In 2001, the Rogue Valley International-M edford Airport M aster Plan was com pleted. This docum ent serves as the prim ary guide to future developm ent of the airport. The Airport Master Plan includes docum entation and an assessm ent of existing airport activity , a discussion of planning assum ptions that relate to future dem and for airport-related services, and a sum mary of recom mended improvem ents. Key assum ptions and conclusions that are im portant for the developm ent of the Medford TSP include forecasts of passenger enplanem ents, expectations for growth in air cargo activity and potential future em ployment in the developing Foreign Trade Zone (FTZ) located on airport property . The passenger enplanem ent and employment assum ptions lead directly to increased traffic volum es on the airport access road, as well as all m ajor roadway s leading to the airport and the Fo reign Trade Zone. Principal roads affected by a growth in airport traffic include: I-5, Highway 62, and Biddle Road. According to the Airport Master Plan , passenger enplanem ents are for ecast to increase substantially from the 1998 level of approxim ately 219,000 passengers. Several different fo recasting m ethods were used to determ ine the likely future dem and for air passenger service at the Rogue Valley International-Medford Airport with the preferred m ethod being based on a per capita ratio that related growth in dem and to the area’ s growing population and propensity to fly. The preferred forecast was prepared in five-y ear increm ents through 2020, with the outly ing y ear estim ated at 379,300 passengers or a 74 percent increase over 1998 levels. This translates to slightly over 1,000 passengers on an average day , which is not significant, compared with forecast daily traffic volum es on I-5 of over 50,000 vehicles at both the north and south study area boundaries. Existing land uses around the airport are largely a m ix of scattered single fam ily residential, industrial/com mercial developm ent, a nd agricultural uses. The density of developm ent is greater on the south side of the airport where there has been extensive recent com mercial and industrial land developm ent, and to the northwest where there has been new residential developm ent in Central Point. A 1986 study of airport land use com patibility resulted in the Airport’s acquisition of a num ber of properties that were determ ined to be incom patible with existing airport noise levels. The city has two airport overlay zones (A-A and A-R) to ensure com patibility of land uses around the airport by restricting land uses and structure heights in the airport’ s imaginary surfaces. These imaginary surfaces radiate outward from the existing runway s at specified angles in relation to the ground. They are intended to identify the area within which height restrictions should be enforced on developm ent adjacent to the airport to m aintain a safe flight path. Imaginary surfaces are depicted in the 2001 Airport M aster Plan . One significant and growing land use in the airport vicinity is the Foreign Trade Zone (FTZ No. 206). The FTZ was designated in 1995 and is intended to help the airport develop to its fullest potential and to boost the local econom y of southern Oregon through e nhanced trading opportunities and job creation. FTZ No. 206 is one of four in Oregon, the others being located in Coos County , Klam ath Falls, and Portland. The FTZ is projected to increase em ployment in the im mediate vicinity of the airport and to produce an annual increase in revenue of m ore than $3 million. Those who work in the FTZ are expected to live throughout the region. The FTZ and air cargo activ ity at the airport are discussed m ore fully below in the discussion of air cargo activity . Air Cargo Along with air passenger and general aviation services, the Rogue Valley International-Medford Airport provides for the air freight needs of the Rogue Valley area, connecting the region to national and international markets. Air freight is handled by both all-cargo carriers and the scheduled airlines, while air m ail is handled only by the latter. Five co mpanies currently operate under contract with cargo- carry ing companies such as FedEx, United Parcel Se rvice (UPS) and Airborne Express, to carry air freight to and from the Medford area using a co mbination of sm all turboprop planes and jets. In the m id-1980s, it was reported that only about 1.4 million total pounds of air frei ght were carried. This had increased by nearly 8 m illion pounds by 1993, at wh ich point dem and appeared to level off. Based Medford Transportatio n System Plan 3-38 Existing Conditions

Transportation System Plan 2018-2038