Community Building Sourcebook Land use and transportation initiatives in Portland, Oregon

December 2007 December 2007

Dear Colleague:

TriMet is pleased to provide this Community Building Sourcebook, which highlights the many land use and transportation accomplishments of the Portland, Oregon, region. This document is intended to provide snapshots of the innovative projects, plans and programs that shape our region’s growth.

As you will see, Portland’s successes have depended upon partnerships among neighborhoods, local municipalities, regional interests, state agencies, environmental groups, developers and private fi nancial institutions. These partnerships are key to our successes.

This document was a collaborative effort among TriMet, Metro and 1000 Friends of Oregon, originally published in 1999. Now in 2007 we are proud to present a revised edition of the Community Building Sourcebook to include new projects, programs and up-to- date information. A new chapter includes two transit-oriented development tours.

We hope you fi nd the information and contacts helpful in your own work. Please feel free to call any of the listed representatives for more information.

Sincerely,

Fred Hansen General Manager

Community Building Sourcebook, Portland, Oregon Acknowledgments

The 1999 edition of this report was a collaborative effort among 1000 Friends of Oregon, Metro and TriMet. The following individuals helped prepare and edit the 1999 Community Building Sourcebook: GB Arrington, Rob Bennett, Amy Carlsen-Kohnstamm, Phil Harris, Michael Kiser, Kim Knox, Barbara Linssen, Carlo Markewitz, Amy Norway, Lynn Peterson, Rhonda Ringering and Darcie White.

TriMet led the 2005 update of the Community Building Sourcebook. Jillian Detweiler was the project manager. Leah Wyatt and LeAnne Brown were responsible for fact-checking and creating new electronic fi les. Sine Adams researched new transit-oriented development projects.

TriMet initiated a third revision of the Community Building Sourcebook in 2007. Jillian Detweiler was the project manager. Arianna Chadwick-Saund was responsible for updating information, researching TODs and creating new electronic fi les. Production assistance was provided by Diane Goodwin, Patricia Williams and Monika Lackey. Geena Min designed the 2007 edition.

Thanks to all project participants for working to achieve transit-oriented development ideals and to many others who provided assistance in compiling information for this Sourcebook.

Capital Projects & Facilities 710 NE Holladay Street Portland, OR 97232 Tel: 503-962-2100

Community Building Sourcebook, Portland, Oregon Table of Contents

Chapter One–Transit Projects 1-1 The Total Transit Experience 1-2 MAX Blue Line (Gresham - Hillsboro) 1-4 MAX Red Line (Airport) 1-5 MAX Yellow Line (Expo - Portland City Center) 1-6 Portland Streetcar 1-7 Portland Aerial Tram 1-8 Washington County Commuter Rail 1-9 I-205 Light Rail 1-10 Portland Mall Light Rail 1-11 Portland-Milwaukie Light Rail 1-12 Lake Oswego to Portland Transit Alternatives (Previously called Willamette Shore Line) 1-13 Columbia River Crossing (Previously called I-5 Partnership) 1-14 Chapter Two–Plans and Policies 2-1 Oregon Land Use Planning Program 2-2 Urban Growth Boundaries 2-3 Oregon Bicycle and Pedestrian Plan 2-4 Transportation Planning Rule 2-5 Urban Growth Management 2-6 Regional Transportation Plan 2-7 Transit Investment Plan 2-8 Livable Streets 2-9 Central City Transportation Management Plan 2-10 Gresham Civic Neighborhood Plan 2-11 Gateway Regional Center 2-12 Westside Station Area Planning 2-13 Goose Hollow Station Plan 2-14 Hillsboro Station Community Planning 2-15 Washington County Station Area Planning 2-16 Interstate MAX Station Area Revitalization Strategy 2-17 Chapter Three–Transit-Oriented Developments 3-1 The Allegro 3-2 Arbor Vista Condominiums 3-3 Belmont Dairy 3-4 Buckman Heights, Buckman Terrace 3-5 Central Point, The Béranger 3-6 City Life 3-7 Collins Circle 3-8 County Library Mixed-Use Buildings 3-9 The Crossings 3-10 Crown Motel Redevelopment 3-11 Fairview Village 3-12 Gresham Central Apartments 3-13 LaSalle Apartments 3-14 Liberty Centre 3-15

Community Building Sourcebook, Portland, Oregon Museum Place 3-16 The Oregon Clinic 3-17 Orenco Station 3-18 Pearl District 3-19 Richmond Place 3-20 The Round 3-21 Russellville 3-22 South Waterfront 3-23 West Gresham Apartments 3-24 Annotated TOD Bibliography 3-25 Chapter Four–Programs 4-1 Affordable Home Ownership Development Model 4-2 Bike and Pedestrian Programs 4-3 Business Energy Tax Credits 4-4 Employee Commute Options 4-5 Fareless Square 4-6 Flexcar 4-7 Gresham TOD Tax and Fee Exemptions 4-8 Hillsboro Local Improvement District 4-9 Portland Green Building Program 4-10 Portland TOD Tax Exemptions 4-11 TOD Implementation Program 4-12 Transportation and Growth Management Program 4-13 Transportation Demand Management Program 4-14 TriMet Public Art Program 4-15 Chapter Five–Organizations 5-1 1000 Friends of Oregon 5-2 Bicycle Transportation Alliance 5-3 City Club of Portland 5-4 City of Gresham 5-5 City Repair Project 5-6 Coalition for a Livable Future 5-7 Friends of Trees 5-8 Metro 5-9 Oregon Environmental Council 5-10 Portland Development Commission 5-11 ShoreBank Pacifi c 5-12 Chapter Six–Self-Guided Tours 6-1 Pearl District and South Waterfront Tour 6-2 Westside MAX TOD Tour 6-6

Community Building Sourcebook, Portland, Oregon Chapter One Transit Projects

Chapter One • Transit Projects Community Building Sourcebook, Portland, Oregon Carolyn Young Executive Director Programs & Communications The Total Transit Experience TriMet 503-962-7562 trimet.org

TriMet provides transportation well as stop locations. This includes rail since the fi rst line opened in 1986. options for thousands of Portland- the walk (or sometimes drive) to the TriMet’s focus on on-street bus stop area residents every day. station or stop and the quality of the amenities and customer information station or stop environment. Transit TriMet operates more than 600 is another aspect of our attention to frequency and ease of transfers are buses on 91 bus routes, with 7,625 the total transit experience. TriMet part of the experience, as is the ride bus stops and 1,100 bus shelters. and Metro prepared an inventory of itself. Then there’s the walk to the The MAX light rail system stretches the sidewalk infrastructure used to set fi nal destination and the ability to 44 miles. TriMet provides 8,112 priorities for sidewalk and crosswalk complete the round-trip with ease. parking spaces in 21 Park & Ride needs. New shelters are installed To meet transit needs as the region lots around the region, with 36 each year. Bus stop maintenance is grows, TriMet is working to address additional lots shared with churches, promoted through an adopt-a-stop all of these elements, in addition to retail businesses and theaters. In program, and new shelter designs the basic job of getting transit service addition to the fi xed route service, help prevent graffi ti. Innovations such on the street. TriMet meets the needs of elderly and as the web-based Trip Planner make disabled individuals with the LIFT and TriMet’s planning is grounded in the planning transit trips easy. Transit medical transportation programs. Region 2040 Framework Plan and Tracker provides real-time information the Regional Transportation Plan. about transit arrivals. Compete to succeed This coordination assures land use and transportation will continue to be Special district During the 1960s and ‘70s, many integrated and mutually supportive, public transit systems were reduced TriMet is a special district of the allowing the region to grow smarter, to an extension of the welfare system. State of Oregon and is governed by to makes best use of its infrastructure The low quality of service refl ected a seven-member Board of Directors investments and to improve the the notion that transit riders had no appointed by the governor. TriMet’s livability for all citizens of this region. other choice. service area covers much of three The region works hard to maximize counties, nearly 600 square miles TriMet’s success is predicated on the the signifi cant transit investments by with a population of 1.4 million. The idea that its riders have other choices, connecting transit with land use. Light Board appointed TriMet General and the agency must compete to rail stations generally have a station Manager Fred Hansen in October succeed. The concept of a “total area zoning overlay. TriMet and 1998. transit experience” refl ects the Metro each manage transit-oriented elements of a transit trip that must be A regional payroll tax provided 57 development programs, with TriMet’s addressed in order to attract riders to percent of 2006 TriMet operating largely tied to the use of excess transit. revenue. The tax is $6.52 per $1,000 rights of way, joint use conversion of on gross payroll. Passenger revenue The transit patron’s “total transit transit facilities or review of signifi cant accounted for 21percent of the experience” begins when planning a projects in consultation with partner budget; state/federal operating trip. A potential transit rider may need jurisdictions. More than $6 billion in grants 13 percent; and other sources schedule and route information as development has occurred along light 9 percent. HISTORY

1969: TriMet formed after Rose City Transit bankruptcy. 1976-1977: The 22-block Portland Transit Mall is built — one of the fi rst of its kind in the nation. 1982-1986: The 15-mile Eastside MAX light rail line is built between downtown Portland and Gresham. 1989: TriMet named “America’s Best Large Transit Agency” by the American Public Transit Association. 1994: Transit Mall extended to Union Station. 1998: The 18-mile Westside MAX extension begins service to Beaverton and Hillsboro. 2001: Airport MAX line opens with service from downtown to the Portland International Airport. 2004: Interstate MAX line opens with service to the Expo Center. 2007: Construction of Portland Mall and I-205 MAX lines begins.

Chapter One • Transportation Projects 1-2 Community Building Sourcebook, Portland, Oregon Cleveland Ave TC

Gresham Central TC

Gresham City Hall

Gresham Civic

Ruby Junction/E 197th Ave

Rockwood TC/E 188th Ave

E 181st Ave

E 172nd Ave

E 162nd Ave

E 148th Ave

E 122nd Ave

E 102nd Ave SE Main St SE Division St Blvd SE Powell Blvd SE Holgate Rd SE Foster St SE Flavel St SE Fuller Center Clackamas Town

Gateway TC/ NE 99th Ave

NE 82nd Ave

NE 60th Ave iver Cascades Parkrose/Sumner TC Parkrose/Sumner

umbia R Hollywood TC/NE 42nd Ave

Col Mt Hood Ave Airport Lloyd Center/NE 11th Ave

NE 7th Ave

Convention Center

Rose Quarter TC Expo Center Delta Park/Vanport Ave Denver Kenton/N TC N Lombard Blvd N Portland N Killingsworth St St N Prescott Overlook Park Albina/Mississippi TC QuarterInterstate/Rose Willamette River Old Town/ Chinatown Skidmore Fountain Oak St/ SW 1st Ave

Morrison/ Yamhill SW 3rd Ave District Mall/ Mall/ SW 5th Ave SW 4th Ave Pioneer Sq/ St SW Taylor City Hall/ St SW Jefferson PSU Urban Center/ SW Mill St PSU South/ St SW College Old Town/ St NW Couch SW St Washington Union Station/ NW Glisan St

Pioneer Sq/ Pioneer Sq/ North South Galleria/ Library/

SW 10th Ave SW 9th Ave PSU South/ SW Hall St Pioneer Sq/ St SW Yamhill Old Town/ St NW Davis SW Stark St Union Station/ St NW Hoyt

PGE Park PGE Park City Hall/ SW Madison St PSU Urban Center/ SW Market St

Goose Hollow/SW Jefferson Wilsonville Washington Park Kings Hill/ SW Salmon Sunset TC Tualatin

Beaverton TC Tigard TC Tigard Beaverton Central

Milikan Way

Beaverton Creek Scholls Ferry/ Sq Washington

Merlo Road/SW 158th Ave

Elmonica/SW 170th Ave

WIllow Creek TC/SW 185th Ave

Quatama/NW 205th Ave

Orenco/NW 231st Ave Figure 6 Hawthorn Farm

Fair Complex/Hillsboro Airport

Washington St/SE 12th Ave

Rail Stations - Hillsboro Gresham MAX Blue Line: Airport - Beaverton MAX Red Line: Expo - City Center Line: Yellow MAX - Clackamas City Center Line: MAX Green Wilsonville - TC Beaverton Line: Rail Purple Commuter Tuality Hospital/SE 8th Ave

Hillsboro Central TC/SE 3rd Ave

TriMet Rail System by 2010 Rail System TriMet Hatfield Government Center

Chapter One • Transportation Projects 1-3 Community Building Sourcebook, Portland, Oregon Ann Becklund Director of Community Affairs MAX Blue Line TriMet 503-962-2150 Gresham-Hillsboro [email protected] trimet.org

including light rail. The total project balance. The project includes a Length: 33 miles cost was $214 million. Federal three-mile, twin-tube tunnel through Route: Gresham to Hillsboro through funding provided $178.3 million or 83 Portland’s West Hills. A station at downtown Portland percent of project costs. State funding Washington Park is the deepest was $24.8 million and local funding transit station in North America at Stations: 50 was $10.9 million. 260 feet underground. Eastside Cost: $214 million Part of the alignment runs in the The line opened in September 1998. Westside Cost: $963 million right of way of the Banfi eld Freeway Within 17 months, Westside MAX (I-84) and part is located in existing Blue Line ridership reached 2005 city or county streets, including projections. Half of the riders in East Burnside. The line connects this corridor were new to transit. If 1960s highway plans had been downtown Portland with Gresham Westside MAX Blue Line averaged implemented, Portland would have and serves neighborhoods in annual ridership of 8.66 million in FY three times the number of freeway between with 26 stops. While the 2004. miles it has today—and no light rail freeway constrains development The westside extension of the system. Grass-roots opposition to opportunities at some stations, MAX Blue Line won numerous the “Mount Hood Freeway,” which other station areas introduced new awards, including the 2000 Design would have destroyed 1,750 homes development patterns in the suburbs. Achievement Award from the in Portland’s eastside neighborhoods, As land values increase and transit National Endowment for the Arts, established what is now Portland is more valued as an amenity, even the Presidential Award for Design protocol: We defi ne what kind of diffi cult sites adjacent to MAX are Excellence 2001 and the Design for place we want to be and then identify being redeveloped, as described in Transportation National Award 2000. the appropriate transportation Chapter Four of this Sourcebook. options to serve it. Citizen activists did not want their city neighborhoods In FY 2004, the eastside segment to be drilled out by a freeway and of the Blue Line averaged an annual did not want suburbs to be wholly ridership of 12.11 million. dependent on freeway capacity to be linked to the Central City. So Portland The next 18 miles made a transportation choice The westside segment of the Blue appropriate for a vision of vital inner- Line was planned to shape new city neighborhoods and integrated development. This 18-mile extension suburbs. The freeway proposal was runs from downtown Portland to offi cially pronounced “dead’ in 1975, Beaverton and Hillsboro. When and the fi rst light rail segment was construction began in 1992, the born. line traveled through stretches of undeveloped land; the line has since The fi rst 15 miles become a magnet for commercial and The 15-mile eastside Metropolitan residential development. Westside Area Express (MAX) was constructed station area planning is described in between March 1982 and September Chapter Three. 1986. Funds previously slated for the Federal funds contributed 73 percent Mt. Hood Freeway were redirected of the $963 million project; state and to Central City access improvements, local funds paid the $259 million

Chapter One • Transportation Projects 1-4 Community Building Sourcebook, Portland, Oregon Ann Becklund Director of Community Affairs MAX Red Line TriMet 503-962-2150 Airport [email protected] trimet.org

$45.5 million in general funds and the Ikea, which opened in July 2007 and Length: 5.5 miles sale of tax-exempt revenue bonds. anchors a retail center. Sites for offi ce Route: North from Gateway Transit The fi nancing package was completed and hotel uses remain in the plan, but Center along I-205 to Portland by giving Bechtel the development are undeveloped. rights to 120 acres owned by the Port International Airport terminal. Land use planners generally agree of Portland, which would be served Cost: $125 million now that Bechtel’s original concept by the new MAX extension. These underestimated the impact of the Ridership: An estimated rights were valued at $28.2 million. relative isolation of the site, which 7,500 trips each day by 2015 (2.7 The decision to enter into an limited its attractiveness for offi ce million rides annually) agreement with a private partner uses. “Light rail can make a good site required many formal procedures to great,” noted Metro TOD manager The Portland area’s award-winning protect the public investment. In all, Phil Whitmore. “It can’t make a MAX light rail system expanded about 85 agreements were signed, diffi cult site good. It can’t reverse to Portland International Airport with nearly 20 formal approval steps, market fundamentals.” Bechtel’s (PDX) with service beginning on by various elected and appointed limited experience with commercial Sept.10, 2001. Continued passenger bodies. A Public Review Committee development was also a factor in growth, limited road capacity to the provided additional oversight during creating unattainable aspirations for airport and the cost of new parking the decision-making process. TriMet the site. structures created the impetus for held public hearings and received bringing light rail to the airport. The approval from its Board of Directors Ridership fl ies for a sole-source contract with addition of a private funding partner Daily ridership averages 2,600 people Bechtel. helped propel the project forward. getting on or off at PDX. That’s more Light rail to the airport has been part Station area development than three times the former bus of regional transportation plans and ridership to the airport. The Red Line the PDX master plan since the mid- Bechtel proposed an ambitious extended to Beaverton Transit Center 1980s. In 1997, Bechtel Enterprises master-planned development for in September 2003 to meet ridership came to the region and proposed 120 acres to be served by two demand. In 2006, about 1 million a partnership in which Bechtel light rail stations. Federal aviation people got on or off the MAX line at would build the MAX extension. 3 rules prohibit new housing in close the airport, an 11 percent increase local government agencies-the Port proximity to an airport, but Bechtel over 2005. proposed a mix of offi ce, retail and of Portland, TriMet and the City The project was named the 2002 entertainment uses for the site. New of Portland through the Portland project of the year by the American hotels would provide a night-time Development Commission-capitalized Public Works Association. The project population for the development. As on the private investment and the also won the U.S. Conference of light rail construction moved forward, opportunity to extend light rail to the Mayors Excellence Award in 2003. airport earlier than anticipated. Bechtel built a park feature and main street couplet to be the urban design Innovative fi nancing spine of the new development. The post-9/11 economic downturn The unique public/private venture slowed development plans, to fi nance the airport MAX line used particularly offi ce and hospitality funds from local jurisdictions and sectors. agencies. No federal dollars, state general funds or additional property Bechtel ultimately sold its interest in taxes were required. This accelerated the property to Trammel Crow, which the project timeline. The Port’s $28.3 asked the City of Portland to lift a million contribution was raised by limitation on retail uses larger than bonding against a $3-per-passenger 50,000 square feet in order to allow facility charge. The City contributed a major retail anchor to energize the $23 million from an existing urban development. The City amended renewal district. TriMet contributed the applicable station area zoning overlay in 2005, paving the way for

Chapter One • Transportation Projects 1-5 Community Building Sourcebook, Portland, Oregon Ann Becklund Director of Community Affairs MAX Yellow Line TriMet 503-962-2150 Expo-Portland City Center [email protected] trimet.org

to support MAX construction. A 1998 Business support program vote would have extended MAX from Vancouver, Washington to Oregon Many of the businesses along City, Oregon. That vote passed in Interstate Avenue are small, owner- Oregon but failed in Clark County, operated enterprises. To offset Washington. A second attempt for possible construction impacts, the an alignment in Oregon passed in Interstate MAX Business Support the City of Portland, but failed in Program created a marketing and suburban Washington and Clackamas advertising campaign to draw counties. MAX Yellow Line responded in business. The broad-based to these votes in the following ways: campaign included advertisements, Length: 5.8 miles direct mail, promotions, fi nancial • lower-cost project assistance, technical workshops Route: North from the Rose Quarter • no increase in property taxes to pay for the businesses, and a “Lunch to the Expo Center along Interstate for it Bus” that brought 14,000 people to Avenue Interstate restaurants—resulting in • no businesses or homes displaced Stations: 10 nearly $12,000 in income to these • route better serves neighborhoods businesses. The Business Support Cost: $350 million Program assisted more than 100 Partners and funding businesses during MAX Yellow Line Construction of this northerly addition Interstate MAX Yellow Line was a construction, and more than 50 new to the MAX system opened four TriMet project in partnership with businesses had opened on Interstate months ahead of schedule, on May the City of Portland, the Portland Avenue as of December 2004. 1, 2004, and millions under budget. Development Commission, Metro, the MAX Yellow Line runs through Federal Transit Administration (FTA) Joint development a diverse landscape, primarily in and the communities of North and program the existing right of way of North Northeast Portland. The FTA provided TriMet received FTA approval to Interstate Avenue. $257.5 million for the project. Local use some of the project savings to funds included $37.5 million in increase station area development The Rose Garden Arena and regional transportation funds, $30 Memorial Coliseum anchor the activities. $4 million was available million from the City of Portland for planning and site acquisition. segment. Heading north, it runs raised through the formation of a new through a historic industrial district. After TriMet completed additional urban renewal (tax increment) district, environmental analyses of potential The alignment then enters the and $25 million from TriMet. Overlook neighborhood, where development impacts, it proceeded Kaiser Permanente has a major facility Best practices with acquisition of two properties with more than 800 employees. to be offered for transit-oriented Continuing north, redevelopment In addition to being ahead of redevelopment. The fi rst site, is taking shape among the motels, schedule and below budget, which was the long-time home of gas stations and other businesses Interstate MAX Yellow Line the Crown Motel, was offered for that served travelers in the 1950s established new benchmarks development in March 2006. The when Interstate Avenue was the in the areas of contracting with site is now slated to become 54 units primary route between Portland and disadvantaged business enterprises, of affordable housing, with ground- Vancouver, Washington. The segment supporting businesses impacted fl oor retail to be developed by Reach is anchored at the north end by the by construction and incorporating Community Development. TriMet Expo Center. environmental restoration. is working with the community to determine the development strategy The project received the 2005 Arbor for the second site. Try, try again Day Foundation Lady Bird Johnson Regional transportation plans Award for exemplary leadership in long identifi ed the need for north- roadside beautifi cation. The project south high-capacity transit. The tripled the number of trees along region made two attempts at ballot Interstate Avenue. measures to increase property taxes

Chapter One • Transportation Projects 1-6 Community Building Sourcebook, Portland, Oregon Kay Dannen Portland Streecar, Inc. 503-478-6404 Portland Streetcar [email protected] portlandstreetcar.org

By providing a convenient connection This 0.6-mile extension opened in to light rail, the streetcar also builds October 2006 and connects directly overall transit ridership. with the Portland Aerial Tram. Construction on another 0.6-mile Eleven years in the making extension in the South Waterfront District began in August 2006. This The project was initiated in 1990 $13.5 million extension (known as the when the City of Portland formed Lowell extension) opened in August a citizens advisory committee 2007 and encompasses even more comprised of neighborhood activists of the South Waterfront District in its and business leaders and contracted route. Length: Eight-mile loop for a feasibility study of providing rail-based transit as a circulator The Czech connection Route: Good Samaritan Hospital in in the Central City. The study and Northwest Portland, east to the Pearl community support helped secure PSI selected Czech Republic company District, south through the west end a $900,000 grant from the U.S. Skoda to produce Portland’s of downtown on 12th Avenue to Department of Housing and Urban streetcars. The cars were made at Portland State University, then east to Development in 1992, which led to the Skoda factory in Pilzen under a RiverPlace and South Waterfront the selection of an alignment in 1994. contract with the Inekon Group. In 1995 the City of Portland issued a Stations: The streetcar stops The low-fl oor, air conditioned cars are request for proposals to design the approximately every two blocks. 66 feet long and eight feet wide, and streetcar line, manage construction Curb extensions accommodate can carry up to 140 passengers. Top and possibly operate the streetcar. stops. speed is 31 mph. The successful bidder was Portland Cost of Initial Route: $125 million Streetcar, Inc. (PSI), a not-for-profi t Operations Travel Time: Approximately 34 corporation guided by a board of directors representing both the public minutes from Good Samaritan The City of Portland contracts with and private sectors. PSI, in turn, TriMet to operate the streetcar, and Hospital to Portland State University contracted with technical and project there is a seamless fare system. management/fi nancial-planning fi rms. TriMet pays two-thirds of operating The Portland Streetcar began service costs, with the balance coming from The City approved a capital fi nance in July 2001, bringing to fruition an parking meter revenue, fares and plan in 1997. The primary source idea for an “inner city circulator” sponsorship promotions. fi rst identifi ed in Portland’s 1972 of funds—$30.6 million—was the Downtown Plan. Dignitaries and proceeds from revenue bonds In Fall 2001, there were 3,715 average 50,600 citizens participated in a sold by the City and backed by net daily weekday boardings on the weekend-long celebration of the revenues from City-owned parking streetcar line. In Fall 2006, average opening of the fi rst modern streetcar garages and parking meter income. daily weekday boardings increased line in the U.S. Other sources were $9.6 million to 8,817, which refl ected both new from a Local Improvement District development along the line and The streetcar, which shares a lane supported by property owners on extensions to the route. with cars for much of its alignment, the alignment; $7.5 million from tax provides an essential link from increment fi nancing; and $5 million in neighborhoods to the downtown federal transportation funds, which business district, to shopping, to the were subsequently replaced with arts community and to educational regional transportation funds. institutions. It has encouraged infi ll development, facilitating new Portland Streetcar initially provided housing in the emerging River service along a six-mile route. In District and South Waterfront areas January 2005, construction began and supporting other planned in the South Waterfront District on development in the Central City. the $15.8 million Gibbs extension.

Chapter One • Transportation Projects 1-7 Community Building Sourcebook, Portland, Oregon Art Pearce Portland Department of Transportation Portland Aerial Tram 503-823-7791 portlandtram.org

Construction began in August 2005, Cost, ridership and and the tram opened to the public on economic growth Jan. 27, 2007. The total construction cost of the At a height of 500 feet and a length tram was $57 million, with OHSU of 3,300 feet, the tram’s cables providing $40 million. A total of run between the South Waterfront 125,158 people rode the Portland terminal adjacent to the OHSU Aerial Tram in February 2007, nearly Center for Health & Healing and the twice the 66,000 one-way riders upper terminal at the Kohler Pavilion expected based on preliminary on OHSU’s main campus. The tram projections. Through the end of April cars depart every fi ve minutes and 2007, cumulative ridership on the With more than 11,000 employees, take three minutes for a one-way tram exceeded 300,000. Twenty the Oregon Health Sciences trip at an average speed of 22 mph. years from now, when the South University (OHSU) is one of Portland’s These two tram cars can hold up Waterfront is more mature in its largest employers. The OHSU campus to 78 passengers per car. The tram development, about 5,500 OHSU- is located on Marquam Hill, south of was designed by Angelil/Graham/ related round trips are expected each downtown Portland. Although the hill Pfenniger/Scholl, based in Zurich, day. is a beautiful setting, growth there Switzerland, and Los Angeles. is constrained by land availability, a Gangloff Cabins of Bern, Switzerland, Almost $2 billion in new development limited road transportation network made the custom-designed cars, at the South Waterfront District and potential environmental impacts. which meet rigorous Swiss standards will be leveraged by the initial tram As OHSU began to plan its next 30 for aerial tramways. investment, resulting in 5,000 new years of growth and its strategy to jobs and 2,700 new housing units become one of the top 20 nationally Sustainability during the next decade, and 10,000 ranked medical research institutions, jobs and 5,000 housing units The tram is integrated with other during the next 20 years. For more it identifi ed interest in creating a public transit. The Portland Streetcar satellite campus less than a mile away information on the development of stops at the corner of SW Moody the South Waterfront District, see in the South Waterfront District. Thus, Avenue and SW Gibbs Street, across the idea for the Portland Aerial Tram Chapter Three: Transit-Oriented the street from the South Waterfront Developments. was born. tram terminal. TriMet riders may ride the bus or MAX downtown and Design and construction transfer to the Portland Streetcar, After years of studies on how to best and both TriMet annual or monthly connect the satellite South Waterfront passes and Portland Streetcar annual campus with the central Marquam passes can be used as tram fare. Hill campus (studies that included The tram also accommodates bikes possible transportation methods such and mobility devices. Showcasing as shuttle buses, gondola lifts, tunnels sustainability at its best, the tram and even funiculars), OHSU decided will eliminate an estimated 2 million that an aerial tram would be the vehicle miles annually that otherwise best approach. The City of Portland would be traveled in the city, thereby accepted OHSU’s tram proposal saving 93,000 gallons of gas and in July 2002, and designs for the reducing greenhouse emissions by tram began immediately afterward. more than 1,000 tons.

Chapter One • Transportation Projects 1-8 Community Building Sourcebook, Portland, Oregon Ann Becklund Director of Community Affairs Washington County TriMet 503-962-2150 Commuter Rail [email protected] trimet.org

Washington County Vehicles Commuter Rail TriMet is working with Colorado Railcar, a U.S. manufacturer, to design TC Beaverton NORTH and build the self-propelled diesel vehicle. Each railcar will seat 80 passengers. Partners and funding

Hall/Nimbus Washington Square Mall In 1996 Washington County, the TC cities of Beaverton, Tigard, Tualatin, The route and stations Wilsonville and Sherwood, TriMet, The 14.7-mile project will share Metro, and ODOT initiated a feasibility study of commuter rail. The project TC freight train tracks with the Portland Tigard and Western Railroad in eastern received unanimous support from Washington County, thereby all the partners, as well as strong minimizing construction impacts public and business support. The for most of the new line. There will $117.3 million project will be funded be fi ve stations, which will include by $58.65 million in federal funding nearly 700 Park & Ride spaces at four $35.34 million from State of Oregon stations: Lottery bond proceeds, $15.56 Tualatin million from TriMet and GARVEE • Beaverton Transit Center: This bonds, and $7.75 million from station will connect with 11 TriMet local cities and Washington County. bus lines and MAX Blue and Red Commuter Rail Line TriMet and Washington County will lines serving the Beaverton to Commuter Rail Line contribute a total of $4.1 million to Stations Hillsboro corridor, downtown annual operating costs. Existing MAX light rail Portland and Portland International stations MAX Blue Line: Airport. Travel time and ridership Gresham−Hillsboro • Hall/Nimbus Station: This station MAX Red Line: Washington County Commuter Airport−Beaverton TC will be adjacent to Hall Boulevard Rail will operate weekdays every TC Transit Center and within walking distance of 30 minutes during morning and Other railroad the Cascade Business Center. Bus Wilsonville afternoon rush hours. The trip TriMet boundary service will connect riders to the from Beaverton Transit Center to Washington Square Mall and to the Wilsonville will take 27 minutes. Train Transit Center. The station will have The Washington County speeds will average 37 mph, with top about 50 Park & Ride spaces. Commuter Rail line will offer a new speeds over 60 mph. transportation route within the heavily • Tigard Transit Center Station: Average daily ridership is projected traveled Interstate 5 and Highway 217 This station will be located in between 3,000 and 4,000 trips by corridor. Using existing freight tracks, downtown Tigard. It will provide 2020, with half of the riders new to it will connect to TriMet MAX light rail about 100 Park & Ride spaces and transit. in Beaverton and serve Washington connect with fi ve TriMet bus lines. Square, Tigard, Tualatin and • Tualatin Station: This station will Wilsonville. This innovative project have about 130 Park & Ride spaces is one of the few suburb-to-suburb and will connect to local TriMet bus commuter rail projects in the country. service. Construction began in October 2006, • Wilsonville Station: This station and the line will open in September will be located on Barber Street, 2008. will have about 400 parking spaces,and will connect with SMART buses serving residential and employment areas.

Chapter One • Transportation Projects 1-9 Community Building Sourcebook, Portland, Oregon Ann Becklund Director of Community Affairs TriMet I-205 Light Rail 503-962-2150 [email protected] trimet.org

This phase of the project is scheduled • Lents Town Center/SE Foster to open in September 2009 as the Road Station: This station will be Green Line. located between Foster Road and Ramona Street to serve the heart of Gateway/ The route and stations downtown Lents. NE 99th Ave The 6.5 mile extension travels • SE Flavel Street Station: This station will be located on the south between Gateway Transit Center and side of Flavel Street. SE Main St Clackamas Town Center along I-205, connecting to existing MAX Blue Line • SE Fuller Road Station: This tracks from Gateway to downtown station will be located between SE Division St Portland along I-84. Most of the Johnson Creek Boulevard and Otty line follows an existing transit way Road, where it will serve the North SE Powell Blvd created when I-205 was originally Clackamas County Urban Renewal District. This site is planned to have constructed. The line connects SE Holgate Blvd 630 Park & Ride spaces. two regional centers (Gateway and Clackamas) and a town center (Lents) • Clackamas Town Center Station: Lents Town Center/ identifi ed in the Metro 2040 Growth This station will anchor transit SE Foster Rd Concept as areas that are to intensify service by connecting MAX with 10 and diversify as mixed-use centers bus lines. It will be convenient to an adjacent regional mall and will SE Flavel St grow. include a 750-space garage. The I-205 segment will have eight new stations and fi ve Park & Ride Partners and funding lots providing more than 2,300 SE Fuller Rd The I-205 segment of the South spaces. Every station except Fuller Corridor Project is estimated to cost Road is located adjacent to streets $575.7 million. Federal dollars will with bus service, providing a link to pay 60 percent of the project cost. destinations both east and west. Local match will be contributed Clackamas Town Stations are: Center TC by Metro, the City of Portland, the • SE Main Street Station: This Oregon Department of Transportation

I-205 light rail stations station will be located near Portland (ODOT) and TriMet. The source of Existing light rail station Adventist Medical Center. It will the City’s contribution will be urban MAX Blue Line: renewal funds. Gresham−Hillsboro contain 420 Park & Ride spaces. MAX Red Line: • SE Division Street Station: This Airport−Beaverton Travel time and ridership Transit Center station, located south of Division Park & Ride Street, will connect to the I-205 The MAX Green Line will travel every bike and pedestrian path. 15 minutes most of the day. The • SE Powell Boulevard Station: MAX ride from Clackamas Town The Portland area’s award-winning This station will be located south Center to Gateway is estimated to light rail system is expanding into of Powell Boulevard to serve take 15 minutes. Total travel time southeast Portland and Clackamas surrounding commercial uses, from Clackamas Town Center to County, bringing greater access to a residential neighborhood and Pioneer Courthouse Square will be the rest of the region. This expansion Marshall High School. 400 Park & 39 minutes. is Phase 1 of the South Corridor Ride spaces are planned for this Studies project approximately 46,500 Project, which includes light rail along location. I-205 to Clackamas County and along daily boardings on I-205/Portland the downtown Portland Transit Mall. • SE Holgate Boulevard Station: Mall MAX Light Rail between Transit riders from Clackamas County This station will be located on the Clackamas Town Center and Portland will now have a one-seat MAX ride north side of Holgate Boulevard, State University by 2025. Of those to downtown Portland or a quick and will have 120 Park & Ride riders, 84 percent are expected to transfer to the airport at Gateway. spaces. start and/or end their trips within the I-205 corridor.

Chapter One • Transportation Projects 1-10 Community Building Sourcebook, Portland, Oregon Ann Becklund Director of Community Affairs TriMet Portland Mall Light Rail 503-962-2150 [email protected] trimet.org

Upgrading the Mall New vehicles The Portland Mall, originally As part of the project, TriMet is constructed in 1977, is showing unveiling 21 new MAX train cars its age with deteriorating facilities, with more seats and a sleek new growing maintenance costs and look. The fourth-generation (“Type uninviting areas. The project will 4”) MAX cars are being built by enliven the Mall for retail business, Siemens Transportation Systems, Inc., pedestrians, transit and autos. and are scheduled to begin service Improvements such as refurbished throughout the MAX system in fall streets and sidewalks, new transit 2008. shelters, better lighting and eye- The cars are seven feet longer, catching public art will rejuvenate but will still fi t within existing MAX these signature downtown streets. stations and will weigh less than older MAX on the Mall MAX cars. An improved interior layout leaves space for 12-16 more seats MAX stations on the Mall will be per train, plus additional standing located about every four to fi ve room. While existing MAX trains blocks, with bus stops on different can carry up to 332 riders, the new blocks and spaced every two to trains will be able to carry 464. New four blocks. Transit riders will board trains will also brake and stop more buses and trains on the right side of smoothly than existing MAX trains. the street, allowing two travel lanes for transit and one through lane for Benefi ts autos. Public and private partners are The project will bring new life to investing nearly $9 million from downtown Portland. Here are some 2006-2009 to promote downtown key elements: businesses and provide technical support and low-interest loans • increased access within downtown, to small businesses along the with trains that loop on the Mall construction zone on SW 5th and 6th every fi ve minutes, ensuring a MAX avenues. When complete, the I-205/ train is always within sight during Portland Mall Light Rail Project will most of the day generate nearly 7,600 jobs and more The Portland Mall Light Rail Project • a continuous auto and bike lane than $260 million in personal income is part of the South Corridor Phase I along the entire left side of the Mall, in the Portland area. Project, which connects downtown offering greater access to offi ce and Portland to Clackamas County. The retail locations The Green Line will not only connect project features renovations that will with the Blue and Red lines at • four new auto pull-outs in the Pioneer Square, it will also serve enliven the Portland Mall on SW 5th Central Mall area for timely and 6th avenues. The greatest of Portland State University (PSU), the business delivery services and top transit destination in downtown these renovations is the introduction customer access of the MAX light rail, which will stretch Portland. Approximately 40 percent from Union Station to Portland State • improvements to the Burnside of students, faculty and staff at PSU University. Dubbed the “Green Line,” intersections at 5th and 6th ride TriMet. construction of this segment began avenues to improve traffi c fl ow on in February 2007, and it will open in those two streets September 2009. • renovating sidewalks and other facilities to a “like new” condition • better distribution of bus service throughout downtown

Chapter One • Transportation Projects 1-11 Community Building Sourcebook, Portland, Oregon Transportation Planning Metro 503-797-1757 Portland-Milwaukie Light Rail metro-region.org

Route, stations Cost and parking The cost is approximately $637 The proposed 6.5-mile extension million in current dollars or $880 connects with light rail on the million in 2013, but cost estimates Portland Mall at Portland State could change as a result of University. other options being studied. The construction of the new Willamette The extension will potentially have River light rail/pedestrian bridge is stations near: included in cost projections. Running • SW Lincoln Street, serving PSU and buses on this new light rail bridge south downtown Portland could prove travel time savings for more than 14,000 bus trips daily that • South Waterfront District, serving currently use the Ross Island Bridge. OHSU’s satellite campus and the Improving bus travel time would also Portland Aerial Tram make the project more competitive • OMSI, serving the central eastside for federal funding. • SE Clinton Street, serving the The 2007 state legislature approved Hosford-Abernethy and Brooklyn $250 million in Lottery bonds to neighborhoods be used for the project design and • SE Rhine Street, serving the construction. Federal and other local Brooklyn neighborhood sources will be sought to pay for the • SE Holgate, serving the Brooklyn remainder of the project costs. neighborhood Travel time • SE Harold Street • SE Bybee, serving Eastmoreland A trip between Milwaukie and and Westmoreland downtown Portland by light rail is forecast to take 14 minutes in • SE Tacoma, serving Sellwood and 2020, compared to 19 minutes by Ardenwald automobile. The line would connect Other options are being considered an estimated 20,000 to 25,000 daily riders to the existing MAX system in The Portand-Milwaukie Light Rail such as stations at the former 2020. Project is Phase II of the South Southgate Theater, Harrison Street, Corridor Project, which calls for Washington Street, Lake Road, a second MAX light rail line into Bluebird Street and Park Avenue. Clackamas County. This proposed A 1,000-space Park & Ride garage extension would bring MAX from the is proposed for the Tacoma Street southern end of downtown Portland Station. There is also a 1,000-space to downtown Milwaukie, serving Park & Ride proposed at Park Avenue, neighborhoods in southeast Portland a 600-space Park & Ride proposed at and Milwaukie. Southgate, and a 275-space Park & The project is in the preliminary Ride proposed at Lake Road. planning stages. Construction could begin as early as 2011, with service starting in 2014.

Chapter One • Transportation Projects 1-12 Community Building Sourcebook, Portland, Oregon Ross Roberts Metro Lake Oswego to Portland 503-797-1752 [email protected] Transit Alternatives metro-region.org

powered by a diesel generator. This • SW Bancroft Street weekend and seasonal operation • SW Boundary Street preserves the railroad use easements. • SW Nebraska Street Streetcar • SW Nevada Street A potential upgrade to the line • Near the Sellwood Bridge would create a seamless extension • SW Military Road of the Portland Streetcar line, which • SW Briarwood Road terminates in the South Waterfront District. The extended line would • E Avenue operate to downtown Lake Oswego, • between A and B avenues perhaps remaining as a single track, A consortium of local jurisdictions Both the streetcar and BRT plans but with passing tracks at stations. and agencies (TriMet, Metro, Portland, have three different southern Stations are proposed at: Lake Oswego, Clackamas and terminus options. Both plans also Multnomah counties and the Oregon • SW Hamilton Court include proposals for a Park & Ride Department of Transportation) • SW Boundary Street lot with 400 spaces at the southern purchased the Willamette Shore Line terminus. right of way, a former freight line, • SW Nebraska Street from the Southern Pacifi c Railroad • SW Nevada Street Benefi ts in 1988. The right of way was purchased to prevent abandonment • Near the Sellwood Bridge A streetcar line or BRT system from of the line and to preserve it for future • SW Riverwood Road Lake Oswego to Portland would provide access to downtown from passenger rail service. • SW Briarwood Road the South Waterfront District. The This right of way is approximately 6.2 • E Avenue district has a highly constrained miles long, with a southern terminus • terminus at A Avenue and Fourth roadway system and will rely on near downtown Lake Oswego Street transit to carry large numbers of and a northern terminus near the residents and workers. The Lake Such an extension operating at 12- South Waterfront development in Oswego town center’s Foothills area minute headways would require four Portland. The line passes through has similar access constraints. The additional streetcars. A bus transit the neighborhoods of John’s Landing streetcar/BRT could provide access center could be established at the and Dunthorpe. Title is held by the between Foothills and the rest of the southern terminus. There is also City of Portland on behalf of the town center area and would connect potential for a future commuter rail Consortium–in part by outright Lake Oswego and surrounding areas connection at the southern terminus. ownership and in part by railroad use with the existing metropolitan transit easement. The line has seven trestles system. and an approximately 1,800-foot- Bus Rapid Transit long tunnel. The right of way width Another option for this transit project varies from 17 feet to 80 feet, with is a Bus Rapid Transit (BRT) system numerous private grade crossings. A from Lake Oswego to Portland. trolley barn was constructed in Lake While the capital costs for BRT are Oswego in 1998. lower than the proposed streetcar The line is leased by the City of Lake line’s capital costs, operating and Oswego to a private operator for maintenance costs for BRT would be recreational operation between the higher than that of a streetcar line. terminus locations. The line is not Proposed stops for the BRT system electrifi ed, but uses vintage trolleys include:

Chapter One • Transportation Projects 1-13 Community Building Sourcebook, Portland, Oregon Kris Strickler Project Manager Columbia River Crossing Project Columbia River Crossing 360-737-2726 columbiarivercrossing.org

each weekday. If no improvements • replacement bridge with light rail are made, congestion will increase to • supplemental bridge with Bus more than 16 hours each weekday Rapid Transit by 2030. In addition to congestion issues, this section of I-5 has accident • supplemental bridge with light rail rates two to three times higher than • no build similar highways in Oregon and Other improvements for all build Washington. Problems include these alternatives include improved elements: pedestrian and bicycle paths, better • Bus travel times are increasingly protection from traffi c noise and impacted by congestion, bridge lifts debris, and more direct connections and crashes on I-5. on either side of the river for public transit, automobiles, bicyclists and • Merging and weaving problems pedestrians. Smaller improvements lead to sideswipe crashes. such as added signage and smoother • Short on- and off-ramps at pavement may be made before major interchanges contribute to a high construction begins. accident rate. • Poor sight distance approaching Costs the bridge leads to rear-end Early estimates in 2007 range from crashes. $2 billion to $6 billion to fund all • The path on the Interstate Bridge three aspects of the project: bridge, Columbia River Crossing is a bridge, is dangerously narrow, and local highway and transit improvements. transit and highway improvement street connections are confusing The Columbia River Crossing project project. The project is charged with and circuitous. will seek federal, state and local enhancing accessibility, reducing Also, the existing I-5 bridges are funding. In addition, tolling will be congestion and improving safety located in a seismically active zone. studied as a method to help fi nance problems on a fi ve-mile segment They do not meet current seismic the project. of Interstate 5. The project area standards and are vulnerable to stretches from State Route 500 failure in an earthquake. Schedule in Vancouver, Washington, to At the beginning of 2008, the approximately Columbia Boulevard Solutions in Portland, Oregon, including the project expects to publish a draft Interstate Bridge across the Columbia The terminus of the MAX Yellow Line Environmental Impact Statement River. at Expo Center is approximately 1.5 (EIS). Following a 60-day public miles from downtown Vancouver. comment period, local project The Columbia River Crossing is In addition to highway and bridge partners will undergo a process to a joint project of the Washington improvements, all of the “build” choose a Locally Preferred Alternative State Department of Transportation alternatives include either a Bus (LPA) that defi nes which of the and the Oregon Department of Rapid Transit (BRT) that connects to alternatives the project will pursue for Transportation. Local project partners the Expo Center MAX station or an construction. That LPA will be chosen are Southwest Washington Regional extension of MAX Yellow Line across in summer 2008. Following the LPA, Transportation Council, Metro the Columbia River into Vancouver. the project will produce a Final EIS, Regional Government, C-TRAN, City documenting all the potential impacts. of Vancouver, City of Portland and As of fall 2007, fi ve alternatives Release of the Final EIS is scheduled TriMet. remain for the Columbia River Crossing: for 2009, and construction could begin as early as 2010. Issues • replacement bridge with Bus Rapid I-5 between Vancouver and Portland Transit suffers six hours of traffi c congestion

Chapter One • Transportation Projects 1-14 Community Building Sourcebook, Portland, Oregon Chapter Two Plans and Policies

Chapter Two • Plans & Policies Community Building Sourcebook, Portland, Oregon State of Oregon Department of Land Conservation Oregon Land Use and Development 503-373-0050 Planning Program oregon.gov

Oregon’s land use planning will There have been massive changes in Oregon’s Statewide Planning celebrate its 35th anniversary in Oregon and land use planning since Goals: the spring of 2008. The state has SB 100 was enacted. Local plans and 1. Citizen Involvement received national and international ordinances are in place, and farm and 2. Land Use Planning recognition for its land use planning forest land is largely protected with 3. Agricultural Lands leadership. With urban growth zoning. DLCD now strives to see that boundaries, farmland protection, urban development is done effi ciently 4. Forest Lands the Oregon Ocean Plan, the to minimize the expansion of urban 5. Natural Resources, Scenic and transportation planning rule and land, to limit infrastructure costs and Historic Areas, and Open Spaces strict and innovative development to assure that affordable housing is 6. Air, Water and Land Resources guidelines, the Oregon program is provided. Quality providing a model for the nation. 7. Areas Subject to Natural Measure 37 Disasters and Hazards Senate Bill 100 In 2004, Oregon voters approved 8. Recreation Needs The passage of Senate Bill 100 in Ballot Measure 37, which states 9. Economic Development 1973 launched Oregon on a new, that the owner of private property is 10. Housing diffi cult and exciting program of entitled to receive just compensation 11. Public Facilities and statewide land use planning. The bill when a land use regulation restricts Services created a partnership in planning the use of the property and 12. Transportation between the state and its 241 cities reduces its fair market value. In 13. Energy Conservation and 36 counties. It set standards lieu of compensation, the measure for local plans, created an agency to also states that the government 14. Urbanization administer them, and provided grants responsible for the regulation may 15. Willamette River Greenway to help local governments meet those choose to “remove, modify or not 16. Estuarine Resources standards. apply” the regulation affecting the 17. Coastal Shore Lands property. The provision applies 18. Beaches and Dunes Oversight only to those land use actions that occurred after the property owner 19. Ocean Resources The Department of Land or the owner’s family purchased the Conservation and Development property. (DLCD) is the state agency responsible for monitoring and DLCD has been responsible for implementing the land use planning providing information about Measure program. The department is 37 to the public, assisting local directed by a seven-member governments to establish procedures, citizen commission, appointed by and processing claims involving state the governor and called the Land land use actions.Nearly 7,000 claims Conservation and Development have been fi led as of May 25, 2007. Commission (LCDC). The 2007 Oregon Legislature referred The mission of the program is to Measure 49 to the November “Support all of our partners in creating 2007 ballot. Measure 49 limits and implementing comprehensive development allowed by a Measure plans that refl ect and balance the 37 claim. Voters approved the statewide planning goals, the vision measure by 62 percent. DLCD will be of citizens, and the interests of local, responsible for determining how to state, federal and tribal governments.” apply the new limits. It includes state legislation, the 19 statewide planning goals and local comprehensive plans.

Chapter Two • Plans & Policies 2-2 Community Building Sourcebook, Portland, Oregon Oregon Department of Land Conservation and Development 503-373-0050 Urban Growth Boundaries oregon.gov

Expansions 2040 Growth Concept Portland’s UGB Metro is responsible for managing The 2040 Growth Concept Plan is expanded only the Portland metropolitan region’s the region’s growth management 2 percent even as the UGB. Since the late 1970s, the policy; it defi nes development in population increased boundary has been moved about the metropolitan region through 35 times. Most of those moves the year 2040. The 2040 Growth 17 percent. involved 20 acres or less. Recently, Concept Plan guides how the UGB Metro authorized more substantial is managed in order to protect the additions: community characteristics valued by the people who live here, to Urban Growth Boundaries (UGBs) • In 1998, about 3,500 acres enhance a transportation system that are a central tenet of the Oregon were added to make room for ensures the mobility of people and Land Use Planning Program approximately 23,000 housing goods throughout the region, and to adopted in 1973. The main intent units and 14,000 jobs. Acreage preserve access to nature. The 2040 of the boundaries was to ensure included areas around the Growth Concept Plan: the preservation and viability of Dammasch State Hospital site near farmland by limiting city growth and Wilsonville, the Pleasant Valley area • encourages effi cient land use, preventing leap-frogging suburbs. in east Multnomah county, the directing most development to The Portland metropolitan area Sunnyside Road area in Clackamas existing urban centers and along boundary encompasses 24 cities and County, and a parcel of land south existing major transportation the urban portions of three counties. of Tualatin. corridors The Portland UGB is administered • In 1999, 380 acres were • promotes a balanced by Metro, the area’s regional added based on the concept of transportation system within the government. “subregional need.” “Subregional region that accommodates a variety The objectives of UGBs are to: need” occurs when a community of transportation options such needs land to balance the number as bicycling, walking, driving and • plan for and promote a compact of homes with jobs available in the public transit and effi cient urban form area. • supports the region’s goal of • improve the effi ciency of public • In 2002, an unprecedented 18,638 building complete communities by facilities and services acres were added to the UGB to providing jobs and shopping close • preserve prime farm and forest provide 38,657 housing units and to where people live lands outside the boundary 2,671 acres for additional jobs. UGBs limit urban sprawl and This action also created important reduce the cost of providing urban regional policies to support services. They also assure agricultural neighborhoods, protect industrial uses outside the boundary and areas and enhance regional and enable farmers to make longterm town centers. These expansions investments. represented an increase of about 2 percent, though the population of Oregon state law requires the greater Portland metropolitan jurisdictions to provide a 20-year area increased by about 17 percent supply of residential land for the since 1990. metropolitan area inside the UGB. • In 2004, 1,940 acres were added The land supply and growth rates are to the boundary to address the re-examined every fi ve years to check need for industrial lands identifi ed capacity. as part of a 2002 planning process. • In 2005, an additional 345 acres of land were added for industrial purposes which,will complete the 2002 planning process.

Chapter Two • Plans & Policies 2-3 Community Building Sourcebook, Portland, Oregon Basil Christopher Bicycle and Pedestrian Program Oregon Bicycle and Oregon Department of Transportation 503-731-3261 Pedestrian Plan oregon.gov

The Oregon Bicycle and Pedestrian The Bicycle and Pedestrian Plan is Many improvements Plan is one of the modal elements of driven by the Bicycle Bill’s mandates for pedestrians the Oregon Transportation Plan. An and goals. extensive public involvement process The program’s responsibilities include and cyclists are generated many comments and ensuring that ODOT constructs its suggestions by the public at large. As made as roads are road projects to meet the needs such, the plan carries considerable built or rebuilt. of pedestrians and bicyclists; authority, as it establishes the Oregon developing standards for both ODOT Department of Transportation and local jurisdictions to adopt; (ODOT)’s policies regarding bicycling and establishing funding programs and walking. It sets construction to pursue improvements outside standards for ODOT, and offers of modernization projects. These guidelines to local jurisdictions programs include grants to cities in establishing their bicycle and and counties for projects along local pedestrian networks. streets or state highways. The Oregon Bicycle and Pedestrian The Bicycle and Pedestrian Plan Advisory Committee is appointed by also sets up training programs for the governor to advise the Oregon engineers and planners, advises cities Department of Transportation. It and counties on their programs and originated with the Oregon Bicycle projects, and develops maps for Bill (ORS 366.514), passed by the touring bicyclists. legislature in 1971. The Bicycle Bill requires development of bikeways A 2007 update of the Plan is and walkways when roads are incorporating new designs for bike constructed, and enables the Oregon and pedestrian facilities. Department of Transportation, cities and counties to use road funds for constructing bikeways and walkways along existing roads. Many improvements for pedestrians and bicyclists are made as roads are built or rebuilt as part of a “modernization” project.

Chapter Two • Plans & Policies 2-4 Community Building Sourcebook, Portland, Oregon State of Oregon 503-373-0050 Transportation Planning Rule oregon.gov/LCD/

The Transportation Planning the availability and convenience of Adopted: 1991 Rule (TPR), adopted by the Land alternative modes, including transit, Conservation and Development walking, cycling, transportation Amended: 1995, 1999, 2005, 2006 Commission (LCDC) in 1991, demand management measures Requires cities and counties to adopt clarifi es the relationship between and parking management plans. transportation system plans. transportation and land use. It defi nes The TPR also directs metropolitan the characteristics of acceptable areas to implement land use changes Requires metropolitan areas to set transportation plans, establishes to promote compact, mixed-use, targets and adopt actions to reduce standards for transportation system pedestrian-friendly development as reliance on the automobile. performance, and requires explicit a way to achieve reduced automobile Requires that plan and zoning links between local land use and reliance. transportation planning processes. amendments strike a balance The TPR requires cities and counties At the same time the metropolitan between allowed land uses and throughout the state to prepare planning organizations are planned transportation systems. and adopt transportation system implementing the TPR requirements, plans (TSPs) to meet long-range Requires changes to development they must also address the Oregon transportation needs. These codes to support bicycling, walking Transportation Plan, Oregon state must include planned roadway and transit. benchmarks, and federal Intermodal improvements as well as plans for Surface Transportation Effi ciency bike and pedestrian facilities. Larger Act of 1991 and Clean Air Act communities must include planning amendments. for transit. One of the major requirements in the TPR is that metropolitan areas adopt specifi c targets and plans to reduce reliance on the automobile. Metropolitan areas must either meet the state mandate to reduce vehicle miles traveled (VMT) by 5 percent during the 20-year planning period or obtain state approval of an alternative measure. Plans to achieve the target must include a combination of measures to improve

Chapter Two • Plans & Policies 2-5 Community Building Sourcebook, Portland, Oregon Tim O’Brien Senior Regional Planner Metro Urban Growth Management 503-797-1840 [email protected] metro-region.org

Things look different Regional Framework Plan within the Portland metropolitan area. They include standards and here because The Regional Framework Plan, guidelines for protecting streams and of our commitment adopted in December 1997, contains riverbank vegetation; implementing the policies that direct our region’s new minimum and maximum parking to statewide and future growth. It results from years of standards for particular uses; limiting regional planning work with citizens and governments big-box retail in industrial areas; since the late 1960s. of this region. The plan provides allowing accessory dwelling units in specifi c guidelines that city and all single-family zones; and applying county governments will use to create a minimum standard for frequency of and preserve livable communities. street connections. Two plans, the Regional Framework The Regional Framework Plan brings Plan and the Urban Growth together these elements and contents New Look Management Functional Plan, of previous regional policies to To keep Portland a great place to live implement Metro’s 2040 Growth create an integrated framework and in the 21st century, the Metro Council Concept Plan to manage expected to ensure a coordinated, consistent launched a project called the New growth in the Portland metropolitan approach. Issues addressed include Look at Regional Choices, through region through the year 2040. the following: which a re-examination of the region’s It doesn’t take long to see that the • managing and amending the Urban long-range plan will take place. In Portland metropolitan area is a Growth Boundary general, the New Look is divided into special place. While other urban • protecting natural resource three broad policy categories: areas have sprawled, our region lands outside the Urban Growth • investing in our communities – steer has managed urban development. Boundary growth into existing commercial Communities near our Central City • determining urban design, areas and promote vibrant mixed- have not suffered from abandonment settlement patterns and housing use centers that use land most and decline. We are restoring creeks, densities effi ciently and provide more wetlands and natural areas, acquiring housing and transportation options public open spaces, and witnessing • planning transportation and mass for residents healthy economies in communities transit systems all over the region. Redevelopment • protecting and acquiring parks, • the shape of the region – manage of existing buildings and new open spaces and recreational expansion of the Urban Growth development of underutilized land facilities, water sources and storage Boundary in a way that protects valuable agricultural land, but also account for about one-third of new • coordinating plans and details with allows for responsible growth in development. Mass transit use is Clark County, Washington increasing at a faster rate than auto outlying areas • integrating planning responsibilities use. • the Regional Transportation Plan– mandated by state law Things look different here because an update of the plan to make it • addressing other issues of fi nancially realistic and support the of our commitment to statewide metropolitan concern and regional planning since the region’s growth management values late 1960s. The Framework Plan Regional Functional Plan and Functional Plan are intended to extend that legacy in the new The Regional Functional Plan is where century in constructive and inventive the rubber meets the road, where ways. The challenge is clear: We the principles of the 2040 Growth must continue our cooperative and Concept Plan are implemented. participatory approach to growth The Functional Plan, adopted in management if we are to preserve December 1997, contains very our quality of life as more people specifi c land use and transportation move into the urban area or are born requirements, which must be here. addressed by the 28 jurisdictions

Chapter Two • Plans & Policies 2-6 Community Building Sourcebook, Portland, Oregon Kim Ellis Senior Transportation Planner Metro Regional Transportation Plan 503-797-1617 [email protected] metro-region.org

Transportation choice transportation needs and increasing The policies in the walking, biking and use of transit in The policies in the RTP place a the region. RTP place an emphasis new emphasis on transportation on transportation alternatives for travel to work, The policies established in the alternatives for travel shopping and recreation. While the Regional Transportation Plan guide policies recognize that most travel in local governments as they develop to work, shopping the region will continue to be by auto, their local transportation plans. Local and recreation. alternatives to auto travel such as transportation plans are required by transit, walking and bicycling are also state law to be consistent with the recognized as important. In addition, RTP. The Regional Transportation Plan the policies recognize the importance (RTP) is a 20-year blueprint to of the movement of goods and Beyond congestion ensure the ability to get “from here to services to our regional economy. The In 2004, Metro completed an RTP there” as the Portland region grows. overall strategy is to tie transportation update addressing federal planning The RTP establishes transportation to land use in the most effi cient way requirements. In 2006, a more policies for all forms of travel– possible. expansive effort involving broader motor vehicle, transit, pedestrian, The 2040 Growth Concept Plan public discussion of plans, policies bicycle and freight – and includes provides the land use direction for and projects got underway. New specifi c objectives, strategies and the RTP, with planned improvements policies would look at corridor- projects to guide local and regional closely tied to the needs of wide improvements to enhance implementation of each policy. The different areas. For example, areas transportation choices and the plan was fi rst adopted by the Metro with concentrated development, distribution of trips rather than simply Council in 1983, and is updated such as downtown Portland and responding to congestion “hot spots” periodically to refl ect changing regional centers such as Gresham when prioritizing transportation conditions and new planning and Beaverton, are targeted with investments. priorities. a balance of high-quality transit, A 1995 update responded to pedestrian and bicycle projects new federal requirements in the to complement needed auto Intermodal Surface Transportation improvements. In contrast, projects Effi ciency Act (ISTEA), the Clean in industrial areas and along freeways Air Act and the Americans with and highways are largely oriented Disabilities Act. Between 1996 and toward auto and truck travel. 2000, the RTP was updated to In addition to focusing on strategies implement the 2040 Growth Concept to improve everyday transportation Plan and the state Transportation needs, the RTP provides a vision for Planning Rule. Development of new ways to get around, such as the new plan was guided by input commuter rail and vanpools. This from a 21-member citizen advisory vision also includes telecommuting, committee, offi cials and staff from ride-sharing and other programs the region’s cities, counties and state designed to reduce demand on the agencies, and residents, community transportation system. The plan groups and businesses. includes specifi c policies related to street design, elderly and disabled

Chapter Two • Plans & Policies 2-8 Community Building Sourcebook, Portland, Oregon Carolyn Young Executive Director Programs & Communications Transit Investment Plan TriMet 503-962-7562 [email protected] trimet.org

The Total Transit System TIP priorities The Total Transit The Total Transit System is TriMet’s Within available fi nancial resources, System is TriMet’s term for the elements that make TriMet and its partners balance needs term for the elements transit an attractive choice for riders. to guide where, when and how to that make transit an The Total Transit System includes invest transit-related dollars. The TIP frequent, reliable service during all priorities: attractive choice times of the day and every day of the 1. Build the Total Transit System week; clear customer information; for riders. Enhance customer information, easy access to stops; comfortable access to transit, stop amenities, places to wait for transit; and modern frequency, reliability, passenger The Transit Investment Plan (TIP) lays vehicles. TriMet and its partners need comfort, safety and security out TriMet’s strategies and programs to invest in the Total Transit System to to meet regional transportation not only meet the current demand for 2. Expand high-capacity transit and livability goals through focused service, but also to attract the level of Invest in MAX light rail, commuter investments in service, capital ridership called for in the RTP. rail and streetcar service along projects and customer information. key corridors to connect regional The TIP is a rolling fi ve-year plan that Regional partnerships and centers is updated annually. The TriMet Board focused investments 3. Expand frequent service of Directors fi rst adopted the TIP in TriMet partners with local, regional Add routes to TriMet’s 164-mile June 2002. and state governments and agencies network of bus lines that run The TIP relies on long-term goals to provide many of the important every 15 minutes or better, every and strategies developed by Metro, elements that enhance access to day including the Regional Transportation transit, such as roadways, sidewalks, 4. Improve local services Plan (RTP). These plans direct safe pedestrian crossings, priority Partner with local jurisdictions to development to regional centers, for transit vehicles, and building improve transit service in specifi c town centers and key corridors. The codes that promote and enhance local areas TIP shows how TriMet will implement pedestrian-friendly areas. the transit portion of the RTP over the The TIP provides the framework next fi ve years. for forming regional partnerships between TriMet and other agencies to improve access to transit and encourage transit-oriented development. TriMet works with local jurisdictions to develop criteria for expanding transit service.

Chapter Two • Plans & Policies 2-9 Community Building Sourcebook, Portland, Oregon Kim Ellis Senior Transportation Planner Metro Livable Streets 503-797-1617 [email protected] metro-region.org

Streets are an important key to buffers, bikeways, on-street parking, one component of a larger watershed community livability. The Regional street trees, pedestrian-scale approach to improving the region’s Framework Plan, the Regional lighting, bus shelters, benches and water quality. Transportation Plan (RTP), the corner curb extensions provide Transportation Planning Rule, the an environment that is not only Trees for Green Streets: Intermodal Surface Transportation attractive, but can slow traffi c speeds An Illustrated Guide Effi ciency Act of 1991, the Clean and encourage walking, bicycling Water Act and the listing of salmon and use of transit. The guidelines This handbook describes the role of and steelhead as endangered species described in the handbook serve as street trees in managing stormwater. have all elevated the importance of tools for improving existing streets Appropriate tree species are street design in regional planning. and designing new streets, and refl ect illustrated in the book, with a list of Metro addressed these mandates the fact that streets perform many major characteristics. The street tree with street design policies that — and often confl icting — functions guide focuses on the Portland region, support implementation of the 2040 and the need to reconcile confl icts but tree suggestions apply to any Growth Concept Plan by linking among travel modes. A section of West Coast temperate climate from the way a street is designed to the the handbook provides guidance Vancouver, B.C., to parts of Northern land uses it serves. The policies for making tradeoffs among design California. The handbook is intended were adopted in the Regional elements to respond to changes for use in conjunction with the Transportation Plan. in land use or when right of way is Creating Livable Streets and Green limited. Streets handbooks. Metro developed three handbooks that provide practical guidelines Green Streets: for designing safe and healthy city streets in the Portland region. All of Innovative Solutions for the guidelines are consistent with Stormwater and Stream RTP street design policies, making Crossings the handbooks important tools for This handbook describes basic local governments that will implement stormwater management strategies regional street design policies through and illustrates “green” street designs state and local codes. with features such as street trees, landscaped swales and special paving Creating Livable Streets: materials that allow infi ltration and Street Design Guidelines for limit stormwater runoff, helping 2040 (second edition) protect stream habitats. The handbook also provides guidance This handbook describes how on balancing the needs of protecting communities can design streets streams and wildlife corridors from to better serve walking, biking and urban impacts and providing access transit while also preserving the across those streams as part of good region’s mobility needs. Street design transportation design. The design elements such as wide sidewalks, and construction of green streets is marked crosswalks, landscaped

Chapter Two • Plans & Policies 2-10 Community Building Sourcebook, Portland, Oregon Steve Iwata City of Portland Central City Transportation Offi ce of Transportation 503-823-7734 Management Plan [email protected] ci.portland.or.us

Plan Elements The Central City Transportation Plan built without an on-site parking (CCTMP), adopted in 1995, expanded requirement. • Limits commuter parking parking regulations to the Central The policy framework established by • Establishes transit and City area. The CCTMP established the CCTMP resulted in the successful ridership goals an overall policy framework to redevelopment of the Pearl District, • Promotes alternative support growth in theCentral City the implementation of the Lloyd transportation programs while managing the parking and District Transportation Management transportation system. Three central • Manages parking supply Association and the South Waterfront concepts guided the development • Accommodates growth Development Plan. of the CCTMP: assuring livability with growth and assuring mobility with growth, assuring livable streets In 1972, air pollution from cars in with growth. The CCTMP employs downtown Portland violated federal many tools in an aggressive strategy standards one day out of every to use transportation strategies to three. To reduce auto emissions and simulate Central City development manage traffi c growth, the City of while shifting mode choice away from Portland adopted the “Downtown single-occupancy-vehicle trips to Parking Lid,” which placed a limit on other modes. the total number of parking spaces downtown. Additional measures The CCTMP expanded the parking included limits on surface parking ratio and limitation on surface lots and parking ratios for new parking lots to the Central City. development. Ratios are based on the availability of transit, which will be lowered as Between 1972 and 1985, the transit service improves. The CCTMP number of carbon monoxide also addressed the unique parking violations dropped to zero, and needs of older offi ce buildings that there has not been a violation since. were built without parking. These Most of the improvement was building were having increased due to advances in auto emissions diffi culties competing with new technology, implementation of offi ce buildings for tenants, putting vehicle inspections, improved traffi c the older buildings’ resources at risk. management, parking policies and Other tools, including infrastructure increased transit service. investments, support walking, biking, In the early 1990s the City began carpooling and alternative work to look for a more sophisticated hours. replacement of the parking lid. One key strategy is to promote While the parking lid helped address development of new dwelling units localized air quality, it constrained in the central city. These residents downtown growth. Portland needed can walk, bike or utilize the extensive transportation policies that supported web of transit serving the central city, its land use vision, which called for a with the added benefi t of making vibrant central city with 75,000 new the central city more lively and more jobs and 15,000 new housing units diverse. As a result of the CCTMP, by the year 2010. most central city housing can be

Chapter Two • Plans & Policies 2-11 Community Building Sourcebook, Portland, Oregon Ed Gallagher Community & Economic Gresham Civic Development Department City of Gresham Neighborhood Plan 503-618-2378 [email protected] ci.gresham.or.us

The Gresham Civic Neighborhood Landowner agreement Project Description Plan (GCN) represents years of Residential Site Area: 30.3 acres consideration and collaboration The City negotiated a development among parties with diverse interests. and fi nancing agreement with Center Total Housing Units: 1,500 units in The plan adoption represents the Oak Properties, which obligates two- to six-story buildings commitment of the City of Gresham, landowners to do the following: Commercial Site Area: 20.6 acres the primary landowners, Center Oak • develop mixed-use structures Commercial Space: 439,000 sq. ft. Properties, American Properties, the around the MAX station and plaza Robertson Trust, TriMet, Metro and • construct basic infrastructure Timeline other regional partners. • contribute to local match funds for July 1995: City Council adopts Plan In July 1995, the Gresham City street and station improvements District Council adopted the GCN Plan, which included these essential features: • dedicate rights of way and September 1995: Council adopts easements at no cost to the City property tax abatement for multi- • creates a public street grid • submit annual schedules indicating family housing • establishes relatively small parcels project build-out August 1996: City/landowner • establishes four mixed-use zones fi nancing agreement and with minimum densities and fl oor amendments to City CIP area ratios June 1999: Design review of Phase I • requires ground-fl oor activity and of GCN (Gresham Station) two-story building height along priority streets Civic Drive open to traffi c • establishes public spaces such as November 2000: Grand opening of the civic center, light rail station Phase I of GCN (Gresham Station) plaza, open space and local parks May 2002: Pre-application review for Phase II of GCN 2004-2005: Ongoing development of Phase II (mix of commercial, residential and institutional uses on 80 acres) Fall 2009: Development of new light rail station and public plaza

Chapter Two • Plans & Policies 2-12 Community Building Sourcebook, Portland, Oregon Justin Douglas Portland Development Commission 503-823-4579 Gateway Regional Center pdc.us

The Gateway District is identifi ed Parking becomes TOD as a regional center in the Portland region’s 2040 Framework Plan. It is In the fall of 2006, an exciting at the confl uence of two interstate redevelopment emerged at the freeways and two light rail lines. A Gateway Transit Center, which is third light rail line, the Green Line, located near the intersection of NE will begin service to Gateway in 99th Avenue and Pacifi c Street in September 2009. By 2015, Gateway Gateway: the Oregon Clinic. A garage is projected to be one of the most with 480 Park & Ride spaces was accessible locations in the Portland constructed to free up four acres metropolitan area. of land originally occupied by a surface Park & Ride lot. The clinic After extensive community was designed and constructed in a involvement and creation of a joint effort by TriMet, the Portland concept plan for the Gateway Development Commission and District, the Portland Development Gerding Edlen Development. This is Commission created the Gateway the fi rst instance in the Portland area Urban Renewal District in June of converting Park & Ride capacity 2001. This established Gateway as into transit-oriented development. a tax increment district capable of For more information on the Oregon fi nancing up to $164 million for public Clinic, please see Chapter Three. improvements over 20 years. The plan estimates approximately $11 Long-term plans for the Gateway million will be available during the Transit Center call for additions to the fi rst fi ve years. The urban renewal clinic building, adding two more levels planning process has been guided to the adjacent three-level parking by a citizens’ Program Advisory garage, and additional mixed-use Committee and subcommittees facilities. covering parks; economic With the addition of a light rail development; housing design and extension from Gateway south along development; and transportation. I-205 to Clackamas, Gateway will In addition to developing new parks, indeed become a Portland crossroads housing and commercial space, the with an attractive mix of transit- plan calls for the transformation of oriented redevelopment. 102nd Avenue into a boulevard and for focused redevelopment at the Gateway Transit Center.

Chapter Two • Plans & Policies 2-13 Community Building Sourcebook, Portland, Oregon Phil Selinger Director, Project Planning TriMet Westside Station Area Planning 503-962-2137 [email protected] trimet.org

seminars and media outreach Partners: TriMet, Metro, Portland, Core objectives educated citizens, developers, Beaverton, Hillsboro, Washington builders and the fi nancial-lending • Reinforce the public’s investment County, ODOT community about the new in light rail by assuring that only Budget: $2 million market-driven possibilities for less transit-friendly development occurs Funded by Metro, TriMet and ODOT dependence upon the automobile. near the stations. • Recognize that station areas are Target Area: Properties within a half The two-step implementation special places; the balance of the mile of MAX stations process began with creating interim region is available for traditional ordinances to prohibit counter Timeline: 1993 – 1997 development. productive uses in the station areas during the longer planning process. • Rezone the infl uence area around Working with the development stations to transit-supportive uses, The extension of the MAX Blue community, landowners and citizens, • Build a broad-based core of Line to the west side of the metro the local agencies spent the next four support for transit-oriented region sited 20 new MAX stations years writing and adopting standards development with elected offi cials, adjacent to 1,500 acres available for zoning, design and transportation local government staff, landowners for development or redevelopment. access. Each station plan bears the and neighborhoods, Planners saw an unparalleled stamp and character of its individual • Setup a self-sustaining framework opportunity for “new urbanism” to community, yet works in concert to promote and encourage transit- thrive. This type of development with others due to the oversight of oriented development once the wouldn’t just happen automatically, the Transit Station Area Planning planning is complete. especially in suburban areas where Management Committee. people are accustomed to low- Each jurisdiction and community Lessons learned density development and traveling by had its own image of appropriate • Public/private partnerships in automobile. development. Plans were also master plans can refl ect the Development around MAX stations affected by the positions of reality of the fi nancial concerns was the focus of the $2 million major landholders, which in some of developers as well as the Westside Light Rail Station Area cases controlled several hundred development patterns desired by Planning and Development Project. acres around stations. To resolve communities. differences, standards were generally Station communities were envisioned • Technical support is indispensable as places for “People-friendly” worked out on a station-by-station basis. to address issues such as parking development for compact, lively ratios, traffi c circulation, building neighborhoods. Station area plans design standards and analysis of existing development regulations. Process • Establish a list of auto-oriented • The private sector needs incentives uses that are prohibited in station The Westside Light Rail Station to “do the right thing.” areas. Area Planning Program began as • Planning must be followed by • Establish minimum residential and a mechanism for a coordinated implementation if concrete results commercial densities. approach to planning for new are expected. development around light rail stations • Create maximum parking limits. in the affected communities. Each local government implemented its • Apply a design overlay that requires own station community planning pedestrian connections and process consistent with existing building orientation to the MAX land use, zoning and development station. regulatory procedures. Conferences,

Chapter Two • Plans & Policies 2-14 Community Building Sourcebook, Portland, Oregon Portland Bureau of Planning 503-823-7700 Goose Hollow Station Plan ci.portland.or.us

Planning process feet of net site area. Since the Plan’s adoption, several new housing units In April 1994, Portland’s City Council have been constructed in commercial adopted interim regulations to the zones. Assuring good, compatible station areas in the Goose Hollow design is an ongoing discussion neighborhood, immediately west of among the City, the neighborhoods, downtown Portland. The Portland and the development community. Planning Bureau coordinated Although the City’s adopted meetings with both Goose Hollow standards include limits on parking, and the broader group of Northwest balancing the parking needs of new Portland neighborhood committees. Budget: $250,000 development remains a key issue on City Council adopted the Goose a project-by-project basis. Timeline: Hollow Station Community Plan in April 1994 January 1996. The following month, Funding Interim regulations adopted the City Council adopted the Goose Hollow Station Community Design Metro, TriMet and the State January 1996 Guidelines. of Oregon shared funding Final plan adopted responsibilities for the planning process through a combination of the February 1996 Community impacts Intermodal Surface Transportation Design guidelines adopted Key right of way improvements Effi ciency Act of 1991 and Westside established a high design standard Light Rail Project sources. The City’s The Goose Hollow station planning for the area, including enhanced total contract amount for station effort was established to ensure that paving, decorative light fi xtures, area planning was approximately light rail station areas in this inner- curb extensions, street crossings, $250,000 for the three station areas. Portland neighborhood integrate signals, buried utilities and public housing, employment, retail and art. There has also been a rebirth Lessons learned services. By creating opportunities in development momentum in the and requirements for transit-oriented neighborhood. The Plan has guided Station area land use, transportation development, the plan encourages these improvements by listing actions and design standards should light rail ridership and easy access to encourage more housing units, be adopted prior to light rail by all transportation modes. The better design, and priorities for public construction. Doing the planning planning area covers roughly fi ve city and private capital improvements. and community involvement while blocks, or a 1,300-foot radius from construction was underway brought each of the three light rail stations in Issues up a number of issues that could the neighborhood. have been resolved if identifi ed earlier A major point of contention was the in the system design process. City’s recommendation to create “Required Residential Development Areas.” These are commerciallyzoned areas, but where new development must include housing at the minimum rate of one unit per 2,900 square

Chapter Two • Plans & Policies 2-15 Community Building Sourcebook, Portland, Oregon Marion Hemphill, Director Capital Planning & Development Hillsboro Station City of Hillsboro 503-681-6400 Community Planning [email protected] ci.hillsboro.or.us

Station Community Planning in • retained a 100+ acre wooded Hawthorn Farm/Fair Hillsboro became the catalyst for wetland Complex identifying, building and adopting a • shifted to neighborhood-scale Hillsboro’s fi rst business park is nearly set of unique plans. Each was crafted commercial development for the singular characteristics of fi lled with high-tech companies, nine distinct areas, all linked by the • zoned land for more than 2,000 including Intel, Lattice Semiconductor common thread of the MAX line. dwelling units ranging from and Solofl ex. Adjoining is the state’s small-lot neo-traditional single- second-busiest airport and a 300+ Station Community Planning was family dwellings to three-story acre county fairground. The area an intense three-year effort to apartments, with more than 50% has been rezoned to accommodate plan the 6.2- by 1.5-mile corridor classifi ed as affordable housing a hotel/conference center, a running from one edge of Hillsboro Since adoption, more than 800,000 residential neighborhood, an upscale to the other, neatly forming the square feet of fl ex space has been commercial shopping center and a axis for development on either constructed, a 100,000-square- revitalized and relocated county fair/ side. The exercise directly involved foot medical research laboratory is exposition center. thousands of hours of labor from in the fi nal phase of construction, nearby residents and landowners more than 1,100 dwelling units have Downtown: 12th/Tuality/ as they crafted concepts, drew been constructed, and a portion of Central/Government Center maps, designed guidelines and the wetland has been enhanced to formulated language to create 13 Downtown Hillsboro is small-town mitigate impacts of the MAX project. new zoning districts. They amended America, not Portland suburban. the City’s Comprehensive Plan and Now more than 10 years old, The Downtown Station Community Transportation Plan and established Hillsboro is revisiting plans for the Plan capitalizes on that tradition and new standards for street construction 185th/Quatama area, now more maintains the single-family character and lighting, sidewalks, public than 10 years old. A new concept of its neighborhoods while allowing landscaping, stormwater and water plan calls for infi ll of the AmberGlen increased density immediately quality facilities, usable open space business park with a mix of mid- to adjacent to the MAX line and dense and urban design. high-rise residential and commercial mixed-use Central Business District buildings. A street grid would redevelopment. The Hillsboro Civic Private development master plans transform the offi ce park to an urban Center Project has a new city hall laid the groundwork for developing setting. A streetcar or another form and a public plaza, more than 125 more than 3,600 new dwelling of circulator is proposed to link new affordable housing units and a branch units and more than 6,000 new development to light rail. library on 6.2 acres. jobs in Hillsboro since the Station Community Plans were adopted in early 1997. A nearly equal Orenco contribution of public dollars and Orenco is a unique blend of old and private resources paid for four Station new. A new 225+ acre residential Community Plans. village, a 60-acre shopping center and a Class A offi ce development 185th/Quatama are snug against an older portion of Hillsboro, which has retained its Bound on the east by a fi ve-lane early 1900s tree-lined, gravel-road arterial spotted with shopping centers company-town atmosphere. Both and on the west by more than 600 are within a stone’s throw of more acres of green fi elds, this community: than 8,000 existing or soon-to-be- • planned a 2.5 million-square-foot ready high technology jobs. Orenco is business center featured in the Projects section of this • laid out a 200+ acre medical and publication. scientifi c research and development park

Chapter Two • Plans & Policies 2-16 Community Building Sourcebook, Portland, Oregon Hal Bergsma Principal Planner Washington County City of Beaverton 503-350-4037 Station Area Planning [email protected] ci.beaverton.or.us

As part of Washington County’s Developers encouraged These developments commitment to light rail, the County trade larger lots Board of Commissioners adopted A Metro survey showed that 30 four ordinances that created new percent of tri-county-area households for the neighborhood land use designations, development were ripe for the type of smaller-lot, amenities and standards and local circulation higher-density development coming on line in the station areas. These convenience that plans for unincorporated properties around four light rail stations. These developments trade larger lots for transit-oriented include the Sunset Transit Center, the neighborhood amenities and developments provide. Merlo/158th, Elmonica/170th convenience of services that transit- and Willow Creek/185th light rail oriented developments provide. stations. Ordinances 483, 484, 485 Another plus is that such projects and 486 amended several elements make home (or condominium of the County Comprehensive or townhouse) ownership more Plan, including the Comprehensive affordable. The private sector has Framework Plan for the Urban Area, been rushing to fi ll this niche. the Transportation Plan, the Cedar The following projects were Hills–Cedar Mill and Sunset West completed by 2004 within half a mile community plans, and the Community of the Washington County light rail Development Code. stations. The ordinances were the result of a Cortland Village three-year planning process involving 600 apartments many public meetings and broad public discussion. A number of Peterkort Medical Offi ce Complex issues were resolved as part of the 72,000-square-foot medical offi ce planning process, including proposed building connections of local streets, protection of natural resources El-Square and the design and density of new 10 single-family detached homes and development. The County continues one duplex to work with interested property owners, businesses and residents to Elmonica Court resolve issues. 144-unit apartment D’Ann Manor 15 small-lot common-wall units

Aubrey Meadows 63 small-lot single-family homes

Steele Park 74 small-lot single-family homes

Chapter Two • Plans & Policies 2-17 Community Building Sourcebook, Portland, Oregon Jillian Detweiler Senior Planner Interstate MAX Station Area TriMet 503-962-2292 Revitalization Strategy [email protected] trimet.org

The strategy attempts Striking a balance Implementation to strike a balance The Strategy attempts to strike a TriMet was able to use MAX project balance between wealth-creating funds to purchase two sites identifi ed between wealth revitalization activities and protection by the Strategy as desirable for creation and protection of those who are most at risk of redevelopment. TriMet will use the displacement. The vision calls for the Federal Transit Administration’s of those at risk of creation of more than 1,700 housing joint development guidance to offer displacement. units, serving a variety of income incentives to developers to develop levels in a variety of housing types. the sites in a manner consistent with It calls for commercial development the Strategy. The imminent arrival of Interstate to provide more than 2,000 new In 2007, the City of Portland initiated MAX in North and Northeast Portland employment opportunities for area a zoning project to review the created concerns about the nature residents. regulatory barriers identifi ed in the of change this $350 million public The Strategy includes a “Displacement Strategy and to propose up-zoning in investment would bring. Would Protocol” that requires the City station areas. MAX fuel gentrifi cation? Would it redevelopment agency, the Portland cause displacement of low-income Development Commission, to households? Would it create provide special relocation services employment opportunities? Would to persons or businesses displaced it displace businesses? Would it due to a development proposal called provide goods and services currently for in the Strategy. It also identifi es unavailable in the neighborhood? properties that are not candidates Would it support community for change—either because the institutions? Can the urban renewal community values the existing use or district created to fund Interstate MAX because the property owner has no provide other investments to benefi t interest in redevelopment. the community? The Strategy identifi es projects The Station Area Revitalization ranging from moderately sized mixed- Strategy was a community use buildings providing housing over involvement and planning process commercial space to rehabilitation intended to help the community of existing housing to simple direct the course of change. It park improvements. Many of the engaged more than 500 community projects identifi ed by the community members to articulate a community would require public subsidies. vision for redevelopment of key The “wish list” for all six station parcels at six station areas. In fi ve areas exceeds the public resources work sessions held during an eight- available in the next few years. The month process, participants walked Strategy recommends focusing on the station areas, brainstormed ideas, demonstration projects to help seed studied market conditions, worked the market, and removing regulatory with architects, reviewed plans and barriers to the types of projects established priorities. Funding for the the community would like but that Strategy was provided by the State current zoning makes diffi cult. of Oregon’s Transportation Growth Management Program, the City of Portland and TriMet.

Chapter Two • Plans & Policies 2-18 Community Building Sourcebook, Portland, Oregon Chapter Three Transit-Oriented Developments

Chapter Three • Transit-Oriented Developments Community Building Sourcebook, Portland, Oregon Jillian Detweiler Senior Planner TriMet The Allegro 503-962-2292 [email protected] trimet.org

Surface parking lots are a “land Too much of a good thing? bank” in inner-city neighborhoods where infi ll development is taking The developers of the proposal place. A commercial surface parking were so confi dent of the market for lot owned by TriMet is on its way housing served by MAX that they to becoming a mixed-use high-rise proposed a 231-unit project and now that land values are suffi cient to intended to transfer development support underground parking. rights from another site. Although approved by the Design Commission, Parking becomes paradise the proposal was rejected by the City Council. A smaller building was The 76-space parking lot across from subsequently approved. a MAX station was a result of an effort to mitigate on-street parking Lessons learned displaced by the MAX Blue Line. Fortunately, agreements governing TriMet offered two nearby sites for the lot were forward-thinking. They development several years earlier. allowed temporary closure of the lot (See Arbor Vista and Collins Circle.) Location and Transit Access to allow development of the site. At that time, TriMet sponsored extensive neighborhood involvement Kings Hill/SW Salmon MAX Station Inner-city residential construction is in development planning. When the Line 15-NW 23rd Ave. booming in Portland. TriMet received Allegro proposal came in, staff had an unsolicited proposal to develop changed, funding had been reduced At a Glance the lot to its full potential and to and institutional memory was weak. Site Area: 27,000 sq. ft. replace the mitigation parking in an Neighborhood opposition could have underground garage as part of the been reduced if previous involvement Density: 158 units/acre project. TriMet’s unsolicited proposal processes had been revived. Housing Types: High-rise policy allows the private sector to initiate projects. If TriMet deems a A project of this scale takes a long condominium with 20,000 sq. ft. time. The development agreement ground-fl oor retail proposal is in its interest, the receipt of the proposal is advertised and did not capture the uptick in property Parking Ratio: 1.3/unit plus 76 others may respond. Proposals are values during the development spaces then evaluated according to benefi ts period. replacement parking to TriMet. Timeline 1993: TriMet purchases property to create a public parking lot as mitigation for displaced on-street parking June 2003: TriMet receives unsolicited proposal November 2004: DDA executed April 2005: FTA approves disposition for joint development

Chapter Three • Transit-Oriented Developments 3-2 Community Building Sourcebook, Portland, Oregon Arbor Vista Condominiums

The Arbor Vista Condominiums are provided a second mortgage that 27 for-sale units located adjacent made the unit more affordable to the Jefferson Street MAX than it would otherwise be. Each station in Portland’s Goose Hollow homeowner purchasing below- neighborhood. The project is located market units received a 10-year on a very constrained urban infi ll site, property tax abatement on the which includes two mature historic improved value of the home. trees, and is immediately adjacent The project also broke new ground to the Kamm House, which is on the in applying FTA’s joint development National Register of Historic Places. policy. TriMet was able to provide a TriMet, the City of Portland Planning discount on the value of the property Bureau and the Goose Hollow by demonstrating that the fares that Foothills League neighborhood would be generated by the new association formed a partnership development would provide a return to guide development on three to the transit system. parcels owned by TriMet at light rail stations. The partnership created Neighborhood issues a local development committee, The Goose Hollow local development which hired consultants to provide committee guided the project through Location and Transit Access project management, design, market the neighborhood association SW Howards Way, one block evaluation and legal assistance. before selecting the developer, thus This team then established the southwest of the Goose Hollow/ minimizing political confl ict with the development goals for the site. Jefferson St. MAX Station neighborhood. The owner of an At a Glance Innovative Housing, Inc. was adjacent historic building appealed selected as the developer through a to the State Offi ce of Historic Site Area: 18,000 sq. ft. competitive bid process. TriMet was Preservation. The appeal was denied, Total Housing Units: 27 responsible for getting Federal Transit but it caused delays at the outset of Administration (FTA) approval for the the project. Density: 66 units/acre joint development. Parking Ratio: 1.05 spaces/unit Lessons learned The project is designed to Housing Types and Sizes: one-, accommodate development goals The mixed-income requirements two- and three-bedroom units at 760 established by the committee, were not a disincentive for market- to 2,235 sq. ft. including: rate buyers. The project appealed to four distinct market tiers, rather Timeline • maintaining views to and from than a more typical two tiers, thus adjacent properties November 1995: Site development complicating build-out of the interior strategy adopted • preserving historic trees fi nishes. With so many unit plans and sizes in such a small project, the January 1996: Station Community • respecting the adjacent historic building buyers’ expectation levels about unit Plan adopted amenities and interior fi nishes varied June 1996: RFP announced Demonstration value widely. This dynamic complicated marketing. June 1997: Development agreement The Arbor Vista Condominiums were signed affordable to fi rst-time home buyers June 1998: Building occupied at median income without public subsidy. Approximately two-thirds November 1998: All closings of the units were sold at market complete rate, while the other one-third were reserved for a special fi nancing program in which Innovative Housing

Chapter Three • Transit Oriented Developments 3-3 Community Building Sourcebook, Portland, Oregon Carter MacNichol Belmont Dairy, LLC 503-242-0084 Belmont Dairy [email protected] sojpdx.com

want, support transit usage and A third phase of the Belmont Dairy offer viable commercial space. The project, which will renovate another popular specialty grocery store and vacant warehouse into creative lively restaurant on the ground fl oor live/work spaces, is currently in the brought new life and much-needed planning stages. services to the neighborhood. Financing The 30 row houses constructed in Phase 2 are another model for Phase 1: As the fi rst major high-quality infi ll development. redevelopment of its type, the project The project features pedestrian- encountered numerous barriers to oriented streetscapes characterized traditional fi nancing. The project Location and Transit Access by front porches, bay windows and also had added costs and perceived landscaped garden spaces, with risk associated with preserving and 3340 SE Belmont Street garages tucked away in private refi tting an existing building, providing Line 15-Belmont alleys. The scale and design of the structured parking and achieving At a Glance project respect the character of the higher densities. Land improvement old, single-family neighborhood costs for the project were $400,000; Building Area: that surrounds it. The row house construction costs were $14 million. Phase 1: 133,000 sq. ft. project was completed in 1999 and Project fi nancing came from a variety Phase 2: 69,000 sq. ft. demonstrates that with thoughtful of sources: and inspired design, higher Total Housing Units: • Bank of America construction loan Phase 1: 66 moderate-rate rental densities can be achieved without • Network for Oregon Affordable apartments (Section 42); 19 market- compromising livability. Housing loan rate rental lofts In the words of one local banker, Phase 2: 30 owner-occupied row this model of urban redevelopment • City of Portland Livable City houses represents ”land uses for the Housing Council loan Parking: 21st century that promote the • City of Portland Community Development Block Grant loan Phase 1: 102 spaces shared preservation of history, urban density, between residents and Zupan’s affordability and utilization of existing • State Department of Environmental customers infrastructure that provides easy Quality CMAQ grant access to public transit, bicycle and Phase 2: 32 spaces • FNMA tax credit investment pedestrian corridors.” Total Commercial Space: • City of Portland Multifamily Housing 26,000 sq. ft. The project is located within an Tax Credit Bonds established residential neighborhood and fronts on a commercial Phase 2: This $6 million project was The Belmont Dairy established a new neighborhood main street. After fi nanced by US Bank. More than 33 standard for inner-city redevelopment sitting vacant for fi ve years and percent of the units were pre-sold. in Portland. The fi rst phase of the attracting squatters and graffi ti, the project reused part of a 70-year-old Belmont Dairy is now the cornerstone former dairy building and added fi ve and impetus for the revitalization stories of apartments over a parking of the Sunnyside Neighborhood podium. The project recycled major and Belmont Business District. The building elements and incorporated projects have been recognized Portland General Electric’s (PGE) regionally and nationally as model TM Earth Smart building standards infi ll and mixed-use developments throughout the development process. and have received various awards When this phase was completed in including the Governor’s Livability 1996 it demonstrated that projects Award, BEST Innovation Award and of this type enhance neighborhood an Ahwanee Award. vitality, provide housing people

Chapter Three • Transit-Oriented Developments 3-4 Community Building Sourcebook, Portland, Oregon Ed McNamara Buckman Heights [email protected] Buckman Terrace

Buckman Heights is a 3.7-acre mixed- improvements to Buckman Field, use redevelopment by Prendergast a city park located directly behind and Associates, Inc. The site was Buckman Terrace. formerly used as a car dealership. For residents who sometimes need a Prendergast found a commercial user car, the buildings have a partnership for the 41,000-square-foot dealership with Flexcar (formerly CarSharing building and then developed 274 Portland, Inc.) to provide two cars on units of rental and owner-occupied site for use by tenants who become housing and one additional Flexcar members. Cars are available commercial space on the remaining at a rate charged by the hour and the 2.5 acres of parking lots. Location and Transit Access mile. Through careful design of the 303 and 440 NE 16th Avenue buildings, the landscaping and One-half mile from Lloyd Center/NE the site, the developer created a 11th MAX Station; small neighborhood where none Line 12-Sandy existed before. The project received widespread recognition for innovative techniques for on-site treatment of stormwater and for other environmental features. The two apartment buildings (Buckman Terrace at 122 units and Buckman Heights at 144 units) set a new standard for transit- oriented development by combining convenient access to bus lines and light rail, a pedestrian-friendly design and extensive interior bike-storage facilities. The developer also provided curb extensions on NE 16th Avenue from Sandy Boulevard to Glisan Street and landscaping and hardscape

Chapter Three • Transit-Oriented Developments 3-5 Community Building Sourcebook, Portland, Oregon Central Point The Béranger

When the Portland region planned foot, and the building is just one block its fi rst light rail line in the late 1970s, from the future Gresham Center for the suburban community of Gresham the Performing Arts. opposed locating the line to serve its historic downtown. By the 1990s, The Béranger Gresham leadership realized that light Originally known as Central Point rail would be an asset to downtown Phase II, The Béranger condominiums revitalization, and undertook a series project is a welcome newcomer of actions that have effectively to the quickly evolving Gresham allowed downtown to reach out to downtown area. Scheduled for the light rail station on its northern completion in fall 2007, The Béranger edge. These actions include street Location and Transit Access will offer the fi rst mid-rise luxury and sidewalk improvements and condominiums in Gresham. Only one NE 3rd Street & NE Roberts Avenue, rezoning to allow a mix of transit- block away from Central Point, the Gresham supportive uses. Gresham also building is within walking distance to Gresham Central MAX Station/ implemented a TOD property tax and most anything, including MAX and Transit Center fee exemption program to encourage bus lines, the farmers market and the mixed-use development downtown. At a Glance future site of the Gresham Center for the Performing Arts. Central Point Central Point Site Area: 12,000 sq. ft. The building itself is made of dark- Central Point Phase I was the fi rst Total Housing Units: 29 toned slate from the ground up, high-density, mixed-use, urban with large, wood-clad canopies Unit Types: revitalization project in downtown hung overhead to create a dramatic Density: 82 units/acre Gresham. The contemporary design effect on the exterior facade. Special Retail/Commercial Space: successfully ignited interest in creating consideration was taken to address a new downtown redevelopment 3,500 sq. ft. stormwater-related site constraints. master plan for the City of Gresham. Parking: 18 spaces Porous pavement, fl ow-through Built with the help of tax concessions Construction: Completed 2001 planters and an eco-roof were utilized by both the City and County, the to reduce the environmental impact building opened in 2001. That same The Béranger to the City’s stormwater system. The year Myhre Group Architects, the fi rm Site Area: 23,520 sq. ft. eco-roof or “green roof” is especially that designed the building, received Total Housing Units: 24 innovative, since it is viewable by a Governor’s Livability Award for residents from a rooftop community Unit Types: their involvement in the project. The patio to act as an educational tool for Density: 48 units/acre Oregon Department of Environmental the residents and guests. Retail/Commercial Space: Quality has also praised the building 7,100 sq. ft. as an environmentally friendly Parking Spaces: 30 development. Construction: Scheduled The pedestrian-friendly Central Point completion fall 2007 building is located just four blocks from the light rail station. The project caters specifi cally to mobile, transit- oriented people who have discovered that urban amenities and suburban living can be commuter-friendly. Shops, restaurants, banks, schools and parks are easily accessible by

Chapter Three • Transit-Oriented Developments 3-6 Community Building Sourcebook, Portland, Oregon Laurel Lyon REACH Community Development, Inc. 503-231-0682 ext. 134 City Life [email protected] reachcdc.org

Project description discount on realtor fees, and an 11 Location and Transit Access percent discount on the land price by SE 16th Avenue & Center Street This 18-unit, owner-occupied project Portland General Electric. Line 17-Holgate sits on a 40,000-square-foot site Line 70-12th Avenue in an established inner Portland Lessons learned At a Glance residential neighborhood. The site is one-half block from two bus • Early meetings with the City Site Area: helped determine infrastructure 40,000 sq. ft. lines and within walking distance of requirements to incorporate into Total Housing Units: 18 neighborhood services including the initial design and pro forma. elementary school across the street. Density: 19 units/acre • Design competition with three Parking Ratio: 1 space/unit The project costs were $91/square separate housing types added foot and $1.92 million total. Homes to expenses, time delays and Unit Types: were sold to fi rst-time home controversy. 1 Duplex buyers for $60,000 to $85,000 • City Life showed the Bureau 6 Row houses and at market rates for $95,000 to 10 Courtyard of Planning how to revise the $125,000. subdivision code so that future projects of this type could be Demonstration value approved more quickly. A showcase of nine new homes built in an older South Chicago The AIA/Portland Chapter • Using electric instead of gas heating neighborhood inspired a Portland sponsored a design competition lowered costs, as did scaling back group to organize a similar innovative to demonstrate that architecturally some window design and building project in 1995 called City Life. City designed, medium-density housing material features. Life represented a coalition that could be economically feasible. The included the American Institute of competition provided the opportunity Architects(AIA)/Portland Chapter, City for the public to focus potential of Portland Planning Bureau, Home neighborhood concerns on design Builders Association of Metropolitan issues instead of density issues. Portland, Livable Oregon, Inc., Portland General Electric, State of Financing Oregon Housing and Community Permanent fi nancing included Services, and REACH Community conventional mortgages and State Development, Inc. of Oregon Mortgage Bonds. One million dollars in single-family loan funds was reserved for individual low-income buyers at a reduced rate. The City’s Livable City Housing Council provided a $193,000 bridge loan. Other fi nancial considerations included city planning staff donation of in-kind services, City Bureau of Buildings fee waivers, a one percent

Chapter Three • Transit-Oriented Developments 3-7 Community Building Sourcebook, Portland, Oregon Vern Rifer Gerding Edlen Development 503-299-6000 Collins Circle gerdingedlen.com

Collins Circle is a 124-unit mixed- Innovation use project located 200 feet from the Jefferson Street MAX TriMet’s goal for Goose Hollow was station in Portland’s Goose Hollow to attract innovative infi ll housing neighborhood. The building is within solutions that could be replicated walking distance of downtown near high-quality transit service Portland and Washington Park. The throughout the region. Three key project is comprised of ground-fl oor demonstration values of the Collins retail with fi ve fl oors of housing above Circle project: and below-grade parking. • mixed-income residents Location and Transit Access From construction staging • new higher-density wood-frame construction methods SW 18th Avenue & Jefferson Street The 23,000-square-foot site for Goose Hollow/Jefferson Street MAX • pre-development work completed the Collins Circle apartments was prior to developer selection Station purchased by TriMet as part of the Westside Light Rail Project At a Glance Lessons learned in 1995 and used as a staging Site Area: 23,000 sq. ft. area for the duration of light rail Proactive partnering among the City, neighborhood, transit agency Total Housing Units: 124 construction. In 1996, a four-member local development committee of and developer are critical in keeping Density: 235 units/acre neighborhood, City and TriMet a project moving forward. This Housing Types and Sizes: 51 interests began work to identify goals enhances the desirability of repeating this type of process elsewhere. studio, 55 one-bedroom, 18 two- and criteria for development of the bedroom site, including: The goals of public and community Parking Ratio: 0.8 spaces/unit • 60 housing units minimum (more interests can be best integrated into than 100 units/acre) a project through clear criteria at the Timeline front end of a project, allowing the • mixed income developer to focus its resources on January 1996: Goose Hollow • 7,500 sq. ft. of ground-fl oor getting the building built with minimal Station Plan adopted commercial uses interference. May 1997: RFP distribution • maximum parking of one space/ June 1997: Developer selection studio, one and two-bedroom units September 1998: Groundbreaking • use a minimum number of public subsidies January 2000: Building opening • sell the land at a value refl ecting these requirements. Under the Federal Transit Administration’s Joint Development Policy adopted in 1997, TriMet was able to sell the property to the selected developer, Gerding Edlen, at a cost that refl ected the “highest and best transit use” as established by an independent appraisal.

Chapter Three • Transit-Oriented Developments 3-8 Community Building Sourcebook, Portland, Oregon Douglas L. Obletz, Sockeye Hollywood, LLC County Library 503-242-0084 Loren Waxman, Sellwood Lofts, LLC Mixed-Use Buildings 503-223-9861; sellwoodlofts.com multcolib.org

The project also had to overcome private developer would receive an Location and Transit Access concerns about parking. unfair benefi t. Hollywood Library/ Today, a 13,000-square-foot library A 4,375-square-foot library opened Bookmark Apartments occupies the ground fl oor of a four- as the anchor tenant in a mixed-use 4040 NE Tillamook Street, two story mixed-use building. The ground building completed in 2002. The blocks east of Line 75; two blocks fl oor also has a small retail space building includes additional retail north of Line 12 occupied by a locally owned coffee space and 16 condominium units. Sellwood-Moreland Library/ shop and a lobby for the Bookmark Residential sales prices ranged Library Lofts Apartments. The 47 residential units between $225,000 and $850,000. 7860 SE 13th Avenue, Line 70 occupy the building’s three upper Sellwood Lofts, LLC, will continue fl oors. Nineteen of the apartments to own the ground fl oor. The library are restricted to households at or lease is for 30 years with a 10-year below 60% of the area median renewal option. In 1996 Multnomah County voters income. The development includes approved a $29 million general 37 parking spaces. Lessons learned obligation bond measure to fund Multnomah County funds and owns Public entities with space needs the repair and renovation of library the library. Sockeye Hollywood LLC, can play a critical role in mixed-use buildings. Two projects in particular an affi liate of the Portland fi rm Shiels projects. Ground-fl oor commercial demonstrate how public facilities can Obletz Johnsen Inc., fi nanced and space is often the most speculative anchor neighborhoods and establish owns the housing and retail space. aspect of a mixed-use building. The new development models. participation of a credit-worthy entity Sellwood-Moreland such as a county government with Hollywood Library/ Library/Library Lofts a long-term space need can make Bookmark Apartments all the difference. Libraries provide The neighborhood plan for Sellwood- Hollywood is a neighborhood a particularly attractive combination Moreland in SE Portland called with housing; it’s diffi cult to imagine commercial district in NE Portland for housing and locally oriented that has struggled to maintain its a better neighbor. However, rental businesses and service on SE housing construction costs were vitality as big-box retail and multiplex 13th Avenue, a commercial street theaters have made the survival of higher than typical in order to create a becoming dominated by antique “civic quality” building. the local grocery store and historic shops with a regional draw. A movie house diffi cult. The City of brownfi elds factory site on SE 13th At times, the challenges of negotiating Portland worked with businesses Avenue emerged as a possible library with private developers and taking and residents of the surrounding site. Although the original library bond on neighborhood opposition to neighborhoods to create a plan to budget was based on the expansion new development seemed beyond revitalize Hollywood. The prospect of of the library at its old location, the the mission of the library program. a new library became an important opportunity to address multiple Without the leadership of elected piece of the plan. public goals caused county offi cials to offi cials and progressive developers, County offi cials and a local consider a new building. the projects might have reverted to stand-alone library projects. Once development team worked closely As the development proposal began with the city planners and citizens complete, both buildings have been to take shape, the developer and extremely well-received by the to create zoning and development county offi cials had to address standards for the library site that neighborhood and the market— concerns about clean-up of the site, a paving the way for additional mixed- would maximize the opportunity former plating factory, as well as the for development while respecting use and higher-density development size and design of the development. envisioned by local land use plans. the site’s proximity to smaller Some citizens were also concerned commercial and residential structures. that because of the budget, the Requirements such as a setback for library would lease rather than own upper stories and a strong pedestrian its space. They believed the library orientation helped shape the project. might be less permanent or that the

Chapter Three • Transit Oriented Developments 3-9 Community Building Sourcebook, Portland, Oregon Phil Whitmore TOD Implementation Program The Crossings 503-797-1931

The Crossings at Gresham Station The building is four and fi ve stories combines retail, residential and offi ce in height and is constructed of activities to create a diverse, high- post-tensioned concrete slab and density, mixed-use building. Located traditional wood framing. The design immediately adjacent to the future includes a structured, below-grade Gresham Civic light rail station, the parking garage, surface parking, project will encourage the use of harvested rainwater landscape mass transit, increase bicycle and features, and 20,000 square feet of walking trips, help mitigate traffi c ground-fl oor retail. The main fi ve- congestion, improve air quality, story building is a fusion of old-world infl uence surrounding land use charm and contemporary urban patterns and promote urban living. architecture, with façades facing Civic Location and Transit Access Drive that make the structure appear 733 NW 13th Street, Gresham, OR From plan to reality to be made up of seven separate Gresham City Hall MAX Station buildings. These façades, built to the The Crossings is the fi rst of several edge of the sidewalk, push forward projects to be constructed on At a Glance and back in an alternating fashion, a 13-acre parcel purchased by Site Area: 2.06 acres and provide pockets of activity for Metro through its Transit-Oriented sidewalk cafés and interactive retail Total Housing Units: 81 Development Implementation spaces to fl ourish. Unit Types: Studio, loft-style, Program. Metro’s goal was to make certain that the land around one-bedroom and two-bedroom Myhre Group Architects was the planned rail station would be responsible for the building’s Density: 39 units/acre developed in a manner that would unique architectural design, master Retail/Commercial Space: enhance the success both of planning, interior design and planning 20,000 sq. ft. Gresham Civic Station and the light entitlements. rail system. The greater station area Parking: 211 spaces had already been developed as a Looking forward fairly standard retail center, albeit with Construction: Mixed-use, transit-friendly projects improvements such as a coherent June 2004 – March 2006 like The Crossings typically have pedestrian network. Metro’s site residents that ride transit 10 times control enabled the agency to require more than the average. These housing, which the market was not residents also contribute to a more providing on its own. pedestrian-friendly environment. Metro provided Peak Development Metro has selected developers for LLC with a land discount and other its remaining land in the area and fi nancial assistance. Tax concessions is working with them to integrate from both the city and county also the future MAX station with new helped make it possible to undertake development. The new station is the expensive structure envisioned by anticipated to open in fall 2009. Metro. TriMet contributed excess right of way along the adjacent MAX line to the project.

Chapter Three • Transit-Oriented Developments 3-10 Community Building Sourcebook, Portland, Oregon Jillian Detweiler Senior Planner TriMet Crown Motel Redevelopment 503-962-2292 [email protected] trimet.org

When the Interstate MAX (Yellow Solicitation innovation Line) light rail project was anticipated to be completed under budget (and Traditional “request for proposals” ahead of schedule!), TriMet sought are expensive for the respondents FTA approval to move $4 million from and sometimes cause a project contingency into the project’s transit- to be selected because of oriented development budget. attractive renderings versus sound development fundamentals. TriMet Working with local partners, TriMet issued a “request for qualifi cations” identifi ed two key parcels for and evaluated proposals based on purchase. The Crown Motel was the respondent’s understanding Location and Transit Access identifi ed in an earlier planning of the agency’s goals for transit- process as a site where the Killingsworth MAX Station oriented development. Ten proposals neighborhood would welcome were received. The robust response Line 72-Swan Island change. (See Interstate MAX Station refl ected both the solicitation Area Revitalization Strategy in Chapter approach and the desirability of the At a Glance two.) Based on TriMet’s analysis of site. REACH Community Development Site Area: 24,000 sq. ft. the impacts of future development, was the winning development team. FTA granted a documented Density: 50 units/acre categorical exclusion from NEPA The project is expected to break Housing Types: 53 one-, two- and to allow the purchase and later ground in spring 2008. three-bedroom units. approved the sales agreement with a willing seller. Parking Ratio: 0.7 spaces/unit Timeline Address gentrifi cation August 2005: TriMet purchased The MAX Yellow Line serves property neighborhoods that historically had lower incomes and a larger April 2006: RFQ issued percentage of minority households June 2006: Developer selected than the region as a whole. While these were important drivers for Spring 2008: Planned construction investing in high-quality transit start service, some residents feared the public investment would bring gentrifi cation. Public agencies were challenged to develop policies and programs to prevent displacement. TriMet chose to require permanently affordable housing as part of the redevelopment of the Crown Motel site.

Chapter Three • Transit-Oriented Developments 3-11 Community Building Sourcebook, Portland, Oregon Rick Holt Holt & Haugh 503-222-5522 Fairview Village [email protected]

Located in east Multnomah County, Market At a Glance Fairview Village contains 600 Site Area: 95 acres residential units with more than Because real estate marketing studies 150,000 square feet of retail space generally focus on past performance Total Housing Units: 600 and more than 70,000 square feet of rather than on future trends, the Density: 12 units/acre offi ce space. The Village borders the developers did not rely on traditional marketing analysis to project demand. Housing Types and Sizes: original residential core of the City of Fairview. The project targets a diverse mix of 58 Row houses middle-income buyers and multiple 141 Small-lot single-family houses The process age and demographic groups. 14 Single-family attached houses Fairview Village offers an additional 163 Duplexes Because Fairview Village is an investment attraction: diversifi cation. 55 Carriage houses expansion of an existing community, By offering diverse real estate engaging the public and key decision- Total Retail/Commercial Space: products, the developers spread out makers was essential in creating a 150,000 sq. ft. retail their market risk. Diversity allows the consensus-based Village plan. More amount of any single product offering 70,000 sq. ft. offi ce than 75 stakeholders participated in to be limited so that absorption of Other Uses: Post offi ce, community a three-day design workshop that each product type will be relatively church, school, 40-acre wetland/ produced a regulating plan, zoning fast. woodlands code and architectural guidelines, and a strong shared vision. Innovation Timeline Fairview’s zoning code, as with • Stone pedestrian bridges create a August 1994: Zoning changes many other cities across the country, convenient walking environment adopted segregated retail and offi ce space while integrating the natural March 1995: Phase I from residences. Rather than environment. amending the existing code, the City groundbreaking • Hierarchy of streets approved a new Village Code. The November 1996: U.S. post offi ce Village multi-use zoning allows a mix • Narrower streets opened of retail, business and residential • Retail oriented to an enhanced bus December 1998: La Petite activity. stop Academy completed Design • Shared parking April 1999: Chinook Way • Garages at rear of homes on alleys Apartments groundbreaking Holt & Haugh, developers of Fairview Fairview City Hall groundbreaking Village, knew that for the project to succeed as a community, it would Summer 1999: Multnomah County have to break the established pattern Library groundbreaking of disjointed development. While different, it must not be entirely removed from accepted models of There is no other development livability. Village streets are designed like Fairview Village in the Portland to be safe and inviting for walkers and region or the Northwest. Not quite bicycle riders as well as motorists. a city, yet decidedly not a suburb, Another component of community Fairview Village is a town in the is strong identifi cation with specifi c classic sense–a cohesive network neighborhoods. Each home has at of individual neighborhoods built least one pocket park located within a around a community shopping center, two-minute walk, and all streets end anchored by civic buildings and public with a vista, not a garage door. parks and scaled to people rather than to their cars.

Chapter Three • Transit-Oriented Developments 3-12 Community Building Sourcebook, Portland, Oregon Marc Guichard Metro 503-797-1944 Gresham Central Apartments [email protected] metro-region.org

The Gresham Central Apartments is a Lessons learned 90-unit housing development located at the Gresham Central MAX Station. TriMet’s ownership of a portion The buildings are built out to the of the site along the light rail street with front porches, like historic alignment provided a powerful joint townhouses, with one frontage development tool in achieving the facing a pedestrian promenade to the goals for a new residential product transit station. Parking is located in in Gresham. TriMet was able to the interior of the site so that garage- work with the owner of the adjacent door openings and parking lots do property to create a better project not confl ict with pedestrian fl ow. The without a prolonged competitive offering. At the same time, the project Location and Transit Access design creates a pedestrian-friendly street that facilitates the residents’ must respond to the market in which 800 NE Roberts access to downtown by walking, bike it is being developed. Due to the cost Gresham Central MAX Station or transit. Additionally, the completed of structured parking, market-rate projects above 35 units per acre in At a Glance project forms a land-use bridge between the downtown and the Gresham required either a signifi cant Site Area: 2.6 acres transit station, in effect shortening the increase in rents or public fi nancial participation. Total Housing Units: 90 distance by several blocks. Density: 35 units/acre Demonstration value Project fi nancing Parking Ratio: 1.5 spaces/unit A major public objective of the The total project budget was $4.5 Project Costs: $4.5 million project was to offer the region a million, fi nanced through: built example of transit-supportive Housing Types and Sizes: one-, • sales of excess right of way by development in a suburban two- and three-bedroom units the transit agency through a environment. The project differs from development agreement for a Timeline traditional suburban apartments in transit-oriented development (TOD) the Gresham area because of its August 1991: • $332,000 from a Department of Initiated development density (35 units/acre as compared Environmental Quality’s CMAQ discussions with property owner with 17 to 22 units/acre), building grant August 1994: TriMet and developer massing, parking ratios (1.5 spaces/ execute Development Agreement unit as compared with 2 spaces/unit), • utility easement relocation and and pedestrian-oriented design. consolidation September 1995: Construction • Downtown Gresham housing tax begins Political issues abatement May 1996: Project complete Any type of public/private partnership • public/private joint use of the in which the public sector invests in stormwater sewer system a private development has potential to be politically sensitive—even if that private development has a myriad of public benefi ts. Additionally, during the planning phase of the project, the City was debating new policies to determine an appropriate mix of affordable and market-rate housing in its downtown. These discussions affected the product mix, design and economics of the project.

Chapter Three • Transit-Oriented Developments 3-13 Community Building Sourcebook, Portland, Oregon Rob Hinnen Trammell Crow Residential 503-241-2989, extension 301 LaSalle Apartments [email protected] tcresidential.com

supported the plan’s concepts and potential future development on the Location and Transit Access proceeded with approvals for its 554- TriMet property. SW Millikan Way & SW 153rd unit second-phase project, LaSalle. immediately south of Beaverton Density Creek MAX Station Nike purchased the parcel north of the station to control development TCR could not meet the public At a Glance there. The north side of station agencies’ goals for the highest remains undeveloped. This has hurt densities on the site. At that time, rent Site Area: 23 acres the retail component of the TCR structures did not support the mid- Total Housing Units: 554 project by reducing the anticipated rise construction needed to achieve apartments number of residents in the station high-density thresholds. Instead, the densest part of the project is Density: 24 units/acre area. the mixed-use, mid-rise building Parking Ratio: 1.8 spaces/unit Design across from the station platform. The three-story frame structure above a Housing Types and Sizes: LaSalle’s design departs signifi cantly concrete parking platform achieves a one- and two-bedroom European from typical suburban apartments as density of 53 units per acre. Within a fl ats, one-, two- and three-bedroom well as past TCR projects. The garden quarter-mile of the MAX platform, the townhouses, and one, two, and apartments are clustered around 554 town homes and a garden are three-bedroom garden villas grassy courtyards rather than parking built at 35 units/acre. The phase-one lots. The buildings are laid out in a Total Retail/Commercial Space: development, Centerpointe, is located grid pattern with interconnection 10,000 sq. ft. within a half-mile radius of the station streets/driveways and a and averages 24 units per acre. comprehensive pedestrian network. When Trammel Crow Residential Multiple pathways link the project to Part of TCR’s strategy for creating (TCR) fi rst considered purchasing 38 the MAX station,with a 10-foot-wide a more compact, walkable acres from US Bank, a primary draw pedestrian spine connecting the heart development involved reducing the was the MAX station next to the of the project with both Centerpointe amount of land for parking. TCR’s property. In addition, the proximity to the south and the light rail station goal was to provide 1.1 parking to Nike’s world headquarters and to the north. spaces per unit. The City of Beaverton Tektronix made a ready-made market agreed to a variance to drop the for the rental project. LaSalle is the Joint development required number of spaces from 2 to 1.6 spaces per unit; however, an second phase of the total 830-unit While TCR was planning LaSalle/ adjacent property owner objected. A project. The main challenge was Centerpointe, TriMet was fi nalizing compromise of 1.8 spaces per unit to create a residential identity on a plans for its Park & Ride lot at the was reached. site surrounded by concrete tilt-up station. TCR asked TriMet to move campus industrial buildings and the Park & Ride 300 feet east to undeveloped land. allow buildings to locate closer to the station. TriMet redesigned the lot Process and allowed some of the spaces to TriMet established a master-planning be converted to short-term parking process to create a transit village for to support the neighborhood retail the entire 124 acres surrounding the shops on the west edge of the Park Beaverton Creek Station on the MAX & Ride. Co-locating retail activity with Blue Line. The northern portion of the Park & Ride adds to the safety of TCR’s land was within the master- the lot by providing more oversight planning area and was slated for and visibility. TriMet and TCR also primarily residential uses. North of shared costs of building the public the station was targeted for a mix of roads and sidewalks that border commercial, retail and residential. TCR each of the two properties to ensure a cohesive design and allow for

Chapter Three • Transit-Oriented Developments 3-14 Community Building Sourcebook, Portland, Oregon Liberty Centre Ashforth Pacifi c Inc. Liberty Centre 503-233-4048 ashforthpacifi c.com

Located adjacent to the 7th Avenue The 17-story building has views MAX Station in Portland’s Lloyd of both Mt. Hood and downtown District, Liberty Centre is one of Portland. Amenities within the the newest additions to the skyline building include a 24-hour lobby in the Lloyd District. Completed attendant, on-site property in October1997, the building has management and visitor parking, an 280,000 square feet of offi ce space, ATM, a shower and a locker room. 5,000 square feet of ground-fl oor The building is within walking distance retail business, a 26,000-square- of day care centers, restaurants, foot outdoor plaza and a 600-space hotels, business services, the Lloyd parking structure. Ashforth Pacifi c Center Mall, the Oregon Convention Inc. and Liberty Northwest teamed Center and the Rose Garden Arena. to develop the offi ce tower, which became the headquarters of Liberty Northwest Insurance Companies. In creating the two-block development site, NE Pacifi c Street Location and Transit Access was vacated to allow a more cohesive connection among the building, NE 7th Avenue MAX Station the outdoor plaza and the parking At a Glance garage. Pedestrian connections were Site Area: 96,000 sq. ft. maintained through the vacated street, and the outdoor plaza is Project Program: accessible to the public. The $45 280,000 sq. ft. offi ce million project was designed by GBD 5,000 sq. ft. retail Architects of Portland. 26,000 sq. ft. outdoor plaza 600-space parking garage Stuart A. Hall, president and CEO of Liberty Northwest, stated that, Parking Ratio: 2.1/1,000 sq. ft. “Our goal is to relocate to a fi rst- Total Jobs: 1,200 class project in a location that would be convenient for our customers and employees, with ready access to mass transit.” The company determined that it would lose a signifi cant number of employees if it relocated to a suburban location without light rail service. It concluded the higher cost of inner-city high- rise offi ces would be balanced by workforce retention.

Chapter Three • Transit-Oriented Developments 3-15 Community Building Sourcebook, Portland, Oregon Kim Knox Shiels Obletz Johnsen Inc. 503-242-0084 Museum Place [email protected] sojpdx.com

Eliot Tower south of the old store. The project was phased to provide uninterrupted Site area: 46,000 sq. ft. grocery service. Housing type: 223 condominium units Safeway is topped with 140 market- Density: 210 units/acre rate rental units; 28 are restricted Commercial: 3,350 sq. ft. ground- to households earning less than 50 fl oor retail percent of area median income. Completion: Summer 2006 The St. Francis Apartments and YWCA Downtown Center shared the block Madison Place Location and Transit Access north of the old Safeway. The St. Francis provides studio apartments Three blocks bounded by SW 10th Site area: 6,500 sq. ft. Building: 32,000 sq. ft. for very-low-income people. The and 11th Avenue and SW Columbia Uses: Ground-fl oor retail, four fl oors old apartments were demolished and Main Street of offi ce condominiums and new units constructed while Art Museum streetcar stop; Line Completion: Fall 2006 preserving the same affordability. 6-MLK Blvd; Line 68-Collins Circle; During construction residents Line 58-Canyon Road Located in the heart of Portland’s were relocated and offered fi rst cultural district and the western opportunity to move back to the St. portion of the South Park Blocks Francis. Museum Place Lofts and Urban Renewal District, this multi- The YWCA conducted a private Townhouses development project satisfi ed a campaign to raise $8 million to need for increased density and renovate its facility, which now Site area: 40,000 sq. ft. more diverse uses within these once provides a full-scale health and fi tness Housing type: 140 rental units; 28 at underutilized downtown blocks. The facility, a Loaves & Fishes meal site 50 percent median family income projects include a new urban grocery and a senior center. Unit sizes: 560-1,330 sq. ft. store that’s part of a seven-story Density: 152 units/acre building with 140 apartments; a 132- The Eliot Tower was constructed on Parking: 220 total parking (110 for unit apartment building for very-low- the old Safeway site. This project Safeway and 110 for residents) income people, to replace dilapidated introduces luxury condominiums to Commercial: 48,000 sq. ft. Safeway housing; an extensively renovated the downtown. A new pedestrian store; 1,100 sq. ft. barber shop YWCA; and a 223-unit luxury plaza spans the north side of the Eliot Completion: September 2003 condominium. Portland Streetcar Tower to provide mid-block access to and nearby bus service connects the the Portland Art Museum’s plaza. project to the greater downtown area. St. Francis Apartments Completed in 2006, Madison Site area: 13,000 sq. ft. Development was jump-started when Place is a fi ve-story condominium Housing type: 132 rental units at 30- Safeway’s management approached offi ce building with ground-level 80 percent median family income Sockeye Development LLC with the retail. Touted as Portland’s fi rst Unit sizes: 560-1,330 sq. ft. desire to replace its old downtown offi ce condominium project, it Density: 440 units/acre grocery store. The outdated store completes this landmark three-block Commercial: 6,000 sq. ft was considered by many residents redevelopment project. Completion: December 2002 to detract from the residential experience downtown. Sockeye and GBD Architects worked with Safeway YWCA to create a LEED-certifi ed mixed- Site area: 23,000 sq. ft. use building with Safeway Food and Building: 65,000 sq. ft. Drug occupying the ground fl oor, Renovation completion: December mezzanine level and underground 2002 parking. The new building is one block

Chapter Three • Transit-Oriented Developments 3-16 Community Building Sourcebook, Portland, Oregon Phil Selinger Project Planning Director TriMet The Oregon Clinic [email protected] 503-353-4413 trimet.org

TriMet’s Gateway Transit Center completed in October 2006. Phase 2 is located in the Gateway District, of the construction will add up to 10 midway along the MAX Blue and fl oors to the medical offi ce building Red lines. The Gateway District is and up to seven levels to the parking designated a Regional Center in the structure. When the second phase is Metro 2040 Plan and is also an urban complete, the project will generate renewal district. an estimated 900 daily transit trips. Subsequent phases could include The Transit Center included a 5.5- commercial space, a hotel and 200 acre, 830-space Park & Ride lot. residential units with a public plaza. Transit-oriented development of this site will strengthen commercial Benefi ts Location and Transit Access vitality in the Gateway District, while Gateway/NE 99th Avenue MAX capitalizing on the excellent transit The Oregon Clinic in the Gateway Line 19-Gateway; Line 22-Parkrose; and freeway access consistent with District provides numerous benefi ts: the adopted Gateway Regional Line 23-San Rafael; Line 25-Glisan/ • It is accessible through multiple Center Urban Renewal Plan, Rockwood; Line 27-Market/Main; modes of mass transit. Line 33-Fremont Opportunity Gateway Concept Plan and Redevelopment Strategy, • It brings high-quality jobs to an At a Glance which calls for pedestrian-oriented area in need of new employment opportunities. Phase 1: development with direct connections 101,600 sq. ft. medical offi ce; 650- to the Transit Center. • It creates new retail space to space parking garage provide goods and services. Development phases • It provides medical services to an Phase 2: TriMet and the Portland Development underserved community. Addition of up to 10 fl oors to the Commission (PDC) worked initial medical offi ce construction In addition, the new building together for several years to initiate received an LEED Gold rating for its Addition of up to seven levels to the redevelopment. TriMet agreed to energy-saving technologies, such parking structure make one acre of the parking lot as its innovative rainwater collection Subsequent Phases: available for development when system. All the rainwater collected on PDC was approached by a private 425,000 sq. ft. commercial space the roof is utilized for the building’s developer looking to site a medical 426,000 sq. ft. of hotel irrigation and sewage system. offi ce building in Gateway. The 200 residential units Oregon Clinic facility required at least Accomplishments LEED-certifi ed public plaza three acres. To keep these medical Project Timeline: July 2005 jobs in the city, PDC agreed to help • The project featured a unique – October 2006 fi nance a garage to make more land partnership between private available for development. development, PDC and TriMet The fi rst phase of development • It is the fi rst conversion of a TriMet includes a 101,600-square foot surface Park & Ride facility for medical offi ce building and an transit-oriented development adjacent 650-space parking garage • This project is a potential catalyst to replace the Park & Ride capacity for further redevelopment in this and to supplement surface parking regional center for the medical offi ce building. Phase 1 broke ground in July 2005 and was

Chapter Three • Transit-Oriented Developments 3-17 Community Building Sourcebook, Portland, Oregon Dick Loffelmacher PacTrust 503-624-6300 Orenco Station [email protected] pactrust.com

The old Oregon Nursery Company, regional goals of higher-density, which gave its name to the area mixed-use development around at the turn of the century, never MAX station areas. The complex foresaw such a crop as is springing negotiations to change the code were up at Orenco today. Orenco Station made easier by close collaboration is a 199-acre pedestrian-oriented between stakeholders. community featuring traditional architecture. Located near the Orenco Nearby MAX Station in Hillsboro and Intel’s At the eastern portion of the site, $2 billion Ronler Acres facility, Orenco Fairfi eld Investment Company Station is the largest master-planned constructed the 360-unit Cortland community on the MAX system. It Location and Transit Access Village and 264-unit Seneca Village. features a connected network of local Between Campus Court and Cornell Between Butler and Cornell Roads. streets and a variety of community Road, Simpson Housing L.P. built 800 Orenco MAX Station amenities, including a commercial and apartments featuring neo-traditional retail center and community parks. At a Glance row houses in the brownstone Site Area: 199.5 acres Master plan tradition. North of Cornell Road and south of Butler Avenue is the 68-acre Total Housing Units: 1,834 for-sale PacTrust’s Orenco Station master plan neighborhood of for-sale housing units, condominiums and apartments was approved by the City of Hillsboro by Costa Pacifi c in partnership with Density: 9.2 units/acre in September 1997. It features a PacTrust that includes, townhouses neighborhood “main street” retail area and single-family cottage homes. Parking Ratio: 1.8 spaces/unit connected to a series of surrounding Orenco Station community was residential neighborhoods via Housing Types and Sizes: voted the Best Planned Community tree-lined streets with wide by the National Association of Home 450 single-family detached and sidewalks, parks and open spaces. townhouses The development will eventually Builders in 1999. 1,384 luxury apartments, 1,200- provide housing for 4,000 Hillsboro 2,500 sq. ft. residents in 1,834 single-family homes, townhouses and apartments. Retail/Commercial Space: The master plan is designed to 60,000 sq. ft. capture the essence of small-town business and residential districts with traditional neighborhood services, retail shops below apartments, small residential lots with front porches and minimal setbacks, and well- distributed parks and open space. Orenco Station is a complicated development, involving several partnerships. Originally zoned for industrial uses, Orenco Station’s code was changed to mostly mixed-use and residential when the construction of Westside MAX was announced. Working together, PacTrust and the City of Hillsboro developed a code that balanced project feasibility with

Chapter Three • Transit-Oriented Developments 3-18 Community Building Sourcebook, Portland, Oregon Bruce Allen Portland Development Commission 503-823-3357 The Pearl District [email protected] explorethepearl.com

December 1994 and a development booksellers—completed an agreement adopted in 1998. The expansion. Six residential projects development agreement tied comprising 370 rental and increased housing density to public condominium units were completed improvements as follows: in 2000, with the majority of the units pre-leased or pre-sold. The Portland • removal of a bridge off-ramp Streetcar, which runs on NW 10th bisecting the rail yard property and 11th through the Pearl District, triggered an increase in minimum opened for service in 2001. In 2002, housing density from 15 units per Jamison Square was completed and acre to 87 units per acre Photo courtesy Ankrom Moisan aWhole Foods market opened as part Associated Architects • construction of the Portland of a multi-block redevelopment of a Streetcar required housing density former Blitz-Weinhard brewery. Location and Transit Access to increase another 22 units an Since 1994, more than 7,400 new Portland Streetcar stops on NW 10th acre housing units served by transit and and 11th avenues between Burnside • completion of park improvements local services and adjacent to the and NW Northrup; Line 17-NW 21st/ on land conveyed by the developer traditional central business district St. Helens Rd; Line 77-Broadway/ added another 22 units per acre to have been created. The reuse Halsey any remaining undeveloped land, of these blocks makes a major bringing the total housing density contribution to Portland’s growth to 131 units per acre management efforts. Densities across The creation of the Pearl District the district generally exceed 120 units represents one the most dramatic In addition to increasing density, the per acre. While condominiums in the transformations in Portland’s Central development agreement required Pearl established some of Portland’s City during the 1990s and continuing the developer to donate 1.5 acres highest housing prices, three projects today. The Pearl District, part of the of park land and approximately six serve low-and very-low-income River District, is approximately 90 acres necessary to create a public households. blocks bounded by the Willamette street grid. The developer was also responsible for the cost and River and Naito Parkway to the Moreover, the Pearl District presents construction of local streets. Finally, north, Burnside Street to the south, an urban lifestyle not previously the developer agreed to be a partner Broadway Avenue to the east and available in Portland, but perfectly in meeting the City’s affordable I-405 to the west. Formerly an suited to single and small households, housing goals. New development is industrial area, functionally obsolete including so-called “empty-nesters” also subject to design review. industrial buildings and vacant lots who are leading the renaissance of have become a lively and intense cities. Far from forcing people out of mix of housing, employment and From plan to reality traditional single-family homes or an retail providing a major destination Planning and investment in Hoyt auto-dominated lifestyle, the Pearl and source of riders for the Portland Street Yards spurred interest demonstrates a market hungry for a Streetcar. in adjacent blocks. The Pacifi c pedestrian-friendly alternative that Northwest College of Art moved might not have been realized without Development agreement to the Pearl in 1998, energizing thoughtful growth management and transportation strategy. A local developer’s purchase of a the Pearl’s emerging art gallery defunct 34-acre railyard known as the scene. Portland advertising fi rm Hoyt Street Yards became the catalyst Weiden+Kennedy completed for planning efforts and investments. its headquarters in a renovated Milestones in the process included warehouse building in 1999. The a development plan adopted in May same year, Powell’s Books—one of 1994, a fi nance plan adopted in the nation’s largest independent

Chapter Three • Transit-Oriented Developments 3-19 Community Building Sourcebook, Portland, Oregon Tom Peters Housing Authority of Portland 503-802-8510 Richmond Place [email protected] hapdx.org

The Housing Authority of Portland these funds was challenging. It took purchased a site in the Richmond over two years to obtain fi nancing neighborhood to develop transitional including grant applications, housing for homeless families. The marketing the project to banks, concept was to build the housing information to funders, etc. The to fi t into the neighborhood and to Housing Authority was involved in the provide retail on SE Division. The site development of housing but had little is zoned for mixed-use development. experience with retail/commercial development. For this reason, a real The Housing Authority of Portland, estate broker was solicited to market in partnership with the City of the retail space. Portland and the architect, had Location and Transit Access several meetings with the Richmond Development SE Division & 41st Avenue Neighborhood Association and Line 4-Division received substantial input on the The site was purchased in 1994 and development of Richmond Place from the planning started. It took two years At a Glance the beginning. to secure fi nancing. In May through Site Area: 21,000 sq. ft. June 1996, the contractor cleared the The building is wood-frame. The site and designed the offi ce building. Total Housing Units: parking is located in the rear off an Construction began in July 1996 and 21 apartments existing alley, and the building is built was completed in January 1997, on up to the sidewalk for easy pedestrian Density: 43 units/acre schedule. As of June 2002, 6,485 access to the storefronts. square feet of retail is fully leased. Parking Ratio: 0.7 unit spaces Financing Unit Types: Studio, one- and two- Programs bedroom Total project costs were $2.821 Portland Impact, Inc., an agency that million. The project was fi nanced Total Commercial Space: works with homeless families, runs almost entirely with debt-free grants, the program at Richmond Place. 6,500 sq. ft. with the exception of a $575,000 bank loan to cover the retail construction and a bridge loan to allow time for the retail to lease up. With a development of this size, and with six grants starting at just $75,000, procuring and tracking

Chapter Three • Transit-Oriented Developments 3-20 Community Building Sourcebook, Portland, Oregon Linda Adlard Chief of Staff for Mayor Rob Drake City of Beaverton The Round 503-526-2288 beavertonround.com

The development team began Success construction with private resources, but was unable to secure full Dorn Platz representative John construction and permanent Morrow’s assessment of the fi rst fi nancing. Construction of the developer’s attempt was quoted in project ground to a halt in 1998, and The Business Journal: “There’s no the developer ultimately declared reason it should have failed and bankruptcy. Two partially constructed every reason it did fail.” The project buildings sat dormant for more than demonstrates that leadership projects three years. face a multitude of challenges, from fi nding the right developer to securing Location and Transit Access Lessons learned conventional fi nancing to achieving Beaverton Central MAX Station critical mass. Transit service and the In 2001, the City and Microclimates sense of place established by the At a Glance bought the property out of project design played an important bankruptcy court. Subsequently, Site Area: 8.5 acres total; 6.2 role in ultimately attracting tenants to they sold the property to developer buildable acres the project. Dorn Platz Properties. The new Total Housing Units: Up to 260 developer completed construction Beaverton intends to bolster The Round with development of an Total Commercial Space: 470,000 of the two buildings started in 1998 and modifi ed the project design to adjacent movie theater site purchased sq. ft. create more intensity around the by the City in 2005 and offered for Parking Spaces: approx. 860 station. A third building is complete redevelopment in 2007. Restaurants and houses a two-level 24-Hour at The Round are particularly keen to increase the population in the The Round at Beaverton Central Fitness and Cambridge College. The immediate area. was among ambitious plans for parking structure opened for business transit-oriented development on the in 2006. In addition to the health westside extension of the MAX Blue club and college, The Round houses Line. Although the project has been restaurants, a bank, residential a long time in the making, it is now condominium units and several offi ce on course to be the most intensively tenants, including Coldwell Banker developed station on the line. and Open Source Development Labs. Residents of The Round say they The project was initiated by the City feel lucky to have found The Round’s of Beaverton, which owned the combination of urban shopping 8.5-acre property, formerly a sewage and transit with suburban location treatment plant. Development at this and prices. “It was everything I was site would anchor the relationship looking for,” say condo owner Jeff between MAX and the City’s Sanford. “I have really simplifi ed my traditional downtown. The City life.” released a request for proposals to develop the project in 1996. Three more buildings and an The winning development team additional parking structure are proposed a mixed-use project with scheduled for completion by summer offi ce buildings, 100 units of housing, 2008. Ultimately, The Round will have a theater and a small hotel. The some 350,000 square feet of Class crescent-shaped buildings would A offi ce in four buildings, 120,000 bracket an impressive public plaza square feet of retail, and up to 164 adjacent to the MAX station platform. units of housing.

Chapter Three • Transit-Oriented Developments 3-21 Community Building Sourcebook, Portland, Oregon Kira Cador or Kali Bader Russellville LLC 503-222-7258 Russellville [email protected]

Russellville is an 11-acre site that was facing Burnside and the light rail. once a public school and is now a This portion of the project has higher 550-unit residential neighborhood densities than the fi rst apartment adjacent to light rail. phase in order to maximize the location adjacent to light rail. The The site is divided into fi ve separate “east” block houses an interior- blocks by extending the public street corridor fi ve-story independent- grid. This creates an open connection senior apartment building with a day between new development and care and a service component at existing neighborhoods. The focus of street level and parking behind. This the pedestrian circulation system is building has 154 units. A second linear green space that connects the 122-unit senior-oriented building is Location and Transit Access new blocks with Burnside Street and currently planned for the “west” block. SE 102nd & Burnside Avenue the MAX station. SE 102nd Avenue MAX Station Russellville Commons, a 283-unit At a Glance market-rate apartment project, has three different building designs to Site Area: 11 acres respond to a variety of household Total Housing Units: approximately preferences. The fi rst type is a double 550, when fully developed townhouse. Either a two- or a three- bedroom townhouse is placed above Density: 46 units/acre, when fully a one-bedroom split-level unit. Each developed unit has a private, street-level front Parking Ratio: 0.98 spaces/unit, door. These units are attractive to not including on-street parking, when people who do not want to live in fully developed buildings with shared corridors, stairs and elevators. These townhouses Housing Types and Sizes: create double the density of a typical One-, two- and three-bedroom townhouse project. Independently townhouses rented private garages are located under the split-level fi rst-fl oor units. One- and two-bedroom apartments, There are 222 units of this type in 607-1,348 sq. ft. buildings ranging from six to 16 units Studios, one- and two-bedroom each. senior living apartments, 546 - 985 The building character changes sq. ft. substantially on the two blocks Total Commercial Space: Potentially 30,000 sq. ft. when fully developed

Chapter Three • Transit-Oriented Developments 3-22 Community Building Sourcebook, Portland, Oregon South Waterfront southwaterfront.com

In addition to the tram, the South United States Green Building Council Waterfront District boasts several LEED (Leadership in Energy and modes of convenient transportation, Environmental Design) Platinum including Portland Streetcar and bus rating, the highest LEED rating a routes. Light rail service to the area is building can receive. This $145.4 being studied as part of the Portland- million building, opened in October Milwaukie Light Rail project. Because 2006, is a 400,000-square-foot, the zoning code for the area imposes 16-story, mixed-use facility, which limits on the creation of parking, includes laboratory space for the alternative transportation is vital to biomedical engineering program, the South Waterfront District. eight fl oors of physician practices, Location and Transit Access surgery suites and imaging facilities, Portland Streetcar SW Gibbs stop; Keeping it green and a health and wellness center complete with a gym, lap pool, Portland Aerial Tram; Line 35- The plan calls for benefi ts to the therapy pool and spa. Thanks to Macadam environment by: innovative construction techniques, • capping and development of the building’s operations have energy abandoned and contaminated savings of 60 percent, as well as The South Waterfront District, industrial land a bio-treatment system that treats a 130-acre area located on the up to 30,000 gallons a day and an Willamette River just south of • stabilizing the riverbank that protects the Willamette River from extensive utilization of eco-friendly downtown Portland and east of roofs. I-5, is the last large undeveloped potential contamination in the event of a fl ood area within Portland’s Central City. Looking forward Few business remain in this former • improving air quality by removing industrial area. The South Waterfront contaminated piles of industrial fi ll Spring 2006 saw the completion Plan, adopted in 2002, calls for a and sawdust materials of the Meriwether Condominiums, and more mixed-use buildings are sustainable, urban-scale development The revitalization of the area goes that balances commercial and scheduled to open, including the John even further than the initial clean-up Ross Condominiums in late 2007 and institutional projects, and affordable process and includes plans for several and market-rate housing. The Plan the Atwater Place Condominiums in environmentally friendly projects. early 2008. Studies show that in a also incorporates designs for public For instance, the Willamette River amenities, including public streets, a space that covers less than 1 percent Greenway, proposed by Governor of the area of Portland, the South spectacular greenway, and a parks Tom McCall in 1973, will average 100 system. Waterfront District will assume 4.7 feet in width along its 1.2 miles in percent of the city’s job growth and This new district will provide for South Waterfront. It will be accessible 2.5 percent of housing and residents, 10,000 new jobs and up to 5,000 to the public via two trails: one for and potentially add more than 4.4 new housing units (including 788 pedestrian traffi c and one for bicycle acres of open space for the public. affordable units). A major driver of traffi c. The greenway will encourage These fi gures demonstrate terrifi c growth for the district is Oregon alternate modes of transportation, potential for helping to accommodate Health and Science University create recreation opportunities, allow growth consistent with the Metro (OHSU), which is constrained on its for residents and offi ce workers to 2040 Growth Concepts Plan’s focus main campus on Marquam Hill. The enjoy the beauty of the river and its on strong centers. Portland Aerial Tram was conceived ecosystems, and improve aquatic and as a means to link OHSU to South wildlife habitat. Waterfront, an area where it could When OHSU broke ground in 2003 expand. OHSU, already Portland’s for its fi rst building in the South largest employer with a workforce Waterfront District, it paved the way of 11,500, plans to further expand for other eco-friendly developments its campus, creating 6,000 new jobs to emerge in the area. OHSU’s Center within the next two decades. for Health and Healing earned the

Chapter Three • Transit-Oriented Developments 3-23 Community Building Sourcebook, Portland, Oregon Rose Mary Ojeda Cascadia 503-552-6216 West Gresham Apartments [email protected] cascadiabhc.org

able to offer the property to Cascadia balance of the capital fundraising at a discount in order to achieve the from other grant and loan sources goals of both agencies. required an additional year of effort. Construction began in November Occupancy requirements 2004, and the apartments opened in October 2005. The rental units provide housing for low-income individuals who Funding sources have psychiatric disabilities. Tenants live independently with some Capital funding was obtained community-based assistance. While from multiple sources, including: single individuals occupy most Oregon Housing and Community Location and Transit Access units, couples can rent some units. Services, Oregon Offi ce of Mental 17257 East Burnside Prospective tenants are referred by Health Services, the City of Portland E. 172nd Ave. MAX Station their case manager, hospital discharge through the Portland Development planners, family, friends, and through Commission, the Enterprise Social At a Glance self-referral. Cascadia’s housing Investment Corporation, Bank Site Area: 9,696 sq.ft. services staff determines eligibility of America, Network for Oregon through income verifi cation and a Affordable Housing, Seattle Federal Housing Types and Sizes: 24 one- review of rental history and criminal Home Loan Bank, the City of bedroom and three two-bedrooms, records, ultimately determining Gresham and Multnomah County. In ranging from 734-817 sq. ft. whether to rent to the prospective addition, the Housing Authority of Density: 60 units/acre tenant. Portland committed to providing 26 Section 8 Project-Based Vouchers. Total Commercial: 635 sq. ft. Land use issues Parking Ratio: 0.37 spaces/unit This property, located adjacent to the E. 172nd MAX Station, is zoned West Gresham Apartments is located Station Center, which allows higher- on a surplus portion of property density housing with a maximum that TriMet acquired to locate a new of 60 units per acre. The City of substation for the light rail system, Gresham recently revised its Station should the system’s power demands Center zoning to allow mixed-use increase. TriMet’s land development development. TriMet asked Cascadia staff determined that only a portion to incorporate a small retail space to of the site would be needed for the provide an amenity for neighborhood substation, and sought a developer pedestrians and MAX passengers into for the remainder of the property. the project. TriMet policy directs staff to manage the agency’s real estate to increase Development timeline ridership and create partnerships in The project spent four years in the community. It also gives special pre-development due to a merger consideration for development for between Cascadia and two other low-income people. community health organizations, To achieve these objectives TriMet which pushed the project to the turned to Cascadia Behavioral back burner for two years. Once the Healthcare Company, which provides dust settled from the merger, capital housing and other services to low- fundraising resumed in fall 2003, income people with mental illness and the project quickly garnered a and addiction problems. TriMet was signifi cant Low-Income Affordable Housing Tax Credit award. The

Chapter Three • Transit-Oriented Developments 3-24 Community Building Sourcebook, Portland, Oregon Annotated TOD Bibliography

This brief annotated bibliography provides resources on • The New Transit Town: Best Practices in Transit- topics related to transitoriented development (TOD). This Oriented Development, Dittmar, Hank and Ohland, is not an exhaustive list, but simply a description of several Gloria, eds., Island Press, 2004. informative articles and websites in the subject realm. Chapters cover such topics as zoning and fi nancing TOD. Case studies include detailed “lessons learned.” Transit-oriented development • Transit Resource Guides, 2003, American Public • Community Design & Transportation: A Manual of Transportation Association, Washington D.C. Best Practices for Integrating Transportation and Accessed: 21 June 2005. Land Use, Augenstein, C., ed., San Jose: Santa Clara Valley Transportation Authority, 2003. • www.apta.com/research/info/briefi ngs This manual was developed to assist San Jose, This American Public Transportation Association (APTA) California’s Valley Transportation Authority (VTA) website is a resource guide to numerous topics within implement the Valley Transportation Plan (VTP) 2020. transportation; it provides Internet access to a number It provides information on best practices for designing of transit documents including articles, papers and and implementing transportation and land use-related presentations regarding transit issues, practices, case projects. studies and tools. Several of the sources cited in this • TRCP: Research Results Digest 52: Transit- bibliography can be found at the links provided by this Oriented Development and Joint Development in website. the United States: A Literature Review, Chisholm, • www.reconnectingamerica.org. Accessed: Gwen, Transportation Research Board, 2002. Aug. 31, 2007. This extensive literature review defi nes TOD and transit Reconnecting America provides both the public and joint development (TJD) and describes the issues private sectors with an impartial, fact-based perspective associated with TOD through examples and studies of on development-oriented transit and transit-oriented impacts and benefi ts of these developments. The brief development, and seeks to reinvent the planning and conclusions note a need for more studies on the topics delivery system for building regions and communities of the formation of TODs and the effects on ridership, around transit and walking rather than solely around the traffi c conditions and air quality. automobile. The website provides information on recent • TCRP: Report 102: Transit-Oriented Development reports and projects. in the United States: Experiences, Challenges and Prospects, Cervero, Robert, Transportation Research Board, 2004. This comprehensive report led by U.C. Berkeley’s Cervero, covers tools, barriers and impacts of TOD as well as 10 case studies contributed from around the country. • Transit Oriented Development: Moving from Rhetoric to Reality, Belzer, Dena, and Gerald Autler, The Brookings Institution, 2002. This article explores and explains transit-oriented developments throughout U.S. history to develop and understand the practice. The authors contribute to TOD literature with a work that demonstrates how these developments can be designed and approached in communities to create a successful TOD.

Chapter Three • Transit-Oriented Developments 3-25 Community Building Sourcebook, Portland, Oregon Light rail impact on land value • TCRP Report 102: Transit-Oriented Development in the United States: Experiences, Challenges, and • Impacts of Rail Transit on Property Values, Prospects, Transportation Research Board of the Roderick B. Diaz, APTA Rapid Transit Conference National Academies, 2004. (161-179). Proceedings Paper, McLean, VA: Booz Allen Hamilton Inc., 1999. Chapter 9 of this publication, titled Real-Estate Market Impacts of TOD, examines TODs and the implications This paper draws conclusions about rail transit impacts of this sort of development on the real estate market. on adjacent property values from the study of 12 heavy- Through describing specifi c experiences with rail and and light-rail projects in North America. In general, this TODs in several North American cities, and through study found that proximity to rail is shown to have exploring research over the past two decades, this positive impacts on property values. article describes the benefi ts of residential and • Light Rail Transit Impacts in Portland: The First Ten commercial properties located near transit stops and Years, Kenneth J. Dueker and Martha J. Bianco, within a TOD. Transportation Research Record 1985, pp. • The Effect of Rail Transit on Property Values: 171-180. Catalog Number R081. A Summary of Studies, Parsons Brinckerhoff, This report examines how the fi rst decade of light rail Cleveland, OH: NEORail II, 2001. transit in the Portland, Oregon, region has affected auto This succinct article presents a broad overview ownership, mode share, density and property values. of numerous rail transit studies that have found The analysis provides evidence that light rail has had correlations between rail transit and property values. some early positive effects on single-family property It provides an overview of the types of impacts values, transit use, and slower growth of two-car plus revealed in various studies relating to commercial and households in the outer part of the light rail transit residential property values infl uenced by rail transit corridor as compared to an outer part of a parallel bus implementation. corridor. • Transit’s Value-Added: Effects of Light and • Mass Transportation, Apartment Rent and Commuter Rail Services on Commercial Land Property Values, Benjamin, J. D., and Sirmans G. Values, Robert Cervero and Michael Duncan, S., The Journal of Real Estate Research, 12, 1, Berkeley, CA: 2001. 1996. Accessed: 24 June 2005. http://cbeweb- The article provides a thorough description of how rail 1.fullerton.edu/fi nance/journal/papers/pdf/past/ transit and land values are interrelated through TOD, and vol12n01/v12p001.pdf. provides a history of Santa Clara County’s experience with rail transit. By studying Santa Clara County, This article examines apartment rent and property California, this article confi rms a signifi cant increase in value for residential income properties located in close land values near light rail services. proximity to Washington, D.C., Metrorail stations. The article concludes that the distance away from Metrorail stations affects property values negatively; the farther away a property is located from a station results in a decrease in rent, which in turn is refl ected in the property’s value.

Chapter Three • Transit Oriented Developments 3-26 Community Building Sourcebook, Portland, Oregon Chapter Four Programs

Chapter Four • Programs Community Building Sourcebook, Portland, Oregon Affordable Home Ownership Development Model

A grand vision of the model can more of a “third sector” model rather The model breaks foresee creating a self-sustaining than a traditional non-profi t model. non-profi t that needs no external with Portland and Since completing Arbor Vista, subsidization when enough volume developer Innovative Housing Inc., non-profi t, “orthodoxy” is developed and when second has chosen to pursue traditional mortgages begin to “mature” and are in several ways. non-profi t rental development. The repaid. IHI Board considered the risks of Applications of the model ownership housing to be too risky Project model compared to the affordability that can The model does not work for every be provided. IHI’s experience revealed An innovative fi nancing strategy was site because it is sensitive to sub- that the amount of affordability that used to develop the Arbor Vista market conditions. There must be can be provided is directly related to Condominiums, one which offered suffi cient market demand for high- the sales absorption of the market- a 33/67 split between market-rate density condominiums on the site, rate units. IHI’s retreat from the Arbor units and fi rst-time home buyer units and the market prices must support Vista approach does not mean that affordable at 80 percent to 100 the “affordable” units. the model is not viable. IHI’s decision percent of median income. Traditional was based on the board’s vision of its In order to assure that the project developer profi t on the market-rate future mission. units was used to offset lower prices doesn’t become a glorifi ed rental, the on the fi rst-time home buyer units. purchasers of the affordable units Success of the model The non-profi t developer broke even are offered an appreciation share in elsewhere on the land, collected a development proportion to their investment (this fee, and holds second mortgages can be formulated/structured in a The model is new to Portland, on the affordable units to retain the variety of ways). but variations have been used successfully in other markets that development value over time. In the eyes of a lender, the model Portland is beginning to resemble. competes well against for-profi t The second mortgages are equal to Bridge Housing in the Bay Area is development because the lower the difference between the market- one example. It builds mixed-income prices on the affordable units reduce rate units and the subsidized price. housing and is one of the country’s market absorption risks, and the The mortgages do not amortize, but largest non-profi t developers. accrue an appreciation share and model defers the “profi t” through the principal that is due upon sale. Upon second mortgages in a way that the sale, the non-profi t can choose to private sector is unwilling to typically transfer the second mortgage to forgo. a new income-eligible buyer, or it The model breaks with Portland and can cash out the second mortgage non-profi t “orthodoxy” in several to capitalize new development. ways. It is not necessarily committed The portfolio of second mortgages to long-term affordability in a specifi c can also be used as collateral for unit, and it serves a slightly higher other projects (which makes the income range (in the Goose Hollow organization more bankable). case, up to 100 percent of median income). In this sense, it represents

Chapter Four • Programs 4-2 Community Building Sourcebook, Portland, Oregon Courtney Duke, AICP Pedestrian Coordinator Portland Offi ce of Transportation Bike and Pedestrian Programs 503-823-7265 [email protected] portlandtransportation.org

As Portland citizens’ advocacy for 1998. These documents guide the More than 150 Offi ce of alternative transportation grew, development of pedestrian projects Transportation employees and other the City created new positions and and facilities in the city of Portland. bureau employees were trained in plans to help the transportation the Pedestrian Design Guidelines. The goals and objectives of the bureau evolve from traditional traffi c The Pedestrian Coordinator conducts Pedestrian Program were integrated engineering practices. training twice a year. into the organization as a whole as Bike program part of the reorganization of the Pedestrian access study Offi ce of Transportation in 1999. All Founded in the 1970s to respond Offi ce of Transportation staff are to This study established a planning and to a pioneering state law requiring implement policies and guidelines design framework to increase transit a minimum of 1 percent of all to develop a more pedestrian- ridership by improving pedestrian transportation expenditures be friendly environment. The Offi ce of access to transit. It analyzed spent on bicycles and pedestrians, Transportation continues to fund a factors that infl uence the use of Portland’s bike program relies heavily separate pedestrian position, the transit and provides a set of design on resident input and activism. Its Pedestrian Coordinator. The Street improvements that enhance transit main focus is implementing the Systems Management Section access. The study also identifi ed Bicycle Master Plan, adopted in 1996 also works on pedestrian facilities, target areas with the best opportunity by the City Council. Specifi cally, the especially as they relate to sidewalk to increase transit use, as well as Master Plan calls for a comprehensive cafes, sidewalk requirements as part design ideas for prototype projects network of bikeways; end-of-trip of development, and other issues targeting areas within the city. facilities such as bicycle parking and related to private use of the right of showers; bikeway maintenance; way, including the sidewalk. ADA Curb Ramp Request safety education; and promotion of Program cycling as a means of transportation. Pedestrian Master Plan and Design Guide The ADA Curb Ramp Request Portland is known nationwide for its Program identifi es and builds new creative implementation of bikeways The Pedestrian Master Plan is curb ramps throughout the city to on existing roadways, its innovative a 20-year vision for increasing enhance accessibility. Each year staff Bike Central program,its partnership opportunities to walk in the city of and area residents identify locations with local businesses and community Portland. The plan includes policies, that need ramps. The Pedestrian groups, its experimentation with street classifi cations, a list of 159 Coordinator works with Bureau of European safety features such as capital projects, and strategies for Maintenance staff, administrative staff colored pavement markings, and its funding the estimated $120 million and the Metropolitan Human Rights success at increasing bicycle use. cost of the recommended projects. Center with outreach, database Portland has implemented more than The Pedestrian Master Plan project maintenance, site inspections, 200 miles of bikeways, along with began in September 1994, and the prioritization and construction of thousands of bicycle parking spaces; fi nal plan was adopted in 1998. approximately 100 ramps each year. fi ve Bike Central stations; and a progressive bicycle safety program for The Portland Pedestrian Design area children. Guide establishes guidelines that integrate a wide range of design Pedestrian Program criteria and practices for elements in the public right of way. It seeks to The Offi ce of Transportation created place pedestrians on equal footing the Pedestrian Program in 1993 to with other transportation modes develop the plans and to construct and promote a better walking capital pedestrian projects. The environment. The guidelines were Pedestrian Advisory Committee developed with the assistance of (PAC) was also formed in 1993. The affected city bureaus, other agencies Offi ce of Transportation adopted interested in the right of way, and the Pedestrian Master Plan and citizen working groups. Pedestrian Design Guidelines in

Chapter Four • Programs 4-3 Community Building Sourcebook, Portland, Oregon Oregon Department of Energy 503-378-4040 Business Energy [email protected] Tax Credits energy.state.or.us

The Oregon Legislature created phones, printers, software, copiers To date, more than the Business Energy Tax Credit and other equipment necessary 13,000 energy tax to encourage Oregonians to save for telework are eligible costs for energy. The program, administered the tax credit. The employee must credits have been by the Oregon Department of Energy, telework at least 45 days per awarded to Oregon promotes investments in energy calendar year. businesses. conservation, renewable energy • Employers that subsidize transit resources, recycling and less-polluting passes for employees or provide transportation fuels. vehicles for vanpooling or Any Oregon business may qualify. carpooling are eligible for the tax Projects may be in offi ce buildings, credit. stores, apartment buildings • Business owners who buy a hybrid or manufacturing plants, or in vehicle or one that uses alternative transportation. A project owner fuel may also be eligible for a tax may also be an Oregon non-profi t credit. organization, tribe or public entity that The Oregon Department of Energy partners with an Oregon business has issued more than 13,000 tax or resident that has an Oregon tax credits from 1980 through 2006. The liability. Projects must be located in energy projects receiving tax credits Oregon, and project owners must during this time period cost $618.6 apply for the tax credit before they million and saved 19,146 billion Btu start the project. as well as generating 3,531 billion Btu The Business Energy Tax Credit is 35 of energy per year. percent of eligible project costs, taken One Btu (British thermal unit) is equal over fi ve years: 10 percent in the fi rst to the amount of heat required to and second years and 5 percent in raise the temperature of one pound the last three years. If project costs of liquid water by 1 degree Fahrenheit are $20,000 or less, the business at its maximum density, which occurs may take the tax credit in one year. at a temperature of 39.1 degrees The eligible costs for a single project Fahrenheit. One Btu is equal to may not exceed $10 million. approximately 251.9 calories or 1,055 Transportation projects that reduce joules. vehicle miles traveled may qualify for a tax credit. Three targeted projects: • Telework. Telework is working at locations other than the traditional workplace one or more days a week. Businesses can get a tax credit for purchasing and installing new or used equipment that allows an employee to telework. Computers, fax machines, modems,

Chapter Four • Programs 4-4 Community Building Sourcebook, Portland, Oregon Oregon Dept. of Environmental Quality 503-229-6154 [email protected] Employee Commute Options deq.state.or.us/nwr/ECO/eco.htm

The Employee Commute Options compressed work weeks and tele- The incentives must (ECO) rules (Oregon Administrative commuting. Alternative compliance have the potential Rules 340-242-0100 through -0290) methods include reducing other were adopted by the Environmental vehicle traffi c to or within the work to reduce commute Quality Commission in July 1996. site, reducing air pollution emissions trips by ten percent Renewed and revised in February from non-auto sources at the work within three years. 2007, the rules are intended to site, or paying a fi xed fee. New keep the air clean in the Portland development may comply by limiting area. The plan, which also includes construction of new parking spaces. the Vehicle Inspection Program and In addition to meeting regional air consumer products rules, will prevent quality requirements, the ECO rules illness due to air pollution, remove are eliciting many secondary benefi ts. industrial growth impediments, avoid There is a heightened awareness of sanctions on federal transportation the impacts of driving on quality of funds and reduce traffi c congestion. life, on the ability to transport goods Approximately 85 percent of affected and people, and on the environment. employers have complied or are in Businesses and citizens are becoming the process of complying. more vocal about their needs and An advisory committee, comprised desires regarding transit service, largely of business stakeholders, met and involving themselves in the for a year and a half before the 1996 process. Transportation management rules were adopted. The biggest associations are forming to help challenge during rule development employers understand and meet their was creating a program that was transportation needs. Employers are equitable within the business initiating policies for telecommuting community and realistic in its goals, and fl exible scheduling. In essence, yet still provided a signifi cant, the culture of the workplace is positive impact on air quality in the changing to accommodate the region. The ECO program is currently change in employee commuting reducing almost 40 million vehicle behavior. miles traveled annually. Under the ECO program, employers in the Portland area with more than 100 employees reporting to a single work site are required to provide incentives for employee commute options other than driving alone. The incentives must have the potential to reduce commute trips to the work site by 10 percent within three years. Annual employee surveys measure progress toward this goal. Typical incentives offered by employers include transit subsidies, carpool matching and preferential carpool parking, bike programs,

Chapter Four • Programs 4-5 Community Building Sourcebook, Portland, Oregon Portland Offi ce of Transportation 503-823-5185 Fareless Square trans.ci.portland.or.us

Commuters use transit City’s policies. The growth in TriMet About 50 percent ridership to downtown is directly of transit riders Fareless Square encourages related to the transit-supportive land commuters to leave their cars at use and parking policies of the City of downtown use Fareless home and use transit by providing Portland. Square service, and alternative transportation during the day. Once downtown, Fareless State implementation plan about 3-4,000 trips Square offers these transit riders are made in free access to business and retail In the mid-1970s, the air in locations. About 50 percent of transit downtown Portland violated federal Fareless Square riders downtown use Fareless Square health standards one day out of every each weekday. service,and about 3,000-4,000 trips three. To clean up the air, the region are made in Fareless Square each adopted the Carbon Monoxide and weekday. Ozone State Implementation Plan (SIP) in 1977. Key elements of the In 1974, a City staff report Business support SIP were the federal motor vehicle recommended a Fareless Square for emissions control standards for transit service covering Portland’s Fareless Square is an attractive new automobiles, the DEQ’s vehicle entire Central Business District (CBD). amenity for downtown businesses. inspection and maintenance program, The following benefi ts and objectives Merchants and business groups in and the City of Portland’s downtown were cited in the report: downtown Portland believe that parking lid. the elimination of Fareless Square • promotes transit riding by providing would have a negative effect on Fareless Square was included as an people who do not currently use their businesses because transit element of the SIP for two reasons. transit an opportunity to try it provides an economic and convenient By offering downtown workers • reduces auto-generated air alternative to driving downtown. and shoppers free transit service pollution by eliminating short auto within the CBD, Fareless Square trips within the free fare zone Because the City limits commercial would reduce short auto trips made parking spaces allowed in downtown, • helps provide higher mobility within the CBD, thereby reducing transit service is critical to help air pollution. In addition, Fareless and coordination of travel within carry the increased trips that result downtown Square was important for making from new development and job the City of Portland’s parking policies The Transportation Control Plan growth. The highest density of work for the public by providing free outlined methods for addressing development and the greatest intra-downtown mobility to workers air quality problems in the Portland restrictions on parking are along the and shoppers who take transit to airshed. Fareless Square was Transit Mall. Fewer restrictions are downtown Portland. Downtown promoted as a component of placed on parking and lower-density Portland air has not violated federal this plan. Other elements of the development in the areas of the air quality standards since 1984. plan included the downtown downtown that are not as accessible parking lid and staggered work to transit as the Fareless Square area. hours. In addition, Fareless Square Portland benefi ts from TriMet’s was promoted as an element of service to downtown and the downtown revitalization. Fareless Square policy. At the same time, TriMet benefi ts from the

Chapter Four • Programs 4-6 Community Building Sourcebook, Portland, Oregon Bill Scott, General Manager Flexcar Portland 503-328-3539 Flexcar Info_Portland@fl excar.com fl excar.com

Portland is the birthplace of car- Members can quickly schedule any “In one month, I don’t sharing in the United States. Because vehicle in the fl eet by the half-hour even spend on Flexcar the majority of the cost of owning using a simple telephone touch-tone a vehicle (insurance, car payments) system, or on the web. At the start of what I spent parking is fi xed and the cost of operating a the trip, the member uses a special downtown.” vehicle (gas, repairs) is minor, once a code to unlock the vehicle and takes a person invests in car ownership he trip, returning the vehicle to the same or she tends to drive more often than location. necessary. The unit pricing of vehicle Flexcar members cite freedom, use in car-sharing more accurately saving money, ease of use, increased refl ects the true cost of owning and options and mobility as reasons operating a vehicle and provides an to join. Member David Fitzgerald incentive to use transit, biking and explains, “I drove every day to work walking. Car-sharing allows individuals and paid for parking. I felt I always to have the benefi ts of auto use for needed my car, just in case. With personal trips without the drawbacks Flexcar, there is a car within blocks of car ownership (high insurance, pretty much everywhere I go. So now maintenance, etc.). This provides I take the bus to work and reserve a incentive to use the appropriate car if I have a dentist appointment or transportation mode depending on a lunch meeting. In one month, I don’t the nature of the trip. even spend on Flexcar what I spent Flexcar is a car-sharing company parking downtown.” serving the Portland area. Flexcar can Flexcar Portland originally started also provide car-sharing services to as CarSharing Portland in March businesses. A company may offer it 1998 and merged with Flexcar, a as a benefi t to employees to use a Seattle-based company, in August car for personal trips when they take 2001. Portland members can also transit, walk or bike to work, or a drive vehicles in other Flexcar company may choose Flexcar in lieu cities, including Vancouver (Wash.), of owning and maintaining its own Seattle, Washington, D.C., Chicago, fl eet. Philadelphia, the San Francisco Bay Flexcar maintains a fl eet of four- Area, Long Beach and other Los door sedans, including gas-electric Angeles areas. hybrids, as well as specialty vehicles such as pickup trucks, minivans and two-seater convertibles. Vehicles are located in more than 20 locations in neighborhoods, downtown and soon at MAX stations in the suburbs. The cost of membership depends on hours and miles of vehicle usage; gas, insurance, maintenance and repairs are included. In 2007, active members paid a $35 lifetime membership and $9 to $11 an hour with gas and insurance included.

Chapter Four • Programs 4-7 Community Building Sourcebook, Portland, Oregon Pete Kaster 503-618-2409 Gresham TOD Laurie Nash Tax and Fee Exemptions 503-618-2424

2. Projects must include one or more Street System Development Charges, A 26.9 percent discount of the following design elements also known as Traffi c Impact that benefi t the general public, in Fees (TIF), help fund roadway is available as an addition to any design review or other improvements to ease congestion incentive to locate development requirements: problems throughout Gresham. This fee is calculated based on how many • parks or public open spaces such new development in peak-hour trips the new development as a landscaped plaza pedestrian and will generate. • public meeting rooms and offi ces transit districts. An automatic 26.9 percent discount • on-site day care open to the is available as an incentive to locate general public new development in pedestrian and • enhanced transit or pedestrian transit districts. New community The City of Gresham is the eastern access facilities services, commercial, industrial and terminus of the MAX Blue Line. The mixed-use developments that front City has adopted several programs • ground-fl oor commercial use that designated transit streets outside of to promote transit-oriented serves residents, neighbors and transit and pedestrian districts receive development. transit riders. an automatic 10 percent discount. 3. The following elements are Property tax exemption guiding principles that also meet A Transportation Demand Management (TDM) program is A property tax exemption program City goals for the Downtown and available to all new development. encourages transit-supportive Civic Neighborhood districts and This program encourages reduced housing and affordable mixed-use Gresham’s 2040 Regional Center: trips during peak hours by using projects on vacant or underutilized • mixed-use projects of residential other modes of transportation, and sites within the city and within and ground fl oor commercial by generating trips during alternate walking distance of transit. • affordable housing hours. A TDM plan can also be used All projects must meet the following • special-needs housing to justify discounts in TIFs. conditions: • mixed-income housing • minimum 10 units • residential density of at least 50 • minimum 35 rental or 24 for-sale units per acre dwelling units per acre, or the • on-site day care open to the district minimum, whichever is general public. greater (may include structured residential parking) 4. Demonstrate that property tax • mixed-use projects with ground- exemption is necessary to achieve the level commercial uses must have proposal, including the costs incurred a minimum of 20 (rental) or 18 by program requirements. (for-sale) dwelling units per acre 5. Projects granted exemption must average, or the district minimum be constructed by January 1, 2006. commercial 0.25 fl oor area (may Once constructed, the tax exemption include structured residential is allowed for 10 years. Following this, parking) the property goes on the tax rolls at market value. Only the improvements Key approval criteria: are exempted, not land. The 1. Every project must include estimated property tax exemption enhanced Crime Prevention Through amount is $10.01 per $1,000 of Environmental Design (CPTED), a assessed value. security program and a maintenance plan. The plan must be developed by the applicant and Gresham Police and must be recommended by the police department. Fee reductions

Chapter Four • Programs 4-8 Community Building Sourcebook, Portland, Oregon Hillsboro Public Works Department 503-681-6146 Hillsboro Local ci.hillsboro.or.us Improvement District

The project The total construction contract Mid-block benches, was $3.8 million, with a maximum trash receptacles and The new streetscape refl ects of $1.6 million for assessable LID a coordinated effort between improvements; the rest was funded drinking fountains downtown property owners, through various capital improvement provide a pedestrian- merchants, design consultants and accounts. City staff. Brick patterned sidewalks friendly atmosphere. are complemented by street trees The enhancement of downtown and antique acorn-style luminaires Hillsboro can be credited to a accented with hanging fl ower strong commitment to open A portion of Hillsboro’s Central baskets and banners. Intersections communication,. and the continuous Business District (CBD) has been are narrowed with large landscaped efforts and patience of downtown revitalized through the community’s sidewalk bulb-outs connected merchants and property owners; investment in new infrastructure by red paved crosswalks. Mid- City, County and light rail staff; improvements at the heart of block benches, trash receptacles and the public at large. These downtown. The project area is and drinking fountains provide a improvements have established located along Main Street between pedestrian-friendly atmosphere. the character of the CBD and a First and Fourth avenues and along The City’s capital improvements framework for future downtown Second and Third avenues between include street construction, water development in accordance with the Lincoln and Baseline Streets. These line replacement, sanitary sewer Downtown Hillsboro Light Rail Station improvements match the street rehabilitation and storm sewer Community Plan. improvements that were constructed modifi cations. These upsized public by the Westside Light Rail Project, utilities will accommodate future which parallels Main Street one block growth (density) in the Hillsboro to the south. Central Business District. Connections to light rail Timeline Although several downtown property The project encompassed years of owners already had benefi ted from planning by the Downtown Business the upgraded light rail frontage Association (DBA), the Chamber of improvements, they voluntarily Commerce and the City of Hillsboro. participated in the formation of a The timeline established for the local improvement district (LID). A LID improvements assured completion is a temporary property tax increase before light rail service opened to dedicated to specifi c improvements. downtown Hillsboro in September Property owners saw the value of 1998. a cohesive downtown retail and commercial district visually linking the The LID was formalized by the main retail street with light rail. Hillsboro City council in August 1996, the contract was awarded in June 1997, and construction was completed by the summer of 1998.

Chapter Four • Programs 4-9 Community Building Sourcebook, Portland, Oregon Offi ce of Sustainable Development 503-823-7082 Portland Green [email protected] Building Program portlandonline.com/OSD/index

can cost-effectively integrate G/Rated: Comprehensive G/Rated’s efforts ecological design and resource services and resource have gained much conservation in projects like the Brewery Blocks, Buckman Heights, G/Rated provides tools and local and national Jean Vollum Natural Capital Center, resources, practical information, attention. Norm Thompson Outfi tters, Viridian design guidelines, case studies, Place, Station Place and the South research, technical assistance and Waterfront District. incentives-to help developers, Development in Portland designers, contractors, businesses In 2000, the Offi ce of Sustainable and homeowners achieve “greener” Portland is growing, and the buildings Development developed G/Rated, results when designing and going up so rapidly today will shape an innovative green building-outreach constructing buildings. Services our lives for many years to come. As program. The program promotes the include: we continue to better understand benefi ts of energy- and resource- the long-term impacts that buildings effi cient, healthy and durable • fi nancial incentives have on people and the environment, buildings through policy development • personalized technical and design new tools are needed to create and program implementation. To assistance healthy, resource-effi cient buildings. encourage local leadership and • a web-based resource center Green building takes a longer view put demonstration projects on the of costs and quality by asking simple ground, G/Rated created an incentive For more information, visit the questions: program for commercial, residential G/Rated website, a collection of and affordable housing projects and resources and tools that refl ect the • Will this building be safe for emerging technologies. Incentives evolving landscape of design: www. workers and residents? include small grants awarded on a green-rated.org • What resources will the building competitive basis. State tax credits use through its lifetime? and local utility programs are also • How much waste will it create? available. • Will the building be a good G/Rated is also compiling an neighbor? expanding number of technical resources and information. Products Building momentum include the Portland LEEDTM Green Building Rating System, tenant Development- and construction- improvement guidelines and an related industries are main affordable housing resource guide. contributors to the depletion of G/Rated staff are available to natural resources and a major cause answer questions and track down of unwanted side effects such as information. air and water pollution, solid waste, deforestation, toxic wastes, health G/Rated’s efforts have gained much hazards, global warming and other local and national attention. Today, negative consequences. However, green building is gaining momentum a handful of Portland developers, throughout the U.S., helping to forge designers and building professionals a strong link between environmental are demonstrating that development stewardship and livable communities.

Chapter Four • Programs 4-10 Community Building Sourcebook, Portland, Oregon Brian Morisky Portland Development Commission Portland TOD Tax 503-823-3270 [email protected] Exemptions pdc.us

Centers, Transit Corridors and Main sales price established by FHA loan The applicant also Streets, and established residential guidelines. and mixed-use zoning to promote must demonstrate The applicant also must demonstrate transit-supportive densities of at that the property tax exemption that the property tax least 35 units per acre exemption is necessary is necessary to make the project Eligible projects fi nancially feasible. The applicant must to make the project provide two operating pro formas fi nancially feasible. Eligible projects will be exempt detailing the fi nancial performance from property taxation on the of the project, with the same rent residential improvements for up to 10 schedules. One should assume the The 1995 Oregon State Legislature consecutive years. Rental and for-sale property tax exemption and the other amended legislation on the Core Area housing are eligible. The exemption should not. The maximum allowed Tax Exemption to include transit- does not include the value of the internal rate of return (IRR) is 10 oriented developments (TODs). The land, nor any improvements that do percent. legislative purpose is to promote not provide a public benefi t. higher-density residential and mixed- Eligible sites must be located within use development near major public light rail station areas within a transit facilities. quarter-mile radius of an existing The City of Portland adopted this light rail station. Maps showing these local option program in October areas are available from the Portland 1996, guided by the following Development Commission. adopted policies: Projects must provide a residential • the livable City Housing Initiative, unit-per-acre density equivalent to which established a goal of 50,000 at least 80 percent of the applicable new housing units in the City within maximum density for the site, or meet the next 20 years affordability requirements or provide other public benefi ts such as child • the State Transportation Planning care. Projects seeking the exemption Rule, to reduce single-occupant- under the affordability requirements vehicle miles traveled. must designate 20 percent of units • the Region 2040 Framework Plan affordable to and occupied by tenants to promote increased densities with household income of less than within the Urban Growth Boundary 60 percent of median family income, in strategically designated Town or 10 percent of units affordable Centers and Transit Corridors to households earning 30 percent • Consolidated Plan policies to or less of area median income. In promote the construction of low- projects providing for-sale units, the and moderate-income mixed-use units must be sold to households development earning 100 percent or less of the median family income for a family • Outer Southeast Community Plan of four, and the sales price may not policies that designated Town exceed 95 percent of the minimum

Chapter Four • Programs 4-11 Community Building Sourcebook, Portland, Oregon Megan Gibb Metro 503-797-1753 TOD Implementation Program [email protected]

The Portland metropolitan region’s Program issues At the project level, adopted growth management plan TODs face considerable (the 2040 Growth Concept Plan) calls At the federal level, offi cials are just for the region to grow up, rather than beginning to understand the need for fi nancial and market out into farmland and open space. fi nancial participation in development hurdles. Specifi cally, the plan limits expansion that surrounds light rail stations in with an Urban Growth Boundary order to help shape communities (UGB) and focuses growth around served by transit (as stated in current transit. Federal Transit Administration policy on joint development). At a regional The Transit-Oriented Development level, any type of public/private (TOD) Implementation Program partnership in which the public sector assists the construction of transit invests specifi cally for the benefi t villages and projects that demonstrate of the private development—even TOD concepts at light rail transit if that private development has stations throughout the Portland myriad public benefi ts—may be region. These compact, relatively politically sensitive. At the local level, dense, mixed-use, mixed-income issues associated with TODs such developments concentrate retail, as increased densities and mixed housing and jobs in pedestrian-scaled uses can be perceived negatively by urban centers, increase non-auto use stakeholders adjacent to a project. (transit, bikes, walking) and decrease regional congestion and air pollution. At the project level, TODs face considerable fi nancial and market Independent studies indicate that hurdles. Three specifi c issues that a TOD will reduce congestion and must be addressed in the planning, air pollution by up to 30 percent design, construction and marketing compared with typical suburban of most TOD projects are: designing development and that joint cost-effective buildings over 35 units development, is eight to 14 times per acre; securing construction and more cost-effective than new rail long-term debt fi nancing for mixed- starts or extensions. TOD Program use elements; and defi ning and projects will substantiate or refute locating parking. these fi ndings. As of summer 2007, the TOD The TOD Program utilizes site control, Program has provided funding to 12 fi nancial participation and other projects. “joint development” tools. It operates through a series of cooperative agreements between the region’s elected regional government (Metro) and local jurisdictions or private developers. It is funded with federal and local transportation funds.

Chapter Four • Programs 4-12 Community Building Sourcebook, Portland, Oregon Department of Land Conservation and Development Transportation and Growth 503-373-0050 Management Program www.oregon.gov/LCD/TGM

Direct community The program helps local assistance to local governments manage governments Publications the effects of growth. Besides providing transportation TGM has also developed a series planning grants, TGM offers of publications that address a wide three types of direct community range of common transportation and assistance to local governments on growth management issues. Some Initiated in 1993, the Transportation transportation and land use issues: titles include: and Growth Management (TGM) program is a joint effort of the Oregon • TGM Quick Response projects • Main Street: When a Highway Runs Department of Transportation and make transportation, land use and Through It Land Conservation and Development. urban design specialists available • Model Development Code and The TGM program provides grants as to help local governments work User’s Guide for Small Cities well as direct community assistance with developers and neighborhood • Neighborhood Street Design to help local governments plan for groups to solve problems and Guidelines balanced, multimodal transportation improve access to local destinations systems that support vibrant, livable through better road, sidewalk, bike • The Principles of a Balanced communities. The program’s chief lanes and transit connections. Transportation Network source of funding is the Federal • TGM Code Assistance projects help • Parking Management Made Easy: Transportation Equity Act of the 21st local governments to reassess their A Guide to Taming the Downtown Century (TEA-21). planning and zoning codes with a Parking Beast view to identifying and adopting Grants to local code revisions that yield greater Program successes governments transportation effi ciencies in new For the 2007-2009 biennium, the The TGM grants are typically used development. TGM program awarded just less by local governments to develop, • TGM Outreach projects than $2 million in grants. These update or refi ne transportation increase public awareness and grants went to local and regional system plans, through which local understanding of transportation agencies in the Portland metropolitan transportation needs are examined. and growth management concepts area to fund 27 projects. Projects The grants are also used to support that improve the mobility of included planning for streets transportation-effi cient land use Oregonians. Outreach typically and their connections; bike and plans for downtowns, residential occurs through workshops, public pedestrian plans; transit plans; neighborhoods or industrial, forums and conferences held in streetscape design plans; freight commercial and mixed-use districts. Oregon. and other industrial access plans; capital improvement plans; and transportation-effi cient land use plans for downtowns, residential neighborhoods, industrial, commercial and mixed-use districts.

Chapter Four • Programs 4-13 Community Building Sourcebook, Portland, Oregon Kelly Betteridge TriMet Transportation Demand 503-962-6474 [email protected] Management Program trimet.org

Marquam Hill and retail core of the district. In In the fi rst year, trips Partnership Plan January 1996, the Lloyd District TMA, by employees and TriMet and the City of Portland began The Marquam Hill Partnership Plan work on the Lloyd District Partnership students driving alone involves three clustered major medical Plan. The adopted Plan now provides declined by 15 percent, facilities with more than 10,000 an employer-based fare program, and transit ridership employees, students, patients and which supports parking meter visitors each day. Fixed-route transit installation, rideshare and bicycle increased by service from downtown is frequent alternatives and transit improvements. 46 percent. and reliable, but typically requires a The Plan is a unique agreement transfer and does not provide direct, that ties service demand to service convenient service. Although each improvements. To date, employers institution had implemented demand representing about 40 percent of the TriMet’s Regional Transit Demand management measures in the past, total employees in the Lloyd District Management (TDM) program reduces this was the fi rst effort to create a subsidize and distribute reduced-rate trips by expanding commute options combined strategy involving the three transit passes. for the region and by providing facilities. The Plan established new commuter support service for areas express buses, a new coordinated not served well by transit. Since carpool/vanpool database and 1990, the program has grown to substantially reduced transit pass include rideshare matching services, rates. An extensive marketing technical assistance to employers, program was funded using 30 planning and program assistance percent public and 70 percent private for area transportation partnerships, dollars. In the fi rst year, trips by and newly forming Transportation employees and students driving alone Management Associations (TMAs). In declined by 15 percent and transit addition, TriMet augments regional ridership increased by 46 percent. TDM programs and services to help In the third year of the program, two employers and local jurisdictions additional express routes were added comply with regulatory requirements and the rate of drive-alone trips such as the Employee Commute continued to decline. Option (ECO) Rule. The annual program budget is currently more Lloyd District than $51 million, and more than Partnership Plan 70 percent comes from federal The Lloyd District, a high-density congestion mitigation and air quality employment and residential area, (CMAQ) funds. was identifi ed by the City of Portland The program provides outreach for new transportation strategies to to more than 700 employers who enhance livability, reduce reliance represent nearly 250,000 employees on the single-occupancy vehicle, in the Portland metropolitan area. attract development and prevent In addition, the program utilizes its traffi c congestion. Transit service in resources in partnership with local the Lloyd District is both frequent and regional organizations to provide and reliable, but is designed to target a variety of innovative transportation through or transfer trips rather than options in specifi c areas of the region. directly serve the growing business

Chapter Four • Programs 4-14 Community Building Sourcebook, Portland, Oregon Mary Priester Manager, Public Art Program TriMet TriMet Public Art Program 503-962-2291 [email protected]

The goal of TriMet’s public art The enthusiasm for art at westside MAX Green Line program is to promote increased stations caused TriMet to “retrofi t” transit usage and community pride by eastside stations constructed in the TriMet is continuing its commitment integrating temporary and permanent 1980s. There is now public art at to public art with the I-205/Portland art into the public transit system. The several high-volume stations east Mall MAX Light Rail Project, allocating art recognizes the cultural richness of downtown, and a new project approximately 1.5 percent of eligible of the region served by TriMet and is underway to add art glass to all project funds for the art program. An celebrates public transportation. station windscreens. art advisory committee comprised of artists, community members and TriMet initiated the Public Art MAX Red Line technical staff guides each segment Program as part of the planning of the program. and construction of the westside The most conspicuous art extension of the MAX Blue Line incorporated into the Airport MAX On the Portland Mall, the program in 1992. TriMet formalized its project is the “Fishbird” pedestrian will expand the existing sculpture commitment to art by passing a bridge, which spans I-205 to link the collection in the Central Mall and resolution to establish an agency- light rail platform at the Parkrose/ commission artwork for station areas wide program in 1997. Public art Sumner Transit Center stop to bus in the North Mall and South Mall. For is now a component of all new rail bays and Sandy Boulevard. Even the I-205, the committee has selected projects and is also being introduced attention of drivers is drawn to the seven artists to create a sculpture and to the bus system. transit system by the unique bridge one or more platform elements at design. each light rail station. MAX Blue Line Artists developed an Art Plan to guide Bus shelters The vision of artists was incorporated the Airport MAX program and worked into the planning and design of the with project architects to design The Public Art Program is leading westside extension of the MAX system-wide art elements. These an innovative pilot project to reuse Blue Line. Two volunteer citizen elements include a shelter canopy graffi ti-damaged glass bus shelter committees (supported by TriMet form inspired by airplane wings, panels by sandblasting them into Public Art Program staff) oversaw the signal buildings painted “banner artwork that enhances communities, work of eight design team artists and blue” and windscreen glass patterns saves money and reduces waste. 15 project artists. that provide color and design on the In the pilot project, vandalized panels platforms. More than 100 permanent art are removed, sandblasted with an artist-designed motif and then elements bring individual identity MAX Yellow Line to each of the 20 MAX stations reinstalled. Several designs are being and honor the history, culture MAX Yellow Line runs through diverse implemented. and landscape along the line. neighborhoods. The Public Art Each year, about 750 panels are so For example, at several stations Program established a unique identity severely scratched by vandals that a photographer documented the for each of the 10 stations along the they must be replaced. Etching the station areas as they appeared in new line. The program is guided by glass by sandblasting removes the 1994 (mid-construction). The photos an advisory committee comprised scratches and costs less than $20; are etched on the windscreen glass. of citizens and art professionals who a new panel costs about $200. The These “time windows” allow riders to live or work in and near the Interstate etching is expected to save TriMet at compare the present with the past. corridor. Over 40 local artists and least $100,000 a year. Many more descriptions of station art writers developed approximately can be found at trimet.org. 50 art elements that draw upon the history and culture of the individual station areas.

Chapter Four • Programs 4-15 Community Building Sourcebook, Portland, Oregon Chapter Five Organizations

Chapter Five • Organizations Community Building Sourcebook, Portland, Oregon 1000 Friends of Oregon 503-497-1000 1000 Friends of Oregon friends.org

1000 Friends of Oregon is a nonprofi t 1000 Friends of Oregon carries In its early years, tax-exempt organization founded in out its mission through advocacy, staff of 1000 Friends 1975 by Governor Tom McCall to act research and educational activities: as the citizen’s advocate for planned • Advocacy includes presentations were the watchdogs growth. Governor McCall knew that to local and regional governments, it would take more than government of SB 100. lobbying the Oregon legislature action for Oregon’s land-use planning and strategic litigation. 1000 law-Senate Bill 100-to succeed. It Friends has also helped campaign would take the support and vigilance against statewide ballot initiatives of Oregon’s citizens. that would gut land-use planning In its early years, staff of 1000 Friends requirements. Voters have rejected were the watchdogs of SB 100. They most attempts to signifi cantly reviewed hundreds of pages of plans diminish the requirements of SB and zoning regulations submitted 100. by local jurisdictions to make sure • Research activities have included the letter and spirit of the law were a major study of the relationship implemented at the local level. 1000 of land use, transportation and Friends challenged some submittals air quality (LUTRAQ), which won to make sure improvements were awards from the American Planning required before being accepted as Association and the Environmental compliant with SB 100. Protection Agency. LUTRAQ By 1986, the last local land-use plan demonstrated that policies was adopted and approved. 1000 aimed at development patterns Friends shifted its focus to monitor of mixed-use, moderate-density the administration and performance activity centers located on transit of adopted plans. Defi ciencies corridors promote alternative identifi ed by 1000 Friends led to forms of transportation. This type changes in land-use laws to provide of development was estimated to better protection of resource land. decrease auto trips by 8 percent and increase transit, bike and Today, 1000 Friends of Oregon walk trips by 27 percent. The focuses on several central objectives study helped kill a freeway bypass of the Oregon Planning Program: proposal in suburban Portland. protecting Oregon’s productive • Educational efforts include farm and forest lands; promoting public speaking engagements compact, livable cities with housing and technical training in Oregon and transportation choices; protecting land use law and procedure for natural resources and areas of special organizations and interested beauty; and promoting the role of citizens. citizens in planning for the future of Oregon and its communities.

Chapter Five • Organizations 5-2 Community Building Sourcebook, Portland, Oregon Bicycle Transportation Alliance 503-226-0676 [email protected] Bicycle Transportation Alliance bta4bikes.org

The Bicycle Transportation Alliance sidewalks on the Hawthorne Bridge to help develop transportation (BTA) is a nonprofi t organization during bridge repairs in 1998-99. policies that encourage children to working to promote bicycle use • Helped plan, implement and bike and walk to school. and to improve bicycling conditions recruit volunteers for the annual The BTA is a membership throughout the state of Oregon. Providence Bridge Pedal. This is organization, with more than 4,500 Since 1990, the BTA has worked the second-largest bicycle ride in members in Oregon and South West in partnership with citizens, the Northwest, with more than Washington. Members provide steady businesses, community groups, 17,000 people celebrating cycling in fi nancial support and act as the BTA’s government agencies and elected Portland. eyes and ears in the community, offi cials to create healthy, sustainable helping to monitor advocacy needs. communities by making bicycling • Administered a free bike locker The BTA also receives funding safer, more convenient and more project, in partnership with TriMet, through individual gifts, corporate accessible. at transit stations in the metro area. • Contributed changes to the Oregon sponsorships, contract activities, and Since 1990, the BTA has Vehicle Manual that give bicyclists’ government and foundation grants. accomplished the following: rights more prominence and The BTA is guided by a volunteer • Initiated the concept of “Bikes on enhance cyclist safety. board of directors from across the TriMet,” gathering 5,000 signatures • Organized a statewide letter- state and has a staff of nine in its and working with TriMet to institute writing campaign to protect Portland offi ce, as well as instructors this innovative program. Today, all funding for bicycle and pedestrian around the state who teach the BTA’s bus routes in Portland, Eugene and programs when the Department of Bicycle Safety Education Program. Salem are bike-accessible. Transportation threatened budget • Stopped legislation that would have cuts that would have eliminated repealed Oregon’s 30-year old funding. The bicycle and pedestrian Bicycle Bill. programs survived fully funded. • Taken cyclists’ rights to the Oregon • Successfully passed the 2001 “Safe Court of Appeals to make sure that Routes to School” law requiring bike lanes are included on all major cities, counties and school districts new or rebuilt streets throughout to plan for bicycling and walking the state, as called for in the Bicycle routes to school. Bill. (Research shows that bicycle/ To promote bicycle riding among motor vehicle crashes drop by adults and youth, the BTA’s innovative more than half when bike lanes are education and promotion programs provided on busy streets.) include: “Bike Commuting 101” • Provided secure bicycle parking for workshops; the Bike Commute hundreds of cyclists at events such Challenge; an intensive on-the-bike as the Oregon Brewers Festival, Bicycle Safety Education Program the Waterfront Blues Festival, The for middle-school youth; and Safe Bite, neighborhood street fairs and Routes to School, which combines more. a comprehensive, in-school bicycle • Convinced the City of Portland and safety education program, parent Multnomah County to widen the outreach and community involvement

Chapter Five • Organizations 5-3 Community Building Sourcebook, Portland, Oregon Wendy Radmacher-Willis Executive Director 503-228-7231 City Club of Portland [email protected] pdxcityclub.org

City Club of Portland is a nonprofi t, Land use and Recent reports have included: nonpartisan civic affairs organization transportation • Writing a New Chapter: A City Club that promotes civic engagement and Report on School Funding, March active citizenship to build a stronger When famed urban scholar Lewis 2007 community. Through unbiased Mumford spoke before City Club in research and compelling programs, 1938, he challenged Portland with • Portland’s Fire and Police Disability City Club connects citizens with ideas these words.: and Retirement Fund: Time for and issues that affect our community. “I have seen a lot of great scenery Change, February 2006 City Club is open to everyone who in my life, but I have seen nothing • Portland Development Commision: wants to interact with other citizens so tempting as a home for man as Governance, Structure, Process, and shape the future of our city and this Oregon country. The view I got January 2005 state, providing a neutral forum for in the Columbia Gorge knocked me • Opposition to State of Oregon many diverse voices. fl at. It is one of the greatest in the Ballot Measure 37, September world. You have here a basis for 2004 City Club’s mission civilization on its highest scale, and • Affordable Housing in Portland, I am going to ask you a question “To inform its members and the February 2002 community in public matters, and to which you may not like. arouse in them a realization of the • Building a Sustainable Future for Are you good enough to have this Portland, April 2001 obligations of citizenship.” country in your possession? • Increasing Density in Portland, Through weekly Friday Forums, Have you got enough intelligence, November 1999 citizen-based research reports, imagination and cooperation issue committeesand other special • South/North Light Rail, September among you to make the best use of 1998 programs, City Club examines these opportunities?” issues of importance to the Portland • Planning for Urban Growth in the metropolitan region, the state and City Club continues to offer a forum Portland Metropolitan Area, March society as a whole. Membership is for the region to discuss, debate and 1996 open to all, and more than 1,500 develop land use and transportation members represent a cross-section policy. In addition, the Growth Management of people in business, government, and Environment Issue Committee social services and other professions– Recent speakers and meets once a month to engage local all of whom are committed to making reports experts in discussion. The meetings a positive difference in the Portland are typically held the fi rst Thursday of Speakers at City Club have included community. each month; please check the web- such urban planning luminaries as site or contact the City Club offi ce for Robert Putnam, Myron Orfi eld, Jim information about the next meeting. Kunstler, Timothy Egan, Gordon Price, Fred Kent, David Rusk and Ray Suarez, in addition to local, regional and state leaders.

Chapter Five • Organizations 5-4 Community Building Sourcebook, Portland, Oregon City of Gresham Department of Planning and Development 503-618-2756 City of Gresham ci.gresham.or.us

Gresham is the state’s fourth-largest Gresham developed several The improvements city and continues to attract new programs to better facilitate the residents. The city’s population link between transportation and provide a direct has increased greatly over the past land use. In Gresham’s downtown link to light rail and decade to nearly 100,000 people. district, streets were narrowed, utilities were placed underground, Before MAX light rail came to contribute to the and attractive pedestrian amenities Gresham, much of the region viewed appealing retail were added, such as historic lighting, the city as a suburb of Portland. street trees, curb extensions, textured environment. Although inaccurate, its image as a crossings and pedestrian walkways. small town with little to offer was The improvements provide a direct widespread. Light rail has provided link to light rail and contribute to the city with an opportunity to the appealing retail environment. shape its growth and to attract This project has been expanded desirable business, industry and to a citywide program, Ped-to- housing to the area. Its infl uence MAX, aimed at improving safety, has been fundamental to revitalizing convenience and aesthetics between the community. MAX is a valuable Gresham’s eight light rail stations addition to Gresham’s transportation and surrounding activity areas. The choices. program works both inside and Light rail in Gresham sparked interest outside the public right of way to in commercial opportunities with add mid-block pedestrian crossings, complementary uses such as offi ce, medians, pocket parks, public art and retail, service and residential. New other pedestrian amenities. apartments and townhouses located The planning and development of within walking distance of the stations Gresham Civic Neighborhood is provide residents with easy access another success story. It’s discussed between work and home. in detail in Chapter Two, Plans and With increased light rail ridership Policies, of this Sourcebook. and Park & Ride lots at capacity, the City and TriMet recognized that more parking was needed to attract new transit ridership. Together the agencies constructed a new three- story parking structure, designed to accommodate ridership needs into the next decade. The garage is a mixed-use facility with 8,000 square feet of retail/commercial space on the ground fl oor. For bicyclists, a secure, covered storage area is also available free of charge.

Chapter Five • Organizations 5-5 Community Building Sourcebook, Portland, Oregon thecircle@cityrepair cityrepair.org City Repair Project

City Repair creates public gatherings planning and design into the City Repair creates and events that engage people hands of residents, challenging public gatherings and to connect with the community and empowering them to build around them. City Repair also the community they want. Projects events that engage helps people physically change include people to connect their neighborhoods to be more • “Creating a Sense of Place on with the community community-oriented, ecologically Division Street” (Portland) and “Bay sustainable, and simply more City Vision Plan” (Tillamook County). around them. beautiful. Projects and programs include: • Earth Day Celebration brings people together in a temporary • Intersection Repair helps urban village of green vendors, Born out of a successful grass-roots communities determine their hands-on workshops, service neighborhood initiative that converted own future, while bringing public projects and lots of music and a nondescript residential street gathering and local culture back into dancing! intersection into a neighborhood the hearts of our neighborhoods. • Every few years City Repair also public square, City Repair began its Project sites include Sunnyside initiates Hands Around Portland, work with the idea that localization Piazza (SE 33rd/Yamhill) and which attempts to ring the city in (of culture, of economy, of decision- Share-It Square (SE 9th/Sherrett). making) is a necessary foundation a human chain as both a physical of sustainability. By reclaiming • The Village Building Convergence reminder of community and a bold urban spaces to create community- (VBC) is a 10-day annual event held gesture of hope. These projects oriented places, City Repair plants in Portland. VBC Combines hands- bring environmental education and the seeds for greater neighborhood on project sites with lectures and community activism together in communication, community entertainment to give participants huge public events that celebrate empowerment and local culture. a multi-sensory exploration of local culture and are accessible to community building. everyone. With the help of hundreds of • T-Horse, a mobile public square volunteer citizen activists, City Repair and teahouse, hosts community projects: potlucks in public spaces. • educate people about why so Organizers and neighbors help many American neighborhoods set up the T-Horse together, like are socially isolating and culturally a barn raising, making each event inactive a true community collaboration. This project lets people experience • inspire people to both understand their neighborhood as a village, and themselves as a part of a larger helps them form community bonds. community and fulfi ll their own creative potential • Community Visioning Workshops help people consider how their • activate people to be part of the communities are built, create a communities around them and to vision that describes their dreams, participate in decisions about the and organize to make them reality. future of their communities This project puts community

Chapter Five • Organizations 5-6 Community Building Sourcebook, Portland, Oregon Coalition for a Livable Future 503-294-2889 Coalition for a Livable Future clfuture.org

causing still more people to fl ee to the problems we face as a region so Fundamentally, the the suburbs—if they have the means tightly intertwined, it is critical that Coalition is about to do so. individual organizations know how proposed solutions to seemingly Meanwhile, greenspaces, farms drawing connections separate problems affect the work and forest land are consumed of their counterparts in other issue between regional issues by sprawling subdivisions and areas. Ultimately, solutions to these that have historically shopping malls along the outer rim problems cannot be sustainable of the metropolitan region. Most been viewed as unless they are carefully integrated new jobs, including low-wage into a larger framework. By learning separate. jobs, are created in the suburbs, from each other through working forcing long commutes by inner- together, Coalition members hope to city residents traveling between The Coalition for a Livable Future arrive at these kinds of solutions. (CLF) is a network of 60 nonprofi t affordable housing in the city and organizations working together to available employment in the suburbs. CLF working groups include promote an integrated approach Problems of concentrated poverty, transportation reform, affordable to planning in the Portland area. Its failing inner cities, loss of open housing, natural resources, food mission is to protect, restore and space, suburban sprawl, shortage of policy, religious outreach, economic maintain healthy, equitable and affordable housing, clogged freeways, vitality and urban design. sustainable communities, both human rising crime,and overburdened and natural, for the benefi t of present governmental services are all and future residents of the greater interrelated. metropolitan region. Land use planning, affordable housing Fundamentally, the Coalition strategies, transportation reform, is about drawing connections equitable distribution of government between regional issues that have fi nances for schools and social historically been viewed as separate. services, inner-city revitalization, Recent research sponsored by CLF economic vitality, enlightened urban demonstrates that metropolitan design, preservation of open spaces, patterns such as the nonstop and economic and social justice are expansion of wealthy suburbs and all interconnected determinants of the rapid decline of the urban core metropolitan livability. The Coalition are not disconnected issues. In fact, for a Livable Future represents an they are inextricably linked. attempt to bring together activists and experts from all these areas to As residents in our region follow speak with a common voice in their new industrial and commercial efforts to infl uence public policy development and move from on regional issues such as tax base urban centers to the suburbs, their sharing, proposed light rail expansion departure reduces local tax bases plans, and the responsibility of all in their former neighborhoods, communities in the region to provide which become poorer and more their fair share of affordable housing. economically isolated. Businesses begin to close down and life But CLF also serves another equally becomes more desperate in these important function-that of mutual communities. Schools falter and education. Because our members’ eventually close. Crime rates rise, issues are so closely related, and

Chapter Five • Organizations 5-7 Community Building Sourcebook, Portland, Oregon Friends of Trees friendsoftrees.org Friends of Trees 503-282-8846

The Neighborhood Trees program On planting day, property owners The impact is trains three key sets of volunteers: and other volunteers plant between tremendous, and neighborhood coordinators who 60 and 150 new street trees in organize street and yard tree their neighborhood. The impact is neighbors meet others plantings in their neighborhoods; tremendous, and neighbors meet in their community, crew leaders who guide other others in their community, often for often for the fi rst time. volunteers in planting the trees; and a the fi rst time. All are welcome to join team of summer tree care volunteers any neighborhood tree planting event. who make sure the newly planted Just be sure to come ready to plant trees are cared for during the fi rst and dressed for the weather! Friends of Trees inspires community summer after planting. stewardship of our urban forest by The Natural Area Restoration program bringing people in the Portland- To organize a planting event, involves restoration of degraded Vancouver area together to plant, neighborhood coordinators help urban natural areas throughout the care for and learn about city trees. their neighbors choose which trees four-county Portland metro area. Trees are an essential part of the to purchase and plant in their yard or Trained crew leaders guide other urban ecosystem. They help keep parking strip. They also publicize the volunteers in planting native trees our water and air clean, prevent event within the neighborhood and and shrubs to restore habitat for erosion, provide wildlife habitat and organize the planting day, which often endangered fi sh, birds and other make our neighborhoods greener, includes a community meal. animals. In addition, the Branching Out Program provides low-to no-cost more beautiful places to live. Since Home and business owners who trees for yards, which provide fruit as its founding in 1989, Friends of Trees participate pay $20 to $75 per tree, well as stormwater benefi ts. volunteers have planted more than a or even less if Friends of Trees has quarter of a million trees and shrubs. received a grant to subsidize the A recent Portland State University cost of trees in their neighborhood. study showed that while most Selections are made from a list of urban areas in the United States trees appropriate to the size of their have lost trees in the past three parking strip, based on whether there decades, Portland’s tree cover has are overhead wires. The price of the increased from 25.1 to 26.3 percent. tree includes hole-digging, stakes and The greatest increase has been in ties, assistance on planting day, and neighborhoods where Friends of a year of tree monitoring. Friends of Trees has planted. According to the Trees will replace any street tree that study’s co-author, Joe Poracsky, “The dies during the fi rst year after planting study would strongly support the from any cause other than negligence. idea that Friends of Trees is having an impact.”

Chapter Five • Organizations 5-8 Community Building Sourcebook, Portland, Oregon Metro Urban Growth Management 503-797-1950 Metro metro-region.org

management and operation of the arguing about assumptions. Metro is responsible metropolitan zoo. Over time, the By adopted state land use planning state legislature assigned added for maintaining law (Senate Bill 100), Oregon’s local responsibilities to Metro, including governments are required to prepare the Urban Growth construction and operation of comprehensive land use plans. Boundary (UGB) for the the Oregon Convention Center, Metro is the agency responsible for management of the Portland Center Portland Region. establishing and maintaining an Urban for the Performing Arts and Portland Growth Boundary (UGB) for the Civic Stadium, and management and Portland region. By enforcing the UGB ownership of the Multnomah County pursuant to Oregon’s land-use laws, parks system and the Expo Center. Metro, the nation’s only elected the region has maintained its unique regional government, is responsible Regional planning character and is now a national for regional land-use and model for urban growth management transportation planning. These functions planning. responsibilities underscore the Metro is the designated metropolitan Portland metropolitan region’s planning organization, responsible for commitment to maintain a home-rule allocating federal transportation funds charter, approved by voters in 1992, to projects in the region. The region’s and enhance the livability of the success in attracting federal funding region. for highway and transit projects is Metro covers approximately 460 due, in large part, to Metro’s role in square miles of the urban portions building and maintaining regional of Clackamas, Multnomah and consensus on projects to be funded Washington counties in northwestern and ensuring that funding is allocated Oregon. There are 24 cities in the to high-priority projects. Metro service area. In connection with its responsibility When Metro was formed in 1979, for transportation planning, Metro has the voters approved a merger of a developed a regional Data Resource council of governments (Columbia Center to forecast transportation and Region Association of Governments) land-use needs. Local jurisdictions that had land use and transportation now rely on and contribute to planning responsibilities, with the the center, eliminating duplication Metropolitan Service District, which between governments and confl icts had been created to provide regional over dueling data. This has allowed services that included solid waste jurisdictions in the region to focus on important policy choices rather than

Chapter Five • Organizations 5-9 Community Building Sourcebook, Portland, Oregon Christine Hagerbaumer Program Director 503-222-1963 Oregon Environmental Council [email protected] oeconline.org

OEC focuses on changing the two • Helped protect the health of More than most important factors that cause Oregon’s kids by helping establish

one-third of Oregon’s excess CO2 emissions from cars: the a $10.15 million fund to reduce amount they are driven and their toxic exhaust from diesel engines heat-trapping CO2 fuel effi ciency. OEC helps drivers in school buses, big rigs and emissions are from cars understand and take control of construction equipment. Taking aim and trucks. the costs of driving, promotes and at one of the greatest health risks accelerates the purchase of cleaner to Oregonians, this new clean- vehicles and fuels, and educates diesel initiative will signifi cantly Oregonians about the connection reduce diesel pollution and with it a The Oregon Environmental Council between driving and global warming. major cause of childhood asthma, (OEC) works to curb global warming cardiovascular disease and cancer. pollution from cars and trucks. Global OEC achievements • Won the national EPA Children’s warming is a major threat to people Environmental Health Excellence and the environment, and more than In 2006-2007, OEC made several Award for our Eco-Healthy one-third of Oregon’s heat-trapping breakthroughs. The group: Childcare and Tiny Footprints carbon dioxide (CO ) emissions 2 • Spearheaded passage of the programs that help parents and are from transportation. CO is the 2 Climate Change Integration Act, caregivers reduce children’s main gas creating a blanket around establishing goals to reduce exposure to toxic chemicals. the earth, trapping heat that would Oregon’s share of greenhouse gas otherwise escape into space. But emissions to 75 percent below • Launched Drive Green, Save Green pollutants such as volatile organic 1990 levels, setting the stage for to educate more than 15,000 compounds and carbon soot are Oregon to pursue responsible, drivers parking at City Center also building up in the atmosphere, concrete actions to curb global Parking facilities about ways to impacting the earth’s climate and the warming pollution. reduce the environmental impact of quality of the air. Transportation is their cars. a major source of these pollutants • Helped craft and pass Oregon’s fi rst as well. In order to stabilize the statewide renewable fuels standard, world’s climate, new technologies promoting the goals of clean air, and strategies must be utilized to rural economic development and make Oregon’s transportation system energy independence. This new climate-friendly. law is fi rst in the nation in providing incentives for locally grown biofuels feedstock and limiting the use of foreign palm oil, an ineffi cient imported fuel that hurts the environment and disadvantages Oregon farmers.

Chapter Five • Organizations 5-10 Community Building Sourcebook, Portland, Oregon Portland Development Commission 503-823-3200 Portland Development pdc.us Commission

Created by Portland voters in Development Transportation connection 1958, the Portland Development Commission (PDC) has played a In addition to housing, PDC develops Tax increment funds raised through major role in keeping Portland one of retail, offi ce and other projects. PDC urban renewal districts have provided America’s most livable cities. During helps bring together resources for a signifi cant source of fi nancing for the past 40+ years, PDC has taken projects and also provides market the Red, Yellow and Green MAX forward 20 urban renewal plans that analysis, district planning and site lines. Tax increment funds have also have helped change the face of the planning. Programs providing fi nancial been repeatedly used to build and city, making it a better place for all support include the Development improve streets for all modes of Portlanders. Opportunities Services Program transportation. Streetscape projects for predevelopment assistance, the are especially important to support Waterfront redevelopment, small Storefront Improvement Program and retail and residential development. business loans, affordable housing, other loan and tax incentives. Recent PDC’s investment in transportation new retail opportunities, transit- projects include the extension of infrastructure recognizes the critical oriented development, business the Portland Streetcar to the South role of mobility and access in both recruitment and retention: all this and Waterfront District, the ongoing business and residential location more make up the day-to-day work revitalization efforts of the Gateway decisions. of the staff at PDC. Regional Center, and the successful renewal of the Downtown Waterfront Housing Area. PDC strives to bring together community resources to achieve Economic development Portland’s vision of a vital economy PDC assists business and industry with healthy neighborhoods. PDC in creating jobs and investment that administers a number of fi nancial provide a full range of employment products to support various types opportunities and economic benefi ts of residential development. Direct to all residents. Services provided fi nancial products to support by PDC’s Economic Development multifamily development include: Department fall into three primary • subordinate loans with favorable categories: terms • business retention, expansion and • equity gap contributions that are recruitment repaid as cash fl ow is available • business fi nancial and technical • favorable loans for nonprofi t assistance community service facilities • business policy and advocacy • grants for special initiatives Targeted industries are: Indirect fi nancial assistance includes tax abatement and fee-waiver • semiconductors and electrical programs. equipment • metals/transportation equipment • creative services • biosciences • environmental services/sustainable development • professional services

Chapter Five • Organizations 5-11 Community Building Sourcebook, Portland, Oregon ShoreBank Pacifi c [email protected] ShoreBank Pacifi c eco-bank.com

ShoreBank Pacifi c was created by two Loans Put simply, Shore- innovative organizations: ShoreBank Bank Pacifi c’s goal is to Corporation and Ecotrust. ShoreBank ShoreBank Pacifi c’s initial offerings Corporation, founded in 1973 in meet small business fi nancing needs: build a conservation- Chicago, is a development bank equipment purchases, working based economy. holding company created to invest capital, business-use real estate, in urban neighborhoods and rural business acquisitions, refi nancing and communities. In Chicago, ShoreBank selective start-ups. is one of the largest Small Business Flexible loan maturities, competitive ShoreBank Pacifi c is a unique Administration lenders in its region rates, no prepayment penalties and commercial bank that supports and is an expert at small business guaranty programs are available. Loan small and medium-size businesses lending. offi ces are located in Ilwaco, WA, interested in increasing their bottom Portland and Seattle. lines through conservation-based Ecotrust, based in Portland, fosters conservation-based development management activities. Activities EcoDeposits include: in the coastal temperate rain forests of North America. Ecotrust EcoDeposits provide the support for • using natural resources effi ciently works in places where community ShoreBank Pacifi c’s conservation- • minimizing waste streams and residents are committed to increasing based development mission. All energy inputs economic opportunities in harmony ShoreBank Pacifi c accounts are FDIC with their environment. • providing equitable opportunities insured up to $100,000. for employees ShoreBank Corporation and Ecotrust joined together in 1992 to promote Put simply, ShoreBank Pacifi c’s goal development and conservation in is to build a conservation-based the coastal temperate rain forest. In economy. The bank’s target area is 1994, ShoreBank Enterprise Pacifi c the Northwest coastal temperate (formerly ShoreTrust Trading Group) rain forest, which includes the Puget was formed. This nonprofi t economic Sound region, the Willapa Bay and development affi liate’s products lower Columbia River watersheds, and services include marketing and and the greater Portland area. conservation-based management assistance and higher-risk, nonbank loans.

Chapter Five • Organizations 5-12 Community Building Sourcebook, Portland, Oregon Chapter Six Self-Guided Tours

Chapter Six • Self-Guided Tours Community Building Sourcebook, Portland, Oregon Pearl District and South Waterfront Tour

a funky art district and later as a slick urban neighborhood. This transformation could be witnessed from the windows of Powell’s City of Books, which opened at the corner of Burnside and 10th Avenue in 1971. Michael Powell was an early advocate for the streetcar who was among private- sector supporters of a local improvement district to fund the transit project. Come back to Powell’s when you have plenty of time. People are known to wander for days among three fl oors of bookstore covering an entire city block. As the streetcar crosses NW Flanders, The Gregory will be on the left. This art-deco-style, 134-unit condominium tower completed in 2001 was one of the fi rst newly constructed towers in the Pearl District. Developer John Carroll was another private-sector advocate for the New urban neighborhoods connected by Portland streetcar who recognized the opportunity to use transit to Streetcar have transformed Portland’s Central City distinguish the neighborhood as an urban place. during the last decade. A tour of the Pearl District, South Waterfront and Oregon Health & Science University by 2. Get off the streetcar at NW Johnson streetcar and aerial tram demonstrates excellence in Street. To the east is the Jean Vollum Natural Capital urban design and execution. On a sunny day, you’ll also be Center, an adaptive reuse of a warehouse constructed treated to views of the Willamette River and Mount Hood. in 1895. The free-standing façade along NW 10th is a Plan approximately three hours for this tour. You can read response to the zoning requirements for buildings to more about the streetcar, aerial tram, Pearl District, South address transit streets. The façade screens a parking lot Waterfront and several transit-oriented developments with stormwater treatment in bioswales. The outdoor featured on this tour in other sections of this Sourcebook. stairway towers are part of the seismic retrofi t of this unreinforced masonry building. The building is the 1. Start your tour at the streetcar stop headquarters for the nonprofi t EcoTrust; Patagonia is a located at SW 10th and Yamhill, across from ground-fl oor tenant. the Multnomah County Central Library. It says something about the city’s character that Portland chose to restore Jamison Square is across the street. The boardwalk its Central Library, built in 1912, while other cities engage treatment that runs along the east side of the square “starchitects” like Rem Koolhaas to create new public is intended to connect with the Willamette Greenway buildings. An extensive library renovation was completed someday. On sunny days, the water feature at the park in 1997. attracts families from all over the region. Seating for restaurants activates the north side of the square. Real-time arrival information for the streetcar is displayed inside the shelter on the streetcar platform. Headways are The area occupied by Jamison Square was part of the generally every 15 minutes. There is one fare system for 34-acre Hoyt Street Yards. Developer Homer Williams MAX, buses and streetcar. You can buy an all-day ticket at purchased the property and initiated discussions with the the ticket vending machine at the MAX station at SW 10th City of Portland about how to bring urban services to the and Yamhill or you can by a ticket good for two hours from property. The development agreement that was eventually the vending machine inside the streetcar. The aerial tram struck required Williams to convey 1.5 acres of park and requires its own fare. dedicate approximately six acres for public streets. Read more about the development agreement in the description Board the streetcar to NW 21st Avenue. of the Pearl District in Chapter Three of this Sourcebook. The ride to the Pearl District will take about fi ve minutes. The Pearl Court Apartments are located across NW 10th After heading north for several blocks, the streetcar will on the east side of Jamison Square. The property is owned cross Burnside Street. Burnside used to mark the edge by the Housing Authority of Portland, and it provides 199 of downtown Portland and demarks where addresses units of affordable rental housing. Its fi rst residents were change from north to south. Until the 1990s, north of among the Pearl pioneers when the building opened Burnside was an industrial area crisscrossed by freight rail in 1997. Several other affordable housing units dot the tracks and dominated by truck loading docks and gravel upscale Pearl as the result of City policies. streets. From this fabric, the Pearl District emerged fi rst as

Chapter Six • Self-Guided Tours 6-2 Community Building Sourcebook, Portland, Oregon A snapshot of market-rate condominiums for sale in Just past The Benson Tower, the streetcar turns east onto September 2007 ranged from $2.9 million for a 3,235- SW Market Avenue and travels by Portland State University square-foot penthouse in The Elizabeth to $369,000 for (PSU), where 40 percent of students, faculty and staff use an 812-square-foot unit in the Streetcar Lofts. transit to get to campus. Enrollment at PSU is expected to grow 30 percent in the coming decade, with enrollment Return south walking along the streetcar reaching 35,000 by 2017. In part to serve this growth, the tracks on NW 11th Avenue. At 11th and Irving, MAX light rail system is extending to PSU. The streetcar the Irving Street right of way is developed as a pedestrian- turns south at SW 5th, where it will share the street only connection. This treatment retains the connectivity of with MAX. Construction of the MAX extension began in Portland’s 200 feet-by-200 feet street grid while adding February 2007 and will open for service in September greenery and diversity to the urban street infrastructure. 2009. The town homes between NW Irving and NW Hoyt were originally warehouse space for the Burlington Northern The streetcar turns again, heading east on SW Harrison Railroad. The conversion of the building to housing in through the South Auditorium District. The area refl ects 1997 was another early Pearl project. late 1960s urban renewal ideals. An ethnic neighborhood was replaced with towers built on newly consolidated The Gerding Theater is between NW Couch and NW Davis superblocks. The scale and relative isolation of the project streets on the east side of NW 11th. Built in 1891 as the made it feel un-Portland. But as transit and redevelopment Portland Armory to house the Oregon National Guard, the bustle around this area, its pedestrian paths and Lawrence building was converted in 2005 into the home of Portland Halprin-designed plazas are getting more use and Center Stage. The renovation earned a LEED Platinum appreciation. rating. The streetcar continues east past the south end of the The theater is one of fi ve blocks that comprised the RiverPlace development, which was a 1980s-era urban Blitz-Weinhard Brewery, which started production in renewal effort. The development’s emphasis on housing 1864. Strohs closed the brewery in 1999, selling the real with ground-fl oor retail and a pedestrian promenade estate to local developers Gerding Edlen Development along the river are the urban design building blocks that (GED) for $19.5 million. The now-redeveloped Brewery made a success of the Pearl District. What was missing Blocks are bounded by NW 11th and NW 13th, NW Davis then was the residential density necessary to make the and Burnside. The redevelopment represents 1.7 million place lively. That’s changing with the recent addition of square feet of urban retail, Class A offi ce space, housing The Strand condominiums, completed in 2007—more and parking. GED credits the confi dence of a signifi cant than two decades after the fi rst phase of RiverPlace. The local investor and a loan from the Portland Development Strand’s silver-clad buildings are north of the streetcar Commission as elements that made an ambitious plan a tracks and visible from the RiverPlace stop. reality. Their vision was rewarded by the purchase of three blocks (The Louisa Apartments, M Financial and the Whole The streetcar then heads south again and enters the Foods Building) by JP Morgan/Chase for $291.6 million in South Waterfront District. This is the last sizable inner- July 2007. city brownfi eld redevelopment opportunity in Portland. Development in the district is fueled by Oregon Health 3. Board the streetcar to South Waterfront & Science University (OHSU), which selected South at the stop at NW 11th & Couch. The trip will Waterfront as a satellite campus connected to the main take about 18 minutes. campus on Marquam Hill by the aerial tram. Read more The Benson Tower is located at SW 11th and Clay. about OHSU and the South Waterfront District in other Completed in 2007, the building is the fi rst “point tower” sections of this Sourcebook. in Portland modeled on a building type common in 4. Get off the streetcar at the OHSU Vancouver, BC. The Benson Tower lot is only 10,000 Commons stop. The aerial tram to the OHSU square feet, and the fl oor plate for the residential tower campus rises above the stop. To the southeast is the is only 6,000 square feet. The design offers each one March Wellness Center, the fi rst OHSU building in this new of 143 residential units lots of window space. There are South Waterfront satellite campus. On the north side of seven residential units per fl oor on the lower 14 levels of the tram stop is Zidell Marine Works, which is still building the tower, and only fi ve residential units per fl oor from the barges even as urban development closes in. 15th level to the penthouse.

Chapter Six • Self-Guided Tours 6-3 Community Building Sourcebook, Portland, Oregon 5. Cross SW Moody Street to board the aerial tram. Tickets can be purchased for $4 from a ticket vending machine just outside the tram boarding area. A tram car generally arrives every fi ve minutes and the trip takes about three minutes. As the tram takes you to OHSU, you can look out over the South Waterfront area and east across the Portland area to Mount Hood. The tram operators can answer most questions about the tram, and you can read more about this transportation innovation in Chapter One of this Sourcebook. At OHSU, you can take in more of the view and some public art from an outdoor terrace that is part of the adjacent Peter Kohler Pavilion. As you look around, the intensity of development on OHSU’s unique hilltop site is evident. 6. Return to South Waterfront on the tram. If time permits, you can explore the blocks that comprise high-rise residential towers and a future park. You’ll see the same attention to forming a street network that is now manifest in the Pearl District. In fact, a street plan for the area was adopted with some haste when a developer proposed a gated community, which would have blocked access to the Willamette Greenway. Board the streetcar to NW 23rd. The ride back to the stop at SW 10th and Yamhill will take approximately 15 minutes. You will travel through the PSU campus again, including a stretch where the streetcar is integrated into the plaza outside the PSU Urban Center. The streetcar turns north onto SW 10th at Mill Street. The stop at SW 10th and Clay is adjacent to the South Park Square Apartments, built in 1988 with fi nancial incentives from the Portland Development Commission to foster more housing downtown. This is the least-fl attering side of the building; the eastside offers ground-fl oor retail and a staircase with a water feature. Consistent with her advocacy for both downtown housing and transit, South Park is home to Vera Katz, Portland’s mayor between 1993 and 2005. The Museum Place project includes several new buildings between SW Columbia and SW Madison, including a new Safeway with housing above the store. Read more about this development in Chapter Three of this Sourcebook. This tour ends at the Central Library stop at SW 10th and Yamhill, where you fi rst boarded the streetcar. Thank you for visiting the Portland area and riding TriMet!

Chapter Six • Self-Guided Tours 6-4 Community Building Sourcebook, Portland, Oregon Community Building Sourcebook, Portland, Oregon Westside MAX TOD Tour

A ride on the MAX Blue Line between Portland and Next, Board the MAX Blue Line to Hillsboro offers an opportunity to see a variety of TOD Hillsboro or the Red Line to Beaverton TC development types and approaches. Plan approximately on the north side of the square. Either line will take you four hours to take the complete tour. This tour guide west to the next stop on this tour. You’ll travel along the references the project descriptions contained in this westside extension of the MAX, which was completed in Sourcebook. 1998. It’s a seven-minute ride to the next stop on the tour, 1. Start your tour at Pioneer Courthouse Goose Hollow/SW Jefferson. Square, bounded by SW 6th, SW Broadway, and SW Heading west from the square, the MAX crosses I-405 Morrison and SW Yamhill in downtown Portland. This and travels through the Goose Hollow neighborhood. public square, known as Portland’s living room, was Property acquisition associated with light rail construction completed in 1984. It gets its name from the historic provided TriMet the opportunity to sponsor several courthouse facing the east side of the square. The square transit-oriented developments in the neighborhood. was conceived as part of the 1972 Downtown Plan and replaced a full-block surface parking lot. The Square is part TriMet acquired a full block at the PGE Park MAX Station in of the city’s park system, operated by a nonprofi t board order to accommodate a turn in the tracks. The remainder and professional staff responsible for programming events. parcel was transferred to the Portland Development There is visitor information and a TriMet ticket offi ce at Commission, which oversaw development of the mixed- the square. The entrance is between two water features use affordable housing building on the south side of the on the west side of the square. Transit tickets can also be PGE Park Station. Continuing past PGE Park, home of the purchased at the ticket vending machines at MAX stops. Portland Beavers baseball and Timbers soccer teams, the next stop is Kings Hill/SW Salmon. TriMet created Pioneer Courthouse Square is also a transit hub. 6th the surface parking lot on the east side of the station Avenue is half of the Transit Mall couplet on SW 5th and as mitigation for displaced on-street parking. The lot is SW 6th avenues. The Transit Mall was created in 1977 as planned to be redeveloped as a 20-story condominium a means to organize approximately 50 bus lines serving with an underground public parking deck, called The downtown around a high-quality pedestrian realm. In Allegro. Read more about the project in Chapter Three of 2004, the decision was made to add light rail to the Transit this Sourcebook. Mall. Construction of the Green Line began in March 2007, and MAX service will begin in September 2009. Bus 2. Get off the train at the Goose Hollow/ service was moved to other streets, primarily SW 3rd and SW Jefferson Street Station to see two more 4th avenues, during light rail construction. Most buses will joint developments sponsored by TriMet. The Collins Circle return to the Transit Mall when construction is complete. Apartments is a brick-clad building with steel balconies The square is bounded on the east and west by light rail. located to the east of the station on the far side of Collins You can read more about light rail in Chapter One of this Circle. The site was slated to become a car wash, so TriMet Sourcebook. strategically purchased the property for construction staging and later offered it for redevelopment. The building Downtown Portland might be considered a “super TOD.” combines ground-fl oor retail and affordable housing with More than any single project in the region, downtown a very low parking ratio—elements that the market was offers the mix of uses, pedestrian-friendly design and not producing on its own when the project was conceived robust transit choices that make a transit-oriented lifestyle in 1996. appealing. Downtown is the result of 40 years of planning and investment that have remade the city. For example, At the southwest corner of the station, the Arbor Portland provided fi nancial incentives for housing in Vista Condominiums are just visible through the trees. the downtown. Today, there is a substantial downtown This former construction staging site is now a 27-unit residential population that keeps the city vibrant most condominium complex. Completed in 1998, the building hours of the day and evening and helps the region achieve provides examples of condominiums and structured its growth management and transportation demand parking that were rare at the time of the building’s management goals. construction. Read more about Collins Circle and Arbor Vista in Chapter Three. Collins Circle and Arbor Vista established new development types in the Portland

Chapter Six • Self-Guided Tours 6-6 Community Building Sourcebook, Portland, Oregon market and helped set the stage for a number of private, the Westside Station Area Planning Program, which put high-density mixed-use projects in the neighborhood that in place zoning and development standards to ensure have been completed in recent years. new development would be supportive of the light rail investment. On the north side of the station is a Portland landmark: the Goose Hollow Inn. The bar’s owner, Bud Clark, successfully 4. Get off the train at the Orenco/ NW challenged incumbent mayor Frank Ivancie in a campaign 231st Avenue Station. On the south side of the that leaned heavily on his small business and populist station is an unremarkable development of townhomes credentials. During his service as Portland’s mayor from and condominiums. The project creates some modest 1985 to 1992, Clark commuted to work by bike and was a density, but does not have a distinctive pedestrian or proponent of expanding light rail. transit orientation. The real destination of this tour is To continue on the tour, board the MAX the award-winning New Urbanist community of Orenco Station, located ¼ mile north via Orenco Parkway. As you Blue Line to Hillsboro. It’s a 14-minute ride to walk north, you’ll see the Nexus Apartments, which were the next stop on the tour, Beaverton Central. The train constructed in 2007. The Q condominiums are located travels through the West Hills and the only tunnel on on the southeast corner of NW Cornell Road and Orenco the MAX system. This three-mile tunnel includes a stop Parkway. The developer of these condominiums was able serving Washington Park and the Oregon Zoo. At 260 to use the value created by Orenco to fi nance a project feet underground, it is the deepest transit station in North with underground parking in order to achieve higher America, and the second-deepest in the world! densities. The train emerges from the tunnel in Beaverton and Orenco Station is across Cornell Road. Its mix of uses, parallels Highway 26 to the Sunset Transit Center, where housing types, materials and care to minimize the there is a 630-space Park & Ride as well as connections presence of the auto are standouts in this suburban to fi ve bus lines. The next stop is the Beaverton Transit context. Sales at Orenco prove that home buyers will Center, where there are connections to 11 bus lines and pay more per square foot for a home that is part of a the Washington County Commuter Rail, which opens in high-quality, convenient neighborhood. Read more about 2008. Orenco Station in Chapter Three. 3. Get off the train at Beaverton Central, Walk down Orenco’s main street to a public park. From to check out The Round, a TOD that has been many this green, you will see an Intel plant looming in the years in the making. The project is built on a former distance—evidence of the high-tech jobs that earned sewage treatment plant site that was owned by the City the area the moniker Silicon Forest. Then stroll around of Beaverton. The project is an island of urbanity in a one of the residential blocks to look at the housing and suburban landscape and represents Beaverton’s desire streetscape design, including alleys. A variety of housing to create a distinct sense of place with this development. types and sizes, including carriage apartments over some Read more about The Round in Chapter Three, Three garages, blend seamlessly with single-family homes. Take restaurants and a coffee shop offer places for lunch or a a look at the grocery store, New Seasons, with apartments snack, if you are ready for a break at this point of the tour. over the top, which help make this a complete community. Southwest of The Round, you will see the site of a former There are several dining options at Orenco, including an movie theater that was purchased by Beaverton and the Indian restaurant with a lunch buffet and the deli at New Metro TOD program to expand The Round’s concept. On Seasons. your next visit, you may want to see how this development is progressing. Return to the Orenco MAX Station for To continue the tour, board the MAX Blue the return trip to downtown Portland. Board the MAX Blue Line to City Center/ Line to Hillsboro. The ride to the next stop on the Gresham. The trip back to Pioneer Courthouse Square tour, Orenco, takes about 20 minutes. takes about 40 minutes. As you head west, you’ll see some of the $6 billion in new Thank you for visiting the Portland area and riding TriMet! development that has occurred around the Portland-area MAX stations. At the time of the planning and construction of Westside MAX, the Beaverton Creek, Elmonica, Willow Creek and Quatama station areas were greenfi elds. Not any more! Chapter Two includes a description of

Chapter Six • Self-Guided Tours 6-7 Community Building Sourcebook, Portland, Oregon Community Building Sourcebook, Portland, Oregon For alternative formats: Contact us at: 503-238-RIDE (7433) [email protected] TTY 503-238-5811

710 NE Holladay St., Portland, OR 97232