FILENAME: H:\23\23641 - EXIT 30 IAMP\TASK 3 - IAMP DEFINITIONS AND BACKGROUND\FINAL\FINAL TM1_DEFINITIONS AND

BACKGROUND.DOCX

MEMORANDUM

Date: December 20, 2019 Project #: 23641.3

To: Virginia Elandt and Jeremiah Griffin, Oregon Department of Transportation

CC: Karl MacNair, City of Medford

From: Matt Hughart, AICP, Matt Bell, and Amy Griffiths, Kittelson & Associates, Inc.

Project: I-5 Exit 30 IAMP

Subject: Draft Tech Memo 1: Definitions and Background

The purpose of this memorandum is to provide an overview of the Interchange Area Management Plan

(“IAMP”) for Exit 30 in Medford. Specifically, this memorandum describes the project purpose and

background. It also proposes goals, objectives, evaluation criteria, and the study area.

INTRODUCTION AND PURPOSE

The Oregon Department of Transportation (ODOT), in collaboration with the City of Medford (City), is

required to prepare an Interchange Area Management Plan (IAMP) for the Interstate 5 (I-5), Exit 30 (north

Medford) interchange in accordance with the OR 62: I-5 to Dutton Road Final Environmental Impact

Statement (FEIS), Oregon Administrative Rule (OAR) 734-051, and the Oregon Highway Plan (OHP).

The I-5, Exit 30 interchange is one of two interchanges serving the City of Medford in Jackson County. It

also serves the City of Central Point, Jackson County, the Rogue Valley International-Medford Airport,

and nearby commercial and residential areas. The interchange ramp terminals connect to Oregon Route

62 (OR 62), a state highway providing connections throughout Jackson County.

The purpose of the I-5 Exit 30 IAMP is to protect the function of the interchange by maximizing its capacity

for safe movement of the I-5 mainline, and to provide safe and efficient operations between connecting

roadways. The IAMP must identify management and implementation strategies. The IAMP may result in

policies, ordinances, and other provisions to be adopted into the City’s Transportation System Plan (TSP)

and Comprehensive Plan. The IAMP will also be adopted by the Oregon Transportation Commission as

an amendment to the OHP.

BACKGROUND

Since the 1990s, the Oregon Department of Transportation (ODOT), Rogue Valley Metropolitan Planning

Organization (“RVMPO”) Policy Committee, City of Medford, and Jackson County have recognized that

the approximately 7.5-mile segment of OR 62 stretching from I-5 in Medford through White City has

I-5 Exit 30 IAMP Project #: 23641.3 December 20, 2019 Page 2

Kittelson & Associates, Inc. Portland, Oregon

experienced increasing traffic, congestion and safety problems. This segment of OR 62, also known as

Crater Lake Highway, is a major transportation corridor that is heavily developed with commercial and

industrial uses.

In 1997, ODOT formed a solutions team to address current and future highway capacity needs, improve

intersection operations and provide enhanced transportation safety and multimodal opportunities along

the OR 62 Corridor. The original study area included the I-5/OR 62 Interchange in Medford (also known

as the north Medford interchange or Exit 30) and extended northeast to White City. Due to funding

constraints, this original study area was divided into two units.

Highway 62 Corridor Project Unit 1 improved the north Medford interchange, realigning the I-5 ramps

and reducing congestion and improving safety around Exit 30. Following a series of public meetings for

Unit 2, the project’s Citizens Advisory Committee and Project Development Team selected their preferred

alternative, a 4.5-mile expressway that parallels the Old Medco Haul Road between White City and

Medford. The preferred alternative is described in great detail in the OR 62 FEIS which also identifies a

Split Diamond Interchange at Exit 30 as shown in Exhibit 1 and is the focus of this Project.

Exhibit 1: Split Diamond Interchange from FEIS

I-5 Exit 30 IAMP Project #: 23641.3 December 20, 2019 Page 3

Kittelson & Associates, Inc. Portland, Oregon

In 2009, the Oregon Legislature enacted the Jobs and Transportation Act (“JTA”) which earmarked funds

for part of the 4.5-mile expressway identified in the FEIS. These funds were used to construct the

expressway from OR 62 (near the Whittle Avenue intersection) north to the intersection of OR 62 and

Corey Road. This phase of the expressway was completed in May 2019 and has changed traffic patterns

near the Exit 30 interchange.

The FEIS did not analyze traffic impacts west of the interchange ramps. Two commercial expansions at

the intersection of OR 238 / OR 99 / OR 62 (the “Big X”) southwest of the interchange will result in an

increase in traffic volumes at the interchange. Developable lands at the Big X, which includes service and

general industrial uses, may be rezoned to mixed use and/or residential in the future. These

developments need to be analyzed in the context of the IAMP.

While the FEIS provided a significant amount of information, issues were identified for the split diamond

design interchange which requires additional discussion to inform future decisions. These issues include

(1) the need for a Highway Design Manual (“HDM”) exception for the northbound I-5 ramp due to latent

traffic demand; (2) additional access management strategies for facilities west of Poplar Drive/Bullock

Road; (3) removing and replacing a Bear Creek Greenway bridge; (4) adding two new bridges; (5) the

displacement of two businesses, one of which needs hazmat review; and (6) Section 6(f) determination

for the Bear Creek Greenway. In addition, the FEIS does not provide guidance on how to transition from

the interim solution that was completed in May 2019 with the preferred long-term split diamond

interchange solution.

These issues need to be assessed and documented in the IAMP that can be adopted by the City of

Medford as an amendment to their Transportation System Plan and adopted by the Oregon

Transportation Commission as an amendment to the Oregon Highway Plan.

PROBLEM STATEMENT

The I-5 Exit 30 IAMP will confirm the proposed split diamond interchange design identified in the FEIS

and develop solutions to connect the proposed interchange with the OR 62 bypass while maintaining

access to OR 62. It will also develop and evaluate solutions to address the incremental impacts of traffic

generated by future development and re-development within the IMSA, including the area southwest of

the interchange near the Big X. Finally, it will address the outstanding issues identified in the FEIS to

ensure the long-term viability of the interchange to facilitate movement between I-5, OR 62, and the OR

62 bypass.

INTERCHANGE MANAGEMENT STUDY AREA (IMSA)

To provide a comprehensive study and to achieve effective results, the IMSA includes developable and

re-developable properties and major roadways that could significantly affect the function of the

interchange over the next 20 years. At a minimum, the IMSA includes properties, as well as all access

points within ½-mile from the interchange ramp terminals as defined by the IAMP Guidelines. Figure 1

presents the draft IMSA map.

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City of Medford

I-5 Exit 30 IAMP December 2019

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Coordinate System: NAD 1983 2011 StatePlane Oregon South FIPS 3602 Ft IntlData Source: Delete if there isn't one.

Interchange Management Study AreaMedford, Oregon

0 1,000 2,000 Feet

I-5 Exit 30 IAMP Project #: 23641.3 December 20, 2019 Page 5

Kittelson & Associates, Inc. Portland, Oregon

Operations and Access Study Area

The Operations and Access Study Area includes all access points and intersections within the IMSA and

encompasses those key intersections that have the potential to affect traffic operations in the

interchange area over the 20-year planning period. These study boundaries identify the area for which

operational analysis will be completed and the area that will be considered for the Access Management

Plan. The study intersections include:

1. OR 99 / Table Rock

2. OR 62 / OR 238 / OR 99 / Court Street / N. Riverside Avenue

3. OR 62 / Rogue Valley Mall entrance (west)

4. OR 62 / Rogue Valley Mall entrance (east, at Target)

5. OR 62 / I-5 Southbound Ramp Terminal

6. OR 62 / I-5 Northbound Ramp Terminal

7. OR 62 / Biddle Road (north end of jug handle)

8. OR 62 / Biddle Road (south end of jug handle)

9. Biddle Road / Hilton Court

10. Hilton Court / Fred Meyer Parking Lot Entrance

11. OR 62 / Bullock Road / Popular Drive

12. Poplar Drive / Hilton Road

13. OR 62 / Sky Park Drive

14. OR 62 / Whittle Avenue

15. OR 62 / Delta Waters Road

Land Use Study Area

The Land Use Study Area includes all properties located roughly within the Operations and Access Study

Area and beyond in order to incorporate developable and re-developable properties that have the

potential to significantly affect the interchange functions. Properties identified with potential to affect

the interchange include those that are expected to use the interchange as the primary connection to I-5.

For the purpose of this study, the Land Use Study Area will include properties located north and south of

OR 62 within the Medford City limits, roughly between the Central Oregon and Pacific Rail Line and the

current OR 62 Expressway connection to OR 62.

GOALS AND OBJECTIVES

The primary goal of the IAMP is to protect the function of the interchange for the next 20 years while

accounting for changes in land use and traffic patterns. As stated in Policy 3C of the Oregon Highway

Plan, “it is the policy of the State of Oregon to plan for and manage grade-separated interchange areas

I-5 Exit 30 IAMP Project #: 23641.3 December 20, 2019 Page 6

Kittelson & Associates, Inc. Portland, Oregon

to ensure safe and efficient operation between connecting roadways.” To this end, the following draft

objectives have been developed based on this goal and the scope of work for this project:

1. Consider the surrounding contextual land use, roadway network, and pedestrian, bicycle, and

transit systems;

2. Provide for efficient connectivity, right-of-way, and access control in the analysis area of the

interchange;

3. Refine and prioritize improvements needed to maintain acceptable traffic operations at the

interchange while providing safe access to adjacent land uses for all modes of transportation,

including people walking, people biking, and transit users;

4. Provide plans for improved local street connectivity in the Project area while limiting cul-de-

sacs or other non-connected streets;

5. Evaluate existing and potential land use designations, intensities, conditions, and actions that

could have favorable effect on the facility or an adverse effect on the facility;

6. Include implementation policies to be adopted into the City and County comprehensive plans,

transportation system plans, interchange access standards, and zoning ordinances, as

appropriate; and

7. Develop alternatives that consider the surrounding topographical context, environmental

impacts, construction cost, and potential phasing strategies.

These objectives will be reviewed with members of the Planning Advisory Committee (PAC) before they

are finalized.

APPENDIX

Include the Review of Plans and Policies – TM #1 Appendix