CENTRAL OREGON INTERGOVERNMENTAL COUNCIL DRAFT FINAL ODOT REGION 4 PARK AND RIDE LOT PLAN

Transcription

1 CENTRAL OREGON INTERGOVERNMENTAL COUNCIL DRAFT FINAL ODOT REGION 4 PARK AND RIDE LOT PLAN July 2013 i

2 Prepared by: Central Oregon Intergovernmental Council 334 NE Hawthorne Ave. Bend, OR In coordination with project partners: Mid-Columbia Economic Development District 515 East Second Street The Dalles, OR And Klamath County Planning Division 305 Main Street Klamath Falls, OR Accepted By: Central Oregon Area Commission on Transportation DATE Lower John Day Area Commission on Transportation DATE South Central Oregon Area Commission on Transportation DATE This project funded by the Oregon Department of Transportation Flexible Funds Program and the Central Oregon Intergovernmental Council. 3

3 Committee Members Project Management Team Bill Adams, Klamath County Planning Department Scott Aycock, Central Oregon Intergovernmental Council Tamara Geiger, Central Oregon Intergovernmental Council Devin Hearing, Oregon Department of Transportation Scott Turnoy, Mid-Columbia Economic Development District Technical Committee Central Oregon Jeff Monson, Commute Options Tyler Deke, Bend MPO Karen Friend, Cascades East Transit Joni Bramlett, ODOT-PTD South Central Oregon Beverly Leigh, Klamath County Public Health Sandra Fox, City of Klamath Falls Ernie Palmer, Basin Transit Darwin Johnson, Lane County Lower John Day Area Marty Matherly, Wasco County Public Works Dan Schwanz, Columbia Area Transit/The Link Transportation Network Brad DeHart, ODOT 4

4 CONTENTS Page 1 Introduction Existing Conditions Overview Stakeholder Interview Summary Demand Estimates Prioritized List of locations Priority Lot Profiles The Dalles Transit Center Wal-Mart (Bend) Cascade Village Shopping Center Area (Bend) La Pine Park and Ride Lot Existing Formal Lot Safeway (Madras) Erickson s Thriftway (Prineville) COCC/WorkSource (Redmond) Rite Aid/DMV/Cinemas (Redmond) Klamath Fire Department District 4 (Klamath Falls) Cost Considerations Implementation Steps Appendix A Stakeholder Interviews and Questionnaire Appendix B ODOT Region 4 Formal, Existing Informal, and Potential Park and Ride Lots80 Appendix C Current and Future Demand Estimate Criteria and Scoring Appendix D Outreach, Engagement, and Adoption Table of Figures Page Figure 1 ODOT Region Figure 2 Region 4: Formal Park and Ride Lots Figure 3 Region 4 Priority Demand Markets Figure 4 High Priority Park and Ride Lot Locations Figure 5 Park and Ride lot Locations Scoring Figure 6 Line Item Costs for Park and Ride Lot Development Figure 7 Park and Ride Lot Cost Estimate Figure 8 Park and Ride Lot Inventory Figure 9 Current Potential Demand for Park and Ride Lots by Directional Commute

5

6 1 INTRODUCTION This plan identifies, prioritizes and provides preliminary design & cost information for Park and Ride lots in areas of Oregon Department of Transportation (ODOT) Region 4. The American Association of State Highway and Transportation Officials (AASHTO) defines Park and Ride lots as: Park-and-ride lots can be classified as intermodal transfer facilities. They provide a staging location for travelers to transfer between the auto mode and transit or between the single occupant vehicle (SOV) and other higher occupancy vehicle (HOV or carpools) modes. With planning and forethought, park-and-ride lots can serve a much wider array of intermodal transfers, thereby increasing the activity at the park-and-ride facility, and better integrating it with the surrounding community. Other modes potentially supported by a park-and-ride facility include: pedestrian, bicycle, paratransit, carpool and vanpool, intercity bus transit, airport service, intercity rail, and other modes, based on the location and opportunities available. 1 Park and Ride lots: are important to providing a multi-modal transportation system in Region 4 and their development provides an efficient connection between auto, bike, and pedestrian modes and carpool, vanpool, and local/regional transit. facilitate alternatives to medium to long single occupancy vehicle (SOV) commute trips, thus reducing greenhouse gas emissions and critical resource use; reduce the need for additional travel lanes on the roadway systems and reduce miles traveled by single occupant vehicle; help build livable communities by creating more cost-effective connections between people and their destinations. This Plan includes an analysis of existing formal and informal Park and Ride lots as well as potential lots across Region 4, and prioritizes lot development and enhancements to existing lots. While the Plan prioritizes specific markets and sites, in reality Park and Ride lots are developed opportunistically and the Plan should not be read as precluding additional locations. Any new proposed facilities could be analyzed using the same prioritization criteria and designated or built as appropriate. There are currently no formally-designated Park and Ride lots or rideshare programs in Region 4 outside of the Central Oregon Area (Jefferson, Crook and Deschutes counties). ODOT Region 4 has funded an analysis of rideshare feasibility in the Lower John Day (Wasco, Sherman, Gilliam, and Wheeler Counties) and South Central Oregon (Klamath and Lake Counties) Areas and preliminary findings from this work suggest that there is interest and demand for an expanded rideshare program in these areas. This Region 4 Park and Ride Lot Plan project is a natural complement to current rideshare outreach. 1 AASHTO Guide for Park and Ride Facilities, p. 3 7

7 [ODOT Region 4 Park and Ride Lot Plan] Regional Context ODOT Region 4 is one of five administrative geographic areas of the Oregon Department of Transportation. Region 4 is charged with the safe and effective construction, operation and maintenance of US and State highways from the shores of the Columbia River to the California border and from the crest of the Cascade Range well into the Oregon High Desert. Region 4 is comprised of the following counties: 1) Lower John Day Area Wasco, Sherman, Gilliam, Wheeler; 2) Central Oregon Area Crook, Deschutes, and Jefferson; 3) South Central Oregon Area Klamath and Lake. Figure 1 ODOT Region 4 The region is generally rural, with dispersed urban areas. The total population is 304,508 2 over approximately 28,490 3 square miles (population density of 10.4 persons/square mile). Long distances separate the three major population centers of the region: The Dalles, Redmond/Bend, and Klamath Falls. U.S. Highway 97 is the primary north-south corridor, connecting Klamath Falls to the Central Oregon Area cities and continues north through Washington. Interstate 84 runs along the Washington border and the Columbia River to connect the The Dalles and other Lower John Day Area communities with Portland and Interstate 5 to the west and U.S. 97 to the east. U.S. Highways 20 and 26 run east- 2 U.S. Census Bureau, American Community Survey, Year Averages 3 U.S. Census Bureau, Census

8 [ODOT Region 4 Park and Ride Lot Plan] west through the center of the Region. These corridors are used extensively for long-distance commute and other trips, which will be discussed in further in Section 4, Demand Estimates. Assumption: Nature of the Demand for Park and Ride Lots in Region 4 Region 4 is primarily rural with low population density and traditionally heavy reliance on the personal vehicle. In most communities, there is not sufficient congestion, high parking fees, or parking limitations to support the development of rim lots 4. However, there are locations within the Region which may be approaching, or will soon approach, the densities and parking constraints sufficient to merit consideration of rim lots. These locations are identified in the notes section of Figure 5 and may warrant further study. The rising cost of single-occupancy vehicle (SOV) trips is incentivizing a growing number of commute options as many live far away from major destinations and job centers. Park and Ride lots use will therefore be focused primarily on providing an efficient transition point from SOV travel (as well as biking and walking) to lower-cost carpool, vanpool, and transit trips for longer-distance commutes between Cities. Methodology This plan evaluates Park and Ride lots throughout Region 4 in order to identify the best locations to provide residents with travel options for the highest demand trips. The methodology to determine the feasibility of different Park and Ride lots is outlined below: 1. Stakeholder Interviews. Conducted interviews with technical experts and stakeholders from each community in order to develop a list of existing formal, informal and potential Park and Ride lots in Region 4. Definitions: Joint or Shared use lots. Park and Ride shares a parking lot with other designated use; such as, church, grocery store or mall. Development is often opportunistic. Advantage is minimal construction cost and relatively quick development. Formal. Formally designated by government or transportation authority to be used for Park and Ride. May or may not be a joint or shared use lot. Informal. Not formally designated by government or transportation authority but is currently used for Park and Ride activities. Often a joint or share use lot but sometimes an unimproved area on the side of a road or other similar use. Potential. Potential lots that have been recognized based on location, ownership, or land availability. No current Park and Ride activity at the facility. May be developed as a standalone Park and Ride lot or be a joint or shared use lot. 2. Data Collection. Collected additional data about zoning, utilization and access (bike, pedestrian, transit) for the identified sites. 3. Commuter Statistics/Primary destinations. Determined commuter demand between communities in Region 4. Developed demand estimates to prioritize different commute origin to destination community markets. 4. Prioritization. Prioritized potential Park and Ride lots based on ability to serve identified demand and three other criteria cost, access, and local area considerations. 4 Rim lots are park and ride facilities that allow in-bound commuters to park at the edge of dense urban areas and take transit often light rail or rapid transit to city centers and other employment areas. 9

9 [ODOT Region 4 Park and Ride Lot Plan] 5. Site Identification. Identified nine sites (7 in Central Oregon, 1 in Lower John Day Area, and 1 in Klamath and Lake Counties) that could serve primary commute market destinations/directions. Conducted preliminary due diligence on the sites feasibility as park and ride lot facilities. The final details of site development e.g. design, engineering, use agreements, etc., were outside the scope of this process. 6. Cost estimates. Investigated general cost estimates for the development of parking lots through interviews with local public works and ODOT project managers and private construction firms. Limitations This plan relies on demographic, economic and travel data in addition to local expert evidence gathered in interviews with community stakeholders. U.S. Census Longitudinal Employer-Household Dynamics (LEHD) commute data was used to determine the commuter demand between different Cities and CDPs in Region 4. Many rural communities and unincorporated areas are not included in Census data collection and therefore could not be analyzed for the purposes of this plan. Noteable communities include Crooked River Ranch and Juniper Canyon in Prineville. Also, persons living in unincorporated areas north of La Pine may be served by Park and Ride (see Commercial Store location in Appendix B). While these communities could not be analyzed due to limited data, future identification of Park and Ride lot sites serving these areas should be considered and could be analyzed using similar criteria. 10

10 [ODOT Region 4 Park and Ride Lot Plan] 2 EXISTING CONDITIONS OVERVIEW This section provides information on existing Park and Ride lot infrastructure as well as programs that enhance Park and Ride lot functionality, such as transit and transportation demand management programs (TDM). Existing Formal Lots Figure 2 outlines the existing formal Park and Ride Lots in Region 4 (all are located in Central Oregon). Opportunities and challenges associated with each site are identified in the notes section. 11

11 [ODOT Region 4 Park and Ride Lot Plan] Figure 2 Region 4: Formal Park and Ride Lots Name Address City Spaces Zoning Utilization 5 Bike 6 Ped 7 Transit 8 Paved Lights Shelter Bike Rack Sunriver Marketplace Park and Ride Mount Bachelor Park and Ride ODOT Park and Ride Bend Park and Ride: Powell Butte Hwy Cottonwood Rd. SW Simpson and Columbia Empire Blvd. Powell Butte Hwy and E Hwy 20 Sunriver 6 Commercial District (SUC) Bend 200 Light Industrial (IL) 1-5 Yes NI NI X X X 10+ during ski season Yes Yes Yes X X X X Bend 8 Light Industrial (IL) 1-5 Yes Yes Yes X X X Bend 10 La Pine Park and Ride Burgess Rd La Pine 25 Prineville Park and Ride Sisters Pumphouse Park and Ride Terrebonne Park and Ride 305 NW Madras Hwy Prineville 12 Multi-Use Agriculture (MUA10) La Pine Community Facility Limited (LPNCFL) Light Industrial (M1) 1-5 Yes NI No 10+ Yes NI Yes X X X 5-10 Yes NI Yes Notes Demand for P&R in this location is low. Not recommended for additional investment. Used primarily for shuttle to Mt. Bachelor Ski Resort. Incorporated into new building s parking lot. Bike racks designated for P&R users. Low use due to poor visibility and access. Low demand and minimal use. Not recommended for any future investment. Very popular, especially for transit use. Not ADA accessible and unsafe access. Not recommended for future investment, may be decommissioned. 591 E Hwy 20 Sisters 6 Commercial (C) 1-5 Yes Yes Yes X X Lacks promotion N Hwy 97 Terrebonne 5+10 overflow Commercial 10+ Yes Yes Yes X X High demand. Difficult left turn onto 97 South for bus. 5 Anecdotal from stakeholder interviews 6 Bike Access. NI = Needs Improvement, Yes = Bike access from community nearby. 7 Pedestrian Access. NI = Needs Improvement, Yes = Sidewalks connect residential to the lot. 8 Transit Access. NI = Needs improvement, Yes = Located on a local or commuter shuttle route. 12

12 [ODOT Region 4 Park and Ride Lot Plan] Public Transit Service Central Oregon In Central Oregon, public transportation is provided by Cascades East Transit (CET), which is operated by the Central Oregon Intergovernmental Council. CET service is offered within and between the 8 incorporated cities of Central Oregon. CET provides the following types of service across the region: Bend Fixed Route and Complementary Dial-A-Ride. CET provides 7 fixed routes in Bend, with routes running from approximately 6:15am to approximately 6:20pm. The routes all converge at Hawthorne Station, which is also the hub for the Bend-Redmond and Bend-La Pine shuttles. CET also offers complementary paratransit (DAR) available to any eligible individual (persons with disabilities and low-income senior citizens) within the city limits. Routes run at full service (40 headways) from Monday to Friday, and operate from 8am to 5pm on an 80-minute headway on Saturdays. Local General Public Dial-A-Ride. CET provides local dial-a-ride (reservation-based) service to any members of the public in the following Central Oregon communities: La Pine, Madras, Prineville, Redmond and Sisters. Service hours vary from community to community, but are generally 7am to 5:30pm, Monday through Friday (with the exception of Sisters where service is only offered on Tuesdays from 9am to 3:30pm). Service areas are the designated urban growth boundary (UGB) in all communities except for Sisters and La Pine, where local settlement patterns justify a broader service area that includes significant areas outside the UGB. Community Connector Shuttles. CET provides fixed-schedule Community Connector Shuttles connecting all 8 incorporated cities. The shuttles run Monday-Friday, on various schedules. The shuttles all pick up and drop off at central transit hubs in each community, from which riders can transfer to local transit services. Lower John Day Area In the northern section of Region 4, public transportation is provided by each county: Wasco, Sherman, Gilliam, and Wheeler counties: Wasco County. Public transportation is provided by Mid-Columbia Council of Governments, which administers The Link Transportation Network, providing Dial-A-Ride services to The Dalles area. The Link offers regular shopping trips around The Dalles on Mondays and Wednesdays. The Link also connects to Columbia Area Transit in Hood River on Thursdays for a fixed-route to Portland. The Link Dial-A-Ride is available on weekdays by reservation with office hours of 8am- 5pm. Columbia Area Transit, which is based in Hood River, provides a fixed-route intercity connector service between Hood River and The Dalles three times a day on weekdays, which runs from 6am-6:30pm. There is also a volunteer-driven Dial-A-Ride service for seniors and individuals with disabilities that serves south Wasco County communities. Sherman County. Public transportation is provided by Sherman County Community Transit, which offers Dial-A-Ride services throughout Sherman County on weekdays from 8am-5pm (office closed on Fridays), as well as a regular trip from Moro to The Dalles on Mondays and Thursdays leaving Moro at 8am and departing The Dalles at 2pm. Gilliam County. The Senior Services department of Gilliam County provides Dial-A-Ride services with volunteer drivers for seniors, individuals with disabilities, and the general public throughout the county as space is available. Service is offered Monday-Friday on a variable 13

13 [ODOT Region 4 Park and Ride Lot Plan] schedule to meet the needs of county residents/passengers, primarily those in the areas of Arlington and Condon. Passengers must reserve a ride 36 hours in advance. Wheeler County. Wheeler County Community Transportation (WCCT) provides Dial-A-Ride service for seniors, individuals with disabilities, and the general public as space is available. Service is offered to residents throughout the county, primarily in the areas of Fossil, Spray, and Mitchell and uses volunteer drivers. Service is available on weekdays and passengers must reserve a ride at least two days in advance. WCCT makes frequent trips to Bend, Redmond, Prineville, Madras, and The Dalles. Klamath and Lake Counties In the southern part of Region 4, public transit service is primarily provided by Basin Transit Service in Klamath Falls. Klamath County. Basin Transit Service (BTS) provides service in and around the urban area of Klamath Falls. BTS operates a fixed route program with six (6) routes, including two routes in the downtown area. Buses operate generally from 6:30 AM to 7:00 PM. BTS also operates a dial-aride service for seniors and people with disabilities. The Klamoya Tribes operate a shuttle from Chiloquin to Klamath Falls on a weekly basis. The Klamath Basin Senior Citizens Councils operates an on-call shuttle around the Klamath Falls area. Lake County. No fixed route transit service exists in Lake County. A shuttle operates for seniors at the Lake County Senior Citizens Association in Lakeview. Transportation Demand Management (TDM) Program Overview Central Oregon Commute Options for Central Oregon is the TDM program advocate and provider across ODOT Region 4 9 and offers several programs, including vanpool programs, carpool ride-matching (as regional administrators of the 3-state Drive Less Connect program), park and ride lot development and marketing, and a transportation options rewards program: Advocacy and Outreach. Commute Options has been the primary regional organization advocating for non-sov modes since the early 1990s, and has worked to promote non-sov infrastructure (e.g. park and ride lots, bike corrals, pedestrian facilities), public transportation, carpool and vanpool programs; outreach to citizens and organizations; policy advocacy to local governments and state agencies; and more recently the Safe Routes to Schools program and transportation Health Impact Assessment policy advocacy. Drive Less Connect regional administrator. Drive Less Connect is a tri-state (OR, WA, ID) online rideshare and TDM tracking program that helps interested users and organize carpools, identify bike buddies, and track out-of-pocket savings accrued from non-sov trips. It is also the reporting basis for the rewards program described in the next section. Commute Options Partners (COPs) and Reward Program. Commute Options enlists the involvement of area businesses, non-profits, and government agencies as TDM partners. 9 In the areas of Region 4 that are outside Central Oregon, Commute Options partners with and works through local entities most recently the Mid-Columbia Economic Development District in the Lower John Day Area and Klamath County Public Health in the South Central Oregon Area. 14

14 [ODOT Region 4 Park and Ride Lot Plan] Interested organizations pay a fee of $50-$500, depending on number of employees, and designate an Employee Transportation Coordinator (ETC) to act as a liaison with Commute Options and to oversee TDM activities and rewards programs. The ETC registers employees into the Drive Less Connect online database, and assists with reporting their non-sov commute (and other) trips. The COPs fee helps pay for a rewards program in which employees are eligible to receive $25 gift certificates to area businesses after every 45 non-sov work round trips (home to work and back). Only employees with COPs are eligible to receive this award. 10 Vanpool Program. Commute Options does not directly provide vanpool services, however it assists interested employers and employees in accessing the vanpool programs offered by Enterprise and V-Ride, in which companies lease vans that are then driven by vanpool participants. Currently, V-Ride leases 9 vans serving 91 US Forest Service employees; Enterprise leases 1 van serving 13 riders, and Sunriver Resort operates their own van serving 9 employees. Lower John Day Area Advocacy and Outreach. In partnership with Commute Options, Mid-Columbia Economic Development District (MCEDD) hosts a Project/Mobility Manager position, who is responsible for coordinating public transportation agencies and services in Wasco and Sherman counties, as well as Hood River, Klickitat, and Skamania counties. Drive Less Connect/Commute Options. The MCEDD Mobility Manager promotes commute options programs in the region and works with employers in Wasco and Sherman counties to promote the use of Drive Less Connect, sign up employers as Commute Options Partners, and generally increase awareness of and participation in ridesharing programs throughout the region. Klamath and Lake Counties Drive Less Connect. Commute Options for Central Oregon is contracted by ODOT to provide TDM outreach and administers the Drive Less Connect program in the South Central Oregon Area. As of this writing, Commute Options was working to identify a sub-contracting partner with which to work in the Area. 10 COPs fees don t cover the entire cost of purchasing the gift certificates; other sources include the City of Bend. 15

15 [ODOT Region 4 Park and Ride Lot Plan] 3 STAKEHOLDER INTERVIEW SUMMARY Stakeholder interviews were conducted with key representatives in each community in order to generate a comprehensive list of existing formal, informal and potential Park and Ride lots in Region 4 as well as to understand issues and opportunities salient to park and ride lot demand and usage. The stakeholder committee list, interview questionnaire and a complete summary of the stakeholder interviews are included in Appendix A. The comprehensive list of all existing formal, informal and potential Park and Ride Lots is included in Appendix B. In addition to the list of lots, the following opportunities and challenges for Park and Ride Lot development in the region were identified in the interviews: General Findings Challenges It is less convenient to use Park and Ride lots to connect to transit or carpools than to drive alone. Lack of traffic and ease of commuting between communities weakens demand. Rural communities have ample space for parking and may not need designated Park and Ride lots (rim lots). Opportunities The greatest demand for park and ride lots will be for lower-income households traveling long distances. Demand for Park and Ride Lots could increase with rising gas prices. Demand could increase with development of enhanced transit services to desired destinations. Sharing existing parking lots may be the easiest, most cost effective option and promotes economic development. Increased economic growth could increase demand for Park and Ride lots. Greater promotion and marketing of the location and purpose of P&R lots could increase demand. Perceived Stakeholder Demand for Park and Ride Lots Central Oregon Crook County Medium to Low Bend Medium Redmond Medium Sisters Unknown South Deschutes County Medium to High Jefferson County Low to Medium 16

16 [ODOT Region 4 Park and Ride Lot Plan] Klamath and Lake Counties Klamath and Lake Counties Low/Undefined Lower John Day Area Gilliam County Medium to Low Sherman County Medium Wasco County Medium to High The Dalles/Wasco County Medium Wheeler County High 17

17 [ODOT Region 4 Park and Ride Lot Plan] 4 DEMAND ESTIMATES Priority Markets As stated in the opening section, a key assumption for this plan is that the primary purpose for park and ride lot use in Region 4 will be to provide access to lower-cost transportation options for long-distance commutes. Each of these commutes can be identified as an origin-to-destination trip pair. Due to the scale of this project, origins and destinations were only analyzed at the whole-community scale (rather than, for instance, different areas or neighborhoods within communities). Persons living in Bend and commuting to Redmond are one trip pair, and commutes from Redmond to Bend form a separate trip pair. Trip pairs that travel in the same direction, for instance persons living in The Dalles and commuting west to Hood River or to Portland, are accumulated into one market The Dalles-west. There are hundreds of individual long-distance commutes in Region 4 and many dozens of markets. In order to provide a basis for prioritizing new park and ride lot development, it is necessary to understand which of these markets are sufficient to generate potential park and ride lot usage. The identification of priority markets was based primarily on the number of directional commutes per day for each trip pair. High market demand was defined as 450+ commutes per day and medium market demand was commutes per day. Some discretion in scoring was allowed in areas that were known to have higher than average demand for alternative commute options. For example, the La Pine-north market was changed from a score of low (70 commutes per day) to medium due to higher poverty, a higher-than-average rate of non-sov mode use, and known high demand for the existing Park and Ride Lot at Wickiup Junction. 11 The Demand Estimate criteria are explained in full in Appendix C. Figure 3 shows the priority commutes for Park and Ride Lot use in ODOT Region U.S. Census Bureau and U.S. Census LEHD OnTheMap 2010 data sources were used for the characterization of markets: population, poverty rate, commute origin and destination, destination employment, and alternative commuting (carpool and transit). 18

18 [ODOT Region 4 Park and Ride Lot Plan] Figure 3 Region 4 Priority Demand Markets Origin Direction Destinations Number of Commutes Commuter Demand Redmond South Bend, Tumalo 2,226 High Bend North Redmond, Madras, Eagle Crest 1,787 High The Dalles West Hood River, Portland, Gresham, Tigard, Odell, Milwaukie 819 High Prineville West Bend, Redmond 721 High Bend South La Pine, Three Rivers, Sunriver 678 High Klamath Falls West Medford, Ashland 488 High Madras North Warm Springs 351 High Bend East Prineville 325 Medium Sunriver North Bend 265 Medium Bend West Sisters 201 High Redmond East Prineville 199 Medium Redmond North Madras 168 Medium Klamath Falls South Merril 108 Medium La Pine North Bend 70 Medium 19

19 [ODOT Region 4 Park and Ride Lot Plan] 5 PRIORITIZED LIST OF LOCATIONS Site evaluation criteria Upon identifying the high and medium markets, the existing formal or informal lots and potential new Park and Ride Lots at the origin side of the markets were then scored according to criteria (see Appendix B for a list of all identified sites). The prioritization criteria were developed based on the opportunity for Park and Ride lot investment to be successful, including potential ridership (based on market demand and lot location), site access, cost, and existing amenities. Following is a description of each criterion: Market Demand. The score for Market Demand was based on commuter demand for the corridor (U.S. Census 2010, LEHD OnTheMap data) and the location of the lot within the community to enable it to serve the maximum number of commuters with minimal out of direction travel. (weight = 1.5) Potential Cost. The score for Potential Cost considered a variety of factors including: the presence of existing amenities (primarily paving but also other amenities such as lighting, ADA sidewalks, etc.), even slope (to minimize grading cost), an existing relationship with a landowner (public-private partnership opportunity) and knowledge of any environmental concerns in the proposed area. (weight = 1.3) Access. Convenient arterial access and a long-distance transit route stop (e.g. a commuter service that could serve the market demand) were the primary criteria for the Access score. Also considered were bike/pedestrian access, local transit access, and visibility of the lot from a highway or major arterial. (weight = 1.3) Local Area Considerations. Local Area Considerations are factors such as zoning and local government policies, residential proximity and neighborhood impact (would the neighborhood oppose the sighting of the lot), and perceived safety/security. (weight = 1.0) P&R Lot Development Opportunity Locations The Project Management Team scored the lots, and nine priority sites were identified within the top 15% of scores. Seven sites were identified in Central Oregon, one in the Lower John Day Area and one in Klamath and Lake Counties. The two identified Redmond sites are redundant; if it proves difficult to develop a shared-use agreement for the site along Highway 97, the COCC site would be developed. The Plan does not promote the development of both sites. Figure 4 shows the resulting high-priority locations and Figure 5 shows the scores for all formal, informal or potential lots that were located in a community at the origin end of a high or medium market. 20

20 [ODOT Region 4 Park and Ride Lot Plan] Figure 4 High Priority Park and Ride Lot Locations Location Address Market Served Score Safeway parking lot 80 NE Cedar St. Madras N 15.3 Rite Aid/DMV parking lot SW Odem Medo Road Redmond S 15.3 Wal-Mart Area Pinebrook Rd. Bend - S 14.0 Cascade Village Shopping Center Area N Hwy 97. Bend - N 14.0 Erickson s Thriftway parking lot 315 NW 3 rd St. Prineville W 14.0 COCC/WorkSource Redmond parking lot SE College Loop. Redmond S 14.0 La Pine Park and Ride Burgess Rd. La Pine - N 13.8 The Dalles Transit Center 3600 W 6 th St. The Dalles - W Klamath Fire Department Dist Balsam Dr. Klamath Falls - W 13.0 Additional information for each location is provided in Section 6, Park and Ride Lot Profiles. 12 The two Redmond sites are redundant. The Plan does not promote the development of both sites. Rather, the Rite Aid site, being located on Highway 97, is the preferred location. However, if it proves difficult to develop a use agreement, the COCC site has landowner support and would serve. 21

21 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] Figure 5 Park and Ride lot Locations Scoring WEIGHTING 1.5x 1.3x 1.3x 1x LOWER JOHN DAY Junction of Hwy 30 and Hwy 197 The Dalles The Dalles E/W/N/S I (2.5) 3.75 (1.5)1.95 (1) 1.3 (1.5) Location is not very safe, little connection to residential areas, would require paving/lighting improvements. Owned by ODOT and currently used by several people/vehicles. Front of Shilo Inn The Dalles The Dalles E/W/S/N 13 I (2.5) 3.75 (2.5) 3.25 (2) 2.6 (2) ODOT ROW, limited ped/bike facilities, but planned connection to Riverfront Trail s eastern terminus will improve bike/ped connectivity; limited connection or proximity to residential areas, but good visibility from highways. 1 st and Federal 1 st Street between Federal and Washington. The Dalles The Dalles Downtown I (1.5) (1.5) 1.95 (1) Serves Greyhound customers, commuters going east or west. Poor proximity to residential, but great 13 While located on the east end of The Dalles, site could serve east The Dalles residents commuting east or west on I

22 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x proximity to downtown commercial. Unsure of ownership. HR-TD-HR bus stop at site currently. Nonstarter due to priority for customer parking in the downtown area. Base of Brewery Grade The Dalles The Dalles E/W I (2) (2) 2.6 (1.0) Could serve commuters going east or west on 84. Good access to freeway, ped/bike connectivity, but less convenient entry/exit for cars and transit. Not far from residential areas, but main use is for customers of nearby businesses and the downtown area. Big Box Stores 3600 W 6 th St The Dalles The Dalles W I 4.5 (2.5) 3.25 (2) 2.6 (1.75) Ownership and need for partnership is main issue. Also need improved bike/ped connectivity. Discovery Center 5000 Discovery Dr. The Dalles The Dalles W I (2) (2) 2.6 (1) Long way from residential areas and freeway access. Lone Pine Village 551 Lone Pine Blvd. The Dalles The Dalles E/N/S I (2.5) 3.75 (2.5) 3.25 (1.5) 1.95 (1) Ownership unknown. Connected to sidewalks, but limited connection to 23

23 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x The Dalles Transit Center 3600 W 6 th St. The Dalles The Dalles W P Granada Theater Parking Garage School District Site CENTRAL OREGON Mount Bachelor Park and Ride E 1 st and Washington The Dalles The Dalles Downtown E 10 th St and Thompson SW Simpson and Columbia The Dalles The Dalles E/N/S P (1.5) 2.25 P (1) 1.5 Bend Bend - None F (1) ODOT Park and Ride Empire Blvd. Bend Bend N F (2) Bend Park and Ride: Powell Butte Hwy Powell Butte Hwy and E Hwy Bend Bend E F (2) 3 3 (2) 2.6 (1) 1.3 (1) (2) 2.6 (2.5) 3.25 (1.5) 1.95 (1) 1.3 (2) 2.6 (1) 1.3 (2) (1) (1.5) (1) 1 residential areas. Mid-to-low visibility from highway. Needs funding, but is scheduled to be built. Proposed project, needs to consider ped/bike access. Non-starter due to priority for customer parking in the downtown area. In residential area; low visibility or access to highways. Ownership and zoning may be an issue. 11 Primarily serves Mt. Bachelor. Not positioned to serve other commutes Poor access and visibility. Recently upgraded. 9.2 Very low utilization. Wal-Mart Pinebrook Rd Bend Bend -S I (2) 14 Proposed as La Pine-Bend shuttle route stop.

24 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x Riverwoods Country Store Cascade Village Shopping Center Galen Baker Rd. Bend Bend S I N Hwy 97 Bend Bend N P Westside Stores/Church Near COCC Bend Bend None P (1) ODOT property adjacent to Les Schwab S Hwy 97 Bend Bend S P Colorado and U.S. 97 Bend Bend N or S P (2) Regal Cinemas 2717 U.S. 20 Bend Bend E P (2) (2) (1) 1.3 (1) (2) 2.6 (1) 1.3 (1) (2) 2.6 (1) (2) Owner may be willing to partner if improvements are made to parking area. 14 Northbound access issue. Considered as two phase project: Short-term - develop agreement for joint use with landowner; Longer-term - dedicated lot in the future upon US 97 realignment and resulting ODOT parcel. 9.7 Could be considered as a rim lot to handle overflow due to parking costs and shortage on COCC campus Inconvenient access Consider for future replacement of Powell Butte Hwy Park and Ride lot. 25

25 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x La Pine Park and Ride Burgess Rd La Pine La Pine N F (2) Future road construction may impact access. Only need is lighting. La Pine City Hall Sixth St. La Pine La Pine N P (1) (2) Commercial Store Hwy 97 La Pine La Pine N I (2) (2) (2) (2) Safeway 80 NE Cedar St. Madras Madras N I Access score assumes reinitiation of Madras-Warm Springs shuttle. DMV/WorkSource 249 SW 3 rd St. Madras Madras N I (2) (2) Existing transit shuttle hub. SW of Sonic North Y Madras Madras N P (1) (2) (2) Jefferson County Fairgrounds 430 SW Fairgrounds Rd. Madras Madras - S I (1) 1.5 (2) 2.6 (2) 2.6 (2) Jefferson County Senior Center 860 SW Madison Madras Madras S P (1) (2) (2) Across from Madras Fire Department 4 th and J St. Madras Madras S I (1) 1.5 (1) 1.3 (2) 2.6 (2)

26 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x Prineville Park and Ride 305 NW Madras Hwy Prineville Prineville W F 4.5 (2) 2.6 (1) 1.3 (1) Unsafe and inconvenient access, not recommended for future investment. City Hall 387 NE 3 rd St. Prineville Prineville W I (2) 3 (1) 1.3 (2) 2.6 (1) Limited parking, can t expand lot. Erickson s Thriftway 315 NW 3 rd St. Prineville Prineville W I (2) Satellite parking lot, sidewalks may need ADA improvements. Crook County Fairgrounds 1280 S. Main Street Prineville Prineville None P (1) (1) (2) Davidson Field 251 SE Court St. Prineville Prineville W P (2) 3 (1) 1.3 (2) Limited parking. Ochoco Lumber Co. 200 SE Combs Rd Prineville Prineville W P (1) (2) Future home of St. Charles, cost score depends on a joint use agreement with the hospital. Serves Juniper Canyon residents heading west but would require out of direction travel for most Prineville residents. CET transit plan proposes local and Community Connector route stops at this location. 27

27 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x Top of the Grade/Tom McCall Rd. Hwy 126/Tom McCall Rd Acre Commercial Site N Main and Peters Rd Downtown Redmond Transit Center COCC/WorkSource Redmond Rite Aid/DMV parking lot 827 SW Deschutes Ave 2030 SE College Loop 1651 SW Odem Medo Road Prineville Prineville W I (2) Prineville Prineville None P (1) Redmond Redmond All I (2.5) 3.75 Redmond Redmond - S I 4.5 Redmond Redmond S I Wal-Mart 300 NW Oak Tree Ln Redmond Redmond N I (2) ODOT Right-of-Way SW 25 th and SW Yew Redmond Redmond S P Fred Meyer 944 SE Veterans Way Redmond Redmond All P (2) (2) (2) (2) 2.6 (1) 1.3 (1) (1) (1) (2) (2) 2.6 (1) 1.3 (2) 2.6 (2) (1) Access for new data centers, may become a roundabout. Location may be too far west to serve market demand well. May become a CET shuttle stop in the future Limited availability to expand No visibility from highway Serves the #1 commute in Region Difficult access to Ramp and local roads are compromised. Site will not be available for Park and Ride.

28 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x U.S. 97 and Vandevert Rd Sunriver Marketplace Park KLAMATH AND LAKE COUNTIES U.S. 97 and Vandevert Rd Cottonwood Rd. South Deschutes County La Pine-N I (2) Sunriver Sunriver N F (2) Klamath Community College 7390 S 6 th St. Klamath Falls KF - W I (1) Klamath Fire Department Dist Balsam Dr. Klamath Falls KF-W P Sky Lakes Medical Center 2865 Daggett Ave Klamath Falls KF S I (1) (1) (2) 2.6 (1) 1.3 (2) 2.6 (2) 2.6 (2) 2.6 (1) 1 (2) 2 (2) 2 (2) 2 (2) Unsafe and no opportunity for improvement Existing lot with little demonstrated use. 10 Poor location relative to demand. 13 Would require signage to direct traffic. Access to US 66 will be cut off in the future per Interchange Area Management Plan but access points nearby will remain. Limited pedestrian and bike access. 10 Poor location relative to demand. North Chevron 3730 U.S. 97 Klamath Falls KF - S I (1) (1) (2) 8.7 Safety concerns. Not connected to residential. 29

29 SITE ADDRESS CITY PRIMARY DEMAND MARKET SERVED FORMAL (F), INFORMAL (I) OR POTENTIAL (P) MARKET DEMAND AND LOCATION POTENTIA L COST SITE ACCESS LOCAL AREA CONSIDERATIONS TOTAL COMMENTS [ODOT Region 4 Park and Ride Lot Plan] WEIGHTING 1.5x 1.3x 1.3x 1x Large Retail Stores 3600 Washburn Way Klamath Falls KF - S I (1) (2) 2.6 (2) 2 Klamath Falls Airport 6775 Arnold St. Klamath Falls KF - W P (1.5) (2) (2) Could serve as a rim lot Could serve as a rim lot. 30

30 [ODOT Region 4 Park and Ride Lot Plan] 6 PRIORITY LOT PROFILES This page intentionally left blank. 31

31 [ODOT Region 4 Park and Ride Lot Plan] THE DALLES TRANSIT CENTER Location: 800 Chenoweth Loop W, The Dalles (Near W 6 th St. & Chenoweth Loop) Primary Commute Served: The Dalles West Zoning: General Commercial Zone Current Utilization: NA Park and Ride Plan Score: Implementation Feasibility: High. This is a new development that deliberately includes a Park and Ride lot. See write-up below. The proposed Park and Ride Lot will accompany the development of a new public transit center by the Mid- Columbia Council of Governments, which now owns the property. The site is within a general commercial zone and enterprise zone for the City of The Dalles. The site is located at the west end of The Dalles in an appropriate area to serve the high demand commute to points west of The Dalles, has relatively good access to the westernmost on-ramp to Interstate 84, and will have direct connections to transit once the transit center is built. There are residential areas adjacent to and near the proposed lot and there are sidewalks and bike lanes on Chenoweth Loop W providing multi-modal access. The LJD Area Commission on Transportation ranked the project highest for ODOT s Enhance-It program. The project has received approval for a Connect Oregon IV grant and 2012 Flex Funds, but the project requires full funding to be built. Street View of the Site 32

32 [ODOT Region 4 Park and Ride Lot Plan] WAL-MART (BEND) Location: Pinebrook Rd., Bend Primary Commute Served: Bend-South Zoning: General Commercial District (CG) Current Utilization: 1-5 cars Park and Ride Score: 14.0 Implementation Feasibility: Good. Approval is a partnership between the local store and corporate. The local store manager saw no reason that they would not consider this type of use. The proposed Park and Ride Lot would be a joint use with the Wal-Mart on the South side of Bend, specifically the parking stalls on the south-eastern portion of the site contiguous with Pinebrook Boulevard. The lot is well situated to serve commuters heading south to La Pine and is on an existing local transit route. The location has also been suggested as a strong candidate for adding a stop on the Bend-La Pine Community Connector shuttle. There are residential areas adjacent to the lot and sidewalks and bike lanes providing multi-modal access. The large lot is paved, has lighting and passive security provided by store patrons. Proposed improvements include signs and a transit shelter. While the site currently lacks a signalized interchange at Pinebrook and Highway 97, making left turns out of the lot difficult for buses, the site is adjacent to the Murphy Road Interchange project which includes the construction of a roundabout which would allow buses and other uses to exit the site to the south and then turn around north at the roundabout. Street View of the Site 33

33 [ODOT Region 4 Park and Ride Lot Plan] CASCADE VILLAGE SHOPPING CENTER AREA (BEND) Location: N Hwy 97, Bend Primary Commute Served: Bend-North Zoning: Commercial General Current Utilization (Estimate): Unknown Park and Ride Score: 14.0 Implementation Feasibility: Mixed. The area managed as Cascade Village Mall is unlikely due to existing lease arrangements that preclude alternate long-term use of the parking lot. The Lowe s location, just north of Cascade Village Mall proper, is a good site due to access considerations and the size of the lot, but these decisions are made at the corporate level. Local management saw no reasons to preclude this use. The proposed Park and Ride Lot would be joint use with one of the existing parking lots in the vicinity of the Cascade Village Shopping Center on the north side of Bend and would serve commutes to Redmond and beyond. The area is currently served by Bend s fixed-route system and could be a southbound stop on the Bend- Redmond Community Connector in the future. Northbound egress for transit is difficult for portions of the area, with the exception of the Lowe s parking lot, and multi-modal access (bike and pedestrian) is limited due to the proximity to US 97 and 20. Future road realignment will provide an area for a dedicate Park and Ride facility on ODOT property that would provide better northbound and southbound access for a Community Connector shuttle. The large shopping center has ample paved parking, lighting and passive security provided by store patrons. Proposed improvements include signs and a transit shelter at the location. Street View of the Site 34

34 [ODOT Region 4 Park and Ride Lot Plan] LA PINE PARK AND RIDE LOT EXISTING FORMAL LOT Location: Burgess Rd, La Pine Primary Commute Served: La Pine-North Zoning: La Pine Community Facility Limited (LPNCFL) Current Utilization (Estimate): 10+ Park and Ride Score: 13.8 Implementation Feasibility: N/A, Existing lot. Amenity improvements suggested below. This existing, formal Park and Ride Lot is located on the north end of La Pine and is well situated to serve commuters heading north to Bend and beyond. It is served by the Bend-La Pine Community Connector shuttle. The lot is primarily accessed by vehicles but distance from residential areas makes it difficult to access by pedestrian and/or bike. Suggested improvements to the site include lighting, increased signage and an improved shelter. A key consideration resulting from the listing of this site in the Plan is that access to and from this site should not be limited by the proposed US Wickiup Junction project. Street View of the Site 35

35 [ODOT Region 4 Park and Ride Lot Plan] SAFEWAY (MADRAS) Location: 80 NE Cedar St., Madras Primary Commute Served: Madras North Zoning: Corridor Commercial (C1) Current Utilization (Estimate): 5-10 Park and Ride Score: 15.3 Implementation Feasibility: Good. The store manager has reviewed the concept and is in favor. Additional process with Safeway s corporate office is required. The proposed Park and Ride Lot would be joint use with Safeway on the north side of Madras. The lot is well situated to serve commuters heading north to Warm Springs. The lot could potentially be served by a Community Connector shuttle between Madras-Warm Springs in the future and is currently accessible with local public transit. The location can be accessed by both bike and pedestrians. The large lot has ample paved parking, lighting and passive security provided by store patrons. Proposed improvements include signs and a transit shelter at the location. Street View of the Site 36

36 [ODOT Region 4 Park and Ride Lot Plan] ERICKSON S THRIFTWAY (PRINEVILLE) Location: 315 NW 3 rd St., Prineville Primary Commute Served: Prineville - West Zoning: Commercial Center Current Utilization (Estimate): Unknown Park and Ride Score: 14 Implementation Feasibility: High. Landowner is interested. The proposed Park and Ride Lot would be joint use with the Erickson s in Prineville and the landowner has already expressed interest in a partnership. The lot is well situated to serve commuters heading west to Bend and Redmond and could potentially replace the Community Connector shuttle stop at Prineville City Hall (where there is a parking shortage). The lot has good bike and pedestrian access. Proposed improvements include signs, lighting, a transit shelter, and improvement of the sidewalk to ADA standards. Street View of the Site 37

37 [ODOT Region 4 Park and Ride Lot Plan] COCC/WORKSOURCE (REDMOND) Location: 2030 SE College Loop Primary Commute Served: Redmond - South Zoning: Commercial Center Current Utilization (Estimate): 1-5 Park and Ride Score: 14.0 Implementation Feasibility: Good. COCC is conceptually in favor of the lot. The proposed Park and Ride Lot would be a joint use with the Redmond COCC and WorkSource campuses. The lot is situated on an existing fixed-route local bus service with plans to include it on the Bend-Redmond Community Connector route in the future. The lot is not easily accessible by bike or pedestrian. Proposed improvements include signage and a shelter. This site is proposed as a backup to the Rite Aid site on Highway 97. Street View of the Site 38

38 [ODOT Region 4 Park and Ride Lot Plan] RITE AID/DMV/CINEMAS (REDMOND) Location: 1651 SW Odem Medo Road, Redmond Primary Commute Served: Redmond - South Zoning: Strip Service Commercial (C1) Current Utilization (Estimate): Unknown Park and Ride Score: 15.3 Implementation Feasibility: Unknown. Rite Aid is planning to move. The proposed Park and Ride Lot would be a joint use at the existing parking lot serving Rite Aid/DMV and would serve commuters heading south to Bend and beyond. The lot is situated with easy access to and from Highway 97 due to an existing signalized interchange. The draft Redmond and Regional Transit Master Plans each propose fixed-route local bus service for the area. Proposed improvements include signage and a transit shelter. This is the priority preferred site to serve the Redmond south market. The Rite Aid store is planning to move; therefore implementation feasibility is difficult to determine at this time. Due to this uncertainty, the Redmond COCC location has been included in the Plan as a backup location. Street View of the Site 39

39 [ODOT Region 4 Park and Ride Lot Plan] KLAMATH FIRE DEPARTMENT DISTRICT 4 (KLAMATH FALLS) Location: 4041 Balsam Dr., Klamath Falls Primary Commute Served: Klamath Falls - West Zoning: Public Facility Current Utilization (Estimate): 0 Park and Ride Score: 13 Implementation Feasibility: Interested but needs more information/proposal. The proposed Park and Ride Lot would be a joint use with the Klamath Fire District and would serve commuters heading west from Klamath Falls and Altamont to Ashland and Medford. The lot is situated with easy access to and from US 66 and is served by Basin Transit Service. Proposed improvements include signage and a transit shelter. Street View of the Site 40