Oregon Administrative Rules › Chapter 660 - LAND CONSERVATION AND DEVELOPMENT DEPARTMENT › Division 12 - TRANSPORTATION PLANNING › Section 660-012-0005 - Definitions

Current through Register Vol. 63, No. 7, July 1, 2024
For the purposes of this division, the definitions contained in
				ORS 197.015,
				197.303, and
				197.627 shall apply unless the
				context requires otherwise. In addition, the following definitions
				apply:
(1) "Access Management" means
			 measures regulating access to streets, roads and highways from public roads and
			 private driveways. Measures may include but are not limited to restrictions on
			 the siting of interchanges, restrictions on the type and amount of access to
			 roadways, and use of physical controls, such as signals and channelization
			 including raised medians, to reduce impacts of approach road traffic on the
			 main facility.
(2) "Accessible
			 dwelling unit" means a dwelling unit constructed to standards capable of
			 accommodating persons with disabilities, in compliance with ORS
			 447.210 through
			 447.280.
(3) "Accessible" means complying with the
			 applicable standards of ORS
			 447.210 through
			 447.280, and where applicable,
			 with ORS 447.310.
(4) "Accessway" means a walkway that provides
			 pedestrian and or bicycle passage either between streets or from a street to a
			 building or other destination such as a school, park, or transit stop.
			 Accessways generally include a walkway and additional land on either side of
			 the walkway, often in the form of an easement or right-of-way, to provide
			 clearance and separation between the walkway and adjacent uses. Accessways
			 through parking lots are generally physically separated from adjacent vehicle
			 parking or parallel vehicle traffic by curbs or similar devices and include
			 landscaping, trees, and lighting. Where accessways cross driveways, they are
			 generally raised, paved, or marked in a manner that provides convenient access
			 for pedestrians.
(5) "Affected
			 Local Government" means a city, county, or metropolitan service district that
			 is directly impacted by a proposed transportation facility or
			 improvement.
(6) "Approach Road"
			 means a legally constructed, public or private connection that provides
			 vehicular access either to or from or to and from a highway and an adjoining
			 property.
(7) "Area, net" means the
			 total area of a development site exclusive of proposed or existing public
			 rights of way, public parks, public open space, protected natural features, and
			 any other areas permanently precluded from development due to development
			 constraints, easements, or similar legal instruments.
(8) "At or near a major transit stop": "At"
			 means a parcel or ownership that is adjacent to or includes a major transit
			 stop generally including portions of such parcels or ownerships that are within
			 200 feet of a transit stop. "Near" generally means a parcel or ownership that
			 is within 300 feet of a major transit stop. The term "generally" is intended to
			 allow local governments through their plans and ordinances to adopt more
			 specific definitions of these terms considering local needs and circumstances
			 consistent with the overall objective and requirement to provide convenient
			 pedestrian access to transit.
(9)
			 "Bicycle boulevard" means bicycle facilities on streets with low motorized
			 traffic volumes and speeds, designated and designed to give bicycle travel
			 priority. Bicycle boulevards use signs, markings, traffic diverters, or other
			 measures to discourage through trips by motor vehicles. A bicycle boulevard may
			 also include traffic control features to create safe, convenient bicycle
			 crossings of intersecting streets.
(10) "Climate-friendly area" means an urban
			 mixed-use area containing, or planned to contain, a mixture of higher-density
			 housing, jobs, businesses, and services. These areas are served by, or planned
			 for service by, high-quality pedestrian, bicycle, and transit infrastructure
			 and services to provide frequent and convenient connections to key destinations
			 within the city and region. These areas feature a well-designed and connected
			 pedestrian environment. To maximize community benefits these areas typically do
			 not contain or require large parking lots, and are provided with abundant tree
			 canopy and vegetation to provide shade, cooling, and other amenities to
			 visitors, residents, and employees. Climate-friendly areas will reduce the
			 reliance on light duty motor vehicle trips for residents, workers, and visitors
			 by providing more proximate destinations within climate-friendly areas,
			 improved connectivity to key destinations elsewhere in the community, and
			 enhanced alternative transportation options.
(11) "Climate pollution" means emissions of
			 greenhouse gases as defined in ORS
			 468A.210.
(12) "Commercial parking lot" means a site
			 where the primary use is renting or leasing vehicle parking spaces. It does not
			 include shared parking.
(13)
			 "Committed transportation facilities" means those proposed transportation
			 facilities and improvements that are consistent with the acknowledged
			 comprehensive plan and have approved funding for construction in a public
			 facilities plan or the Six-Year Highway or Transportation Improvement
			 Program.
(14) "Demand management"
			 means actions that are designed to change travel behavior in order to improve
			 performance of transportation facilities and to reduce need for additional road
			 capacity. Methods may include, but are not limited to, the use of non-driving
			 modes, ride-sharing and vanpool programs, trip-reduction ordinances, shifting
			 to off-peak periods, and reduced or paid parking.
(15) "Equitable outcomes" means outcomes that
			 burden underserved populations less than, and benefits underserved populations
			 as much or more as, the city or county population as a whole. Examples of
			 equitable outcomes include:
(a) Increased
			 stability of underserved populations, lowering the likelihood of displacement
			 due to gentrification from public and private investments;
(b) More accessible, safe, affordable and
			 equitable transportation options with better connectivity to destinations
			 people want to reach;
(c) Adequate
			 housing with access to employment, education, fresh food, goods, services,
			 recreational and cultural opportunities, and social spaces;
(d) Increased safety for people in public
			 spaces, transportation, and community development;
(e) Equitable access to parks, nature, open
			 spaces, and public spaces;
(f)
			 Better and more racially equitable health outcomes across the lifespan,
			 particularly health outcomes connected to transportation choices, air
			 pollution, and food;
(g)
			 Recognizing and remedying impacts of past practices such as redlining,
			 displacement, exclusionary zoning, and roadway and other public infrastructure
			 siting decisions that harmed underserved communities;
(h) Fairly-distributed benefits to residents
			 and local governments across cities and counties within metropolitan areas;
			 and
(i) Increased opportunities for
			 people with disabilities to be actively engaged in community-based
			 decision-making processes, with supports as needed.