. This would include 60 feet of ROW and a 24-foot pavement width.

a Overlay/repave Onion Avenue from OR 201 from Alameda Drive to the Malheur County Local Road pavement standard. This would include 60 feet of ROW and a 24-foot wide pavement width.

Ontario Airport Master Plan

In 1992, a twenty-year airport master plan was completed for the Ontario Airport. This document determined the airport's long-term needs through the year 2012 and identified implementation programs to achieve the airport's overall goals and objectives. In terms of addressing the OR 201 Corridor Refinement Plan, the Ontario Airport Master Plan identifies the following applicable information:

A 469-foot extension of the main runway has been identified. The recommended runway extension alternative would increase the length of the runway on the south end. If the extension were to ever take place, the runway protection zone would increase along with the nunway resulting in future development restdctions between the end of the mnway and SW 18th Avenue.

0 The Airport Master Plan identifies the availability of approximately 76.3 acres of land that could support expansion of general airport operations. A significant portion of this land (38 acres) located along the east side of the main runway has been identified as possible expansion land for future aviation related development. It has been recommended that better access be provided off of OR 201 to serve this property.

Over the course of the planning horizon for the master plan, the airport is not anticipated to generate any significant amount of automobile traffic.

Kittelson & Associates, Inc. Plans and Policy Review 1 13 R T r............. " ...,..a " ,.En,. " ee...,


PLANNEDIRECENTLY CONSTRUCTED TRANSPORTATION IMPROVEMENT PROJECTS In addition to the adopted policies, rules, regulations, and plans governing land use and transportation along the OR 201 study corridor, all of the planned or recently completed transportation improvement projects were reviewed as part of this study. These projects are listed below.

Yturri Beltline

North Ontario Interchange Bridge

SW 18th Avenue Overpass

Railroad Avenue Extension

SW 18th Avenue Overpass

As stated in both the Malheur County and City of Ontario TSPs, a new 18th Avenue overcrossing of the railroad tracks from SW 4th Street to SW 2nd Street was deemed an important infrastructure improvement for truck and agricultural traffic. This project was completed in 2003 improving agricultural related traffic flow along SW 18th Avenue.

Yturri Seltline

To improve the flow of highway reIated traffic through the City of Ontario and reduce high concentrations of truck and vehicular traffic through the City streets, a beltline project was identified in both the City of Ontario and Malheur County TSPs. This project, named the Yturri Beltline, was recently completed from the OR 201lSW 4th Avenue intersection in western Ontario up to the North Ontario Interchange near 1-84. As a result of this project, through traffic traveling along the OR 201 study corridor no longer has to travel along SW 4th Avenue through the middle of the City of Ontario.

North Ontario interchange Bridge

The North Ontario Interchange Bridge is a planned new overpass structure that will replace the existing I-84lOR 201 interchange in the north part of the City of Ontario. This project is considered the final piece to the Yturri Beltline project, as it will provide a safe and functional interchange connection to I- 84. As required by the Oregon Transportation Commission, initial planning work was underway as part of the North Ontario Interchange Bridge in the form of the North Ontario Interchange Area Management Plan (IAMP). The North Ontario IAMP is scheduled to be completed in late 2004 where a final interchange design form will be reco ended along with an accompanying local street access and circulation plan.

Railroad /avenue m e n s i o n

The Malheur County TSP has identified the extension of portions of Railroad Avenue west of the OR 201 study comdor near the City of Vale. According to conversations with Malheur County staff, these extension projects are not funded at this time, nor are they planned for anytime in the immediate future.

Kittelson & Associates, Inc. Transportatton PlannbngKrattas Englneerlng


Section 3

Transportation / Land Use Inventory of Existing

Conditions


Transportation/Land Use Inventory of Existing Conditions

This section documents the current land use conditions as well as the operational and geometric characteristics of the transportation facilities along the study corridor.

EXISTING LAND USE INVENTORY

Existing land uses in the study area include a mix of urban and agricultural uses. Given that the study area consists of a number of different land uses and that these land uses are located within the jurisdictions of both the City of Ontario and Malheur County, study sub-areas have been created for ease in describing the land use inventory. These different sub-areas are described below and are illustrated in Figure 3- 1.

* Sub-Area "A" includes the land parcels located west of OR 201, north sf SW 18th Avenue, east of Clark Boulevard, and south of SW 4th Avenue.

Sub-Area "B" includes the land parcels located west of OR 201, south of SW 18th Avenue, east of Clark Boulevard, and north of Railroad Avenue.

Sub-Area "C" includes the land parcels located west of OR 201, south of Railroad Avenue, east of Clark Boulevard, and north of Onion Avenue.

e Sub-Area "D" includes the land parcels located east of OR 201, north of Onion Avenue, west of Alameda Boulevard, and south of Railroad Avenue.

Sub-Area '73" includes the land parcels located east of OR 201, north of Railroad Avenue, west of Alarneda Boulevard, and south of SW 18th Avenue.

e Sub-Area " F includes the land parcels located east of OR 201, north of SW 18th Avenue, west of Sunset Drive. and south of SW 4th Avenue.

Sub Area "A"

Sub Area "A" consists of land located both within the City of Ontario city limits and urban growth boundary (UGB) as well as exclusive farm use (EFU) zoned land under Malheur County jurisdiction. The majority of land use with Sub Area " A is part of the Ontario Airport under the guidance of the City's Airport Development (AD) zone. Figure 3-2 illustrates the study area zoning designations. Current uses located in this zone include the airport and supporting operations and the Ontario Golf Course. Other land use zones within the City limits include Manufactured Home (RMH) and Light Industrial (1-1) zones. Current uses located within these zones include a mobile home park and a light industrial business located within the Ontario Business Park.

K Kittelson & Associates, Inc, Transportation/Land Use Inventory of Existing Conditions 1 16

T~a~sportatnon PlannlngKraffos Engtneertng


I I I I I I I I I I ONION AVE

I L------------ -------------J-------------------------J

OR 201 SUB AREA MAP

KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING / TRAFFIC ENGINEERING

EFU


CITY OF ONTARIO AD -AIRPORT DEVELOPMENT

RMH - MANUFACTURED HOME 1-1 - LIGHT INDUSTRIAL

C-1 - NEGHBORHOOD COMMERCIAL C-2 - GENERAL COMMERCIAL

MALHEUR COUNTY C - UGA COMMERCIAL R - UGA RESIDENTIAL

EFU - EXCLUSIVE FARM USE RSC - RURAL SERVICE CENTER

KITTELSON & ASSOCIATES, INC. TRANSPORTAllON PMNNING i M I C ENGINEERING

EFU

EFU


Sub Area "A" also includes land located within the City's UGB, but not within the City limits. This land is governed by an Urban Growth Area Joint Management Agreement between Malheur County and the City. This designation is intended to provide land use and development standards to unincorporated areas of. the Ontario Urban Growth Boundary. The County is the land use authority for the UGA governed land, but City regulations apply and decisions are made in consultation with the City. The two UGA land use designations include the Urban Growth Area - Residential zone and the Urban Growth Area - Commercial zone. While the Residential zone is fairly minimal, the Commercial zone encompasses a significant portion of the land between the airport and OR 201. Current uses include an assortment of commercial businesses and retail shops, industrial uses, and residences.

Sub Area ''6"

Sub Area "B" is located entirely outside the City of Ontario city limits and UCB and is zoned under Malheur County's exclusive farm use (EW) zone. The land parcels malung up Sub Area ""B" currently conslst of agricultural/farming operations and supporting uses.

Sub Area "C'"

Sub Area '"C'is bounded by Railroad Avenue to the north and Onion Avenue to the south with US 20126 bisecting it down the middle on its east-west axis. The majority of land within this sub area is zoned EFU by Malheur County with the exception of a portion designated as part of the Cairo Junction Rural Service Center. This special zone encompasses the land surrounding the immediate vicinity of the OR 2011 US 20126 Junction. Current uses located within this Rural Service Center include an elementary school, a repair shop, and agriculturallfarm land.

Sub Area "D"

The majority of Sub Area "D" is zoned EFU by Malheur County. Current uses located within this zone include agricultural/farming operations and supporting uses. A small portlon of Sub Area "D" encompasses the remainder of the Cairo Junction Rural Service Center. Current uses include a self- storage unit, a towing & recovery operation, and an assortment of single-family homes.

Sub Area "E'"

The majority of Sub Area "E" is zoned EFU by Malheur County. Current uses located within this zone include agricultural/farrning operations and supporting uses. A portion of Sub Area " E located west of Alameda Avenue and south of SW 18th Avenue is designated Rural Residential by the County and includes an assortment of large lot single-family homes.

Sub Area "F"

Sub Area "F" is similar to Sub Area "A" in that it consists of land located both within the City of Ontario city limits and UGB as well as exclusive farm use (EFU) zoned land under Malheur County jurisdiction. The majority of land is located within the County's EFU zone and consists of agricultural/farming uses. Located within the City's UGB, Sub Area " F also contains land governed under the Urban Growth Area - Residential zone and the Urban Growth Area - Commercial zone. Finally, small portions of Sub Area " F located off of SW 4th Avenue are within the City limits and regulated under the Commercial C-1 and C-2 zones, and Residential RM10, RS50, and RD40 zones.

K Kittelson & Associates, Inc. Transportatlor? Plannlngmatfls Engtneer~ng

Transportation/Land Use Inventory of Existing Conditions 1 19


EXISTING TRANSPORTATION INVENTORY

The existing transportation inventory provides a detailed description of all transportation facilities and travel modes within the study area. In addition, the inventory identifies the current operational, traffic control, and geometric characteristics of roadways and other transportation facilities. A detailed description of these facilities is provided in the following sections.

Roadway Facilities

OR 201 is the primary northlsouth roadway linking the City of Ontario to other communities to the south such as Nyssa and Adrian. Within the corridor study area, SW 6th Avenue, Airport Way, SW 18th Avenue, and Railroad Avenue serve as secondary roadways and make up a larger system of collector and local street routes serving area residents and business establishments. A description of all of these roadways and characteristics are provided below.

OR 20 1 (Olds Ferry-Ontario High way #455/

Within the study con-idor, OR 201 is classified as a Statewide Il-lighway, a Freight Route, and a part of the National Highway System. OR 201 enters the study corridor from the south at the junction with US 20126 (also known as the Cairo Junction), travels due north, and connects to the newly constructed Yturri Beltline at 4th Avenue'. The OR 201 study section consists of a four-lane cross section (two lanes in each direction) from the US 20126 junction up to SW 18th Avenue where it transitions into a five-lane cross section (two lanes in each direction with a two-way center left-turn lane). This five-lane cross section continues to 4th Avenue where it transitions back to a three lane cross section as part of the Yturri Beltline.

Other Secondaty Roadways

In addition to OR 201, the OR 201 study conidor consists of a number of roadways that serve adjacent businesses and residents in the area. The major roadways include SW 6th Avenue, Airport Way, SW 18th Avenue, Railroad Avenue, and Onion Avenue. All of these roadways are two-lane facilities. Tables 3-1 and 3-2 summarize the characteristics of OR 201 and the secondary transpostation facilities in the OR 201 study corridor.

1 The OR 201 designation continues along the Yturri Beltline up to 1-84 at the North Ontario interchange and along SW 4th Avenue through the central portion of the City of Ontario where it also connects to 1-84, It should be noted that with the recent construction of the Yturri Beltline, the OR 201 designation along SW 4th Avenue has undergone a jurisdictional transfer from ODOT to the City of Ontario. An upcoming Oregon Transportation Commission action is likely to re-designate the Yturri Beltline as the future OR 201.

Kittelson & A s s o c i a t e s , Inc. K Transpo~ la l~on F'lannmflrdhc Engrneermg

TransportationLand Use lnventoty of Existing Conditions 1 20

OR 20 7 Corridor Rememen t Plan October 2004

Table 3-1 Existing Transportation Facilities and Roadway Designations

Table 3-2 misting Transportation Facilities and Roadway Designations (Cont.)

' OR 201 consist of four lanes south of SW 1 am Avenue and five lanes (center two-way left-turn lane) north of SW 1 8m Avenue. The roadway cross section also includes an 8-foot shoulder on both sides of the highway.

'According to ODOT's 2003 Pavement Conditions Report

SW 1 ath Avenue

Local Road

Posted Speed

55 mph

Roadway

OR 201

Side- walks?

None

Sunset Drive

Alameda Avenue

Kittelson & Associates, Inc_ Transportalaoo PlannlngiTrafflc Englneertng

Existing Roadway Ownership and

Functional Classification

ODOT - Statewide Highway

Transporta tion/Land Use Inventory of Existing Conditions 1 2 1

Bicycle Lanes?

None

2 lanes

2 lanes

On-Street Parking?

None

- 24 feet

- 24 feet

Paved

Paved

Fair

Fair

OR 20 1 Corridor Refinernen t Plan October 2004

Railroad Facilities

The Wyoming Colorado Railroad Company, Inc. operates a short line railroad through the OR 201 study corridor under the operation of its Oregon Eastern Division. This rail line crosses OR 201 just south of Railroad Avenue at milepost 31.33 under the control of a signalized gated arm crossing. Hauling primarily diatomaceous earth, fertilizer, and feedgrain products, the Wyoming Colorado Railroad operates trains on Mondays, Wednesdays, and Fridays. On each of these days, there is typically one westbound OR 201 crossing between the hours of 7:00 a.m. and 10:OO a.m. and one eastbound OR 201 crossing between the hours of 2:00 p.m. and 4:00 p.m. for a total of six train crossings per week. According to conversations with railroad personnel, there have been no train-automobile collisions at this crossing over the past several decades. However, there have been several automobile related collisions involving the adjacent Railroad Avenue intersection as described in more detaii later in this section.

Pedestrian and Bicycle Facilities

There are currently no bicycle or pedestrian amenities located along any of the OR 201 study area roadways with the exception of a small section of OR 201 near- the intersection with SW 4th Avenue. Field observations revealed low levels of pedestrian and bicycle activity. This low level of activity is likely attributed to the predominately rural nature of the study corridor, low-density levels, and a lack of pedestrian and bicycle facilities along the study area roadways.

Truck Freight

As a primary link from the rural farming communities of Malheur County to the processing facilities in the City of Ontario and 1-84, OR 201 accommodates a high volume of truck freight. As such, the 1999 Oregon Highway Plan has designated it as a Freight Route. According to the 2002 permanent automatic traffic recorder (ATR) station 23-006 located nearby on US20126 approximately 0.3 rniles west of OR 20i2, it is estimated that approximately 12 percent of the ADT on OR 201 consisted of trucks.

Air Travel

Air travel in Ontario is served by the Ontario Municipal Airport, a publicly owned facility located at the north end of the OR 201 study corridor. The airport is classified as a Level 3 facility and is used primarily for corporate flights, general aviation, and air taxi service. Consisting of a 4,529 foot paved runway, the airport currently averages approximately 36 aircraft operations per day or approximately 12,000- 13,000 operations per year.

MISTING TRAFFIC VOLUMES AND PEAK HOUR OPERATIONS

As part of this study effort, key intersections were identified along the OR 201 study corridor in order to measure traffic volumes and operational performance standards. Based on conversations with ODOT staff, these key study intersections include the following:

OR 201 / SW 4th Avenue / Yturri Beltline;

OR 201 / SW 6th Avenue;

2 Although ATR station 23-006 is not located directly on OR 201, it is likely that the vehicular characteristics of OR 201 are similar to those recorded by the nearby ATR station on US 20126.

Kittelson & Associates, Ins. Transportation/Land Use Inventory of Existing Conditions 1 22

__ Transportatton Plannmgr'Traft!~ Englneertng


OR 201 / Airport Way;

OR 20 1 / SW 18th Avenue;

OR 201 / Railroad Avenue;

OR 201 / US 20126 Junction; and

OR 201 / Onion Avenue.

Figure 3-3 illustrates the location of these intersections as well as the existing lane configurations and traffic control devices. As shown in the figure, only two of the identified study intersections (OR 201lSW 4th Avenue/Yturri Beltline and OR 201lSW 18th Avenue) are signalized intersections. The remaining intersections are stop-controlled on the minor street approaches.

To measure the operational pedomance at these intersections, manual intersection turning movement counts were conducted on mid-week days in March 2004. A description of the data as it was utilized for the purposes of this plan is summarized later in this section.

System Peak Hour intersection Volumes

From the manual intersection turning movement counts, weekday a.m. (7:OO a.m. - 9:00 a.m.) and p.m. (4:OO p.m. - 6:00 p.m.) peak hour traffic volumes were summarized for the purposes of evaluating the existing traffic operations at the key study intersections. Using the peak period count data, the system peak hour was determined across all study intersections. The weekday morning system peak hour was found to occur from 7:15 a.m. to 8:15 a.m. and the weekday evening system peak hour was found to occur from 4:30 p.m. to 5:30 p.m.

Seasonal Adjustments

It is recognized that roadways in eastern Oregon are prone to significant traffic volume fluctuations due to the effects of seasonal variation. Typically, the summer months experience higher traffic volumes due to additional traffic from recreational enthusiasts and vacationers while the winter months tend to experience the lowest traffic volumes. Using the methodology outlined by ODOT's Transportation Planning Analysis Unit, a seasonal adjustment factor of 1.26 was calculated for the key intersections located along the OR 201 study corridor. Using this adjustment factor, the weekday a.m. and p.m. intersection turning movement counts were adjusted to represent the 30th highest hour yearly volume or the design volume.

After accounting for the seasonal variation in traffic, the turning movement counts from the weekday a.m. and p.m. peak hours were summarized and rounded to the nearest five vehicles per hour as shown in Figures 3-4 and 3-5.

Existing Intersection Operations

For those intersections located along ODOT ownedmaintained roadways such as OR 201, operational standards are defined by the 1999 Oregon Highway Plan. The 1999 Oregon Highway Plan specifies that all signalized intersections along OR 201 operate better than or equal to a volume-to-capacity ratio of 0.70. For unsignalized intersections along OR 201, the minor street stop-controlled approach located on a Statewide Highway shall not exceed a volume-to-capacity ratio of 0.80 when located outside of an urban growth boundary.

Kittelson & Associates, Inc. Transportation/Land Use Inventory of Existing Conditions 1 23

Transportatson Plannangr7ralf~c Engtneerlng

KITTELSON & ASSOCIATES, INC. M T ~ s p m ~ ~ o N puNN,hG TwFm ENG,NEER,kG


KllTELSON & ASSOCIATES, INC. I@ :amsmew.im m N i m , Twmc E m E E m m

OR 201 Corrtdor Refinement Plan October 2004

1 5 - 4 - Del=166 4---25

KllTELSON & ASSOCIATES, INC. M ~was~ommlo~ pmNN.. 1 TwFFIc ENGweEnNG


Using the traffic volumes shown in Figures 3-4 and 3-5, the existing volume-to-capacity ratios at the key study intersections were calculated and are summarized in Table 3-3. As shown in Table 3-3, all key study intersections meet ODOT's mobility standard during both the weekday a.m. and p.m. peak hours.

Table 3-3 Existing Traffic Operations, Weekday AM and PM Peak Hours

' Represents the volume-to-capacity ratio for the critical minor street approach or approach lane.

TRAFFIC SAFETY

The crash histories at the study intersections were reviewed in an effort to identify potential intersection safety issues. Crash records were obtained from ODOT for the five-year period from January 1, 1998 through December 31, 2002. A summary of the crash data is provided in Table 3-4 that includes the severity and type sf crashes over a five-year analysis period. It should be noted that there are no records of any crashes occursing at the SW 6th Avenue and Airport Way intersections. Reasons for this lack of data might be that the property damage limit was not exceeded or that some crashes were not reported.

Table 3-4 Study Intersection Crash Histories (1 998-2002)

' Crash data at the OR 201 / SW 4" Avenue and OR 201 / SW 18" Avenue intersections are not included in this analysis due to the recent signalization and modifications to these intersections. Updated crash data since the modifications was not available at the study time.

Includes one fatality

Kittelson & Associates, Inc. TransportationLand Use inventory of Existing Conditions 1 27


As illustrated in Table 3-4, the patterns amongst the crashes were evaluated to determine if there are any operational or geometric deficiencies that contribute to the crash patterns. Given there are relatively few vehicle collisions at each of the key study intersections; it is difficult to determine if a significant crash pattern exists. Although the Railroad Avenue intersection with OR 201 has a higher number of vehicle collisions, field observations did not reveal operational or geometric deficiencies. It should be noted that one passenger fatality did occur at the OR 201 / Railroad Avenue intersection. Based on the data, an improper turning movement was made from the eastbound approach onto OR-201. The driver came to a complete stop at the stop sign, but continued to make the eastbound left-turn maneuver without yielding to the right-of-way.

Crash rates for intersections are often expressed in crashes per million entering vehicles (MEV) for evaluation purposes. Generally, a crash rate higher than 1.0 crashes V indicates the need for further investigation at the intersection. These calculations are presented in Table 3-5 and show that all of the study intersections have relatively low crash rates.

Table 3-5 Study lntersection Crash Rate

lntersection

Peak Number of Crashes Hour MEV / Crashes / 1 Crashes 1 Per Year TEV 1 Year 1 MEV 1 Craz2NEV 1

I I I I 1 I

OR 201 / SW 4th Avenue'

OR 201 / Railroad Avenue 1 5 I 1.0 / 825 / 3.01 / 0.33 /

OR 201 / SW 6th Avenue

OR 201 /Airport Way

' Crash data at the OR 201 / SW 4m Avenue and OR 201 / SW 18'" Avenue intersections are not included in this analysis due to the recent signalization and modifications to these intersections. TR/ = Total Entering Vehicles MEV = Million Entering Vehicles

0

0

OR 201 / US 20126 Junction

OR 201 /Onion Avenue

Although not reflected in Table 3-5, OR 201 experienced several additional vehicle crashes that occurred at locations other than the identified study intersections. In total the OR 201 study corridor experienced a total of 25 reported vehicle collisions over the five-year study period. Based on this figure, the OR 201 crash records were also examined with respect to arterial crash rates for the overall roadway segment within the study area.

Crash records for arterial segments are generally expressed in crashes per million vehicle miles (MVM). The crash rate for this segment of OR 201 was then compared to the statewide average found in ODOT7s State Highway Accident Rate Tables in order to quantify whether a particular roadway's crash rate is lower or higher than the statewide average.

0

0

2

3

Kittelson & Associates, Inc. Transportation/Land Use Inventory of Existing Conditions 1 28

625

61 0

0.4

0.6

2.28

2.23

790

41 0

0.00

0.00

2.88

1.50

No

No

0.1 4

0.40

No

No


As previously described in this report, the study segment of OR 201 is almost entirely located outside the City of Ontario's urban growth boundary.

Over the five-year period of time between January 1, 1998 and December 31, 2002, a total of 25 crashes were reported along the OR 201 study corridor. Table 3-6 shows the arterial crash rate for this segment. As shown in Table 3-6, the arterial crash rate of 0.64 crashes per MVM was found to be less than the statewide average rate of 0.78 for rural state highway system and less than the 3.02 rate for the urban state highway system.

Table 3-6 Study Arterial Crash Rate

' Based on the 2002 ODOT Traffic Volume Tables Based on information obtained in the 2002 State Highway Crash Rate Tables

ADT = Average Daily Traffic (vehicles) MVM = Million Vehicle Miles

Urban State Highway System (Primary) Non-Freeway

OR 281 BlSTlNG ROADWAY ACCESS INVENTORY

ODOT currently has the authority to regulate roadway and publiclprivate driveway access along state highways such as OR 201 through the rules and regulations stipulated in OAR 734-051 (Reference 5) . To gain an understanding of the existing access conditions along the OR 201 study corridor, an access inventory from Onion Avenue to SW 4th Avenue was performed. The inventory is summarized in tabular and graphical form in Appendix " D ".

SW 4th Avenue (MP 29.33) to U S 20126 Junction (MP 31.81)

ENVIRONMENTAL ASSESSMENT3

The environmental assessment was based on information obtained from the OR 201 Preservation Project Prospectus, which included identification of biological resources, wetlands, archaeological, and historic sites within the study area.

Biological Resources

A search of ONHP database indicates no listed rare plants or animals are within a 1-mile radius of the Project Area* although listed plants do occur in the surrounding area (quadlevel). These include Cronquist's stickseed (Hackelia cronquistii) and biennial stanleya (Stanleya confertiflora).

2.48

3 Information obtained from the OR 201 (Airport Way - Cairo Junction) Preservation Project Prospectus. * Sub Area A through F (See Figure 3-1)

K Kittelson & Associates, Inc. Transportation Plannlngmraffnc Englneermng

25

Transportation/Land Use Inventory of Existing Conditions 1 29

8,567 0.64 3.02


Wetlands

No jurisdictional wetlands have been identified within the Project Area. Riparian or wetland vegetation or obvious wetland communities were not observed within the ROW during preliminary project scoping. A review of National Wetlands Inventory maps of the area did not show wetlands within the Project Area. Soil conservation maps of the area indicated that there are no hydric soils in Project Area.

Archaeology and Historic Impacts

Archaeological

Review of the SHPO database indicates that the east side of the highway corridor has been previously surveyed and no sites were identified. Given the previous disturbance and development along the corridor and the minimal amount of anticipated ground disturbance at MP 3 1.33, the need for additional survey work is not anticipated.

Historic

One potential historic site has been identified through database searches and preliminary site reconnaissance. The project crosses the Wyoming Colorado (Oregon Eastern Division) Short Line at approximately MP 31.33. This rail line, originally constructed in 1906, is eligible for the National Register of Historic Places. Anticipated upgrades to the existing guardrail that protect the crossing arms will occur within the railroad right of way. Upgrade of these guardrails may cause minimal ground disturbance.

Kittelson & Associates, Inc. Tranrporralman PlanntogTTrantc Engtneertng

Transportation/Land Use lnventofy of Existing Conditions 1 30

Section 4

Forecast Future Travel Demand


Forecast Future Travel Demand

This section documents the near-term (2005) and long-term (2025) future traffic conditions along the OR 201 study corridor. More specifically, this section identifies how the OR 201 study comdor roadways and intersections will operate upon an assumption of continued background traffic growth and reasonable buildout of the study area. This analysis assumes no transportation improvements to the roadway network beyond those currently under construction or identified in the adopted City of Ontario Transportation System Plan (TSP), the Malheur County TSP, or the ODOT Statewide Transportation Improvement Program (STIP).

Included in this section is a description of any future planned transponation infrastrrlcture improvements within the study area, an assessment of forecast study area growth rates, and an assessment of the resuIting traffic operations along the roadways and intersections located within the OR 201 study conidor.

PLANNED TRANSPORTATION IMPROVEMENTS

Based on a review of the TSPs for the City of Ontario and Malheur County, there are no significant near-term or long-term planned roadway or intersection improvements identified along OR 201 between SW 4th Avenue and Onion Avenue or along any of the study area roadways. However, as identified in Section 3, ODOT has identified the section of OR 201 between Airport Way (mile post 29.74) and Cairo Junction (mile post 31.81) as a preservation project for inclusion on the 2004-2007 STIP. While this project will mainly involve pavement overlays, curb work, and guardrail improvements, no highway or intersection capacity related improvements are anticipated as part of the preservation effort. In addition to this preservation project, ODOT also has plans for a near-term 2007 access management project along portions of the OR 201 study corridor. The specific direction for this access management project will be determined in part from the OR 201 Corridor Refinement Plan.

Although there are no identified planned improvements along any of the study area roadways, both Malheur County and the City of Ontario are currently seeking grant money to improve several roadways anticipated to be impacted by the proposed Treasure Valley Renewable Resources (TVRR) Bio-Refinery project. These improvements would include minor roadway widening and pavement rehabilitation along portions of SW 18th Avenue, Alameda Drive, Railroad Avenue, and Onion Avenue. At the time this document was produced, the status of the grant application was not yet known, however none of the roadway improvements are anticipated to significantly impact roadway capacity within the study area. As such, it has been assumed for the purposes of this analysis that the study area roadway network will remain essentially unchanged as part of the future year 2005 and 2025 background growth analyses.

FUTURE TRANSPORTATION DEMAND

This section presents the transportation demand forecast for the OR 201 study corridor through the near- term year 2005 and the long-term year 2025. To develop the transportation growth rate assumptions, the forecasting task has been organized into two main sub-tasks. The first subtask only considers growth in regional through traffic along OR 201 and the supporting local and regional roadways located within the study corridor. The second subtask considers local traffic growth as a result of future buildout of the vacant or underdeveloped parcels located within the study corridor. Together, this more detailed level of

Kittelson & Associates, Inc. Forecast Future Travel Demand 1 32 Tranrportatoon Plannsnflrattrs Englneerang


growth analysis provides a more geographically specific, yet conservative approach to future travel forecast estimation.

Background Growth in Regional Through Traffic

Year 2005 and 2025 regional through traffic volume forecasts for intersection turning movements and roadway segments were derived fi-om a combination of historical growth trends along the OR 201 study corridor, future growth rate information derived from the City of Ontario and Malheur County TSPs, and supplemental information provided by ODOT and Malheur County staff. The following paragraphs outline the process that was undertaken to develop the 2005 and 2025 future volume forecasts.

OR 201 Regional and Through Traffic Growth

Several different historical count locations were consulted to determine background through traffic growth along the OR 201 study corridor. First, historical average daily traffic volumes collected at the nearby automatic traffic recorder station (ATR) on US 20126 were analyzed. Based on a review of the recorded average daily traffic volumes taken over the last twenty years, the linear growth rate was calculated in ODOT's Future Volumes Table to be approximately 1.4 percent per year. At SW 18th Avenue along OR 201, ODOT's linear growth rate estimate is approximately 1.0 percent per year according to the same Future Volumes Table. Since both of these locations have historical data with a strong relationship to the generated trend line, they likely represent a fairly accurate background through traffic estimate along OR 201.

Supporting Roadway Through Traffic Growth

A review of the study area indicates that the majority of the supporting OR 201 study corridor roadway facilities are owned and maintained by Malheur County. Due to a lack of historical traffic counts along these supporting facilities such as SW 18th Avenue (west of OR 201), Railroad Avenue, and Onion Avenue, Malheur County does not currently have established and maintained growth rate patterns on these facilities. As such, the County TSP conservatively assumed that future traffic growth along these facilities would occur at the same rate as the adjacent highways such as OR 201 and US 20126. Based on this lack of data, County staff was consulted to help establish growth rate estimates for these facilities. Based on these discussions, staff indicated that they do not anticipate much growth on the supporting roadway facilities located west of OR 201 as the majority of the adjacent properties are farming related uses that are located outside of the City of Ontario urban growth boundary (UGB)4. However, staff indicated that those roadways located east of OR 201 are likely to experience higher growth rates due to proposed developments such a the TVRR Bio-Refinery and the fact that a larger percentage of the adjacent property is located either within or adjacent to the City of Ontario UGB. A review of the travel forecast model assumptions that went into the development of the City TSP confirms these notions as traffic growth is forecast to increase on the order of approximately 2 to 4 percent per year along the section of SW 18th Avenue located east of OR 201. Based on this information, Table 4-1 summarizes the regional and through traffic growth rate estimates for each of the major roadway facilities located within the OR 201 study corridor.

4 It is noted that the possible extension of Railroad Avenue west to the City of Vale has the potential to result in increased traffic volumes along this facility and possibly SW 18th Avenue.

K Kittelson & A s s o c i a t e s , Inc. -1. Transporlatlon PlanntngKratfnf Englneerang

Forecast Future Travel Demand 1 33


Table 4-1 Future Regional and Through Traffic Growth Rate Estimates

- East of OR 201

- East of OR 201 Development Related

Development Related Development Related

SW 18* Avenue - East of OR 201 - West of OR 201

4% per year 2% per year

I Railroad Avenue - East of OR 201 -West of OR 201

2% per year 2% per year

1 U S 20126 1 1.4% per year 1

Buildout Growth in the OR 201 Study Area

While the growth rates in the previous section account for the estimated background growth in regional through traffic, a separate method for estimating buildout growth amongst the individual parcels located within the OR 201 study area was developed. Although the majority of the study comdor is located outside of the City of Ontario UGB and is unlikely to redevelop beyond its current Exclusive Farm Use (EFU) designations5, a portion of the study area north of SW 18th Avenue is located within the City of Ontario UGB. Given this fact, it is reasonable to assume that portions of this future urban holding area could see an increase in new development through the year 2025. To account for this growth potential, an analysis was performed within the study area boundary to determine a reasonable buildout potential of all vacant or underutilized lands. To complete this analysis, information was obtained from aerial maps, tax lot records, field visits, and conversations with the Ontario Airport Manager. Based on this data, a review of the applicable zoning maps and development codes, and consultation from ODOTICity of OntarioIMalheur County staff, a series of conceptual future buildout maps were developed for each of the OR 201 sub areas that highlight those land parcels that have the greatest potential for future development within the study area. Copies of these sub-area maps are included in Appendix " E .

Onion Avenue - East of OR 201 - West of OR 201

5 A significant amount of land located north of SW 18" Avenue and east of OR 201 is currently outside of the City of Ontario Urban Growth Boundary (UGB). However, the City of Ontario is in the beginning stages of looking at a portion of this land for possible inclusion in the UGB. Although the potential exists for a future expansion of the UGB in this area, the process, timeline, and magnitude of this effort has not yet been officially defined. As such, the OR 201 Corridor Refinement Plan continued to assume that the land will remain as County EFU land.

1 % per year 1 % per year

K Kittelson & Associates. Ins. Transportallon PlannlngfTranic Englneertng



From the sub-area maps, the number of total buildable acres was estimated for each sub-area through the 2025 horizon year. Although it is difficult to determine the density of the potential future buildout, consultation with City and County planning staff determined that any future development would be limited in terms of its total development coverage given the semi-rural nature of the study corridor. From these discussions, it was subsequently assumed and endorsed by both City and County planning staff that the OR 201 study area would build out at an average coverage rate of no greater than 25 percent.

Using the assumptions outlined above and the appropriate permitted land use regulations, the future year build-out level was estimated for all of the identified study area future development parcels. Table 4-2 provides a summary of the future buildout assumptions associated with each of the sub-areas.

To determine the traffic related impacts that this development would have on the assumed study area roadway network, future year weekday a.m. and p.m. peak hour trip estimates were developed. Depending upon the sub-area and the type of assumed development, these additional vehicle trips were distributed onto the OR 201 study area roadways. Those properties fronting OR 201 without direct access to a secondary roadway were assumed to have direct access to the highway. All other properties fronting a secondary roadway were assumed to have no direct access to the highway. From this analysis, it is estimated that a reasonable buildout of the vacant/underdeveloped lands along the study corridor will generate approximately 475 trips during the weekday a.m. peak hour and 645 trips during the weekday p.m. peak hour.

Kittelson & Associates, Inc. Forecast Future Travel Demand 1 35 K Transportat~on Plmn#ngrTrafltc Enguwer#mg


Table 4-2 2025 Future VacanVBuildable Lands Assumptions

C - UGA Commercial

2005 Future Traffic Conditions

Accounting for one year of growth in regional through traffic6, Figure 4-1 and 4-2 illustrate the resulting 2005 weekday a.m. and p.m. peak hour traffic conditions at the OR 201 study corridor intersections. The operational impact of this growth is summarized in Table 4-3. As shown in Table 4-3, all of the key study intersections are forecast to continue to meet ODOT's mobility standard during the weekday a.m. and p.m. peak hours.

6 For the 2005 future year traffic conditions, it was assumed that there would be no buildout of the vacant or underdeveloped land parcels located within the OR 201 study area beyond what presently exists today.

Kittelson & Associates, Inc. Tranrponarlon Planntngrrranic Englneerlng



KITTELSON & ASSOCIATES, INC. ~ T f M N s P O R T , 4 T l ~ N PLANNtNG ,TRAFFIC ENGINEERING

OR 20 7 Corridor Refinement Plan October 2004 .

KllTELSON & ASSOCIATES, INC. M n w s p o n * T l o N P w N l N G 1 mAw. ENGINEERING


Table 4-3 Future Year 2005 Traffic Operations Summary

CM = Critical Movement, WB = Westbound, EB = Eastbound


ODOT's minimum acceptable volume-to-capacity ratio for signalized intersections along OR 201 is 0.70. for unsignalized intersections, the minor street stop-controlled approach is not to exceed a volume-to-capacity ratio of 0.80 when located outside of an urban growth boundary.

2025 Future Traffic Conditions

Accounting for growth in regional through traffic plus an assumed reasonable buildout of the vacant or underdeveloped parcels within the study area through the year 2025, Figure 4-3 and 4-4 illustrate the resulting 2025 weekday a.m. and p.m. peak hour traffic conditions at the OR 201 study corridor intersections. The operational impact of this growth is summarized in Table 4-4.

Kittelson & Associates, Inc. Forecast Future Travel Demand 1 39

OR 20 1 Corndor Refinement Plan October 2004

KlTTELSON & ASSOCIATES, INC. I@ : a , w s m T A , o h PuNNmG, TfWFFlC ENmEm,NG


65--) Del=300 C 7 0

(SIGNALIZED) CRITICAL MOVEMENT LEVEL

KllTELSON & ASSOCIATES, INC.


Table 4-4 Future Year 2025 Traffic Operations Summary

SW 4th Avenue

CM = Critical Movement, WE = Westbound Approach, El3 = Eastbound Approach, EBLT = Eastbound left-turn


ODOT's minimum acceptable volume-to-capacity ratio for signalized intersections along OR 201 is 0.70. For unsignalized intersections, the minor street stop-controlled approach is not to exceed a volume-to-capacity ratio of 0.80 when located outside of an urban growth boundary.

POTENTIAL FUTURE ROADWAY DEMAND MITIGATION

As shown in Table 4-4, the OR 201 / SW 4th Avenue and OR 201 / US 20126 intersections are forecast to exceed maximum operating standards through the year 2025. To mitigate the year 2025 buildout deficiencies, the following generalized improvements could be implemented:

OR 201 / SW 4th Avenue:

o This intersection is forecast to experience a heavy northbound right-turn movement. Constructing a separate northbound right-turn lane along the OR 201 approach and implementing a right-turn overlap phase would allow the intersection to operate acceptably.

o As a two-way stop controlled intersection, the OR 201 / US 20126 intersection is forecast to exceed minimum operating standards during the weekday a.m. and p.m. peak periods. A signal warrant analysis indicates that the intersection does meet MUTCD Warrant #1 as analyzed according to TPAU methodology. This worksheet is included in Appendix " F . Upon signalization, the intersection would operate acceptably.

K Kittelson & Associates, Inc. Forecast Future Travel Demand 1 42 Tranrportst8on PlanntngITraftm Englneerlng


o The OR 201 1 US 20126 intersection would also operate acceptably as a rural single- lane roundabout. Recognizing that the OR 201 corridor is a designated Freight Route, consideration of a roundabout would need to take into account the ability of oversized truck loads to successfully navigate it.

OR 201 Access Driveways

o Based on inventory counts, there are over 80 different public and private access points to OR 201 between Onion Avenue and SW 4th Avenue. As land parcels redevelop along this corridor, consideration will need to be given to consolidating and closing certain driveways in order to maintain the function of OR 201 as a Statewide Highway.

FUTURE RAlL DEMAND

As discussed in Section 3, the Wyoming Colorado Railroad Company, Inc. owns and operates a short line railroad through the OR 201 study corridor. Cunrent rail line crossings of OR 201 are on the order of approximately six crossings per week. Based on conversations with the rail line manager, the Wyoming Colorado short line is actively loo lng to expand operations. With the proposed TVRR Bio-Refinery project, the Wyoming Colorado Railroad estimates that it could potentially experience a tripling of its weekly business in the long-term future.

Kittelson & Associates, Inc. Tranrportatlon Plannlnprrraff~s Engtneerlng


Section 5

Circulation and Access Opportunities & Constraints

Analysis


Circulation and Access Opportunities & Constraints Analysis

As a Statewide Htghway, the primary function of the OR 201 facility is the efficient accommodation of regional through traffic. As such, it will become increasingly important to develop future circulation and access strategies for adjacent highway properties that preserve this function while also ensuring the long-term capacity and safety of the study corridor. This section documents possible future circulation and access management opportunities that can be implemented along the study corridor through the year 2025 under the policy level guidance of an Expressway facility. Included is a description of the process used to develop the initial long-range alternatives, a qualitative assessment discussing the advantages and disadvantages of each alternative, and an evaluation ranlung of each alternative.

CIRCULATION AND ACCESS OPPORTUNITIES OVERVIEW

The OR 201 study corridor between SW 4th Avenue and Onion Avenue currently has a total of 92 different points of access (public and private driveways) to the highway serving businesses, farms, and residences. The majority of the driveways and street intersections are located north of SW 18th Avenue along that section of the highway located adjacent to or within the City of Ontario Urban Growth Boundary (UGB). The remaining driveways and street intersections serve larger agricultural and farming land uses and are located sporadically along the study corridor south of SW 18th Avenue. A review of the 1999 Oregon Highway Plan spacing standards indicates none of these driveways or intersections currently meet the minimum %-mile access spacing requirements for a rurallurban Statewide Kghway nor does it meet the '/'-mile urban and 1-mile rural access spacing requirements under an Expressway designation. Recognizing that the purpose of the OR 201 Corridor Refinement Plan is to investigate long-term circulation and access management strategies that would allow the highway to move in the direction of an Expressway designation, this section is broken out into different subsections described in the next paragraph.

The first subsection provides a brief overview of the existing access management policies and guidelines that are applicable to the OR 201 study corridor. These standards are important to understand as circulation and access alternatives are explored. The second subsection provides a qualitative description of general access management strategiesltechniques that may be applicable to the OR 201 study corridor for restricting and/or reducing the overall number of access points to the highway. Following these background information subsections is a description and evaluation of potential long-term circulation and access opportunities that work towards the Expressway access management guidelines, while trying to preserving the economic vitality as well as function, capacity, and safety of the study corridor.

APPLICABLE ACCESS MANAGEMENT POLICIES

In 1949, the Oregon Legislature passed a statute that required an individual with property frontage along an Oregon State Highway to receive written permission from the Oregon Department of Transportation (ODOT) before constructing an approach to the highway. This statute was adopted because there was a recognition that highways would not operate safely or efficiently if there were an unlimited number of accesses.

Even those driveways approved by ODOT many years ago, can become more problematic as the traffic volumes and speed of highway traffic increase over time. This increase has also paralleled a broader mix

K K i t t e l s o n & A s s o c i a t e s , Inc. Circ~lation and Access Opportunities & Constraints Analysis 1 45 Transportathon Planningriiatf~c Engtneerlng


of vehicles in the travel stream. These include smaller and lighter passenger cars at the same time that many trucks carrying freight become larger and heavier. This dynamic in tandem with frequent and closely spaced driveways can lead to a less safe roadway environment and decreased efficiency of the roadway to accommodate all roadway users. Data developed by the ODOT in the 1990's has shown that approximately 66 percent of all crashes in the urban areas and 33 percent of all crashes in the rural area on Oregon state non-freeway highways are directly related to driveways and intersections. A combination of these concerns led the Oregon Transportation Commission to adopt policies on access management that were incorporated into the 1999 Oregon Highway Plan.

Seeing that a secondary purpose of the OR 201 Corridor Refinement Plan is to evaluate the feasibility of designating the study corridor from SW 4th Avenue to US 20126 to an Expressway designation, the following is a brief overview of the applicable access management policies and action items from the 1999 Oregotz Highway Plan. The full text and specific action items are listed in Appendix ""6;" for reference.

1999 Oregon Highway Plan

A review of the 1999 Oregon Highway Plan, "'Goal 3: Access Management" states the following:

To employ access management strategies to ensure safe and efficient highways consistent with their determined function, ensure the statewide movement of goods and services, enhance community livability and support planned development patterns, while recognizing the needs of motor vehicles, transit, pedestrians and bicyclists.

Policy 3A: Classification and Spacing Standards

It is the policy of the State of Oregon to manage the location, spacing arzd type of road and street intersectio~zs and approach roads on state highways to assure the safe and eficienl operation of state highways consistent with the classification of the highways.

Statewide Highways, National Highway System (NHS) - Rural Expressways * Expressways are to be designated by action of the Oregon Transportation Commission.

The primary function of Expressways is to provide connections to larger urban areas, ports and major recreation areas with minimal interruptions.

* The goal is to limit access (public road andlor private drive connections) to one mile spacing to statewide rural expressways.

Expressways may be two lane and multi-lane highways that provide for safe and efficient high speed and high volume traffic movements.

Private access is discouraged.

o There is a long-range plan to eliminate, as possible, existing approach roads as opportunities occur or alternate access becomes available.

o Access rights will be purchased and a local road network may be developed consistent with the function of the roadway.

Kittelson & Associates, Inc. Circ~lation and Access Opport~flities & Constraints Analysis 1 46 %K Transpoflat8on Phnn$ngrFratf~c Engmeertng


Public road connections are highly controlled and must be spaced appropriately. Future grade separations (interchanges) may be an option. Compatible land use actions may be necessary and shall be included in local comprehensive plans.

Traffic signals are discouraged.

Non-traversable medians must be constructed in the modernization of all multi-lane Expressways that have traversable medians.

Parking is prohibited.

Statewide Highways, National Highway System (NHS) - Urban Expressways 8 The goal is to limit access (public road and/or private drive connections) to half-mile spacing

to urban sections of statewide expressways.

@ Traffic signals are discouraged. Where signals are allowed, the desirable spacing is one half- mile.

Establish driveway and access spacing based on the standards listed in Table 2-1

ACCESS MANAGEMENT STRATEGIES/TECHNIQUES

The following section outlines a series of general access management strategiesltechniques that are potentially applicable to the OR 201 study corridor. Specific instances of when and where these strategies can be applied will be presented later in this section.

Several low cost access management techniques can be implemented as follows:

Modify existing driveways to be consistent with permit conditions. This would include reducing driveways with a wide-open frontage to the specified width allowed, often 24 feet.

e Identify illegal driveways and close (those driveways constructed since 1949 without a permit from ODOT) or if appropriate, place under permit. Unless property is otherwise landlocked, ensure that spacing criteria is achieved, or process deviation to determine if it can remain open. Condition the permit to state that private access will be eliminated when other alternate, reasonable access becomes available to the property.

Provision of left-turn lanes on the state highway at major intersections and/or private drives that experience high volumes of left turning vehicles.

Refine City ordinance and development codes to include language that:

o Requires adjacent property owners to share an approach to the highway as properties re-develop. Condition the permit to state that private access will be eliminated when other alternate, reasonable access becomes available to the property (This assumes that no alternate and reasonable access is available to the property).

o Prevents future property subdivision or portioning that would result in properties having highway frontage with shallow depth and unable to provide access by another road system.

o Requires future subdivisions or portioning of lands to depend on a local road system or easement to a local road system, and will not allow access to the state highway, except through a public road approach.

Kittelson & Associates, Inc. Circulation and Access Opportunities & Constraints Analysis 1 47

Transportation Plannlnflratflc Englneet~ng


o Requires that the property does not rely on state highway for internal circulation as re-development occurs along the highway. Access should be located to the local street system.

More costly access management techniques that can be implemented over time or as properties developlre-develop include:

Plan for and acquire right-of-way for a local street network to serve properties now dependent on the state highway for access.

Where properties have alternate, reasonable access by some means other than the state highway, consider purchase of all remaining rights of access between the adjacent property and the state highway.

s In those areas where there are significant safety concerns and where no alternate reasonabte access is available to the adjacent properly owner, consider purchase of entire propePty.

Plan for and develop a system of frontage roads that parallel the highway, normally located between the highway and the adjacent building frontage. If this course is pursued, it should be developed in tandem with local ordinance that requires a building set-back to accommodate a revised access and site circulation that is effective when additional right-of- way is required. This strategy also requires sufficient right-of-way surrounding the major intersections on the highway to ensure that the frontage road cross street intersection is a sufficient distance from the highway. The cost to implement this strategy can be high if the development of the frontage road displaces buildings located close to the property frontage.

Plan for and develop a system of backage roads, which results in a system of roads behind the buildings that front the state highway. This solution normally solves the problem of an intersection located too close to the state highway, but can lead to perceived reduction of access to properties along the highway. While commercial properties often seek to rely on the traffic on the state highway for exposure to the business, the only available access is by means of the rear of the property.

Construct raised median barriers along the highway can be used to prevent side-street left- turn movements and cross traffic movements; thereby reducing potential conflicts and improving the safety of the corridor.

Construct driveway restrictions such as right-idright-out barriers that limit turning movements onto the highway from side streets or driveways.

K Kittelson & Associates, Inc. Circulation and Access Opportunities & Constraints Analysis 1 48 Transportatson Planntng~ralt8s Englneerlng

OR 201 Corridor Rei7nement Plan October 2004

LONG-TERM CIRCULATION AND ACCESS MANAGEMENT STRATEGIES

The primary purpose of the circulation and access opportunities analysis is to identify possible long-term circulation and highway access plans that will allow future economic development while maintaining the function, capacity, and safety of the OR 201 study corridor. As previously indicated, there are numerous driveways to residences, businesses, and farms that do not meet the adopted spacing standards of the 1999 Oregon Highway Plan. Considering that land parcels adjacent to portions of the study corridor are designated as UGA Commercial (particularly along the west side of OR 201 north of SW 1 8 ' ~ Avenue), it is one of the stated goals of the OR 201 Corridor Refinement Plan to provide alternative points of access to these properties as they develop or redevelop over time. The following sections provide a description of the process used to develop the future circulation and access alternatives, a detailed description of each alternative, a qualitative assessment discussing the advantages and disadvantages of each altemative, and a preliminary consultant team recommendation of a prefeared alternative.

AIternalive Development Process

The development of the initial circulation and access alternalives for the OR 201 Gomdor Refinement Plan began with two separate design workshops. The first workshop was held for members of the PPMT, while the second workshop was held for interested citizens, business owners, and landowners in a public open house setting. Both of these workshops were held on April 14, 2004.

Within each workshop, participants were presented with an overview of applicable local circulation and access management techniques. Following these presentation overviews, participants were asked to sketch their ideas for the future supporting collector/local street circulation network and access strategy for OR 20 1.

As part of each workshop exercise, participants were also asked to note some of their general comments regarding the future of the OR 201 study corridor. These comments included the following:

Look at alternatives that improve the sight distance and safety of the OR 201/Railroad Avenue intersection;

Minimize the land use impacts and access restrictions to the existing homes and businesses located along OR 201;

Improve access to those properties located within the Cairo Junction Rural Service Center;

Look at alternatives that improve the operation of the OR 201/US 20-26 intersection;

Future collector and local circulation roads should be planned as close as possible to property boundary lines so as to limit the land use impacts to any one property owner; and

Frontage or backage roads should be considered north of SW 18 '~ Avenue to preserve property access.

Following the completion of the PPMT and public workshops, the consultant team developed a series of individual circulation and access alternatives based in part on the ideas generated during the workshop exercises. These alternatives represent a culmination of the individual design ideas developed by the workshop participants. Technical refinements to these ideas were then made by the consultant team to

I,

K Kittelson 81 Associates, Inc. Circulation and Access OpporTunities 6; Constraints Analysis 1 49

Tranrportat$on Plann8ngRralf1c Englneervng

OR 20 7 Corridor Refhemen t Plan October 2004

ensure appropriate roadway alignments and access design parameters. The following subsections describe the initial alternatives along with planning level cost estimates for each component.

Alternative #I

Figure 5-1 shows the long-term circulation and access Alternative # l . Major roadways and access opportunities include:

Construction of backage roads along those portions of the study corridor located within the City of Ontario city limits and UGB ($5.5 million west side, $1.75 million east side). The purpose of the backage roads is to eliminate the need for direct access off of the highway for those properties designated as future commercial and industrial. Access tolfrom the backage roads would be provided via:

o Right-idright-out access at SW 6th Avenue serving both sides of the highway ($Z5,000).

o A ful l access intersection serving both sides of the highway located approximately halfway between SW 4th Avenue and SW lgth Avenue ($25,000).

o Right-idright-out access serving the west side of OR 201 at approximately Mat's Way Street ($25,000).

o A full access connection to SW 4th Avenue located approximate 375 feet west of the OR 20 11SW 41h Avenue intersection ($25,000).

A minor collector street network serving the east side of OR 201 north of SW lgth Avenue and south of SW 41h Avenue ($12 million). It should be noted that this estimate only includes those roadways located within the Ontario UCB.

A realignment of Railroad Avenue to the north approximately halfway between SW lgih Avenue and the US 20126 junction ($7 million).

A minor collector roadway serving the Cairo Junction Rural Service Center. Access to this roadway would be provided at the OR 201 / US 20/26 junction forming a fourth leg to the existing intersection ($1 million).

Following Figure 5-1, Table 5-1 shows the operational performance at each of the proposed OR 201 access points assuming reasonable buildout of those vacant/underdeveloped parcels located along the study corridor. As shown in the table, all of the potential access points would operate at acceptable volume to capacity ratios through the year 2025 assuming additional improvements at some intersections. In particular, the OR 201lSW 4th Avenue intersection would need a separate northbound right-turn lane ($70,000) and overlap phasing while the OR 201 1 US 20126 intersection would need to be signalized ($200,000). All other intersections would operate acceptably assuming the access restrictions depicted in Figure 5-1.

Kittelson & Associates, Inc, Circulation and Access Opportunities & Constraints Analysis 1 50

A RIGM-INIRGWOUTKZ€S

~ W I mama lrdwrarrux~s9 f

D3S77NG W A Y S W R E W A Y S I....... HINWOOUH;TCR --- POlENllNNRlRE HlMRmLLEGTOR 2

LONGTERM ClRCULATION a ACCESS ALTERNATIVE I1 $


Table 5-1 Alternative #1 - Operations Analysis Summary

Existing Traffic SW 4th Avenue

Eliminated

(halfway between SW 4'" Ave and Full Access

SW Mat's Way

Existing Traffic SW 1 8m Avenue

Railroad Avenue

New Traffic

Onion Avenue Full Access

Kittelson & Associates, I n 5 Circulation and Access Opportunities & Constraints Analysis 1 52 Transportatton Plannlngrrratflc Engtneernng

OR 20 7 Corridor Refiement Plan October 2004

Alternative #2

Figure 5-2 shows the long-term circulation and access Alternative #2. Major roadways and access opportunities include:

Construction of backage roads along those portions of the study corridor located within the City of Ontario city limits and UGB ($5.25 million west side, $1.75 million east side). The purpose of the backage roads is to eliminate the need for direct access off of the highway for those properties designated as future commercial and industrial. Access toffrom the backage roads would be provided via:

o Right-idright-out access at SW 6" Avenue serving both sides of the highway ($25,000).

o Left-inlright-inlright-out access serving the west side of OR 201 at Airport Way ($25,000).

o Left-idright-inlright-out access serving the east and west sides of OW 201 located approxhnately halfway between SW 4~ Avenue and SW 18" Avenue ($25,000).

o A full access connection to SW 4" Avenue Located approximately 375 feet west of the OR 2011SW 4"h Avenue intersection ($25,000).

o A connection to SW 18" Avenue located approximately 750 feet west of the OR 201/SW 18" Avenue intersection ($25,000). This connection would be provided through the future runway protection zone for the potential Ontario Airport runway expansion.

A minor collector street network serving the east side of OR 201 north of SW 18" Avenue and south of SW 4" Avenue. This future street network would minimize impacts to property owners by establishing alignments along parcel boundaries ($12.5 million). It should be noted that this estimate only includes those roadways located within the Ontario UGB.

0 Limiting the OR 20IlRailroad Avenue intersection to future right-inlright-out access and establishing an alternative future full access connection to OR 201 approximately halfway between SW 18" Avenue and Railroad Avenue ($8.7 million).

A minor collector roadway serving the Cairo Junction Rural Service Center. Access to this roadway would be provided at the OR 201 I US 20126 junction forming a fourth leg to the existing intersection ($1 million).

Following Figure 5-2, Table 5-2 shows the operational performance at each of the proposed OR 201 access points assuming reasonable buildout of those vacant/underdeveloped parcels located along the study corridor. As shown in the table, all of the potential access points would operate at acceptable volume to capacity ratios through the year 2025 assuming additional improvements at some intersections. As with Alternative #1, the OR 201/SW 4th Avenue intersection would need a separate northbound right-turn lane and overlap phasing ($70,000) while the OR 201 / US 20/26 intersection would need to be signalized ($200,000). All other intersections would operate acceptably assuming the access restrictions depicted in Figure 5-2.

Kittelson & Associates, I n 5 Circulation and Access Opportunities & Constraints Analysis 1 53 Transpottat~on Plannsnflratf#c Engmeernng

IU

MSTiNG R3LDW)IYB FUTURE RO&MAIS I - .¶AlEWlC€ M ( I W A V I....... H , - m - PRWPN*RTW!N. POTEHnNRMRE HlNoRmLLECTOR li-i- MlNORlAlWLL

--- U!4NMh7E(O(lTSEUF8W G m W M . - R Y U L U ~ ~ ~ R C O L L H ~ ~ R P X W J I Y J eouwxw - HI^^

LONGTERM CIRCULATION & ACCESS ALTERNATIVE 112



Existing Traffic SW 4" Avenue

SW Mat's Way

Existing Traffic SW 18" Avenue

Railroad Avenue

Full Access

M Kittelson & Associates, Inc. Circulation and Access Opportunities & Constraints Analysis 1 55 Transportataon Plannlng/Tratt,c Enganeertng

OR 20 7 Corridor Remement Plan October 2004

Alternative #3


Construction of a frontage road along the west side of OR 201 and a backage road along the east side of OR 201 ($6.5 million west side, $1.7 million east side). Access tolfrom the frontagelbackage roads would be provided via:

o Right-inlright-out access at SW 6th Avenue serving the east side of the highway ($25,000).

o Right-inlright-out access at Airport Way serving the west side of the highway ($25,000).

o A full access intersection serving both sides of the highway located approximately halfway between SW 4th Avenue and SW lgth Avenue ($25,000).

o An access connection to SW 4th Avenue located approximately 375 feet west of the OR 201/SW 4th Avenue intersection ($25,000).

o An access connection to SW 1 8 ' ~ Avenue located approximately 500 feet west of the OR 201/SW Avenue intersection ($25,000). This connection would avoid the future runway protection zone for the potential Ontario Airport runway expansion.

A minor collector street network serving the east side of OR 201 north of SW 1 8 ~ ~ Avenue and south of SW 4th Avenue ($15.8 million). It should be noted that this estimate only includes those roadways located within the Ontario UGB.

A realignment of the OR 201Railroad Avenue Intersection approximately 625 feet to the north providing additional separation between the intersection and the railroad tracks ($3 million).

a A minor collector roadway serving the Cairo Junction Rural Service Center. Access to this roadway would be provided at the OR 201 1 US 20126 junction forming a fourth leg to the existing intersection ($1 million).

Following Figure 5-3, Table 5-3 shows the operational performance at each of the proposed OR 201 access points assuming reasonable buildout of those vacant/underdeveloped parcels located along the study corridor. As shown in the table, all of the potential access points would operate at acceptable volume to capacity ratios through the year 2025 assuming additional improvements at some intersections. As with Alternative #1 and #2, the OR 2011SW 4th Avenue intersection would need a separate northbound right-turn lane and overlap phasing ($70,000) while the OR 201 / US 20126 intersection would need to be signalized ($200,000). All other intersections would operate acceptably assuming the access restrictions depicted in Figure 5-3.

Kittelson & Associates, Inc. Circulation and Access Opportunities & Constraints Analysis 1 56 Transportatron Plannlng/Trafbc Engnneering



SW 6'" Avenue

New Access

Existing Traffic

Railroad Avenue Full Access

US 20126 Junction

Kittelson & Associates, Inc. Circulation and Access Opportunities 6; Constraints Analysis 1 58


Alternative #4


Construction of backage roads along those portions of the study corridor located within the City of Ontario city limits and UGB ($7 million west side, 1.75 million east side). Access tolfrom the backage roads would be provided via:

o One full access intersection serving the east and west sides of OR 201 located approximately halfway between SW 41h Avenue and SW 18th Avenue ($25,000). All other points of access between SW 4th Avenue and SW 1sth Avenue would be eliminated.

o A connection to SW 4" Avenue located approximately 375 feet west of the OW 201lSW 4' Avenue intersection ($25,000). This connection would avoid the future runway protection zone for the potential Ontario Alrporl runway expansion.

o A connection to SW 4th Avenue located approximately 375 feet west of the OR 201lSW 4"' Avenue intersection ($25,000).

A minor collector street network serving the east side of OR 201 north of SW Avenue and south of SW 4th Avenue ($14.75 million). It should be noted that this estimate only includes those roadways located within the Ontario UGB.

A realignment of Railroad Avenue to the north approximately halfway between SW lgth Avenue and the US 20126 junction ($8.25 million).

A minor collector roadway serving the Cairo Junction Rural Service Center. Access to this roadway would be provided at the OR 201 I US 20126 junction forming a fourth leg to the existing intersection ($1 million).

Following Figure 5-4, Table 5-4 shows the operational performance at each of the proposed OR 201 access points assuming reasonable buildout of those vacantlunderdeveloped parcels located along the study corridor. As shown in the table, all of the potential access points would operate at acceptable volume to capacity ratios through the year 2025 assuming additional improvements at some intersections. As with Alternative #1, #2, & #3, the OR 201/SW 4th Avenue intersection would need a separate northbound right-turn lane and overlap phasing ($70,000) while the OR 201 / US 20126 intersection would need to be signalized ($200,000). All other intersections would operate acceptably assuming the access restrictions depicted in Figure 5-4.

K Kittelson & Associates, Inc. Circulation and Access Opportunities & Constraints Analysis 1 59

Transportatton PlanntnyTratf8c Englneerlng

w EaSrVlG M A Y S nrmRE W A Y S - S T A ~ O E mwuW I ...... M,NQ(COUH;TOR - PUWN*RIERUL FQTENTlUFWlJFS MlMCULECrW - MINDRAXEWA

-- - WoNmNTs ( m D E U W G R o w m

E- M J R U * U J O R M U K i l W P Y A W WMARI)

PUP.-. MI- W C m R

I SCALE

0 1ZM i - 1

LONGTERM CIRCULAllON & ACCESS ALTERNATIVE #4



Exlsting Traffic SW 4th Avenue

(halfway between SW 4"Ave and Full Access

SW Mat's Way

Exlstlng Traffic SW 1 8m Avenue

Railroad Avenue

Onion Avenue Full Access

Kittelson & Associates, Inc. Circulation and Access Oppot-tunities & Constraints Analysis 1 6 1 T~an~por ta t ton Plannnngmafttc Engnneerlng

OR 20 1 Corridor Re Wement Plan October 2004

Alternative #5


Construction of parallel access roads along those portions of the study corridor located within the City of Ontario city limits and UGB ($7 million west side, 1.75 million east side). The parallel access road on the west side of OR 201 would be located approximately halfway between OR 201 and the Ontario Airport property. Access tolfrom the parallel access roads would be provided via:

o One full access intersection serving the east and west sides of OR 201 located approximately halfway between SW 4th Avenue and SW 1 8 ' ~ Avenue ($25,000). All other points of access between SW .ath Avenue and SW lgth Avenue would be eliminated.

o A connection to SW 4th Avenue located approximately 375 feet west of the OR 2011SW 4" Avenue intersection ($25,000). This connection would avoid the future runway protection zone for the potential Ontario Airport runway expansion.

o A connection to SW 4th Avenue located approximately 375 feet west of the OR 201lSW 4th Avenue intersection ($25,000).

A minor collector street network serving the east side of OR 201 north of SW 1 8 ' ~ Avenue and south of SW 4th Avenue ($14.75 million). It should be noted that this estimate only includes those roadways located within the Ontario UGB.

A minor collector roadway serving the Cairo Junction Rural Service Center. Access to this roadway would be provided at the OR 201 / US 20126 junction forming a fourth leg to the existing intersection ($1 million).

Following Figure 5-5, Table 5-5 shows the operational performance at each of the proposed OR 201 access points assuming reasonable buildout of those vacant/underdeveloped parcels located along the study corridor. As shown in the table, all of the potential access points would operate at acceptable volume to capacity ratios through the year 2025 assuming additional improvements at some intersections. As with Alternative #1, #2, #3, & #4, the OR 201lSW 4th Avenue intersection would need a separate northbound right-turn lane and overlap phasing ($70,000) while the OR 201 I US 20126 intersection would need to be signalized ($200,000). All other intersections would operate acceptably assuming the access restrictions depicted in Figure 5-5.

Kittelson & Associates, Inc. Circulation and Access Oppo~unities & Constraints Analysis 1 62

Transportallon Plann,ngiTralf+c Engtneerlng



Mitigated Lane Configurations &

Existing Traffic SW 4th Avenue

SW Gth Avenue

New Access (halfway between SW 4'h Ave and

SW Mat's Way

Existing Traffic

Full Access

New Traffic US 20126 Junction

Onion Avenue

Kittelson & Associates- Circulation and Access Oppon'unities & Constraints Analysis 1 64 Transportattan Planntngriratf~c Englneertng


Preliminary Alternatives Evaluation

After the development of the five initial circulation and access alternatives, each altemative went through a qualitative evaluation. To assist in this evaluation process, a series of evaluation criteria were developed from the project goals and objective in order to help compare and screen the alternatives. These evaluation criteria are summarized in Table 5-6.

Table 5-6 Local Access & Circulation Evaluation Criteria

At this stage in the concept evaluation process, the evaluation criteria as summarized above have been applied in a qualitative fashion in order to determine the most viable of the five alternatives. A summary of the preliminary qualitative evaluation of each alternative is presented in Table 5-8. As shown in this table, a set of qualitative advantages and disadvantages for each concept were developed. Based on these advantages and disadvantages, each concept was then preliminarily rated.

Main Criteria Heading

Function, Capacity, & Safety of OR 201

Adjacent Property impacts

Pedestrian/Bicycle Accommodations

Freight

Expressway Designation

Kittelson & Associates, Inc. Circulation and Access Opportunities & Constraints Analysis I 65

Tranrportal#an P lanntn f l ra f f !~ Englneer~ng

Works towards 1999 Oregon Highway Plan access management standards by reducing the number of driveways and local street access points.

Limits the amount of local street traffic on the OR 201 study corridor.

Considers the potential expansion of the Ontario Airport runway.

Considers more appropriate access spacing plan while providing alternative access to adjacent properties.

Preserves the existing and future viability of adjacent land parcels.

Allows for parallel sidewalks and bicycle facilities along the OR 201 study corridor.

Minimizes through travel delay for freight vehicles. - Access spacing is sufficient for an Expressway designation.


Table 5-7 Preliminary Evaluation Matrix

Evaluation Criteria Comments

1. Preserves Function, 2. Adjacent Property 5. Expressway Capacity, & Safety Impacts 3. Pedestrian & Bicycle 4. Freight Designation

Accommodation I ++ = Large Improvement ++ = No Impacts ++ = No Freight Impacts ++ = Allows For Expressway

+ = Some Improvement + = Impacts are Limited + = Accommodates Pedlsike + - Minimal Freight Impacts + = Works toward Expressway 0 = No Change 0 = No Change 0 = No Change 0 = No Change 0 = No Change - = Degradation - = Some Impacts - = Doesn't Accommodate - = Impacts Freight - = Deviates from Expressway Nt. # -- = Significant Degradation -- = Significant Impacts -- = Sig. Impacts Freight Pedlsike -- = Violates Expressway Advantages Disadvantages

Provides alternative access to commercially Backage road along the west side of OR 201 will designated properties through the use of be difficult to develop due to the small size and backage roads (1, 3, 4, 5). number of different land parcels (2).

Consolidates the number of future urban access Backage road will impact the existing airplane points between SW 4" Avenue and SW 1 gth storage hangars located north of Airport Way and Avenue to three and works towards the '/> mile require that they be moved over time (2).

Provides alternative access to commercially Full property access along the OR 201 study designated properties through the use of corridor north of SW 18* Avenue is limited to SW backage roads (1, 3, 4, 5). 1 gth Avenue along the west side and to SW 4'"

Eliminates all left-turns onto the highway from the Avenue the east side (I)'

UGB side-streets with the exception of the Backage road along the west side of OR 201 will #2 existing signalized access points at SW 4'" be difficult to develop due to the small size and

Avenue and SW 18'" Avenue (1, 4). number of different land parcels (1, 2).

Backage road does not impact the existing Backage road along the west side of OR 201 airplane storage hangars (2). would cross into the future runway protection

zone of the Ontario Airport limiting the ability to sign and illuminate this roadway in the future (2).

Provides alternative access to commercially Frontage road along the west side of OR 201 will designated properties through the use of limit the redevelopment viability of some smaller frontage and backage roads (1, 3, 4, 5). land parcels with insufficient depth to

Frontage road along the west side of OR 201 accommodate the future frontage road right-of-

may be easier to develop over time as the way (2).

properties with highway visibility are likely to Continuity of backage road along the west side of redevelop first (1). OR 201 is broken up by the Ontario Airport

#3 Consolidates the number of future urban access airplane hangars'

points between SW 4'" Avenue and SW 1 gth Avenue to three and works towards the % mile spacing standard for signalized full access intersections (1, 5).

Accommodates the potential expansion of the Ontario Airport runway by not penetrating the future runway protection zone (1).

I spacing standard for signalized full access Continuity of Railroad Avenue is broken up (2). intersections ( 2 , 5). I Accommodates the potential expansion of the Ontario Airport runway by not penetrating the future runway protection zone (1, 2).

Rural access is evenly spaced between SVV 1 Bth Avenue and US 20126 working towards the I -mile spacing standard (5).

Kittelson & Associates, Inc. Circulation and Access O p p ~ f t ~ n i t i e ~ & Constraints Analysis ) 66 Transportation PlanniogRrattis Engineering


Kittelson & Associates, Inc. Transportation Plenningflraflie Englneertng

1. Preserves Function, 2. Adjacent Property 5. Expressway Capacity, & Safety Impacts 3. Pedestrian & Bicycle 4. Freight Designation

Accommodation + + = Large Improvement + + = No Impacts + + = No Freight Impacts + + - Allows For Expressway + = Some Improvement I

+ = impacts are Limited

I + = Accommodates PedBike + - Minimal Freight Impacts + = Works toward Expressway

0 = No Change 0 = No Change 0 = No Change 0 = No Change / 0 = Nochange

Circulatjon and Access Opportunities & Constraints Analysis ) 67

- = Degradation - = Some Impacts - = Doesn't Accommodate - = Impacts Freight - = Deviates ?rcm Expressway I Alt. #

SW 4m Avenue and SW 1 8th Avenue. Works storage hangars located north of Airport Way and towards the '/Z mile spacing standard for require that they be moved over time (2). signalized full access intersections (1, 5). Continuity of Railroad Avenue is broken up (2). Rural access is evenly spaced between SW 1 8th Avenue and US 20126 working towards the 1 -mile spacing standard (5).

Accommodates the ptential expansion of the

access roads (1, 3, 4, 5). properties, resulting in greater impacts to

The parallel access road will impact the existing towards the % mile spacing standard for airplane storage hangars located north of Airport signalized full access intersections (1, 5). Way and require that they be moved over time

spacing standard (5).

Accommodates the potential expansion of the

PedBike -- = Significant Degradation Disadvantages

Backage road along the west side of OR 201 will be difficult to develop due to the small size and number of different land parcels (1, 2).

-- = Significant Impacts Advantages

Provides alternative access to commercially designated properties through the use of backage roads (1, 3, 4, 5).

-- = Sig. Impacts Freight -- = Violates Expressway


EVALUATION CRITERIA SUMMARY

Based on the assessment of each alternative, a summary overview of the key findings are included in the following sections.


From the perspective of preserving the function, capacity, and safety of the OR 201 study corridor, the alternatives assessment revealed the following main points:

All of the alternatives reduce and consolidate the number of access points to the highway. This reduction in access points has the potential to improve the efficiency and safety of traffic flow along the highway.

The traffic operations analysis reveals a consistent operational performance of the key study intersections and proposed access points through the year 2025. As a result, the operations analysis has deterninest that there is a consistent level of infrastructure improvement necessary for each alternative to accommodate future year 2025 design hour traffic volumes and still meet the adopted operational pedomance standards. These base level improvements incIilde:

o A northbound right-turn Iane at the OR 2011SW 4th Avenue intersection along with right-turn overlap phasing.

o Signalization of the OR 201 / US 20126 intersection.

Adjacent Property Impacts

From the perspective of investigating the potential land use impacts on adjacent properties, the alternatives assessment revealed the following:

The development of frontage or backage roads as depicted in all of the alternatives will have land use impacts to the adjacent properties:

o A backage road system as depicted in Alternatives #1, #2, and #4 will be difficult to develop along the west side of the highway due to the small size and number of land parcels located between the airport property and the highway.

o The ability to provide a continuous backage road along the west side of OR 201 is limited by the Ontario airport runway hangars. The backage road concept depicted in Alternatives #1 and #4 would require that the airplane storage hangars be moved to another site.

o The development of the frontage road concept along the west side of OR 201 will limit the redevelopment viability of some smaller land parcels with insufficient depth to accommodate the future frontage road right-of-way.

Pedestrian and Bicycle Accommodation

From the perspective of accommodating pedestrian and bicycle movements, the alternatives assessment revealed the following:

Expressway designations encourage pedestrian and bicycle facilities to be separated from the highway. The provision of parallel frontage and/or backage roads along the urban sections of

Circulation and Access Oppodunities & Constraints Analysis 1 68


the study highway would provide pedestrian and bicycle accessibility to adjoining properties as they redevelop over time. The backage road concepts depicted in Alternatives #1 and #4 as well as the frontage road concept depicted in Alternative #3 provide the most continuity for bicycle and pedestrian travel

Freight

From the perspective of accommodating freight movements along the highway, the alternatives assessment revealed the following:

The consolidation of access points and driveways as depicted in all of the alternatives has the potential to minimize through travel delay for freight vehicles.

With only one major access point between SW 4'h Avenue and SW lgth Avenue, Alternative #4 would decrease through travel delay the most when compared to all other alternatives.


From the perspective of invest~gating the potential for an Expressway designahon, the alternatives assessment revealed the following main points:

While all of the alternatives work towards the %-mile spacing standards encouraged for Statewide Expressways, Alternative #4 provides the highest degree of access spacing (approximately %-mile) particularly along the urban section of highway located north of SW lgth Avenue.

K Kittelson & Associates, Inc. Circulation and Access Opportunities 6; Constraints Analysis 1 69 Tran~por ta t~on PlannmgXrafftc Engrneerang


RECOMMENDED ALTERNATIVE

On June 9, 2004, the PPMT initially met to discuss the five long-term circulation and access alternatives presented earlier in this section. From these discussions and subsequent group meetings, members of the FPMT had the foiiowing comments regarding future circuiation and access along the study comdor as it related to the concepts presented in the original five alternatives:

Parallel circulation roadways to OR 201 along the west side of the highway should consider connections to SW 4th Avenue and/or SW 1 8 ' ~ Avenue in order to take advantage of signalized access to the highway.

o A connection to SW 4'h Avenue would likely require acquisition of right-of-way from the Ontario Airport and relocation of existing airplane hangars. A connection to SW l g t h Avenue would require a parallel road alignment through a future runway protection zone. Given these constraints, connections through the airport property and runway protection zone area may want to be considered as optional elements if alternative points of access to OR 201 become constrained.

There should be three consolidated points s f access to OR 201 between SW lg th Avenue and SW 4th venue. Logical access points include Airport Way, Mats Way, and a point approximately halfway between SW 4th Avenue and SW 1 8 ' ~ Avenue.

The OR 201 planning effort should consider two different fosms of north-south circulation roadways along the west side of OR 201 and north of SW isth Avenue:

o A backage road concept that would travel along the eastern boundary of the Ontario Airport.

o A roadway that would bisect the land parcels located between OR 201 and the Ontario Airport.

Future collector roadways along the east side of OR 201 should allow for the logical extension of the Ontario street grid network if the urban growth boundary were to ever be expanded in the area.

A new roadway should be considered that would connect to the east approach of the OR 201 1 US20126 intersection and extend easterly to Alameda Avenue. This new roadway would provide an alternative to Railroad Avenue and provide better access to the Cairo Junction Rural Service Center.

Based on these general comments, various circulation and access concepts from the original five alternatives were taken to create a recommended long-term circulation and access alternative as described below.

Recommended Long-Term Circulation & Access Alternative

Figure 5-6 illustrates a recommended long-term circulation and access alternative for the OR 201 study. The major elements of this alternative are summarized in Table 5-8.

Kit te l son & A s s o c i a t e s , inc . Circulation and Access Opportunities & Constraints Analysis 1 70 Transportatlorn PlannlngTTratflc Englneerlng

EXISTING RO*OWAB FWUREFmKWAYS - STATEWlDE W M A Y -....- M I H C ( ( ~ O R POTEKilAL FUNRE HIMXOaLECrOR

RECOMMENDED LONGTERM ClRCULATlON &ACCESS ALTERNATIVE


Table 5-8 Recommended Long-Term Circulation and Access Components

K Kittelson & Associates, Ins. Circulation and Access Opportunities & Constraints Analysis 1 72 Ttansponarlon Plannlng~ralt lc Engbneerlng

Figure 5-6 id#

1

2

2A

26

2C

3 A

3B

4

5

- 6

Project Description

A north-south parallel roadway that would initially connect the area consisting of the Ontario Business Park to SW 4'" Avenue. This connection would eliminate the need for individual access driveways from OR 201 to the Ontario Business Park and SW 6'" Avenue. These two driveway connections could then be closed in the future as documented in Project #4.

A north-south parallel roadway that would connect Airport Way to a new east-west roadway located halfway between SW 41h Avenue and SW 1 8'h Avenue. This parallel roadway would bisect the property between the Ontario Airport and OR 201 providing future access to adjacent properties.

A north-south parallel roadway connection that would link circulation Projects #1 and #2, providing continuous parallel circulation up to SW 4'" Avenue. This component would require right-of-way acquisition from the Ontario Airport as well as relocation of the existing airplane hangars. As such, it is considered an optional element that could be implemented if other access points to OR 201 become constrained.

A north-south parallel roadway connection similar in purpose lo circulation Project #2 that would be located along the Ontario Airport property boundary.

An optional north-south parallel roadway connection to Project #28.

A north-south parallel roadway connection that would connect circulation Projects #2B or #2C with SW f Bth Avenue. This circulation element would require a roadway that would be constructed within a future runway protection zone (if the Ontario Airport runway is lengthened). As such, it is considered an optional element that could be implemented if other access points to OR 201 become constrained.

An optional access roadway to Project #3A, if a connection to SW 1 8th Avenue is not provided or there is a desire to avoid the future runway protection zone.

The SW 6th Avenue and Ontario Business Park driveway connections to OR 201 would be eliminated in the future. Access to properties currently served by this roadwayfdriveway would be encouraged through alternate access points and roadways as described in Projects # I , #5, #6, #8, and #9.

A future left-infright-infright-out access connection to OR 201 at Airport Way (initially to be maintained as a full access point until the complimentary roadway network is developed). An east-west roadway would be developed from this access point to serve properties located along the east and west sides of OR 201.

A full access connection to OR 201 would be provided at a point approximately halfway between SW 4th

7

8

9

10

11

12

13

Avenue and SW 1 8'" Avenue. A new east-west roadway would be developed from this access point to serve properties located along the east side of OR 201. This access point would also represent the location of the only future traffic signal located between SW 4'h Avenue and SW 1 8m Avenue (if warranted).

A future limited access left-infright-Wright-out access connection to OR 201 at Mats Way (initially to be I

maintained as a full access point until the complimentary roadway network is developed). A new roadway would be developed from this access point to serve properties located along the east side of OR 201.

A north-south parallel roadway located along the east side of OR 201 connecting SW 6th Avenue to a new roadway located approximately halfway between SW 4th Avenue and SW 1 8'h Avenue.

A minor collector street network serving property located within the City of Ontario urban growth boundary.

A new future roadway that would connect at the OR 201 / US 20126 junction forming a fourth leg to the intersection and serving as the main point of access to the Cairo Junction Rural Service Center.

A new roadway connection from OR 201 to Alameda Avenue. This new roadway would provide an alternative to the Railroad Avenue corridor. Located outside of the City of Ontario's UGB, development of this new roadway connection would be contingent upon potential future expansion of the UGB or Malheur County going through a state goals exception process for the development of new roadways in rural areas.

Upon the development of Project #11, Railroad Avenue would be modified to right-out access only.

Potential future minor collector roadways that would complete the circulation pattern north of SW 18'" Avenue and future minor collector roadways that would provide parallel circulation roadways to OR 201 south of SW 1 8'" Avenue. Located outside of the City of Ontario's UGB, development of this new roadway connection would be contingent upon potential future expansion of the UGB or Malheur County going through a state goals exception process for the development of new roadways in rural areas.

OR 20 7 Corridor ReJ7nernent Plan October 2004

Table 5-9 shows the operational performance at each of the proposed OR 201 access points assuming reasonable buildout of those vacantfunderdeveloped parcels located along the study corridor. As shown in the table, all of the potential access points would operate at acceptable volume to capacity ratios through the year 2025 assuming additional improvements at some intersections. As with the previous Alternatives, the OR 2011SW 4th Avenue intersection would need a separate northbound right-turn lane and overlap phasing while the OR 201 1 US 20126 intersection would need to be signalized. All other intersections would operate acceptably assuming the access restrictions depicted in Figure 5-6.

Potential Futrire Alignments (Outside of UGB)

In addition to the first ten projects listed in Table 5-8, Figure 5-6 also illustrates potential future roadway alignments located outside the Ontario UGB (Projects #11-13). Although the State of Oregon's Transportation Planning Rule (OAR 660-012-0070) prohibits the planning process from formally identifying filture roadways located outside a UCB, these connections illustrate potential connections if the City's UCB were ever expanded or Malheur County were to go through a state goals exception process for the development of new roadways in rural areas.

K Kittelson 8 Associates, Inc. Circula tiofl and Access Opportunities & Constraints Analysis 1 73 Trannponat$on PIanntngXrattao Engtneerlng


Kittelson & Associates, Inc. Circulation and Access Oppon'unities & Constraints Analysis 1 74 Transponation PlannmgRrattlc Englneer~ng


REFINED ALTERNATIVES ASSESSMENT

For comparison purposes to the original five long-term circulation and access alternatives, the recommended alternative was evaluated according to the five evaluation criteria. A summary of the evaluation criteria is presented below.


From the perspective of preserving the function, capacity, and safety of the OR 201 study corridor, the refined alternatives assessment revealed the following main points:

The refined alternatives reduce and consolidate the number of access points to the highway to three primary locations between SW 4th Avenue and SW lgth Avenue. This reduction in access points has the potential to improve the efficiency and safety of traffic flow along the highway.

Q, The traffic operations analysis reveals a consistent operational perfomance of the key study intersections and proposed access points through the year 2025. As a result, the operations analysis has determined that there is a consistent level of infrastructure improvement necessary for the refined alternative to accommodate future year 2025 design hour traffic volumes and still meet the adopted operational performance standards. These base level improvements include:

o A northbound right-turn lane at the OR 2011SW 4th Avenue intersection along with right-turn overlap phasing.

o Signalization of the OR 201 / US 20126 intersection.

Adjacent Property Impacts

From the perspective of investigating the potential land use impacts on adjacent properties, the refined alternatives assessment revealed the following:

The development of parallel circulation roads will likely have land use impacts to the adjacent properties:

o A parallel roadway depicted along the west side of OR 201 will be difficult to develop due to the irregular size and number of land parcels located between the airport property and the highway.

o Circulation project #2A will require acquisition of airport property and relocation of the existing airplane hangars.

o Circulation project #3A will align through a potential future runway protection zone.

Pedestrian and Bicycle Accommodation

From the perspective of accommodating pedestrian and bicycle movements, the alternatives assessment revealed the following:

Expressway designations encourage pedestrian and bicycle facilities to be separated from the highway. The provision of parallel frontage andlor backage roads along the urban sections of the study highway would provide pedestrian and bicycle accessibility to adjoining properties as they redevelop over time.

- - ---- K Kittelson & Assosistes. Inc. Circulation and Access Opportunities & Constraints Analysis 1 75 , Transportatmn Plann8ngKrFraffac Enganeernng


Freight

From the perspective of accommodating freight movements along the highway, the refined alternatives assessment revealed the following:

The consolidation of access points and driveways as depicted in both of the alternatives has the potential to minimize through travel delay for freight vehicles.


From the perspective of investigating the potential for an Expressway designation, the alternatives assessment revealed the following main points:

While the refined alternative works towards the %-mile spacing standards encouraged for Statewide Expressways, access spacing between SW 4th Avenue and SW lgth Avenue is shown as approximately %-mile spacing. This spacing allows for convenient access along the more urban section of the study highway while still accommodating through movement volumes by limiting access at these points.

-

Kittelson & Associates, Inc. Transponattan Plann~ngTTratilc Engnneerong

Circulation and Access Opportunities & Constraints Analysis ] 76

Section 6

OR 281 Corridor Refinement Plan


OR 201 Corridor Refinement Plan

As a condition of funding for the North Ontario interchange project, the Oregon Transportation Commission stated that a section of OR 201 from Airport Way to the US 20126 junction be designated and as an Expressway, a special subset highway classification that more intently focuses on the accommodation of high volume and high speed through traffic. As a result of this condition, the OR 201 Corridor Refinement Plan has investigated the implications of the Expressway designation. Based on the study findings, a series of circulation and access improvements have been recommended to help preserve the long-term function, capacity, and safety of the study corridor. As these improvements are implemented over time through development and various capital improvement projects, it is anticipated that the OR 201 study corridor will move toward the high volume, high speed, and limited access charactenstics of the Expressway designation.

aPRESSWAY DESIGNATION

At the start of the OR 201 Conidor Refinement planning process, the technical advisory committee adopted a study goal that the OR 201 Corridor Refinement Plan determine the feasibility of designating the study corridor as an Expressway. As illustrated throughout the previous sections of this document, i t is evident that the OR 201 study corridor cannot be transformed into an Expressway per its strictest definition without imposing significant access, circulation, and development impacts on adjacent highway properties. However, the OR 201 Corridor Refinement Plan has developed a series of access and circulation plans that allow the study corridor to be designated as an Expressway in accordance with its unique land use and circulation characteristics.

OVERALL BENEFITS OF THE OR 201 PLANNING EFFORT

Currently characterized as having a significant number of individual access driveways, a limited supporting local roadway network, the potential for future commercial deveiopment/redevelopment, and the lack of a corridor focused transportation plan to adequately guide this future development potential; it is recognized that the ability of the OR 201 study corridor in its present state to safely and efficiently accommodate high speedhigh volume through traffic is limited. Given these existing conditions and the highway segment's strategic location leading up to the newly constructed Yturri Beltline, ODOT and the OTC have identified the OR 201 study corridor for Expressway designation. Under the traffic operations and access management policies of the Expressway designation, future access and circulation opportunities for adjacent highway properties are likely to be strictly limited as new development and redevelopment occurs over time. For the City of Ontario, Malheur County, and ODOT, the OR 201 Corridor Refinement Plan is a planning tool that more clearly defines the access and circulation impacts of the Expressway designation through a cooperative process. Specifically, the OR 201 Corridor Refinement Plan offers the following benefits:

It is a planning tool that offers a systematic approach for ensuring consolidated access and circulation opportunities for developingh-edeveloping corridor properties.

It ensures a safe and efficient highway that can continue to provide efficient high-speed travel for through vehicles and freight traffic.

It assists in the development of a long-term circulation system that meets the unique land use characteristics and travel modes of the OR 201 corridor.


The remaining portions of this section present the individual plan elements of the corridor refinement plan, which include a future circulation plan, an access management plan, and a funding and implementation plan. It is intended that through the recommendations listed in this section, both the City

"~n:y will adopt specific elements of the OR 201 Coxidor Refinement Plan of Cntario and Malheur C--3 into their respective transportation system plans. Following this adoption, the OTC will designate the OR 201 study corridor as an Expressway.

STUDY CORRIDOR CIRCULATION PLAN

The first element of the OR 201 Corridor Refinement Plan is the study corridor circulation plan. The study corridor circulation plan consists of the development of a refined functional roadway classification as well as the various modal elements that would serve the study corridor including the roadway system and the bicycle and pedestrian system.

Roadway Glassificatisn Plan

The purpose of classifying roadways is to create a mechanism through which a balanced transportation system can be developed that facilitates mobility for ail modes of transportation. A roadway's functional classification determines its intended purpose, the amount and character of traffic it is expected to carry, the degree to which non-auto travel is emphasized, and the roadway's design standards.

OR 201 Classification

Specific plans have been developed for the OR 201 study corridor that provide long-term transportation planning guidance such that it can be designated as an Expressway without limiting future development potential or compromising the capacity or safety of the highway. These plans are addressed in greater detail throughout the remainder of this section and include the development of future public road connections, the development of a future supporting circulation network, and the development of a future publiclprivate access management plan for the highway segment.

Supporting City and County Roadway Classifications

Although OR 201 is an ODOT owned and maintained highway, this plan also recognizes the importance of the supporting City of Ontario and Malheur County road network. Both the City and County have adopted transportation system plans that currently classify their respective travel ways. However, these adopted plans currently lack sufficient detail to support an Expressway designation of the OR 201 study corridor. As such, roadway classification refinements have been made for supporting City and County transportation facilities.

As part of the corridor planning process, no roadway classification changes have been proposed to the currently adopted plans. However, the work done as part of this planning effort has identified the need for future citylcounty level travel corridors that are intended to support future development and an Expressway designation along the OR 201 study corridor. These future travel corridors should be added to the existing functional classification maps of each jurisdiction. Figure 6-1 summarizes the established functional classification designations for roadways located within the corridor study area. In addition, this figure identifies the classification of the state highway system as well as the proposed functional classification for those new roadways that have been identified as part of the corridor refinement plan process.

Kittelson & Associates, Inc, OR 20 7 Corridor Refinement Plan j 79 Transportaloon PlannmgrTraftw Engoneermng

--- F-JTEUMI. mJlu7sYINnCOUECTOR WWINm (oms uem QmW

ROADWAY FUNCTIONAL CLASSlFlCATiON PLAN


Roadway Design Standards

Road design standards are developed to ensure that travelways, as they evolve over time, will be capable of safely and efficiently serving the traveling public while also accommodating the orderly development of adjacent lands.

As previously mentioned, OR 201 from SW 4th Avenue to the US 20126 junction is proposed to be designated as an Expressway under the guidance of the planning recommendations listed in this plan. ODOT's 2003 Highway Design Manual lists a series of design parameters for Expressway facilities. These general parameters include the following:

0 Pedestrians are generally not accommodated adjacent to the highway and are better accommodated on parallel local roads and streets.

Expressways include a minimum 8-foot wide right-side shoulder for emergency parking, disabled vehicles, and bicycle accommodation.

0 Expressways do not accommodate on-street parking.

Expressways generally include a non-traversable median treatment that is twelve feet wide with two four-foot left-side shoulders (shy distance).

All travel lane widths are 12 feet.

Given these general design elements, the OR 201 Corridor Refinement Plan has designated specific design standards that are consistent with ODOT's 2003 Highway Design Manual and that meet the City of Ontario's vision of the corridor as a recreational and vehicular travel corridor. These standards are graphically illustrated In Figure 6-2 and apply to different segments of the corridor.

The first standard along the OR 201 study corridor applies to that section of OR 201 between SW 4th Avenue and SW 1 8 ' ~ Avenue. For the most part, this five-lane section of OR 201 is located within the City of Ontario's urban growth boundary. As a result, a cross section was developed based on ODOT's urban Expressway standard as outlined in the 2003 Highway Design Manzial. This standard calls for two 12-foot travel lanes in each direction, 8-foot right-side shoulders, and a 20-foot center lane that includes a 12-foot raised curb median. The existing highway cross section which currently varies from 70 feet to 78 feet will need to be widened as redevelopment occurs or when highway improvements are made in order to achieve an 84-foot roadway cross section. The median portion of the highway should be constructed over time once the individual access driveways have been removed/consolidated and alternative access is provided via parallel roadway facilities. To accommodate bicycle and pedestrian travel, the ultimate cross section accommodates a separated 8-foot multi-use path as currently identified in the City's Parks and Recreation Master Plan. The accommodation of this path will require a total of 60 feet of right-of-way from the highway centerline that should be acquired where it doesn't already exist between SW 4th Avenue and SW 18th Avenue.

The second standard along the OR 201 study corridor applies to that section of OR 201 between SW lath Avenue and the US 20126 junction. This section of OR 201 is located outside the City of Ontario's urban growth boundary. As a result, a cross section was developed based on ODOT's rural Expressway standard as outlined in the 2003 Highway Design Manual. The existing highway cross section which

Kittelson & Associates, Inc. Transpartatton Plann~ngAraff~c Englneerlng

OR 20 7 Corridor Refinement Plan 1 8 7

OR 20 1 Corridor Refinement P Ian October 2004

currently varies from 68-70 feet will need to be widened when highway improvements are made in order to achieve the 88-foot roadway cross section. The median portion of the highway should be constructed over time once the individual access driveways have been removedJconsolidated and alternative access is provided via paraiiei roadway facilities.

City of Ontario Streets/Malhe~ir County Roads

Both the City of Ontario and Malheur County have adopted street design standards as part of their respective transportation system plans. These design standards apply to the streets/roadways under the respective jurisdictions. No modifications to these design standards are included as part of the OR 201 Corridor Refinement Plan.

Kittelson & Associates, Inc. OR 20 7 Corridor Refinernen t Plan 1 82


\

(.

SHY DISTANCE 12

SHY DISTANCE

RI\ISEDMEDII\N

1 I '

1 TPAVEL WAY I 120'

ROW

URBAN EXPRESSWAY STANDARD FROM SW 4TH AVE TO SW 18TH AVE

4 4 SHY DISIANCF SHY DISTANCE

RURAL EXPRESSWAY STANDARD FROM SW 18TH AVE TO US 20 126

,

P 2 2 3 i3 S $ s 2 2 a' $ -

OR 201 EXPRESSWAY DESIGN STANDARDS

KITELSON & ASSOCIATES, INC.


Pedestrian and Bicycle System

The development of a safe pedestrian and bicycle system is a key component of the OR 201 Corridor Refinement Plan. The provision of these transportation elements have the potential to encourage the use of aiternative modes of transportation, reduce the number of vehicie trips, reduce locai trips and travei on important through travel facilities such as OR 201, enhance air quality, and reduce energy consumption.

Pedestrian System Components

At the beginning of the corridor planning process, it was recognized that Expressways are meant to serve as high-speed, high-volume travel ways for through vehicles and trucks. As such, a key objective of the OR 201 Corridor Refinement Plan was to separate pedestrian facilities from OR 201 as well as encourage the development of an adequate pedestrian system along parallel roadway facilities. To support this objective, the OR 201 Corridor Refinement Plan provides the following guidance for the future pedestrian system within the study area:

Typical sidewalk facilities will not be constructed along redeveloped portions of the OR 201 study conidor. Instead, pedestrian travel between SW 4th Avenue and SW 1sth Avenue will be accommodated along a planned off-street multi-purpose trail as documented in the City of Ontario Parks and Recreation Master Plan.

Pedestrian travel should be accommodated along all newly constructed parallel roadway facilities and local streets. Although no specific pedestrian improvements to existing roadway facilities are identified as part of this plan, the City of Ontario's street design standards call for sidewalks to be provided in conjunction with all new or substantially reconstructed local streets, collectors, and arterial roadways.

r Pedestrian enhancements should be considered in urban areas of the supporting roadway network such as street lighting, crosswalk striping, and curb extensions that decrease pedestrian crossing distances.

Along the rural section (SW 18" Avenue to the US 20126 junction) of the study corridor, sidewalks are likely not necessary. All new or improved rural roadways should include paved shoulders wide enough to accommodate pedestrian travel.

Figure 6-3, illustrates the pedestrian components of the OR 201 Corridor Refinement Plan.

Bicycle System Components

The bikeway system is intended to establish a network of bicycle lanes and/or routes that connect the study corridor to the rest of the City bicycle travel system. To support bicycle travel as a viable transportation mode, bicycle travel should be accommodated along OR 201 between SW 4th Avenue and SW 18' Avenue via the planned off-street multi-purpose trail. For the remaining rural sections of OR 201, bicycle travel should be accommodated within the highway shoulders. This is consistent with the definition and design parameters of an Expressway. Bicycle travel amongst the other future roadway facilities will be accommodated as shared use facilities under the minor collector street standard of the City of Ontario as illustrated in Figure 6-4.

K Kitteison 8 Associates, Inc. Transportallon Plannlnflrafflc Enganeertng

OR 20 1 Corridor Refinement Plan 1 84

ONION AVE iCOuNTV Y

\

FUNREPEDESTRIAN FAaUnFS SCALE

WNRE R I A W A Y S TORE 0 =i i= = E V a O P m WITH S I D W A U

1250 FIUUTES

W N R E OFFSrREET MlLllPURPmE . . . . TFUILKIOMlUEPA~hPECFEATlON M f f i r n PLNI

F

nmnE PEDESTVJAN FAauncs

W W E B l C I a E SCALE 2 ----- ----- TR4VBACGUUOOATmON 1.4 %*RED T W V R M E B I C Y ~ E T R ~ V ~ AC~UODATED - WMlN ROIIDWAY S l C 4 A D 3

RJM OFF sr~m mum- *. * * TWIILFROUMEPAFK&F€CFUllW

k UbSTEn FVW


ACCESS MANAGEMENT PLAN

OR 201 between SW 4Ih Avenue and the US 20126 junction currently has a significant number of driveway approaches serving individual farms, homes, and businesses as documented in Section 3. In addition to the abundance of driveway approaches, a portion of the adjacent corridor property has the potential to develop into commercial and industrial uses. If access to these properties goes unchecked, the increased traffic demands resulting from future development can lead to additional turning movement conflicts and safety concerns along the highway. In order to discourage these conditions from developing, it will become increasingly important to develop a plan for managing existing and future access along the OR 201 study corridor.

As part of the OR 201 Corridor Refinement Plan, a generalized highway access plan was developed to help identify future access locations and public circulation routes along the study c o ~ ~ d o r . While the future access locations and public circulation routes don't meet the strict access management guidelines of the Expressway standard, they do meet the general intent and function of an Expressway in the long- term future. The plan shall be used the City of Ontario, Malheur County, and ODOT in future land use decisions involving the properties located within and along the OR 201 study corridor.

OR 201 Access Plan

Access spacing standards along OR 201 are currently regulated by the I999 Oregon Highway Plan. This plan includes standards for Expressways as documented in Appendix "G". Although it is inherently difficult to modify existing roadway sections to the meet these exact access management standards, under the guidance of the planning process, an access management plan has been developed for the OR 201 study corridor between SW 41h Avenue and the US 20126 junction. The resulting access management plan contains strategies and future access plans that balance the need to provide reasonable access to adjoining highway properties while worlung toward the Expressway spacing standards of the I999 Oregon Highway Plan. Together with the recommended street improvement projects, the access management plan will enhance the function, capacity, and safety of the OR 201 study corridor. The following sections outline details of the access management plan for OR 201.

OR 201 from s w 4'" Avenue to S W 18"' Avenue

The focus of the access management plan is on that section of OR 201 (SW 4Ih Avenue to SW 1sth Avenue) that is predominately located within the City of Ontario's urban growth boundary. Along this stretch of highway, there are numerous individual driveways to homes and businesses that do not meet the access management spacing standards of a Statewide Highway nor those of a Statewide Highway sub-classified as an Expressway. Given that the majority of land along this stretch of highway is zoned for future commercial and industrial use, it is the intent of the OR 201 Corridor Refinement Plan to minimize driveways and ensure a consolidated access plan as commercia11industria1 development occurs in the future. This access management plan is graphically illustrated in Figure 6-5. To achieve this directive, the following access plan and management strategies have been developed:

K Kittelson & Associates, Inc. Transporlatlon PlannmgKratt8c Englneerlng


OR 20 1 Corridor Refinement Phn moberZLIY34


Establish three separate points of access to OR 201 as outlined below. While not meeting the M-mile access spacing standards of an Expressway, this access configuration does provide an orderly spacing of highway access (approximately %-mile intervals) that would also meet the project goai of providing adequate access for future commercial development along the study corridor.

o The existing OR 201 access at Airport Way would be the first of three main access points to/from this section of the OR 201 corridor. In the near-term, the Airport Way connection would provide full access to Airport Way and a future minor collector roadway on the east side of OR 201. When supporting parallel roadway facilities are established along the corridor, this access would then be restricted to a limited access left-inlright-idright-out intersection.

o A second main access point tolfrom this section of the OR 201 corridor would be located approximately halfway between SW 4" Avenue and SW Avenue. This new highway connection would provide both near-term and long-term full access to future minor collector roadways on both sides of OR 201. If future traffic volumes become high enough, t h ~ s access would be considered for future signalization, as i t would meet the %-mile signalization spacing standards along Statewide Highways.

o The existing private access at Mats Way would be the third main access point to/from this section of the OR 201 study corridor. In the near-term, the Mats Way connection would provide full access to the west side of OR 201. When supporting parallel roadway facilities are established along this side of the highway, this access would then be restricted to a limited access left-inlright-inlright-out intersection.

0 When supporting parallel facilities are in place, eliminate the SW 6" Avenue access to OR 201 on the east side of the highway and eliminate the existing access to the Ontario Business Park on the west side of the highway.

For the remaining existing highway approaches along this section of OR 201, work towards the Expressway access management standardslpolicies through the implementation of the following strategies:

o Modify existing highway approaches to be consistent with permit conditions.

o Identify illegal approaches and close (those driveways constructed since 1949 without a permit from ODOT) or if appropriate, place under permit. For legal approach permits, condition the permit to state that private access will be eliminated when other alternate, reasonable access becomes available to the property.

o Identify locations where adjacent properties can share access to OR 201 and indenture existing highway approaches to the new shared locations.

o Plan for and acquire right-of-way for a city/county street network to serve properties now dependent on OR 201 for access.

o Where properties have multiple highway approaches, identify situations where approaches can be consolidated andlor realigned.

o Where properties have alternate, reasonable access by some means other than OR 201, purchase any remaining rights of access to the highway.

Kittelson & Associates, Inc. Transportatton Planndngmrattls Englneerlng



o In those areas where there are safety concerns and where no alternate reasonable access is available to the property owner, consider purchase of entire property.

o Establish crossover easements in association with indenture and conditional access policy on all compatible parcels (considering topography, access, and land use) to facilitate future access between adjoining parcels. Figure 6-6 illustrates how this PI-ocess could, in the long run, facilitate compliance with access management objectives. As suggested in Figure 6-6 and the supporting text of Table 6-1, using these guidelines, all driveways along the highway will eventually move in the overall direction of the access spacing plan as development and redevelopment occurs along the study corridor.

Table 6-1 Example of Crossover Easement/lndenture/Consolidation - Conditional Access Process

Construct raised medians along the highway to prevent side-street left-turn movements and cross traffic movements; thereby reducing potential conflicts and improving the safety of the corridor. The construction of medians should not be considered until significant safety issues occur or until parallel roadway facilities are in place and alternate access has been established for properties impacted by the median.

K Kittelson & Associates, Inc. Tran5portatlon Plannlnflratf8c Engnneerlng

I Step

I

2

3

4

5

OR 2 0 1 Corridor Refinement Plan 1 90

access via the shared site-access driveway of Lots A and B. By using the crossoveragreement and conditional access permit process, the local jurisdiction and ODOT will be able to eliminate another access point and provide the alignment with the opposing access points.

6 COMPLETE - After Lots A, B, C, and D redevelop over time, the number of access points will be reduced and aligned, and the remaining access points will either meet or move in the direction of the access

Process

EXlSTiNG - Currently Lots A, 5, C, and D have site-access driveways that neither meet the access spacing criteria nor align with driveways or access points on the opposite side of the highway. Under these conditions motorists are put into situations of potential conflict {conflicting left turns) witn opposing travic. Additionally, the number of side-street (or site-access driveway) intersections decreases the operation and safety of the highway.

REDEVELOPMENT OF LOT 6 - At the time that Lot 5 redevelops, the local jurisdiction would review the proposed site plan and make recommendations to ensure that the site could promote future crossover or consolidated access. Next, the local jurisdiction would issue conditional permits for the development to provide crossover easements with Lots A and C, and ODOT would grant a conditional access permit to the lot. After evaluating the land use action, ODOT would determine that LOT B does not have either alternative access, nor can an access point be aligned with an opposing access point, nor can the available lot frontage provide an access point that meets the access spacing criteria for this segment of highway.

REDEVELOPMENT OF LOT A - At the time Lot A redevelops, the local jurisdiction and ODOT would undertake the same review process as with the redevelopment of LOT €3 (see Step 2); however, under this scenario ODOT and the local jurisdiction would use the previously obtained cross-over easement at Lot B to consolidate the access points of Lots A and 5. ODOT would then relocate the conditional access of Lot 5 to align with the opposing access point and provide safe and efficient access to both Lots A and 5. The consolidation of site-access driveways for Lots A and B will not only reduce the number of driveways accessing the highway, but will also eliminate the conflicting left-turn movements on the highway by the alignment with the opposing access point.

REDEVELOPMENT OF LOT D - The redevelopment of Lot D will be handled in the same manner as the redevelopment of Lot 5 (see Step 2)

REDEVELOPMENT OF LOT C - The redevelopment of Lot C will be reviewed once again to ensure that the site will accommodate crossover and/or consolidated access. Using the crossover agreements with Lots B and D, Lot C would share a consolidated access point with Lot D and will also have alternative frontage

OR 20 1 Conidor Refinement Plan Ocfober2004

I/ Access Mangement Strategy 11 - - - - . -- - -- -- -- - - - ---

1 Joint and Crossover Easement Access Management Strategy 7 I Joint and Crossover Easement Access Management Strategy

LOTA 1 LOTS I LOTS I LOT0 1

I Mznrmurn Access Spacing / Existing / Step 1

Joint and Crossover Easement Access Management Strategy

LOTA I LOT B I LOTC I LOTD

Step 2

1 Joint and Crossover Easement Access Management Strategy ! / LOTA I LOT8 1 LOTC I LOTD 1

Step 3 Step 4

- I Joint and Crossover Easement Access Management Strategy I Joint and CrOSsoVer Easement Access Management Strategy

Step 5

I Mlntrnurn Access Spaslng

Step 6

11 EXAMPLE OF CROSS-OVER EASEMENT/ INDENTURE I CONSOLIDATION I CONDITIONAL ACCESS PROCESS

* KITTELSON & ASSOCIATES, INC. m w s p o m w i o N P w N i w 1 m w F i c maNEEmNo


OR 201 from SW 181h Avenue to the US 20/26 Junction

The remaining section of the OR 201 study comdor that has been evaluated is from SW lgth Avenue to the US 20126 junction. This portion of the study comdor is located outside of the City of Ontario urban growth boundary. The majority of adjacent highway property is classified as Exclusive Farm Use (Em) and is largely rural in nature. Although there is a smaller concentration of driveways that serve individual farms and businesses along this section of OR 201, the spacing standards for Statewide Highways and Expressways are not currently met, Due to the size, use (farming), and land use restrictions (Exclusive Farm Use) of adjacent highway parcels, it is less likely that an adequate parallel roadway network could be established along this section of the OR 201 study corridor. Without a parallel circulation network to accommodate future property access, it will be difficult to establish the adopted access spacing standards. As such, the access management strategy along this portion of the OR 201 corridor is to move the access spacing in the general direction of Expressway spacing standards through consolidation and relocation (indenturing) of individual highway approaches. This concept is graphically illustrated in Figure 6-7. The following access plan and management strategies have been developed:

Work to consolidatelrealign the highway approach pernlits to this section of OR 201 through the implementation of the following strategies:

o Modify existing approaches to be consistent with permit conditions.

o Identify illegal approaches and close (those driveways constructed since 1949 without a permit from ODOT) or if appropriate, place under permit. For legal approach permits, condition the permit to state that private access will be eliminated when other alternate, reasonable access becomes available to the property.

o Identify locations where adjacent properties can share access to OR 201 and relocate (indenture) existing highway approaches to the new shared locations.

o Where properties have multiple highway approaches, identify situations where approaches can be consolidated.

o Where propel-ties have alternate, reasonable access by some means other than OR 201 such as an adjacent County roadway, purchase remaining rights of access to the highway.

o In those areas where there are significant safety concerns and where no alternate reasonable access is available to the adjacent property owner, consider purchase of entire property.

Establish a limited access right-inlright-out intersection at Railroad Avenue. If a future roadway connection is established between OR 201 and Alameda Avenue along an east-west projection of the US 20126 alignment, the Railroad Avenue connection to OR 201 will be eliminated.

R Kittelson & Associates, Inc. OR 20 7 Corridor Refinement Plan 1 92 Transportaltan Pfann8ngAralflc Englneervng

OR ZO I Corridor Refinement h;u,

THROUGH CLOSWIE. CDNSWDATKIN. I I I 11 = moss OVER EASE ME^ REQUIREMW~S ANDTHE DEVELOPMEKT OF S U P W ~ N G ACCESS MANAGEMENT PLAN PARALLEL ROADWAY NETWORKS I (OR 201 BETWEEN SW l8TH AVE (L US 20R6 J"KrlONl

KITCELSON & ASSOCIATES, INC. -ANON PtANNlNQ ITRAFFC EtKiINWINQ


Deviation Process

It should be noted that these strategies mostly apply to new development or redevelopment; existing accesses are allowed to remain as long as the land use does not change. As a result, access management is a long-term process in which the desired access spacing to a street slowly evolves over time as redevelopment occurs. It should also be kept in mind that parcels cannot be land-locked, and must have some way of accessing the public street system. This may mean allowing shorter access spacing then would otherwise be allowed.

Access deviations may be provided to parcels whose highway frontage, topography, or location would otherwise preclude issuance of a conforming permit and would either have no reasonable access or cannot obtain reasonable altemate access to the public road system. In such a situation, a conditional access permit may be issued by ODOT for a single connection to a property that cannot be accessed in a manner that is consistent wlth the adopted spacing standards. The pennit may carry a condit~on that the access may be closed at such time that reasonable access becomes available to a local public street. Approval conditions might also require a given land owner to work in cooperation with adjacent land owners to provide either joint access points, front and rear crossover easements, or a rear-access upon future development.

City of Ontario and Malheur County Access Management Standards

The City of Ontario and Malheur County have adopted access management standards that apply to their respective streets and roads. These standards are outlined in the City and County Transportation System Plans.

PRIORITIZED STREET SYSTEM PLAN

The street system plan outlines specific transportation system improvements that are needed to preserve the function, capacity, and safety of the OR 201 study corridor. Both the City of Ontario and Malheur County have adopted Transportation System Plans with a roadway system component that provides guidance on how best to facilitate long-term travel within each jurisdiction. The OR 201 Corridor Refinement Plan builds upon these two existing plan elements through the provision of additional operational and circulatory improvements that are specific to the OR 20 1 study corridor.

The roadway system component addresses a 20-year planning horizon and identifies future roadway improvements. The purpose of identifying these future roadway improvements was to:

Provide for an appropriate supporting roadway infrastructure to serve those portions of the study area that have the potential to accommodate future urban development;

Limit the amount of local street traffic along the OR 201 study corridor through the use of parallel roadways and altemate travel routes;

Provide future access to adjacent highway property via parallel roadways and alternate travel routes: and

Provide the City of Ontario and Malheur County with guidelines for roadway alignments as future development occurs along the highway conidor.

Under this guidance, a project list was developed based on the project goals and objectives, an evaluation of the long-range needs and growth assumptions of the study corridor, and the need to

K Kittelson 8 Associates. Inc. _ Transponatlon Plann$ngrrraflnc Enganeertng

OR 20 1 Corridor Rehemen t Plan 1 94

OR 20 7 Corridor Rethement Plan October 2004

preserve the function, capacity, and safety of the OR 201 study corridor under an Expressway designation. As a result of the consensus achieved through the OR 201 Corridor Refinement Plan study efforts, twenty-one new transportation improvement projects have been identified. These new irnproverineni projects are summarized in Figure 6-8 and Tabie 6-2. Tabie 6-2 identifies the project relative to Figure 6-8, provides a description of the project, the priority of the project, the estimated cost (in 2004 dollars), and potential funding sources. The reported project costs are conceptual level planning estimates that are reflective of 2004 dollars.

With respect to the project priority, projects in Table 6-2 have been categorized according to whether or not the project would occur in the near-term, mid-term, and long-term. Although an attempt has been made to categorize these projects, the actual timing for project implementation will primarily be dependent upon the availability of project funding. In addition, special circumstances may arise that accelerate certain projects and delay others. For these reasons, it should be noted that the inclusion of a project in a par-ticular timing phase does not necessarily represent a commitment to complete the project during that time period.

Kittelson & Associates, Inc. Off 20 7 Corridor Refinement Plan 1 95 M Transportat#on PIannmgiTrafftc En98neenng

I 3

RLLYXES)

A RDMWIRIOHTOUTIQI6B ONlONAVE IWJw Lm-IN/W3M-WI RWTOUT-

@ T R K F I C S D H I L I R X L ~

a S l W Q M A V S M U R E FuUAVAIS - STATFMDE HKlWAV - -HUOi)ctXECmU - PUtaP&*AIWUL I.... Y ,,,,-- - MiNORMlEW& ~ m R E M I N O R ~ ,, -,R,mm-'-WaNHE~FDEUWQmWm - MiNoRmUH;TDR awMWml 2C-YEAR TRANSPOATATI

OR 2~ Corridor Refinement Plan Q c t ~ .,2004

Table 6-2 Roadway Improvement Program Summary

relocate (indenture) existing highway approaches to the new shared locations. Where Mid-term, or as properties have multiple highway approaches, identify situations where approaches can be opportunities arise consoiidated. Where properties have alternate, reasonable access by some means other than

before projects #2 or

Kittelson & Associates, Inc. OR 20 1 Corridor Refinement Pian 1 97 Transportation Plann~ngtTrafIis Engineering

OR 2. 2orridor Refinement Plan Qctc .ZOO4

prior to intersecting with OR 201. This project is considered an optional alignment to project

Avenue to the US 20126 junction.

Kittelson & Associates,Inc. OR 20 1 Corridor Refinement Plan 1 98

Transportation PlanntnglTrstllc Enginearlng

OR 2~ Corridor Refinement Plan Octc ,-ZOO4

Note: Potential Funding Sources Include the Following:

STIP - State Transportation lmprovement Program (ODOT OSF - Ontario Street Fund LID - Local Improvement District MRF - Malheur County Road Fund SDC - City of Ontario System Development Charge ORD - Ontario Road District PDF - Private Development Funds

OR 20 I Corridor Refinement Plan October 2004

TRANSPORTATION FUNDING PLAN

Typically, funding for transportation improvement projects are derived from state and local funding sources. The following paragraphs provide a general overview of these sources. As funding for projects becomes available, the list of transportation improvement projects identified in the refinement plan should be used to select projects for implementation.

State Funding

ODOT operates and maintains OR 201 within the study corridor. State and Federal funds administered through ODOT will be the primary sources of funding for improvements to this facility. All highway related improvement projects are funded through the Statewide Transportation Improvement Program (STIP). As described in Section 2, ODOT currently has two upcoming STIP projects. These STIP projects have identified funding for roadway preservation work and access management work along OR 201 from Airport Way to the US 20/26 junction. In the near-tern, it is likely that significant poaions of projects #1, #2, #3, and #4 will be funded through these two STIP projects. Specific planning for these STIP projects is scheduled to begin in early 2005. At that time, more formal cost estimating will be performed for the preservation and access management work. If sufficient funding is available, there is the potential that a portion of projects #5, #6, #7, #8, #10, & #14 could also be funded.. Other Ionger- term highway projects are likely to be funded through future potential STIP projects as warranted by additional development, traffic demands, and safety issues.

The other highway related improvements such as projects #9, #11, #18, #20, and #21 can be added to subsequent S T P updates based on funding availability, immediate need, and the prioritization of other project needs. Local funding participation in projects on state facilities may enable ODOT to accelerate the priority of improvements identified in the STIP. While not formally a requirement of project funding, local participation does demonstrate a strong commitment to ODOT and local funds may be used to leverage state funds.

Local Funding

The City of Ontario and Malheur County should continue to pursue federal and state transportation funds for transportation projects. Given the high level of annual expenditures needed for construction of the transportation projects identified, existing sources of transportation revenue are not expected to be adequate to meet the demand for new projects. To meet the additional funding needs, the City of Ontario and Malheur County may wish to consider additional revenue-generating options such as systems development charges and local improvement districts to supplement existing general fund revenues. Projects that would benefit from these funding sources would be projects #5, #6, #7, #8, #lo, #12, #13, #14, #15, and #21. It should be noted that, even with increased funding, it may prove difficult to fund all of the projects identified in this plan within a 20-year planning horizon. Accordingly, ODOT, the City of Ontario, and Malheur County should review the identified improvement projects on a periodic basis to prioritize local transportation system funding such that is most appropriately reflects current and projected needs. At the County level, potential funding sources include the County Road Fund and money from the Ontario Road District. Projects that would benefit from these funding sources include projects #16, #17, and #19.

Wl Kittelson & Associates, tnc. OR 20 1 Corridar Refinement Plan 1 700

PCsi Transportatton Planninflratfic Engineering


OR 201 CORRIDOR REFINEMENT PLAN IMPLEMENTATION

To implement the recommendations of the OR 201 Corridor Refinement Plan, the contents of this plan will need to undergo an extensive review and adoption process at the state and local levels as outlined below:

Preparation of City and County TSP Amendments

Both the City of Ontario and Malheur County will need to prepare separate documents that amend the applicable contents of the OR 201 Corridor Refinement Plan into their respective TSPs.

DLCD Review

As required by OAR 660-018, the City and County TSP amendment documents will need to be submitted to the Department of Land Conservation and Development (DLCD) for review at least 45- days psior to the first evidentiary public hearing.

Giw of Ontario

The City of OntaIlo Planning Commission and City Council will need to hoId separate pubiic hearings to review and formally adopt the contents of the City of Ontario TSP amendment.

Malheur County

The Malheur County Planning Commission and County Commission will need to hold separate public hearings to review and formally adopt the contents of the Malheur County TSP amendment.

Oregon Transportation Commission

Following local adoption of the contents of the OR 201 Corridor Refinement Plan, the Oregon Transportation Commission (OTC) will need to formally adopt the plan.

Kittelson & Associates, Inc. OR 20 7 Corridor Refinement Plan 1 10 1 Transportat6on Ptann&ng~ratf~c Engineer~ng

kittelson - oregon.gov

Documents