Supporting Materials for Draft EIS Analysis
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APPENDIX B4.2 – LAND USE BACKGROUND INFORMATION Existing Land Uses Existing land uses are shown on Figures B4.2‐1 to B4.2‐3, which include the ½‐mile study areas surrounding the potential stations as well as the ¼‐mile study areas on each side of the alignment alternatives. Segment A begins in the southern end of downtown Portland, the central city of the region, includes the South Waterfront District and extends south to the Hillsdale neighborhood. Existing land use here has been historically influenced and constrained by the presence of SW Barbur Boulevard (formerly a rail line) and the Willamette River, and more recently by the development of Interstates 5 and 205 (I‐5 and I‐205) as well as SW Naito Parkway. The northern portion of this segment is an extension of the central city (downtown) in its more densely developed blocks, and is similar in feel to other neighborhoods in the southern downtown area. The southern section of Segment A is dominated by auto‐oriented uses separated by parking lots and driveways. Properties on SW Barbur Boulevard are predominantly zoned for general commercial uses, and are developed with many auto‐oriented uses separated by parking lots and driveways. The zoning along SW Barbur Boulevard includes a mixture of commercial, open space and residential uses on the northern edge, transitioning to primarily multifamily and single‐family housing through the steep and wooded area, and then mostly low‐density commercial for the remainder of the corridor heading south to Tigard. Along SW Barbur Boulevard, existing land uses include auto‐oriented low‐ density commercial uses involving offices, personal services, and retail, followed by restaurants, apartments, auto‐specific uses (mechanics, tire and oil centers, body shops) and hotels. Leaving the central city, land uses in the area along SW Barbur Boulevard are predominantly composed of multifamily housing in the northern section with a small commercial center around SW Hamilton Street, transitioning to largely wooded and steep areas of single‐family housing and open space uses. This section of SW Barbur Boulevard, referred by some as "the Woods," feels remote, with few structures visible directly from the road. Near the SW Terwilliger Boulevard intersection, the adjacent uses change to a mix of commercial tenants and auto‐oriented services, and the topography begins to level out. This section of SW Barbur Boulevard between SW 13th Avenue and SW Capitol Highway (south) is known as the “old highway” and is predominantly level and straight, varying in width from four to seven travel lanes, with sporadic sidewalk development. Segment B is along SW Barbur Boulevard. The area is gently curving with rolling topography, and is located mostly on the southern side of Interstate 5 until the freeway turns and crosses underneath SW Barbur Boulevard. While commercial businesses are located in this stretch, they are generally more intermittent, and are often less visible, than in some other parts of SW Barbur Boulevard, because they are located above or below the grade of the street. Multnomah Village, Hillsdale, Portland Community College (PCC) Sylvania campus and other neighborhoods are found within the study area; these areas offer a variety of uses, including low‐density commercial development surrounded by residential neighborhoods in Hillsdale and Multnomah Village. The adjacent terrain along the length ranges from a steep ascent to the south/west and a steep descent June 2018 Southwest Corridor Light Rail Project Draft EIS B4.2‐1 Appendix B4.2 – Land Use Background Information to the north/east, paralleling the corridors of SW Macadam Avenue and I‐5 South, to terrain that is level with SW Barbur Boulevard. The most densely populated commercial centers are near major intersections, including I‐5 access ramps. Residential neighborhoods built to typical city standards are also adjacent to each side of SW Barbur Boulevard. The terrain of the boulevard itself is generally gently sloping, because sections of the boulevard were built on elevated grades left by the rail lines that preceded the road, and also built on bridges that pass over gullies and sections of the I‐5 freeway. Segment C includes the city of Tigard, the western half of the city of Lake Oswego and the northern end of Tualatin. Tigard is transected by Pacific Highway (99W), Highway 217 and I‐5. Along Pacific Highway and Highway 217, there are many commercial developments. Pacific Highway features auto‐oriented commercial developments, such as strip malls that are set to attract passersby. The office commercial and retail developments along parts of Highway 217 and off of I‐5 are more recent developments. These include office parks in the Tigard Triangle and the mixed‐use retail developments of Bridgeport Village and the commercial developments surrounding Bridgeport Village. A mix of commercial and residential uses surround downtown Tigard, and downtown Tigard itself is a mixed‐use central business district that has a variety of commercial office and retail uses. Industrial uses are found to the east of Highway 217 and adjacent to I‐5. The dominant land use in Tigard overall is single‐family residential. Many of the neighborhoods were built by developers on large tracts of land. The resultant form is one of limited‐access neighborhoods with houses that have garages and driveways. A variety of zoning designations correspond to the many land uses found in Tigard. Mixed Use Commercial and Mixed Use Employment zones are located in the Tigard Triangle area. The Tigard Triangle Mixed Use Commercial district is surrounded by General Commercial zones. Pacific Highway passes through the Mixed Use Commercial ‐ Central Business District zone of the central business district of Tigard, and General Commercial zoning abuts the highway along its path. Significant land is designated for heavy and light industrial use along the east side of Highway 217. Away from the transversal highways (Pacific Highway and Highway 217) is a mix of single‐family residential zones from R‐25 (1,480 square feet minimum lot size) to R‐1 (30,000 square feet minimum lot size). Plans and Policies Table B4.2‐1 summarizes state, regional and local plans and policies relevant to the Southwest Corridor. It is followed by further detail on these and other land use plans considered in the Draft Environmental Impact Statement Section 4.2, Land Use. Table B4.2‐1. Southwest Corridor Planning and Policy Framework (multi‐page table) Relevant Plan by Jurisdiction Relevant Goals and Policies State and Regional Plans and Policies Oregon Statewide Planning Goals Goal 9 – Economic Development. Provides guidance for developing comprehensive plans in urban areas. Goal 12 – Transportation. Provides guidance for developing transportation plan. Transportation Planning Rule Requires local jurisdictions to consider street and building designs that encourage more transit use and are pedestrian‐ and bicycle‐friendly. B4.2‐2 Southwest Corridor Light Rail Project Draft EIS June 2018 Appendix B4.2 – Land Use Background Information Table B4.2-1. Southwest Corridor Planning and Policy Framework (multi-page table) Relevant Plan by Jurisdiction Relevant Goals and Policies 2040 Growth Concept Guides the region’s growth into compact urban centers, main streets and corridors with focused civic activities, public services, and a variety of housing options and commerce well served by transit. Regional Framework Plan and The Urban Growth Management Functional Plan is Section 3.07 of the Metro Code. The Urban Growth Management plan provides tools to meet goals of the 2040 Growth Concept, including guidance Functional Plan (2016) specific to growth centers (Title 6 lands) and Industrial and Employment Areas (Title 4). Metro Regional Transportation Plan Metro’s federally mandated Metropolitan Planning Organization guide for future (2014) investments in the region’s transportation system, including guidance on the High Capacity Transit System Plan. High Capacity Transit System Regional guidance for High Capacity Transit System expansion, including near-term and Expansion Policy: Implementation long-term regional high capacity transit priority corridors. Guidance for the Portland Metropolitan Region (2011) County Plans and Policies Washington County Comprehensive Includes policies for a balanced and efficient transportation system that includes Plan (2016) alternative modes of transportation (Policy 38) and strategies to create a multi- centered land use pattern, encourage infill development, and plan for higher density development in areas with convenient access to public transportation (Policy 39). Clackamas County Comprehensive 20-year planning guidance for future growth and development of unincorporated Plan (2017) Clackamas County, including a balanced transportation system through land use that supports complete and sustainable communities that reduce commutes out of the county to employment destinations (Policy 5.F.4), and pedestrian and bicycle network connections between cities, employment centers and other major destinations. City Plans and Policies Durham Comprehensive Land Use The city’s Comprehensive Plan is currently undergoing an update. The 1995 Plan (1995) Comprehensive Plan states that alternative modes of transportation such as mass transit shall be encouraged whenever possible, encourages intensification of development along existing corridors and close to mass transit, and encourages multimodal travel (Policies 3B and 4D). Lake Oswego Comprehensive Plan