mobility and access functions that are served by the street. At one end of the spectrum of mobility and access are freeway s, which em phasize m oving high volum es of traffic, allowing only highly controlled access points. At the other end of the spectrum are residential cul-de-sac streets, which provide access only to parcels with direct frontage and allow no through traffic. These two roadway types form the ends of a spectru m relating access and traffic flow. Between the ends of this spectrum are local streets, collectors and arterials, each with an increasingly greater em phasis on mobility . Classifications can be further stratified into m ajor and m inor arterials and collectors. Some jurisdictions use other term s in their functional classification sy stem , such as neighborhood street, throughway , and boulevards. Presently the City of Medford includes nine classes of publicly -maintained streets in its functional classification sy stem , four of which are described in Table 3-2 – arterial, collector, standard residential and m inor residential. In addition there are com mercial and industrial classifications, which have cross- sections identical to standard residential streets. The applicable classification depends on adjacent zoning and is determ ined at the tim e of de velopm ent review. Frontage streets are com mercial or industrial streets adjacent and parallel to an arterial street or highway that are needed to control access of property to an arterial. The two rem aining classifications are reside ntial lane and m inimum access. A residential lane is a facility that serves a m aximum of eight (8) dwelling units. A residential lane is short (a m aximum of 450 feet in length) with parking on one side and a single travel lane. A m inimum access street is a private residential street serving a m aximum of three (3) dwelling units. Ty pically , a m inimum access street is a short cul-de-sac. Non-vehicular m odes also need to be consider ed in functional classification designations. The Transportation Planning Rule (TPR) requires that bicy cle facilities (ty pically bicycle lanes) and pedestrian facilities (ty pically sidewalks) be provided on arterial and m ajor collector streets. The City ’s existing cross-sections for all publicly -maintained arterial and collector roadway s include bicy cle and pedestrian facilities on both sides with one exception. On street s with a 10-foot shared m ulti-use path on one side, only a sidewalk is required on the side of the street opposite the m ulti-use path. The provision of off- street bikeway s should be lim ited to locations where on-street bike lanes are im practical for reasons of cost, design constraints, right-of-way impacts, or othe r factors. Existing standard and m inor residential street cross-sections require sidewalks on both sides but bicycle lanes are not required. Residential lanes and m inimum access streets are not required to have either bicy cle lanes or sidewalks. Functional Classification System Changes As part of the TSP analy sis, the City ’s prim ary street classifications were expanded to include proposed major and m inor designations for arterials and collect ors. Additional cross-sections were developed for each new classification. In developing these proposed changes, existing City street and access standards were reviewed and contrasted with the requirem ents of the Transportation Planning Rule (for inclusion of bicycle and pedestrian facilities), and ODOT access managem ent guidelines. Also reviewed for comparison purposes were standards from other jurisdic tions including the Cities of Grants Pass, Salem , Milwaukie, Vancouver (Washington), Ashland, and Central Point; along with Jackson and Josephine Counties and RVMPO’s cross-section tem plates th at were included as an appendix to the 2002 Regional Transportation Plan . Adding functional classifications and cross-sections provides several advantages for the City . The prim ary advantage is to enable the City to better tailo r the roadway system to m eet future travel needs by varying the standard cross-section for an arterial street from a three-lane cross-section (appropriate for the minor arterial classification) to a full five-lane cross-section (appropriate for the m ajor arterial classification). By allowing some variation from the existing arterial and collector street standards through the introduction of m inor street classifications, both tim e and m oney can be saved on street improvem ent projects. In addition, by adding increased flexibility within the functional classification Medford Transportation Syst em Plan 5-19 Street Plan

Transportation System Plan 2018-2038