HomeMy WebLinkAboutOrdinance No. 20234 Exhibit A
Exhibit A
Part I:
Chapter III-F, Transportation Element of the Eugene-Springfield Metropolitan Area
General Plan (Metro Plan), is replaced with a new Chapter III-F to read as follows:
F. Transportation Element
The Transportation Element addresses surface and air transportation in the metropolitan
area. TransPlan, the Eugene-Springfield Metropolitan Area Transportation Plan, provides
the basis for the surface transportation portions of this element and the Eugene Airport
Master Plan provides the basis for the air transportation portions.
TransPlan guides regional transportation system planning in the metropolitan area for a 20-
year period and serves the transportation planning needs of the projected population of
296,500,. TransPlan establishes the framework upon which all public agencies can make
consistent and coordinated transportation planning decisions. Goals and policies in
TransPlan are contained in this Transportation Element and are part of the adopted Metro
Plan. TransPlan project lists and project maps are also adopted as part of the Metro Plan.
This element complies with State Transportation Goal 12, "To provide and encourage a
safe, convenient, and economic transporta~ion system." Three types of transportation
planning strategies are reflected in the goals and policies in this element: Transportation
demand management (TDM), land use, and system improvements. TDM strategies focus
on reducing. demands placed on the transportation system, and thus system costs, by
providing incentives to redistribute or eliminate vehicle trips and by encouraging
alternative modes. Land use strategies focus on encouraging development patterns that
reduce the need for automobiles, reduce trip lengths, and support the use of alternative
modes. System improvements focus on increasing efficiency and adding capacity or new
facilities to the existing highway, transit, bicycle, and pedestrian systems.
Together, these strategies form a balanced policy framework for meeting local and state
transportation goals to: increase urban public transit ridership; reduce reliance on the
automobile; substitute automobile trips With alternative modes, such as walking and biking;
and reduce automobile energy consumption and transportation costs. Consistent with this
approach, the policies in this element are presented in the following categories:
1. Land Use
2. Transportation Demand Management
3. Transportation System Improvements
a) System-Wide
b) Roadways
Exhibit A
Metro Plan Text Amendments
c) Transit
d) Bicycle
e) Pedestrian
t) Goods Movement
g) Other Modes
4. Finance
Not all Transportation Element policies will apply to a specific transportatiQn-related
decision. When conformance with adopted policy is required, policies in this and other
Metro Plan elements will be examined to determine which policies are relevant and can be
applied. When policies support varying positions, decision makers will seek a balance of
all applicable policies. Goals are timeless, but some policies will expire as they are
implemented.
Goals
1. Provide an integrated transportation and land use system that supports choices in modes
of travel and development patterns that will reduce reliance on the automobile and
enhance livability, economic opportunity, and the quality of life.
2. Enhance the Eugene-Springfield metropolitan area's quality of life and economic
opportunity by providing a transportation system that is:
a) Balanced,
b) Accessible,
c) Efficient,
d) Safe,
e) Interconnected,
t) Environmentally responsible,
g) Supportive of responsible and sustainable development,
h) Responsive to community needs and neighborhood impacts, and
i) Economically viable and financially stable.
Land Use
Findings
1. The Oregon Transportation Plan (OTP) (1992) states that Oregon's land use
development patterns have tended to separate residential areas from employment and
commercial centers, requiring people to drive almost everywhere they go; that the results
have been increased congestion, air pollution, and sprawl in the metropolitan areas and
diminished livability; that these auto-dependent land use patterns limit mobility and
Exhibit A
Metro Plan Text Amendments
2
transportation choices; and that reliance on the automobile has led to increased
congestion, travel distances, and travel times.
2. Studies annotated in the Land Use Measures Task Force Report Bibliography have found
that land use development patterns have an impact on transportation choices; that
separation of land uses and low-density residential and commercial development over
large areas makes the distance between destinations too far apart for convenient travel by
means other than a car; and that people who live in neighborhoods with grid pattern
streets, nearby employment and shopping opportunities, and continuous access to
sidewalks and convenient pedestrian crossings tend to make more walking and transit
trips.
3. The Oregon Highway Plan (OHP)(January 1999) states that focusing growth on more
compact development patterns can benefit transportation by: reducing local trips and
travel on state highways; shortening the length of many vehicle trips; providing more
opportunities to walk, bicycle, or use available transit services; increasing opportunities
to develop transit, and reducing the number of vehicle trips to shop and do business.
4. OTP policies emphasize reducing reliance on the automobile and call for transportation
systems that support mixed-land uses, compact cities, and connections among various
transportation modes to make walking, bicycling, and the use of public transit easier. The
OTP provides that the state will encouragcand give preference to projects and grant
proposals that support compact or infill development or mixed use projects. The OTP
also contains actions to promote the design and development of infrastructure and land
use patterns that encourage alternatives to the single-occupant automobile.
5. The Oregon Transportation Planning Rule (TPR) [OAR 660-012-0060 (1)(c,d)(5)]
encourages plans to provide for mixed-use, pedestrian-friendly development, based on
information that documents the benefits of such development and the Land Conservation
and Development Commission's policy interest in encoUraging such development to
reduce reliance on the automobile. The rule [OAR 660-012-0045 (4)(a and e)] requires
local governments to adopt land use regulations that allow transit-oriented developments
on lands along transit routes and require major developments to provide either a transit
stop on site or connection to a transit stop when the transit operator requires such an
improvement. The rule [OAR 660-012-0045 (3)] also requires local governments to
adopt land use regulations that provide for safe and convenient pedestrian and bicycle
access within new developments and from these developments to adjacent residential
areas and transit stops and to neighborhood activity centers.
6. A 24-member Citizen Task Force, representing a broad range of interests in the Eugene-
Springfield area, created, evaluated, and refined the nodal development land use strategy
over a seven-month period as part of the update of TransPlan. The Task Force intended
the strategy to encourage development patterns that will support a multi-modal
transportation system.
Exhibit A
Metro Plan Text Amendments
3
7. Nodal development is consistent with the policy direction of Policy IB of the OHP to
coordinate land use and transportation decisions to efficiently use public infrastructure
investments to:
· Maintain the mobility and safety of the highway system;
· Foster compact development patterns in communities;
· Encourage the availability and use of transportation alternatives; and
· Enhance livability and economic competitiveness.
8. Nodal development is consistent with the Special Transportation Area designation
defined in the draft OHP. The designation is intended to guide planning and management
decisions for state highway segments inside nodal development areas.
9. Nodal development supports the fundamental principles, goals, and policies of the
adopted Metro Plan to achieve compact urban growth, increase residential densities, and
encourage mixed-use developments in designated areas. The Land Use Measures
Strategies Document found that nodal development also supports increased use of
alternative modes of transportation and increased opportunities for people to live near
their jobs and to make shorter trips for a variety of purposes.
10. Based on an analysis of the Regional Travel Forecasting Model results, an overall
outcome of nodal development implementation will be that the percentage of person trips
under one mile can be increased to approximately 16.1 percent of all trips; and, on a
regional basis, that trip lengths will be slightly shorter in 2015 than under existing
conditions, due, in part, to reduced trip lengths within nodal development areas.
11. Based on an analysis of the Regional Travel Forecasting Model results, investments in
non-auto modes, particularly Bus Rapid Transit (BR T), and implementation of nodal
development strategies will improve transportation choices by helping to increase the
percentage of non-auto trips from 14.4% to 17.0% by the year 2015. Increases in the
percentage of households and workers with access to ten-minute transit service will result
in a 49 percent increase in the percent of trips taken by bus.
12. The Market Demand Study for Nodal Development (ECONorthwest and Leland
Consulting Group, 1996) recommended that the public strategy for nodal development
should be flexible and opportunistic and include use of fffiancial incentives, targeted
infrastructure investments, public-private partnerships, and an inviting administrative
atmosphere.
13. During the public review of the nodal development strategy, many comments were
received that identified the need for incentives for developers, builders, property owners,
and neighborhoods to ensure that nodal developments would be built consistent with
design guidelines. The type of support and incentives suggested ranged from public
investments in infrastructure to technical assistance and economic incentives.
Exhibit A
Metro Plan Text Amendments
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Policies
F -1. Apply the nodal development strategy in areas selected by each jurisdiction that have
identified potential for this type of transportation-efficient land use pattern. I
F -2. Support application of the nodal development strategy in designated areas through
information, technical assistance, or incentives.
F-3. Provide for transit-supportive land use patterns and development, including higher
intensity, transit-oriented development along major transit corridors and near transit
stations; medium- and high-density residential development within ~ mile of transit
stations, major transit corridors, employment centers, and downtown areas; and
development and redevelopment in designated areas that are or could be well served by
existing or planned transit.
F -4. Require improvements that encourage transit, bicycles, and pedestrians in new
commercial, public, mixed-use, and multi-unit residential development.
F-5. Within three years of TransPlan adoption, apply the ND, Nodal Development,
. designation to areas selected by each jurisdiction, adopt and apply measures to protect
designated nodes from incompatible development and adopt a schedule for completion of
nodal plans and implementing ordinances.
Transportation Demand Management
Findings
14. TDM addresses federal Transportation Equity Actfor the 21st Century (TEA 21) and
state TPR requirements to reduce reliance on the automobile, thus helping to postpone the
need for expensive capital improvements. The need for TDM stems from an increasing
demand for and a constrained supply of road capacity, created by the combined effects of
an accelerated rate of population growth (4,1% projected increase from 1995 to 2015) and
increasing highway construction costs; for example, the City of Eugene increased the
transportation systems development charge, by a total of 15 percent to account for
inflation from 1993-1996.
15. The Regional Travel Forecasting Model estimates that average daily traffic on most
major streets is growing by 2-3 percent per year. Based on 1994 Commuter Pack Survey
results, half of the local residents fmd roads are congested at various times of the day; and
the vast majority finds roads are congested during morning and evening rush hours.
16. The COMSIS TDM Strategy Evaluation Model, used in August 1997 to evaluate the
impact of TDM strategies, found that vehicle miles traveled (VMT) and vehicle trips are
I See Glossary for defmitions of nodal development.
Exhibit A
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reduced up to 3 percent by voluntary strategies (e.g., employer-paid bus pass program)
and up to 10 percent by mandatory strategies (e.g., mandatory employer support); that
requiring employers to increase the cost of employee parking is far more effective than
reducing employee transit costs; and that a strong package of voluntary strategies has a
greater impact on VMT and vehicle trips that a weak package of mandatory strategies.
17. Transit system ridership has increased 53 percent since the first group pass program was
implemented in 1987 (with University of Oregon students and employees).
18. The OHP recognizes that TDM strategies can be implemented to reduce trips and impacts
to major transportation facilities, such as freeway interchanges, postponing the need for
investments in capacity-increasing projects.
19. An Evaluation of Pricing Policies for Addressing Transportation Problems
(ECONorthwest, July 1995) found that implementation of congestion pricing in the
Eugene-Springfield area would be premature because the level of public acceptance is
low and the costs of implementation are substantial; and that parking pricing is the only
TDM pricing strategy that would be cost-effective during the 20-year planning period.
Policies
F-6. Expand existing TDM programs and develop new TDM programs. Establish TDM bench
marks and if the bench marks are not achieved, mandatory programs may be established.
F -7. Increase the use of motor vehicle parking management strategies in selected areas
throughout the Eugene-Springfield metropolitan area.
F-8. Implement TDM strategies to manage demand at congested locations.
Transport~tion System Improvements: System-Wide
Findines
20. The number of vehicles, VMT, and use of the automobile are all increasing while use of
alternatives is decreasing. Between 1970 and 1990, the number of vehicles in Lane
County increased by 83 percent, while the number of households increased by 62 percent.
Between 1980 and 1990, VMT grew at a rate seven times that of the population growth.
The Regional Travel Forecasting Model projects that, by the year 2015, without
implementation of proposed TransPlan projects, non-commercial VMT will increase 52
percent while the percentage who bike will drop from 3.7% to 3.3%, walk from 8.9% to
7.9%, and the percentag~ who bus will increase only slightly from 1.8% to 1.9%.
21. The OHP recognizes that access management strategies can be implemented to reduce
trips and impacts to major transportation facilities, such as freeway interchanges, and that
Exhibit A
Metro Plan Text Amendments
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communities with compact urban designs that incorporate a transportation network of
arterials and collectors will reduce traffic impacts on state highways, postponing the need
for investments in capacity-increasing projects.
22. OHP policy supports investment in facilities that improve intermodallinkages as a cost-
effective means to increase the efficient use of the existing transportation system.
23. Current literature and research speaks to the relationship between street design and travel
behavior, finding that neighborhood impacts, such as through-traffic and speeding on
neighborhood streets, are affected by street design. F or example, research by Richard
Dowling and Steven Colman reported in the article, Effects Of Increased Highway
Capacity: Results of a Household Travel Behavior Survey (1998) found that drivers'
number one preferred response to congestion was to fmd a faster route if the current one
becomes congested; and Calthorpe and Duany/Platter-Zybecks and Anton Nelleson have
found that the layout and design of buildings and streets will influence user behavior and
that streets can be designed to reduce traveI'speeds and reduce cut-through trips.
Policies
F -9 Adopt by reference, as part of the Metro Plan, the 20- Year Capital Investment Actions
project lists contained in TransPlan. Project timing and estimated costs are not adopted
as policy.
F -10. Protect and manage existing and future transportation infrastructure.
F -11. Develop or promote intermodallinkages for connectivity and ease of transfer among all
transportation modes.
F -12. Preserve corridors, such as rail rights-of-way, private roads, and easements of regional
significance, that are identified for future transportation-related uses.
F -13. Support transportation strategies that enhance neighborhood livability.
Transportation System Improvements: Roadways
Findings
24. The Regional Travel Forecasting Model forecasted increased traffic congestion on
roadways over the next 20 years, ranging from almost two to over four times the existing
congestion levels.
25. Level of service (LOS) standards are a nationally accepted means for measuring the
performance of roadway facilities. LOS analysis methods are standardized through the
Transportation Research Board's Highway Capacity Manual.
Exhibit A
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26. The OHP establishes performance standards for all state highways in Oregon. OAR 660-
012-0015 requires coordination of transportation system plans with the state.
Policies
F -14. Address the mobility and safety needs of motorists, transit users, bicyclists, pedestrians,
and the needs of emergency vehicles when planning and constructing roadway system
improvements.
F -15. Motor vehicle level of service policy:
1. Use motor vehicle level of service standards to maintain acceptable and reliable
performance on the roadway system. These standards shall be used for:
a) Identifying capacity deficiencies on the roadway system.
b) Evaluating the impacts on roadways of amendments to transportation
plans, acknowledged comprehensive plans and land-use regulations,
pursuant to the TPR (OAR 660-12-0060).
c) Evaluating development applications for consistency with the land-use
regulations of the applicable local government jurisdiction.
2. Acceptable and reliable performance is defined by the following levels of service
under peak hour traffic conditions: Level of Service E within Eugene's Central
Area Transportation Study (CATS) area, and Level of Service D elsewhere.
3. Performance standards from the OHP shall be applied on state facilities in the
Eugene-Springfield metropolitan area.
In some cases, the level of service on a facility may be substandard. The local
govermi1ent jurisdiction may find that transportation system improvements to bring .
performance up to' standard within the planning horizon may not be feasible, and safety
will not be compromised, and broader community goals would be better served by
allowing a substandard level of service. The limitation on the feasibility of a
transportation system improvement may arise from severe constraints including but not
limit to environmental conditions, lack of public agency financial resources, or land use
constraint factors. It is not the intent of Policy F -15: Motor Vehicle Level of Service to
require deferral of development in such cases. The intent is to defer motor vehicle
capacity increasing transportation system improvements until existing constraints can be
overcome or develop an alternative mix of strategies (such as: land use measures, roM,
short-term safety improvements) to address the problem.
F -16. Promote or develop a regional roadway system that meets combined needs for travel
through, within, and outside the region.
Exhibit A
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F -17. Manage the roadway system to preserve safety and operational efficiency by adopting
regulations to manage access to roadways and applying these regulations to decisions
related to approving new or modified access to the roadway system.
Transportation System Improvements: Transit
Findings
27. The 1990 U.S. Census of Population reported that about 10 percent of all households in
the Eugene-Springfield area did not own a vehicle.
28. Transit services are particularly important to the transportation disadvantaged population:
persons who are limited in meeting their tiav~l.n~eds because of age, income, location,
physical or mental disability, or other reasons. The Americans with Disabilities Act
(ADA) requires fixed-route systems like L TD's to provide a comparable level of service
to the elderly and persons with disabilities who are unable to successfully use the local
bus service. L TD's Americans with Disabilities Act Paratransit Plan, 1994-1995 Update,
January 18, 1995, was found to be in full compliance with the ADA by the Federal
Transit Administration.
29. The role of urban public transit in meeting trip needs has increased within the
metropolitan area since 1970. In 1971, there were 2,260 L TD passenger trips on a
weekday and, in 1995, ridership had increased to 20,000 per day, or 1.8% of all
metropolitan trips. The Regional Travel Forecasting Model forecasts transit use to
increase to 2.7% of trips by 2015 with proposed TransPlan projects and policy
implementation.
30. The Urban Rail Feasibility Study Eugene/Springfield Area (July 1995) concluded that
projected 2015 ridership for an urban rail system was too low to be competitive with
other cities seeking federal rail transit funding; and that Bus Rapid Transit (BR T) could
significantly improve transit service for substantially less capital investment and lower
operational costs than urban rail.
31. OHP policy supports investment in Park-and-Ride facilities as a cost-effective means to
increase the efficient use of the existing transportation system.
Policies
F-18. Improve transit service and facilities to increase the system's accessibility, attractiveness,
and convenience for all users, including the transportation disadvantaged population.
F-19. Establish a BRT system composed of frequent, fast transit service along major corridors
and neighborhood feeder service that connects with the corridor service and with activity
centers, if the system is shown to increase transit mode split along BR T corridors, if local
governments demonstrate support, and if financing for the system is feasible.
Exhibit A
Metro Plan Text Amendments
9
F-20.Implement traffic management strategies and other actions, where appropriate and practical,
that give priority to transit and other high occupancy vehicles.
F-21. Expand the Park-and-Ride system within the metropolitan area and nearby communities.
Transportation System Improvements: Bicycle
Findings
32. In 1995, there were 126 miles of bikeways in the metropolitan area. Implementation of
proposed TransPlan projects would approximately double the lane miles for bicycles.
33. Over the past 20 years, Eugene and Springfield have built an extensive bikeway system.
The focus over the next 20 years is on the construction of "Priority Bikeway Projects"
which consist of those projects that are along an essential core route on which the overall
system depends, fill in a critical gap in the existing bicycle system, or overcome a barrier
where no other nearby existing or programmed bikeway alternatives exist, or significantly
improve bicycle users safety in a given corridor.
34. OAR 660-012-0045 (3) requires local governments to adopt land use regulations to
require bikeways along new and reconstructed arterial and major collector streets and to
connect new development with nearby neighborhood activity centers and major
destinations.
Policies
F-22. Construct and improve the region's bikeway system and provide bicycle system support
facilities for both new development and redevelopment/expansion.
, .
F-23. Require bikeways along new and reconstructed arterial and major collector streets.
F-24. Require bikeways to connect new developplent with nearby neighborhood activity centers
and major destinations.
F-25. Give funding priority (ideally within the first 3 to 5 years after adoption of TransPlan,
subject to available funding) to stand-alone bikeway projects that are included in the
definition of "Priority Bikeway Miles" and that increase the use of alternative modes.
Exhibit A
Metro Plan Text Amendments
10
Transportation System Improvements: Pedestrian
Findings
35. OAR 660-012-0045 (3) requires local governments to adopt land use regulations to
provide for a pedestrian environment that is well integrated with adjacent land uses and
designed to enhance the safety, comfort, and convenience of walking; a continuous
pedestrian network with reasonably direct travel routes between destination points; and
sidewalks along urban arterial and collector roadways, except freeways.
Policies
F-26. Provide for a pedestrian environment that is well integrated with adjacent land uses and is
designed to enhance the safety, comfort, and convenience of walking.
F -27. Provide for a continuous pedestrian network with reasonably direct travel routes between
destination points.
F-28. Construct sidewalks along urban area arterial and collector roadways, except freeways.
Transportation System Improvements: Goods Movement
Findings
36. The OTP recognizes that goods movement of all types makes a significant contribution to
the region's economy and wealth and contributes to residents' quality of life. OTP Policy
3A promotes a balanced freight transportation system thattakes advantage of the inherent
efficiencies of each mode.
37. There are no maritime port or navigation facilities in the metropolitan area.
38. Goods movement is directly supported by system-wide and roadway transportation
system improvements.
Policies
F-29. Support reasonable and reliable travel times for freight/goods movement in the Eugene-
Springfield region.
Exhibit A
Metro Plan Text Amendments
11
Transportation System Improvements: Other Modes
Findines
39. The Eugene Airport is located outside the urban growth boundary (UGB) to protect it
from incompatible development as well as to reduce airport-related impacts on
development within the UGB. The area of the airport designated Government and
Education on the Metro Plan diagram receives municipal water, wastewater, fire, and
police services. .
40. The Pacific Northwest High Speed Rail Southern Terminus Study (Wilbur Smith
Associates, 1995) found that rail-related infrastructure improvements needed along the
corridor include improved signals, grade crossings, track, and depots. These
improvements are important to the success of high speed rail because Eugene-Springfield
is the southern terminus to the high speed rail corridor.
41. OTP Policy 1 F provides for a transportation system with connectivity among modes
within and between urban areas, with ease 'of transfer among modes and between local
and state transportation systems.
Policies
F-30. Support public investment in the Eugene Airport as a regional facility and provide land
use controls that limit incompatible development within the airport environs. Continue to
use the Eugene Airport Master Plan as the guide for improvements of facilities and
services at the airport.
F-31. Support provision of rail-related infrastructure improvements as part of the Cascadia
High Speed Rail Corridor project.
F -32. Support'improvements to the passenger rail station and inter-city bus terminals that
enhance usability and convenience.
Finance
Findings
42. Transportation costs are rising while revenues are shrinking and this trend is expected to
continue. The 1999 Oregon Highway Plan estimated total 20-year highway needs of
about $29 billion, but projected revenues of only about $14 billion.
43. TransPlan estimates that operations, maintenance, and preservation (OM&P) of the
metropolitan transportation system will cost $1.2 billion in 1997 dollars to maintain at
current levels to the year 2020. Revenues for OM&P, including a regularly increasing
Exhibit A
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state gas tax and federal forest receipts at current non-guaranteed levels after the
guarantee expires, are estimated at $988 million, leaving a conservative estimated
shortfall of about $212 million over the 20-year period before the implementation of
fiscal constraint strategies.
44. The projects proposed in TransPlan demonstrate that nearly all of the region's travel over
the next 20 years will rely on existing streets, highways, and bicycle and pedestrian
facilities, emphasizing the importance of preservation and maintenance of these facilities.
45. Historically, the State Highway Trust Fund (SHTF) and federal Forest Receipts,
significant sources of transportation revenues, have funded OM&P of the regional
transportation system. Currently, SHTF revenues are not increasing with inflation and
federal Forest Receipts are declining.
46. According to estimates prepared for the TransPlan Finance Committee, about 130 miles
of roads (about 15 percent of the system) are currently in need of either resurfacing or
reconstruction with an estimated cost of $61 million in 1995 dollars.
47. Funding allocations of State cigarette tax revenues designated for special need transit
services are guided by the Special Transportation Fund Advisory Committee as per ORS
391.800-391.830 and OAR 732-05, 732:'10,-732-20 governing the Special Transportation
Fund Program.
48. Currently, systems development charge (SDC) methodologies charge new development
only for the city's portion of the arterial-collector system; metro area state and county
facilities are excluded from the calculation of SDC rates; and assessments only partially
fund projects that are improving existing facilities to urban standards.
49. Focus groups convened during the TransPlan update process expressed the preference for
mixed-use development to be encouraged and facilitated rather than required. Offering
financial incentives and other support for nodal development is consistent with focus
groups responses.
50. Under the TEA 21, 10 percent of Surface Transportation Program funds allocated to the
state must be used for transportation enhancement activities, including construction of
facilities for bicycles and pedestrians, but a local match is required. State funding for
bikeways is primarily limited to Oregon Department of Transportation (ODOT) Highway
Funds, which are used mainly for adding bicycle lanes to existing and new streets, but
may be used for other bicycle projects in the right-of-way. Local jurisdictions may also
fund bikeways through the local road construction and maintenance budget and from
general funds, park district funds, special bond levies, and SDCs. Regarding transit,
TransPlan anticipates that discretionary federal grant funds will pay for up to 80 percent
of the capital cost of the BRT system, based on trends in federal funding for LTD capital
projects over the last ten years.
Exhibit A
Metro Plan Text Amendments
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Policies
F-33. Support development of a stable and flexible transportation finance system that provides
adequate resources for transportation needs identified in TransPlan.
F-34. Operate and maintain transportation facilities in a way that reduces the need for more
expensive future repair.
F-35. Set priorities for investment ofODOT and federal revenues programmed in the region's
Transportation Improvement Program to address safety and major capacity problems on
the region's transportation system.
F-36. Require that new development pay for its capacity impact on the transportation system.
F-37. Consider and include among short-term project priorities, those facilities and
improvements that support mixed-use, pedestrian-friendly nodal development, and
increased use of alternative modes.
F - 38. The City of Eugene will maintain transportation performance and improve safety by
improving system efficiency and management before adding capacity to the
transportation system under Eugene's jurisdiction. (Eugene-Specific finance policy)
Part II:
The following sections of the Eugene-Springfield Metropolitan Area General Plan
(Metro Plan) are amended in order to be consistent with the findings and policies of the
Transportation Element. These revisions are listed in order as they appear in the Metro Plan.
They are indicated by chapter, section, and page number of the July 1997 reprint of the 1987
Metro Plan. Deletions to the text are shown in strike-out and additions are in bold.
, .
. it.,.
Chapter I: Introduction
B. Puroose
Amend the following text starting on page 1-1, sixth paragraph:
"More specifically, the GeneNill Plan Metro Plan provides the overall framework for the
following planning functions. The Plan: ...
11. Identifies the major transportation, saaitary wastewater, QftQ stormwater, se"l/er,
and water projects needed to serve a future population of293,790 301,400."
Exhibit A
Metro Plan Text Amendments
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Chapter II: Plan Principles
A. MetroDolitan Goals
Amend Section A by replacing the transportation goals with new transportation goals
from the proposed Transportation Element, as follows (page II-A-2):
TransDortation
Pn:-r.;ide :for a more ealaneed transportatioB system to gi"le mobility to all
segmeats of t.ae eORmUHlity.
Serve the existing ana fuMe arrangemeBt of lana llses ~.vith effieieat safe,
eowleaieat, ana eeoBemie tfaasportatiBB systems :for the mB~lemeBt of peBple and
goods. "
"Provide an integrated transportation and land use system that supports
choices in modes of travel and development patterns that will reduce reliance
on the automobile and enhance livability, economic opportunity, and the
quality of life.
Enhance the Eugene-Springfield metropolitan area's quality of life and
economic opportunity by providing a transportation system that is:
j) Balanced,
k) Accessible,
I) Efficient,
m) Safe,
n) Interconnected,
0) Environmentally responsible~'"
p) Supportive of responsible and sustainable development,
q) Responsive to community needs and neighborhood impacts, and
r) Economically viable and financially stable."
B. Growth Management and the Urban Service Area
Move the following existing Transportation Element Policy 17 (page III-F-7) to B.
Growth Management and the Urban Service Area, Policy 32 (page II-B-9):
"-l+:- 32.
If expansion of the urban growth boundary is contemplated, all other options should be
considered and eliminated before consideration of expanding the urban growth boundary
in the area west of Highway 99 and north of Royal Avenue."
E. The Plan Diagram
Exhibit A
Metro Plan Text Amendments
15
1. Delete the following text in Section II:E'.I. referring to floating nodes (page II-E-3,
second paragraph):
"IR additioR, se'/erall 9 to 30 aere meaiam. Eleasity resideatial aesigaatiofls are
She\Vfl as "flaatiag Rodes" v/ith relate a eemmereial faeilities. This aesigaatioR
refleets statemeats iR the Resideatial Lana Use ana HBl:lsiag, Eaergy, and
TraRSflertatieR elemeats aireeted to the flro'o'isioR of a variety of hoasing deasities,
types, aBd leeatieas aRa linkage of meai\::lfB aeRsity hoasiag v:ith \::lrban pablie traRsit.
"\l.'Bere these "floatiRg RoEles" are SHO'llB at iRterseetiag arterial streets~ tlley may
aemally oeeur OR eRe or mare f:}\:laEkaats sf tHe iRterseetioR, as determiRed by loeal
deeisioas. "\l.'Rere tHey aflflear iR the midst sf otftenvise 10'.'/ Eleasity residemial
aeigaeorHoods, their aet\:ialloeatioRs re(;}\:lire leeal analysis."
2. Delete the following Section II.E.2.c (page II-E-4):
"e. FlaatiB~ Nade
Floating ReEles are iRteBaed te aeeemmodate a flertioR ef tHe fereeastea dem.and
for eemmereiallafld. These Rodes are also iRteaEled to faeilitate aehievemeRt of
tfte eRergy and traRSflertatioa flolieies of tHe Pf.61'l by eReeafaging, '.vheRever
flossible, medi\::lfB deRsity resideRtial Ele'..elsflmeat adjaeeat te er s\:llTe1:l1ldiRg
eommereial de'~elepmem. The eom.mereial flortioR efthe aode may raege iR seale
from. Reighborhood eommereial to eOHl1lHHlity eommereial (e.g., 5 29 aeres),
defleadiRg UPOR tHe geographie area to be seryea by the floating Rode. Land
desigaated fur eommereial and resideRtialuses does aot aeea to be de'leleped
sim\:lltaBeo\:lsly. THe eJ[aet loeatioa of floatiRg aodes shall be determiRed by loeal
deeisioas er a refiRemeRt fllaaniRg proeess.
The flreeess fer establislHB.eRt ef a fleatiRg Rede must iRell:lde the fulle'....iag
elemeRts:
('1) ideatifieatioa of the primary geegraflme area iRteaded to be served by the
eoFilmereial eEn:M:er;
(2) an ifl'/eatery of eommereial area/uses flreseatly eldstiflg 'N-ithiR the primary
geegraflhie area; aRd
(3) ideRtifieatieR oftfte amelHlt aBd leeatieR ef area platlfled fur medimn
aeasity residemiall:lses (area[s] fer mediam deasity Fesiaentialase m\:lst
be sHe'.\'fll:1Bless preeladed by ether Pkiln Pelieies or abseaee ef a'lailable
~ . .,.,
The ideRtifieatieR of a floatiRg Rede tJKe\:lgh a retiRem.eRt plaR er ether loeal
deeisieR shaH be based OR the follo\".iag eriteria:
(1) aflfllieable goals, flelieies, aRd baekgro\:Hld iflformatioR of the
}.ktr8p9lilan Plan;
(2) applieable refinement aHd Fooetioaal plaHs;
Exhibit A
Metro Plan Text Amendments
16
(3) ~T aflplieaBle flFe"/isiefls efthe Caflital Imprevemellt Pregram;
( 4) Gepelldiflg l-lflefl the seale efthefleatillg fleGe, eellsistelley ".vith either t.ae
leeatiellal eriteria fer fleigaeerheed eemmereial faeilities er eeHlllNmity
cemmereial seaters as deseriBed ift the ...01819; and
(5) eemmeFeial uses Me leeated ift an area served BY at least a miller arterial
street, iB aeeerdanse v.rith the tfaBsfH3rtatieft and eftergy geals and flelieies
ift items 1 afld 2 aBe~/e. The eemmereial uses ean treat eft a street
classified at least as a mifter arterial. The eeafliets ......ritxh !raffie mevemeflt
eft the arterial ean Be miftimized by the use ef Eret*age reaas, side streets,
aRd pFeflerly lesated direst aseess." (Page II E 5)
3. Add the following text to insert "Nodal Development Area" as a plan designation in a
new Section ILEA and renumber subsequent sections accordingly (page II-E-I0):
"Nodal Develollment Area lNodeY
Areas identified as nodal development areas in TransPlan are considered to have
potential for this type of land use pattern. Other areas, not proposed for nodal
development in TransPlan, may be determined to have potential for nodal
development.
Nodal development is a mixed-use pedestrian-friendly land use pattern that seeks to
increase concentrations of population and employment in well-defined areas with
good transit service, a mix of diverse and ~ompatible land uses, and public and
private improvements designed to be pedestrian and transit oriented.
Fundamental characteristics of nodal development require:
· Design elements that support pedestrian environments and encourage transit use,
walking and bicycling;
· A transit stop which is within walking distance (generally ~ mile) of anywhere in
the node;
· Mixed uses so that services are available within walking distance;
· Public spaces, such as parks, public and private open space, and public facilities,
that can be reached without driving; and
· A mix of housing types and residential densities that achieve an overall net density
of at least 12 units per net acre."
4. Add the following to the text for the Legend Block on the Metro Plan Diagram (Page
II-E-18):
"ND - Nodal Development" (with ND inside a polygon, but no color to allow
underlying designation to show through.)
Exhibit A
Metro Plan Text Amendments
17
Chapter III: Specific Elements
B. Economic Element
1. Amend Finding 13 as follows (page III-B-3):
"13.Major employment eeBters areas include the Eugene and Springfield central
business districts, the University of Oregon area, Sacred Heart Hospital, the
Seathem Paeifie railyards, the west Eugene industrial area, the ~ north and
south Springfield industrial areas, the Highway 99N industrial area, GeedpastlMe
1slaeQ, Country Club Road, Chad Drive, and the Mohawk-Northgate area."
2. Amend Policy 18, as follows (page III-B-5):
"18. Encourage the development of transportation facilities which would improve
access to industrial and commercial areas and improve freight movement
capabilities by implementing the policies and projects in the Eugene-Springfield
Metropolitan Area Transportation Plan (TransPlan) and the )'/81116n Sweet
Pkld Eugene Airport Master Plan., as eatliBed iB Chapter &(a), "OB ..^..irpert
LaRd Use."
3. Delete Policy 13 referring to floating nodes (page III-B-7).
"30. The City ef :gag eRe shall initiate refiBemeRt plans ts determiBe the type afld
leeatieB ef eemmeFeial aad Fesideatialland ases iB fleatiFlg Bedes prier te the
apdate eitRe ..1t.fetrepelitan Plan (Flete: this Peliey Gees Bet flFeelade pri"/ately
initiated refiaemeat plaRS f-er the plll}lese sf estaelism.Flg fleating aeGes)."
C. Environmental Resources Element
, .
1. Amend the following finding as follows (page III-C-6).
"32. Federal Highway Administration noise standards apply te ae\y mgh".\~y
eeFlstruetiea, Bet eJcistiag streets. whenever federal funds are used in the
construction or reconstruction of a highway. A noise study is required if
the construction will add a through-lane of traffic or significantly alter
either the horizontal or vertical alignment of the highway. The
significance of a change in alignment has to do with the effect that the
alignment change has on noise levels. State funded ODOT projects are
generally developed in conformance with the federal noise standards. .y.g.
HOMsiRg ana Urean De'/ele13meFlt Raise standaFes ap13ly only to fse6raUy
assisted heMsiag Rear EndstiRg afld prepesea higll...'}ays. The State ef Or@geR
Gees Flet ~;e Beise staBdards geverniRg geFleral m.gw.wy Reise le"/els. "
Exhibit A
Metro Plan Text Amendments
18
2. Delete Finding 33 (page III-C-6).
"33. Foreeastea tr-affie OR eJdstiBg and 13lamled streets iflaieate 29 miles ef e:fCistiBg
streets ana <19 miles ef streets iB year 2999 ha.,.,re the 13eteBtJal te eueeea Boise
le~/els fer seBsiti~;e lana ases saeh as resieeflees, 13a:rks, sehoels, aDd
hes13itals. "
3. Replace Finding 34 and with the following text (page III-C-6).
"34. ..^~s 13013alatieB grov,Jt.h eeeMrS, the asseeiatea ifleFease iB emissieBs ef earBeB
mefloJdae and 13artiet:date matter Hem aMte e,cllaast and resideBtial heatiflg
vlith ~,~;eoa, eemeiBea '.1.rith all the ether sel:Kees, may e':eBwally eaase air
quality standards fer these 13ellatants te Be eJ~eeeaea iB the metre13elitan area.
DBder these eeBaitieBs, aeaitieaal eeBtrel meas1:H'es may Be BeGeSsary. These
mitigatiBg meas1:H'es Geala inelaee, fer ei(aIRflle, ma:Jelmizing effiGieBt traffie
fle'.v thfeagh eritieal areas, QeaitieBal GaBtrel fe~femeRts eB eJdstiag
statiOBary ana meBile sel:lfGes ef emissieBs, ana reStriGtiag eertaiB Be',":
seMrees ef emissieFlS."
"34. The Eugene-Springfield area is currently in compliance with national
standards for carbon monoxide. The region will continue to be in
compliance with the carbon monoxide standard in the future. Vehicle
fleet turnover and stricter emission controls on newer vehicles are factors
that will contribute to lower emissions in the future."
4. Delete Finding 35 (page III-C-6).
"35. TranSflertatieR related air 13ellatieB iB the ferm. ef emissiaFlS Hem aates,
truelcs, aBd Sl:lses eOfltriSl:ltes sigaifieantly te the meke13elitan area's air q1iality
preblems. "
D. Willamette River Greenwav Element
1. Amend the introductory text, as follows (page III-D-l).
In the metropolitan area, a large port.ion of land within the Greenway is in public
ownership or public parks such as Mount Pisgah, Skinner's Butte, Alton Baker, and
Island Park. Future proposed park acquisitions, such as the Goodpasture Island gravel
ponds, will further expand the opportunity for public access and enjoyment of the
river area. The three jurisdictions cooperated in the development of a bicycle-
pedestrian trail system that extends along the Greenway from south of Springfield to
north of Eugene and into the River Road area. This system includes tlH:ee five bike
bridges across the river."
Exhibit A
Metro Plan Text Amendments
19
E. Environmental Design Element
1. Delete Policy 9 (page III-E-4).
"9. ReHFlemeFlt Plans sftall 8e ae".~eleflee te aeeress eemtlatibility of lane lises, safety,
erime flre",eFltisa, Me viSl:lal iffifJaet aloFlg arterial EHle eolleetor streets, v.ithiFl
miJC.ee l:lse areas. Dl::lfiag the iFltedm fledoe Before the adeptieFl of a retiRement
piEHl, these eOFlsieeratieFls shall he addressed BY eities iR appro";iFlg land l:lse
apf'lieatieRs iR miJeee l:lse areas BY refll::liriFlg eeReitieas ef apprevttl .....:h~re
Fleeessary. "
G. Public Utilities, Services, and Facilities Element
1. Combine the following existing Transportation Element Policies 9 and 10 (page II-F-6)
as one policy, amend as follows, and move to the Public Utilities, Services and Facilities
Element, creating Policy 24 (page III -G-7).
"9-: 24. The Eugene Airport ~4ahlea S'.":eet Field shall be served with the necessary
urban services required to operate the airport as an urban facility. ~
Development ".vithiFl the airPort ew:ireRs hlit eatsiee the airport flrefler aRd
ol:ltsiae the l::lf8aB serviee area outside the urban growth boundary in the
vicinity of the airport, outside the portion of the airport boundary
designated Government and Education in the Metro Plan diagram, shall
not be provided with urban services."
H. Parks and Recreation Facilities Element
1. Delete reference to Neighborhood Centers in the introductory text and renumber
subsequent park types accordingly (page III-H-1).
6. }'Jeieaeerheee CeRters
. .
}'Jeighl3'orHeee eeaters, seme of "."'{meh are eeR'lHN:lIlity seheols, emf)ftasi:le
seeial, eivie, and edHeatioRaI 'flregFatRs for YOl:lBg fleof'le aRe adHlts."
2. Delete Finding 3.e. and re-letter subsequent items in this finding (page III-H-3).
"e. Basee eR )JRP.:\ staBaares, there is a defieieBey efReighBorheee eeFlters."
3. Amend Policy 5 as follows (page III-H-5)
"5. Develop mechanisms and processes by which residents of an area to be served by
a neighborhood park, aeigaeorhoea eeater, or play lot can participate in the
design, development, and maintenance of the facility."
Exhibit A
Metro Plan Text Amendments
20
K. Citizen Involvement Element
1. Amend Finding 3 as follows (page III-K-2).
"3. Springfield, Lane County, and Eugene each use either their local planning
commission or a committee for citizen involvement in monitoring citizen
involvement in the planning process. There aFe alse se~leFal eitizeB advis0f)T
e0mmittees iBv01ved ";'lith iadi"liel:lal eelT}f)0aeftts ef t.ae preeess, slieh at) helisiBg
aile txFaRspertatieB planBiBg."
2. Amend Finding 1 0 as follows (page III-K-2).
"10. In 1987, the Metropolitan Planning Committee was replaced by the
Metropolitan Policy Committee (MPC). The MPC is comprised of two elected
officials each from Eugene, Springfield and Lane County. The chief
administrative officers of the three jurisdictions serve as non-voting, ex-officio
members of the MPC. When the MPC is considering metropolitan
transportation matters, the two members of the Lane Transit District Board
shall serve as voting members and the General Manager of the Lane Transit
District and the Director of the Oregon Department of Transportation shall alse
serve as non-voting, ex-officio members ofMPC."
Chapter V: Glossary
Add the following definition to the Glossary.
Nodal develollment (node): Nodal development is a mixed-use, pedestrian-friendly land
use pattern that seeks to increase concentrations of population and employment in well-
defined areas with good transit service, a mix of diverse and compatible land uses, and
public and private improvements designed to lie pedestrian and transit oriented.
Fundamental characteristics of nodal developm.ent require:
· Design elements that support pedestriaJ.l environments and encourage transit
use, walking, and bicycling;' .
· A transit stop which is within walking distance (generally 1/4 mile) of anywhere
in the node;
. Mixed uses so that services are available within walking distance;
. Public spaces, such as parks, public and private open space, and public facilities,
that can be reached without driving; and
. a mix of housing types and residential densities that achieve an overall net
density of at least 12 units per net acre.
Nodal developments will vary in the amount, type, and orientation of commercial, civic,
and employment uses; target commercial t1(:)or area ratios; size of buildings; and the
amount and types of residential uses.
Exhibit A
Metro Plan Text Amendments
21
, .
Exhibit A
Metro Plan Text Amendments
22