HomeMy WebLinkAboutTransportation Packet May 2021Note: Anyone wishing to speak at any Transportation Commission meeting is encouraged to do so. If you wish to speak, please rise and, after you
have been recognized by the Chair, give your name and complete address for the record. You will then be allowed to speak. Please note the public
testimony may be limited by the Chair.
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AGENDA
I. CALL TO ORDER: 6:00 PM, Meeting held virtually via Zoom
II. ANNOUNCEMENTS
III. CONSENT AGENDA
A. Approval of Minutes: April 15, 2021
IV. PUBLIC FORUM (6:05-6:20)
A. Public Forum-if you wish to speak during public forum please register with Shannon.burruss@ashland.or.us by 10am May
19th.
B. If you wish to provide public comment or discuss an agenda item please contact Shannon.burruss@ashland.or.us by May
19th by 10am to register to participate. Written comments can also be submitted in the same time frame.
C. If you are interested in watching the meeting via Zoom please utilize the following link: https://zoom.us/j/99030917121
V. CRASH REPORT (6:20-6:30)
VI. NEW BUSINESS
A. Election of Officers (6:30-6:40, action required, elect Chair and Vice Chair to preside over monthly meetings)
B. Vision Zero Program and Resolution (6:40-7:10, action required, discuss and develop a resolution supporting the Vision
Zero Program)
C. Transportation System Plan Scope Review (7:10-7:30, action required, discuss project scope and recommend alterations,
changes and additions if necessary)
D. CEAP Implementation Plan (7:30-8:00, action required discuss implementation plan and develop feedback for the Climate
Policy Commission)
VII. OLD BUSINESS
A. None
VIII. TASK LIST (If time allows)
A. Discuss current action item list
IX. FOLLOW UP ITEMS
A. None
X. INFORMATIONAL ITEMS (If time allows)
A. Climate Resilient Ashland – Approach
B. Pavement Maintenance Information
XI. COMMISSION OPEN DISCUSSION (If time allows)
XII. FUTURE AGENDA TOPICS
A. Residential Parking Program
B. Street User Fee/Gas Tax (budget process)
C. Crosswalk Policy
XIII. ADJOURNMENT: 8:00 PM
Next Meeting Date: June 17, 2021 Meeting
In compliance with the Americans with Disabilities Act, if you need special assistance to participate in this meeting, please contact the Public Works Office at 488-5587 (TTY phone number 1 800
735 2900). Notification 48 hours prior to the meeting will enable the City to make reasonable arrangements to ensure accessibility to the meeting (28 CFR 35.102-35.104 ADA Title I).
Transportation Commission
Contact List as of February 2021
Name Title Telephone Mailing Address Email Address Expiration
of Term
Mark Brouillard Commissioner 206-661-7085 159 Helman St mtbrouillard@msn.com 4/30/2023
Joe Graf Commissioner 541-488-8429 1160 Fern St. jlgtrans15@gmail.com 4/30/2021
Corinne Vièville Commissioner 541-488-9300 or
541-944-9600 805 Glendale Ave. corinne@mind.net 4/30/2022
Derrick Claypool-Barnes Commissioner 503-482-9271 1361 Quincy St #6F dorkforest@gmail.com 4/30/2021
Linda Peterson Adams Commissioner 541-554-1544 642 Oak St gardengriotashland@gmail.com 4/30/2022
Katharine Danner Commissioner 541-482-2302 PO Box 628 ksdashland@gmail.com 4/30/2022
Bruce Borgerson Commissioner 541-488-5542 209 Sleepy Hollow Dr wave@mind.net 4/30/2023
Non-Voting Ex Officio Membership
Scott Fleury Director, Public Works 541-488-5587 20 E. Main Street scott.fleury@ashland.or.us
Paula Hyatt Council Liaison 20 E. Main Street Paula.Hyatt@council.ashland.or.us
Brandon Goldman Planning Department 541- 488-5305 20 E. Main Street goldmanb@ashland.or.us
Steve MacLennan Police Department 541- 552-2433 20 E. Main Street maclenns@ashland.or.us
Vacant SOU Liaison 541-552-8328 1250 Siskiyou Blvd
Dan Dorrell, PE ODOT 541- 774-6354 100 Antelope Rd WC 97503 Dan.w.dorrell@odot.state.or.us
Edem Gómez RVTD 541-608-2411 3200 Crater Lake Av 97504 egomez@rvtd.org
Jenna Stanke ODOT 541- 774-5925 100 Antelope Rd WC 97503 Jenna.MARMON@odot.state.or.us
David Wolske Airport Commission david@davidwolske.com
Vacant Ashland Parks
Vacant Ashland Schools
Staff Support
Scott Fleury Public Works Director 541-488-5347 20 E. Main Street Scott.fleury@ashland.or.us
Karl Johnson Associate Engineer 541-552-2415 20 E. Main Street johnsonk@ashland.or.us
Shannon Burrus Permit Technician 541-552-2428 20 E. Main Street Shannon.burrus@ashland.or.us
ASHLAND TRANSPORTATION COMMISSION
MINUTES
April 15th, 2021
Transportation Commission
April 15th, 2021
Page 1 of 2
These minutes are pending approval by this Commission
CALL TO ORDER: 6:00pm
Commissioners Present: Mark Brouillard, Joe Graf, Corinne Vièville, Linda Peterson Adams, Katharine Danner,
Bruce Borgerson, Derrick Claypool-Barnes
Commissioners Not Present- None
Council Liaison Present: Paula Hyatt
Staff Present: Scott Fleury
Guests Present: Gary Shaff
ANNOUNCEMENTS – Bruce Borgerson announces that he will be resigning from the Commission as of June 30th.
Borgerson also announces an invitation to join Drive on Sunlight event, at Science Work Monday April 19th at
9:00am.
CONSENT AGENDA
Approval of Minutes 03.18.21
Danner motions to approve minutes as amended, Brouillard seconds.
All ayes, motion carries.
PUBLIC FORUM -Commission discusses vehicle idling in the City of Ashland. Peterson-Adams suggests adding the
topic to future agenda items to discuss/improve the current Ashland idling ordinance.
ACCIDENT REPORT: Officer MacLennan presents reports as contained in agenda packet. Brouillard asks
what a citizen should do if they observe potentially impaired or dangerous driving. MacLennan states that
law enforcement would like, if possible, for the observing citizen to follow the driver and call it in to
police, it is an emergency situation so dialing 911 would be appropriate.
NEW BUSINESS: None
Old Business-
A. Twenty is Plenty Program: Peterson Adams presents her support for the Twenty is Plenty Program as part
of bringing additional traffic safety and education to Ashland, she then asks Commissioners for constructive
ideas on the topic. Fleury gives staff report on the subject. He relays that the project end game would be for
City Council to approve an ordinance per ORS requirements, that allows the reduction of the statutory
speed limit in residential areas from 25mph to 20mph. Commission discusses possible ways that they could
garner citizen support for the project. Shaff speaks regarding Eugene’s strategy (contained in agenda
packet) and emphasizes that the safety aspect is a good starting point for the project. Vièville suggests a
raffle for signatures in support of the Twenty is Plenty Program. Borgerson suggests the tagline of “Just Try
it”, he explains that he’s been doing so recently, and on many streets 20mph felt appropriate. Commission
discusses safety impacts, potential future expansions of the project, and how to market to citizens. Hyatt
mentions a few local organizations she suggests Commission to contact to get them on board with the
program. Brouillard makes suggestions for public education to increase acceptance. Commission discusses
whether they should make Twenty is Plenty a primary focus, or to have it as a part of Vision Zero. Twenty is
Plenty is discussed in conjunction with the TSP and Vision Zero.
Brouillard motions that the Vision Zero process is the way to start the Twenty is Plenty program. Danner
Seconds.
All ayes, Motion Carries.
The current work group and Peterson-Adams will move forward in developing information and outreach
materials regarding Twenty is Plenty Program and will continue to keep the Commission informed.
ASHLAND TRANSPORTATION COMMISSION
MINUTES
April 15th, 2021
Transportation Commission
April 15th, 2021
Page 2 of 2
These minutes are pending approval by this Commission
B. Evacuation Time Estimate Draft Report: Fleury goes over the Evacuation Time Estimate document as
contained in the agenda packet. Brouillard asks for additional data to be added, he mentions a few large
schools that are not taken into consideration, including Willow Wind and Siskiyou School. Peterson Adams
observes that she believes there would be a need for additional busses. Commission discusses various
aspects of the Draft Report study. Fleury relays that live up-to-date information could be integrated virtually
for people with navigation applications in support of evacuation activities. Vièville suggests a way for people
with access issues to be able to contact emergency services for evacuation. Danner suggests that it may be
a part of the Ready Set Go education and outreach program. Fleury states he has made a note and will
make sure it’s discussed and considered as processes progress.
TASK LIST
A. Discuss current action item list
FOLLOW UP ITEMS
A. Bike Map Development- No Discussion
INFORMATIONAL ITEMS-
A. Normal Avenue Traffic Calming Application- No Discussion
COMMISSION OPEN DISCUSSION- None
FUTURE AGENDA TOPICS
A. TSP Update
B. Residential Parking Program
C. Street User Fee/Gas Tax (budget process)
D. Crosswalk Policy
ADJOURNMENT:
Respectfully submitted,
Shannon Burruss Permit Technician-Engineering and Public Works
**Full Video Available by Request**
April 2021 Accidents
Motor Vehicle (16)
Bike/Ped Involved (0)
Previous 2021 Accidents
Motor Vehicle (29)
Bike/Ped Involved (5)
Traffic AccidentsApril 2021
NO. OF ACCIDENTS: 16
Rep DATE TIME DAY LOCATION NO.
VEH
PED
INV.
BIKE
INV.INJ.DUII Cited Police
On Site
PROP
DAM.
HIT/
RUN
CITY
VEH.CAUSE - DRIVER ERROR
Rep 4 17:33 Sun Madrone St, & SOU Campus 1 N N N N N Y Y N N
Unoccupied vehicle rolled from location on
Madrone St northward across the campus
and stopped at the SOU Library steps,
damaging handrail and concrete.
Rep 5 9:40 Mon E Main St at Fourth St 2 N N N N Y Y Y N N
DV2 made a left turn from E Main St
towards Fourth St in front of oncoming V1.
Dv2 cited for Dangerous left turn and driving
uninsured.
NR 6 18:33 Tue A St at 6th St 2 N N N N N Y Y N Y Dv2 backed into parked v1. Minor damage,
info exchanged. APD vehicle impacted.
NR 7 19:00 Wed Starflower Lane at E Hersey St 1 N N N N N Y U N N
Driver made a turn onto Starflower and ran
across raised median, causing damage to
City property. No citations, report taken.
Rep 8 6:31 Thur Oak St 2 N N N N Y Y Y N N
Driver sb on Oak clipped rear corner of
parked vehicle. Report taken, dv1 cited for
careless driving.
Rep 11 13:51 Sun Ashland St near Clay St 1 N N N Y Y Y Y N N Dv1 struck the Welcome sign in the median.
Driver was arrested for DUII.
Rep 11 21:52 Sun near Siskiyou Blvd and
Wightman 1 N N N Y Y Y Y N N
Driver struck fixed object in the parking lot of
a private business. Driver was found to be
DUII, and was cited for Criminal mischief 1
and failure to perform duties of a driver
when property is damaged.
Rep 12 14:35 Mon Siskiyou Blvd at Normal Av 2 N N N N N Y Y N N
Dv1 stopped in lane, waiting for traffic to
safely make a left turn, was rearended by
dv2. Information exchanged.
MONTH: APRIL
MOTOR VEHICLE CRASH SUMMARY
1
NO. OF ACCIDENTS: 16
Rep DATE TIME DAY LOCATION NO.
VEH
PED
INV.
BIKE
INV.INJ.DUII Cited Police
On Site
PROP
DAM.
HIT/
RUN
CITY
VEH.CAUSE - DRIVER ERROR
MONTH: APRIL
MOTOR VEHICLE CRASH SUMMARY
NR 14 16:00 Wed E Nevada St 2 N N N N N Y U N N
Dv1 was maneuvering in a parking lot and
inadvertently struck parked v2, a rental car.
Private property, information exchanged.
Rep 15 8:50 Thur N Main St at Maple St 2 N N N N N Y Y N N
Dv1, outbound on N Main St, was stopped
at red light when rearended by dv2 causing
damage. Dv2 warned for following too close.
Info exchanged.
Rep 19 14:13 Mon Tolman Creek Rd near Ashland
St 2 N N P N Y Y Y N N
Dv2 was travelling south. Dv1 turned left
(from a right turn only lane) onto Tolman
Creek Rd and struck v2 along the side. Dv1
cited for dangerous left turn
NR 19 UNK Mon Gresham St 2 N N N N N N U N N
V2 made contact with parked v1.
Information was exchanged, and the matter
has been referred to their insurance.
NR 23 UNK Fri Faith Av 2 N N N U N N U Y N V1 was struck and damaged while parked.
No leads/suspects.
Rep 26 4:36 Mon N Main St near Helman St 2 N N N N Y Y Y N N
Dv1 attempted to enter private commercial
property with an oversized trailer, trailer
hung up on the overhang causing damage.
Dv1 cited for suspended license and no
insurance.
NR 29 11:30 Thur Siskiyou Blvd at Tolman Creek
Rd 2 N N N N N Y U N N
Dv1 turning left to go north on Tolman Creek
Rd cut the corner a little too sharp and
scraped along the left front of v2 which was
stopped at the stop bar. Dv1 warned,
information exchanged.
NR 30 UNK Fri N Main St 1 N N N U N Y U Y N
Fence on a private commercial adjacent to
N Main St was struck and damaged. No
leads.
2
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\5. Election of Officers.doc
Memo
Date:
May 14, 2021
From: Scott A. Fleury
To: Transportation Commission
RE: Election of Officers
BACKGROUND:
Ashland Municipal Code (AMC) 2.10.050 Details the requirements for election of officers.
“At its first meeting following the appointment or reappointment of members each year, the advisory
commission or board shall elect a chair and a vice-chair who shall hold office at the pleasure of the
advisory body. Neither the chair nor vice-chair shall serve as an officer for more than three consecutive
annual terms. Without the need for an appointment, the head of the City Department staffing the
commission, committee or board shall be the Secretary and shall be responsible for keeping an accurate
record of all proceedings. The Department head may delegate such tasks to a staff liaison. Subcommittees
may be formed for the purpose of gathering information and forming a recommendation to be brought
forward to the full advisory body. Only the full body can make recommendations to the City Council.
Subcommittees must comply fully with the requirements of Oregon Public Meetings law”.
Commission re-appointments through Council generally occur in April each year thus requiring
each commission to appoint new chairs and vice chairs at the May meeting.
CONCLUSION:
Commission should discuss and motion to elect a new chair and vice chair to precede over the
meetings until time to elect a new chair and vice chair in spring of 2022.
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\6. (A) Vision Zero Resolution.doc
Memo
Date:
May 14, 2021
From: Scott A. Fleury
To: Transportation Commission
RE: Vision Zero Resolution
BACKGROUND:
At the April 15, 2021 Transportation Commission meeting the group discussed development of a
20 Is Plenty Program and the Vision Zero Network Program.
“Vision Zero is a strategy to eliminate all traffic fatalities and severe injuries, while increasing
safe, healthy, equitable mobility for all. First implemented in Sweden in the 1990s, Vision Zero
has proved successful across Europe — and now it’s gaining momentum in major American
cities”.
A New Vision for Safety
Vision Zero starts with the ethical belief that everyone has the right to move safely in their
communities, and that system designers and policy makers share the responsibility to ensure safe
systems for travel.
Vision Zero is a significant departure from the status quo in two major ways:
1. Vision Zero recognizes that people will sometimes make mistakes, so the road system
and related policies should be designed to ensure those inevitable mistakes do not result
in severe injuries or fatalities. This means that system designers and policymakers are
expected to improve the roadway environment, policies (such as speed management), and
other related systems to lessen the severity of crashes.
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\6. (A) Vision Zero Resolution.doc
2. Vision Zero is a multidisciplinary approach, bringing together diverse and necessary
stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary
collaboration among local traffic planners and engineers, policymakers, and public health
professionals has not been the norm. Vision Zero acknowledges that many factors
contribute to safe mobility -- including roadway design, speeds, behaviors, technology,
and policies -- and sets clear goals to achieve the shared goal of zero fatalities and severe
injuries.
Per discussion the Commission developed a strategy to support a Vision Zero Program as part of
a multi-tiered program to promote safety for all modes of transportation.
The Commission motioned to:
“To Start A Vision Zero Program via Resolution” by Commissioner Brouillard and 2nd by
Danner.
The intent of the motion and discussion was to move forward with development of a Vision Zero
Resolution to be brought forward before the City Council as the beginning in a comprehensive
look at safety for all travel modes within the City of Ashland including the 20 Is Plenty Program.
The Chair has drafted a resolution that is attached for reference and discussion.
Next Steps:
1. Finalize Resolution
2. Climate Policy Commission recommendation on Resolution
3. Conservation and Climate Outreach Commission recommendation on Resolution
4. Draft Council Report
5. Schedule Council discussion on look ahead
6. Incorporate Vision Zero into the Transportation System Plan Update
CONCLUSION:
Commission should discuss the draft resolution and provide comments/feedback in an effort to
finalize the language and move towards bringing the resolution before Council for discussion
and adoption.
A RESOLUTION SETTING AS OFFICIAL POLICY THE VISION ZERO GOAL THAT
NO LOSS OF LIFE OR SERIOUS INJURY ON OUR TRANSPORTATION SYSTEM IS
ACCEPTABLE.
The City Council of the City of Ashland finds that:
A. The life and health of the City of Ashland’s residents are our utmost priority.
B. No one should die or be seriously injured on our transportation system.
C. Children,seniors, people of color, people with disabilities, and people in low-income
communities face a disproportionate risk of traffic injuries and fatalities.
D. Local schools strive to provide Safe Routes to Schools to thousands of school
children every year.
E. Increasing real and perceived safety for people walking, biking, rolling and riding
transit is a key step in enabling more people to do so, as called for in City plans such as
the Transportation System Plan as well as regional plans such as the Rogue Valley
Active Transportation Plan.
F. Increasing walking, bicycling and riding transit is a key strategy in reducing fossil fuel
consumption.
G. The Climate and Energy Action Plan calls for a net-zero target for greenhouse gas
emissions by 2050, a target that without changes in the transportation system and
resident’s use thereof, cannot be met.
H. Speed reduction throughout Ashland neighborhoods under ORS 810.180 guidelines
can decrease serious injuries and fatalities in crashes.
I. Vision Zero is an approach to transportation safety that accepts no loss of life or
serious injuries on the transportation system.
J. Almost twenty percent of accidents in Ashland in 2020 involved either a person
walking or riding a bicycle.
K. Traffic deaths in Ashland have historically led to the death of either a pedestrian or a
person riding a bicycle (or skateboard).
NOW, THEREFORE,
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF ASHLAND, a Municipal
Corporation of the State of Oregon, as follows:
Section 1. The Ashland City Council supports efforts by the City of Ashland’s
Transportation, Climate Policy and Climate and Conservation Outreach Commissions to
prioritize safety improvements for people walking, bicycling, using mobility devices and driving
motorized vehicles.
Section 2. The Ashland City Council supports efforts by the City of Ashland and our
regional partners to eliminate deaths and serious injuries on our transportation system, with an
emphasis on the most vulnerable users.
Section 3. The Ashland City Council sets as official policy Vision Zero’s goal of zero
fatalities or serious injuries on our transportation system.
Section 4. This Resolution is effective immediately upon its passage by the City Council.
DRAFT For Discussion and Addition
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\7. (B) TSP Update Scope and Fee May 2021.doc
Memo
Date:
May 14, 2021
From: Scott A. Fleury
To: Transportation Commission
RE: Transportation System Plan Update Scope, Fee and Schedule
2021 B ACKGROUND:
The Transportation System Plan (TSP) Update was scheduled to be awarded in 2020 after
following through with a Qualifications Based Selection (QBS) Request for Proposal process.
Due to COVID19, the project was postponed until such time it was deemed appropriate to move
forward. Staff believe that now is the appropriate time to start the project. The previously
developed scope is attached for reference.
Proposed Timeline:
1. May – Review TSP scope
2. June – Final review and recommendation to Council to award
3. July – Council award of professional services contract for TSP update
4. August – Project kickoff and data collection
5. August (2021) thru October 2022 – Complete all project tasks
2020 BACKGROUND:
February:
Public Works staff received a revised scope/fee after the January 23rd Commission meeting. That
scope is attached for reference. Sections within the document have been highlighted showing
changes/additions.
The new proposed fee is $228,481 a reduction of $5,000 from the previous proposed fee.
December/January
After discussion with the Commission at the December 19th meeting, staff worked with Kittelson
Associates to refine the scope and develop a fee proposal, which are attached for reference. Items
updated in the scope of services include:
1. Addition of formal meetings with the Transportation Commission in whole (facilitate the
community and small group workshops and formal recommendation for adoption
meeting(s)).
2. Additional of a Climate Policy Commission member to the Citizen Advisory Committee
3. Comprehensive “complete street” discussion
4. All ages abilities networks
5. Environmental considerations for project ranking criteria
Initial Proposed Fee: $233,873, final fee still to be negotiated.
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\7. (B) TSP Update Scope and Fee May 2021.doc
Previous:
The City of Ashland performed a formal solicitation to obtain consultant services for a
Transportation System Plan Update. The Qualifications Based Selection (QBS) document was
advertised on the Oregon Procurement Information Network (ORPIN). The City received one
response to the solicitation, from Kittelson Associates. The response was graded by a four-
member team which included; Linda Peterson-Adams (Transportation Commission), Karl
Johnson (Associate Engineering), Derek Severson (Associate Planner), Scott Fleury (Deputy
Public Works Director). Staff also verified the minimum proposal criteria was meet by Kittelson
Associates.
Staff and two members of the Kittelson project team held a conference call on November 20th to
discuss development of the scope document for the project. Staff requested the scope be
developed prior to the Transportation Commissions December meeting in order to facilitate a
discussion on any potential changes to the document and provide for a potential recommendation
to the City Council for contract award.
The formal scope of services is attached for reference. Critical elements of the TSP update
include:
1. Public Engagement
a. Public Involvement and Communication Plan
2. Existing Conditions
a. Inventory of existing facilities
b. Crash Analysis
c. Level of Traffic Stress (Bike/Pedestrian)
3. Project Alternatives Development
a. Transportation Improvement Alternatives (Bike/Pedestrian/Roadway)
4. Final Alternatives
a. Final “fiscally” constrained project list (Bike/Pedestrian/Roadway)
b. Projects overlap with City’s current Capital Improvement Plan when appropriate
5. Project Prioritization
a. Develop prioritization tool
6. Financial Analysis
a. Funding Streams
7. Adoption of Plan
a. Planning Commission Hearing
b. City Council Hearing
As part of the public involvement component Kittelson Associates recommends establishing a
Technical Advisory (TAC) and Citizen Advisory Committee (CAC) to review and comment on
all information developed as part of the plan. Kittelson also recommends development of a
Public Involvement and Communication Plan (PICP) that detail how key populations and
stakeholders can provide valuable input in development of the final plan. Kittelson recommends
three (3) formal TAC, CAC and Open House meetings during the project. These meetings are
arranged at critical times during project development, including at the beginning to formalize
goals, then to review project alternatives and then for review and recommendations of final
“preferred” alternatives. Finally, the plan requires a recommendation of approval from the
Planning Commission (public hearing), adoption by the City Council (public hearing) and
appropriate noticing comment period for the Division of Land Conservation and Development
(DLCD).
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\7. (B) TSP Update Scope and Fee May 2021.doc
CONCLUSION:
Commission should discuss the scope and make recommendations if any for changes and
additions. Staff will take the final contract documents to the City Council in July.
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\8. (C) CEAP Implementation Plan - Transportation.doc
Memo
Date:
May 14, 2021
From: Scott A. Fleury
To: Transportation Commission
RE: CEAP Implementation – Transportation
BACKGROUND:
The Climate Policy Commission (CPC) is pleased to share the attached draft chapter of the
CEAP Implementation Plan (or CEAP Update). The CPC voted to request the Climate and
Conservation Outreach Commission (CCOC) and the Transportation Commission (TC) review
and provide comments on the document. Seeking the early involvement of the CCOC and TC
reflects the CPC’s belief that the “20’s Plenty” collaborative processes should be a model for the
commissions’ work rather than a “one-off” deal.
The document has three distinct sections:
Background and Analysis: Providing information on the city’s land use patterns, public transit,
the fossil fueled fleet, and street design.
Goals and Policies: Written to be measurable and actionable, respectively. The goals and
policies, as conceived, would guide all city actions, as well as, community development (to the
degree that development standards in the city’s Development Code are amended to reflect the
goals and policies).
Implementation Strategies: A listing of ideas that advance the goals and policies and serve as a
guidance for the development of projects, plans, programs and standards.
Given the critical importance of the goals and policies, the CPC encourages the commissions to
focus on these in their review.
Discussion questions regarding the goals and policies:
1. Are they strong enough or are they too aggressive?
2. Will they help to ensure that the city achieves net zero by 2050?
3. Are there other goals or policies that are needed?
4. Should some of the implementation strategies be rewritten as policies?
The CCOC’s and TC’s ideas and suggestions are integral to moving forward with CEAP
implementation. The CPC’s charter requires that the CEAP, adopted in 2017, be updated every
three years. COVID precluded doing that in 2020. The CEAP update / implementation plan will
require extensive public outreach and communication. The timing of the public outreach effort
has not been determined. But before it is even contemplated, the CPC is requesting the CCOC’s
and TC’s input on the Urban, Land Use + Transportation section.
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\8. (C) CEAP Implementation Plan - Transportation.doc
CONCLUSION:
Commission should discuss and provide feedback to the CPC on the CEAP Implementation Plan
document attached. The CPC is requesting this feedback prior to July 15th. Gary Schaf member
of the CPC can assist in answering additional questions developed by the TC
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\9. May 20, 2021 Action Item List.doc
Transportation Commission
Action Item List
M a y 2 0 , 2 0 2 1
Action Items:
1. Capital Improvement Plan-Review and Recommendation (2020/21)
• Review proposed roadway, pedestrian and bicycle network CIP projects for the 2021-2023
budget biennium
• Make recommendation on priorities for 2 and 6-year CIP projects
2. TSP Update (2020-21)
• Solicitation documents have been submitted and scored by project team
• Scope, schedule and fee documents under review (TC December 2019/January 2020/February
2020)
• Professional services contract requires Council approval
• Schedule Council approval (April 7, 2020)
• TSP Postponed until timing to start project is more appropriate (FY22/23)
• Review Scope and Fee (May & June 2021)
• Recommend approval of a contract with Kittelson Associates to City Council
• July 2021 approval anticipated
3. Main St. Crosswalk truck parking (no change)
• Analysis is included in the revitalize downtown Ashland plan and was recently discussed during
the kickoff meeting.
• The Revitalize Downtown Ashland Transportation Growth and Management grant project has
begun that will assess safety and parking in the downtown core. (February 2020) No change-
March 2020
• The Revitalize Downtown Ashland Project has been cancelled with the expectation to re-start
the project at a more appropriate time in the future (1-2 years).
G:\pub-wrks\eng\dept-admin\TRANSPORTATION COMMISSION\2021 Staff Memos\May 20, 2021\Packet\9. May 20, 2021 Action Item List.doc
4. Siskiyou Blvd. and Tolman Creek Intersection Improvements
• The Oregon Department of Transportation removed median island and restriped Tolman
Creek portion of intersection to allow for better right-hand turning truck movements.
• The Oregon Department of Transportation is also looking at curb ramp design changes to the
intersection. (February 2020) No change-March 2020
• Reference ODOT Intersection Change Schematic Drawing (September 2020)
• Forwarded TC comments to ODOT regarding review of 60% Design (September 2020)
• ODOT Provided Advance Plans of intersection redesign (March 2021)
5. 20 is Plenty Subcommittee Work (November 2021 start)
• Mark Brouillard is participating in the 20 mph is plenty subcommittee work with the Climate
Policy Commission representatives.
• Commission endorsed recommendation developed in the 20 is Plenty report discussed at the
January 2021 meeting. Next steps include continued discussion of program and associated
strategies for public outreach (education, engineering, enforcement, evaluation), inclusion into
the TSP update, updating CIP, and holding a formal Council discussion.
• 20 Is Plenty programmatic discussion to be scheduled for April 2021.
• Commission recommended moving forward with the Vision Zero program and associated
resolution. Options to meet the Vision Zero goal could include the 20 Is Plenty Program
and other associated safety improvements (vehicular, bike & ped). The TSP update could
assist at a programmatic level in meeting Vision Zero goals.
6. Railroad District Parking Limitations Review
• At a future meeting TBD, discuss current parking limitations in railroad district.
1CORE ELEMENTS FOR VISION ZERO COMMUNITIES
CORE ELEMENTS
FOR VISION ZERO COMMUNITIES
INTROdUCTION
Vision Zero – the strategy to eliminate traffic
fatalities and severe injuries – is being adopted by
a growing number of communities across North
America and beyond. While safe mobility is not a
new concept, Vision Zero requires a shift in how
communities approach decisions, actions, and
attitudes around safe mobility.
A fundamental part of this shift is moving from a
traditional approach to a Safe Systems approach
toward traffic safety. A traditional approach accepts
that a certain number of traffic deaths and severe
injuries will occur as unavoidable consequences
of mobility and focuses on changing individual
behavior to reduce the frequency of these incidents.
In contrast, Vision Zero is built on the basis that
traffic deaths and severe injuries are preventable.
Vision Zero emphasizes a Safe Systems approach,
which acknowledges that people make mistakes,
and focuses on influencing system-wide practices,
policies, and designs to lessen the severity of
crashes.
Approaching the issue of safe mobility in a new way can be challenging, even when everyone agrees on the ultimate goal – in this case, safety for all road users. One limitation to the success and proliferation of Vision Zero in this moment is the lack of a unifying definition and “best practice benchmark.” While an increasing number of jurisdictions may call themselves Vision Zero communities, the authentic and ongoing commitment to the fundamental shift in safety perspective can be uneven.
The Vision Zero Network, with support from partners, developed this set of Vision Zero Core Elements to help communities set priorities, work toward tangible results in promoting safety, and benchmark their progress relative to best practices. This resource encourages leaders to focus on the most impactful actions and helps hold them accountable to their Vision Zero commitments.
TRadITIONaL appROaCh
Traffic deaths are iNeVitAble
Perfect human behavior
Prevent collisioNs
iNdiViduAl responsibility
Saving lives is exPeNsiVe
VISION ZERO
Traffic deaths are PreVeNtAble
Integrate humAN fAiliNg in approach
Prevent fAtAl ANd seVere crAshes
systems approach
Saving lives is Not exPeNsiVe
VS
VISION ZERO
CORE ELEMENTS
2CORE ELEMENTS FOR VISION ZERO COMMUNITIES
Leadership and Commitment
1. public, high-Level, and Ongoing Commitment.
The Mayor and key elected officials and leaders within public agencies,
including transportation, public health, and police, commit to a goal
of eliminating traffic fatalities and serious injuries within a specific
timeframe. Leadership across these agencies consistently engages in
prioritizing safety via a collaborative working group and other resource-
sharing efforts.
2. authentic Engagement. Meaningful and accessible community
engagement toward Vision Zero strategy and implementation is
employed, with a focus on equity.
3. Strategic planning. A Vision Zero Action Plan is developed, approved, and used to guide work. The Plan
includes explicit goals and measurable strategies with clear timelines, and it identifies responsible stakeholders.
4. project delivery. Decision-makers and system designers advance projects and policies for safe, equitable multi-
modal travel by securing funding and implementing projects, prioritizing roadways with the most pressing safety issues.
Safe Roadways and Safe Speeds
5. Complete Streets for all. Complete Streets concepts are integrated into communitywide plans and
implemented through projects to encourage a safe, well-connected transportation network for people using all
modes of transportation. This prioritizes safe travel of people over expeditious travel of motor vehicles.
6. Context-appropriate Speeds. Travel speeds are set and managed to achieve safe conditions for the
specific roadway context and to protect all roadway users, particularly those most at risk in crashes. Proven
speed management policies and practices are prioritized to reach this goal.
data-driven approach, Transparency, and accountability
7. Equity-Focused analysis and programs. Commitment is made to an equitable approach and outcomes,
including prioritizing engagement and investments in traditionally under-served communities and adopting
equitable traffic enforcement practices.
8. proactive, Systemic planning. A proactive, systems-based approach to safety is used to identify and
address top risk factors and mitigate potential crashes and crash severity.
9. Responsive, hot Spot planning. A map of the community’s fatal and serious injury crash locations is
developed, regularly updated, and used to guide priority actions and funding.
10. Comprehensive Evaluation and adjustments. Routine evaluation of the performance of all safety
interventions is made public and shared with decision makers to inform priorities, budgets, and updates to the Vision
Zero Action Plan.
CORE ELEMENTS
FOR VISION ZERO COMMUNITIES
Read on for more information about implementing these Vision Zero Core Elements in your community.
Equity and Engagement
Elevating equity and meaningful
community engagement,
particularly in low-income
communities and communities of
color, should be a priority in all
stages of Vision Zero work.
3CORE ELEMENTS FOR VISION ZERO COMMUNITIES
LEadERShIp aNd COMMITMENT
1. public, high-Level, and Ongoing Commitment. The Mayor and key elected officials and leaders within public agencies, including transportation, public health, and police, commit to a goal of eliminating traffic fatalities and serious injuries within a specific timeframe.
• Leadership across these agencies consistently prioritizes safety via a collaborative working group and other resource-sharing efforts
2. authentic Engagement. Meaningful and accessible community engagement toward Vision Zero strategy and implementation is employed, with a focus on equity.
• Engage the community in meaningful, culturally-relevant ways and support involvement by respected community leaders
• Prioritize support of communities most impacted by traffic crashes and most traditionally underserved by safety efforts
High-level leadership and sustained political commitment are essential to Vision Zero success. The Mayor and other key elected officials must set the tone and direction for Vision Zero and back up their words of commitment with action, reflected in spending decisions, policies, and practices that prioritize safety (even when this means a shift from the status quo). Following from this, the leaders of the public health, police, and transportation agencies should be closely involved with the day-to-day work of Vision Zero and ensure consistent interagency coordination. In short, a Vision Zero commitment is only as strong as it is demonstrated in the actions of the city’s leadership and staff.
Setting an explicit timeline for Vision Zero is part of this core element because it underscores the urgency of the issue, provides measurability, and incorporates the fundamental Safe Systems principle that these traffic tragedies are preventable.
Vision Zero efforts should meaningfully engage the community and prioritize equitable processes and outcomes. This is especially true in neighborhoods that often bear the brunt of high-injury streets and where community members may be grappling with the results of historic underinvestment in safe mobility, as well as a multitude of other, interrelated systemic inequities. Community input should be valued and incorporated into Vision Zero planning and implementation.
This includes:
» Engaging sincerely and with cultural competence, recognizing and respecting the history, culture, and expertise of local communities.
» Collaborating with community members who are genuinely engaged in neighborhoods and who have strong connections with and respect of locals. These community leaders are likely to convey the experiences, hopes, and concerns of long-time residents in ways that traditional planning processes have not.
» Using this collaboration to inform project design and implementation, not just as a “listening exercise”.
» Recognizing that coordination is work, for which community groups deserve compensation to support time commitment, expertise, and long-term engagement. additional resources are included in
Vision Zero Equity Strategies.
Leadership and commitment are crucial to Vision Zero success.
4CORE ELEMENTS FOR VISION ZERO COMMUNITIES
3. Strategic planning. A Vision Zero Action Plan is developed, approved, and used to guide work. The Plan includes explicit goals and measurable strategies with clear timelines, and it identifies responsible stakeholders.
• The Action Plan and corresponding strategies are built on the Safe Systems approach by designing and maintaining a transportation system where human error does not result in loss of life or severe injury• Leadership across these agencies consistently prioritizes safety via a collaborative working group and other resource-sharing efforts
The core element for leadership and commitment recognizes that Vision Zero – starting with the Action Plan – is built on the Safe Systems approach, which recognizes that people will make mistakes and that it is the responsibility of system designers and policymakers to set practices and policies to lessen the severity of inevitable crashes.
The Action Plan should include an explicit commitment and related actions to prevent
Vision Zero efforts from resulting in unintended consequences, such as racial profiling or inequitable treatment of communities of color.
Clear ownership of Action Plan strategies is important to achieving accountability and trust for Vision Zero’s principles and outcomes. More about actionable strategies that have led to Vision Zero success in other cities are included in the Vision Zero action
plan Guidelines.
4. project delivery. Decision-makers and system designers advance projects and policies for safe, equitable multi-modal travel by securing funding and implementing projects, prioritizing roadways with the most pressing safety issues.
• Decision-makers provide leadership on policy reforms needed to prioritize safety • System designers are supported by city leaders to advance safety projects• System designers and decision-makers advance crosscutting measures to reduce car dependence,
improve transit, and support safe walking and biking
Vision Zero requires more than incremental, individual
behavior change. It requires political backbone to
advance projects and policies that are proven to
improve safety – particularly redesigning roadways
and managing speeds – even in the face of opposition
to change (e.g., removing parking spaces or reducing
speeds for safety benefits).
Moving past the business-as-usual approach also
means evolving beyond the cars-first attitude that has
dominated transportation policies and practices in the
past half-century. Research shows that encouraging
multi-modal transportation reduces Vehicle Miles
Traveled and Vehicles per Capita, the two strongest
predictors of traffic fatalities. Cities serious about
Vision Zero and livable communities are working to
increase the proportion of non-auto trips by improving
and incentivizing public transit, walking, bicycling, and
ridesharing.
This will take a carrot-and-stick approach: investing in strong public transit systems and safe, interconnected bicycling and walking networks; while disincentivizing single occupancy vehicle trips with such strategies as congestion pricing and smart parking pricing.
Safer, healthier
Environment for all
Reduced Vehicle
Travel
Increased Cycling
and walking
Reduced Emissions
and air pollution&Fewer Crashes
and Fatalities
5CORE ELEMENTS FOR VISION ZERO COMMUNITIES
SaFE ROadwayS aNd SaFE SpEEdS
5. Complete Streets for all. Complete Streets concepts are integrated into community wide plans and implemented through projects to encourage a safe, well-connected transportation network for people using all modes of transportation. This prioritizes safe travel of people over expeditious travel of motor vehicles.
• Multimodal street design and countermeasures prioritize safety over speed• Safety improvements to roadways are prioritized for people walking and biking and in
historically underserved communities
6. Context-appropriate Speeds. Travel speeds are set and managed to achieve safe conditions for the specific roadway context and to protect all roadway users, particularly those most at risk in crashes. Proven speed management policies and practices are prioritized to reach this goal.
• Roadways are designed (or redesigned) to prioritize safety over speed• Speed limits are lowered where data and community experience show need • Automated speed enforcement is implemented where needed, with strategies to address disproportionate impacts on low-income communities
Prioritizing proven engineering countermeasures and
multimodal street design is essential to safety.
Examples include:
» Using safe design measures such as advance
stop or yield lines, high visibility crosswalks, lane
narrowing, pedestrian refuge islands and medians,
and physically separated bikeways. More measures
– and examples from cities that have implemented
them – are described in NaCTO design guides,
the Traffic Safety Best practices Matrix, and the
Fhwa achieving Multimodal Networks resource.
» Creating Slow Zones in areas with high
volumes of children, seniors, public transit users,
commercial activity, pedestrian/bicycle activity.
Along with lower speeds, self-enforcing traffic
calming measures help mark these areas as
different and thus encourage safe behavior.
Work toward Complete Streets should prioritize the
protection of physically vulnerable road users and
investment in historically disadvantaged communities.
Performance measures for Complete Streets should
include consideration of these communities of concern.
Read more on the fundamentals of Complete Streets
elements from the Complete Streets Coalition.
high speeds make crashes more likely and more
likely to be deadly. An effective Vision Zero program must
manage speed in order to reduce severe and fatal traffic
injuries. Efforts to influence individual behavior primarily with
education and enforcement campaigns have fallen short.
Addressing speed requires changing organizational practices
and reforming policies. Existing practices, such as designing
roads for inappropriately high speeds and setting speed
limits too high, often prioritize moving more cars over the
safety of road users.
Vision Zero calls on system designers and policymakers
to better align our systems and policies with goals of safe
speeds, including:
» Measure and analyze the scope of problem related to
inappropriate speeds, share this data to raise awareness,
and develop measurable improvement strategies with
timelines for action.
» Implement infrastructure changes to prioritize safety
over speed. Examples include reducing travel lanes
and adding self-enforcing traffic calming measures to
encourage safe travel speeds.
» Change policies to align with safety goals, including
setting appropriate speed limits, particularly where motor
vehicle traffic is mixing with those walking and biking.
» Implement automated speed enforcement where
needed, incorporating strategies to measure and address
disproportionate impacts on low-income communities and
others who may be overly burdened.
» Raise awareness about speed as a primary factor
in traffic deaths and injuries, similar to increased awareness
about drunk driving.
In many cases, State and Federal agencies influence
speed limits either directly or indirectly. While speed
management efforts may be time-consuming and politically
challenging, it is critical to Vision Zero success. Cities facing
barriers from other levels of government need to make the
policy, legislative, or other changes required to advance
proven speed management strategies.
6CORE ELEMENTS FOR VISION ZERO COMMUNITIES
Data and experience reveal that low-income communities and communities of color carry a disproportionate burden of traffic-related injuries and fatalities in the U.S. This is not arbitrary; it reflects patterns of historic under-investment and racial bias in some communities, particularly black, brown and immigrant communities, as well as low-income communities. Vision Zero leaders need to recognize these disparities and to center equity in their work in clear and measurable ways to prevent traffic safety efforts from having unintended, harmful consequences.
The realm of traffic enforcement is a particularly timely and urgent area of attention. It is important that promoters of Vision Zero acknowledge that officer-initiated traffic stops allow for higher levels of individual discretion and unintended gateways to racial bias and even aggressive police action. The broader Vision Zero community has a role and responsibility in improving, not exacerbating, these problems.
Vision Zero focuses on Safe Systems, not more traffic stops. Cities such as Portland, Oregon are working to prevent over-policing or racial bias from becoming unintended byproducts of their Vision Zero efforts. Portland limits enforcement actions in order to reduce the possibility of racial profiling and disparate economic impacts. portland’s Vision Zero action plan explicitly excludes increased enforcement by police officers. It also offers education classes as alternatives to increased penalties for first time offenders.
Similarly, any enforcement efforts included in Vision Zero strategies should focus on the most dangerous violations. An example is San Francisco’s Focus on the Five program, which commits officers to focus on the five top roadway dangers, such as speeding and violating pedestrians’ right of way, rather than on “nuisance” issues such as broken taillights or tinted windows.
Other examples of focusing on equity concerns within Vision Zero efforts include:
» Requiring transparency, including analyzing and sharing data on how traffic funding is spent and how traffic stops are conducted and citations issued, including disaggregating stop and citation data by race.
» Encouraging accountability by requiring regular discussions amongst policymakers and the public to address equity disparities in efforts and results.
» Requiring equity-based trainings of Vision Zero staff, including law enforcement officials, and including equity-based measurements of their efforts.
» Investing in automated speed enforcement’s proven safety effectiveness and lower risk of racial profiling. Efforts should be made to avoid disproportionate impacts of fines on low-income communities, such as setting up alternative fee structures.
» Recognizing that we cannot enforce (nor educate) our way out of today’s traffic safety problems, so we need to better design roadways and manage speeds for safety.
additional resources are included in Vision Zero Equity
Strategies.
7. Equity-Focused analysis and programs. Commitment is made to an equitable approach and outcomes, including prioritizing engagement and investments in traditionally under-served communities and adopting equitable traffic enforcement practices.• Explicit commitment and actions prevent Vision Zero efforts from increasing disproportionate
enforcement levels in communities of color• Any enforcement efforts within Vision Zero are focused on dangerous moving violations, as identified by
quality data analysis
daTa-dRIVEN appROaCh,
TRaNSpaRENCy, aNd aCCOUNTaBILITy
Chance of Being Stopped and Searched:
New york Times, 2015
Communities with Sidewalks:
Bridging the Gap, 2012
people Killed while walking:
people Killed while walking:
Governing, 2014
Governing, 2014
Low Income
high Income
49%
7CORE ELEMENTS FOR VISION ZERO COMMUNITIES
data can help identify disproportionate safety impacts
79%
7%other
2%7%
5%
denver
Commute
Modes
5%
38%42%
15%
denver
Traffic
deaths
of physically vulnerable populations and communities
traditionally underserved by traffic safety efforts.
Police-collected data should be supplemented with
information gathered by hospitals and emergency
medical services. Analysis shows that people involved in
traffic crashes who are part of systemically marginalized
communities are less likely to report traffic crashes and
that, when they do, their reports are less likely to be treated
adequately. Increasingly, communities are supplementing
their police crash records with public health data for a fuller
picture, as described here.
8. Systemic, proactive planning. A proactive, systems-based approach to safety is used to identify and address top risk factors and mitigate potential crashes and crash severity.
• Data is used to identify trends of problems, which are addressed systematically rather than as
isolated incidents
Vision Zero’s Safe Systems approach means moving from purely rearward crash map reviews to more forward-facing identification of problem areas and working to prevent severe crashes before they happen. This means determining, analyzing, and addressing the underlying risk factors that influence dangerous actions: the where, how, and why serious crashes happen.
For example, based on analysis showing a trend of left-turn vehicle movements being particularly dangerous on certain types of streets, New York City’s Department of Transportation is proactively addressing areas with proven countermeasures, rather than reacting to each individual problem after serious crashes occur. More examples of proactive approaches to addressing top risk factors are shared in this summary and webinar.
9. Responsive, hot Spot planning. A map of the community’s fatal and serious injury crash locations is developed, regularly updated, and used to guide priority actions and funding.
• Top risk factors and locations of serious traffic crashes are identified, mapped, and utilized
• Quality data on traffic deaths and serious injuries are posted publicly and updated regularly
The community should develop a High Injury Network (HIN) derived from quantitative (“hot spot” problem locations) and qualitative data (based on community input) to inform its prioritization and implementation.
Recommendations include:
» Identify top risk factors and locations of serious traffic crashes.
» Include equity-driven data (such as locations of low-income communities and communities of color) and commit to prioritizing actions and funding in areas of overlap with the HIN.
» Include speed as a data layer. A large proportion of serious crashes occur on roads with higher speed limits – often arterials and state-owned roads – which require the aforementioned work on speed.
» Collaborate within and between city agencies. Work to address problems on the HIN is an important place to involve the Vision Zero Taskforce.
» Utilize this information and coordination to prioritize and implement strategies.
» Post and regularly update data on traffic deaths and serious injuries – beyond police reports.
For more information, see this Vision Zero Network case
study and webinar.
data analysis and public input should highlight unsafe locations, and this should be overlaid with locations
10. Comprehensive Evaluation and adjustments. Routine evaluation of the performance of all safety interventions is made public and shared with decision makers to inform priorities, budgets, and updates to the Vision Zero Action Plan.• Regular progress reports are produced and shared publicly• Use of pilot implementation and community feedback shape safety efforts
Monitoring efforts and impacts, updating and sharing data regularly, and institutionalizing Vision Zero in the city’s systems will help build trust and set expectations for accountability between key stakeholders.
This includes:
» Proactively monitor, evaluate, and share progress, including regular public progress reports, such as these from New york City and Seattle.
» Use comparative data to link social and environmental factors with traffic injury data to better understand connections and strategies for improvements.
» Use temporary pilot programs or projects to test strategies within shorter timeframes and for less cost investment.
aCKNOwLEdGEMENTS
We are honored to support the work of public sector staff and community-based leaders and advocates around the country to reduce traffic deaths and severe injuries. We appreciate valuable input from many partners, including Clay Veka, Dana Weissman, Jeff Lindley, Jeff Paniati, Lainie Motamedi, Megan Wier, Meghan Mitman, Nicole Ferrara, Richard Retting, Stacy Thompson, and Veronica Vanterpool. This report’s primary authors are Jenn Fox and Leah Shahum. Graphic design is by Rachel Krause of Banjo Creative.
The Vision Zero Network is a nonprofit project committed to advancing Vision Zero in the U.S. We are proud to support the life-saving efforts of the dedicated policymakers, implementers, and community leaders working toward safe mobility for all.
Learn more at VisionZeroNetwork.org.
NExT STEpS
We share these Core Elements recognizing
the urgency of the issue before us: an average
of 100 people lose their lives each day in this
nation in traffic crashes. This loss and suffering
is preventable, and we have a responsibility to
prevent these tragedies.
We also recognize that resources, time, and
political will are all limited. What we do matters.
Vision Zero is not just a tagline, not even just a
program, but rather a fundamental shift in how
our communities approach the issue of safe
mobility. To make a real difference, it will take a
firm commitment to change.
Implementing Vision Zero requires 1) leadership and commitment to safety, 2) implementing safe roadways and safe speeds, 3) ongoing transparent use of data, and 4) centering equity and community engagement throughout. Committing to and meaningfully incorporating these Core Elements can help Vision Zero communities prioritize efforts, benchmark progress, set expectations, and ensure accountability. Each Core Element is important to advance the ultimate goal of safe mobility for all.
8CORE ELEMENTS FOR VISION ZERO COMMUNITIESThIS REpORT waS RELEaSEd NOVEMBER 2018
9 Components of a Strong Vision Zero Commitment
POLITICAL COMMITMENT
The highest-ranking local officials (Mayor, City Council,
City Manager) make an official and public commitment
to a Vision Zero goal to achieve zero traffic fatalities
and severe injuries among all road users (including
people walking, biking, using transit,
and driving) within a set timeframe. This
should include passage of a local policy
laying out goals, timeline, stakeholders,
and a commitment to community
engagement, transparency, &
equitable outcomes.
MULTI-DISCIPLINARY LEADERSHIP
An official city Vision Zero Taskforce (or Leadership
Committee) is created and charged with leading the
planning effort for Vision Zero. The Taskforce should
include, at a minimum, high-ranking representatives
from the Office of the Mayor, Police, Transportation
(or equivalent), and Public Health. Other departments
to involve include Planning, Fire, Emergency Services,
Public Works, District
Attorney, Office of Senior
Services, Disability, and
the School District.
ACTION PLAN
Vision Zero Action Plan (or
Strategy) is created within 1
year of initial commitment
and is implemented with clear
strategies, owners of each
strategy, interim targets,
timelines, & performance
measures.
EQUITY
City stakeholders commit to both
an equitable approach to Vision
Zero by establishing inclusive and
representative processes, as well
as equitable outcomes by ensuring
measurable benchmarks to provide
safe transportation
options for all road
users in all parts of
the city.
COOPERATION & COLLABORATION
A commitment is
made to encourage
meaningful cooperation
and collaboration among relevant
governmental agencies & community
stakeholders to establish a
framework for multiple stakeholders
to set shared goals and focus on
coordination and accountability.
SYSTEMS-BASED APPROACH
City leaders commit to and prioritize a systems-based
approach to Vision Zero — focusing on the built
environment, systems, and policies that influence
behavior — as well as adopting messaging that
emphasizes that these traffic losses are preventable.
DATA-DRIVEN
City stakeholders commit to gather,
analyze, utilize, and share reliable data
to understand traffic safety issues and
prioritize resources based on evidence of
the greatest needs and impact.
COMMUNITY ENGAGEMENT
Opportunities are created to invite meaningful
community engagement, such as select community
representation on the Taskforce, broader community
input through public meetings or
workshops, online surveys, and other
feedback opportunities.
TRANSPARENCY
The city’s process is transparent to city stakeholders
and the community, including regular
updates on the progress on the Action
Plan and performance measures, and a
yearly report (at minimum) to the local
governing board (e.g., City Council).
Based on the experiences of early-adopter cities in the United States, these nine components have proven to be
an effective high-level framework for communities considering a Vision Zero commitment. While these are not
the only factors to consider, they are critical aspects to ensure a strong and lasting commitment to Vision Zero.
For more visit the Vision Zero Network at visionzeronetwork.org.
Questions or ideas? Contact leah@visionzeronetwork.org.
FILENAME: H:\24\24505 - ASHLAND TSP UPDATE\ADMIN\P\07_CONTRACT_INSURANCE_RATES\FINAL ASHLAND TSP SOW_2020-01-
24.DOCX
ASHLAND TRANSPORTATION SYSTEM PLAN - SCOPE OF WORK
General Requirements
Personnel, Materials, & Equipment: The consultant shall provide qualified and competent personnel and
shall furnish all supplies, equipment, tools and incidentals required to accomplish the work. All materials
and supplies shall be of good quality and suitable for the assigned work.
Safety Equipment: The consultant shall provide and use all safety equipment including, and not limited
to hard hats, safety vests and clothing as required by state and federal regulations and department
policies and procedures.
Professional Responsibilities: The consultant shall perform the work using the standards of care, skill
and diligence normally provided by a professional in the performance of such services in respect to similar
work and shall comply will all applicable codes and standards.
Project Management: The consultant and the City staff will meet monthly throughout the duration of
the project. The objectives of the meetings will include reviewing the scope, budget, schedule and
deliverables. The consultant will organize and manage the consultant project team and coordinate with
city project manager and City staff. Project management will also include coordination with all affected
agencies‐including but not limited to, Jackson County, Rogue Valley Transportation District, Rogue Valley
Metropolitan Planning Organization, and the Oregon Department of Transportation.
Monthly Invoices and Progress Reports: The consultant shall prepare monthly invoices and progress
reports including the following:
▪ Work completed during the month by work task as a percentage of completion
▪ Needs for additional information, reviews, or changes to the scope of work
▪ Scope, schedule, and budget issues and changes
Specific Requirements
The City of Ashland (City) is seeking professional consultant services for Project 2019‐02 Transportation
System Plan (TSP) Update. The purpose of this project is to provide an update to the City’s 2013 adopted
Transportation System Plan. The current plan conforms with the Transportation Planning Rule (TPR) and
outlines the City’s goals and the multi‐modal network projects to meet these goals. Since adoption of the
plan in 2013 numerous things have changed which require an update to the TSP. The update shall be
consistent with the 2019 Oregon Department of Transportation TSP guidelines.
Ashland Transportation System Plan Project #: 24505.0
December 16, 2019 Page 2
Kittelson & Associates, Inc. Portland, Oregon
TASK 1: DEVELOP THE AGENCY PUBLIC ENGAGEMENT PLAN
The purpose of this task is to develop a comprehensive public outreach program that will enable the
residents of Ashland to provide a voice on how their transportation network is modified to meet their
goals and expectations. The public outreach program should allow for both in-person and electronic
access.
1.1 Committee Rosters
City shall establish and prepare Committee Rosters for the following:
1. Technical Advisory Committee (TAC), which will provide the primary technical review and
guidance for the Project and is expected to include representatives from the following:
a. Community Development, Public Works, and Police and Fire Departments;
b. Jackson County Roads Department;
c. Oregon Department of Transportation (ODOT);
d. Oregon Department of Land Conservation and Development (DLCD);
e. Rogue Valley Transit District (RVTD);
f. Others as deemed appropriate or invited to participate in individual meetings when certain
expertise is required or throughout the Project.
2. Citizens Advisory Committee (CAC), which will consist of community members that will inform
the Project from their respective community perspectives. CAC may include representation from
the following:
a. City Council (ex-officio);
b. Planning Commission;
c. Transportation Commission;
d. Climate Policy/Conservation Commission;
e. Ashland Senior Advisory Committee;
f. Ashland School District;
g. Southern Oregon University;
h. Chamber of Commerce/local business;
i. Local community members;
j. Active transportation advocates;
k. Representative of the transportation disadvantaged; and
l. Representatives from Title VI communities.
1.2 Kick-Off Meeting
Consultant shall arrange and facilitate a Kick-Off Meeting with the Project Management Team (PMT) in
Ashland to review project objectives and processes. Consultant shall facilitate a discussion of dates for
the Refined Project Schedule, elements of PICP, and Project Website.
Ashland Transportation System Plan Project #: 24505.0
December 16, 2019 Page 3
Kittelson & Associates, Inc. Portland, Oregon
Consultant shall hold the Kick-Off Meeting within two weeks of the Notice to Proceed. Consultant shall
provide a written agenda to PMT at least three business days prior to the Kick-Off Meeting and provide
a meeting summary to PMT no later than one week following the Kick-Off Meeting.
1.3 PMT Teleconferences
Consultant shall arrange and facilitate up to twelve (12) teleconferences with the PMT, both as scheduled
in the Refined Project Schedule and as required to address specific Project issues. The duration of each
teleconference is not expected to exceed one hour. Dates and times of scheduled teleconferences will
be determined at the Kick-Off Meeting and included in the Refined Project Schedule. Consultant shall
arrange a standard call-in number and provide teleconference dates, times, and access information to
the PMT members as needed. Consultant shall develop a written agenda for each teleconference and
shall disseminate the agenda to the PMT no later than three days prior to the teleconference. Consultant
shall provide a summary of action items following the meeting.
1.4 PICP
Consultant shall prepare draft and Final Public Involvement and Communications Plan (PICP) with input
from the City to gain input throughout the duration of Project and at key milestones. Elements of the
PICP must include, but are not limited to, the following:
• Public involvement goals for the Project;
• Identification of key populations and stakeholder groups for the plan;
• Identification of City and Consultant roles and responsibilities for public involvement;
• Strategy for accomplishing inclusive public outreach, including Title VI/Environmental justice
community outreach and reporting;
• Description of methods used to reach various stakeholders;
• Recommendations for engaging key existing committees; and
• Schedule for public involvement activities that are consistent with the Refined Project Schedule.
Consultant shall submit Draft PICP to PMT for review and make revisions to address comments.
1.5 Stakeholder Database and Comment Log
Consultant shall develop and maintain a Stakeholder Database that will be used to inform interested
parties including, but not limited to, federal, state, regional, and local authorities, environmental groups,
active transportation advocates, individuals, key businesses, public services, education, and community
organizations. Information must include, where available, name, affiliation, address, and email address.
Consultant shall expand and update this database throughout Project to document new stakeholders
and parties as they express interest. City shall forward contact information that it receives.
Consultant shall log public comments, questions, and concerns received throughout the Project in the
Comment Log. Consultant shall forward this log to City along with each final deliverable. Any comments
received directly by City will be forwarded to Consultant for entry in comment log.
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1.6 Project Website
Consultant shall develop and maintain a Project Website during the entire Project. Consultant shall
coordinate with the PMT as needed to provide a linkage between the Project Website and City website
according to City requirements. Consultant shall be responsible for all aspects of the Project Website,
including development, registration, hosting, gathering and monitoring of content, and controls, as
required by, and subject to approval by PMT. The Project Website must be fully functioning and
accessible within two weeks after the Kick-Off Meeting and remain fully functioning and accessible for a
minimum of six months following Project completion.
Project Website must include, at a minimum:
• Project deliverables: Tech Memos and all maps and graphics in PDF or JPG format;
• Meeting information (times, locations, agendas, summaries, and materials); and
• Contact information (City and Consultant project manager).
Project Website must be updated before and after meetings and at the end of Tasks. The Project Website
must include an interactive on-line mapping tool element that allows the public to provide input and to
pinpoint issues, ideas, and comments directly on a map of the Project Area for the duration of the project.
1.7 Refined Project Schedule
Consultant shall prepare a draft and revised Refined Project Schedule with the due dates for required
services and deliverables and shall deliver the draft Refined Project Schedule to the PMT within two
weeks after the Kick-Off Meeting for approval. To maximize efficiency, Consultant shall schedule and
perform tasks concurrently where appropriate. City and Consultant may revise the services and
deliverables due dates in the Refined Project Schedule throughout the duration of the project.
City Deliverables
1a Committee Rosters (Subtask 1.1)
1b Kick-off Meeting (Subtask 1.2)
1c PMT Teleconferences, up to 12 (Subtask 1.3)
1d Review and comment on Task 1 deliverables
Consultant Deliverables
1A Kick-Off Meeting (Subtask 1.2)
1B PMT Teleconferences, up to 12 (Subtask 1.3)
1C PICP (Subtask 1.4)
1D Stakeholder Database and Comment Log (Subtask 1.5)
1E Project Website (Subtask 1.6)
1F Refined Project Schedule (Subtask 1.7)
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TASK 2: GOALS AND OBJECTIVES
The purpose of this task is to review state, regional and local planning documents relevant to a TSP
update, articulate a vision for the community’s transportation priorities, define how the system should
function, and form the basis for criteria to select preferred improvements. The goals in the current TSP
will be updated to reflect the goals in more recent planning documents, including the Ashland Climate &
Energy Action Plan and the Downtown Revitalization Plan. The goals will be used to guide the
development of the TSP and ensure that all aspects of the plan help the City move toward meetings their
goals of reducing Ashland’s contribution to global carbon pollution, preparing the City to be more
resilient to climate change impacts, and ensuring Ashland continues to be an “all ages community”.
2.1 Background Documents
City shall provide the most current version of the existing City Developed plans, policies, standards, rules,
regulations, and other documents pertinent to the Updated TSP in electronic format, as available.
Background Documents are expected to include:
Statewide
• Oregon Highway Plan (1999, last amended on May 2015)
• Oregon Transportation Plan (2006)
• Oregon Freight Plan (2011)
• Oregon Public Transportation Plan (1997)
• Oregon Rail Plan (2014)
• Oregon Bicycle and Pedestrian Plan (2016)
• Oregon Transportation Safety Action Plan (2011)
• Statewide Planning Goals
• State Law on Reduction in Vehicle-Carrying Capacity (Oregon Revised Statutes 366.215)
• Oregon Administrative Rules (“OAR”) chapter 734 division 051
• OAR chapter 660, division 012, known as the Transportation Planning Rules
• ODOT funding projections
• Statewide Transportation Improvement Program
• ODOT Highway Design Manual (2012)
• Oregon Roadway Departure Safety Implementation Plan (2010)
• Oregon Intersection Safety Implementation Plan (2012)
• Oregon Bicycle and Pedestrian Safety Implementation Plan (2014)
• Oregon Standard Specifications for Construction, Oregon Standard Drawing and Oregon Standard
Details (2015)
Local
• Jackson County, Comprehensive Land Use Plan
• Jackson County, Transportation System Plan (2017)
• Rogue Valley Metropolitan Planning Organization, 2017-2042 Regional Transportation Plan
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• Rogue Valley Transit District, 2040 Transit Plan
• Ashland Comprehensive Plan (2019)
• Ashland Transportation System Plan (2013)
• Ashland Capital Improvement Program (2019)
• Ashland Zoning Ordinance (August 2019)
• Revitalization Downtown Ashland Plan (2020)
• Ashland Climate Energy Action Plan (2017)
• Ashland Transit Feasibility Study (2018)
• Ashland Trails Master Plan
• Other as determined
2.2 Draft Tech Memo #1: Plans and Policy Framework
Consultant shall prepare Draft Tech Memo #1, a summary and review of Background Documents to
provide the baseline of existing plans, policies, standards, rules, regulations, and other applicable
documents as they pertain to development of the Updated TSP. Draft Tech Memo #1 must include an
audit of City’s Zoning Ordinance for compliance with the Transportation Planning Rules (OAR 660-12-
0045) and recommendations to inform future tasks.
Consultant shall submit Draft Tech Memo #1 to PMT for review and comment. City shall provide a
consolidated set of comments to Consultant in a comment log.
2.3 Analysis Methodology and Assumptions Memorandum
Consultant shall prepare draft and revised Analysis Methodology and Assumptions Memorandum
documenting methodology and assumptions for existing conditions, future conditions, and alternatives
traffic analysis.
The memorandum must address existing conditions (i.e. seasonal factors used, demographic categories),
future conditions (i.e. volume development and post-processing methodology, transit demand), and
alternative analysis (i.e. peak hour factors, analysis parameters, calibration, etc.).
The memorandum must include existing and future analysis methodologies to examine transportation
network in terms of access to bicycle, pedestrian, micro-mobility and transit mobility and assumptions
for Level of Traffic Stress, Qualitative Multimodal Assessment, and Multimodal Level of Service.
Consultant shall process the traffic count data to a common base year, following procedures and
methods outlined in the ODOT Analysis Procedure Manual. Consultant shall analyze traffic count
information for the peak period, apply seasonal and annual adjustment factors, as appropriate, to
develop volumes for the 30th highest hour and the Average Daily Traffic volumes.
Operational analysis for study intersections, regardless of jurisdiction, must include:
a. Volume-to-Capacity ratio
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b. Level-of-service
c. Peak hour vehicles
d. Average daily trips
e. Delay
f. 95th percentile queuing
g. Turning movements
Consultant shall use ODOT operational mobility targets for State facilities and City design standards for
City facilities, clarifying required standards and targets when there is different jurisdiction on multiple
legs of a single intersection.
Consultant’s non- automobile transportation analysis must also include the following:
a. Inventory of existing sidewalks and bicycle lanes
b. General condition of existing sidewalks and bicycle facilities
c. Pedestrian and Bicycle Level of Traffic Stress per the ODOT Analysis Procedure Manual
d. Qualitative (multimodal) assessment for transit modes per the ODOT Analysis Procedure Manual
e. A qualitative assessment of transit service and identification of underserved areas
f. Gaps in intermodal connectivity
Consultant’s crash inventory must include the following:
a. Location;
b. Crash type and characteristics;
c. Severity (property damage, injury, or fatality);
d. Summary review of pedestrian and bicycle crashes; including bicycle or pedestrian present; and
e. Summary review of fatal and serious injury crashes.
Consultant’s data for State highways must include locations of Top 5% or 10% Safety Priority Index
System sites.
Consultant shall calculate study intersection crash rates. Intersection crash rates must be compared to
critical crash rates based on the method outlined in Part B of the Highway Safety Manual. If a critical
crash rate cannot be calculated due to limited data, the published 90th percentile rates in Table 4-1 of
the ODOT Analysis Procedure Manual must be used. Consultant shall calculate the segment crash rates
and compare to Table II in the statewide Crash Rate Book to identify locations with more crashes than
other similar facilities in Oregon.
Consultant shall identify and present crash patterns and potential projects, policies, or studies at
intersections that exceed the statewide crash rate performance threshold, for all areas that exceed the
critical crash rate, 90th percentile rate, the Table II rate, or are a top 5% or 10% Safety Priority Index
System site. Consultant shall identify Crash Modification Factors associated with each countermeasure
to provide an estimate of the potential change in crash frequency, based on Crash Modification Factors
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from the Highway Safety Manual or Federal Highway Administration’s online Crash Modification Factor
Clearinghouse with a star rating of 3 or better.
All Crash Modification Factors must have consistent volumes and parameters with the TSP analysis.
Summary crash data, including crash rates must be documented. Documentation must consider
intersections in the Project Area vicinity, if any, that were under construction at the time counts were
conducted.
The no-build scenarios must contain volume-to-capacity ratio, Level of Service, 95th percentile queuing,
and turning movements, shown on figures.
Consultant shall submit to and obtain approval of the revised Analysis Methodology and Assumptions
Memorandum from TPAU, Region 3 Traffic, and PMT prior to beginning the traffic analysis in Tasks 3 and
4.
2.4 Draft Tech Memo #2: Goals, Objectives, and Evaluation Criteria
Consultant shall prepare Draft Tech Memo #2 to establish the goals, objectives, and evaluation criteria
for later use in setting policy and selecting preferred alternatives. Consultant shall review existing
transportation policies and compare with Project Objectives to produce a set of Project Goals. Consultant
shall draft policy revisions for consideration by City, TAC, and CAC consistent with the community’s goals
as expressed in the Comprehensive Plan and other relevant adopted plans.
Consultant shall also develop a framework for evaluating the performance of programs and projects
identified in the planned modal systems in Tasks 5 and 6. This performance evaluation tool will be critical
in helping City understand how to prioritize transportation investments in the years following the
adoption of Updated TSP and in identifying transportation solutions for subsequent TSP Updates.
Evaluation Criteria may include:
• Road capacity improvements – must include measured improvement to volume to capacity,
Level-of-Service, queue length, and qualitative safety benefit.
• Multimodal improvements – must include measured improvement to qualitative assessment
levels and Level of Traffic Stress.
• System and demand management techniques – must include the use of simple factors –
elasticities, comparative case study findings, and more qualitative approaches to assess the
potential impacts of TDM as appropriate.
• Social benefit – must include impact and benefit for disadvantaged and minority groups and
impact to cost of housing and transportation.
• Environmental impacts – must include improvement to greenhouse gas emissions.
• Active transportation.
• Access to transit.
• Cost.
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• Consistency.
• Mode shift.
The goals, objectives, and evaluation criteria will be refined throughout the planning process to ensure
they continue to reflect those of the project team and the general public. Consultant shall submit Draft
Tech Memo #2 to PMT for review and comment. City shall provide a consolidated set of comments to
Consultant in a comment log.
2.5 Final Tech Memo #1
Consultant shall revise Draft Tech Memo #1, incorporating consolidated comments from PMT.
2.6 Revised Tech Memo #2
Consultant shall revise Draft Tech Memo #2, incorporating consolidated comments from PMT.
City Deliverables
2a Background Documents (Subtask 2.1)
2b Review and Comments on Task 2 Deliverables
Consultant Deliverables
2A Draft Tech Memo #1: Plans and Policy Framework (Subtask 2.2)
2B Analysis Methodology and Assumptions Memorandum (Subtask 2.3)
2C Draft Tech Memo #2: Goals, Objectives, and Evaluation Criteria (Subtask 2.4)
2D Final Tech Memo #1 (Subtask 2.5)
2E Revised Tech Memo #2 (Subtask 2.6)
TASK 3: EXISTING CONDITIONS
The purpose of this task is to develop the existing conditions inventory and determine system needs.
3.1 Draft Tech Memo #3: Existing Conditions Inventory and Analysis
Consultant shall prepare Draft Tech Memo #3 using 2013 TSP and other information gathered in Task 2
to inventory and assess existing conditions in the Project Area. Draft Tech Memo #3 must include the
following:
i. Inventory
Consultant shall update the 2013 TSP inventory of the existing transportation system and the land uses
and population within the Project Area. Inventories must be presented in tabular (Excel) and map (GIS)
format, as feasible, with a simple and concise accompanying narrative. City shall provide GIS data, where
available; where GIS data is not available, data will be provided in an Excel database. The most current
Portland State University coordinated population estimates must be used. In accordance with the TSP
Guidelines Existing Conditions Inventory, Inventory must include the following elements:
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1. Lands and Population Inventory
Consultant shall update the inventory of available lands data to identify existing, planned, and
potential land uses, and environmental constraints to development. The Lands and Population
Inventory must be consistent with acknowledged comprehensive plans and based on data assembled
by City that must include the following:
a) Vacant and developable land
b) Zoning, both current and planned
c) Natural resources and environmental barriers
d) Key Destinations that are likely destinations for bicyclists and pedestrians, such as schools,
parks, commercial centers, and neighborhood centers
e) Historic and projected population growth patterns
f) Locations of the following socio-economically sensitive populations:
• Minority groups (all persons who did not self-identify as white, non-Hispanic);
• Low-income (persons who earned between 0 and 1.99 times the federal Poverty Level);
• Elderly persons (persons 65 years of age or older in 2010);
• Youth (persons 16 years of age or younger in 2010);
• Non-English speakers (people who stated that they didn't speak any English at all in 2010);
and
• All persons 5 years or older with any type of disability, as available: sensory, physical,
mental, self-care, go-outside-the-home or employment.
g) Evaluate the cost of housing and transportation as a percentage of income across City’s
demographic spectrum.
2. Roadway System Inventory
Consultant shall update the inventory of existing road system characteristics to establish a baseline
for comparison with future needs. Road System Inventory must include the following as available:
a) Facility functional classifications for state and local roads;
b) Jurisdictional responsibility for state and local roads;
c) Geometry for study intersections (Consultant shall assemble);
d) Number and width of study intersection lanes (Consultant shall assemble);
e) Signal locations (Consultant shall assemble);
f) Posted speed limits;
g) Pavement types and conditions;
h) Street locations on the local system;
i) For state, city, and local streets in downtown or business areas, on-street parking locations
and utilization;
j) Park and ride locations;
k) Right of way widths;
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l) Intelligent Transportation System facilities;
m) Intermodal connections and facilities;
n) National, state, regional, and local freight and motor carrier routes;
o) National highway system facilities; and
p) Americans with Disabilities Act accessible public sidewalk impediments (such as driveway
aprons, ramps, and public sidewalks).
3. Bicycle and Pedestrian Inventory
Consultant shall update inventory of bicycle and pedestrian system to provide a comprehensive
portrait of multi-modal infrastructure and overall connectivity and access within the Project Area,
including but not limited to the following:
a) Bicycle facility types, locations, geometry, and condition;
b) Pedestrian facility types, locations, geometry, and condition;
c) Crosswalk locations, crosswalk treatments, and condition;
d) Consistency of facilities with state and local standards; and
e) Location and trip characteristics of major bicycle and pedestrian generators.
4. Public Transportation Inventory
Consultant shall update the inventory of the public transportation system including but not limited
to the following:
a) Existing routes, circulation, schedules, and frequency;
b) Location of bus stops, stop amenities, and ridership;
c) Connectivity with transit facilities, including RVTD and other agencies providing service in the
Project Area;
d) Identify on-demand/door-to-door transit services in the region;
e) Paratransit service, including demand and accessibility; and
f) ADA connectivity.
5. Rail Inventory
Consultant shall update the inventory of rail system characteristics based on data Consultant collects
from the railroads or the ODOT Rail Division, including but not limited to the following:
a) Type of service (freight);
b) Owner and operator of rail line;
c) Location of rail lines and terminals;
d) Proximity to the highway;
e) Classification of the lines;
f) Number of trains and schedule;
g) Industries served and commodities handled;
h) Track conditions;
i) Train speeds;
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j) Crossing locations and known issues; and
k) Bicycle and pedestrian facilities at rail crossings.
6. Air Transport Inventory
Consultant shall summarize the inventory of air transportation system characteristics using Ashland
Airport Master Plan (adoption pending), including but not limited to the following:
a) Type of service (passenger or freight, commercial or recreational);
b) Volume;
c) Location of airport, airport runways, and key destinations for air traffic;
d) Implications for nearby land uses;
e) Industries served and commodities handled;
f) Runway conditions; and
g) Runway Protection Zones.
7. Freight Generators Inventory
Consultant shall update inventory of the major freight generators in the Project Area. Freight
generators are the industrial areas, distribution centers, truck terminals and businesses that ship or
receive a significant amount of freight. The Freight Generators Inventory is expected to be based on
Chamber of Commerce and Oregon Employment Department data assembled by City and must
include the following:
a) Location of at grade crossings with other transportation modes;
b) Location of above- or below-grade crossings with other transportation modes;
c) General information and mapped location of major freight generators;
d) Major commodities shipped or received;
e) Intermodal facilities; and
f) Connector roads connecting to intermodal facilities or to major freight generators.
8. Funding Inventory
Consultant shall prepare a summary of current and historical transportation funding. City shall
provide Consultant with currently available funding information, including the following:
a) Transportation revenues received from the State;
b) Local transportation revenues; and
c) System Development Charges and other revenue from development.
City shall provide Consultant with a history in electronic format of all existing revenue streams with
a ten-year history of trends.
ii. Existing System Conditions Analysis
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Consultant shall analyze existing conditions and identify deficiencies of the transportation system based
on ODOT Analysis Methodology and Assumptions Memorandum. Consultant’s analysis must include the
following:
1. Traffic Counts
Consultant shall conduct traffic counts at up to twenty (20) study intersections during the weekday
evening (2:00 to 6:00 PM) peak period in a standardized format. The final list of study intersections
will be determined following Task 1.
2. Intersection Operations Analysis
Consultant shall perform traffic analysis of City’s transportation system and identify existing
deficiencies.
3. Non-Automobile Transportation Analysis
Consultant shall perform analysis of primary non-motorized transportation on collector and arterial
roadways. Consultant’s analysis must include availability of sidewalks, bicycle facilities, transit routes
and facilities, and gaps in primary routes and intermodal opportunities based on available GIS data
and online mapping.
4. Crash Analysis
Consultant shall obtain the most recent available five years of complete crash data from ODOT’s
Crash Analysis and Reporting Unit in the Project Area. Consultant shall assemble an inventory and
identify crash patterns in the history of collisions on the transportation system among all users (for
example, trucks, autos, pedestrians, and bicyclists).
5. Access Management Analysis
Consultant shall identify existing access management standards as defined in OAR 734-051.
Consultant shall review City standards and review existing City arterials and collectors adjacent to
study intersections identifying general corridor areas with driveways that are non-compliant.
6. Environmental Justice Analysis
Consultant shall utilize PICP maps and text, to prepare environmental justice analysis to identify
needs and to avoid undue adverse impacts when examining future projects and needs.
Consultant shall submit Draft Tech Memo #3 to PMT for review and comment. Consultant shall prepare
and submit revised Draft Tech Memo #3 to the TAC and CAC one week prior to TAC and CAC Meetings
#1 after receiving comments from the PMT.
3.2 TAC Meeting #1
City shall arrange and Consultant shall conduct TAC Meeting #1 in Ashland. The purpose of TAC Meeting
#1 is to provide an orientation to the Project, outline the plan and policy context for the Project as
summarized in Final Tech Memo #1, consider the draft Project goals, objectives, and evaluation criteria
in Revised Tech Memo #2, review the existing conditions in Draft Tech Memo #3, and provide a timeline
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of TAC meetings and key project milestones. The meeting is not expected to exceed 2 hours. Consultant
shall prepare a written meeting schedule, written agenda, and other supporting materials for TAC
Meeting #1 and meeting minutes afterwards.
3.3 CAC Meeting #1
City shall arrange and Consultant shall conduct CAC Meeting #1. The meeting will occur in Ashland on the
same day as TAC Meeting #1. The purpose of CAC Meeting #1 is to provide an orientation to the Project,
outline the plan and policy context for the Project as summarized in Final Tech Memo #1, consider the
draft Project goals, objectives, and evaluation criteria in Revised Tech Memo #2, review the existing
conditions in Draft Tech Memo #3, and provide a timeline of CAC meetings and key project milestones.
The meeting is not expected to exceed 2 hours. Consultant shall prepare a written meeting schedule,
written agenda, and other supporting materials for CAC Meeting #1 and meeting minutes afterwards.
3.4 Task 3 Publicity
Consultant shall prepare Task 3 Publicity to provide information regarding the Project in a variety of
methods to encourage public participation. Publicity must include:
1. Project Newsletter #1
Project Newsletter #1 must include a Project introduction and include logistical information on the
open house and online open house, schedule, and other relevant Project information. City shall
distribute Project Newsletter #1 in City’s utility bills and share on its social media accounts to promote
the open house.
2. Project Flyer #1
Project Flyer #1 must include a Project introduction and include logistical information on the open
house and online open house, schedule, and other relevant Project information. City shall place
Project Flyer #1 at high-traffic areas to promote the open house. Consultant shall post Project Flyer
#1 to the Project Website.
3. News Release
News release must announce the open house. Consultant shall produce and purchase print
advertising for the news release to provide notice for the open house. Consultant shall place news
release in local newspapers of record. Consultant shall also provide news release to community
papers, city newsletters, community calendars, or similar publications in the Project Area. City shall
post news release on its social media accounts.
4. Stakeholder Emails
Five separate Stakeholder Emails distributed by City to recipients in the stakeholder database to
include the following subject areas:
• CAC Meeting #1,
• Project Newsletter #1,
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• Announce the in-person Open House and Workshop #1, and
• Online Open House #1 as well as pertinent information regarding next steps.
Consultant shall submit draft Task 3 Publicity materials to PMT for review and make revisions to
address comments.
3.5 Community and Small Group Briefing #1
City shall arrange and conduct Community and Small Group Briefing #1 to meet with identified
stakeholders with common interests (i.e., the same geographic area, businesses, and church groups) as
identified in the Task 1 PICP to update them on the Project and obtain their input on Project goals and
existing conditions. Community and Small Group Briefing #1 is anticipated to be one hour in duration.
City shall produce a PowerPoint for Community and Small Group Briefing #1. PMT shall review draft
PowerPoint and provide comments to City prior to Community and Small Group Briefing #1. Consultant
shall review PowerPoint and provide comments to City.
3.6 Open House and Workshop #1
City shall arrange and Consultant shall conduct Open House and Workshop #1 to offer input on the goals
and policies of the Updated TSP and existing conditions. The open house and workshop will occur in
Ashland on the same day or on the day following Community and Small Group Briefing #1 and will take
up to three hours. Consultant shall prepare written handouts, display boards, and other visual media to
facilitate public opportunity and provide to City in advance of meeting for review and revision. Consultant
shall prepare an open house and workshop handout, sign in sheets, comment forms, and provide an open
house and workshop comment summary. City shall provide location arrangements and logistics and
promote the event on its social media accounts.
3.7 Online Open House #1
Consultant shall upload Open House and Workshop #1 materials to the Project Website and encourage
the use of the interactive map to provide comments. Consultant shall prepare summary of comments
received.
3.8 Final Tech Memos #2 and #3
Consultant shall revise Draft Tech Memos #2 and #3 incorporating comments from TAC Meeting #1,
Community and Small Group Briefing #1, Open House and Workshop #1, and Online Open House #1
within one week after Open House and Workshop #1. Consultant shall post Final Tech Memos #2 and #3
to Project Website and provide to PMT within two weeks of receiving comments.
City Deliverables
3a Draft Tech Memo #3 - Inventory Documents (Subtask 3.1)
3b TAC Meeting #1 (Subtask 3.2)
3c CAC Meeting #1 (Subtask 3.3)
3d Distribution of Task 3 Publicity materials (Subtask 3.4)
3e Community and Small Group Briefing #1 (Subtask 3.5)
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3f Open House and Workshop #1 (Subtask 3.6)
3g Review and Comments on Task 3 Deliverables
Consultant Deliverables
3A Draft Tech Memo #3: Existing Conditions Inventory and Analysis (Subtask 3.1)
3B TAC Meeting #1 (Subtask 3.2)
3C CAC Meeting #1 (Subtask 3.3)
3D Task 3 Publicity (Subtask 3.4)
3E Comments on Community and Small Group Briefing #1 PowerPoint (Subtask 3.5)
3F Open House and Workshop #1 (Subtask 3.6)
3G Online Open House #1 (Subtask 3.7)
3H Final Tech Memos #2 and #3 (Subtask 3.8)
TASK 4: FUTURE CONDITIONS
The purpose of this task is to analyze future multimodal travel demand and identify gaps and deficiencies
within the transportation infrastructure. Future needs shall be based on population and employment
forecasts and distributions shall be consistent with the comprehensive plan with a 20‐year forecast from
expected date of TSP adoption.
4.1 Draft Tech Memo #4: Future Systems Conditions
Consultant shall prepare initial and revised Draft Tech Memo #4, an assessment of land use and future
transportation system conditions in the Project Area under a “no-build” scenario. Consultant shall rely
only on completed transportation improvements and planned transportation improvements that have
an identified and committed funding source, in preparing the “no-build” scenario (for example, are in the
Statewide Transportation Improvement Program).
Draft Tech Memo #4 must include the elements listed below:
1. Population and Employment Forecasts
Consultant shall summarize the future population and employment data.
2. Future No-Build Scenario
Consultant shall prepare traffic analysis, qualitative multimodal assessment of transit and Bicycle and
Pedestrian Level of Traffic Stress under a no-build scenario for automobile and non-automobile
transportation.
3. Future Deficiencies
Consultant shall identify projected future transportation system deficiencies for all transportation
modes. Deficiencies include both the failure to meet measurable standards identified in Task 2
Analysis Methodology and Assumptions Memorandum, and the failure to satisfy the goals,
objectives, and evaluation criteria identified in Tech Memo #2.
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Consultant shall clearly describe each deficiency. Consultant shall also include future needs
determination based on standards and targets identified in the Oregon Transportation Plan and
associated statewide modal and topic plans.
Consultant shall submit Draft Tech Memo #4 to PMT for review and comment. Consultant shall prepare
and submit revised Draft Tech Memo #4 to the TAC and CAC one week prior to TAC and CAC Meetings
#2 after receiving comments from the PMT.
City Deliverables
4a Review and Comment on Task 4 Deliverables
Consultant Deliverables
4A Draft Tech Memo #4: Future Systems Conditions (Subtask 4.1)
TASK 5: SOLUTIONS DEVELOPMENT AND EVALUATION
The purpose of this task is to develop and evaluate solutions that are consistent with the vision, goals,
objectives and performance measures (criteria) established in Task 2.
5.1 Draft Tech Memo #5: Alternatives Analysis
Consultant shall prepare initial and revised Draft Tech Memo #5 identifying up to three alternative
solution packages that address the identified deficiencies and needs. Alternatives must address the
standards, goals, and objectives identified in Tech Memo 2. Consultant shall coordinate with City to solicit
comments from TPAU and ODOT’s Region 3 Traffic regarding the potential of the solution packages and
recommended improvements on ODOT’s facilities.
Consultant shall provide an evaluation matrix for the alternative solution packages, utilizing the
evaluation criteria identified in Tech Memo #2.
Consultant shall estimate conceptual construction and operational costs for alternative solution
packages. Cost estimates must be planning-level cost estimates, based on year 2020 dollars, and
referenced to appropriate escalation factors.
Draft Tech Memo #5 must include the elements listed below:
1. Identification of Auto-Related Alternatives
Consultant shall prepare proposed solutions to identified deficiencies for automotive traffic.
Consultant shall make a list of recommended changes to street classifications, street design
standards, access spacing standards, and roadway segments and intersections with supporting
rationale.
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2. Bicycle and Pedestrian Connectivity
Consultant shall recommend connectivity, safety, access, and comfort improvements to City’s
existing bicycle and pedestrian network, particularly routes that connect to schools, parks and
commercial centers. Consultant shall recommend future bicycle and pedestrian network extensions
within the Project Area or connecting to existing facilities in adjacent areas.
Consultant shall incorporate the existing multi-use trails system and park trail system plans into the
planned system. Consultant shall provide recommendations to improve connectivity to the existing
multi-use trails system and identify potential future connectivity to multi-use trail system locations
within and adjacent to the Project Area.
3. Transit
Consultant shall recommend connectivity, frequency, and accessibility improvements to RVTDs’
existing transit routes and facilities and recommend future transit routing extensions into and beyond
the Project Area.
4. Intermodal Route Connectivity
Consultant shall recommend intermodal connectivity improvements between City’s existing bicycle
and pedestrian networks, as well as any existing or planned transit facilities. Consultant shall
recommend future bicycle, pedestrian, and transit network improvements into and beyond the
Project Area in a way that supports intermodal connectivity.
5. Freight
Consultant shall identify the major freight issues in the Project Area including accessibility, mobility,
safety and freight passage through, into, and from City with an emphasis on intermodal connections.
Consultant shall recommend freight route improvements (including rail) to the existing
transportation system and future freight route improvements to accommodate future land use and
transportation system changes. This task includes identifying problem areas such as access issues,
roadway constraints, turning radii at intersections, vertical clearance constraints and truck loading
zone issues.
6. Air
Consultant shall discuss recommendations developed in the Ashland Airport Master Plan (adoption
pending) and the implications for land uses and transportation in Ashland. Consultant shall provide
recommendations for ongoing coordination with the Airport and Oregon Department of Aviation.
7. Safe Routes To Schools
Consultant shall identify potential alternative connective routes, facility enhancements, and crossing
treatments that would improve student safety when walking or biking to school. Consultant shall
document these identified alternatives, enhancements, and treatments in a format that can be
integrated into the Updated TSP and that can also be crafted to address the needs of future “Safe
Routes to Schools” programs. Consultant shall identify school siting and site design factors, as well as
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student transportation policies, which enhance accessibility for pedestrians, bicyclists, and transit
users.
8. Safety
Consultant shall identify study intersections or segments where countermeasures could be applied
to reduce crash frequency to mitigate increases in crashes associated with increased traffic volume
or future roadway projects.
9. Local Street Connectivity and Extension Plan
Consultant shall prepare a list of local street alignment and connectivity improvements in several
areas of the Project Area where the local street alignment influences future development of these
areas, consistent with City’s local street grid pattern. Consultant shall depict future local street
connections in these areas on a map and in text.
10. Emerging Transportation Technologies
Consultant shall assess the range of emerging transportation technologies (ridesharing, autonomous
vehicles, bike- and scooter-share programs, and the like) that are likely to be implemented in Project
Area during the planning horizon. Such technologies shall be identified as discrete projects, policies,
and programs, including privately owned and operated systems.
11. Funding Programs
Consultant shall prepare a comprehensive list of funding options for consideration by City. Funding
options section must include a summary of historic, existing, and future City transportation funding
sources. Funding options must include all funding sources available to City in a matrix form, and a
brief narrative explaining each option.
Consultant shall prepare a future transportation funding plan based on the current and historic
transportation funding information in Tech Memo #3 and consistent with Step 15 of Transportation
System Planning Guidelines 2018 and ODOT directive, PB-03, Financial Feasibility in System Planning.
Consultant shall obtain projected transportation funding and revenue from City.
12. Development Code Amendments
Consultant shall prepare a list of amendments to City’s development code to implement the audit of
City’s Zoning Ordinance in Task 2 to comply with OAR 660-012-0045.
13. Transportation Demand Management
Consultant shall prepare a list of transportation demand management strategies. Strategies must
offer sustainable solutions to help create a multi-modal transportation environment.
Consultant shall submit Draft Tech Memo #5 to PMT for review and comment. Consultant shall prepare
and submit a revised version of Draft Tech Memo #5 to the TAC and CAC one week prior to TAC and CAC
Meeting #2.
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5.2 TAC Meeting #2
City shall arrange and Consultant shall conduct TAC Meeting #2 in Ashland. The purpose of TAC Meeting
#2 is to review and discuss the future baseline transportation conditions in Draft Tech Memo #4 and the
alternative solution packages and their performance evaluation in Draft Tech Memo #5. The meeting is
not expected to exceed 2 hours. Consultant shall prepare meeting schedule, agendas, and supporting
materials for TAC Meeting #2 and meeting minutes afterwards.
5.3 CAC Meeting #2
City shall arrange and Consultant shall conduct CAC Meeting #2. The meeting will occur in Ashland on the
same day as TAC Meeting #1. The purpose of CAC Meeting #2 is to review and discuss the future baseline
transportation conditions in Draft Tech Memo #4 and the alternative solution packages and their
performance evaluation in Draft Tech Memo #5. The meeting is not expected to exceed 2 hours.
Consultant shall prepare meeting schedule, agendas, and supporting materials for CAC Meeting #2 and
meeting minutes afterwards.
5.4 Task 5 Publicity
Consultant shall prepare Task 4 Publicity to provide information regarding the Project in a variety of
methods to encourage public participation. Publicity must include:
1. Project Newsletter #2
Project Newsletter #2 must include a Project introduction and include logistical information on the
open house and online open house, schedule, and other relevant Project information. City shall
distribute Project Newsletter #2 in City’s utility bills and share on its social media accounts.
2. Project Flyer #2
Project Flyer #2 must include a Project introduction and include logistical information on the open
house and online open house, schedule, and other relevant Project information. City shall place Flyer
#2 at high-traffic areas to promote the open house. Consultant shall post Flyer #2 to the Project
Website.
3. News Release
News release must announce the open house. Consultant shall produce and purchase print
advertising for the news release to provide notice for the open house. Consultant shall place news
release in local newspapers of record. Consultant shall also provide news release to community
papers, city newsletters, community calendars, or similar publications in the Project Area. City shall
post news release on its social media accounts.
4. Stakeholder Emails
Five separate Stakeholder Emails distributed by City to recipients in the stakeholder database to
include the following subject areas:
• CAC Meeting #2,
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• Project Newsletter #2,
• Announce the in-person Open House and Workshop #2, and
• Online Open House #2 as well as pertinent information regarding next steps.
Consultant shall submit draft Task 5 Publicity materials to PMT for review and make revisions to address
comments.
5.5 Community and Small Group Briefings #2
City shall arrange and consultant shall conduct Community and Small Group Briefing #2 to meet with
identified stakeholders with common interests (i.e., the same geographic area, businesses, and church
groups) as identified in the Task 1 PICP to update them on the Project and obtain their input on
alternative solution packages to meet deficiencies. Community and Small Group Briefing #2 is anticipated
to occur at a regularly scheduled Transportation Commission meeting and be one hour in duration. City
shall produce a PowerPoint for Community and Small Group Briefing #2. Consultant shall review
PowerPoint and provide comments to City.
5.6 Open House and Workshop #2
City shall arrange and Consultant shall conduct Open House and Workshop #2 to offer input on
alternative packages to address deficiencies. The open house and workshop will occur in Ashland on the
same day or on the day following Community and Small Group Briefing #2 and will take up to three hours.
Consultant shall prepare written handouts, display boards, and other visual media to facilitate public
opportunity and provide to City in advance of meeting for review and revision. Consultant shall prepare
an Open House and Workshop #2 handout, sign in sheets, comment forms, and provide an open house
and workshop comment summary. City shall provide location arrangements and logistics and promote
the event on its social media accounts.
5.7 Online Open House #2
Consultant shall upload Open House and Workshop #2 materials to the Project Website and encourage
the use of the interactive map to provide comments. Consultant shall prepare summary of comments
received.
5.8 Final Tech Memos #4 and #5
Consultant shall revise Draft Tech Memos #4 and #5 incorporating comments received from TAC Meeting
#2, CAC Meeting #2, Community and Small Group Briefing #2, Open House and Workshop #2 and Online
Open House #2. Consultant shall post Final Tech Memos #4 and #5 to Project Website and provide Final
Tech Memos #4 and #5 to PMT within two weeks of receiving comments.
City Deliverables
5a TAC Meeting #2 (Subtask 5.2)
5b CAC Meeting #2 (Subtask 5.3)
5d Task 5 Publicity (Subtask 5.4)
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5e Community and Small Group Briefing #2 (Subtask 5.5)
5f Open House and Workshop #2 (Subtask 5.6)
5g Review and Comment on Task 4 Deliverables
Consultant Deliverables
5A Draft Tech Memo #5: Alternatives Analysis and Funding Program (Subtask 5.1)
5B TAC Meeting #2 (Subtask 5.2)
5C CAC Meeting #2 (Subtask 5.3)
5D Task 5 Publicity (Subtask 5.4)
5E Comments on Community and Small Group Briefing #2 PowerPoint (Subtask 5.5)
5F Open House and Workshop #2 (Subtask 5.6)
5G Online Open House #2 (Subtask 5.7)
5H Final Tech Memos #4 and #5 (Subtask 5.8)
TASK 6: FUNDING PROGRAM
The purpose of this task is to identify the preferred alternatives along with revenue streams, both existing
and anticipated, that will support proposed projects and programs.
6.1 Draft Tech Memo #6: Preferred Alternatives
Consultant shall prepare initial and revised Draft Tech Memo #6, identifying preferred and cost-
constrained alternatives based on earlier Tech Memos, the 2013 TSP, and input received from the PMT,
TAC, CAC and public. Draft Tech Memo #6 must include the elements listed below:
1. Selection of Preferred Alternatives
Consultant shall identify a preferred alternative for each deficiency or need and, if different, a cost-
constrained alternative taking into account the revenue forecast for each deficiency or need,
consistent with Step 15 of Transportation System Planning Guidelines 2018. Identification of
alternatives must include, in addition to those elements required by the Transportation Planning
Rules, the following elements:
a) Projects necessary to reduce transportation barriers to key development and redevelopment
areas.
b) Corridor improvement needs.
c) Access management strategies for City, County, and State arterials and collectors.
d) Identification of improvements that could be incorporated into a future “Safe Routes to
Schools” plan, including school siting, site planning, and student transportation policies.
e) Planning-level cost estimates referenced to an appropriate escalation factor for updates.
f) A list of features needing approval (e.g., marked crosswalks on State Highways).
Preferred improvements to ODOT’s facilities must be coordinated with ODOT’s Region 3 Traffic.
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2. Future Transportation Funding Plan
Consultant shall prepare a future transportation funding plan based on the current and historic
transportation funding information in Tech Memo #3 and consistent with Step 15 of Transportation
System Planning Guidelines 2018 and ODOT Directive PB-03, Financial Feasibility in System Planning.
3. Project Prioritization Tool
The preferred alternatives shall be prioritized based on how well they meet the goals, objectives, and
evaluation criteria developed in Task 2 as well as other criteria as identified by the PMT. Consultant
shall format the prioritization tool so that it can be used by the City to reevaluate priorities over time.
Consultant shall submit Draft Tech Memo #6 to PMT for review and comment. Consultant shall prepare
and submit a revised version of Draft Tech Memo #6 to the TAC and CAC one week prior to TAC and CAC
Meeting #3.
6.2 TAC Meeting #3
City shall arrange and Consultant shall conduct TAC Meeting #3 in Ashland. The purpose of TAC Meeting
#3 is to discuss proposed preferred alternatives and funding plan in Draft Tech Memo #6. The meeting is
not expected to exceed 2 hours. Consultant shall prepare the meeting schedule, written agendas, and
supporting materials for TAC Meeting #3 and shall prepare meeting minutes afterwards.
6.3 CAC Meeting #3
City shall arrange and Consultant shall conduct CAC Meeting #3. The meeting will occur in Ashland on the
same day as TAC Meeting #3. The purpose of CAC Meeting #3 is to discuss proposed preferred
alternatives and funding plan in Draft Tech Memo #6. The meeting is not expected to exceed 2 hours.
Consultant shall prepare the meeting schedule, written agendas, and supporting materials for CAC
Meeting #3 and shall prepare meeting minutes afterwards.
6.4 Task 6 Publicity
Consultant shall prepare Task 6 Publicity to provide information regarding the Project in a variety of
methods to encourage public participation. Publicity must include:
4. Project Newsletter #3
Project Newsletter #3 must include a Project introduction and include logistical information on the
open house and online open house, schedule, and other relevant Project information. City shall
distribute Project Newsletter #3 in City’s utility bills and share on its social media accounts.
5. Project Flyer #3
Project Flyer #3 must include a Project introduction and include logistical information on the open
house and online open house, schedule, and other relevant Project information. City shall place Flyer
#3 at high-traffic areas to promote the open house. Consultant shall post Flyer #3 to the Project
Website.
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6. News Release
News release must announce the open house. Consultant shall produce and purchase print
advertising for the news release to provide notice for the open house. Consultant shall place news
release in local newspapers of record. Consultant shall also provide news release to community
papers, city newsletters, community calendars, or similar publications in the Project Area. City shall
post news release on its social media accounts.
7. Stakeholder Emails
Five separate Stakeholder Emails distributed by City to recipients in the stakeholder database to
include the following subject areas:
• CAC Meeting #3,
• Project Newsletter #3,
• Announce the in-person Open House and Workshop #3, and
• Online Open House #3 as well as pertinent information regarding next steps.
Consultant shall submit draft Task 6 Publicity materials to PMT for review and make revisions to address
comments.
6.5 Community and Small Group Briefings #3
City shall arrange and consultant shall conduct Community and Small Group Briefing #3 to meet with
identified stakeholders with common interests (i.e. the same geographic area, businesses, church groups)
as identified in the PICP to update them on the Project and obtain input on proposed preferred
alternatives and funding plan. Community and Small group Briefing #3 is anticipated to be one hour in
duration. City shall produce a PowerPoint for the Community and Small Group Briefing #3. Consultant
shall review PowerPoint and provide comments to City.
6.6 Open House and Workshop #3
City shall arrange and Consultant shall conduct Open House and Workshop #3 to offer input on proposed
preferred alternatives and funding plan. The open house and workshop will occur in Ashland on the same
day or on the day following Community and Small Group Briefings #3 and will take up to three hours.
Consultant shall prepare written handouts, display boards, and other visual media to facilitate public
opportunity and provide to City in advance of meeting for review and revision. Consultant shall prepare
an Open House and Workshop #3 handout, sign in sheets, comment forms, and provide an open house
and workshop comment summary. City shall provide location arrangements and logistics and promote
the event on its social media accounts.
6.7 Online Open House #3
Consultant shall upload Open House and Workshop #3 materials to the Project Website and encourage
the use of the interactive map to provide comments. Consultant shall prepare summary of comments
received.
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6.8 Joint Planning Commission and City Council Work Session #1
City shall arrange and Consultant shall conduct Joint Planning Commission and City Council Work Session
#1. The purpose of Planning Commission and City Council Work Session #1 is to discuss proposed
preferred alternatives and funding plan in Draft Tech Memo #6. Consultant shall prepare the meeting
schedule, written agendas, and supporting materials and meeting summary afterwards. City shall
prepare legally required minutes.
6.9 Final Tech Memo #6
Consultant shall revise Draft Tech Memo #6 incorporating Task 5 comments. Consultant shall post Final
Tech Memo #6 to Project Website and provide to PMT within two weeks of receiving comments.
City Deliverables
6a TAC Meeting #3 (Subtask 6.2)
6b CAC Meeting #3 (Subtask 6.3)
6d Task 6 Publicity (Task 6.4)
6e Community and Small Group Briefings #3 (Subtask 6.5)
6f Open House and Workshop #3 (Subtask 6.6)
6g Joint Planning Commission and City Council Work Session #1 (Subtask 6.8)
6h Review and Comment on Task 6 Deliverables
Consultant Deliverables
6A Draft Tech Memo #6: Preferred Alternatives (Subtask 6.1)
6B TAC Meeting #3 (Subtask 6.2)
6C CAC Meeting #3 (Subtask 6.3)
6D Task 6 Publicity (Subtask 6.4)
6E Comments on Community and Small Group Briefing #3 PowerPoint (Subtask 6.5)
6F Open House and Workshop #3 (Subtask 6.6)
6G Online Open House #3 (Subtask 6.7)
6H Joint Planning Commission and City Council Work Session #1 (Subtask 6.8)
6I Final Tech Memo #6 (Subtask 6.9)
TASK 7: FINAL DOCUMENTATION
The purpose of this task is to compile all technical documents created into a final comprehensive
document that will shape the transportation system throughout the planning period. The document
should be inclusive of all modes and describe a cohesive link between them and the transportation
network.
The City of Ashland would like the fiscally constrained plan to account for transportation network
improvements that are cohesive and provide a complete benefit to all modes when and if possible. In
addition, recommended improvements need to account for other planned infrastructure projects (water,
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storm, sewer, roadway maintenance) within the City’s adopted 20‐year capital improvement program.
The final plan should document improvements that when feasible serve all modes along with the network
area they benefit.
7.1 Draft Updated TSP
Consultant shall prepare initial and revised Draft Updated TSP updating 2013 TSP and incorporating
earlier Tech Memos #1 – #6 and the additional comments received. Draft Updated TSP must include the
following:
A. Maps showing each updated future network and a comprehensive map showing all networks;
B. Prioritized list of multi-modal projects with planning-level cost estimates, including escalation
factor estimates;
C. Project summary prospectus sheets, including Project costs, location map, and cross-section;
D. Funding strategy for near term fiscally constrained projects throughout the Project Area and
planning horizon; and
E. Access spacing standards
Draft Updated TSP must summarize the following in either the report body or appendix:
i. Transportation System Summary
• Inventory of entire transportation system for all modes of travel.
ii. Transportation Goals, Plans, and Policy Framework
• Survey of state, regional, and local plans, policies, rules and regulations; identify relationships,
conflicts, and discrepancies within and between these documents.
• Goals and objectives supporting the community’s vision.
• A discrete, actionable set of policies which capture the opportunities and strategies
supporting an Updated TSP and otherwise reflect the intent of Goal 12 “to provide and
encourage a safe, convenient, and economical transportation system.”
iii. Existing Conditions
• Analysis of existing traffic conditions for all modes of travel: volumes, Level-of-Service,
turning movements, queuing, mobility, and safety for all through streets and intersections.
Areas of significant queuing or traffic safety concerns.
iv. Future Demand and Land Use
• Existing and future land uses to estimate traffic generation in the community, as well as future
through traffic. Trip distribution, including estimates of trip ends per land use type, total
annual trip ends.
v. Safety Plan
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• A Safety Plan that aligns with current goals in the Oregon Transportation Safety Action Plan
and identifies cost-effective opportunities to obtain programed safety funds (e.g., Highway
Safety Improvement Program funding, Safe Routes to Schools) to reduce fatal and serious
injury crashes through the ODOT All Roads Transportation Safety Program. This must include
systemic applications which may be viable with a demonstrated benefit cost ratio (e.g., bike
and pedestrian).
vi. Pedestrian Plan
• A Pedestrian Plan aligned with current intermodal policy goals.
• Examination and analysis of existing facilities. Recommendations for improvements and
design standards. Focus on safety and gaps in the pedestrian network. Special emphasis must
be placed on connectivity among primary pedestrian facilities and intermodal linkages.
• Comprehensive and prioritized list of improvements, including itemized planning-level cost
estimates.
vii. Bicycle Plan
• A Bicycle Plan aligned with current intermodal policy goals.
• Examination and analysis of existing facilities. Recommendations for improvements and
design standards. Focus on safety and gaps in the bicycle network.
• Comprehensive and prioritized list of improvements, including itemized planning-level cost
estimates.
viii. Transit Plan
• Examination and analysis of existing facilities. Recommendations for improvements and
design standards. Focus on safety, gaps in the system and intermodal linkages with the
pedestrian and bicycle networks.
• Comprehensive and prioritized list of improvements, including itemized planning-level cost
estimates.
• Analysis and recommended improvements must reflect current intermodal policy goals.
ix. Motor Vehicle Plan (including Transportation System Management and Truck Freight Plan)
• Proposed changes and improvements to best accommodate vehicle traffic within the existing
constraints and long-term vision of City.
• Focus on impacts to businesses.
• Potential to add pedestrian improvements.
• Comprehensive and prioritized list of improvements, including itemized planning-level cost
estimates.
x. Other Modes Plan (Air, Rail and Pipeline)
• Survey of other transportation modes.
• Incorporate pertinent elements of the Ashland Airport Master Plan.
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xi. Funding and Implementation
• Examination of historic funding sources and potential future funding sources.
Consultant shall submit Draft Updated TSP to PMT in electronic format for review and comment.
Consultant shall revise Draft Updated TSP based on City comments. Consultant shall prepare and submit
a revision to the TAC and CAC one week prior to Joint TAC and CAC Meeting #4.
7.2 Draft Implementing Ordinances
As consistent with TGM guidance documents, Consultant shall prepare initial and revised Draft
Implementing Ordinances, specifically amendments to City’s Development Ordinance, necessary for
implementing the Draft Updated TSP and its policies and recommendations. Amendments are expected
to include:
• Street-width standards with the goal of narrowing streets for safety and economy.
• Right-size parking standards, looking for opportunities to decrease them.
• Traffic Impact Analysis requirements, which may reference ODOT standards or requirements of
other similar cities in Oregon.
• State transportation planning requirements, including findings for the Transportation Planning
Rules, to support adoption of Draft Updated TSP by City.
Consultant shall submit revised Draft Implementing Ordinances to the PMT. Consultant shall prepare a
revision based on City and APM comments and submit to the TAC and CAC one week prior to Joint TAC
and CAC Meeting #4.
7.3 Draft Findings
City shall prepare Draft Findings addressing local ordinance requirements to support adoption of the
Draft Updated TSP by City and provide to PMT.77.4 Advertising and Media
Consultant shall prepare a draft news release announcing updates on the Project, Joint TAC and CAC
Meeting #4 and Draft Updated TSP for City finalization and distribution. Consultant shall produce and
purchase print advertising for the news release to provide notice for the adoption hearings. Consultant
shall place news release in local newspapers of record. Consultant shall also provide news release to
community papers, city newsletters, community calendars or similar publications in smaller markets in
the Project area. City shall post Advertisements on their social media accounts.
7.4 Advertising and Media
Consultant shall prepare a draft news release announcing updates on the Project, Joint TAC and CAC
Meeting #4 and Draft Updated TSP for City finalization and distribution. Consultant shall produce and
purchase print advertising for the news release to provide notice for the adoption hearings. Consultant
shall place news release in local newspapers of record. Consultant shall also provide news release to
community papers, city newsletters, community calendars or similar publications in smaller markets in
the Project area. City shall post Advertisements on their social media accounts.
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7.5 Stakeholder Emails
Consultant shall prepare up to three stakeholder emails to the stakeholder database to provide updates
on the Project, Joint TAC and CAC Meeting #4 and Draft Updated TSP.
7.6 Joint TAC and CAC Meeting #4
City shall arrange and Consultant conduct Joint TAC and CAC Meeting #4. The purpose of Joint TAC and
CAC Meeting #4 is to review and discuss the Draft Updated TSP and Draft Implementing Ordinances.
Consultant shall prepare a meeting schedule, a written agenda, and supporting materials and meeting
minutes afterwards.
7.7 Adoption Draft Updated TSP, Adoption Draft Implementing Ordinances and
Final Findings
Consultant shall revise the Draft Updated TSP, Draft Implementing Ordinances, and Draft Findings,
incorporating comments received from the PMT, TAC and CAC.
7.8 Department of Land Conservation and Development Notice
City shall submit a copy of the Adoption Draft Updated TSP and Draft Implementing Ordinances to the
Department of Land Conservation and Development at least 35 days prior to the first evidentiary hearing
as directed by Oregon Revised Statutes 197.610 and OAR 660-018-0020.
City Deliverables
7a Draft Findings (Subtask 7.3)
7b Advertising and Media (Subtask 7.4)
7c Joint TAC and CAC Meeting #4 (Subtask 7.6)
7d Department of Land Conservation and Development Notice (Subtask 7.8)
7e Review and Comment on Task 7 Deliverables
Consultant Deliverables
7A Draft Updated TSP (Subtask 7.1)
7B Draft Implementing Ordinances (Subtask 7.2)
7C Advertising and Media (Subtask 7.4)
7D Stakeholder Emails (Subtask 7.5)
7E Joint TAC and CAC Meeting #4 (Subtask 7.6)
7F Adoption Draft Updated TSP, Adoption Draft Implementing Ordinances and Final Findings
(Subtask 7.7)
3.2.8 MAJOR TASK 8: ADOPTION PROCESS
The purpose of this task is to navigate the adoption process through public hearings at the Planning
Commission and City Council levels.
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8.1 Joint Planning Commission and City Council Work Session #2
City shall arrange and conduct the Joint Planning Commission and City Council Work Session #2 for
presentation of the Adoption Draft Updated TSP, Adoption Draft Implementing Ordinances, and Final
Findings. Consultant shall attend Joint Planning Commission and City Council Work Session #2 to present
documents and answer questions.
8.2 Transportation Commission Work Session #1
City shall arrange and conduct Transportation Commission Work Session #1 for presentation of the
Adoption Draft Updated TSP, Adoption Draft Implementing Ordinances, and Final Findings. Consultant
shall attend Transportation Commission Session #1 to present documents and answer questions.
8.3 Planning Commission Hearing
City shall arrange and conduct the Planning Commission Hearing for consideration of the Adoption Draft
Updated TSP, Adoption Draft Implementing Ordinances, and Final Findings. Consultant shall attend
hearing to present documents and answer questions.
8.4 City Council Hearing
City shall arrange and conduct City Council Hearing for consideration of Adoption Draft Updated TSP,
Adoption Draft Implementing Ordinances, and Final Findings for approval and adoption. Consultant shall
attend hearing to present documents and answer questions.
8.5 Final Updated TSP and Final Implementing Ordinances
Consultant shall revise the Adoption Draft Updated TSP and Final Implementing Ordinances to reflect
City Council actions. Consultant shall submit three bound “hard” copies and one electronic copy of the
Final Updated TSP and Final Implementing Ordinances to City. City shall submit electronic copies of the
adopted Final Updated TSP and Final Implementing Ordinances to the Department of Land Conservation
and Development. Consultant shall submit one bound “hard” copy and one electronic copy of the Final
Updated TSP and Final Implementing Ordinances to ODOT.
8.6 Public and Stakeholder Involvement and Communications Summary Report
Consultant shall prepare draft and final Public and Stakeholder Involvement and Communications
Summary Report to summarize the activities, their effectiveness, and lessons learned of the following:
• Committee meetings
• Public meetings and open houses
• Community and small group briefings
• Stakeholder Database
• Comment Log summary and key public issues
• Project Website analytics
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Consultant shall submit draft Public and Stakeholder Involvement and Communications Summary Report
to City and APM for review and make revisions to address comments.
8.7 Title VI Report
City shall prepare and submit to ODOT a report delineating Title VI activities, and documenting Project
processes and outreach for all low income, race, gender, and age groups.
City Deliverables
8a Joint Planning Commission and City Council Work Session #2 (Subtask 8.1)
8b Transportation Commission Work Session (Subtask 8.2)
8c Planning Commission Hearing (Subtask 8.3)
8d City Council Hearing (Subtask 8.4)
8e Submit Final Updated TSP and Final Implementing Ordinances to DLCD (Subtask 8.5)
8f Review and Comment on Public and Stakeholder Involvement and Communications Summary
Report (Subtask 8.6)
8g Title VI Report (Subtask 8.7)
Consultant Deliverables
8A Joint Planning Commission and City Council Work Session #2 (Subtask 8.1)
8B Transportation Commission Work Session (Subtask 8.2)
8C Planning Commission Hearing (Subtask 8.3)
8D City Council Hearing (Subtask 8.4)
8E Final Updated TSP and Final Implementing Ordinances (Subtask 8.5)
8F Public and Stakeholder Involvement and Communications Summary Report (Subtask 8.6)
CEAP Implementation Plan Page 1 Draft 04/09/2021
CEAP Implementation Plan
- Urban, Land Use + Transportation –
Description
Ashland residents’ transportation choices account for 27 percent of Ashland’s 300 metric
tons per year of greenhouse gas emissions (GHG) emissions (17% in on-road travel and
another 10 percent attributable to vehicle manufacturing). It will be impossible for the city to
achieve the Climate and Energy Action Plan’s (CEAP) net-zero 2050 target without dramatic
changes in the transportation system and residents’ use thereof.
There are four basic barriers to achieving significant GHG emission reductions from the
transportation sector. These include:
● Ashland’s largely homogeneous, auto-centric land use pattern (Section 1)
● Limited effectiveness of public transit services due to the preponderance of low-
density residential development (Section 2)
● Residents’ almost exclusive reliance on fossil fuel powered vehicles (Section 3)
● Auto-centered (mono-modal) transportation system design of streets and highways
(Section 4)
Each of these are fixed, capital investments that will require time and considerable
investment to change. Only the transportation system can be modified in the short-term and,
in contrast to the others, is owned and controlled exclusively by State and local
governments.
Redesigning the transportation system to make streets safe for people walking and bicycling
(as safe as they currently are for motor vehicle drivers) can dramatically reduce dependence
upon motor vehicles. Shifts in mode choice among Ashland residents--choosing to walk or
bicycle rather than drive--can reduce transportation emissions by up to 40 percent.
Each of the challenges are addressed in greater detail in the sections below.
Section 1. Land Use
Goal: Concentrate future commercial and high-density residential development within
areas adjacent to RVTD’s High-Capacity Transit route (Figure 3) and require all new
residential development to be served by pedestrian and bicycle networks that are
safe, convenient, and minimize out-of-direction travel.
The existing land use pattern had its start when the first non-native American settlers arrived
in 1852. With the invention of the automobile more than a century ago, land use patterns in
Ashland (and throughout the west) have been aligned with auto use. That outcome can be
slowly changed given enough time and adherence to the City’s Comprehensive Land Use
Plan.
The City’s Comprehensive Plan identifies two transit-oriented development (TOD) nodes;
the Transit Triangle and the Croman Mill site. The Transit Triangle includes the area formed
CEAP Implementation Plan Page 2 Draft 04/09/2021
by the area within (and adjacent to) Tolman Creek Road, Siskiyou Boulevard and Highway
66. Croman Mill site is planned to feature a large employment component, high-density
residential, and a [transit] station site for future bus rapid transit…”(RVTD 2040 Transit Plan,
page 29)
The City established development standards for the Croman Mill Site in 2010. Section 18.53
of the Development Code is designed to implement the Croman Mill Site Redevelopment
Plan. “The Croman Mill Site Redevelopment Plan provides guidance for the development of
a vital and viable employment hub within the study area. This is a practical, proactive plan
that creates a unique identity based on existing community assets. The plan extends the
boulevard street design of Ashland Street and Siskiyou Boulevard through the site,
enhances adjacent neighborhoods, preserves safe access to Bellview School and
maximizes the value of the site’s proximity to the I-5 corridor, downtown and Southern
Oregon University.” (ibid, p. 12)
Figure 1. Fundamental Concept – Croman Mill Site
Source: Croman Mill Site Redevelopment Plan,
https://www.ashland.or.us/files/CromanMill_Ord3030_ExhibitA.pdf
The Ashland Transit Triangle, unlike the Croman Mill Site, relies upon redevelopment of
existing uses rather than development of largely vacant land.
In 2018 the City adopted the Transit Triangle Overlay zone, Development Code, Chapter
18.3.14, Transit Triangle Overlay. The “overlay is intended to promote the development of a
mix of housing units and businesses adjacent to the bus route designed in a way that
CEAP Implementation Plan Page 3 Draft 04/09/2021
encourages walking, bicycling and transit use” (ibid) and applies to the area shown in Figure
2.
Figure 2. Transit Overlay Zone
Source: Development Code, Chapter 18.3.14
Conclusion:
It’s critical to create a transportation-efficient development pattern with high-density
residential housing adjacent to or within convenient walking distance of commercial
development. These areas must also be served by frequent fixed-route public transit
services. Transportation efficient land use patterns are essential to the City’s future.
Ashland’s slow population growth rate, however, at less than one percent per year, makes
the city’s existing pattern of land use largely fixed (see Table 1). Consequently the changes
described earlier, taken in the context of the City as whole, will not have an appreciable
impact in the short term (between now and 2050), on reducing existing citywide GHG
emissions.
Table 1
CEAP Implementation Plan Page 4 Draft 04/09/2021
Source: Jackson County Comprehensive Plan, Population Element, p. 18-14
However, such designs and land use patterns can ensure that Ashland GHG emissions are
not made worse by future growth.
Section 2. Public Transit
Goal: Improve the effectiveness of public transit and increase transit mode share:
doubling transit mode share in the city between 2020 and 2035 and doubling again
by 2050.
Rogue Valley Transit District’s (RVTD) 2040 Transit Plan provides many insights into the
potential for public transit services to help reduce the transportation sector’s GHG emissions
in the future. Table 2 provides an overview of the current system and as it forecast to be in
2042, as well as the preferred system of services in 2027, 2037, and 2042.
Table 2 RVTD System Performance Characteristics
Operating Revenue $14,263,7345 - 16,949,2146 25,765,1927 29,256,5798
1 Data from TBEST
2 Data from JEMnR. No model output available for the 2037 mid-term preferred system.
4 Reported ridership data for 2018
5 2019 – 2020 budget year
6 2026 – 2027 budget year
7 2034 – 2035 budget year
8 2039 – 2040 budget year
On a system-wide basis, RVTD’s transit mode share is estimated at 0.5% and would
logically change little from the current one-half of one-percent mode share in 2042 (although
that is not shown in the above table). In contrast, the preferred system’s transit mode share
would triple between now and 2042 and account for 1.5% of all travel.
The Transit Plan reveals the potential for more significant impacts within the Highway 99
corridor. The Plan forecasts that ridership in 2040 on Highway 99, north of Jackson Road
could capture 12.8% transit mode share at that location, compared to just five percent on
the existing routes in 2018. Underlying the forecast is the assumption that the preferred
CEAP Implementation Plan Page 5 Draft 04/09/2021
“high-capacity transit” route will include 10-minute headways with ¼ mile stop frequencies
every day of the week along the 31.5-mile route between Medford and Ashland while
maintaining 126-minute round trip travel time (RVTD Transit Plan, p. 109). Actualizing the
route would require capital (bus) purchases of about $9.4 million with annual
operation/maintenance totaling $4.9 million. The Plan also notes that the “high-capacity
transit” route, in order to achieve the round-trip travel time, would require “significant capital
and infrastructure improvements” on Highway 99. The Plan doesn’t identify these
improvements or estimate their cost. It should be noted that current travel times between
RVTD’s Front Street Station and Bi-mart, in Ashland, on RVTD’s route 10, which also uses
Highway 99 and Interstate 5, is 58 minutes with the return trip running 51 minutes.
The 2040 Plan summarizes changes to routes serving Ashland:
● The long-term plan would discontinue the existing express and standard routes in
(to) Ashland (Route 10X and Route 10) from Medford with a “high-capacity transit”
route along Highway 99 (as described earlier).
● The Plan proposes to add a community circulator route connecting the YMCA area to
downtown using E. Main and Hershey with 20- to 40-minute headways.
In 2019 RVTD initiated the Ashland Connector, an on-demand, micro-transit, ride-sharing
service that operates within the city limits. Vehicle routing is dynamic and reflects each
passenger’s unique travel needs. Rides are booked through the Rogue Valley Connector
app.
Figure 3 illustrates how the proposed RVTD High-Capacity Transit (HCT) route is aligned to
serve Ashland’s transit-oriented developments. The 2040 Plan identifies the HCT route in
the preferred long-term plan but does not establish a start date.
Figure 3. High-Capacity Transit Route
Conclusion:
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High frequency, high-capacity transit services compliment the city’s planned transportation
efficient land use plans. RVTD’s HCT route would serve almost all the major destinations in
the city. Serving the balance of the city could be achieved by a complimentary small fleet of
autonomous, electric vehicles which would shuttle passengers between their homes and
destinations within the City, as well as serving as feeder service for the “high-capacity
transit” route (similar to the what the Ashland Connector does now).
Section 3. Fossil-Fueled Fleet
Goal: Reduce reliance upon motorized vehicles and make it more practical to live in
Ashland without owning a motor vehicle.
Ashland residents largely rely upon fossil-fueled cars for all their transportation needs due in
part to their reliability and useful life. A motor vehicle has an average useful life of 200,000
miles or 20 years if driven 10,000 miles per year. It is likely internal combustion engines
(ICE) powered automobiles will account for a significant portion (perhaps half) of the
vehicles on the roads in 2050. Looked at from a more positive perspective, roughly half of all
light duty motor vehicles will be powered by electricity, compared to only three percent
today.
There are numerous challenges to electrifying the existing ICE fleet owned by the city’s
residents. Some of the major barriers include:
• Lack of confidence in EV’s technology
• Range anxiety and the limited extent of the EV charging network
• High cost of EV’s
• Consumer anxiety about the training and knowledge of EV repair personnel
• Limitations of existing EV model choices
These among many others are outlined in Pacific Power and Light’s Transportation
Electrification Plan.
As of the end of 2020, Ashland residents owned 700 EV’s which represented approximately
3.4 percent of all vehicles registered in Ashland. It is forecast that by 2030 EV’s will
represent just 27 percent of all U.S. car sales
(https://www2.deloitte.com/us/en/insights/focus/future-of-mobility/electric-vehicle-trends-
2030.html) and “could reach up to 75% by 2050 in the event of high oil prices or strong
technology cost declines.” (https://www.forbes.com/sites/energyinnovation/2017/09/14/the-
future-of-electric-vehicles-in-the-u-s-part-1-65-75-new-light-duty-vehicle-sales-by-
2050/?sh=5ec81831e289)
If these forecasts are accurate and new car sales (as a percentage of all cars on the road)
continue to account for a little over five percent of the total fleet, fossil fueled vehicles could
still represent the majority of the light duty vehicles in Ashland in 2050. (source:
https://www.nytimes.com/interactive/2021/03/10/climate/electric-vehicle-fleet-turnover.html)
CEAP Implementation Plan Page 7 Draft 04/09/2021
A “study by engineers at the University of Toronto concludes that 90% of light-duty cars on
American roads would need to be electric by 2050 to keep the transportation sector in line
with Paris Agreement climate mitigation targets. If California’s 2035 prohibition on the sale of
ICE vehicles were “adopted and implemented nationally, 350 million electric cars would ply
the roads in 2050. Those would fuel up using the equivalent of 41% of the nation’s total
power demand in 2018, creating challenges for the grid, in addition to requiring ‘excessive
amounts’ of critical minerals like lithium and cobalt.” Source:
https://www.scientificamerican.com/article/ninety-percent-of-u-s-cars-must-be-electric-by-
2050-to-meet-climate-goals/
“We need to deploy electric vehicles. But we also need to be realistic that they’re probably
not sufficient on their own,” said lead author Alexandre Milovanoff, an energy and
sustainability researcher at the University of Toronto.
“Instead of focusing exclusively on switching from gas cars to battery-electrics or fuel-cell
vehicles, he said, policymakers should simultaneously aim to reduce the public’s
dependence on personal cars.” (Ibid).
Shifting Ashland residents’ dependence from autos to human powered modes of travel is
integral to reducing emissions from the transportation sector. It is clear from a review of the
emissions by kilometer for various vehicles, as illustrated in Figure 4, by choosing to walk or
bicycle, residents can dramatically reduce CO2 emissions.
Figure 4.
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Figure 4 accounts for both direct and indirect emissions. The chart takes that to the extreme
by including the hypothetical additional calories that are consumed by people riding bicycles.
Embedded CO2e emissions, (associated emissions with manufacturing vehicles), accounts
for between 23 and 46 percent of lifecycle emissions depending upon the vehicle power
train. The embedded emissions in the manufacture of one electric vehicle is equivalent to
driving an EV Sedan 92,000 miles. Table 3 illustrates the significance of the indirect CO2
emissions associated with the production of motor vehicles.
Table 3
Indirect Transportation Emissions (vehicle production only)
Est.
Lifecycle
emissions
(tonnes
CO2e)
Proportion
of
emissions
in
production
Estimated
emissions
in
production
(tonnes
(CO2e)
Standard gasoline vehicle 24 23% 5.6
Hybrid vehicle 21 31% 6.5
Plug-in hybrid vehicle 19 35% 6.7
Battery Electric Vehicle 19 46% 8.8
Source: Lifetime Emissions from Cars - https://www.zemo.org.uk/assets/workingdocuments/MC-P-11-
15a%20Lifecycle%20emissions%20report.pdf
Using data from Table 4 allows an estimate of embedded emissions from the manufacture
of the existing fleet of vehicles in Ashland. Table 5 shows these estimated emissions. It
should be noted that the distribution of vehicles by type is not known at the city level. Table
4 relies upon estimates of the number of gasoline, hybrid, and plug-in hybrid vehicles in the
City.
Table 4
Production Emissions from Ashland Fleet (estimated)
Registered (2020)
Est.
Lifecycle
emissions
(tonnes
CO2e)
Estimated
emissions in
production
(tonnes
CO2e)
All vehicles 20,602
Gasoline Estimated 14,902 357,648 83,451
Hybrids Estimated 3,000 63,000 19,500
Plug-in hybrid Estimated 2,000 38,000 13,400
Battery Electric 700 13,300 6,160
TOTAL 471,948 122,511
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Roughly 25 percent of lifecycle emissions from Ashland motor vehicles are associated with
their production. Reducing the number of vehicles per household or facilitating the choice to
own no vehicles could significantly reduce residents’ carbon footprint. Regrettably, the
number of households with no car, or just one car, fell at a compound annual rate of almost
15 percent per year between 2013 and 2018, illustrating the increasing dependence of
Ashland households on the automobile. Table 5 shows the change in auto ownership
between 2013 and 2018.
Table 5
Household Auto Ownership
Number of Vehicles
Owned
Percentage of
Households
2013
Percentage of
Households
2018
Annual Compound
Rate of Change
0 3.15 2.06 -8.1
1 36.4 26.3 -6.3
2 33.9 44.4 5.5
3 18.9 16.3 -2.9
4 4.79 7.19 8.5
5 plus 2.87 3.76 5.6
Source: https://datausa.io/profile/geo/ashland-or#housing (car ownership)
It is estimated that Ashland households spend approximately $10,305 a year, or 20 percent
of the median household income on transportation. This expenditure, as a percent of
household income, is second only to the cost of housing. Source: Economic Policy Institute,
https://247wallst.com/city/cost-of-living-in-ashland-oregon/
Compounding this trend of higher auto ownership, is the increasing share of large trucks
and SUV’s in the local fleet. Again, while there isn’t local data, it is probable that trucks are
increasingly purchased as a family “sedan” as opposed to their historic function as a farm or
work vehicle. “In May 2020, Americans bought more pickup trucks than cars for the first
time. Five of the 10 top-selling vehicles in the U.S. last year were pickup trucks.” (What
Happened to Pickup Trucks, A. Smith, May 2021)
From a safety standpoint, the size of these vehicles is disconcerting. Take for example the
Ford 150, “among the increasingly popular heavy-duty models, the height of the truck’s front
end may reach a grown man’s shoulders or neck. When you involve children…it starts to
become really disturbing.” (Ibid) As the bumper height increases, potential injuries suffered
by a pedestrian are more likely to be fatal. As the point of contact moves higher on the body
instead of being thrown up and over the vehicle, a pedestrian is struck and then runover.
Additionally, SUV’s and pickup trucks “have a voracious appetite for space, one that’s
increasingly irreconcilable with the way cities (and garages, and parking lots) are built.” (Ibid)
Conclusion:
Owning an automobile is almost a pre-requisite to living in Ashland. It shouldn’t be that way
and helps to explain why many people find it difficult to afford to live here. Reducing
residents’ dependence on automobiles is key to achieving the CEAP net-zero 2050 goal.
CEAP Implementation Plan Page 10 Draft 04/09/2021
The city must, in the near future provide safe, reliable, affordable and environmentally
benign alternatives.
Section 4. Street Design
(Make walking and bicycling viable modes of transportation)
Goal: Reduce reliance upon motorized vehicles and make it practical and convenient
to live in Ashland without owning a motor vehicle.
“We can and must do more to reduce the number of people [nationally] who die while walking
every day on our roadways. For too long we have disregarded this problem by prioritizing
moving cars at high speeds over safety for everyone. It’s past time for that to change.
Protecting the safety of all people who use the street—especially the people most vulnerable
to being struck and killed—needs to be a higher priority for policymakers, and this priority
must be reflected in the decisions we make about how to fund, design, operate, maintain, and
measure the success of our roads.” https://smartgrowthamerica.org/dangerous-by-design/
It is important to recognize that for each one percent increase in bicycle or walking mode
share, there is an approximate one percent reduction in vehicle miles of travel (VMT). This
has the effect of reducing GHG emissions from the transportation sector by about one
percent. Given that information, it is unfortunate that the City’s transportation system has
been designed, to a large degree, to serve only motor vehicles.
Many streets in Ashland do not include sidewalks. That is especially true on streets above
the Boulevard and N. Main. Pedestrians must share the roadway with motor vehicles that
are traveling at speeds which can result in death or serious injury if a pedestrian were struck
by an inattentive, careless, or impaired auto driver. Streets with higher volumes and speeds
usually have sidewalks but that is not universally the case (see
https://ashlandgis.maps.arcgis.com/apps/instant/minimalist/index.html?appid=e783f5980abb
4e74a9d771c868a29b4a)
The adage ‘speed kills’ is particularly pertinent when discussing pedestrian and bicycle
deaths. The likelihood of death roughly doubles for every five miles per hour over 20 MPH.
Table 6 details the seriousness of pedestrian injuries by travel speed. These same statistics
are probably relevant to other vulnerable road users (i.e., people riding bicycles).
Table 6
CEAP Implementation Plan Page 11 Draft 04/09/2021
There isn’t a street in Ashland that is suitable for people of all ages and abilities to ride a
bicycle. Traffic speeds on minor streets are too fast (see above regarding the risks
associated with vehicle speed). Most critically, the bicycle facility design on major streets
(i.e., bike lanes) do not provide adequate protection for people riding bicycles due to both
the high speed of the adjacent traffic and high traffic volumes. (see Contextual Guidance for
the Selection of Bicycle Facilities, National Association of City Transportation Officials, 2017
and Appendix A).
Mode choice is not a choice when the choice is between a safe mode of travel (driving a
car) and an unsafe one (riding a bicycle). (see Figure 5)
Figure 5 – Why people drive
Source: Alta Planning https://altago.com/urbancooling/
As the graphic above demonstrates, the majority of people living in Ashland choose to drive.
That is, in part, a function of unsafe street design. One factor is the City’s hilly terrain. The
hills do discourage some but without safe streets, Ashland could be as flat as a pancake
and people still wouldn’t bicycle in significant numbers.
According to the City’s 2020 accident statistics, 18 percent of all reported accidents involved
a person walking or riding a bicycle. Bicycling and walking, given the real and predicable risk
of injury or death, isn’t considered for many residents despite its environmental, health, and
economic benefits. Ashland needs to prevent deaths and serious injuries for children and
adults riding bicycles or walking. The streets must be made safe for everyone, to
everywhere, for all modes.
Given the design of the transportation network, it is not surprising that travel by bicycle and
walking is low relative to motorized travel. Table 7 summarizes mode share, by age of
traveler in the Rogue Valley. (Note: Ashland specific data is not available).
CEAP Implementation Plan Page 12 Draft 04/09/2021
Table 7.
Mode Share by Age Group in the Rogue Valley
Source: Oregon Household Survey, August 2019
Rogue Valley bicycle mode share lags significantly behind other cities in the State that have
made a commitment to safe active transportation. Table 9, center column, includes current
bicycle mode share by the cities listed. Note the “current date” varies by reporting city.
Ultimately, the focus should not be on the current low rate of bicycle mode share but rather
on establishing and achieving a much higher rate in the future. Table 8, right column,
includes adopted or defined bicycle mode share for selected cities.
Table 8.
Bicycle Mode Share and Future Year Target
Source: RVMPO Strategic Assessment Final Report, February 2016
The future bicycle mode share goals set by these cities are comparable to those in some
European cities where a safe, efficient, and equitable network of bicycle facilities exist.
Figure 6 illustrates this fact.
CEAP Implementation Plan Page 13 Draft 04/09/2021
Figure 6. Bicycling Share Trips in Netherlands, Denmark, Germany, the UK and the USA
(2000 - 2005) by Trip Distance
“Some readers might assume that bicycling levels in Europe have been consistently high. In
fact, cycling fell sharply during the 1950‘s and 1960’s, when car ownership surged and cities
started spreading out. From 1950 to 1975, the bike share of trips fell by roughly two-thirds in
a sample of Dutch, Danish and German cities, from 50%-85% of trips in 1950 to only 14-35%
of trips in 1975 (Dutch Bicycling Council, 2006). Similarly, a study by the City of Berlin (2003)
found that the number of bike trips there fell by 78% from 1950 to 1975. During that 25-year
period, cities throughout the Netherlands, Denmark and Germany focused on
accommodating and facilitating increased car by vastly expanding roadway capacity and
parking supply, while largely ignoring the needs of pedestrians and cyclists (Hass-Klau, 1990)
“In the mid-1970’s, transport and land-use policies in all three countries shifted dramatically to
favor walking, cycling and public transport over the private car. The policy reform was a
reaction to the increasingly harmful environmental, energy and safety impacts of rising car
use (Hass-Klau, 1990; Pucher, 1997; European Conference of the Ministers of Transport,
2004: Dutch Bicycling Council, 2006).
Most cities improved their bicycling infrastructure while imposing restrictions on car use and
making it more expensive. That policy reversal led to turnarounds in the previous decline of
bike use. From 1975 to 1995, the bicycling share of trips in the same, previously cited
CEAP Implementation Plan Page 14 Draft 04/09/2021
sample of Dutch, Danish and German cities rose by roughly one-fourth resulting in 1995
bike share of 20 to 43%.” Making Cycling Irresistible J. Pucher, 2008
Anyone who is skeptical about the potential for dramatically increasing bicycle use in
Ashland is encouraged to read Making Cycling Irresistible in its entirety. People are people
regardless of which continent they live on and largely respond to their environment in a
similar way. Consider the safety and extent of the bicycle network in the Netherlands,
Denmark and Germany (if you’ve visited there) compared to that in Ashland or the Rogue
Valley. There is no comparison.
A publication by University of Berkley entitled A Global High Shift Scenario states that “a
country [and cities] committed to major shifts [in GHG emissions] can achieve ten
percentage point or higher [bicycle] mode share increases in a ten-year period.” (A Global
High Shift Scenario, p. 21).
“Political leaders have strong incentives to choose this path, as it leads to a dramatic
reduction in societal investments and operating and energy costs, and it provides improved
economic well-being, enhanced social equity and stability, and strong reductions in
environmental damage over the current trajectory. (ibid, p. 34)
“Over the long term, it may be possible for many cities to replicate the success of cycling in
cities such as Groningen, Assen, and Amsterdam in the Netherlands, where cycling exceeds
40 percent of all trips, and in Copenhagen in Denmark, which grew from low levels of cycling
after World War II to more than 45 percent of trips today. Such cities have succeeded by
providing seamless infrastructure and a host of supportive policies to make cycling a safe,
comfortable, and efficient option for a large number of trips. But in the short term, most efforts
should be modeled after cities that have succeeded in rapidly growing cycling from very low
levels, in some cases from near zero to more than 5 percent mode share in just a few years.
Seville, Spain, is particularly relevant, as it grew cycling mode share from 0.5 percent to
nearly 7 percent of trips in six years (2006–2012), with the number of cycling trips increasing
from five thousand to seventy-two thousand per day. Seville achieved this by installing a
backbone network of nearly 130 kilometers of protected cycle lanes (cycle tracks) throughout
the city and implementing a bike share program with 2,500 bicycles and 258 stations in a
dense bike share network across the city. Paris, Buenos Aires, and Montreal have also
experienced similarly rapid increases in cycling through investments in low-stress networks of
cycling infrastructure and large-scale bike sharing schemes. (IBID, p 34)
“Substantial restraint on motor vehicle speed and volumes is the other widespread policy
implementation that complements cycling infrastructure. (ibid, p 34)
“Prioritizing cycling, walking, and public transport while restricting motor vehicle use, can
achieve a 50 percent reduction in urban transport CO2. To do so, cycling targets for things
such as cycling mode share, cycling infrastructure investment, and the introduction of e-bikes
as part of national [Ashland] mobility strategies could be set at the country [city] level to
define goals and measure progress toward them. Countries [Ashland] can make
commitments to these targets as well as toward other supportive investment in walking and
public transportation necessary to achieve a future based on more sustainable
transportation.” (ibid p. 38)
CEAP Implementation Plan Page 15 Draft 04/09/2021
Conclusion:
Making the city safe, convenient, and efficient for walking and bicycling will lead to an
increase in their use; and, at the same time, help to achieve the CEAP net-zero 2050 goal.
Building modern cycling infrastructure is a sound and cost-effective investment in the city’s
future, especially relative to the cost of building more streets and widening existing
roadways to accommodate an ever-growing number of motor vehicles. Without this change,
the transportation system will be a large and continuing source of CO2 emissions and traffic
congestion will become unbearable.
Section 5. Attaining CEAP Goals
Attaining net zero emissions from the transportation sector by 2050 will be challenging.
That’s true even if the State or Federal government were to prohibit the sale or registration
of fossil fueled vehicles after 2035. Beyond climate change, imagine living in Ashland 30
years from now with 90 percent of the all travel within the City relying upon an automobile;
as we do now (see Table 7). Traffic congestion would be unbearable even if all the cars
were self-driving.
The CEAP included goals for “Urban, Land Use + Transportation Goals. These are:
• Reduce community and City employee vehicle miles traveled and
greenhouse gas emissions.
• Improve vehicle efficiency and expand low-carbon transport, including
within the City’s fleet.
• Support local and regional sustainable growth.
• Protect transportation infrastructure from climate impacts.
Table 9 includes a listing related CEAP strategies.
Table 9.
CEAP Implementation Plan Page 16 Draft 04/09/2021
Section 6. Goals, Policies and Implementation Strategies
The following goals and strategies will serve to create a more sustainable, environmentally
benign, and a transportation system that is efficient for our City’s land use. Many of the
strategies in this section compliment the CEAP strategies, as above, but provide greater
detail and specificity. It is critical that the changes to the transportation system described in
the implementation strategies be undertaken. No one strategy by itself will be sufficient.
Land Use and Transportation Efficiency
Goal 1: Concentrate future commercial and high-density residential
development within areas adjacent to RVTD’s high-capacity transit route
(Figure 3) and require all new residential development to be served by
pedestrian and bicycle networks that are safe, convenient, and minimize out-
of-direction travel.
Policy 1-1) Establish a funding mechanism dedicated to providing employee
subsidies for transit use, bicycling and walking.
Policy 1-2) Public, subsidized, and work force housing shall be strategically located
to provide convenient access to high-capacity transit services.
Policy 1-3) Provide, in the Ashland Development Code, for redevelopment /
development incentives in the Transit Triangle to increase land use intensity.
Implementation Strategy Time Frame GHG Emissions
Reduction Start Completion
1. Provide, in the City’s Development Code bonus provisions,
redevelopment/development incentives on lands within ¼ mile
of RVTD’s high-capacity transit route with an emphasis on
providing high-density workforce housing.
2021 Continuing NA
2. Double the minimum bicycle parking, as specified in the
City’s Development Code, for all uses within ¼ mile of RVTD’s
high-capacity transit route. Require all such parking to be
covered.
2021 2025 NA
3. Review and reduce, to the degree possible, the City’s
maximum permissible parking requirements for lands within ¼
mile of RVTD’s high-capacity transit route.
2021 2025 NA
4. Increase walking mode share in the areas bordering RVTD’s
high-capacity transit route to 20 percent.
2035 2050 NA
5. Convert existing City public parking lots to high-density
housing with provision for commercial use on the lower floor.
2035 2050 NA
(continued next page)
CEAP Implementation Plan Page 17 Draft 04/09/2021
Implementation Strategy Time Frame GHG Emissions
Reduction Start Completion
6. Establish a business license surcharge for businesses within ¼
mile of RVTD’s high-capacity transit route to be dedicated to
offering transit, bicycle and walking incentives to employees
within the corridor.
2030 Continuing NA
7. Redesign the downtown Plaza to create a tree covered
pedestrian plaza (see Appendix B) suitable for outdoor dining,
Saturday Market, small and large community gatherings, etc.
2030 2030 NA
8. Evaluate changes to Ashland’s zoning code to disallow single
family detached housing in the High Density Residential Plan
Designation (R-3 zone). *
2021 2025 NA
9. Evaluate decreasing multifamily parking requirements. * 2021 2025 NA
10. Evaluate increasing the maximum allowed densities in the
MultiFamily Residential (R-2), High Density Residential (R-3). * 2021 2025 NA
11. Evaluate increasing allowed height in the R-2 and R-3
multifamily residential zones.* 2021 2025 NA
12. Identify opportunities to increase allowances for residential
uses on the ground floor of buildings within commercial and
employment zones.*
2021 2025 NA
13. Evaluate increasing lot coverage allowances slightly in the R-
2 and R-3 zones. * 2021 2025 NA
13. Evaluate changes to Ashland’s zoning code to disallow
singlefamily detached housing in the High Density Residential
Plan Designation (R-3 zone).*
2021 2025 NA
14. Increase supply of High Density Residential lands by
rezoning lands within lower density Plan Designations that have
a surplus of capacity.*
2021 2025 NA
* Identified as a strategy in the Ashland Housing Strategy.
Expected outcomes:
1) Maximize land development within areas with easy walking distances to
commercial/service businesses and high-capacity transit.
2) Reduce reliance upon single occupant motor vehicle transportation
3) Increase reliance upon walking, bicycling and transit with an associated growth in
mode share.
Public Transit
Goal 2: Improve the effectiveness of public transit and increase transit mode
share - doubling transit mode share in the city between 2020 and 2035 and
doubling again by 2050.
Policy 2-1) Deploy RVTD’s high-capacity transit route by 2035.
Policy 2-2) Diversify public transportation services in Ashland to include high-
capacity transit coupled with autonomous vehicle demand-response services.
Policy 2-3) Electrify all public transit vehicles used in the City.
CEAP Implementation Plan Page 18 Draft 04/09/2021
Policy 2-4) Provide intermodal connectivity between transit and bike share at major
transit stops.
Implementation Strategy Time Frame GHG Emissions Reduction
Start Completion
1. Electrify ½ of all public transit
vehicles used in the City
2025 2035 NA
2. Electrify all public transit vehicles
used in the City
2035 2050 NA
3. Support a citywide on-demand
transportation service utilizing
autonomous vehicles
2040 Continuing NA
Expected outcomes:
1) Reduced reliance upon single occupant motor vehicle transportation
2) Increased transit mode share
3) An electrified public transit fleet leading to the elimination of CO2 and other
dangerous emissions from diesel and natural gas fueled public transit vehicles.
4) Increased mode choice for all Ashland residents.
5) An integrated public transportation system providing seamless service between
fixed and on-demand transportation.
Auto-centric Transportation System
Goal 3: Reduce reliance upon motorized vehicles and make it practical and
convenient to live in Ashland without owning a motor vehicle.
Policy 3-1) Construct or reconstruct the existing transportation network to ensure that
non-motorized modes of travel are as safe as driving a motor vehicle and, most
importantly, serve the travel needs of all ages and abilities.
Policy 3-2) Increase revenues for the improvement of the pedestrian and bicycling
networks.
Policy 3-3) Provide incentives, in the form of parking regulation and supply, to
electrify the personal automobile fleet.
Policy 3-4) Reduce motorized vehicle miles of travel per capita through
improvements to the transportation system that incentivize residents and visitors to
choose to walk, bicycle, or use public transit.
CEAP Implementation Plan Page 19 Draft 04/09/2021
Implementation Strategy Time Frame GHG Emissions Reduction
Start Completion
1. Reduce speeds to 20 MPH on
low volume roads throughout the
City except where already posted
at a lower speed (see Appendix C)
2021 2025 4 metric tons
2. Support amendment of
ORS 810.438, Photo radar
• authorized jurisdictions, to include
Ashland
2021 2025
3. Reconfigure/reconstruct four
lane- miles of existing higher
volume roadways each year.
Include protected bike lanes (see
Appendix C)
2021 2030 (see bicycling – below)
4. Reduce vehicle miles of travel
(VMT) and auto ownership
2021 Continuing -
with a goal of
50% reduction
in VMT by 2050
A one percent reduction in VMT
reduces GHG emissions from the
transportation sector by one
percent
5. Adopt a 5 cents per gallon gas
tax with the proceeds dedicated
exclusively to bicycle and
pedestrian facility improvements
within the public right-of-way
2025 Continuing NA
6. Convert existing public parking
lot spaces to electric only vehicle
parking and provide charging at all
spaces.
2025 2035 40.5 metric tons – through the
electrification of auto fleet owned
by Ashland residents
7. Institute paid parking in City
owned lots and on-street spaces
using a variable pricing structure to
provide 85 percent occupancy
throughout the day.
2025 Continuing NA
8. Autonomous vehicle
technologies should be crafted
with pedestrian and cycling safety
in mind, exploiting the automation
of driving and motor vehicle speed
(Intelligent Speed Adaption) with
the goal of eliminating road crash
fatalities (Vision Zero), boosting
vehicle occupancy and utilization
rates, curbing demand for parking,
and reallocating space for better
bicycle facilities.
2025 Continuing NA
9. Change laws and enforcement
practices to better protect people
bicycling and walking
2021 Continuing
(continued next page)
CEAP Implementation Plan Page 20 Draft 04/09/2021
Implementation Strategy Time Frame GHG Emissions Reduction
Start Completion
10. Shift planned transportation
investments to areas and projects
that can most effectively reduce
existing motor vehicle use and
make the pedestrian and bicycle
system safe.
2021 Continuing
11. Institute and expand the
network of electric charging
stations to complement continued
adoption of electric motor vehicles.
2021 Continuing Complementary to and a part of
the 40.5 metric tons noted above –
through the electrification of auto
fleet.
12. Provide for continuous,
uninterrupted flow of non-
motorized traffic on the Central
Bike Path, Bear Creek Greenway
and other mulit-use paths (see
Appendix B)
2030 2030 Place traffic control devices at bike
path/street intersections to
provide the right-of-way to bicycles
and pedestrians.
13. Establish a 10-foot maximum
motorized vehicle travel lane width
for all streets in the city except
where the existing standards
provide for a narrower width
2021 2025 NA
Expected outcomes:
1) Reduced reliance upon single occupant motor vehicles
2) Improved safety for all road users with a goal of Vision Zero (no fatalities).
3) Increased transit, bicycle and walking mode shares
4) Increased adoption of electrified transport by the residents of Ashland.
5) Increased mode choice for all Ashland residents.
6) Improved parking availability coupled with parking revenue enhancements.
7) Maximize existing right-of-way width to provide safe and efficient travel for all
modes.
8) Increased effectiveness of speed enforcement and control.
Bicycle/Pedestrian and other non-motorized modes of travel
Goal 4: Increase the share of “vehicle miles of travel” per capita of people
riding bicycles, walking or using other micro-forms of non-motorized
transportation.
Policy 4-1) Shift planned transportation investments away from motorized transport
and focus on the improvement, safety, convenience, and quality of bicycle and
pedestrian infrastructure within the City.
Policy 4-2) Create transportation network connections for bicycle and pedestrian
travel that minimize out-of-direction travel and reduce total travel time.
CEAP Implementation Plan Page 21 Draft 04/09/2021
Policy 4-3) Design and construct bicycle infrastructure consistent with the National
Association of City Transportation Official’s, Designing for All Ages and Abilities,
Contextual Guidance for High-Comfort Bicycle Facilities (see Appendix A).
Policy 4-4) Extend the existing non-motorized multi-use facilities, and design and
build new ones that serve as connections between major activity centers, the Bear
Creek Greenway, Central Bike Path and the major street network (see Appendix C).
Implementation Strategy Time Frame GHG Emissions
Reduction Start Completion
1.Design and construct bicycle infrastructure consistent with
the NACTO, Designing for All Ages and Abilities, Contextual
Guidance for High-Comfort Bicycle Facilities
2021 Continuing NA – required to
achieve goals for
bike mode share
(see below)
2. Increase bicycle mode share to 12 percent 2021 2030 8.1 metric tons
3. Increase bicycle mode share to 32 percent 2030 2040 16.2 metric tons
(additive with
above)
4. Increase bicycle mode share to 42 percent 2040 2050 8.1 metric tons
(additive with
above)
5. Financially support subsidized bicycle share service
throughout the City
2021 Continuing NA
6. Provide a subsidy for the purchase or lease of bicycles and
e-bikes (excluding those with a retail price of $1,500 or more).
2021 Continuing NA
7. Institute a public education and information campaign that
extolls bicycles as a quick and convenient mode of travel
2021 Continuing NA
8. Implement a bicycle way-finding system 2021 2025 NA
9. Install bicycle charging outlets at 25 percent of public
bicycle parking spaces
2025 2035 NA
10. Install bicycle charging outlets at 50 percent of public
bicycle parking spaces
2035 2050 NA
11. Bike lanes, when they are used, shall be a minimum of 7.5
feet wide (the Copenhagen standard - allowing one bicyclist to
overtake and pass another without merging into the motor
vehicle travel lane). This width includes the drain pan but
must be wider if adjacent to parking.
2021 Continuing NA
12. Expand public bicycle parking throughout RVTD’s high-
capacity transit corridor and increase, generally, the required
bicycle parking requirement pursuant to the City’s
Development Code.
2021 2050 NA
(continued on next page)
CEAP Implementation Plan Page 22 Draft 04/09/2021
Implementation Strategy Time Frame GHG Emissions
Reduction
Start Completion
13. Extend the Central Bike Path and Bear Creek Greenway
(see http://www.ashland.or.us/Files/BIKE_TSP.pdf).
2025 2050
14. Investigate, and design and construct multi-use paths
within Ashland Creek
(http://www.ashland.or.us/Files/Ashland_Creek.pdf), Wrights
Creek (http://www.ashland.or.us/Files/Wrights_Creek.pdf),
Roca/Paradise Creek
(http://www.ashland.or.us/Files/Roca_Paradise_Corridor.pdf),
Hamilton Creek
(http://www.ashland.or.us/Files/Hamilton_Creek_rev.pdf)
Clay Creek
(http://www.ashland.or.us/Files/Clay_Creek_rev.pdf), and
Cemetery Creek corridors.
2025 2050 NA
14. Install and maintain a network of bicycle counters to
facilitate and monitor bicycle use.
2021 2050 NA
Expected outcomes:
1) Reduced reliance upon single occupant motor vehicle transportation
2) Increased bicycle mode share leading to a significant and measurable reduction
in CO2 emissions from the transportation sector.
3) Real mode choice (among equally safe transportation options) for all Ashland
residents.
4) Reduced consumption of gasoline by residents leading to real household savings
which will help to make Ashland more affordable for everyone.
5) Improved quality of life including health and enjoyment.
6) Improved air quality.
Section 7. Conclusion
These strategies, when combined, will substantially reduce CO2 emissions arising from
residents’ transportation choices. Ashland residents’ and out-of-town visitors’ will be less
reliant upon automobiles for travel within the City leading to an estimated 95 percent (76.9
metric tons) reduction in GHG emissions compared to existing levels.
Reducing the auto-centric character of the City will have a profound effect upon the livability
and enjoyment of living in or visiting Ashland. Residents will spend significantly less on
transportation and thus be able to spend an increasing share of disposable income on other
household expenditures.
The unique qualities of the city’s modern transportation system will serve to attract out-door
recreation enthusiasts including mountain bikers and people who ride bicycles on the road
for pleasure. The region’s system of hiking and mountain bikes trails and the beauty of
nearby rural landscapes will serve as magnets to out-of-town visitors. Additionally, the
predominance of non-auto travel will have the effect of making Ashland more interesting
CEAP Implementation Plan Page 23 Draft 04/09/2021
(and tranquil) as a destination, boosting it potential to attract west coast, national, and
international visitors
These changes will have a profound impact on the City’s overall livability. Coupled with our
small-town character and Ashland Fiber Network’s high speeds and reliability, the City will
become the “spot” for remote workers. It is estimated that 29 to 39 percent of the workforce
will work remotely in the future. Attracting these workers to Ashland can serve as a “new”
economic base. This population is likely to be a highly educated and well-paid. (source:
McKinsey, November 2020; https://www.mckinsey.com/featured-insights/future-of-
work/whats-next-for-remote-work-an-analysis-of-2000-tasks-800-jobs-and-nine-countries#)
These new residents will help to support local businesses, pay state and local taxes, and
contribute to the cultural fabric of the community.
These strategies, taken as a whole, are in alignment with the federal Moving Forward Act,1
the federal reauthorization of transportation programs and funding.
1 1 HR2, Moving Forward Act, the pending reauthorization of the federal transportation act:
• Adds shared micromobility, including bikeshare and shared scooters, as an eligible
expense in the Congestion Mitigation and Air Quality (CMAQ) program.
• Defines bikeshare as an “associated transit improvement” in US Code 5302 of Title 49.
• Provides for a 60% increase for the Transportation Alternatives Program (TAP), the
largest federal funding source for bike infrastructure. TAP will allow for more
streamlined, expedited construction of bike lanes.
• $250 million for the Active Transportation Connectivity Grant, which would fund
regionally connected mobility networks.
• $250 million for the Community Climate Innovation Grant, which can be used for shared
micromobility projects that contribute to reducing greenhouse gas emissions.
• A focus on Vision Zero.
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Appendix A
CEAP Implementation Plan 04/09/2021
Appendix B
Conceptual Pedestrian Oriented Plaza
Design
CEAP Implementation Plan 04/09/2021
Appendix C
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Appendix D
General Characteristics of Enhanced Bus Services
* Residential densities expressed in dwelling units per acre (du/ac); employment densities expressed
in number of employees per acre (em/ac), presented as minimum suggested densities. Actual
densities around transit stations vary based on CBD size, distance from CBD to other centers, and
metro area size. Densities based on FDOT TOD Guidelines (www.floridatod.com), from Dittmar and
Ohland (New Transit Towns, 2004) and Zupan (Where Transit Works in 2006, December 2005) and
from the Charlotte multi-corridor planning effort.
**Cores pertain to high-intensity urban cores, i.e., CBDs. Centers are urban neighborhoods, historic
urban centers, and suburban centers, and corridors are links between Core and Centers that include
industrial corridors and new suburban corridors.
Source: https://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0056.pdf
CEAP Implementation Plan 04/09/2021
Appendix E
Commonly Asked Questions
1. How can we be sure that Ashland residents will actually bicycle if the roads are
made safe for cycling?
Survey, after survey, after survey has shown that the majority of residents in an urban
area (51%) are interested in bicycling but concerned for their safety. The majority of
residents are afraid to share the road with motor vehicles. The distribution of residents
by interest in cycling, as shown below, is probably applicable to every urban area in the
nation including Ashland.
Figure 1.
A community survey in Medford, echoing the national survey, found that residents there
had similar attitudes toward cycling.
Figure 2.
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As with the national survey of metropolitan areas (Figure 1), 51 percent of Medford
residents have safety concerns when riding a bicycle on a street or only ride on trails
(Figure 2). Presumably, those who ride only on trails or paths do so to avoid safety
concerns associated with bicycling on streets.
It is likely that residents in Ashland hold similar views. Two key finding of the national
survey illustrate the critical importance of creating bicycle infrastructure that is suitable
for all ages and abilities. These include:
• “The Interested but Concerned adults do represent the largest potential market for
increasing cycling for transportation. Bicycle infrastructure that increases their
physical separation from motor vehicles, such as cycle tracks, increases their
reported level of comfort significantly. This would seem a necessary condition to
increasing their levels of cycling for transportation.
• “There is a correlation between cycling to school as a child and levels of comfort
cycling as an adult. The Enthused and Confident adults were most likely to have
cycled frequently to school as a child, while the majority of No Way No How adults
said that they never rode to school as a child. Cycling to school does not appear to
affect whether an adult within one of the categories is currently cycling for
transportation or recreation, however. Because cycling frequency does vary by
category, these findings do lend support to the hypothesis that increasing cycling to
school could have longer lasting effects on overall rates of cycling.” Four Types of
Cyclists? Examining a Typology to Better Understand Bicycling Behavior and
Potential, Jennifer Dill, page 18.
2. With Ashland's population increase at only 2-3k in the next 30 years is that the
amount of high-density housing you think we need to add?
Ashland’s Preliminary Residential Land Needs Analysis, includes a housing needs
analysis and found the following:
CEAP Implementation Plan 04/09/2021
The analysis estimates that between 429 to 472 duplex, triplex, quadraplex, and
multifamily (5+ units) dwelling units will be needed between 2021 and 2040.
Assuming these needs continue through 2050, they would suggest that between 650
to 700 duplex, triplex, quadraplex, and multifamily (5+ units) dwelling will be needed
between now and 2050.
“The housing strategy primarily addresses the needs of households with
middle, low, very low, or extremely low income. It distinguishes between two
types of affordable housing: (1) housing affordable to very low-income and
extremely low-income households and (2) housing affordable to low-income
and middle-income households. The following describes these households,
based on information from the Ashland Housing Capacity Analysis.
“Very low-income and extremely low-income households are those who have
an income of 50% or less of Jackson County Median Family Income (MFI)
which is an annual household income of $32,600. About 34% of Ashland’s
households fit into this category. They can afford a monthly housing cost of
$820 or less. Development of housing affordable to households at this
income level is generally accomplished through development of government-
subsidized income-restricted housing.
“Low-income and middle-income households are those who have income of
50% to 120% of Jackson County’s MFI or income between $32,600 to
$78,100. About 31% of Ashland’s households fit into this category. They can
afford a monthly housing cost of $820 to $1,630. The private housing market
may develop housing affordable to households in this group, especially for
the higher income households in the group.” (Draft Ashland Housing
Strategy, page 2)
From the above, it is probable that more than half of Ashland households currently need
or would benefit from some form of subsidized, public or affordable housing. It is logical
to project that the housing needs projected from now to 2050 should include a similar
mix of market rate and affordable housing.
3. Looking at your numbers on transit mode share, I have a hard time envisioning
RVTD participation increasing in Ashland up to and beyond the 1.5% goal.
RVTD’s 2040 Plan’s 1.5 percent mode share estimate is based upon the ridership of its
entire system. Route 10, based upon 2018 ridership figures, carried 45 percent of
RVTD’s approximate 1 million passengers in that year. It is also important to note that
not all RVTD routes, as a part of the “preferred system” will operate at 10-minute
headways. Those that do, will enjoy a higher overall share of RVTD’s passengers.
The increasing transit frequencies (from 30-minute headways to 10-minute headways)
have been shown to have a profound impact on ridership. Ridership can grow 700
percent. (https://nacto.org/publication/transit-street-design-guide/introduction/service-
CEAP Implementation Plan 04/09/2021
context/transit-frequency-volume/). Achieving 1.5 percent mode share on Ashland’s
Route 10 (with 10-minute headways with its historically high productivity) should be
easily achieved.
4. I seem to think reduction in vehicle ownership may be more driven by
autonomous self- driving vehicles with a service like the Ashland Connector.
Along with increased private EV purchases this will reduce GHG emissions and
increase safety for pedestrians and bicyclists by reducing collisions.
All those things may turn out to be true. But ultimately, those changes alone will not
achieve net zero by 2050 from the transportation sector. Without significant mode shift,
around 50 percent of vehicle miles of travel in 2050 will be by vehicles with internal
combustion engines. Not to mention the traffic congestion. An article in the New York
Times entitled There is One Big Problem with Electric Cars provides some additional
context for understanding the bigger issue.
Providing viable and safe bicycling and walking infrastructure is critical to achieving a
more equitable transportation system. Not everyone can afford to own their own EV or
summon an Uber like vehicle when they want to visit a friend across town.
5. I like your policies that encourage EV charging.
EV charging is an integral infrastructure for a transportation system powered by
electricity. Conditioning public parking for the use of EV’s is a simple but effective way to
communicate that “EV’s” are the norm and ICE’s are a part of the problem.
6. For bicycling I would love to see participation increase from 2% to 42%, but given
our climate and cost to increase bicycle corridors not sure that can happen.
The climate in the Rogue Valley is unique. But to characterize it as inhospitable to
bicycle use fails to consider other cities where bicycling is the mode of choice for
families, workers, students, shoppers, and everyone else. Below are comparisons of
temperature, rainfall, and snowfall in Medford, Copenhagen and Seville. In Copenhagen,
62% of all citizens commute to work, school or university by bicycle. While Seville, Spain
cut car use 27% in ten years as bike modal share hit 9%,
CEAP Implementation Plan 04/09/2021
CEAP Implementation Plan 04/09/2021
Copenhagen’s winter temperatures are colder and snowier than here in the Rogue
Valley. Yet, “Copenhageners continue to cycle throughout the winter; the volume of
bicycle traffic in the winter is roughly 2/3rds that of the summer.” (source: City of
Cyclists Reduces Approximately 90,000 tons of CO2 per Year and has Over 50
percent of the City’s Population Cycling to Work Everyday.
An eleven-minute long video entitled Cycling in Copenhagen through North American
Eyes is, in fact, an eye opener. Please take a moment to view it. It’ll open your eyes.
Funding public improvements is never easy. The FY 2020 to FY 2025 Ashland
Transportation Capital Improvement Program (CIP) totals $40.6 million with $1.6
million slated for pedestrian improvements and $0.25 million for bicycles.
According to a 2013 report, out of Portland, the cost of at-grade, and raised cycle
tracts runs around $25 and $68 per foot, respectively. In order to add cycle tracts to
Main, Siskiyou, Lithia, Mountain, Oak, Ashland, Tolman Creek and Hersey over the
course of 10 years would cost approximately $5.25 million to $14.3 million,
depending upon design and using the 2013 cost estimates. Adjusting these figures
to account for cost inflation, using the Federal Highway Administration’s highway
construction index, yields an estimated range of $6.25 to $17.0 million in today’s
dollars This estimate does not include the cost of right-of-way, if required.
When it comes time to design and build bicycle infrastructure, the city should do it
once and do it right, and build raised cycle tracts. The improvements can be funded
through the city’s share of state gas taxes, system development charge fees (once
the bicycle improvements are included in the CIP), state and federal grants, and a
local gas tax (if one were to be approved).
Federal funding may be infinitely more readily available under HR2, Moving Forward
Act, the pending reauthorization of the federal transportation act. The Act:
CEAP Implementation Plan 04/09/2021
• Adds shared micromobility, including bikeshare and shared scooters, as an
eligible expense in the Congestion Mitigation and Air Quality (CMAQ) program.
• Defines bikeshare as an “associated transit improvement” in US Code 5302 of
Title 49.
• Provides for a 60% increase for the Transportation Alternatives Program
(TAP), the largest federal funding source for bike infrastructure. TAP will allow
for more streamlined, expedited construction of bike lanes.
• $250 million for the Active Transportation Connectivity Grant, which would fund
regionally connected mobility networks.
• $250 million for the Community Climate Innovation Grant, which can be used for
shared micromobility projects that contribute to reducing greenhouse gas
emissions.
• Places a focus on Vision Zero.
7. Do we have any data on how much bicycling safety can be improved with EVs
with collision avoidance using existing roadways?
A quick review of Google search results suggests that collision avoidance
technologies work best for avoiding crashes with other motor vehicles.
“Autonomous emergency braking (AEB) is an advanced technology designed for
collision prevention and crash severity reduction and is a promising intervention to
improve cyclist safety. AEB technology uses optical sensors, cameras, and radar, or
a combination of these, to detect obstacles. This technology was designed to prevent
crashes between vehicles, but vehicle manufacturers are beginning to add the
capability for vehicles to recognize cyclists as well. The addition of cyclist detection
systems is anticipated to prevent crashes, injuries and fatal crashes. The limitations
of AEB systems include the variability of effectiveness due to daylight and weather
conditions, the difficulties in optimizing these systems for relatively low speeds, and
the inability to predict dangerous or distracted human behavior.” Cyclist Safety, An
Information Source for Decision-Makers and Practitioners.
The real and ever-current risk of severe injury to a bicyclist when struck by an
automobile will not substantially change in the foreseeable future. Consequently,
high-speed, high volume roadways without cycle tracts (protected bike lanes) will not
be utilized by most prospective bicyclists (the 51 percent of Ashland residents – as
noted in question 1). It just isn’t worth the risk.
8. I really like the idea of converting the Plaza to a pedestrian only area.
A pedestrian oriented plaza is a logical step in reducing the auto-centric design of
Ashland. If only one space in the city were to be changed, the Plaza should top the
list. The Plaza as a “pedestrian space” is the way many residents like to conceive of
the area but the reality is that it largely serves as a place to park automobiles
(providing more than 65 spaces roughly equal to the city’s off-street lot at Pioneer
and Lithia). The ring of parking at the Plaza creates a relatively small pedestrian only
island. Additionally, the current configuration squanders the opportunity of nearby
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shop-keepers and restaurants to “spill-out” of their doors to create a more engaging
and lively public space for both residents and visitors.
9. Why is electronic speed enforcement listed among the strategies to reduce the
transportation system’s auto-centric design?
Traffic speed enforcement is one among few police department tasks that can be
automated. Using radar enforcement provides an opportunity for traffic enforcement
officers to be reassigned to other high priority issues.
Table 6 clearly demonstrates the fallacy of the widely held belief that driving 5 MPH
over the speed limit poses little risk of harm.
Yet, driving faster than the speed limit by 5 MPH rarely results in a ticket even
though in a 25 MPH speed zone, 5 MPH is 20 percent faster than the legal limit.
ORS 810.434 establishes an official upper limit for excessive speed. The statute
specifies that only drivers who violate the speed limit by 11 miles per hour or greater
can be cited when evidence of violation is documented using an electronic means.
That statute, also, explicitly limits which Oregon cities can even employ electronic
speed enforcement.
The official permissiveness illustrates just how completely the automobile, as the
dominate, if not the exclusive mode of transportation in most communities, has
undermined the law and subverted basic engineering and safety standards.
Finally, data suggests that a traffic stop or “’catch and release’ program in which
certain members of the community are stopped pretextually, investigated
disproportionately for potential criminality, and then, should no evidence of
wrongdoing appear, allowed to go free without any formal sanction” are
disproportionately experienced by minorities.” (source: Traffic Enforcement Through
the Lens of Race: A Sequential Analysis of Post-Stop Outcomes in San Diego,
California) While there is no evidence to suggest it happens locally using electronic
speed enforcement will ensure that it never does.
Amending the ORS 810.434 to allow Ashland to use electronic speed and red-light
enforcement, and changing the law to authorize citations when drivers exceed (by
any amount) the posted speed limit are essential to wresting away the preeminent
position that motor vehicles have over our community and protecting the lives of
people who chose to walk or ride a bicycle. It is a part of Vision Zero.
Climate Resilient Ashland An Integrated Approach
Existing Goals/Efforts
● Conservation and Climate Outreach Commission – focus is climate education and
outreach and has an ongoing monthly column through Sneak Preview
● Climate Policy Commission – looking to implement a public engagement
campaign about methane and the need to switch to electricity as part of the
CEAP’s larger electrification goal
● City of Ashland – Just released the new climate webpages with the assistance of
our RARE/AmeriCorps intern. The website creates four quadrants of activities,
including the City’s resources for preparing your home for wildfire (adaptation)
and dealing with energy conservation and renewable energy (mitigation). Staff
has launched a three-month Adapt Your Home campaign (March – May) that
started with a climate and wildfire presentation by Ashland Fire and Rescue staff
regarding preparing your home for wildfire.
● Wildfire Safety Commission – has launched a four-month Wildfire Safety
Campaign (April – July) to help people prepare their homes and yards ahead of
fire season as well as do evacuation planning and prepare for smoke.
● Transportation Commission – is doing significant work on many of transportation-
related elements that align with CEAP goals, much of which will require
significant public outreach.
● Civic organizations and faith communities are working on climate related
outreach by hosting engagement efforts on a variety of climate topics, including
both wildfire risk reduction and clean energy.
Realities
● Transforming our energy system is on a fast timeline (less than 10 years) because
of the IPCC warning to stay below 2 degrees Celsius, and rapidly reducing our
wildfire risk is also on a very tight timeline (5 years) to coincide with a FEMA
investment in reducing wildfire risk for our 1,100 highest risk homes.
● Both efforts (wildfire risk reduction and energy transformation) are climate issues
included in the CEAP.
● Both efforts place a high value on social equity.
● The definition of Climate Resilience that the field seems to be circling around
includes climate adaptation and mitigation strategies that are socially equitable.
Resilience is all three.
● Both elements (energy and wildfire risk reduction) are supported by a large
number of people in this community, but they are easily overwhelmed trying to
figure out what is most important for them to invest in on both issues.
● Both elements are looking for more investment from the City – investment that
will be very difficult given our current financial reality, but is very likely easier to
accomplish if they are not in competition.
● Spring campaigns are going to overlap, diluting the message of all of the
campaigns.
Proposed Solution: “Climate Resilient Ashland” - An Integrated Outreach and
Engagement Program
Element 1: Annual calendar with monthly themes
We embark on a multi-year program with each year’s campaign having 11 monthly
themes (January-November). Those themes run the gamut between energy system
transformation (fuel switching, weatherization, consumption, renewable energy, etc.) to
adaptation (wildfire risk reduction, water consumption, etc.).
An 11-month calendar is created through an integrated effort of City Staff and the
Wildfire Safety, Conservation and Climate Outreach, Climate Policy, and Transportation
Commissions. The calendar can be broken into “mini-campaigns” so that there are 3-4
months packaged together, not unlike what is happening right now with the Wildfire
Safety Campaign and the Adapt Your Home spring campaigns.
Each month (or each mini-campaign) is “owned” by a particular entity that is responsible
for providing the content and that theme is carried forward through the articles in the
Sneak Preview (done by CCOC), City communications (monthly newsletter), social media
postings, website banners, etc.
Element 2: Neighborhood Ambassadors
In much the same way that the Ashland Food Project organizes by neighborhoods, this
campaign would do the same. We will soon have a map of 10 evacuation zones. Each
zone
could be split into neighborhoods of roughly 75 homes (note this is likely to be done
through
the Community Emergency Response Team program anyway). We would recruit
“neighborhood ambassadors” for each of the neighborhoods, potentially calling on the
CERT
program infrastructure and volunteers. It is possible to team people up so that there are
two
co-ambassadors to share the work. Commitment is one year at a time.
Quarterly tasks:
Door to door canvassing – knocking and talking with neighbors – and handing out the
flyers related to the current campaign. Flyers will include why it’s important, what is
being asked of them, information about educational events for the next few months
related to the mini-campaign, web information about where to get more info, etc. If a
new family has moved in, the ambassadors will welcome them to the neighborhood
and orient them to this program. If the ambassadors are CERT people, they will also
orient them to that program. It would be best if all ambassadors were CERT
volunteers.
Annual tasks:
Organize 1-2 neighborhood events – block parties, Zoom gatherings, etc. for socializing
and sharing info about the campaign.
Participate in a community-wide event to celebrate progress.
Benefits of an Integrated Campaign
Eliminates competition between wildfire risk reduction and energy system
transformation activities
Allows residents to focus on one thing at a time
Shares the load so that the program can maintain high energy over the year
Leverages existing programs, including CERT, and public interest in the work
Next Steps
1. Determine that the four commissions want to move forward with this integrated
annual campaign
2. Plan the remainder of this year’s programming around natural gas and any wildfire
risk
reduction messages that may need to be publicized in the late summer/early fall
3. Approach the City about deploying CERT for this program to determine feasibility and
potential next steps
Recent Residential Roadway Work
A number of neighborhoods have recently been impacted due to roadway improvement projects
called “Slurry Sealing”. The City is appreciative of everyone’s efforts to park down the street
for a day or two and use different streets than normal to access their home. Many different
comments and theories have popped into local social media about the use of slurry sealing. Our
Public Works Department has put together some background on the topic that might help answer
some of those questions, curiosities and concerns.
When is slurry seal the preferred choice?
Slurry seals are part of the City’s pavement maintenance program that also includes asphalt
overlays and complete rehabilitations. Staff performs inspections of the roadways throughout the
City and uses the Pavement Condition Index (PCI) ranking system to rate the condition of the
roadways. This PCI ranking is used to select roadways for the slurry seal project with the intent
to extend the useful life of the roadway and provide a re-invigorated driving surface.
Slurry seal is a cost-effective maintenance strategy that is used on residential roadways
throughout the community to extend roadway life. Prior to the actual application of the slurry
seal, Street Department staff perform minor maintenance work on the roadways that include
patching and crack sealing. Once this maintenance work is completed a contractor then applies
the slurry seal product that seals the roadway and prevents water from infiltrating the subsurface
and damaging the pavement system.
Public Works completes one large scale slurry seal project each biennium and has employed this
pavement maintenance strategy for decades as part of the total pavement maintenance program.
The current slurry seal project was awarded by the City Council at the June 16, 2020 Business
Meeting, Staff Report.
What actually is slurry seal?
A slurry seal is the application of a mixture of water, asphalt emulsion, aggregate (very small
crushed rock), and additives to an existing asphalt pavement surface. A slurry seal is similar to a
fog seal except the slurry seal has aggregates as part of the mixture. This combined mixture of
the emulsion and aggregates represents “slurry.” Polymer is commonly added to the asphalt
emulsion to provide better mixture properties. The placement of this mixture on existing
pavement is the “seal” as it is intended to seal the pavement surface. Slurry seals are generally
used on residential streets.
How does it work?
Slurry seal is applied in order to help preserve and protect the underlying pavement structure and
provide a new driving surface. Roads chosen for slurry seal applications generally have low to
moderate distress and narrow crack width. Slurry seal applications serve to seal the cracks,
restore lost flexibility to the pavement surface, provide a deep, rich black pavement surface
color, and help preserve the underlying pavement structure.
What roads get slurry seal applied and how often?
Slurry seal is typically applied on either an intermittent or cyclical basis. Location, weather,
traffic loading, and pavement conditions are factors used to determine if a slurry seal application
is appropriate. Roadways selected for slurry seal treatment are commonly those which have
slight to moderate distress, no rutting, and generally narrow crack widths, and where a slurry seal
treatment would help extend the pavement life until resurfacing becomes necessary.
Roadways chosen for cyclical slurry seal applications would typically be treated every five to
seven years.
January 2019 Companion Guide to Video
www.fhwa.dot.gov/federal-aidessentials
Today, most agencies recognize the role
of preventive maintenance treatments in
slowing deterioration, extending the life of
pavement, and reducing the need for costly
repairs.
Historically, agencies react to poor conditions
by either patching potholes or removing or
replacing the top layers of asphalt to restore
the pavement surface. A reactionary approach
often results in conditions fluctuating from
good to poor over time and is less cost
effective. However, much like doing regular oil
and air filter changes for your car, pavement
preservation treatments— such as crack sealing
and slurry seals—work well when done in a
timely manner before the structure is damaged.
Agencies expect their asphalt pavements to last
at least 20 years. To maintain that lifespan,
what is the most cost-effective preventive
maintenance treatment?
That depends largely on the condition of the
pavement and local conditions, such as traffic
and weather patterns, pavement materials, and
community expectations of a smooth ride. For
example, is the pavement condition:
• Excellent, or very smooth
• Good, mostly smooth with minor cracking;
• Fair with wheel path cracking; or
• Poor or very poor with frequent alligator
cracking, rutting, and potholes?
Let’s review commonly used pavement
preservation treatments and see how one local
agency re-evaluated its preventive
maintenance regime to lower pavement life-
cycle costs.
Federal-aid Program Overview
Asphalt Pavement Preservation
Preservation techniques to extend asphalt pavement life.
Federal-aid Essentials for Local Public Agencies
Crack and fog seals are most appropriate for
pavements in excellent to good condition and
can extend the life of pavement by 1 to 4 years.
Routine infiltration of water and debris
deteriorates pavement and weakens its
foundation. Fog Seals — an application of a
specially formulated asphalt emulsion — seals
narrow cracks, restores lost flexibility to the
pavement surface due to asphalt oxidation, and
protects pavement structure.
In addition to cracks being vulnerable to water
intrusion, pavement can develop minor rutting
and other defects that create poor surface
friction characteristics.
When existing pavements develop these
conditions but are still in good condition, some
agencies are able to extend the useful life of
pavements by 3 to 7 years by sealing the
surface with a more robust combination of
asphalt and aggregate.
Chip seals consist of an application of an asphalt
emulsion covered immediately with crushed
rock which combine to form a single layer,
whereas, slurry seals include a single layer of a
paving mixture composed of asphalt emulsion,
aggregate - or very small crushed rocks- and
water.
If the pavement is still in good condition but
shows minor signs of rutting in addition to
water intrusion and surface defects, micro
surfacing can be a good option.
When applying micro surfacing to the surface of
asphalt, crews use a paving mixture composed
of asphalt emulsion, aggregate, water, and
chemical additives. Micro surfacing mixtures are
durable and cure quickly, a priority when quick
traffic return is important.
Once pavement conditions become fair or poor,
thin and ultrathin overlays can extend their
useful life by 5 to 12 years.
Thin overlay materials consist of a dense-graded
mix of asphalt and aggregate prepared in a
plant. Following cold milling to remove surface
Federal-aid Essentials for Local Public Agencies
defects, crews apply a less than 2-inch layer of
materials.
Ultrathin overlay materials consist of a designed
asphalt and small stone mixture that is
prepared in a plant and hauled to the site.
Following the application of a thick layer of
liquid asphalt tack coat, crews apply less than 1
inch of the ultrathin material mixture.
Now let’s see how one municipality reassessed
its pavement preventive maintenance guidelines in an effort to extend pavement life.
For residential streets designed to last 25 years
or more, the municipality has followed these
guidelines since the late 1990’s:
• Year 2: Seal cracks.
• Years 5, 12, and 18: Apply a slurry seal.
• Year 25: Mill and replace the surface.
The city engineer reviewed the data in the
pavement management information system
focusing on the reported pavement condition
and observed distresses. The municipality’s
emphasis on elapsed time between treatments
has produced large fluctuations in the annual
street maintenance budgets due to major
repairs being needed outside of the cycle; this,
in turn has caused the delay of preventive
maintenance activities which is leading to more
streets in poor condition.
Based on the available annual budget, he
concluded that the city’s overall pavement
condition could remain stable, and the overall
life of the pavement network could be
extended several years without substantial
rehabilitation if the city:
• Prioritize maintenance based on pavement
condition rather than elapsed time between
treatments;
• Crack fill and seal pavements that are in
good condition;
• Fog seal roadways to prevent loss of
aggregate when raveling appears; and
• Micro Surface roads when they show signs
of minor rutting.
As the example illustrates, agencies make
better use of available funds when they analyze
pavement life-cycle costs and re-evaluate their
preventive maintenance guidelines.
Preventive maintenance can:
• As with your car, extend the useful life of
the pavement,
• Make effective use of available funding, and
• Reduce the frequency of costly and
disruptive rehabilitation and reconstruction
projects.
Federal-aid Essentials for Local Public Agencies
If some of the techniques highlighted here are
not in your agency’s tool box, contact your local
FHWA Division office or State DOT or ask other
agencies how they have effectively used these
treatments to manage their pavement network
and incorporated these activities into Federal-
aid projects.
Federal-aid Essentials for Local Public Agencies
The content of this
document is not a
substitute for
information obtained
from State departments
of transportation,
appropriate FHWA
Division Offices, and
applicable laws.
Scenarios have been
simplified for emphasis
and do not necessarily
reflect the actual range
of requirements
applicable to the
scenario or this topic.
This document was
created under contract
number DTFH61-13-A-
00001 by the Federal
Highway Administration,
U.S. Department of
Transportation, and is
offered to the public to
heighten and focus
awareness of Federal-aid
requirements within the
local public agencies
community and
reinforces the
importance of these
necessary policies,
procedures, and
practices.
This Companion
Resource is the script
content for the video
production of the same
name.
Additional Resources
The FHWA Policy Guidance Center page has technical information and guidance
materials for Pavement Preservation.
https://www.fhwa.dot.gov/pgc/index.cfm?ddisc=52&dsub=1014
See this FHWA Center for Accelerating Innovation (CAI) webpage for details of
preservation techniques.
https://www.fhwa.dot.gov/innovation/everydaycounts/edc_4/pavement.cfm
This website of the Foundation for Pavement Preservation provides a toolbox with
links to research reports and details for the wide variety of preservation techniques.
http://fp2.org/preservation-toolbox/
This pavement management guidance document provides the necessary tools,
procedures and practices for network-level pavement condition data collection.
https://www.fhwa.dot.gov/pavement/management/qm/data_qm_guide.pdf
Promotional brochure from FHWA effort to clarify when, where, and how of
pavement preservation that can be distributed to stakeholders and management.
https://www.fhwa.dot.gov/innovation/everydaycounts/edc_4/factsheet/pavement_
preservation.pdf