Step 5: Solution Development & Evaluation

Air facilities consist of public and private airports, including international, national, and local aviation facilities. Most air facilities have their own separate master plans that guide the near- and long-term needs of the facility. As such, most local jurisdictions have found it critical to ensure that their TSP is at least consistent with and closely references the facility master plan. Beyond maintaining consistency , the development and evaluation of solutions is mainly focused mainly on improving multi-modal access to the air facility.

The following table identifies elements of the air system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas, and
  
• Should (Should) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows.

Bicycle facilities are elements of the transportation system that enable people of all abilities to travel by bike. At the TSP level, these typically include facilities along streets (e.g., separated bicycle facilities, on-street bike lanes, shared lane pavement markings, and signs), shared-use paths and trails, and facilities at key crossing locations (e.g., enhanced bicycle crossings). End-of-trip facilities (e.g., secure bike parking, changing rooms, and showers at worksites) should be considered where these facilities are typically implemented through the development code. Each facility plays a role in developing a comprehensive bicycle system.

The following table identifies elements of a bicycle system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas and to meet the requirements of OAR 660-012-0610 in metropolitan areas;
• Should (Should ) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Marine facilities consist of navigable lakes, streams, rivers, and similar water bodies and the infrastructure/programs (water taxis, ferries, etc.) that use them for transportation of goods and passengers. While most marine facilities have their own master plans, it is necessary to identify and evaluate solutions within the TSP that are consistent with the master plans as well as solutions that improve access to the facilities.

The following table identifies elements of the marine system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas and
• Should (Should ) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows.

Pedestrian facilities are the elements of the transportation system that enable people to walk or roll throughout the local jurisdiction. These include facilities for pedestrian movement along the planned pedestrian network (e.g., sidewalks on key roadways, shared-use paths, and trails) and for safe roadway crossings (e.g., enhanced pedestrian crossings). Each facility plays an important role in developing a comprehensive pedestrian system.

The following table identifies elements of the pedestrian system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas and to meet the requirements of OAR 660-012-0510 in metropolitan areas;
• Should (Should) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Pipeline facilities typically consist of pipelines and transfer stations that transport natural gas, petroleum products, and water within a community. While most of these facilities are planned, owned, and maintained by private utility companies, it may be necessary to identify and evaluate solutions within the TSP that are consistent with or acknowledge the plans for changes or expansions of the pipeline facilities.

The following table identifies elements of the pipeline system that:

• Should (Should ) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows.
  

Rail facilities consist of all mainline, branch line, and affiliated railroad facilities that are used for the purposes of moving freight (e.g., railyards, rail terminals, rail crossings). Most railroads have developed separate master plans that guide near- and long-term needs of the rail corridors. As such, most local jurisdictions have found it critical to ensure that their TSP is consistent and closely references rail facility master plans. Beyond maintaining consistency, the development and evaluation of solutions tend to focus on rail crossings and improving multi-modal access to rail facilities.

The following table identifies elements of the rail system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas, and
• Should (Should ) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows.

Roadway facilities refer to all state and local highways, arterials, collectors, and local streets that serve passenger cars and other forms of personal motorized transportation. Roadway facilities are the key component of the local and regional transportation network.

The following table identifies elements of the roadway system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas and to meet the requirements of OAR 660-012
• Should (Should ) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Solutions that increase the capacity of the roadway network, as well as other solutions, may be subject to the requirements of OAR 660-012-0830 that addresses enhanced review of select roadway projects.

Public transportation service in communities is generally provided by a local or regional transit agency. Service depends on supportive land uses and densities. The community can plan for transit-supportive land use patterns and support future transit viability by designing and building streets that accommodate transit stops and are accessible from pedestrian and bicycle modes.

The following table identifies elements of the public transportation system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas and to meet the requirements of OAR 660-012-0700 through -0720 in metropolitan areas;
• Should (Should) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Truck freight facilities consist of the public roadway and highway infrastructure that provide for the movement of industrial and commercial goods and services. These facilities may have national, state, and/or local freight route designations, or they may be recognized as critical urban and/or rural truck freight corridors.

The following table identifies elements of the freight system that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas;
• Should (Should) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Transportation Options refers to various programs that connect people to transportation choices, allowing them to bike, walk, take transit, drive, share rides, and telecommute. Transportation Options programs do not address capital infrastructure or service investments – like sidewalks, bike lanes, and transit service. Rather, they provide information and resources to help people learn about their travel options for all types of trips. Transportation Options is also sometimes referred to Transportation Demand Management, or TDM.

The following table identifies Transportation Options solutions that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas and to meet the requirements of OAR 660-012-0145 in metropolitan areas;
• Should (Should) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Land Use

Land use plays an important role in developing a comprehensive transportation system. The amount of land that is planned to be developed, the type of land uses, and how the land uses mix together directly impact how the transportation system will be used in the future. Understanding land use is critical to maintaining or enhancing the transportation system.

The following land use solutions could be considered, particularly in metropolitan communities:

• Mixed-use development. Encourage mixed-use zoning, which allows for a combination of residential, commercial, and recreational activities within the same area.

• Transit-oriented development (TOD). Enable TODs and promote the development of high-density, mixed-use areas around public transit hubs (such as bus stops or train stations). This type of development makes it easier for people to access transit and reduces car dependency.
• Employment hubs. Promote job centers in proximity to residential areas to reduce the need for long commutes. Encourage businesses to locate in areas accessible by public transit.
• Urban design. Create pedestrian-friendly and walkable areas with a focus on human-scale design, making it pleasant and safe for people to walk and bike.
• Special Transportation Areas (STAs). Establish highway segment designations of STAs, Urban Business Areas (UBAs), or Commercial Centers. Establishing an STA, UBA, or Commercial Center designation, as described in the Oregon Highway Plan, recognizes historical settlement patterns and land use and will allow for more compact development patterns along state highways.
• Multi-modal Mixed-use Areas (MMAs) and Climate-Friendly Areas (CFAs).  Consistent with OAR 660-012-0060 and -0300, select specific areas for future development designated to encourage walking, biking, or public transit.  These areas are appropriate for more densely built development and fewer parking requirements.

These land use strategies, whether approached individually or in combination, can help mitigate traffic impacts, reduce congestion, and improve air quality. Changes in land use designations require involved and well-considered public processes and may add time and complexity when pursued; therefore, care should be taken when considering land use solutions concurrent with the development or update of a TSP.

Transportation System Management and Transportation Demand Management

Transportation System Management (TSM) and Transportation Demand Management (TDM) strategies are two complementary approaches to managing transportation and maximizing the existing system. TSM addresses the supply of the system and uses strategies to improve the system's efficiency without increasing roadway widths or building new roads. TSM measures are focused on improving operations by managing capacity during peak times, often with advanced technologies to improve traffic operations. TDM addresses the demand on the system - the number of vehicles traveling on the roadways each day. TDM measures include any method intended to shift travel demand from single occupant vehicles to non-auto modes or carpooling and travel to less congested times of the day.

The following table identifies TSM and TDM solutions that:

• Shall (Shall) be addressed or included in the solutions analysis to meet best practices in non-metropolitan areas;
• Should (Should ) be addressed or included in non-metropolitan and metropolitan areas when locally appropriate and when funding allows; and
• Could (Could) be addressed or included in non-metropolitan and metropolitan areas, although not typically required or critical to the development of most TSPs.

Health Impacts

In Oregon, four of the top eight leading causes of death and disability—heart disease, stroke, diabetes, and cancer—are directly related to physical inactivity. Increasing opportunities for active transportation is an effective strategy for increasing physical activity rates enough to have measurable health benefits. When looking for ways to promote active transportation, it is also important to keep in mind other health issues that are directly related to transportation—exposure to air pollution, unintentional injuries (crashes), and access to resources.

To ensure that active transportation plans and investments do not compromise health outcomes, the following issues should be considered:

• Proximity to high-traffic roadways. Air pollution is most concentrated on and near busy roads (within 300 feet). Developing bicycle and pedestrian networks on nearby low-traffic streets can help minimize exposure to roadway air pollution.
• Connectedness to neighborhood commercial areas and community destinations such as parks and schools
• Safety measures for pedestrians, bicyclists, and transit users, including:

• Lighting
• Mode separation or minimized mode conflict when possible
• ADA compliance
• Signalized or enhanced crossings near bus stops