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City Council Packet - 02/21/2023 11,1 u City of Tigard Tigard Business Workshop Meeting—Agenda T1GARDit TIGARD CITY COUNCIL MEETING DATE AND FEBRUARY 21,2023 - 6:30 p.m. Business/Workshop TIME: MEETING LOCATION: Meeting will be held in Town Hall, 13125 SW Hall Boulevard,Tigard. See PUBLIC NOTICE below. PUBLIC NOTICE: In accordance with the City of Tigard's Safety Plan related to COVID-19 and Oregon House Bill 4212, this will be a hybrid meeting where some Council, staff or public will participate in person and some will participate remotely. Starting on the March 7, 2023 Council Meeting, the new written public comment deadline will be Mondays at 12:00 p.m.—the day before the council meeting. On Mondays,when the city is closed for a holiday, the deadline will remain on Monday at 12:00 p.m. This is to allow staff time to adequately prepare written public comments for submittal to Council in time for their review prior to the meeting. How to Comment: •Written public comment may be submitted electronically at www.tigard-or.gov/Comments before noon the day of the meeting. •If attending the meeting in person,please fill out the public comment sign-in sheet at the front of the room and come to the microphone when your name is called. •If you prefer to call in,please call 503-966-4101 when instructed to be placed in the queue.We ask that you plan on limiting your testimony to three minutes. Assistive Listening Devices are available for persons with impaired hearing and should be scheduled for Council meetings by noon on the Monday prior to the Council meeting. Please call 503-718-2419 (voice) or 503-684-2772 (TDD -Telecommunications Devices for the Deaf). Upon request,the City will also endeavor to arrange for the following services: • Qualified sign language interpreters for persons with speech or hearing impairments; and • Qualified bilingual interpreters. Since these services must be scheduled with outside service providers,it is important to allow as much lead time as possible. Please notify the City of your need by 5:00 p.m. on the Thursday preceding the meeting by calling: 503-639-4171, ext. 2410 (voice) or 503-684-2772 (TDD -Telecommunications Devices for the Deaf). VIEW LIVESTREAM ONLINE: https://www.tigard-or.gov/boxcast Workshop meetings will be shown live on Channel 21 at 7 p.m. The meeting will rebroadcast at the following times on Channel 28: Every Monday at 1 p.m. Every Thursday at 12 p.m. very Wednesday at 3:30 a.m. Every Friday at 12:30 p.m. SEE ATTACHED AGENDA 11111 City of Tigard Tigard Business/Workshop Meeting—Agenda TIGARD TIGARD CITY COUNCIL MEETING DATE AND TIME: FEBRUARY 21, 2023 - 6:30 p.m. Business/Workshop MEETING LOCATION: Meeting will be held in Town Hall, 13125 SW Hall Boulevard,Tigard 6:30 PM 1. BUSINESS/WORKSHOP MEETING A. Call to Order B. Roll Call C. Pledge of Allegiance D. Call to Council and Staff for Non-Agenda Items 2. PUBLIC COMMENT 6:35 p.m. estimated time A. Follow-up to Previous Public Comment B. Public Comment—Written C. Public Comment—In Person D. Public Comment—Phone-In 3. CONSENT AGENDA: (Tigard City Council) The Consent Agenda is used for routine items including approval of meeting minutes, contracts or intergovernmental agreements. Information on each item is available on the city's website in the packet for this meeting. These items may be enacted in one motion without separate discussion. Council members may request that an item be removed by motion for discussion and separate action. A. 2023 RAISE GRANT: SW 72ND AVE PHASE ONE • Consent Agenda-Items Removed for Separate Discussion:Any items requested to be removed from the Consent Agenda for separate discussion will be considered immediately after the Council has voted on those items which do not need discussion. 4. JOINT MEETING WITH PLANNING COMMISSION -TIGARD MADE (MAINTAIN, ADVANCE,DIVERSIFY EMPLOYMENT) PROJECT BRIEFING 6:45 p.m. estimated time 5. RECYCLING INFORMATION UPDATE 7:45 p.m. estimated time 6. COUNCIL LIAISON REPORTS 8:45 p.m. estimated time 7. NON-AGENDA ITEMS 8. EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. If an Executive Session is called to order, the appropriate ORS citation will be announced identifying the applicable statute. All discussions are confidential and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4), but must not disclose any information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 9. ADJOURNMENT 9:00 p.m. estimated time AGENDA ITEM NO. 2.0 - PUBLIC COMMENT DATE: February 21, 2023 (Limited to 2 minutes or less,please) The Council wishes to hear from you on other issues not on the agenda but asks that you first try to resolve your concerns through staff. This is a City of Tigard public meeting, subject to the State of Oregon's public meeting and records laws. All written and oral testimony becomes part of the public record The names and cities of persons who attend or participate in City of Tigard public meetings will be included in the meeting minutes, which is a public record NAME & CITY YOU LIVE IN TOPIC STAFF Please Print CONTACTED Name City Also,please spell your name as it sounds,if it will help the presiding officer pronounce: NO COMMENTS Optional: If you want a response from staff please leave your contact information: Address City State Zip Phone no. or email Name City Also,please spell your name as it sounds,if it will help the presiding officer pronounce: Optional: If you want a response from staff please leave your contact information: Address City State Zip Phone no. or email Name City Also,please spell your name as it sounds,if it will help the presiding officer pronounce: Optional: If you want a response from staff please leave your contact information: Address City State Zip Phone no. or email AIS-5159 3. A. Workshop Meeting Meeting Date: 02/21/2023 Length (in minutes): Consent Item Agenda Title: 2023 RAISE Grant: SW 72nd Ave Phase One Authored By: Dave Roth Presented By: Dave Roth Item Type: Resolution Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE Consider a resolution for the City to pursue federal grant funding to design and construct Phase One of the SW 72nd Ave Corridor Plan in the Tigard Triangle. ACTION REQUESTED Approve the resolution to pursue federal grant funding for design and construction of Phase One of the SW 72nd Ave Corridor Plan in the Tigard Triangle. BACKGROUND INFORMATION The 2020 72nd Ave Transportation Study Corridor Report (Attachment 1) recommends preferred roadway cross-section designs for SW 72nd Ave within the Tigard Triangle. The corridor recommendations were the result of a robust community engagement process and detailed transportation analysis conducted by a consultant team and a collaborative effort between Tigard Public Works and Community Development. Tigard's adopted 2040 Transportation System Plan (TSP) includes four planned projects to implement the 72nd Ave corridor recommendations; these are projects S-3, S-4, S-5, and S-6. Phase One of the SW 72nd Ave project is identified as project S-4 in the 2040 TSP. The project limits for this phase are Pacific highway to the north and Dartmouth Street to the south. Tigard's current Capital Improvement Plan (CIP) includes a budgeted project to begin pre-design work on this segment of SW 72nd Ave in 2023. If implemented,Phase One of the SW 72nd Ave corridor recommendations would provide a complete transportation facility to serve all roadway users regardless of age, ability, or mode of travel. The proposed project would rebuild the roadway, complete missing segments of sidewalk, add physically protected bike facilities, add several new safe pedestrian crossings,provide on-street parking, and construct a new culvert bridge over Red Rock Creek. These improvements are needed to support the type of development occurring along and nearby SW 72nd Ave in the Tigard Triangle.With hundreds of recently completed and planned housing units, a roadway that can safely and effectively serve residents and businesses is critical and will rely on external funding based on the scope and scale of the project. With an assumed construction year of 2028, preliminary estimates suggest the total cost to design and construct Phase One of the SW 72nd Ave corridor project is approximately$19.3 million. The federal RAISE grant requires a local match of 20%, or$3.86 million. The local match would be provided through Tigard Triangle TIF District funding. The voter-approved Triangle TIF District Plan identifies the SW 72nd Ave project as a TIF-eligible project. The 2040 TSP was adopted by Tigard City Council in January 2022. The Final 72nd Ave Transportation Study Corridor Report was shared with Tigard City Council in February 2020 ALTERNATIVES & RECOMMENDATION ADDITIONAL RESOURCES Attachments Resolution - FEDERAL RAISE GRANT FUNDING Attachment 1: SW 72nd Ave Corridor Plan Report CITY OF TIGARD, OREGON TIGARD CITY COUNCIL RESOLUTION NO. 23- A RESOLUTION APPROVING AN APPLICATION FOR FEDERAL RAISE GRANT FUNDING FOR DESIGN AND CONSTRUCTION OF PHASE ONE OF THE SW 72ND AVE CORRIDOR IN THE TIGARD TRIANGLE. WHEREAS, the City of Tigard's Tigard Triangle TIF District Plan goals include the creation of a safe and effective multimodal transportation network to support multimodal access, mixed-use development, and pedestrian-oriented development;and WHEREAS,the City of Tigard's 2040 Transportation System Plan (TSP) envisions a transportation system that advances Tigard's Strategic Vision to be an equitable community that is accessible, walkable, and healthy for everyone;and WHEREAS,the 72"d Ave Transportation Study(2020)recognizes the need for capital improvements on SW 72' to achieve the Tigard Triangle vision of becoming a highly walkable,pedestrian-oriented,mixed-use district;and WHEREAS,the 72'd Ave Transportation Study (2020) recommends a new roadway concept that will transform the busy arterial into an attractive,multimodal street for all users;and WHEREAS, the RAISE program is a federal funding program within the Federal Highway Administration designed to support transportation infrastructure projects that will improve: safety; environmental sustainability;quality of life;mobility and community connectivity;economic competitiveness and opportunity including tourism; state of good repair;partnership and collaboration;and innovation; and WHEREAS, the SW 72' Corridor Plan completed in 2020 envisions two phases of construction with the first phase rebuilding the section between SW Dartmouth and Pacific Highway and the second phase rebuilding the section between SW Dartmouth and SW Hunziker; and WHEREAS, Community Development and Public Works staff recommend submitting a grant application for Phase 1 improvements. NOW,THEREFORE,BE IT RESOLVED by the City of Tigard Council that: SECTION 1: Council approves submittal of a 2023 Federal Department of Transportation(DOT)RAISE grant application to fund the design and construction of Phase One of the SW 72"d Ave Corridor Plan in the Tigard Triangle. SECTION 2: This resolution is effective immediately upon passage. PASSED: This day of ,2023. Mayor—City of Tigard RESOLUTION No. 23- Page 1 ATTEST: City Recorder—City of Tigard RESOLUTION No. 23- Page 2 r r . I. II TIGARD ATLANTA BAYLOR CORRIDOR STUDY REPORT CLINTON 72nd Avenue Transportation Study L. z City of Tigard , Oregon DARTMOUTH June 2020 ELMHURST BEVELAND ONZAGA ,1'- I ,HAMPTON A/111; e' ,imi dji Prepared for the City of Tigard by A alta Angelo Planning Group, Alta Planning + Design, PG D KSwalks DKS Associates, and Wallis Engineering. *engineering . Corridor Study Report EXECUTIVE SUMMARY A summary of the 72nd Avenue Corridor Study Report is provided in a series of fact sheets on the following pages. OVERVIEW+ PUBLIC INVOLVEMENT PREFERRED ALTERNATIVE iii PHASING PLAN +COST ESTIMATES v OTHER IMPLEMENTATION STRATEGIES vii Tigard 72nd Avenue Transportation Study June 2020 72nd Avenue Transportation Study 11111---0 TIGARD Overview + Public Involvement I_ 1 ,,III� �� I I i r11 --171-II 19 1�,� sPReuRe��n • • dk= Project Overview 7 L7a .= ,4 �` _ ii1 PORTLAND Project Purpose: Identify a new roadway design concept a , 1 for SW 72nd Avenue that will transform the busy arterial into an attractive, multimodal street for all users. t' a —.v Tigard Triangle Vision: SW 72nd Avenue is the primary north-south thoroughfare through the Tigard Triangle, a 0q RT,, .'-r. iue ��E� ��5, " special district in the northeast corner of Tigard. g Improvements to 72nd Avenue will play a central role in "rAHVPS�51 = N achieving the vision for Triangle to become a highly walkable, pedestrian-oriented, mixed-use district. ,,,,„, R '� cuNzncn s, ., couix,,., i Ro Project Outcome: The final recommendations include new lane configurations,enhanced streetscape, pedestrian L and bicycle crossings, and improved functionality for all " transportation modes. Recommendations also include LAKE OSWEGO Ynm`'._ estimated costs, potential funding sources and strategies,a E plan for improving the corridor in multiple phases and NiI =ir�l segments, and other implementation strategies. More detail pr, z, TIGARD TRIANGLE r1 rn� Vicinity Map ;��®�.�� ,;;w�n�a- —SW72ndAvenue Tigard Triangle i, ;.; 'IA can be found in the Corridor Study Report. Planning Process Toolkit of Design Alternatives Preferred Existing Conditions Analysis Elements Development & Alternative Evaluation Selection O O 0 0 Analyzed existing Developed toolkit of Developed design Selected preferred concepts topography, natural potential streetscape concepts for each for street cross-sections, resources, land uses, design elements that segment of the pedestrian crossing locations, street characteristics, could be incorporated corridor. Evaluated intersection treatments,and and traffic conditions. into design concepts alternatives based on general approach to for the corridor. various criteria. landscaping and stormwater management. Public "Corridor Open House& Open House& Involvement 0 Stakeholder O Aspirations" O "Design Alternatives" O "Preferred Alternative" Interviews Activities Survey Survey Survey i Public Involvement Summary Throughout the planning process for the 72nd Avenue Transportation Study,the City received valuable input from the community.The project team used a variety of methods and provided a range of opportunities for people to influence the corridor design recommendations.The public involvement activities and highlights of the input received are summarized below.Additional results are included in the Preferred Alternative summary. Activity Description Participants The existing Tigard Transportation Advisory Committee (TTAC) and Advisory TTAC: 13 members Transportation Strategy Team (TST) advised the project team on key project Committees TST: 11 members decisions. Stakeholder Staff and consultants conducted one-on-one interviews with property and business owners, affordable housing developers, and a representative of Tualatin 7 stakeholders Interviews Valley Fire&Rescue. Two open houses were held in April and September 2019.The April event sought Open input on general corridor design concepts and lane configuration options.The Apr:31 survey responses Houses September event focused on alternatives for the Beveland to Dartmouth corridor Sep: 12 survey responses segment and provided a preferred alternative for the remainder of the corridor. 1.Corridor Aspirations:General hopes and concerns about the corridor. 1. 218 responses Online 2. Design Alternatives:Corridor design concepts and lane configuration options. 2. 71 responses Surveys 3. Preferred Alternative:Alternatives for the Beveland to Dartmouth segment. 3.40 responses Project City webpage with general information about the project. Linked to an Engage Webpage Tigard site,which provided access to project documents,online surveys, and N/A survey results. Highlights of Community Input Safe Walking and Biking—People want safer options for walking, Traffic—Some are biking, and taking transit in the T =:gip, a:: concerned about vehicle Tigard Triangle. SW 72nd Avenue traffic and congestion on currently lacks adequate = I 72nd Avenue. Bike/ped sidewalks and bike lanes. v' improvements should not No sidewalks on segment of 72nd Ave make congestion worse or impede movement for On-Street Parking—People emergency vehicles. generally prefer to maximize the 13% pedestrian/bicycle experience over 43% on-street parking. However, a few Pedestrian Amenities— stakeholders noted the importance / 44% People generally think of providing on-street parking, since landscape planters,trash and the code doesn't require off-street Maximize pedestrian experience recycling receptacles,and parking in the Tigard Triangle. Maximize on-street parking outdoor seating are Balance of both relatively more important amenities than things like Bicycle Treatments—People bike parking, drinking prefer protected bike lanes21% fountains, or wayfinding. (separated from vehicle traffic 77,07 by physical barriers) over Protected bike lane Buffered bike lane . buffered bike lanes (separated 79% by pavement markings). { ii 72nd Avenue Transportation Study III --.0 TIGARD P Preferred Alnativ 4 1W 1.11 Street Sections y Ap, . P(>oc- The preferred alternative for the design of 72nd Avenue balances pedestrian and s' bicycle safety and mobility with the ability of cars,truck and transit vehicles to move 'ir.! within and through the corridor.The design also takes into account how right-of- *,- way widths and traffic conditions vary throughout the corridor. Below are the . preferred street cross-sections for each of the five corridor segments.Additional design recommendations are summarized on the next page. The proposed designs for all segments include protected bike lanes,sidewalks, landscaping,and pedestrian amenities. Future Street . . Red Rock Creek to Pacific Hwy . a a 011, • One travel lane in each direction Future Street ;.„ ' " ` • No center turn lane • No on-street parking N 1111 . Future Street - Dartmouth to Red Rock Creek ' One travel lane in each direction One continuous center turn lane On-street parking,both sides of street DARTMOUTH— 3 �P �P 3 Beveland to Dartmouth DA 171 r • Flexlanes on both sides: on-street ,' . ��_.�= parking f ' "' _, �r ani _ parking lanes will be restricted during peak AM & PM travel times and used as additional i -- , i o 1 V ® © travel lanes in each direction • $ + Oil • One continuous center turn lane Gonzaga to Beveland • Two travel lanes in each direction ; '4 0 ` '. 6 • One continuous center turn lane �P m Imo • On street parking,east side of street III iliFill141: _ _ HAMPTON. �- Highway 217 to Gonzaga E • Two travel lanes in each direction t ce •' ` 9— • One continuous center turn lane 3 1, 111 .. m ii 31 • No on-street parking iii Community Beveland to Dartmouth All Segments Survey respondents thought the 3-lane cross- Respondents generally Input section option performed better at the prioritized bike and Snapshot evaluation criteria than the 5-lane option. pedestrian comfort over vehicle movement,selecting cross-section options with • Segment Cross-sections lik 3-lane is better 24� 44% 5-lane is better fewer vehicle lanes and 0 Perform the same protected bike lanes. • Intersection Improvements Design Details + Options A detailed design concept was developed for the Landscape strips planted with street trees intersection of Dartmouth Street and 72nd Avenue. between the bike lane and roadway will provide The proposed design includes a protected safer conditions for bicyclists and will help calm intersection,which keeps bicycles and pedestrians traffic on 72nd Avenue. Landscape areas could also physically separate from motor vehicles up until the be used to treat stormwater runoff from the road. intersection, providing a high degree of comfort and safety for people of all ages and abilities.A diagram of *'k • "' the proposed design is provided below. See the / `'- -- , -. r,r Corridor Study Report for more details and Appendix F ` i... for the complete concept plan diagram. I .! MO 11 1. Bus stop locations will depend on the lane RAI . ` -_} -�' configuration for each segment.Segments with g ..7— ., 14 one vehicle lane in each direction will have _ mum! 1vAel); 11 I z4s:r,�, N„ x pullout bus stops; segments with two lanes in 4111J Protected Intersection each direction will have in-lane stops;segments ilrartmouth St with flex parking lanes will use the parking lane �� eillI1 for stops. -- 7iiiii ri iir A 6 i P I Nil H A Bike lanes are BMW denoted in green. Pedestrian Crossings New traffic lights with pedestrian crossing signals are proposed at Elmhurst Street and Atlanta Street.A new High IntensityActivated Crosswalk(HAWK)signal is proposed at Gonzaga Street, and a new Rapid Flash Beacon(RRFB)is - pg p p 7 C p. r � ,70� \ _ i .� LEGEND proposed between Clinton Street and Baylor Street(near I - -A - Project Study Area the entrance to the WinCo shopping center). Finally, an Future Street Bike Lane(Both Sides) enhanced pedestrian crossing of some kind is proposed for ' Bike Lane(East Side) where a future trail crosses 72nd Avenue south of Red Rock HAWK RRFB Existing Trail Creek, but the facility type is yet to be determined. tiiiiiiiiiuiiiniiii Future Path Future Trail • 1 • Proposed Existing " ' - i• -r opi HAWK Signal • O Proposed ExiJgProposed Proposed > ', Signal Signal RRFB Signal ti^ re Enhanced pedestrian (i t` 1 F z < crossing o — Ir t o z (facility type TBD) c7 m i iV 74 N 72nd Avenue Transportation Study TIGARD Phasing Plan + Cost Estimates Phasing Plan y P��0- The recommended improvements to 72nd Avenue will not be implemented all at 'R'' once. Improvements will be made in phases,with different portions of the corridor r beingimproved at different times. Red Rock � p Creek to 2 Pacific Hwy The map at left shows the recommended priority for phasing the • construction of improvements to the five corridor segments. This x is the most probable phasing option because of expected project costs. Future Street ATLAN A – These recommendations are based City of Tigard staff input and consideration of the factors below. Futu -et BAYL R Phasing Factors Dartmouth to Red Rock 1 Future Traffic Demands—Vehicular Creek Traffic flow on 72nd Ave won't fully benefit from corridor improvements until the Future$tr: CLINT planned Hwy 217 overcrossing expansion work is completed.This work is currently not - a scheduled by ODOT. However,improvements north of Dartmouth won't increase traffic o volumes and are primarily triggered by bike/ped needs;therefore, it can be improved z 1 ^ and will see benefits sooner. m Future Traffic Demands— Pedestrian DARTMOUTH — Dartmouth to Pacific Highway lacks sidewalks,so pedestrian improvements through this segment should be prioritized. 41 Future Traffic Demands— Bicycle Bike infrastructure within the corridor is limited. Bicycle infrastructure priorities should ELMHU ST . focus on filling existing gaps in the network and addressing challenging intersections. Beveland to The segment north of Dartmouth is prioritized because it largely lacks bike lanes and the Dartmouth �. Pacific Hwy intersection is one of the most difficult bike connections. - . Right-of-Way Needs Public right-of-way will need to be acquired to construct the full improvements. Itp- Segments requiring more property acquisition may be more difficult or expensive to construct.The Beveland to Dartmouth segment will require the most acquisitions. BEVELAN k Gonzaga to Development and Redevelopment Beveland O The bulk of anticipated development in the Tigard Triangle is located along the East side of 72nd Avenue.The City requires half-street improvements with development or GONZAGA contributions into a fee-in-lieu fund. Initial phases should focus on areas where we are i ii seeing and expecting development to occur. Hwy 217 to Local and Regional Transportation Planning Projects Gonzaga HAMPTO Several significant regional projects planned within the Tigard Triangle as well as City of Tigard projects should be considered when phasing improvements to 72nd Ave.These - are described in the Corridor Study Report. y Utility Planning ki.� Needed improvements to water,sewer,stormwater,and private utilities should also be ,-)1' factored into phasing of improvements. v Funding Sources and Strategies The availability of funding is also critical to the phasing of improvements to 72nd Avenue.A number of funding sources and financing strategies can be used to help pay for proposed improvements. Potential sources include the following. • Developer contributions–Right-of-way improvements or a fee-in-lieu can be required when development happens along 72nd Avenue. • Tax revenues-State gas tax and vehicle registration revenues from the Oregon Highway Trust Fund, as well as county and city gas tax revenues can be used to contribute to the cost of improvements. • Urban renewal funding–The New Tigard Triangle: Planning for Equitable Development Implementation Strategy allocates approximately$2 million dollars in funding to be dedicated to improvements along 72nd Avenue in the near term (2020-2025). • System development charges(SDCs)–The City's transportation SDC is intended to cover the cost of transportation improvements necessitated by new growth. However,SDCs do not produce enough revenue to cover the full cost of needed improvements. • Special assessments–This tool allows local jurisdictions,with the agreement of property owners,to put into place additional property taxes to pay for specific capital projects or ongoing costs. • Local Improvement District(LID)–LIDs are typically used to pay for infrastructure improvements in a specific geographic area which collectively benefit people or property owners in that area. • Bonding–Method of financing construction projects by borrowing money and paying the borrowed sum with interest back over time. • Regional and state project funding–Regional and state projects may provide opportunities to use state, regional or local funds to pay for a portion of the improvements to 72nd Avenue. • Grant programs-A number of grant and other funding programs from federal,state,and regional agencies,as well as private corporations and non-profit groups, can be used to pay for specific types of transportation Improvements—particularly bicycle and pedestrian projects. These funding sources and strategies for applying them are further described in the Corridor Study Report. Cost Estimates Planning level cost estimates were prepared for construction of the proposed improvements for 72nd Avenue.The table below shows a summary of the total estimated costs for the project.The estimated costs take into account roadway improvements, retaining walls, earth work, landscaping, drainage swales,street signs, lighting,transit stops, ROW acquisition, permitting, and other costs. Estimated costs are based on unit costs for specific elements of the recommended design. Construction and ROW contingencies of 40%are also included in the total cost estimate. Appendix B of the Phasing Plan (Appendix G to the Corridor Study Report) provides detailed cost breakdowns and assumptions specific to the half-street construction of each corridor segment. Total Estimated Costs Construction and Right-of-Way Subtotal $ 14,344,076 Construction and Right-of-Way Contingencies:40% $ 5,737,635 TOTAL CONSTRUCTION & RIGHT-OF-WAY COST $ 20,081,711 - Design Engineering&Administration: 13% $ 2,610,625 Construction Engineering Services: 12% $2,409,810 -- TOTAL ENGINEERING&ADMINISTRATION $5,020,435 _I TOTAL $ 25,102,146 " vi 72nd Avenue Transportation Study 11 . ", Other Implementation TIGARD Strategies In addition to strategies related to phasing of improvements,costs,and funding,the City may consider additional strategies in implementing the preferred design alternative for 72nd Avenue.These include approaches to stormwater management, Development Code amendments,streetscape design, and additional public involvement. Approach to Stormwater Management The City's approach to stormwater management will be a critical component of the design of the 72nd Ave improvements,and will have implications for streetscape design, land need, and cost,among other considerations. There are two basic approaches to consider: Regional Stormwater Management The City of Tigard Stormwater Master Plan includes a series of stream and flood plain enhancement projects along Red Rock Creek.These projects may be able to provide some of the hydromodification and detention requirements for 72nd Avenue improvements.Stormwater quality will need to be addressed along the roadway area.A study is underway to refine and confirm that the stream restoration approach is adequate and acceptable to permitting agencies. LIDA Treatment The corridor improvements propose the inclusion of 5-foot wide landscape and • � F 46. N� amenities zones on both sides of the roadway.There is sufficient width within ` these areas to accommodate Low Impact Development Approach (LIDA)facilities (likely Streetside LIDA planters) spaced throughout the corridor. Due to the topography along the West side of 72nd Avenue, infiltrating LIDA P�;" facilities may not be appropriate due to potential impacts to steep slopes or retaining walls,and should be evaluated on a case-by-case basis. Design of Streetscape Improvements Before design concepts for 72nd Avenue can be implemented, the City will need to develop detailed designs for each of the corridor segments.This will include more detailed engineering of the street facility and intersections as well as more detailed , `� streetscape design.The Toolkit of Design Elements(Appendix ---y- 14 --' C) to the Corridor Study Report provides a range of options for the City to consider regarding things like pedestrian and bicycle crossings, paving treatments,transit facilities,street trees and other landscaping, lighting,wayfinding, benches, - rit _ bike racks, etc. / Detailed designs for the 72nd Avenue facility will benefit from ntre-; additional stakeholder involvement and coordination.The City should first focus on designs for those segments identified as k. ° . higher priorities for the phasing of improvements. vii Development Code Amendments The proposed designs for 72nd Avenue differ from the City of Tigard's typical design standards for arterial streets, which are provided in the Tigard Development Code(TDC) (see left-hand graphic below).As such, standards for the preferred design of the street will need to be codified in the TDC.The most appropriate place for street design standards specific to 72nd Avenue is in the Tigard Triangle Plan District chapter of the code (TDC 18.660). Similar street-specific standards for River Terrace Boulevard are found in the River Terrace Plan District chapter(18.640). The table below identifies standards listed in the Tigard Triangle Plan District code to which modifications are recommended to reflect the preferred design of 72nd Avenue. New cross section drawings are also recommended to illustrate street design standards specific to each corridor segment(see right-hand graphic below). Standard Amendments Needed Modify section so that driveway standards further limit the number of Driveways driveways allowed for street frontages along 72nd Avenue. Transportation Facility Add maps depicting right-of-way dedication needs for development sites on Standards 72nd Avenue. • Add a separate table for 72nd Avenue that defines standards for each discrete corridor segment. • Add cross-section figures for each segment. Street Design • Include notes about turn lanes, parking, bike lanes, sidewalks,furnishings, and transit facilities as needed. • Add plan view map of 72nd Avenue improvements. Bicycle Facilities Add another type of bike facility to describe the 72nd Avenue concept for protected bike lanes. Transit Facilities Modify language to say that transit facilities must meet City as well as TriMet standards. Existing cross sections standards for arterials Examples of new cross section drawings (TDC Figure 18.910.1) specific to each corridor segment • 1.4a im10 ntOalf f i E-1015.5' 6'Bee 12 12 16'Bke 5.5. 18-10'1.5 RAN 64'-68' 1Lana 6448'RAS' ROW Ca �I L� if A Red Rock Creek to Pacific Hwy 12'Median/ S 8-10'� 5.5'61ce. 12' Turn Lane 12' 6'Bike155' 8-1e'1 I 1 RMI 76'-80 { 3 Lan 78'•80'RAN 12'MedlaN s' r s' s' lr lr lr n' u• e' s e' 1 a •5rS-10' 6 6'Ate 12' 12 Tum Lane 12' 12' 6'EIke' 5.5' 18-1g 1 RW 100'-104' 1 Y �;�� 5 Lane 100-104'RW 4 ! ` I + U w ��"` `f ROW 104 Gonzaga to Beveland viii Corridor Study Report TABLE OF CONTENTS 1. INTRODUCTION 1 1.1 Project Purpose 1 1.2 Study Area 2 1.3 Tigard Triangle Planning 4 1.4 Roadway Design Standards 4 2. PLANNING PROCESS 5 2.1 Public Involvement 5 2.2 Existing Conditions 6 2.3 Toolkit of Design Elements 11 2.4 Alternatives Development and Evaluation 11 2.5 Preferred Alternative Selection 20 3. PREFERRED ALTERNATIVE 23 3.1 Centerline Alignment Shift 23 3.2 Preferred Street Cross-Sections 23 3.3 Design Considerations 28 3.4 Pedestrian Crossings 32 3.5 Intersection Improvements 33 4. PHASING RECOMMENDATIONS AND COST ESTIMATES 35 4.1 Phasing Factors 35 4.2 Phasing Recommendations 38 4.3 Funding Sources and Strategies 38 4.4 Cost Estimates 40 5. OTHER IMPLEMENTATION STRATEGIES 42 5.1 Approach to Stormwater Management 42 5.2 Development Code Amendments 43 5.3 Planning and Design for Future Improvements 44 APPENDICES 46 APPENDIX A: PUBLIC INVOLVEMENT SUMMARIES APPENDIX B: EXISTING CONDITIONS REPORT APPENDIX C: TOOLKIT OF DESIGN ELEMENTS APPENDIX D: FUTURE TRAFFIC CONDITIONS ANALYSIS REPORT APPENDIX E: ALTERNATIVES EVALUATION MATRIX APPENDIX F: CORRIDOR DESIGN CONCEPT APPENDIX G: PHASING PLAN APPENDIX H: RIGHT-OF-WAY EXHIBIT APPENDIX I: DRAFT AMENDMENTS TO TIGARD DEVELOPMENT CODE APPENDIX J: DESIGN CONCEPT FOR POTENTIAL CROSSING AT ELMHURST STREET Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 1 1. INTRODUCTION 1.1 Project Purpose The purpose of the 72nd Avenue Transportation Study is to identify recommended improvements to SW 72nd Avenue—the primary north-south thoroughfare through the Tigard Triangle, which is a special district in the northeast corner of Tigard. While its current development pattern is largely auto-dependent, the Tigard Triangle is envisioned to become a walkable, pedestrian-oriented, mixed-use district. Improvements to 72nd Avenue will play a central role in achieving this strategic vision for the district. As part of the 72nd Avenue Transportation Study, the City of Tigard explored design strategies for transforming the busy arterial into an attractive, multimodal street for all users.The final recommendations summarized in this report include a new roadway design concept for 72"d Avenue with new lane configurations, enhanced streetscape, pedestrian and bicycle crossings, and improved functionality for all transportation modes.The report also includes estimated costs for the improvements, recommended funding sources and strategies to implement the plan, a plan for improving the corridor in multiple phases and segments, and other implementation strategies. Objectives and Priorities At the outset,the project team (City staff and consultants) identified a list of objectives and priorities that would guide the project.These objectives and priorities shaped the planning process, the evaluation alternatives, and the ultimate selection of a preferred alternative for improvements to 72' Avenue. As part of this effort, the team also considered the broader goals for the Tigard Triangle that are applicable to the Triangle's primary north-south route.Table 1 provides a list of objectives and priorities identified for the 72"d Avenue corridor, as well as the City's goals for the Tigard Triangle. Table 1. Project Objectives and Priorities 72"d Avenue Objectives and Priorities Tigard Triangle Goals* • Accommodate all modes of travel. • Support many types of transportation • Improve safety and functionality for all users, including driving, biking, walking, and public with a focus on bicycle and pedestrian access, transit. mobility and safety. • Provide safe access to and from the Tigard • Support Tigard Triangle commerce and Triangle. economic development goals. Contribute to a • Provide transportation movement within the vibrant district. Tigard Triangle. • Address current needs (drive to shopping and • Create a vibrate town center. work) and future function (mixed-use and • Create a sense of community. multimodal). • Encourage economic growth and attract new • Improve corridor aesthetics. businesses. • Address water quality and runoff issues. *As identified in the Tigard Triangle Strategic Plan (2015) Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 2 1.2 Study Area The project study area includes the SW 72nd Avenue corridor within the Tigard Triangle, which is bounded by Pacific Highway (99W)to the north and Beaverton Tigard Highway (Highway 217/OR-217) to the south. Interstate 5 to the east forms the third side of the "triangle."The study area includes the interchanges with Hwy 99W and Highway 217, and includes the land along either side of 72nd Avenue (see Figure 1). While the study area includes land on either side of 72nd Avenue,the focus of the study is on design of the roadway itself and does not identify or recommend any changes to the future land uses proposed in the area. Several potential amendments to the City's Development Code are identified in this report but they are limited to provisions associated with the design of transportation facilities in the area. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 3 Figure 1. Study Area ■■■■■ EINEM • 7 in ' ■ N - PINE-ST 4 W Milli 'RQ,� BLvp 111111 --IL -L 1 �x : 111 - MIOil■111111 I�I�li■ ii + i1■ SPRUCEST' Ini_dr MMIC �■■EM■n ! I !I ■ W h1.1 c\>. .....," mi,t 1•iiImm THORNST �_ ■'z Ivnm,. N arall ON 1-1-tor, ...II i 4. Ali All ME STEVE ST WI= 11 IlL 1.= M IMME El 1111 M ^_ .t m m 4. t - r5si . W = a __ m a .0 m w, 11` WAY �� z1 ii °° +�� m. 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IN ■ N m m■ m■ ■. �'�Illolk I ^ ■■ Nw.. :Z III ■ ,PAMELA-ST -44121 I I 1 I 4- Jr l I I ft G 1 w \ &��O¢��f 1 �, rFlR-ST- LO- - Kittle; ,,EGO `lyra' r ali ■ 4 vl issi OP ■ \ 11111 I CHERRY_-DR_ I 1 \ Engineering Division T I G A R D TRIANGLE N ��`"��'� II• - �� Public Works Blvarfinenf f�k®Z/ll� � 13125 SWHaln 97 Vicinity Map It k f Tigard,Oregon 97223 II Ifs` 417 503-639-4171ilui GARD www-tigardorgov SW 72nd Avenue Tigard Triangle �i��ri�.;1�� Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 4 1.3 Tigard Triangle Planning The Tigard Triangle has been the focus of significant planning efforts by the City of Tigard in recent years.The Tigard Triangle Strategic Plan (TTSP), adopted in 2015, outlined a vision for a vibrant and walkable district where people of all ages, abilities and incomes can live and work within walking distance to shops, restaurants and parks.As part of the TTSP's implementation,the City adopted a new mixed-use zoning designation—Triangle Mixed Use (TMU)—and in 2017 rezoned much of the land within the Triangle with this new designation.The City also adopted the Tigard Triangle Plan District (Chapter 18.660 of the Tigard Development Code [TDC]), also referred to as the Tigard Triangle "Lean Code,"which applies a special set of standards and procedures for development in the TMU zone.The Plan District provides new use, dimensional, site and building design, and other standards for development in the Triangle.The Plan District also defines a set of transportation facility standards that are specific to the Triangle.This report recommends amendments to standards in the Tigard Triangle Plan District based on the proposed designs for 72nd Avenue. In addition to these TDC amendments,the City also established a new Urban Renewal Area (URA) for the Tigard Triangle in 2017.The Tigard Triangle Urban Renewal Plan is intended to implement the land use and development vision for the Triangle with a series of projects funded through tax increment financing (TIE). Proposed projects include transportation improvements, utility improvements (for stormwater, sewer, and water), new public spaces and facilities, and development assistance for new and existing businesses and housing. One of the potential transportation projects identified in the Urban Renewal Plan includes improvements to 72nd Avenue, pending the outcomes of the 72nd Avenue Transportation Study. 1.4 Roadway Design Standards As described in the Existing Conditions section of this report, 72nd Avenue is subject to the roadway design standards for arterials provided in the TDC. Sample arterial cross-sections are depicted in Figure 2.These standards do not support the vision for the Tigard Triangle as a highly walkable, multi-modal, mixed-use district and provide limited flexibility for a design that can vary along the length of the corridor. Specific issues with the current standards include: • The cross-sections include 6-foot wide bicycle lanes which are not separated from the adjacent travel lanes.This approach will not encourage a wide range of bicyclists to use the corridor, particularly less experienced riders who do not feel safe bicycling next to faster moving automobiles. • Travel lane widths are relatively wide for an urban road and can encourage people to drive faster, with resulting safety impacts. • The cross-sections assume five lanes for the entire length of the corridor–two travel lanes in each direction and a center turn lane. While this design has the advantage of helping move large volumes of vehicle traffic with great mobility, it has several disadvantages: o It does not reflect the fact that traffic volumes vary along the corridor and that five lanes may not be needed to accommodate projected traffic levels in all segments of the corridor. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 5 o It creates a wider road that makes crossing the road more difficult for pedestrians and bicyclists. o It requires more land, leading to higher costs, more impervious surface, and higher impacts on adjacent property owners. 2. PLANNING PROCESS The following section summarizes the planning process that lead to selection of the preferred alternative for the 72nd Avenue roadway design.The project team consisted of City of Tigard Engineering and Community Development staff and consultants from Angelo Planning Group,Alta Planning+ Design, DKS Associates, and Wallis Engineering. 2.1 Public Involvement The project team engaged the community throughout the planning process, using a variety of methods and providing a range of opportunities for people to influence the corridor design recommendations. Advisory Committees. Rather than forming a new committee, the City took advantage of two existing groups: the Tigard Transportation Advisory Committee (TTAC) and the Transportation Strategy Team (TST). The TTAC consists of Tigard residents and business owners, including self- identified pedestrian, bicycle, and transit advocates.The TTAC advises the Tigard City Council and staff on transportation planning and other transportation-related issues, and served as the "citizen advisory committee" for the 72nd Avenue project. The TST is a team of elected officials and department directors that serve as a decision-making body for transportation issues in Tigard. The team includes the Mayor, a City Councilor, City Manager, City Engineer, and Directors of Finance & Information Services, Public Works, and Community Development. The project team provided periodic updates to the TTAC and TST, and both groups advised the team on key project decisions. Stakeholder Interviews. Early in the planning process, the project team consulted a variety of stakeholders with interest in the 72nd Avenue corridor and/or Tigard Triangle.These included property owners, business owners, affordable housing developers, and a representative of Tualatin Valley Fire & Rescue (whose headquarters is located near 72nd Avenue). These stakeholders provided input on the corridor's transportation challenges, project goals, the future of the corridor, and potential transportation improvements. A brief summary of stakeholder input is provided in Section 2.2 Existing Conditions of this report. Open Houses. Two open houses held in April and September 2019 provided opportunities for the community to learn about and provide input into the 72nd Avenue project.The April open house focused on corridor design topics that included bicycle treatment options, pedestrian crossing locations and treatments, sidewalk zone amenities, on-street parking, and lane configuration alternatives. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 6 By September, the preferred alternative for most of the corridor segments had already been identified.The September open house focused on informing community members about the recommendations to that point, and sought feedback on the design of the remaining segment to be decided—SW Beveland Street to SW Dartmouth Avenue. Online Surveys. Community members were able to provide input on the project through three online surveys, hosted on the City's "Bang the Table" platform.The first "Corridor Aspirations" survey asked general questions about how people use the corridor,what their priorities are, and what changes they'd like to see.The survey was available in February 2019 and received 218 total responses. The second and third online surveys corresponded to the April and September open houses and asked for similar input from respondents as at those events.The "Design Alternatives" survey was available from April to May 2019 and received 71 responses.The "Preferred Alternative" survey(focusing on the Beveland to Dartmouth segment) was available from September to October 2019 and received 40 responses. Summaries of the open house and online survey results are provided in the 2.4 Alternatives Development and Evaluation section of this report. Full reports of the survey and open house questionnaire results are attached as Appendix A. Project Webpage and Engage Tigard Site.The City hosted a webpage with general information about the project.That webpage also linked to an Engage Tigard site for the project, which provided access to project documents, online surveys, and survey results. 2.2 Existing Conditions The project team prepared an Existing Conditions Report that provided a foundation of data and information for the project. A brief summary of the report is provided below, with a focus on the opportunities and constraints for the 72nd Avenue project. Topography and Natural Resources While the southern portion of the 72nd Avenue corridor is relatively flat,the northern portion is characterized by gently rolling hills. Along some portions of the corridor,there is a steep drop off to the west of the road. Sloping terrain should be considered for impacts to accessibility, as well as the cost to construct retaining walls or other stabilizing structures. SW 72nd Avenue crosses two streams: Red Rock Creek and one of its tributaries.These intersecting streams and vegetated corridors offer opportunities for trails and active transportation, but the roadway design will need to avoid or mitigate any impacts to these sensitive areas. Land Use Designation and Development Projections Zoning—Much of the land on both sides of the corridor is zoned Triangle Mixed Use (TMU), which allows a mix of uses at a fairly high density.This presents opportunities for development of vibrant activity centers along the corridor and can reduce auto dependence by making walking, biking, and taking transit more feasible, particularly if workers and residents can meet a variety of needs within the corridor without driving. However, higher density development may increase congestion on Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 7 72nd Avenue and adjacent streets if residents travel outside the Triangle for work, shopping or other purposes, or if there is a higher influx of workers coming into and out of the Triangle. Development standards in the Triangle Mixed Use zoning district encourage walking and other non- auto travel modes by fostering comfortable and attractive streetscapes with an active street edge. Designs for the 72nd Avenue right-of-way should complement current and future private development. Destinations—Large grocery stores and retailers in the vicinity of the study area provide amenities for existing and future employees and residents and attract a lot of customers to the Tigard Triangle. However,their large surface parking lots and large blocks detract from a human-scaled and comfortable streetscape.These regional attractors also create additional traffic pressure along 72nd Avenue. There may be opportunities to better connect existing and future residential areas to employment and shopping areas in the Triangle, in order to reduce vehicle trips. Increasing land values and more intensive development patterns also may result in fewer uses with large surface parking areas over the long term. Development Projections—As outlined in the Tigard Triangle Strategic Plan (TTSP), the market is expected to eventually support the uses necessary for a pedestrian- and transit-oriented district, but it is likely to happen gradually. Still, the City has already seen an increase in development interest within the Triangle, particularly along 72nd Avenue. Several projects are already in the works, including at least one mixed-use project that has already been permitted for development. Existing and Future Transit—There is currently no transit that runs the length of 72nd Avenue, but frequent service is accessible from connecting streets.There may be opportunities to create better pedestrian and bicycle connections to bus lines and stops through improved access along 72nd Avenue.The Southwest Corridor Light Rail Project is likely to have a major impact on the Tigard Triangle by greatly improving regional transit access and supporting connecting transit lines.This future high-capacity transit line, proposed for completion in 2027, will link downtown Portland with Tigard and Tualatin, and is currently planned to run through the Tigard Triangle with a station near 72nd Avenue at Elmhurst. This presents opportunities to increase trips by non-auto modes and reduce vehicle trips and congestion. Frequent transit service will also reduce the need for vehicle parking, thus freeing up space for development. Existing Cross Section Standards—SW 72nd Avenue is classified as an arterial road and is subject to the roadway design standards for arterials provided in TDC Chapter 18.910. As such, any upgrades to the roadway that are constructed by the City or required concurrently with new development along the corridor would have to meet the standards in this section. Sample cross sections for 2-, 3-, and 5-lane arterials are depicted in Figure 2.The five-lane design currently is applicable to 72nd Avenue.The cross-sections include 6-foot wide, unprotected bike lanes for each type of arterial, as well as 8-to 10-foot sidewalks separated from the roadway by landscape strips. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 8 Figure 2.Arterial Sample Cross Sections (TDC Figure 18.910.1) •5'18-10�5.5' 16'Bike 12' 12' 6'&'ke1 5.5' 18-10'1.5 RMI 64'-68' 2 Lane 64'48'RNV 12'Median/ 5 8-10'1 5.5'16'Bike I 12' Turn Lane 12' 1&Bike15.5' I8-10'1'1 R/W 76'-80' 3 Lane 76'40'R/W 12'Median/ 15'8-10', 6 I b'Blke 12' 1 12' Turn Lane I 12' 12' 16'Eike 1 5.5' 18-10' 1� RM 100'-104' 5 Lane 100'.104'RAN Street Facility Characteristics SW 72"d Avenue is the principal route for north-south traffic to access the Tigard Triangle, as it connects to ramps at Highway 217 and an additional intersection with OR-99W in the north. Generally, SW 72"d Ave is a two-lane undivided roadway with 11-to 12-foot travel lanes and a posted 30 mph speed limit. Near the Highway 217 ramps in the south, an additional northbound traffic lane is provided and a narrow 5-foot median divides the travel lanes.Turn lanes are provided at all major intersections and driveways along 72"d Avenue, including portions of two-way left turn lanes. Narrow 5- to 6-foot bike lanes are also provided on select stretches of the road. The existing right-of-way on 72"d Avenue ranges from 56 to 94 feet.The more constrained areas of the corridor are limited in their ability to adequately accommodate multiple transportation modes. Roadway expansions can involve expensive land acquisitions which would affect the project's financial viability. Existing characteristics of each of the five segments of 72"d Avenue are provided in the Preferred Alternative section of this report (Section 3). Characteristics of roads that intersect 72"d Avenue and other key roads within the Tigard Triangle are described in the Existing Conditions Report (Appendix B). Existing Traffic Analysis Future Intersection Mobility—The northbound ramp at 72nd Avenue and Highway 217 is one of the intersections determined to be non-compliant with Oregon's Transportation Planning Rule (TPR) for future operational performance.The intersection exceeds allowable queues based on required stopping Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 9 sight distance.The traffic analysis identified adding a second northbound-right turn lane at this intersection as a potential improvement to mitigate impacts. Safety—72nd Avenue experiences an excess proportion of angle and turning movement crashes at several intersections.The largest number of crashes occur at intersections with Highway 217 and with SW Dartmouth Street. Early Engagement Results Following are brief summaries of the Stakeholder Interviews and Corridor Aspirations Survey.These were conducted early in the project and reflect community members' general feelings about the 72nd Avenue corridor. Stakeholder Input. The project team interviewed property owners, business owners, affordable housing developers, and Tualatin Valley Fire & Rescue (TVF&R) representative about challenges and opportunities for the 72nd Avenue corridor. In general, stakeholders expressed a lot of support for potential improvements to pedestrian, transit, and bicycle facilities.They were concerned about the existing environment for pedestrians, bicyclists, and transit riders.They noted the lack of continuous sidewalks and protected crossings for pedestrians, and disconnected bike lanes. They also noted insufficient street lighting, which makes walking feel unsafe. Some stakeholders also expressed concern about congestion on 72nd Avenue, and one noted his concerns about the ability to turn left from side streets and driveways onto 72' Avenue. A few stakeholders expressed support for on-street parking.The affordable housing developer noted that development in the Tigard Triangle is not required to provide off-street parking, so on-street parking is important. At least one stakeholder sees the economic benefits of transportation improvements and attractive streetscape, as these help attract businesses, investment, residential tenants.The affordable housing representative also noted that better facilities for transit, walking, and to a lesser extent biking, supports livability for low-income tenants. The TVF&R representative shared that access to the Triangle for fire trucks is a challenge, especially with congestion on 72nd Avenue, and that 72nd Avenue is an important route for police, fire, and medical response. He advocated for excluding barriers (e.g., raised medians)that restrict movement for emergency vehicles, and expressed support for anything that would reduce travel time and congestion on 72nd Avenue. Corridor Aspirations Survey. This survey asked general questions about respondents' experience, hopes, and concerns about the 72nd Avenue corridor and the Tigard Triangle more generally. Below are a few highlights from the survey results. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 10 7% • Drive my car A large majority of 8% •Walk respondents primarily • Ride my bike drive their cars to travel along 72nd Avenue. Take the bus 80% • Do not use 72nd Ave O 1 2 3 4 5 When asked to rank the More places to live features they'd most like to see on 72nd Avenue, More trees, plants and outdoor features "Safer options for travel like bike lanes, sidewalks Safer options for travel like bike and bus stops" received lanes,sidewalks and bus stops I the third highest ranking, Less traffic and "Less traffic" received the fourth highest. More places to go like restaurants, shopping and recreational activities 0 1 2 3 4 5 When asked to rank The Triangle becomes a desirable what's most important location for future development when traveling in the People feel safe using the bus, Triangle, safety for using walking or riding a bike along 72nd... the bus, walking and It is easy to travel around in the biking received the Tigard Triangle second highest ranking. I I 72nd Avenue has plenty of traffic Plenty of traffic lanes and lanes and signals for the amount of... signals received the It is easy to access and travel on fourth highest ranking. 72nd Avenue I I Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 11 2.3 Toolkit of Design Elements Based on the objectives and priorities for the project, as well as the existing conditions, opportunities, and constraints identified for 72"d Avenue,the project team put together a toolkit of potential streetscape design elements that could be incorporated into alternative design concepts for the corridor. Design elements in the toolkit included bikeway types,traffic calming measures, pedestrian and bicycle crossings, curb management(such as on-street parking), signs and wayfinding, green infrastructure treatments, environmental considerations, street furnishings, transit treatments, and vehicle lane configurations and treatments. Some of these approaches have been incorporated directly into the proposed Figure 3. Corridor Segments preferred alternative design—protected bicycle facility, HAWK and Rapid Flashing Beacon pedestrian crossings, in-lane transit stops, street trees and associated grates, and vegetated stormwater filtration facilities. Other toolkit approaches such as specific benches, Red Rock Creek to Pacific Hwy lighting, and other pedestrian amenities will be identified in future detailed design phases for the corridor. The complete Toolkit of Design Elements is provided in Appendix C. x-3.IJ-A 2.4 Alternatives Development and Evaluation Using the Toolkit of Design Elements as a starting point, the project team developed and evaluated specific design concepts Dartmouth to for the corridor. The team developed several realistic and Red Rock Creek buildable conceptual designs that accommodated traffic capacity, C:11TCN pedestrian and bicyclist crossings, AASHTO design standards, Right-of-Way constraints and acquisition costs,topography, environmental impacts, stormwater requirements, and aesthetics. Corridor Segments During the planning process,the 72'Avenue corridor was divided _x,91 LAR= into five distinct segments, each with its own unique set of Beveland to characteristics, constraints and opportunities.The five segments are Dartmouth illustrated in Figure 3. Design Charrette Development of the alternatives began with an interactive Gonzaga to Beveland workshop exercise ("design charrette") that included the project .SGN?AG.: team (staff and consultants) as well as other key City of Tigard staff members. Because each segment of 72"d Avenue has Hwy 217 to different right-of-way widths and physical constraints, the team Gonzaga considered lane configuration and streetscape design options that r would be appropriate for each corridor segment. The team Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 12 reached consensus on the types of treatments and general options that should be considered for each segment. Cross Section Options Based on outcomes of the design charrette,the team put together cross-section options for the five corridor segments as well as options for the crossing of Red Rock Creek.The primary options for each of the five segments are listed in Table 2.These are the options that were evaluated during the Alternatives Evaluation phase of the process, as described below. Table 2. Cross Section Options by Segment SEGMENT TRAFFIC LANE ON-STREET PARKING BIKE LANE OPTIONS OPTIONS OPTIONS Highway 217 to Gonzaga No parking* Four or five lanes Gonzaga to Beveland Parking on one or both sides Beveland to Dartmouth Buffered or Three or five lanes Parking on both protected bike lanes sides* Dartmouth Red Rock Creek Red Rock Creek to Pacific Highway** Two lanes* No parking* *Indicates treatments for which only one option was examined due to existing right-of-way or other constraints. **Note:The existing 72nd Ave right-of-way is wider than two lanes at the approach to Pacific Hwy. That portion of the segment from Red Rock Creek to Pacific Hwy is not proposed to be narrowed to two lanes. Other Design Options The team also developed options for intersection improvements, pedestrian crossings and pedestrian amenities. Pedestrian crossing options include High Intensity Activated Crosswalk(HAWK) signals, Rapid Flash Beacons, pedestrian refuge islands, and curb extensions (see Figure 4). Pedestrian amenities and furnishings include lighting, wayfinding, pet waste stations, drinking fountains, bollards, bike fix-it stations, planters, benches,trash receptacles, bike racks, etc. (see Figure 5). Figure 4. Pedestrian Crossing Treatments • p _ i HAWK Rapid Flash Curb Extension Refuge Island Beacon Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 13 Figure 5. Pedestrian Amenities and Furnishings Options I ‘a ' �� ;` ' a 4 _ -;5 . ,,Cly �� ';cif - 4 �..•T- 4 5 F � • Future Traffic Analysis The project team prepared an analysis of the Future Year 2035 traffic operations, comparing the performance of the proposed cross-sections for 72nd Avenue. As explained in the Future Conditions Analysis memo (Appendix D),the mobility performance for 72nd Avenue must comply with state and local mobility targets that the City of Tigard's Transportation System Plan (TSP) identifies for the year 2035.The analysis takes into account how recent zone changes to intensify land use in the Tigard Triangle Planning area will increase demands on the transportation network in the future. Cases where performance targets cannot be met should be considered for upgrades in transportation services and/or expansion of existing roadway facilities to better serve future demands. A summary of the key findings from the Future Traffic Analysis is provided below: • An additional northbound right-turn lane will likely be required at the OR-99W/72nd Avenue intersection. • Without improvements to the OR-217 interchange, long queues and delays will be experienced along 72nd Avenue as well as on most side-street approaches. • With a five-lane cross-section between OR-217 and SW Beveland Street, an additional westbound left-turn lane on the Beveland approach should be considered. • A five-lane cross section between OR-217 and SW Beveland Street results in improved performance and reduced queues on 72nd Avenue and on side streets at the OR-217 NB ramps and SW Beveland Street. • A five-lane cross section between OR-217 and SW Dartmouth Street results in improved performance on 72nd Avenue and a significant reduction of side streets queues at the OR-217 NB ramps, SW Beveland Street, and SW Dartmouth Street. • Widening to five lanes north of SW Dartmouth Street has relatively minor benefits to reducing queues or improving performance. • None of the options have any impact on northbound queues (greater than 3,000 feet on average) south of OR-217. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 14 These findings factored into the selection of the preferred alternative for some of the cross-sections. The finding that a five-lane cross section between OR-217 and SW Dartmouth Street results in improved performance on 72nd Avenue and reduced queues on side streets contributed to the five-lane option being selected for the Hwy 217-to-Gonzaga and Gonzaga-to-Beveland segments, and to the hybrid three/five lane option with flex parking lanes being selected for the Beveland-to-Dartmouth segment. (Note: Flex parking lanes are described in Section 3.2 in the description of the Preferred Alternative for the Beveland-to-Dartmouth segment).The finding that widening to five lanes north of SW Dartmouth Street has relatively minor benefits to reducing queues or improving performance also contributed to preferred alternative having only three lanes from Dartmouth to Red Rock Creek segment, and two lanes from Red Rock Creek to Pacific Hwy. Alternatives Evaluation Earlier in the planning process,the project team developed a set of evaluation criteria to compare and assess alternative design concepts for the 72'Avenue corridor.The criteria were based on the objectives and priorities developed at the outset of the project and included a mix of quantitative and qualitative measurements or assessments. Evaluation criteria were organized into the following categories: • Transportation Safety and Mobility o Bicycle Connectivity and Access o Pedestrian Connectivity and Access o Transit Connectivity and Access o Motor Vehicle Through-Movement and Mobility o Safety o Emergency Vehicle Accommodations o Freight maneuverability • Streetscape Aesthetics and Sustainability o Improved Street Appearance o Public Health and Quality of Life o Environmental Quality • Land Use and Economy o Consistent with Previous Planning Efforts o Supports Business and Mixed-Use Development o Relative Cost Effectiveness For the purposes of combining the scores for all of the criteria into a single overall ranking, the criteria were further divided into the following categories: 1. Bicycle mobility, safety, connectivity 2. Pedestrian mobility, safety, connectivity 3. Vehicle through-movement and mobility, including freight &emergency vehicles 4. Streetscape aesthetics and sustainability 5. Land use and economy Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 15 6. Transit accommodation (raw score) Specific evaluation criteria were developed for each of the above categories.These criteria were used to evaluate design alternatives for each of the five segment cross-sections, as well as the Red Rock Creek crossing.The team assessed each alternative and assigned a score from 0 to 4 based on how well it performed for each evaluation criterion (4=optimal, 3=minor challenges, 2=moderate constraints, 1=major constraints, 0=not advisable). A summary of the evaluation results is included in Table 3; the full evaluation matrix is provided in Appendix E.The summary table lists the weighted scores for each alternative by the six evaluation criteria categories noted above. Each category was given equal weight in combining the category-based scores into a total score for each option.The exception was the criterion related to transit because it only reflects a single criterion. The results show that all the design alternatives scored significantly higher than the existing configuration of 72nd Avenue. For each segment,the alternatives with protected bike lanes (which include a physical barrier between bike lanes and vehicle traffic) scored quite a bit higher than those with buffered bike lanes (which are separated from traffic by space and lane striping). As for vehicle lane alternatives, for some segments, the alternatives with more vehicle lanes (e.g., 5-lanes versus 4-lanes) scored higher than those with fewer lanes, but this was not the case across the board. For most of the segments,the alternative that received the highest weighted score was ultimately selected as the preferred alternative. For those segments whose preferred alternative received a lower score, the scoring was close enough as to make the differences virtually insignificant and more review and discussion of the specific advantages and disadvantages of those options was required by the project team. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 16 Table 3. Evaluation Matrix Summary- Weighted Scoring by Criteria Category `:1�.�+.�■•.«� �ic. GONZAGA TO BEVELAND ill - 4 Lanes, 4 Lanes, 5 Lanes, 5 Lanes, 4 Lanes, 4 Lanes, 5 Lanes, 5 Lanes, Buffered Bike Protected Bike Buffered Bike Protected Bike Existing Buffered Bike Protected Bike Buffered Bike Protected Bike Existing Lanes, Lanes,Parking Lanes, Lanes,Parking Lanes, Lanes, Lanes, Lanes, Conditions Conditions No Parking No Parking No Parking No Parking Parking on East on East Side Parking on East on East Side Side Only Only Side Only Only Bicycle mobility,safety, 10.3 17.6 8.8 16.1 1.5 10.3 17.6 8.8 16.1 0 connectivity Pedestrian mobility, 11.4 15.8 7 12.3 2.6 12.3 17.6 7 12.3 3.5 safety,connectivity Vehicle through- movement and mobility, 5.1 5.1 10.3 11 13.2 4.4 4.4 11 11.7 13.2 including freight& emergency vehicles Streetscape aesthetics 5.5 7.7 7.7 9.9 3.3 7.7 13.2 9.9 12.1 3.3 and sustainability Land use and economy 11 11 9.9 9.9 7.7 9.9 11 8.8 8.8 9.9 Transit accommodation 1 3 1 4 2 0 3 2 4 1 (raw score) Total Weighted Score 44.3 60.2 44.7 63.2 30.3 44.6 66.8 47.5 65 30.9 Note: The preferred alternative for each segment is highlighted by a yellow box. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 17 Table 4. Evaluation Matrix Summary- Weighted Scoring by Criteria Category BEVELAND TO DARTMOUTH DARTMOUTH TO RED ROCK CREEK RED ROCK CREEK TO PACIFIC HWY 3 Lanes, 3 Lanes, 5 Lanes, 5 Lanes, 3 Lanes, 3 Lanes, • Lanes, 5 Lanes, 2 Lanes, 2 Lanes, Buffered Protected Buffered Protected Existing Buffered Protected suffered Protected Existing Buffered Bike Protected Existing Bike Lanes, Bike Lanes, Bike Lanes, Bike Lanes, Cond. Bike Lanes, Bike Lanes, c ike Lanes, Bike Lanes, Cond. Lanes, Bike Lanes, Cond. Parking Bot Parking Parking Parking Parking Both Parking •arking Botr 'arking Both No Parking No Parking Sides Both Sides Both Sides Both Sides Sides Both Sides .ides .es Bicycle mobility,safety, 10.3 17.6 8.8 16.1 0 10.3 17.6 8.8 16.1 0 8.8 17.6 0 connectivity Pedestrian mobility, 12.3 17.6 7 II 12.3 3.5 12.3 17.6 7 12.3 2.6 9.7 15 1.8 safety,connectivity Vehicle through- movement and mobility, 4.4 4.4 11 II 11.7 13.2 4.4 4.4 13.2 13.9 13.2 9.5 8.1 8.1 including freight& emergency vehicles Streetscape aesthetics 7.7 13.2 9.9 �� 12.1 3.3 9.9 15.4 12.1 14.3 3.3 8.8 12.1 3.3 and sustainability Land use and economy 9.9 11 8.8 8.8 9.9 9.9 11 8.8 8.8 9.9 12.1 12.1 4.4 Transit accommodation 0 3 II 2 II 4 1 1 3 2 4 0 0 1 0 (raw score) Total Weighted Score 44.6 66.8 II 47.5 I I 65 30.9 47.8 69 51.9 69.4 29 48.9 65.9 17.6 Note: The preferred alternative for each segment is highlighted by a yellow box. Two alternatives are highlighted for the Beveland-to-Dartmouth segment because the preferred alternative includes hybrid parking/travel lanes, as described in Section 3.2. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 18 Community Input In addition to the project team conducting its internal evaluation of the design alternatives for 72nd Avenue, community members were also given the opportunity to weigh in at a public open house and via an online survey. Open house attendees and survey respondents were asked about the following roadway design topics: Bicycle treatment options; pedestrian crossing locations and treatments; priorities for sidewalk zone features or amenities; lane configuration alternatives for four discrete segments of the corridor; and approach to on-street parking.There were 100 total responses.A brief summary of the results is provided below: BICYCLE TREATMENTS A large majority of participants (79%) prefer protected bike lanes(with a physical barrier) over buffered bike lanes (which are separated from vehicle lanes by space and striping). Buffered Bike Lanes-OptionA Protected Bike Lanes-option& i,' 21% mr- _ !r.ar.4 .- , , 411. ■ Buffered bike lane + • Protected bike lane X11 PEDESTRIAN CROSSINGS AND TREATMENTS Participants generally support (74%)the treatments proposed at three key intersections along 72nd Avenue: • HAWK signal at Hampton • Rapid flashing beacon between Baylor and Clinton • Intersection traffic signals and crosswalks at Beveland, Dartmouth (existing), Elmhurst, and north of Baylor Hawk Rapid Flash Beacon T ? • r • CW 11 il§ice .` 2Y *WI 74% s «. A '• 1 ■Support " • .�� • Don't support Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 19 LANE CONFIGURATION OPTIONS Consistent with the bike treatment question, participants generally prefer the lane configuration options that include protected bike lanes versus buffered bike lanes. Participants also generally prefer the options that include fewer vehicle lanes (4 lanes versus 5 lanes; 3 lanes versus 5 lanes). • Highway 217 to Gonzaga: 4 lanes, protected bike lanes • Gonzaga to Beveland: 4 lanes, protected bike lanes, parking on east side only • Beveland to Red Rock Creek: 3 lanes, protected bike lanes, parking on both sides (Note: the evaluation matrix broke this segment up into two:Beveland to Dartmouth and Dartmouth to Red Rock Creek) • Red Rock Creek to Pacific Hwy: 2 lanes, protected bike lanes, no parking ON-STREET PARKING Although results were somewhat mixed, participants generally recommend maximizing the pedestrian/bicycle experience in comparison to maximizing on-street parking. • Maximize on-street parking • Maximize the pedestrian/bike experience 44% ■ Balance of both PEDESTRIAN AMENITIES When asked to select their top three preferred sidewalk zone amenities,the following were selected most often: 1. Trash, recycling and pet waste receptacles (69%) 2. Planters and landscaped areas (62%) 3. Benches and resting areas (58%) Cafe seating space -30% Wayfinding 21% Bike parking and repair stations -24% Trash,recycling,pet waste receptacles 69% Planters and landscaped areas 62% Benches and eating areas 58% Drinking fountains =11% Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 20 2.5 Preferred Alternative Selection Using the results of the alternatives evaluation, open house, and online survey,the project team assembled for another team meeting to select the preferred alternative.The team focused on lane configuration, bike lane, and parking options for each segment, potential project costs, impacts to adjacent properties, as well as pedestrian crossing locations and treatments and other streetscape design features.At the end of the workshop,the team came to a consensus on the lane configurations for four of the five corridor segments: • Highway 217 to Gonzaga–5 lanes, no parking, protected bike lanes • Gonzaga to Beveland–5 lanes, parking on east side, protected bike lanes • Dartmouth to Red Rock Creek–3 lanes, parking both sides, protected bike lanes • Red Rock Creek to Pacific Hwy–2 lanes, no parking, protected bike lanes These recommendations are generally consistent with results from the community outreach activities, with the exception of the segments from Highway 217 to Gonzaga and Gonzaga to Beveland. For these segments,the majority of open house and survey participants preferred the 4-lane option to the 5-lane option. However, the 5-lane option was chosen as the preferred alternative for these segments for the following reasons: • The 5-lane option has significant advantages in terms of reducing vehicle queues on both 72' Avenue and side streets compared to the 4-lane option. • Both options have significant benefits over the existing configuration related to bicycle and pedestrian comfort and safety and the 5-lane option represents only minor disadvantages related to the total width of the roadway and crossing distance for pedestrians. • Having an improved level of vehicle mobility is particularly important in the vicinity of the Hwy 217 interchange. • Impacts associated with additional needed right-of-way and cost are more limited than in other segments of the corridor. • Overall,the combination of advantages of the 5-lane option outweighed its disadvantages based on these considerations and give a very small difference in the overall evaluation criteria scores of the two options. For the remaining segment—Beveland to Dartmouth—the team had already decided to recommend protected bike lanes and sidewalk widths consistent with the other segments, but they had not reached consensus on the number of vehicle lanes (3 lanes versus 5 lanes). The team took advantage of the community open house and online survey in September 2019 to seek input on this segment (as well as the Dartmouth to Red Rock Creek segment, since the prior survey lumped these two segments into one). Participants were asked to assess which of the 3-lane or 5-lane options performs better on a variety of criteria. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 21 3-Lane Option 5-Lane Option mui MI � ; 1.ifi_ r ¢ ,o' "' s' I r 1 � ISI © ©° 11111,zie Looking at all criteria combined, the majority of respondents (44%) indicated that the 3-lane option performs better, while 33% rated the 5-lane option higher overall, and 24% indicated that both options perform the same.The only criteria for which the 5-lane option received higher ratings were "vehicle congestion along 72"Ave" and "ease of accommodating emergency vehicles. 0% 20% 40% 60% 80% 100% Safety and comfort for pedestrians walking along 72nd _ Ave 9 16 Safety and comfort for pedestrians crossing 72nd Ave 6 9 Bicycle safety and comfort 16 Ease of incorporating transit access EIMMEMI. 13 Vehicle speeds along 72nd Ave 22 19 3 Vehicle congestion along 72nd Ave 10 27 6 Ease of accommodating emergency vehicles 9 28 9 Street appearance 24 11 11 Public health and quality of life 22 12 11 Stormwater runoff impacts 22 8 13 Vehicle emissions impacts 23 13 9 •3-lane is better ■5-lane is better •Both options perform the same 0% 20% 40% 60% 80% 100% Total for all Criteria 215 160 116 •3-lane is better •5-lane is better •Both options perform the same Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 22 However,just before the open house was held,the project team met again and came up with a hybrid approach to the Beveland to Dartmouth segment that includes a hybrid parking/travel lane on both sides of the street.These would be on-street parking lanes most of the time, but would be restricted during peak AM and PM travel times so they could be used as additional travel lanes.This approach combines relative advantages of both the 3-and 5-lane options: • Eases congestion and improves vehicle mobility during peak traffic times, helping reduce vehicle queues on 72nd Avenue and side streets. • Maintains the same overall roadway width as the 3-lane section,with a positive impact on the appearance of the corridor, pedestrian crossing distances, impervious surfaces, right-of-way acquisition and project costs. • Helps improve bicycle and pedestrian safety during non-peak hours. During peak hours, higher levels of traffic will have similar effects even with more travel lanes. • Continues to provide on-street parking during non-peak traffic periods, supporting local businesses and reducing land needs for off-street parking. While this hybrid option was not developed in time to include it in the open house materials or online survey, the project team verbally explained the approach to open house attendees and most of them expressed support for this option. The preferred alternative for each segment is described in more detail in Section 3 of this report. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 23 3. PREFERRED ALTERNATIVE The preferred alternative for the design of 72"Avenue prioritizes pedestrian and bicycle safety and mobility in addition to vehicular movement.The design also takes into account how right-of-way widths and traffic conditions vary throughout the corridor.The preferred alternative identifies a shift in the centerline alignment, street cross-sections for each of the five segments, preliminary intersection design concepts for the Dartmouth Street intersection, locations for pedestrian crossings, intersection treatments, and a general approach to landscaping and stormwater management. 3.1 Centerline Alignment Shift The preferred design assumes a shift in the right-of-way centerline for 72'Avenue between Elmhurst Street and Dartmouth Street.This is recommended for the following reasons: • To avoid impacts to properties with less redevelopment potential or where existing structures will more likely be retained. • To minimize widening into areas with relatively steep slopes (the alignment north of Beveland Street affects alignment near steep slopes south of Beveland Street). • To adjust the horizontal curve approaching the Beveland Street intersection (north and south of the intersection)to minimize offset lane geometry on the far side of the approaches. This centerline shift will impact future right-of-way acquisition requirements (as discussed in the Phasing Recommendations in Section 4).The proposed future roadway alignment and right-of-way needs are depicted in the maps attached as Appendices F and H. 3.2 Preferred Street Cross-Sections The preferred alternative for all segments of 72"Avenue includes sidewalks, protected bike lanes (also known as cycletracks), and landscape strips on both sides of the street. Where the segments vary is in the number and configuration of vehicle travel lanes and the location of on-street parking.The preferred design treatments for each segment are described below and illustrated in Figure 7 through Figure 11. Design considerations for flex parking lanes, landscape strips, stormwater treatment, bus stop locations, and bike and sidewalk facilities are discussed in Section 3.3.The full concept plan depicting proposed improvements for the corridor in plan view is attached as Appendix F. Figure 6. Corridor Segments l , 72M❑AVE Hwy 217to 4 _ 1=1 Gonzaga m; Gonzaga to Beveland to o Dartmouth to Red Rock Creek Red Rock Creek ,,,H Dartmouth to Pacific Hwy Beveland 70TH Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 24 HIGHWAY 217 TO GONZAGA STREET This segment at the south end of 72nd Avenue is currently relatively wider than the rest of the corridor in order to accommodate multiple turn lanes onto existing Highway 217.There are bike lanes on both sides of the street, a complete sidewalk and landscaping strip on the west side of the street, and limited sidewalk on the east side of the street. The proposed cross-section for this segment includes two travel lanes in each direction, one continuous center turn lane, protected bike lanes, and sidewalks and pedestrian amenities on both sides. Bus stops would be located in the outside travel lanes. See Figure 7. At the north end of this segment, an enhanced pedestrian crossing with a High Intensity Activated Crosswalk (HAWK) signal is proposed at Gonzaga Street. See Figure 12 in Section 3.4. Figure 7. Highway 217 to Gonzaga Street Section i , ovv� 8' 1' 6' 5' 11' 11' 12' 11' 11' 8' 6' 6' U BUS BUS VI a U Q STOP STOP =0LLI I- 1 1,.7, u >_ ' '4 'CC +II t , v I ROW 96' 5 Lanes -No Parking - Cycletrack Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 25 GONZAGA STREET TO BEVELAND STREET This one-block segment currently includes a travel lane in both directions,turn lanes at the intersection, bike lanes in both directions, and sidewalk and landscaping strip on the west side of the street. The proposed cross-section for this segment includes two travel lanes in each direction, one continuous center turn lane, protected bike lanes, sidewalks and pedestrian amenities, and on-street parking on the east side of the street. See Figure 8. Figure 8. Gonzaga Street to Beveland Street Section a A1111 Y l‘, --.„-- ,, , 11. ii i II 1 I I I I I I 1 1 I m- 8' 8' 1' 6' 5' 11' 11' 12' 11' 11' 8' 5' 6' 1' 8' a BUS BUS +11 J V STOP STOP { Q J LU ~ [ iLif w O J V At iLI w V O V c 47 ROW 104' 5 Lanes-Parking on East Side-Cycletrack Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 26 BEVELAND STREET TO DARTMOUTH STREET Between Beveland Street and Elmurst Street, this segment of 72nd Avenue currently consists of one travel lane in each direction, sidewalk on the east side of the road, and limited sidewalk on the west side of the road. Between Elmhurst Street and Dartmouth Street,the section widens to accommodate a center turn lane, an additional southbound travel lane, and right turn lane.This last block also includes bike lanes,tree planters, and sidewalk in each direction of travel. The proposed cross-section for this segment includes one travel lane in each direction, flex parking lanes on both sides, one continuous center turn lane, protected bike lanes, and sidewalks and pedestrian amenities. Flex parking lanes are hybrid on-street parking/vehicle travel lanes. Most of the time,these will provide on-street parking, but during peak AM & PM travel times, parking will be restricted and the parking lanes will be used as additional travel lanes in each direction to relieve congestion during rush hour. (Additional discussion of flex parking lanes can be found in Section 3.3 Design Considerations). Flex parking lanes would also serve as bus pull-out lanes. See Figure 9. An enhanced pedestrian crossing is also proposed within this segment, with a new traffic signal and pedestrian crossing signal at Elmhurst Street. See Figure 12 in Section 3.4. Figure 9. Beveland Street to Dartmouth Street Section °), - - . 1 000t t. f Vii' s. I , c ,�, 9 P, 8' l' 6' 5' 11' 11' 12' 11' 11' 8' 6' 6' BUS I BUS USTOP w/ sroP a U J ■ N O J I— 0 O m" W LLI W 14I 4 U X w X w / tj L.,z wz LL d LL 4 ROW 96' 3/5 Lanes-Flexible Parking/Travel Lanes-Cycletrack Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 27 DARTMOUTH STREET TO RED ROCK CREEK From north of Dartmouth Street to Baylor Street,this segment of 72nd Avenue currently consists of a center turn lane and travel lanes in each direction. From Baylor Street to south of Red Rock Creek,the section narrows with the loss of the center turn lane. The proposed cross-section for this segment includes one travel lane in each direction, one continuous center turn lane, protected bike lanes, sidewalks and pedestrian amenities, and on-street parking on both sides of the street (which also serves as a bus pull-out lanes). See Figure 10. Two new enhanced pedestrian crossings are proposed within this segment. A crossing with a Rapid Rectangular Flash Beacon (RRFB) is proposed between Clinton Street and Baylor Street and an enhanced crossing of some kind (to be determined) is proposed for a future trail crossing south of Red Rock Creek. See Figure 12 in Section 3.4. Figure 10. Dartmouth Street to Red Rock Creek 4, it �i10 1 � . __:Tizl, Ar 9 �1 8' 1' 6' 5' 8' 1 1' 17 11' 8' 8' 6' 6' f Y �, U BUS BUS V1 U Y Q < STOP STOP m tn 1- < cU P l y l P u a 173 >. o o 2 ( v v ROW 90' 3 Lanes-Parking Both Sides-Cycletrack Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 28 RED ROCK CREEK TO PACIFIC HIGHWAY This segment at the north end of the corridor is constrained by adjacent steep topography and vegetation.The existing cross section of 72nd Avenue along this section,from south of Red Rock Creek to South of Pacific Highway consists of a narrow two-lane road, widening with turn lanes at the intersection of 72nd Avenue with Highway 99. The proposed cross-section for this segment includes one travel lane in each direction, protected bike lanes, and sidewalks and pedestrian amenities. No turn lane or on-street parking are proposed. See Figure 11. Figure 11. Red Rock Creek to Pacific Highway iroi. 4 -Am-A- 1.,7ra ,,,,,,,.# E, , , II '. 1I 1 11 1 8' 1' 6' 5' 11' 11' S' 6' 1' 8' Y L) Y J U U J a ce c a 1 t 1 c J C N >- >- v, U U I ROW 62' 2 Lanes-No Parking-Cycletrack 3.3 Design Considerations FLEX PARKING LANE DESIGN The preferred alternative for the Beveland to Dartmouth segment includes flex parking lanes, which are hybrid on-street parking/vehicle travel lanes. Some criteria to consider for successful flex lane design include: • Enforcement of parking during prohibited periods. • Parking demand during periods when parking is allowed. o If parking demand is low,the facility may not operate as intended during off-peak hours. • Permanent signs within the furnishing zone informing users of parking restrictions. • Parking restrictions in place either during routine peak periods or during periods of heavy traffic, determined through automatic traffic data monitoring applications activating electronic signs. • Electronic signs indicating real-time proper lane usage at major intersections. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 29 • Pavement markings using solid lane lines in advance of intersections to reduce instances of turning from the improper lane. • Pavement markings indicating parking stalls (parking"T"s) may be considered to reinforce the ability of where to park within the lane when allowed. • In general, design elements that increase the chance for mistakes to be fail-safe if a misunderstanding occurs. Flex lane transition points should include the following: • Transitioning from one to two lanes does not need to be overly informative to the driver, as the roadway will open up without the need for merging to occur. • Transitioning from two to one lane requires the need to communicate with the driver in advance of the transition, either through the use of permanent signs or electronic signs displaying real-time information. In general, pavement markings cannot be relied upon for conveying detailed time-of-day information.The consideration of including pavement markings for parking should be considered exploratory at the moment. STREET TREE/ STORMWATER PLANTER STRIP LOCATION Landscape strips are proposed to be located between the bike lane and roadway.These landscape strips are proposed to include street trees and stormwater management facilities using Low Impact Design Approach (LIDA) planters (if the City chooses the local approach versus the regional approach to stormwater management—see Section 5.1).This placement of the landscape strip has the following advantages: • Simpler to accommodate storm drainage from both the sidewalk space as well as the roadway space. • Further separates bicyclists from: 1)the door zone of parked cars, and 2) splashing from adjacent drivers. • Visually 'narrows'the street more. • Provides extra width for driveways to ramp higher up toward the level of the bikeway, rather than requiring the bikeway to drop down/ raise up a significant amount throughout the corridor. • The extra space between the bikeway and the roadway will provide partial separation by default for what's required at the approaches to protected intersection treatments. • Permeable pavers can be used between plantings at locations of high parking demand to allow for passengers to be able to step out of the vehicle onto a firm surface. • A combined walking/biking area will allow for easier maintenance of the facility. • Street tree species selected for the corridor should not produce litter that interferes with bike/ped zone or branches that will be hit by buses or large trucks Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 30 BUS STOP LOCATIONS (IN-LANE vs. PULLOUT) The concept plan and street sections display two detailed examples of bus stop configurations (as well as the association with bike and pedestrian facilities): in-lane and pullout stops. In the case of flex parking lanes, parking at bus stops will be restricted at all hours to allow for curbside service. Along segments of the roadway that do not contain flex parking, it is assumed the bus stop would be: • a pullout stop if there is a single motorized vehicle lane in the same direction of travel • an in-lane stop if there are two motorized vehicle lanes in the same direction of travel For the pullout bus stop example shown between Dartmouth and Red Rock Creek,the street width would expand by 2'to transition from an 8' wide parking lane to a 10'wide dwell location for the bus, an 8'wide platform, a 6'wide bike facility, and a 6'wide sidewalk.The assumed widths should be verified by all relevant stakeholders before proceeding with detailed design of a given corridor segment. Note: Potential bus stops are shown in the illustrative street sections between Hwy 217 and Beveland. Although there are no current plans by TriMet to locate bus stops here,the transit agency has suggested that there could be future service in this segment of the corridor. SIDEWALK/ BIKE FACILITY CROSS SECTION Following are guidelines which are typically used to design bike facilities and sidewalks.The widths of these facilities identified in the preferred alternative design are generally consistent with these guidelines. 72ND AVENUE CROSS SECTION ASSUMPTIONS • Total sidewalk/cycletrack: 20' • Sidewalk: 8' • Buffer(pavers, colored concrete, directional indicators): 1' • Cycletrack: 6' • Tree planting/amenity zone/possible stormwater facility(soil cells or structural soil) under permeable pavement): 5' BIKEWAY WIDTH GUIDANCE A bikeway width of 6.5' is typically desired to enable people biking to be able to comfortably pass each other while traveling in the same direction. Specific minimum and recommended bikeway widths are dependent on future bike volumes,which are difficult to estimate along the corridor given the significant transformation expected to occur within the study area due to this project as well as changes to land use in the surrounding area based on zoning allowances. Available guidance provides three scenarios of bike volumes to consider(during the peak hour in the same direction of travel)that correspond to minimum and recommended bikeway widths: Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 31 • less than 150 people biking= 5' minimum, 6.5' recommended • 150-750 people biking= 6.5' minimum, 8' recommended • greater than 750 people biking=8' minimum, 10' recommended A high-quality and continuous bike facility along a commercial corridor combined with expected dense redevelopment activity in the project vicinity will likely result in future bike volumes that surpass 150 people during the peak hour in the same direction of travel. Based on this assumption,the proposed bikeway width of 6' is considered to be relatively narrow, but acceptable, as the bikeway will be at the same elevation as the adjacent sidewalk which will allow people biking to ride closer to the edge of the bikeway when being passed by others, effectively operating more similarly to a 6.5' wide bikeway. BIKE-PEDESTRIAN SEPARATION Bike facilities directly adjacent to and at the same elevation as sidewalks benefit from visual and textural differences to separate the two facilities, potentially also including a minimally raised form of separation at the seam between the two facilities that can be detected by people walking that have vision impairments. It is ideal for the raised form of separation to not be so obtrusive that it prevents people from being able to easily cross the space if needed, and the separation should not be so large that it becomes a tripping hazard and potential liability. Introduction of taller vertical elements alongside the bikeway and sidewalk would also reduce the usable width of each facility. The use of vertical flex posts (aka flexible delineators, candle sticks, etc.) has become more commonplace alongside separated bike facilities.The intent of using such vertical elements is to better separate people biking from adjacent motor vehicle traffic due to significant differences in travel speeds and is not ideal for use on sidewalks. Examples of bikeway/sidewalk treatments illustrating these principals of bike-pedestrian separation are provided below. High Quality: • • • • • Acceptable: Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 32 1 -111::,,,..,r_ iiip.-=6„........ i ,\ „414- ., ,e, , . __ 7 ;14,.,1 - ,, w Pi QQ Undesirable: - i ; � C 3.4 Pedestrian Crossings The preferred alternative identifies locations of several new protected pedestrian crossings (see Figure 12). New traffic signals with pedestrian crossing signals are proposed at Elmhurst Street and Atlanta Street.A new High Intensity Activated Crosswalk (HAWK) signal is proposed at Gonzaga Street, and a new Rapid Rectangular Flash Beacon (RRFB) is proposed between Clinton Street and Baylor Street. Finally, an enhanced pedestrian crossing of some kind is proposed for where a future trail crosses 72nd Avenue south of Red Rock Creek, but the facility type is yet to be determined. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 33 Figure 12. Proposed Pedestrian Crossings Proposed / is a: .1• Existing •• HAWK s•Signal Proposed Exi�tin9 Proposed Proposed ti I Signal Sinal RRFB Signal r , Enhanced pedestrian • iiii w` crossing i joi • ,0 t I �, (facility t pe TBD) • a o LEGEND • Project Study Area HAWK Rapid Flash Beacon (RRFB) Future Sheet j Bike Lane(Both Sides) 4 * ;- Bike Lane(East Side) /7h/.[l Existing Trail �J�C! IIIIII!I IIIA III IIIV FotIIrt Path rb - \ - Future fret vr led 3.5 Intersection Improvements The project team developed detailed design concepts for the intersection of Dartmouth Street and 72nd Avenue.The proposed design includes a protected intersection, which keeps bicycles and pedestrians physically separate from motor vehicles up until the intersection, providing a high degree of comfort and safety for people of all ages and abilities.This design can reduce high-speed vehicle turns, improve sightlines, and reduce the distance and time during which people on bikes are exposed to conflicts.'A diagram of the proposed design is provided in Figure 13.The intersection design was evaluated to ensure it can accommodate turning by large vehicles such as buses and large trucks. A typical TriMet bus was used as the design vehicle for this assessment.The outline of the bus's path (turning radii) is shown in red on the diagram. Design concepts for the remaining intersections were not part of the current project scope, but will be developed by the City as part of the detailed design of corridor segments in which they occur.The approach for the Dartmouth intersection can be used as a starting point for the design of those intersections. 1 NACTO,Don't Give Up at the Intersection:Designing All Ages and Abilities Bicycle Crossings, May 2019 Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 34 Figure 13. Design Concept for Dartmouth and 72nd Avenue Intersection i In I MO Ai =1* RAI iii trillik ii 1111111111 _ A - �; r = _ - ., I clp1 ,— .41. — rl { 1 1_ ISW Dartmouth St , , in.., � Al IMO.aa 1 1 �1r I I -0,-..--- . E �� I mmtt / k+ \\--111 I I I 111111 i 11111111111 L JI_ zr V N 3 a . A V/////////A Planned TriMet Bus Stop Sidewalk Protected Bikeway Center Median/Turn Lane Stormwater Planter/Permeable Pavers Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 35 4. PHASING RECOMMENDATIONS AND COST ESTI MATES The recommended improvements to 72"d Avenue will not be implemented all at once. Rather, improvements will be made in phases,with different portions of the corridor being improved at different times.This section of the report summarizes the proposed phasing plan for 72"d Avenue;the full plan is attached as Appendix G. 4.1 Phasing Factors In determining the optimal phasing for making the corridor improvements,there are several factors that should be considered, including future traffic demands, ultimate ROW needs, development and redevelopment, local and regional transportation planning, utility planning, and availability of specific funding. Each of these factors and their influence on the recommended phasing is described below. Future Traffic Demands — Vehicular From a vehicular traffic perspective,the key factor influencing the phasing of the project would be the future planned improvements for the Highway 217 overcrossing.The current overcrossing accommodates only three lanes, which constrains traffic conditions at the southern end of the project. Therefore,traffic flow would not fully benefit from constructing the full corridor improvements (all additional lanes) until the Hwy 217 overcrossing was constructed.This work is currently not scheduled by ODOT. However, improvements to the road segments from Dartmouth Street to Pacific Highway can be done independently of the Hwy 217 overcrossing, because they would not increase future traffic volumes and would be primarily triggered by needed bike/ped facilities.Therefore, it can be improved and will see benefits sooner. Future Traffic Demands — Pedestrian The City of Tigard identifies the segment between Dartmouth and Pacific Highway as a difficult connection for walking, due to the lack of available pedestrian facilities. Because of this deficiency and the fact that there are several points of interest along this segment (large grocery stores and a movie theater), pedestrian improvements through this section should be prioritized to provide improved pedestrian access to these and other land uses within this segment. In addition,there are additional gaps in existing pedestrian infrastructure on the West side of 72nd between Elmhurst and Beveland, and on the east side between Beveland and Gonzaga. Future Traffic Demands — Bicycle SW 72nd Avenue through this corridor is identified as a regional bikeway on Metro's regional transportation plan and represents one of the few opportunities to cyclists traveling north-south to cross Hwy 217. Bike infrastructure exists sporadically throughout the corridor and the City bike map has identified the sections between Hampton Street and Hwy 217 and the intersection with Pacific Hwy as the most difficult connections within the corridor. From a phasing perspective, bicycle infrastructure Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 36 priorities should focus on filling existing gaps in the network and addressing challenging intersections. The segment north of Dartmouth is prioritized because it largely lacks bike lanes. Right-of-Way Needs There is insufficient available publicly-owned right-of-way (ROW) in order to construct the full corridor improvements.The extent of ROW needs varies by segment, as described below. Segments requiring larger amounts of property acquisition may be more difficult or expensive to construct. • Hwy 217 to Gonzaga—Acquisition of a strip of right-of-way("strip takes") will be needed from three parcels along 72nd Avenue, as well as additional slope and temporary construction easements for one parcel. • Gonzaga to Beveland—Strip takes will be necessary from four parcels. • Beveland to Dartmouth—Strip takes will be necessary from fourteen parcels, and three entire residential parcels will need to be acquired. However,these properties are likely to be redeveloped at some point in the future. Waiting for redevelopment to occur prior to construction of this segment would help the City avoid the need to acquire these parcels and would allow for developer contributions to be used as a funding strategy in this segment. • Dartmouth to Red Rock Creek—Strip takes will be necessary for 10 parcels on the east side of 72nd Ave. Slope easements and temporary construction easements will be required for up to three parcels on the west side for construction of retaining walls and driveways. • Red Rock Creek to Pacific Hwy—Strip takes will be necessary for four parcels. A map of proposed corridor improvements illustrating ROW acquisition needs is attached as Appendix H. Development and Redevelopment The Phasing Plan (Appendix G) includes a map that shows parcels in the Tigard Triangle with anticipated interest in development.The bulk of anticipated development is located along the East side of 72nd Avenue. Development interest is currently focusing on 72nd Avenue around Dartmouth Street and extending north towards Pacific Highway. Should development of those properties move forward,the City may require half street improvements or contributions into a fee in lieu for public right-of-way improvements (as described below in Section 4.3 Funding Sources and Strategies).The City may wish to consider constructing public improvements across the remaining development gaps concurrently,to both encourage development and eliminate gaps within constructed infrastructure.This anticipated development interest is a key factor in establishing the phasing plan. Local and Regional Transportation Planning Projects There are three significant projects being planned within the Tigard Triangle by regional agencies as well as several City of Tigard projects which should be considered when phasing improvements to the 72' Avenue corridor. Funding and the schedule of these projects is relatively unknown.The projects are described in more detail in Phasing Plan. • Southwest Corridor—The planned crossing of the SW Corridor Light Rail Line at 72nd Avenue at Elmhurst Street could impact phasing of the Beveland to Dartmouth segment. Construction of Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 37 improvements in this segment should not occur until the light rail improvements are either constructed or at least designed in more detail, in order to avoid reconstruction of costly improvements and to build on funding from the SW Corridor Project. • Hwy 217 Interchange Improvements—This project would reconstruct the freeway interchange and would include several improvements to 72nd Avenue.The segment between Hwy 217 and Gonzaga should be phased with this project in mind. • Beveland Overcrossing Improvements—The project may include the reconstruction of Beveland Street at 72nd Avenue. It might be wise to break this intersection out into a separate segment, to allow it to be constructed separately from the 72nd Avenue improvements. • Red Rock Creek Trail—Trail connections should be considered during the development of the two segments adjacent to Red Rock Creek. • Atlanta Street Extension—Improvements within the Dartmouth to Red Rock Creek section should anticipate development of this new road extension. • Baylor/Clinton Street Extensions—These street extensions would cross developed private property. Phasing of 72nd Avenue improvements should only consider this if the parcel is slated for development. • Multi Use Path Improvements—Several multi use path improvement projects perpendicular to 72nd Avenue could affect the design of the street improvements, but they are unlikely to have an impact on phasing considerations. • Highway 99W/72nd Avenue Intersection Improvements—The intent of the project is to provide increased capacity at priority intersections, including bus queue bypass lanes at some locations, improved sidewalks, priority pedestrian crossings, and an access management plan. These improvements are unlikely to have an impact on phasing considerations. Utility Planning The following utilities should be factored into the phasing of improvement to 72nd Avenue. • Water Facilities—The Tigard Triangle Plan notes that the existing water system is adequate to support proposed development. Water improvements anticipated to be limited to modifications to existing hydrants and meters only. • Sewer Facilities—The Tigard Triangle Plan notes that the existing sewer system is adequate to support proposed development. No modifications to the existing sewer system are anticipated. • Stormwater Facilities—Should the city elect to utilize regional Stormwater facilities in lieu of in- corridor mitigation techniques, it would have an impact on street cross sections and potentially conveyance infrastructure. See the discussion of Approach to Stormwater Management in Section 6: Other Implementation Strategies for more information. • Private Utilities—Private power and communication services are run overhead on poles along the east side of 72nd Avenue between Hwy 217 and SW Hermoso Way, underground from SW Hermoso to SW Clinton, and then back to overhead between Clinton and Pacific Hwy. Coordination with private utility providers for utility relocation or undergrounding will need to be considered if phased improvements are considered. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 38 4.2 Phasing Recommendations Based upon the above considerations and City staff input, the corridor segments are prioritized in the following phasing sequence: 1. Dartmouth Street to Red Rock Creek 2. Red Rock Creek to Pacific Highway 3. Beveland Street to Dartmouth Street 4. Gonzaga Street to Beveland Street 5. Highway 217 to Gonzaga Street 4.3 Funding Sources and Strategies The availability of funding is also critical to the phasing of improvements to 72nd Avenue. A number of funding sources and financing strategies can be used to help pay for proposed improvements. Potential sources and strategies are summarized below; greater detail is provided in Appendix G. FUNDING SOURCES Developer Contributions.As development occurs along 72nd Avenue, developers can be required to make certain improvements to the roadway. Developers can only be required to pay for the portion of the improvement that is proportionate to their impact on the facility. As an alternative,the City can charge a "fee-in-lieu"which is intended to cover the developer's share of the costs. However, requiring developers to construct improvements is preferable, as it results in greater certainty that the improvements will be made. Tax Revenues.Three sources of tax revenues are used to fund transportation improvements within the City of Tigard and can be used to contribute to the cost of improvements to 72nd Avenue.These include state gas tax and vehicle registration revenues from the Oregon Highway Trust Fund, as well as county and city gas tax revenues. Funding is flexible, but is used throughout the City for a wide variety of transportation projects and maintenance needs.Approximately one (1.0) percent of this fund must be reserved for maintenance and construction of bicycle facilities. Urban Renewal Funding.The Tigard Triangle Urban Renewal District uses tax increment financing to pay for a variety of projects within the district, including transportation and other infrastructure improvements.The New Tigard Triangle: Planning for Equitable Development Implementation Strategy allocates approximately$2 million in funding to be dedicated to improvements along 72nd Avenue in the near term (2020-2025).These funds potentially could be used to pay for a portion of the improvements or for detailed design of the improvements in the corridor. System Development Charges(SDCs).The City charges a transportation SDC for new development which covers the cost of transportation improvements necessitated by new growth. SDC revenues are pooled and used to pay for transportation improvements projects identified in the city-wide capital improvement plan associated with SDC. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 39 Special Assessments. Special assessments allow local jurisdictions, with the agreement of property owners,to put into place additional property taxes to pay for specific capital projects or ongoing costs. A variety of special assessments are available in Oregon to fund a range of improvements, including sidewalks, curbs, gutters, street lighting, parking structures, and downtown or commercial zone transportation improvements.These assessments are commonly counted as revenue towards the limitations established by Measure 50. Local Improvement District(LID). This tool is typically used to pay for infrastructure improvements in a specific geographic area which collectively benefit people or property owners in that area. LIDs are particularly well-suited for projects that have a more localized special benefit and where property owners have sufficient resources, anticipated benefits and motivation to agree to participate in the LID. Portions of the 72nd Avenue corridor could lend themselves to use of this tool. Bonding. Bonding is a method of financing construction projects by borrowing money and paying the borrowed sum with interest back over time. Funds could be obtained by general obligation bonds approved by voters, revenue bonds, or other debt financing.This method requires smaller regular payments than the full cost of the project, but increases the total cost of the project due to interest. Related Regional and State Project Funding. As described in Section 4.1 Phasing Factors, a number of projects are planned or programmed by the Oregon Department of Transportation (Highway 217 interchange projects), Metro/TriMet (Southwest Corridor Light Rail Corridor), and the City of Tigard (within its Transportation System Plan).These projects may provide opportunities to use state, regional or local funds to pay for a portion of the improvements to 72nd Avenue. Grant Programs.A number of grant and other funding programs from federal, state, and regional agencies, as well as private corporations and non-profit groups, can be used to pay for specific types of transportation improvements—particularly bicycle and pedestrian projects. Programs that could be applicable to improvements along 72nd Avenue include but are not limited to: • Federal: o Office of Sustainable Communities Greening America's Communities Program o Community Development Block Grant (CDBG) program–Can be used for infrastructure projects in areas with low and moderate incomes. • State of Oregon: o Oregon Department of Transportation (ODOT) ■ Statewide Transportation Improvement Program (STIP) ■ All Roads Transportation Safety Program (ARTS) ■ Oregon Community Paths Program (OCPP) ■ Washington County Major Streets Transportation Improvement Program ■ Multi-Modal Active Transportation Fund ■ Oregon Transportation Infrastructure Bank Loan program o Oregon Department of Environmental Quality(DEQ)–Federal funding to address non-point pollution Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 40 o Oregon Parks and Recreation—Local Government Grant Program, Land and Water Conservation Fund, and Recreational Trails Program • Metro: Flexible funding and grant programs for transportation, restoration, and neighborhood livability • Private and Non-Profit: o Corporate donations and sponsorships o PeopleForBikes Community Grant Program o The Robert Wood Johnson Foundation—Public health grants o The Wal-Mart Foundation—Environmental Sustainability grants These programs are described in more detail in the Phasing Plan. FUNDING STRATEGIES General strategies for using available funding sources at different times include: • Continue to require developers to make improvements associated with new projects along specific stretches of 72nd Avenue.This strategy may be used for any segment and may be particularly helpful in segments for development directly adjacent to 72nd Avenue is anticipated or proposed in the short term. • Within the highest priority corridor segments, supplement developer contributions with one or more other sources of available funding to complete a half or full-street improvement for the entire segment.To the extent that enough funding is available to pay for a complete portion of a segment on one or both sides of the roadway in a high priority segment where development is occurring in the short-term, specific funding sources should be used. In other segments,the timing or phasing of use of specific funds will depend on their availability for projects in the 72nd Avenue corridor vis-a-vis other areas of the City. • Consider using the urban renewal funds programmed for 72nd Avenue either to complete detailed design work for the entire corridor or to allow for completion of construction for a high priority segment in the near term. Urban renewal funds also may be available in the longer term to help fund lower priority corridor segments as urban renewal funds build up over time. • Continue to apply for and use available state and/or federal grant funding on an opportunistic basis to supplement the funding sources above. • Consider use of one or more LIDs if property owners are willing and motivated to approve them to fund completion of segments where other funding sources are not available.The timing of use of LIDs will depend on the overlap of property owner willingness and gaps in other funding sources. 4.4 Cost Estimates The project team prepared planning level cost estimates for construction of the proposed improvements for 72nd Avenue.Table 5 provides cost estimates for each project component, split out by half street for each segment and by intersection. For each project component, estimates take into account roadway improvements, retaining walls, earth work, landscaping, drainage swales, street signs, lighting,transit stops, ROW acquisition, permitting, and other costs. Estimated costs are based on unit costs for specific Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 41 elements of the recommended design. Construction and ROW contingencies of 40% are also included in the total cost estimate. Detailed cost breakdowns and assumptions specific to each project component are included in Appendix B of the Phasing Plan (Appendix G to this report). Table 5. Planning Level Cost Estimates PROJECT WORK ITEMS COST Mobilization[3] $ 1,304,010 Temporary Traffic Control[4] $ 600,925 Erosion/Sediment/Pollution Control Plan[5] $ 240,370 Removal of Structures and Obstructions[6] $ 60,095 Clearing and Grubbing[7] $ 120,185 Project Component: SW 72nd Ave:Hay 99 to Red Rock Creek-East side $ 625,276 Project Component: SW 72nd Ave:Hay 99 to Red Rock Creek-West side $ 510,836 Project Component: SW 72nd Ave:Red Rock Creek to SW Dartmouth St-East Side $ 1,380,106 Project Component: SW 72nd Ave:Red Rock Creek to SW Dartmouth St-West Side $ 1,284,906 Project Component:Intersection of SW 72nd Ave and SW Baylor St $ 241,750 Project Component:Intersection of SW 72nd Ave and SW Clinton St $ 244,600 Project Component:Intersection of SW 72nd Ave and SW Dartmouth St $ 564,200 Project Component: SW 72nd Ave: SW Dartmouth St to SW Beveland St-East side $ 981,272 Project Component: SW 72nd Ave: SW Dartmouth St to SW Beveland St-West side $ 2,730,462 Project Component:Intersection of SW 72nd Ave and SW Elmhurst St $ 262,625 Project Component:Intersection of SW 72nd Ave and SW Hennoso Wy $ 262,400 Project Component:Intersection of SW 72nd Ave and SW Beveland St $ 373,950 Project Component: SW 72nd Ave: SW Beveland St to SW Gonzaga St-East Side $ 404,126 Project Component: SW 72nd Ave: SW Beveland St to SW Gonzaga St-West Side $ 495,946 Project Component:Intersection of SW 72nd Ave and SW Gonzaga St $ 375,925 Project Component: SW 72nd Ave: SW Gonzaga St to Highway 217-East Side $ 550,840 Project Component: SW 72nd Ave: SW Gonzaga St to Highway 217-West Side $ 597,370 Project Component:Intersection of SW 72nd Ave and SW Hampton St $ 131,900 Construction and ROW Subtotal $ 14,344,076 Construction and ROW Contingencies:40% $ 5,737,635 TOTAL CONSTRUCTION AND ROW COST $ 20,081,711 Design Engineering&.Administration: 13% $ 2,610,625 Construction Engineering Services: 12% $ 2,409,810 TOTAL ENGINEERING&ADMINISTRATION $ 5,020,435 ITOTAL $ 25,102,146 Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 42 5. OTHER IMPLEMENTATION STRATEGIES In addition to strategies related to phasing of improvements, costs, and funding, the project team has identified additional strategies for the City to consider in implementing the preferred design alternative for 72nd Avenue.These include approaches to stormwater management, Development Code amendments, streetscape design, and additional public involvement, as described below. 5.1 Approach to Stormwater Management The City of Tigard has adopted Clean Water Services (CWS) standards for stormwater facilities within the city. At the time of permitting application,the City will be required to meet the latest CWS standards in the design and construction of corridor improvements for 72nd Avenue.The City's chosen approach to stormwater management will be a critical component of the design of the improvements, and will have implications for streetscape design, land need, and cost, among other considerations.There are two basic approaches to consider: regional stormwater treatment and local treatment through the use of LIDA planters. Option 1: Regional Treatment The City of Tigard Stormwater Master Plan includes a regional wetland detention pond downstream of the proposed improvements (CIP#501).The 72nd Avenue project is noted as a potential part of the regional stormwater management approach to support redevelopment in the Tigard Triangle.This project also notes that the area fills with silt from upstream erosion, and that completion of upstream projects (CIP#s 502, 503, 504&506) may need to be completed prior to the regional detention system project.This regional detention system could be used to meet water quality treatment requirements per CWS standards. Option 2: LIDA Treatment The corridor improvements propose the inclusion of 5-foot wide landscape and amenities zones on both sides of the roadway.There is sufficient width within this amenities zone to accommodate LIDA facilities (likely Streetside LIDA planters) spaced throughout the corridor. Due to the topography along the West side of 72nd Avenue, infiltrating LIDA facilities may not be appropriate due to potential impacts to steep slopes or retaining walls, and should be evaluated on a case-by-case basis. The City also could consider acquiring right-of-way along the corridor for stormwater facilities such as extended dry basins or constructed water quality wetlands. Further analysis of the stormwater management requirements and options is provided in Appendix A of the Phasing Plan (Appendix G to this report). Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 43 5.2 Development Code Amendments The proposed designs for 72"d Avenue differ from the City of Tigard's typical design standards for arterial streets, which are provided in the Tigard Development Code (TDC).As such, standards for the preferred design of the street will need to be codified in the TDC.The most appropriate place for street design standards specific to 72"d Avenue is in the Tigard Triangle Plan District chapter of the code (TDC 18.660). Similar street-specific standards for River Terrace Boulevard are found in the River Terrace Plan District chapter(18.640). Table 6 identifies the sections of the Tigard Triangle Plan District code to which the project team recommends modifications to reflect the preferred design of 72"d Avenue The recommended draft code text in underscore and strikeout format is attached as Appendix I. Table 6. Recommended Development Code Amendments TDC Section Amendment Needed 18.660.070.G.Site Design Standards: Driveways Modify section so that driveway standards Provides standards for the quantity, location, and further limit the number of driveways allowed for needed site distance for driveways on properties street frontages along 72"d Avenue. within the Tigard Triangle. 18.660.090 Transportation Facility Standards C.1.b. General standards. Add maps depicting right-of-way dedication needs for development sites on 72"d Avenue. C.4.a.Street design. • Add a separate table for 72"d Avenue that Table 18.660.9 provides standards for street defines standards for each discrete corridor right-of-way width,vehicle lane number and segment. width, on-street parking, and sidewalk corridor • Add cross-section figures for each segment. widths and features. • Include notes about turn lanes, parking, bike The cross-section in Figure 18.660.5 illustrates lanes, sidewalks,furnishings, and transit these standards. facilities as needed. • Add plan view map of 72"d Avenue improvements. C.4.e. Bicycle facilities. Add another type of bike facility to describe the Lists the types of bike facilities and 72"d Avenue concept for protected bike lanes. improvements. C.4.f.Transit facilities. Modify language to say that transit facilities must Lists the types of transit facilities, improvements, meet City as well as TriMet standards. and factors that determine the level of transit improvements needed. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 44 5.3 Planning and Design for Future Improvements Streetscape Improvements The outcome of the 72nd Avenue Transportation Study is a proposed conceptual design for improvements to the 72nd Avenue corridor. Before these improvements can be implemented, the City of Tigard will need to develop detailed designs for each of the corridor segments. This will include more detailed engineering of the street facility and intersections as well as more detailed streetscape design. The Toolkit of Design Elements (Appendix C) provides a range of options for the City to consider regarding things like pedestrian and bicycle crossings, paving treatments, transit stations, street trees and other landscaping, lighting, wayfinding, benches, bike racks, etc.These components of the streetscape will be important elements of a cohesive design scheme that makes 72nd Avenue a comfortable, safe, and desirable place for those walking and biking. Additional Public Involvement Detailed designs for the 72nd Avenue facility will benefit from additional stakeholder involvement and coordination. Community members should have the opportunity to weigh in on specific streetscape and intersection designs through surveys, public events, and/or other engagement techniques. While some of these design elements—such as street furnishings—will be applicable to the entire corridor, others will be specific to individual corridor segments. As such, the City should first focus on those segments identified as higher priorities for the phasing of improvements, as outlined in Section 4.3 of this report. Coordination with TriMet The City should also coordinate with TriMet on designs for a future light rail transit (LRT) crossing, which is planned as part of the Southwest Corridor Light Rail Project. Current plans for the project show the LRT alignment crossing 72nd Avenue at Elmhurst Street, with a station approximately 200 feet east of 72nd Avenue on Elmhurst. Improvements associated with this crossing should be coordinated with other improvements to the 72nd Avenue corridor.The City and TriMet should coordinate design considerations such as the potential need for a traffic signal,the design of bike/ped crossing facilities, access spacing, and transitions with on-street parking areas. Preliminary designs and recommendations for a potential crossing have been prepared by DKS Associates and are included as Appendix J to this report. Interchange Area Management Plan for Highway 217 As noted in the future traffic analysis, the Highway 217 interchange is expected to constrain traffic at the south end of the corridor. Without improvements to the interchange, long queues and delays will be experienced along 72nd Avenue as well as on most side-street approaches. The Phasing Plan (Appendix G) notes that improvements to the Highway 217/72nd Avenue are indeed planned, as identified in the City of Tigard Transportation System Plan, the Metro Regional Transportation Plan 2014, and on the Highway 217 Corridor Improvements list from Washington County. As part of the planning effort for these improvements, the City should consider partnering with ODOT to prepare an Interchange Area Management Plan (TAMP). The purpose of an TAMP is to determine what Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 45 transportation solutions and/or land use and policy actions are needed in an interchange area and how best to balance and manage transportation and land use issues over time. Its intent is to protect the function and operations of state highway interchanges and the supporting local street network.The development of an TAMP would require close coordination between ODOT and the City and should include public outreach to affected property and business owners, and users of the transportation facilities. Tigard 72nd Avenue Transportation Study June 2020 Corridor Study Report 46 APPENDICES APPENDIX A: PUBLIC INVOLVEMENT SUMMARIES APPENDIX B: EXISTING CONDITIONS REPORT APPENDIX C:TOOLKIT OF DESIGN ELEMENTS APPENDIX D: FUTURE TRAFFIC CONDITIONS ANALYSIS REPORT APPENDIX E: ALTERNATIVES EVALUATION MATRIX APPENDIX F: CORRIDOR DESIGN CONCEPT APPENDIX G: PHASING PLAN APPENDIX H: RIGHT-OF-WAY EXHIBIT APPENDIX I: DRAFT AMENDMENTS TO TIGARD DEVELOPMENT CODE APPENDIX J: DESIGN CONCEPT FOR POTENTIAL CROSSING AT ELMHURST STREET Tigard 72nd Avenue Transportation Study June 2020 AIS-5106 4. Workshop Meeting Meeting Date: 02/21/2023 Length (in minutes): 60 Minutes Agenda Title: Joint Meeting with Planning Commission -Tigard MADE (Maintain,Advance, Diversify Employment) Project Briefing Authored By: Hope Pollard Presented By: Associate Planner Hope Pollard Item Type: Update,Discussion,Direct Staff Joint Meeting-Board or Other Juris. Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE Receive briefing on the Tigard MADE (Maintain,Advance, &Diversify Employment) code project. ACTION REQUESTED Briefing only- no formal action requested at this time. Staff requests confirmation from the Planning Commission and City Council on previous policy direction prioritizing job density in Development Code updates. BACKGROUND INFORMATION Introduction Tigard MADE (Maintain,Advance, and Diversify Employment),which started in August 2020,updates the existing land use regulations governing Tigard's employment lands. A changing economic landscape and a constrained land supply create an opportunity to build Strategic Plan Objectives and City Council Goals directly into the Development Code. The Planning Commission and City Council were introduced to the project in October and November of 2020.At a joint briefing in July 2021, the Planning Commission and City Council directed staff to continue with Development Code updates that advance Strategic Plan Objectives and Council Goals. At another briefing in March 2022, staff requested confirmation of policy goals to prioritize a greater density of living wage jobs with this project.While the Council generally supported this focus,they directed staff to provide additional data and conduct further outreach before they were comfortable deciding the appropriate methods for meeting this policy. During this briefing, staff will provide additional information and requests confirmation of policy direction, particularly where it concerns creating nonconforming circumstances. Project Background In 2021, the City's consultant,Johnson Economics, completed an Economic Opportunities Analysis (EOA). The EOA found that over the next 20 years, the City's employment is projected to nearly double in size,growing by up to 18,971 new employees and necessitating up to 1,132 acres of land to support business growth. There is currently an estimated 230 acres of vacant, partially vacant, or redevelopable land available to accommodate this projected growth. The city is land-constrained,without sufficient land supply to accommodate the projected employment/business growth (Attachments 1-3). Given the City's land constrained situation,it's time to make decisions about how to use the existing limited land supply. Staff has developed draft code updates that prioritize a greater density of living wage jobs with the land we do have available. This code recognizes that much of our existing employment land is underutilized with uses that act primarily as storage for materials or vehicles. With different land use standards, the City could allow for more job dense industries to locate here. Staff now requests direction from the Planning Commission and City Council regarding whether this is the appropriate path forward. The draft code converts nine existing base zones into four new base zones. These new base zones are listed below in order of the least restrictive to the most restrictive. •C-G: General Commercial: allows a wide range of auto-centric commercial activity and building sizes. •MUE: Mixed-Use Employment: allows the broadest range of low impact uses to locate near each other. •I-L: Light Industrial: promotes manufacturing businesses with a higher density of on-site industrial-sector jobs. •I-H: Heavy Industrial: maintains a refuge for heavy manufacturing with heavier off-site impacts. Nonconforming Circumstances The draft code recognizes that,given the constraint of available employment land in Tigard,it's time to make decisions about what to prioritize in Tigard's employment lands. The draft code under consideration prioritizes job density and innovative development,but it also creates nonconforming circumstances for some existing businesses and properties. A nonconforming circumstance is defined by the Development Code in Section 18.50.020 as "lots, structures,uses of land, and site improvements that were lawful when established,but would not be allowed under current regulations as a result of a change to the applicable base zone or development standards." Section 18.50.030 of the existing Development Code regulates how nonconforming circumstances are treated.According to this section,where the draft code changes create nonconforming situations for existing land uses: •These uses will be allowed to continue their operation but not expand. •The use can continue even if tenants/owners change, so long as the property remains vacant for no longer than six months between tenants. •Once an allowed-by-right use occupies the property,it will terminate the nonconforming rights for that property. Nonconforming circumstances will occur mostly in the I-L and I-H zones. Most uses will be allowed by right in the C-G and MUE zones, although some uses will be impacted by new size limitations in the MUE zone. It's important to note that while the proposed code updates will change where some uses are allowed,it does not prohibit any existing use citywide. For example, the code may prohibit warehouse and distribution in the industrial zones but newly allow it in the C-G zone along 99W. Additional Background At the most recent briefing to the City Council and Planning Commission, staff highlighted the following ways existing businesses would be impacted by new nonconforming situations: •Warehouse and distribution would no longer be allowed in the I-L zone but would be newly allowed in the C-G zone. •Off-site services would be restricted to 7,000 square feet in the I-L and MUE zones. •Commercial sales and services would be restricted to 25,000 square feet where land is being rezoned from a commercial zone to MUE. Additionally,wholesale and bulk sale uses would no longer be allowed in the I-L zone. •Drive-throughs, gas stations, and motor vehicle sales and repair would no longer be allowed where land is rezoned from a commercial zone to MUE. •Indoor entertainment would no longer be allowed in the I-L zone. Staff was directed to provide more data and to conduct additional outreach with stakeholders to justify or refine potential code updates. The Council had concerns that there was not sufficient information to make a policy decision,particularly where it concerned the creation of the more restrictive industrial zones. Since that time, staff has done additional research and outreach. Following interviews and tours with property owners and business owners in Tigard, staff modified our approach to the industrial zones. Changes include reducing the acreage of land reserved for these zones while also further restricting the uses allowed there.This results in protecting job density in a smaller acreage of dedicated industrial land while allowing some of the most impacted uses, such as warehouse and distribution and off site services,more broadly citywide. Under this new scenario, about 251 acres of Tigard's employment land would be reserved for industrial zones. This land currently hosts about 2,220 jobs,with much of the land being used for warehouse and distribution,wholesale, and auto-related uses. With more restrictive industrial zoning, the land could potentially host up to 5,200 jobs—about a 42 percent increase. This would potentially create about 85 nonconforming situations (about 82 percent of current businesses in these areas). Under this scenario,however, staff also proposes a few changes that aim to ease the transition and protect existing businesses where possible: •Nonconforming circumstances: Update the nonconforming circumstances chapter to allow vacancies longer than six months between nonconforming tenants. •Warehouse and distribution: allow up to 20,000 square feet in both the C-G and MUE zones. Create a warehouse and distribution overlay along 72nd Avenue,where the existing square footage of this use would be allowed to remain by right. Due to the heavy amount of existing warehouse and distribution structures in this area and its proximity to regional transportation networks like the I-5 and 217, staff believes this is a reasonable area for larger scale warehouse and distribution to remain. •Off-site services:would not be allowed in the industrial zones. Up to 14,000 square feet and 12 fleet vehicles would be allowed in the C-G and MUE zones. Planning Commission and City Council Decision Given the City's land constrained situation,it's time to start making decisions about how to use the existing limited and underused available land supply. This policy decision requires Planning Commission and City Council input. While no formal action is required at this time, staff requests direction on the following questions. 1. Should the Development Code prioritize job density? 2. Should the Development Code be updated regarding nonconforming uses? Public Involvement At previous briefings for the MADE project in, City staff introduced the expansive community engagement efforts that this project is founded on,including: •Town hall series •Staff invited all impacted business owners and property owners to a town hall series that consisted of four in-person events and two virtual events. This series was advertised through mailers sent directly to all impacted business and property owners (approximately 1,500 mailers in total), alerting recipients that upcoming zoning changes could impact how they operate. •Website with search tool and survey •City staff developed a tool accessible via the MADE engagement website that allows community members to search an address and see how the draft code would impact that property. •Coordination with the Tigard Chamber of Commerce •City staff presented at a virtual event hosted by the Chamber,introducing the project to attendees and requesting feedback. •City staff identified Chamber members who would be impacted by MADE-related changes and sent personalized emails to each member,identifying how they might be impacted and requesting feedback. •Interviews via Microsoft Teams with business owners,property owners, developers, and partner agencies. •Two events in Spanish for business owners,with Adelante Mujeres. •Attendance at Oregon Association of Minority Entrepreneurs (OAME) Virtual Coffee event. •Business owner survey with 34 responses, available in English and Spanish. Since the most recent briefing, staff has continued to seek community input through interviews, emails, and site tours with individual business and property owners. Conclusion The City of Tigard is land constrained with insufficient employment land to meet forecasts of land needed to accommodate business growth according to the EOA. Staff has developed draft Development Code updates that respond to this constraint and prioritize job density and innovative development. To advance these priorities, some uses will become nonconforming. Staff recommends moving forward with draft code updates,including where they create nonconforming situations, to accommodate greater job density in the future. Staff also recommends updating the code to be more lenient with nonconforming situations, to better protect existing businesses. Based on input from the Commission and Council, staff will formalize draft code updates,including where they create nonconforming circumstances, and return to Planning Commission and City Council for adoption in Fall/Winter 2023. Dates of Previous and Potential Future Considerations November 17, 2020: First briefing on project direction and objectives. July 20, 2021: Briefing on Economic Opportunities Analysis and staff recommendations for solutions to land constraint. March 7, 2022: Briefing requesting policy direction regarding job density and nonconforming situations. Upcoming: Fall/Winter 2023: Consideration of code updates for adoption. Impacts The Tigard MADE project's current draft code concept will open the door for job dense development in the city's employment lands.While it will create nonconforming circumstances for some existing businesses and properties,it will advance the City's Strategic Plan Objectives and City Council Goals,particularly the following: City Strategic Plan Objective 3.1 —Pursue land development that maximizes public health benefits while increasing connection between people and community destinations. City Strategic Plan Objective 3.2—Focus development-associated resources in parts of the city that have the capacity to serve,house, employ, and attract the most people with the least impact on Tigard's systems and the climate. City Strategic Plan Objective 3.3—Understand the effects of development on vulnerable Tigard residents and mitigate these impacts within projects over time. City Strategic Plan Objective 3.5—Plan and create in a manner that reduces climate impacts to the maximum extent practicable, especially for those most vulnerable. City Council Goal 2 Outcome -A thriving Tigard community post-pandemic. City Council Goal 3 Outcome —A reduced carbon footprint for the City. ALTERNATIVES & RECOMMENDATION Council may direct staff to pursue Development Code updates and propose an approach that avoids creating nonconforming circumstances for existing businesses. Provide staff with specific directives, identifying objectives, concerns, and standards that should be addressed. ADDITIONAL RESOURCES Attachments MADE Briefing Presentation MADE Attachment 1 EOA Graphics MADE Attachment 2 EOA MADE Attachment 3 Buildable Lands CITY OF TIGARD Respect and Care I Do the Right Thing I Get it Done 1111 . w TIGARD Tigard MADE (Maintain, Advance, & Diversify Employment) Development Code Update Presented to Planning Commission and City Council February 21, 2023 By Hope Pollard, Associate Planner CITY OF TIGARD PROJECT INTRODUCTION � Tiga rd \( Maintain ► Advance C Diversify W1 e ► Employment �, CITY OF TIGARD PROJECT LOCATION Tigard MADE covers the City's employment lands: all commercial, industrial, and mixed-use zones not included in existing Plan Districts. ee4 1 ,__cl_tr tam kiN iittrj. -.,.- -.: ., - r c_r-f-- - 1 i.,„. • -..,„ f i br‘isp. ':: Ji4-� ` . _ ~ 11RA.d _• i f q--------V- - IP CITY (1 F TIGARD EOA RESULTS : LAND CONSTRAINED Need : 600- 1100 acres Have : 230 acres CITY OF TIGARD POTENTIAL DEVELOPMENT CODE UPDATES / C-G: General Commercial : Wide range of auto-centric commercial activity and building sizes r 9 $ V•o- 7 t ° Tv:._-..-- _ - i/: .- ' r f. rpt _ M . .. .Y -r , . •r"" ! IA.: 1 . r r Nall �M� y r kt IMF I . CITY OF TIGARD POTENTIAL DEVELOPMENT CODE UPDATES / MUE: Mixed-Use Employment: Broadest range of low-impact uses allowed i . 10i' , iiiikr--;‘ ' ' * !I � 3 . wsw • .-.-4i,.! .,,,..' -f;4." ''. '4. -.. ,e.::,:,:,,,,'„./..#_,,._ it Iti.!JILIj?-1-"Il' illi 1 1,I4 Ilillia IC ._ . ..mb a _Ai . . 7,1 - ��• _ _ _ CITY OF TIGARD POTENTIAL DEVELOPMENT CODE UPDATES / I-L: Light Industrial and I-H : Heavy Industrial : Prioritize manufacturing businesses with a higher density of on-site industrial-sector jobs with career pathways fir,'.i -T. r. 1� _ 517. t: - h p -,e, o�y• l4Eis, fil- i . 11 � H . . 4 . ` ' 11 ! i , i s 0 ) i _r r ii. iiiipi 1- _ 1 ._.:/i�I ? ° I t .; 1, 1 i:, , = .r•NT t -, qtr - T CITY OF TIGARD POLICY DECISIONS / These updates will create nonconforming situations for some existing businesses... 1 Should we move forward with prioritizing job density? 1 How should we treat nonconforming uses? CITY OF TIGARD NONCONFORMING CIRCUMSTANCES / "lots, structures, uses of land, and site improvements that were lawful when established, but would not be allowed under current regulations as a result of a change to the applicable base zone or development standards" CITY OF TIGARD NONCONFORMING CIRCUMSTANCES / What it means: Use can still remain, but not expand Can switch out with an identical use, if building not vacant longer than six months Cannot switch out with another prohibited/nonconforming use Once an allowed use locates there, the nonconforming rights are terminated CITY OF TIGARD IMPACTED USES / Warehouse and distribution / Off-site services / Commercial sales and services / Drive-thrus, gas stations, vehicle sales and repair / Indoor entertainment CITY OF TIGARD IMPACTED USES: CHANGES SINCE LAST BRIEFING / Nonconforming vacancy term / Warehouse and distribution fr Overlay zone / Allowances in MUE / Off-site services CITY OF TIGARD EMPLOYMENT BY INDUSTRY IN TIGARD FIGURE 3.18:COMPARISON OF NUMBER OF LOCAL JOBS TO LOCAL WORKFORCE,BY INDUSTRY Local Jobs vs. Local Workforce Construction AIM Manufacturing �•i Wholesale Trade Retail Trade 711 Transport.,Warehouse,Utilities Information Finance&Insurance Real Estate Professional&Technical Services Management&Admin.Services Education Health Care Leisure&Hospitality Other Services ■Local Tigard Jobs Government - Working Tigard Residents D 2,000 4,000 6,000 8,000 Employment SOURCE:Census Bureau,LEND Data,Oregon Employment Department CITY OF TIGARD INTENSIFIED INDUSTRIAL ZONES Size: 251 acres Estimated current employee count: 2,220 Estimated potential count (if all industrial jobs): 5,200 :iii. 4. ,,, ,•• glm• '4. ‘11 -- - u as , I IC .- ._- . . , "Nip I;'' Mk - .. ' S• • s ,r, u=7� �e:'-c , w w I z : g j LE CITY O F TIGARD INTENSIFIED INDUSTRIAL ZONES Estimated current employee count: 2,220 Estimated potential count (if all industrial jobs): 5,196 Number of businesses made nonconforming: 85 (82 percent) T RES•D ,..01111111 f . • , 07 -. ' - 1St NI r /* .' IP FEC .. .... I via,g 10 L,E CITY OF TIGARD POLICY DECISIONS / These updates will create nonconforming situations for some existing businesses... 1 Should we move forward with prioritizing job density? 1 How should we treat nonconforming uses? CITY OF TIGARD STAFF RECOMMENDATION / Continue with Development Code updates, including where they create nonconforming circumstances, to promote development that aligns with Strategic Plan Objectives and City Council Goals. CITY OF TIGARD PROJECT SCHEDULE / Development Code and Policy Adoption: Fall/Winter 2023 / Development Code and Policy Implementation: Winter 2024 CITY OF TIGARD THANK YOU Questions ? CITY OF TIGARD Respect and Care I Do the Right Thing I Get it Done 1111 . w TIGARD Tigard MADE (Maintain, Advance, & Diversify Employment) Development Code Update Presented to Planning Commission and City Council February 21, 2023 By Hope Pollard, Associate Planner CITY OF TIGARD Respect and Care I Do the Right Thing I Get it Done III . TIGARD BACKUP SLIDES Presented to Planning Commission and City Council I February 21, 2023 By Hope Pollard, Associate Planner CITY OF TIGARD ASSOCIATED STRATEGIC PLAN OBJECTIVES 3.1 Pursue land development that maximizes public health benefits while increasing connection between people and community destinations / Build resilient local economy in which residents' health and the health of local businesses increase together / Locate and grow businesses to support walkability, connectivity, and accessibility for all business location decisions / Build mixed-use development that is inclusive of housing, shopping, employment, services and integrates transportation options / Ensure all businesses can easily connect to resources that help them grow and add value to the community / Capitalize on Tigard's business mix, central location, and access to the region's talent to support a healthy economy that provides employment opportunities for residents CITY OF TIGARD ASSOCIATED STRATEGIC PLAN OBJECTIVES 3.2 Focus development-associated resources in parts of the city that have the capacity to serve, house, employ, and attract the most people with the least impact on Tigard's natural systems and the climate / Blend land uses to support a range of commercial and employment opportunities within and in proximity to residential neighborhoods / Facilitate TOD that supports employment, housing, and community services / Incorporate sustainable and low-impact building and site planning technologies into city codes and standards CITY OF TIGARD ASSOCIATED STRATEGIC PLAN OBJECTIVES 3.3 Understand the effects of development on vulnerable Tigard residents and mitigate these impacts within projects and over time. / Increase access and participation of community members who are historically underrepresented in city processes and committees / Support a balanced, diverse mix of business sectors and employment opportunities / Advance equitable economic opportunity CITY OF TIGARD ASSOCIATED STRATEGIC PLAN OBJECTIVES 3.5 Plan and create in a manner that reduces climate impacts to the maximum extent practicable, especially for those most vulnerable. / Reduce the burden of climate change on low-income populations and communities of color. / Preserve and expand the city's existing tree canopy. / Evaluate development projects for their contribution to VMT reduction, compact development form, and sustainable use of resources. / Require new development to demonstrate reduced or limited VMT through a TIA and appropriate transportation demand management tools. CITY OF TIGARD DEVELOPMENT CODE UPDATES / Climate response and sustainability 3.2 Action E Incorporate sustainable and low-impact building and site planning technologies into city codes and standards. 0 A ii ell 6 t 0 , ,... , eir • 4 1.111111j161111141L°- iM IP I opi,v jil , I' 17 ` _ l j • 7 - ;f b CITY OF TIGARD DEVELOPMENT CODE UPDATES 3.1 Action A: Build a resilient local economy in which residents' health and the health of local businesses increase together 3.3 Action C: Support a balanced, diverse mix of business sectors and employment opportunities. 3.3 Action E: Advance equitable economic opportunity. CITY OF TIGARD DEVELOPMENT CODE UPDATES 3.1 Action B: Locate and grow businesses to support walkability, connectivity, and accessibility for all business location decisions 3.5 Action E: Evaluate development projects for their contribution to VMT reduction, compact development form, and sustainable use of resources. CITY O F TIGARD POTENTIAL DEVELOPMENT CODE UPDATES / C-G: General Commercial : No nonconforming uses! Z. 9 $ t "s5 *577- 1 kW '. ' i 4.. Allik - ". -V.3. ... -—."'4*' , , :, . "Tal ...L' - - ' . .. .....7_,..,. C], - N.Y ..- r j • I r ! i • r r rniM� . CITY OF TIGARD POTENTIAL DEVELOPMENT CODE UPDATES / MUE: Mixed-Use Employment: Main impacted uses: drive thrus, gas stations, vehicle sales and repair f� j /114! ,,t.,.:: •{� \ Apt ;1711 ... F li � 7, r 4y , � t -.��. r44 .0 ` raa�2Y ,b = _ir1 —� . CITY OF TIGARD POTENTIAL DEVELOPMENT CODE UPDATES / I-L: Light Industrial and I-H : Heavy Industrial : Main impacted uses: warehouse and distribution, off-site services, outdoor and bulk sales `.,... • 1� ��•h1 •�. moi; '1� 4t it � - L . ,.„.t,*.,,,-. .A - ...y IL r•I L " P: . : ,,... -'4 ' . I,u 1 , ! iffiLl :it ,... il;_. A . ...,...„_,.... _. ..liti ., • i ,‘,10.,)41. - .:: - • .P I filli.„rge..,:_i.:' .1 ar‘I.4`.••••: .,•R. �_ t .• , t • qtr - °., ® ® 1.1 4E. 11.1=w1 4r I Ir�.ln o• ® pogo TIGARD MADE Maintain,Advance&DiversifyEmployment Economic Opportunities Analysis (EOA) Graphics Projected Share of Total Employment by Industry, 2041 T.W.U. Real Estate Government Education 1,284 jobs 1,032 jobs 533 jobs 2,054 jobs L Other Servicesgib 2,097 jobs Information Construction 2,191 jobs 10,007 jobs \ Manufacturing 2, jobs Wholesalsal e Trade Mana Services gement &Admin. 3,052 jobs � ' 8,553 jobs Leisure& Hospitality 4,399 jobs Professional & Finance & Insurance Technical Service 4,630 jobs 8,291 jobs / Health Care 2 jobs Retail Trade Figure 1 Given the City's existing Development Code and land use policies, the construction,professional services, and health care industries are expected to provide the greatest number of jobs in Tigard by 2041. Attachment 1 ®—® 1.1 1 . a86 4r I Ir�.ln o• ® pogo ©1 1_r:�® TIGARD MADE Maintain,Advance&DiversifyEmployment Projected Average Annual Growth Rate (AAGR) by Industry 3.50% 3.00% a 2.50% rN1 (132.00% 1.50% 1.00% a) Cl) 0.50% d 0.00% \� �,ai2 J `teef" •�� a0 '<?.0 f <:‘\(' �� `` � i ��' \‹5 '�`� '•<b. eta 7 5 i 5 a a e a� y • `a\ baa Pa as \�+co toco.1, o��` �a ro\eya Arai �a �a�� Q� �s,iNG c . 2 �. `y�? ..‘r° btu a�� y`��a\ (2s- �a Industries Projected to Grow Figure 2 The fastest percentage growth rates from 2021-2041 are projected for professional services, health care, transportation/warehousing &utilities, and leisure and hospitality. Attachment 1 121 f} ..T�r�.l�n o•000_ a1'1 4r F I ® pogo ©1 1_zo® TIGARD MADE Maintain,Advance&DiversifyEmployment Projected Job Density by Building Type 45.00% 40.00% rL� c 35.00% a 30.00% t 25.00% m a 20.00% 2 15.00% 0 no 10.00% co u 5.00% L d 0.00% Retail Space Office Space Warehouse Space Flex/B.P.Space General Industrial Institutional Space Space Land Demand and Employment Accommodated by Building Type •Share of Projected Land Demand (Percentage of Total Net Acres Projected) •Share of Projected Employment Growth Accomodated(Percentage of Total New Employees Projected) Figure 3 Retail, office, and warehouse space account for nearly equal shares of projected land demand from 2021-2041. However, employment housed in office space accounts for nearly double the share of employment growth when compared with retail space and about five times the share accommodated by warehouse space. Essentially, the same amount of land can provide jobs for two to five times more employees in an office versus a retail or warehouse setting. This demonstrates the crucial need to further investigate the potential impacts of land use regulations on job density in the City. Attachment 1 DRAFT raf- {' . moi.rt:. :. !lb rt , . .r, .. ,_., zi. -----1_•=r:311-1110631'.'_:: : _F ��- — Tf - - - - LAr ---------. :' -t4731.po .7-::.'_44Ai',- '4. 52:::::- . ECONOMIC OPPORTUNITIES ANALYSIS (OREGON STATEWIDE PLANNING GOAL 9) Prepared For: City of Tigard, Oregon July 2021 V_----_i )13, ouo 07_7'.'1=1" 000''a�o00 00m0,}Ta■m TIGARD MADE Maintain,Advance&Diversify Employment ...�_ QP Foo B.0"11118_..- Cil TIGARD MADE Maintain.Advance&Diversify Employment Acknowledgments Johnson Economics prepared this report for the City of Tigard, with support and analysis by Mackenzie and Angelo Planning Group. The consulting partners and the City of Tigard thank the many people who helped to develop this document. City Staff Hope Pollard,Associate Planner Lloyd Purdy, Economic Development Manager Tom McGuire,Asst. Community Development Director Consultants Jerry Johnson,Johnson Economics Brendan Buckley,Johnson Economics Matt Hastie,Angelo Planning Group Brian Varricchione, Mackenzie Sid Hariharan, Mackenzie Prepared by Johnson Economics LLC 621 SW Alder Avenue, Suite 605 Portland, OR 97205 (503) 295-7832 ,1a M AKE l I E . JOHNSON DE 51614 DRIVEN I CLIENT FOCUSED PG ECONOMICS CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS ii 9 :d A. 8--t-t� o®oyBil lin..® TIGARD MADE Maintain.Advance&Diversity Employment Table of Contents INTRODUCTION 1 II. STATEMENT OF ECONOMIC OBJECTIVES 2 III. ECONOMIC TRENDS 4 NATIONAL TRENDS 4 WASHINGTON COUNTY ECONOMIC TRENDS 11 CITY OF TIGARD ECONOMIC TRENDS 17 Population and Workforce 20 IV. MAJOR INDUSTRIES ANALYSIS 24 LOCAL EMPLOYMENT SNAPSHOT 24 Characteristics of Local Firms 26 ECONOMIC SPECIALIZATION 29 ECONOMIC DRIVERS 33 PROJECTED EMPLOYMENT GROWTH 35 WORKFORCE CHARACTERISTICS OF MAJOR INDUSTRY SECTORS 36 Diversity 36 Job Skills 37 Average Wages by Industry 40 TIGARD INDUSTRIES COMPARISON 41 V. EMPLOYMENT LAND USE&DEVELOPMENT TRENDS 43 AVERAGE EMPLOYMENT DENSITY 43 LAND USE AND BUILDING EFFICIENCY 43 ADAPTIVE REUSE 46 SUSTAINABLE DEVELOPMENT 47 EQUITABLE DEVELOPMENT 49 VI. FORECAST OF EMPLOYMENT AND LAND NEED 53 CITY OF TIGARD EMPLOYMENT FORECASTS 53 Overview of Employment Forecast Methodology 53 Scenario 1:Safe Harbor Forecast 54 Scenario 2:Alternative Employment Forecast 55 Summary of Employment Forecast Scenarios 56 EMPLOYMENT LAND FORECAST 57 Land Demand Analysis—Baseline Forecast 57 EMPLOYMENT LAND NEED FORECAST—NEEDED SITE SIZES 61 Additional Considerations in Land Demand 61 VII. RECONCILIATION OF LAND NEED&SUPPLY 63 CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS Hi I. INTRODUCTION This report introduces analytical research presenting an Economic Opportunities Analysis(EOA)for the City of Tigard,Oregon. Cities are required under the Oregon Statewide Land Use Planning system to periodically prepare estimates of future employment land demand with existing inventories of vacant and redevelopable employment land within their Urban Growth Boundary(UGB). These estimates and the associated analysis of the local economy and policy recommendations are collectively known as an Economic Opportunities Analysis(EOA) and are an adopted ancillary document to the city's Comprehensive Plan. The principal purpose of the analysis is to plan for an adequate land supply for economic development and employment growth in the community. Findings on forecasted land need and supply inform land use policies, infrastructure planning, community involvement,and coordination among local governments and the state. To this end,this report is organized into the following primary sections: ■ Statement of Economic Objectives: Lays out the the primary economic objectives and assumptions underlying this analysis. This statement is derived from the City's Strategic Plan (2020-2025). ■ Economic Trends:Provides an overview of national,state,and local economic trends affecting Washington County and the City of Tigard, including population projections, employment growth and a demographic profile. ■ Major Industries:Analyzes current and projected representation of major industry sectors in Tigard,and implications for future growth and land need. ■ Employment Land Needs: Presents projections of demand for industrial and commercial land based on anticipated employment growth rates by sector. ■ Capacity: Summarizes the City's inventory of vacant, partially vacant, and redevelopable industrial and commercial land (employment land)within City of Tigard's corporate limits. ■ Reconciliation: Compares the projected short-and long-term demand for employment land to the existing land inventory to determine the adequacy and appropriateness of capacity over a five and twenty-year horizon. ■ Conclusions: Presents a summary of findings and policy implications. The prior Economic Opportunities Analysis for the City of Tigard was adopted in 2011. Since that time, the community,the region,and the country have all experienced changes in employment, land supply, and macro-economic trends. Two urban reserve areas are currently under planning as River Terrace 2.0 and will also include some employment land(not included in the current inventory). These changes are reflected in the following analysis and inventory of buildable lands. Oregon Statewide Planning Goal 9:Economic Development In addition to providing an analysis of the City's economic opportunities and needs,this report is intended to meet the requirements of Oregon Statewide Planning Goal 9 and the requirements for an EOA as specified in the administrative rules that implement Goal 9 (OAR 660-009). CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 1 II. STATEMENT OF ECONOMIC OBJECTIVES The focus of the City of Tigard is on efficient use of its existing land supply and urban reserves, as the community approaches buildout of its existing land supply and has limited opportunities available for further expansion of the UGB. The City aspires to encourage efficient use of its available land through planning and land use policy.To achieve this goal, commercial and industrial land should be well-planned to accommodate high employment density of living/family wage jobs, and promote social equity, and environmental sustainability. The three objectives enumerated below were developed to align this employment land study with the City's forward-looking 2021 Strategic Plan. The Strategic Plan is the best and most recent representation of Council goals and incorporates the community planning that went before it. The Strategic Plan includes the following objectives most relevant to this study: • Build a resilient local economy in which residents' health and the health of local businesses increase together. • Blend land uses to support a range of commercial and employment opportunities within and in proximity to residential neighborhoods. • Locate and grow businesses to support walkability, connectivity, and accessibility for all business location decisions. • Build mixed-use development that is inclusive of housing, shopping, employment, services and integrates transportation options. • Plan and create in a manner that reduces climate impacts to the maximum extent practicable, especially for those most vulnerable. • Advance equitable economic opportunity. Objective 1: A Vibrant,Diverse and Scalable Economic Base Tigard will: A. Foster efficient development and redevelopment of employment lands, leveraging existing infrastructure and local and regional transportation assets. B. Provide flexible zoning that allows for mixing of uses and building types, co-location of complementary businesses, and future growth on site. C. Encourage site availability to accommodate business growth and career advancement opportunities to medium-to-high-skilled jobs for local residents,with living wage (for individuals) and family wage jobs. D. Discourage the use of remaining employment lands by industries that tend to have a low average employment density on site. E. Facilitate home-based businesses (a.k.a. home occupations), side businesses, and opportunities for self-employment,with assistance for transitions to brick-and-mortar locations. Objective 2: An Equitable Economy Tigard's economic development focused land use policy will: CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 2 A. Foster new and existing entry-level living-wage jobs with opportunities for continued career advancement. B. Incent affordable commercial rents and business spaces. C. Simplify development code standards to promote growth of new,small, and local businesses and development. D. Identify and mitigate nuisances, hazards,and negative externalities near more affordable business districts and residences. Objective 3: Sustainable Development Tigard's economic development focused land use policy will: A. Encourage sustainable development by incenting strategies such as reduced energy consumption, higher energy efficiency, reduced greenhouse gas emissions, transportation management plans, and on-site renewable energy production and use. B. Incent and implement improvements to the pedestrian network,bicycle facilities,and recreational trails linking businesses and residences. C. Incent provision of publicly accessible open space and the protection of water ways, habitats,and other sensitive environmental resources. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 3 III. ECONOMIC TRENDS This section summarizes long and intermediate-term trends at the national,state, and local level that may influence economic conditions in the City of Tigard over the 20-year planning period. It also provides an economic context for growth projections and establishes a socioeconomic profile of the community.This report's national evaluation is focused on potential changes in structural socioeconomic conditions both nationally and globally. The analysis considers local growth trends, demographics, and economic performance. NATIONAL TRENDS Coming out of the prior recession,the United States enjoyed a sustained economic expansion beginning in 2011, which was sharply curtailed by the Covid-19 pandemic beginning in March 2020. The economic climate of 2020 and 2021 has been unusually volatile, with a great deal of uncertainty regarding the duration of the pandemic as well as the impact of policy responses to address it. However, as of the time of this report,widespread vaccination and the re-opening of the economy point toward recovery. Specific observed and anticipated impacts of the pandemic on the economy will be addressed later in this narrative. Because of the temporary and extreme nature of the pandemic, much of this discussion focuses on longer-term trends that were in place before this period of disruption. The extent to which the economy will revert to long-term trends, and on which economic measures, is still unresolved at the time of this study. At a national level there has been an on-going shift within the economy from consumption of domestically produced goods to consumption of services, especially services oriented around personal well-being (health, private education, finance). This is reflective of decreased costs of offshore production and increasing levels of wealth and discretionary income in the population. At the same time, growth in fixed investment (equipment and structures) and government defense spending is moderating — making manufactured goods a less-important part of the economy proportionally. A commonly used and reported measure of economic prosperity is real gross domestic product(GDP). Real GDP is essentially a measure of national wealth adjusted for inflation, and the increased purchasing power of the population translates into greater investment in health care, education, housing, leisure, and many other factors. U.S. real GDP expanded at an average annual rate of 2.3%from 2010 through 2019, before 3.5% in 2020 due to the pandemic. In comparison, the average growth rate over the 1970 to 1999 period was 3.2%. Potential GDP growth indicates future long-term growth at around 2.0% per year (correcting for volatility in inflation). Over the last century, the average annual growth rate has been 1.8%, despite considerable shifts in economic and social conditions. 2.0% growth would represent a reversion to this mean, after a period of stronger growth over the second half of the 20th Century. Long-term economic growth is more related to broad trends, such as population growth and investment in physical and human capital, than temporary economic fluctuations. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 4 FIGURE 3.01:NATIONAL GROSS DOMESTIC PRODUCT TRENDS PERCENT CHANGE IN REAL GROSS DOMESTIC PRODUCT 8 6 4 Z I iiiiiiiII.,11111 1,1,11,1h, 2 -4 -6 N, N, 5°.tioeeyc°cb c;c1'4. .(oy��royo�°1��tiyo�o y0$oy��,ey0 c?)tiy0°o y��yo°w�°°°�6,1' o�°°��°°w�° 6,1'�°tia�°tio°1ro°ti° ANNUAL PERCENT CHANGE IN GDP COMPONENTS Personal consumption expenditures 30 -Gross private domestic investment - Imports 20 - Exports -Government consumption 10 JO A •• �� '1 ►A - � 1 r � _10 _20 -30 ti°eotici°1'c)('? heti`3cDcb Aoti° e cic°tieti°eoti`,e1'ti41; 0)eotieeeti0°'oti`61ti0°; 06'°tie °°oti°oltietie&cbti°yoti ti°yoti°tieti°tieti°yo SOURCE:US Bureau of Economic Analysis While the recent expansion cycle was expected to end in the next year or two, the pandemic brought growth to an unprecedented halt in March 2020.Real GDP at the national level declined 5%during the first quarter, and then 31.4% in the second quarter of 2020, before rebounding strongly for the remainder of the year. A strong rebound in personal consumption, private investment, and exports offset modest declines in consumption.An unusual characteristic of the current downturn is that incomes increased due to high levels of stimulus spending. Fiscal policy responses replaced a significant share of lost income for many working- CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 5 class households. Personal savings have also surged over the past year,as households were consuming less of some goods and services such as travel and dining. FIGURE 3.02:REAL GDP GROWTH BY CONTRIBUTING SECTOR 200% • 150% to cc 100% c c -0• 50% N I 3 T c -50% 0 cu -100% -150% AAAAA ti� ti� ti� ti� ti0 ti0 ti0 ti0) ° ° ° ° titi •Personal Consumption Gross Private Investment Net Exports •Government Consumption U.S.Bureau of Economic Analysis Employment growth ranged between 1.4% and 2.2% (year-over-year) in the most recent expansion cycle from 2011 but declined an unprecedented 13.5%in Spring of 2020 as many businesses were forced to close. A significant amount of this loss has been recovered as the economy reopens,with recent growth of nearly 11%year-over-year compared to the lows. FIGURE 3.03:YEAR OVER YEAR EMPLOYMENT GROWTH,UNITED STATES 15% 10.9% 10% 5% 0% '"1 -5% -10% -13.5% -15% titi titi ti'' ti'' ti° ti° tih tih ti° ti° tiA tiA ti� ti� tia N do yo yti \ate ' N'az 4\ SOURCE:US Bureau of Labor Statistics,CES Data CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 6 At a national level, transportation and warehousing, professional services, tourism-related business, construction, and health care have seen some of the fastest growth over the last decade. Professional services and healthcare are now the sectors with the highest employment and are projected to provide the most new employment going forward, but at a more moderate growth rate. The aging of the population is expected to drive the healthcare sector over the next few decades. FIGURE 3.04:NATIONAL EMPLOYMENT GROWTH BY SECTOR,HISTORIC AND PROJECTED EMPLOYMENT BY INDUSTRY,HISTORIC AND PROJECTED AVERAGE ANNUAL GROWTH RATE Agriculture,forestry,fishing,and Mi1.4% hunting(3) •2009 -0.2%• Mining 1.3% ■2019 Construction 2.2% 2029 -0.4% v0.8% Manufacturing MANI r Utilities -0.8% Wholesale trade 0.7% -0.2% Retail trade 0.7% -0.2% Transportation and warehousing 111 2.9% Information 0.2% 0.0% Financial activities 1.1% Professional and business services 1.2 0 2.5% 0.7% Educational services 2.0% ffillr Health care and social assistance 2.1% Leisure and hospitality 2.4% 0.79 Other services %0.9% 0.4 Federal government '! 0.0% -0.7% ■2009-2019 State and local government .0% 0.2% 2019-2029 Nonagriculture self-employed -0.2%M -0.4% _ 0 5,000 10,000 15,000 20,000 25,000 -1.0% 0.0% 1.0% 2.0% 3.0% 4.0% THOUSANDS OF JOBS AAGR SOURCE:US Bureau of Economic Analysis Recent trends and current forecasts reflect a shift from a production-based economy, featuring domestic manufacturing and natural resource extraction, toward a service-based economy that emphasizes technological innovation, research,and design. E-Commerce Trends: A national trend that is expected to have significant implications for the commercial and industrial real estate market is the anticipated growth in e-commerce.Online shopping is rapidly taking market share from brick-and-mortar retailers, making up more than 11% of all retail sales before the pandemic. In 2020,the market share of e-commerce jumped dramatically to more than 16%of all sales as households more frequently shopped from home. It has since fallen to roughly 14% but is likely to remain higher than pre-pandemic levels and pose an ongoing challenge for brick-and-mortar retailers. In 2020 consumers spent$787.9 billion online with U.S. retailers, up 32%from 20191. This shift toward e-commerce is contributing to an increase in storage needs from retail stores to warehouses and distribution centers. At the same time, increased automation is driving consolidation 1 US Department of Commerce CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 7 within the warehousing and distribution industry and increasing the reliance on larger third-party operators able to make heavy investments in warehousing capital and expertise. Automation is also impacting the manufacturing industry, though to a lesser extent and primarily among large industry leaders. Increased productivity through automation continues to reduce the reliance on human labor over time. FIGURE 3.05:E-COMMERCE AS A PERCENT OF TOTAL RETAIL SALES,UNITED STATES 20% 18% 16% 14% 12% 10% 8% 6% 4% 2% 0% O m Vl l0 n co Ol O N M V1 l0 n CO Ql O O O O O O O O O O O %-I ci ci ci c-I c-I ci ci ci c-I N 000000000000000000000 NNNNNNNNNNNNNNNNNNNNN SOURCE:Retail Indicators Branch,US Census Bureau,JOHNSON ECONOMICS FIGURE 3.06:RETAIL EMPLOYMENT CHANGE BY TYPE SINCE MARCH 2020,STATE OF OREGON OREGON EMPLOYMENT CHANGE SINCE MARCH 2020 10% 5% +1,800 +1600 0% -5% -10% -7,600 -15% -20% Mar-20 Apr-20 May-20 Jun-20 Jul-20 Aug-20 Sep-20 —E-Commerce —Brick&Mortar —All Other Retail SOURCE:Oregon Office of Economic Analysis Finally, changes in the use of mobile devices and growth in online services have caused a shift in the tech sector, from hardware manufacturing to software development. This pattern has been reflected in the CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 8 State of Oregon, with e-commerce employment increasing at the expense of brick-and-mortar retail employment. Work from Home Trends: A major and sudden shift caused by the shutdown of many workplaces during the Covid-19 pandemic is that many employers and employees were forced to adapt quickly from a physical shared workplace to a work-from-home model. This trend differed greatly across industries and job classification. On-going trends towards increased e-commerce and automation also accelerated. A national poll conducted by Pew Research2 in October of 2020 found that those with higher incomes and educational attainment level reported being able to work from home at a much higher rate than those with less education and lower incomes. Sixty-two percent of those with a bachelor's degree or more education were able to work from home, compared to 23%without a college degree. Seventy-six percent of those identified as lower income, and 63% of those identified as middle income reported that they had job responsibilities that they could not do from home, while only 44% of upper income responders reported the same. As of the time of this study,great uncertainty remains on the continuing prevalence of the work-from-home trend after the abatement of pandemic shutdowns. Most economists seem to agree that remote work is unlikely to remain at the peak level seen during the pandemic and may even fall significantly. However, there is also widespread agreement that the nature of work for many workers has permanently changed, and many of the shifts seen since spring of 2020 will persist at much higher levels than seen before the pandemic. 54% of remote workers in the Pew poll reported that they would like to continue to work remotely,and larger majority of the respondents reported that most aspects of the transition were easy. The following are a few of the major trends and implications that are broadly predicted resulting from this unusual period: • Professional work that typically took place in an office environment is anticipated to maintain much more flexibility for many workers. The expectations of individual employers will matter greatly in whether workers remain remote, hybrid or return to the office full time. Many large tech employers such as Facebook and Amazon will allow some workers to work remote permanently. Some major firms in finance have announced that they expect a full return to the office. How this trend settles out in the long term is unknown, but it seems a near certainty that many more professional workers will be working remotely or in a hybrid remote/on-site schedule. • The difference between fully remote work and a hybrid schedule is important, because hybrid workers must still remain within a manageable commute distance from their external workplace. A large share of hybrid workers among the region's workforce can have the benefit of reducing traffic congestion. • These trends are expected to put downward pressure on office rents, as firms need less space going forward. More available space and depressed rents would likely translate into less production of new office space in coming years as the existing supply is reabsorbed. • The pandemic has accelerated workplace automation as companies have adopted new technology and software to adapt to the new reality. Many of these adaptations have created permanent 2 Parker, Kim,Juliana Horowitz, and Rachel Minkin. "How the Coronavirus Outbreak Has-and Hasn't-Changed the Way Americans Work." Pew Research Center. 9 Dec.2020. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 9 efficiencies and will change the job responsibilities for some workers and potentially eliminate some jobs. The adoption of new messaging, meeting and collaboration systems is likely to reduce the need for some in-person administrative functions. • Industries that were not amenable to remote work,such as dining,entertainment,and retail have faced a very challenging period during the occupancy and use restrictions stemming from the pandemic. These industries all lost businesses and the accompanying jobs over this period. The Federal Reserve estimates that over the first year of the Covid-19 pandemic(roughly April 2020 to April 2021) an additional 200,000 businesses closed over the expected rate. The Fed estimates that hair and nail salons, barbers, and other providers of personal services were the hardest hit making up half of the excess lost businesses. As the economy reopens and recovers,there is expected to be more vacant commercial real estate available, including spaces that retain full tenant improvements such as those for restaurant use.The misfortune of some businesses over the prior year may provide affordable opportunities new businesses to grow in their place. Some large-format spaces,such as big box stores, movie theaters and shopping centers may face long term vacancies as they are more difficult to re-tenant. Statewide Employment Projections: The economic context is more complicated and uncertain than typical due to the impact of the current pandemic and current and future policy responses.While the national and regional economy was expanding as late as February 2020, the pandemic triggered an unprecedented contraction of economic activity.While roughly 60%of employment losses in the state have been reversed, the short- and mid-term prospects for the economy will be heavily dependent upon the speed of the continuing recovery.As of late Spring 2021,trends in employment growth, consumer and travel spending, shrinking unemployment rolls,and vaccination rates point to a potentially robust reversal of the prior year's losses. Our current employment forecast for the State of Oregon projects that a return to pre-pandemic employment levels will be achieved by Spring of 2022. Because of the unprecedented nature of the current economic swoon,there is increased uncertainty regarding this forecast.One potential scenario is that most of the prior employment is recovered relatively quickly,while restoring the final 5%to 10%takes longer. FIGURE 3.07:EMPLOYMENT PROJECTIONS,STATE OF OREGON 2% Y 0% a - 2 -2% vl -4% • -6% 0 a, -8% m 10% Actual E -12% - Forecasted 140 -16% ,LO ,10 ,10 ,10 ;Lti 'Lti 'yti 'titi 'Lti 'ti'l" c4eQ SOURCE:JOHNSON ECONOMICS CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 10 WASHINGTON COUNTY ECONOMIC TRENDS GDP: Washington County recorded strong growth during the recent expansion cycle,with the annual rate of GDP change in the County averaging nearly 5%since 2014. After rebounding strongly from the recession of 2009, the County experienced flat growth in 2012 and 2013. In general, the 2010's experienced more moderated GDP growth than the 2000's which experienced some years of double-digit expansion. FIGURE 3.08:ANNUAL RATE OF GDP CHANGE,WASHINGTON COUNTY c" ANNUAL RATE OF GDP CHANGE,WASHINGTON COUNTY 20% 15% N 10% O1 0 rn ^ o m a o to ^ rn a ori 5%0% ! I _ iIiIii m -5% o O'b 0� 0C 0� 00O 01 0� 0°� y0 yy , � ' yh yro '� % y0 ,y0 y0 ti0 LO y0 ti0 y0 ti0 y0 ,y0 y0 ti0 LO y0 ,y0 'V '1, SOURCE:US Bureau of Economic Analysis These data do not yet reflect the recession of 2020, in which the County is presumed to have experienced highly negative GDP in keeping with the national trend. While the impacts of the prior year are important, there currently is no reason to assume that broad economic trends will not revert to prior trendlines as the recovery takes hold and returns the country to low unemployment and economic growth. Given the long- term planning horizon of this analysis, a longer-term focus is ultimately more appropriate. County Employment: Over the last two decades, Washington County has generally experienced a higher employment growth rate than the state or nation. The County also experienced a greater rate of job loss in the major recessions of 2001 and 2009, but the downtrends were short-lived. (Figure 3.09) CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 11 FIGURE 3.09:COMPARISON OF ANNUAL EMPLOYMENT GROWTH RATES (COUNTY,STATE,NATION) ANNUAL EMPLOYMENT GROWTH RATE 5% 4% 3% 41111111 . /11 -111111111r' 0% 111W LJ -2% -2% M -3% -4% -5% Ol 0 rI N m ul l0 N 00 Ol 0 .—I N CO V lf1 l0 N CO Ol Ol 0 0 0 0 0 0 0 0 0 0 rl ri rl ri rl ri rl ri rI c1 O1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 c-I N N N N N N N N N N N N N N N N N N N N —National —State of Oregon Washington County SOURCE:U.S.Bureau of Economic Analysis,JOHNSON ECONOMICS The cumulative impact of this growth is an over 50%expansion in the local employment base since 1998 in Washington County (from 246k jobs to nearly 400k jobs). The County's cumulative growth was twice the relative growth in state or national employment. FIGURE 3.10:CUMULATIVE EMPLOYMENT GROWTH(1998=100) (COUNTY,STATE,NATION) CUMMULATIVE GROWTH RATE 160 0 0 rI n 150 co m 140 ax, 130 s 120 ° 110 E,, 100 0 90 £ W 80 00 O1 O c-I N m LC) l0 n oo Ol O N m ct Lel lD n 00 O1 CnC7100000000000000000000 ci ci N N N N N N N N N N N N N N N N N N N N —National —State of Oregon Washington County SOURCE:U.S.Bureau of Economic Analysis,JOHNSON ECONOMICS CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 12 The employment base in Washington County has a lower share of self-employed workers than the state and national averages, at roughly 20%, compared to 23%. The somewhat lower level of self-employment in Washington County is likely due to the number of large established employers in the county. Wage and salary employment accounts for roughly 80%of overall estimated employment in the county,compared to roughly 77%statewide and nationally. FIGURE 3.11:%OF TOTAL EMPLOYMENT REPRESENTED BY SELF-EMPLOYMENT COUNTY,STATE,NATION) %OF SELF-EMPLOYMENT(NON-WAGE&SALARY EMPLOYMENT) 26% 24% 22% 20% 18% 16% 14% 00 Ql O N m U l0 I-- 00 Cil O ci N M d- U1 LID r-- co D1 a> O> O O O O O O O O O O i 01 Cr) O O O O O O O O O O O O O O O O O O O O —National —State of Oregon Washington County SOURCE:U.S.Bureau of Economic Analysis,JOHNSON ECONOMICS Countywide employment growth was robust over the last decade through 2019,with the county recovering the total job losses from the 2008 national financial crisis within three years (Figure 3.12). From 2011 through 2019, the County averaged 3% job growth per year, outpacing the average annual population growth in that period (1.2%). CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 13 FIGURE 3.12:WASHINGTON COUNTY EMPLOYMENT TRENDS PERCENTAGE CHANGE IN EMPLOYMENT BY YEAR,WASHINGTON COUNTY 5% 4% - 3% 2% 1% El I 1 G `~ 0% ■ • ■ -1% -2% -3% -4% -5% CO 0, O -1 N M Irl LU N 00 Cr) O -1 N M LO LU N CO CT) 0, Ql O O O O O O O O co O .-1 ,--I ,--1 c-1 .--1 .--i .--1 .--i .--1 c-I o) o) O O O O O O O O O O O O O O O O O O O O N N N N N N N N N N N N N N N N N N TOTAL EMPLOYMENT LEVEL,WASHINGTON COUNTY 450,000 400,000 350,000 300,000 250,000 200,000 150,000 100,000 50,000 0 00 0 O N M cr LO io N CO rn O N M u1 LU N 00 am - rn o, 00000000000000000000 rl ri N N N N N N N N N N N N N N N N N N N N SOURCE:U.S.Bureau of Economic Analysis Monthly Current Employment Statistics(CES)data and unemployment data provide a more current picture of the economic impacts of the pandemic in Washington County. Following the national trend,the impacts on employment were pronounced. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 14 Initial estimates are that the county lost nearly 40,000 jobs(12.7%)from the high point in February 2020 to April 2020. Tepid job growth resumed the next month and has continued since, other than a small dip in December. (CES data excludes government,farm,and self-proprietor employment and therefore the total employment shown here differs from the total employment shown in the prior tables. Therefore, CES trends may best be seen as an indicator of the magnitude of employment trends, rather than quantity.) FIGURE 3.13:WASHINGTON COUNTY EMPLOYMENT LEVEL BY MONTH TOTAL EMPLOYMENT ESTIMATES FOR WASHINGTON COUNTY(CES) 350,000 300,000 v 0 250,000 200,000 150,000 t>t `' of A c oc do titi titi ti'' tit), ti`) Co til tic tia ti° titi qac �a� >'as �a �a �a �a �a bac �a �a >a) as SOURCE:Oregon Employment Department,JOHNSON ECONOMICS FIGURE 3.14:COMPARISON OF UNEMPLOYMENT RATE TRENDS UNEMPLOYMENT RATE COMPARISON 18% - -U.S. 16% — —Oregon 14% — Washington County F 12% z Z 10% 8% JI J a 6% ill411/a4N1141/6•-\111441.00000 � \ 4% 2% 0% o N m in L.0N 00 rn o N m v V) LO N CO of o O O O O O O O O O O ,-I ci ,-1 ,-I ,-I ,-I ,-I ,-I ,-I ,-I N N 0000000000000000000000 N N N N N N N N N N N N N N N N N N N N N N SOURCE:St.Louis Federal Reserve,JOHNSON ECONOMICS CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 15 Unemployment: After climbing to nearly 10% in 2009,the unemployment rate in Washington County fell steadily to 2.7%by early 2020,lower than the statewide or national rates. The sudden economic impact of the pandemic caused the unemployment rate to suddenly spike in April 2020 to nearly 11%, still lower than the rate at the state (13%) and national level (15%). At the peak of unemployment, over 25,000 workers claimed unemployment benefits. Since then,unemployment has steadily fallen to an estimated at 5.3%(seasonally adjusted)by March 2021, with over 4,300 claimants. This is a swift recovery, and an unemployment rate of 5%, while nearly double the historically low pre-pandemic rate, is approaching what would be considered a healthy rate even in an economic expansion. As the economic recovery continues,this rate should be expected to continue falling, while the recently reported hiring woes of employers, indicate that many of these workers will return to employment at higher wage levels. Industry Growth Forecast: The State of Oregon produces employment forecasts by sector and by sub- regions, which groups Washington County with Multnomah and Clackamas Counties into the broader Metro area. The most recent forecast anticipates a gain of over 113k jobs from 2019 through 2029, reflecting an average annual growth rate of 1.0%during the period.While that forecasted rate would seem quite low considering recent growth in Washington County, a year of growth has been lost due to the pandemic. FIGURE 3.15:PROJECTED EMPLOYMENT GROWTH BY SECTOR WASHINGTON,MULTNOMAH&CLACKAMAS COUNTIES PROJECTED EMPLOYMENT CHANGE BY INDUSTRY,2019-2029 AVG.ANNUAL PROJECTED GROWTH RATE Natural resources and mining ' 600 0.6% Construction 6,300 1.1% Manufacturing 5,900 0.5% Wholesale trade 4,600 0.9% Retail trade - 3,600 0.,% Transport.,warehousing,utilities 6,900 i 1.6% Information 2,900 1.2% Financial activities . 1,600 0.3% Professional and business services 24,400 1.6% Education and health 24,000 1.5% Leisure and hospitality 12,200 1.1% Other services - 3,600 0.1% Federal government 200 ■ 0.1% State government ' 900 1.1% Local government 5,600 0.6% Self-employment 5,900 1.0% 0 10,000 20,000 30,000 0.0% 0.5% 1.0% 1.5% 2.0% Employment AAGR SOURCE:State of Oregon Employment Department,Workforce and Economic Research Division All industry sectors are forecast to expand over the next decade. Those forecast to grow at a higher-than- average rate are transportation, warehousing and utilities, professional services, education and health services, and information. Sectors projected to grow near the average rate of 1% are construction, government,and tourism-related industries. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 16 On an absolute basis,the greatest number of new jobs are forecast in professional services,education and health services,and tourism-related industries. CITY OF TIGARD ECONOMIC TRENDS Employment Distribution &Commuting (City): The distribution of employment in Washington County is concentrated within the UGB of the Portland Metro area. The greatest shares of county employment are found in Hillsboro (29%) and Beaverton (25%) which are home to the county's largest employers. Tigard has the third largest share at 16%of county employment. Within Tigard, employment tends to be concentrated along the I-5 and 217 corridors including the Washington Square Regional Center. FIGURE 3.16:DISTRIBUTION OF EMPLOYMENT,CITY OF TIGARD,2018 Garden Home-WhitipC r: '1 a , w ■5.,.-.r .. . • a c t] { •'' *• r a-Metzger C. Road il , 0 .6 Li . ..._ • +� `D` o 0. . r R° ial y O D . • p Y'.r •• rte` shing1on fig' rr ' ,Dis Or.. 0 J • • • r' d 5-633 JobslSq.Mile7:--"-- o ` ,C, o a c v . .. 634-2,517 JobsJSq.Mi[e �•�`• e f, • • 2,518-5,657 JobslSq.Mile King�gry - 0'° a ,. • • 5 ,658-10,053 JobsfSq.Mile . o'r s c ■., 1) ▪10,054-15,706 JohslSq.Miie • IA. L • 1 -4Jobs f o 5-64 Jobs tr ri a 65-324 Jobs 0 325-1.024 Jobs •1,025-2,500 Jobs SOURCE:Census Bureau,LEHD Data Figure 3.17 shows the inflow and outflow of commuters to Tigard according to the Census Employment Dynamics Database.These figures reflect"covered employment"as of 2018,the most recent year available. Covered employment refers to those jobs where the employee is covered by federal unemployment insurance.This category does not include many contract employees and self-employed and therefore is not CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 17 a complete picture of local employment. The figure discussed here is best understood as indicators of the general pattern of commuting and not exact figures. FIGURE 3.17:COMMUTING PATTERNS,CITY OF TIGARD,2018 SEXTON Pro ess MOUNTAIN - , '' WES'=rF _.. LW Beard Rd 9 SOUTH BEA.-'. MetZ[g APITOL HILL ' SW WrIr RI! / �`ff . J/J Vill Ridge 1,1 NEIGHBORS areei bLlri� V SO THWEST ` R TItiRRU UM -RLAI. ,TRIANGLE RI 41,600 3,800 arci 24,800 , TWork in Tigara,l1 1,.1 '.• Live and work Live in Tigard, live elsewhere -�� in Tigard work elsewhere II Mounts 1' ., Imo:, q 2I L.; ' J .. _ LAKE F m m 3 S G w our!Ia, Br ant Tn y - -- COOK PARK aro Jean Coop '� R Park Durl}am BLUE HERO,': „11Las, L SOURCE:Census Bureau,LEHD Data As of 2018, the most recent year available, the Census estimated there were roughly 45,400 covered employment jobs located in Tigard. Of these,an estimated 3,800 or 8.4%,are held by local residents,while over 41,600 employees commute into the city from elsewhere. This general pattern is fairly common among many communities in the Metro area. The most common homes of local workers commuting into the city are Portland, Beaverton, and Hillsboro. Similarly, of the estimated 28,600 employed Tigard residents, 87% of them commute elsewhere to their employment. The most common destinations for Tigard commuters are also Portland, Beaverton, and Hillsboro,followed by Tualatin and Lake Oswego. Implications: Commuting patterns are an important element in the local economy.They are indicative of the labor shed companies can draw workers from,the extent to which job creation translates into increased demand for housing, goods, and services, and the overall balance of population and employment in the community. Tigard has an estimated 21,300 households as of 2019(Census)meaning that the city features a jobs/household ratio of 2.1 jobs per household,while local households hold an average of 1.3 jobs. This indicates that Tigard is a net-positive employment market that attracts workforce from around the region. This dynamic should present local job options for Tigard residents who would prefer to work closer to home and enjoy shorter commutes. In practice the types of local jobs available do not always match with the employment sectors of local residents. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 18 Figure 3.18 shows a comparison of the estimated distribution of locally available employment by industry sector, and the estimated distribution of jobs that local Tigard residents hold (inside and outside the community) by industry sector. The data show that the employment available locally exceeds the number of workers in the local workforce in those industry sectors. Only in the fields of education, manufacturing, health care, and government do the number of Tigard workers exceed the number of jobs in those fields available from local employers. As we've seen, it is most common for workers to commute to employment outside of the city. But this is an indication that local employment is available in most industry sectors if residents would like to work closer to home. FIGURE 3.18:COMPARISON OF NUMBER OF LOCAL JOBS TO LOCAL WORKFORCE,BY INDUSTRY Local Jobs vs. Local Workforce Construction MM Manufacturing Wholesale Trade Retail Trade Transport.,Warehouse, Utilities Mr Information Finance& Insurance Real Estate Professional &Technical Services Management&Admin.Services Education Health Care Leisure& Hospitality Other Services •Local Tigard Jobs Government Working Tigard Residents 0 2,000 4,000 6,000 8,000 Employment SOURCE:Census Bureau,LEHD Data,Oregon Employment Department The characteristics of the workforce commuting into and out of Tigard were similar in terms of incomes and age(Figure 3.19). Working Tigard residents are slightly more likely to be 30 years or older,and more likely to earn more than$40,000. (These are the broad categories provided by this Census data set.) CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 19 FIGURE 3.19:NET INFLOW-OUTFLOW DETAIL,CITY OF TIGARD AND WASHINGTON COUNTY,2018 Age of Workers Income Groups General Sector Aged 55 or older - $40,000 or more In"All Other Services" In"Trade, Aged 30 to 54 $15,000 to$40,000 Transport.,and Utilities"Sector Aged 29 or younger $15,000 or less In"Goods ■ Producing"Sector 0% 20% 40% 60% 0% 20% 40% 60% 0% 20%40%60%80% •Holders of Local Jobs •Holders of Local Jobs •Holders of Local Jobs Local Working Residents Local Working Residents Local Working Residents SOURCE:Census Bureau,LEHD Data As Tigard considers its broader economic development objectives, these commuting trends present a negative implication. Mobility and reducing vehicle miles are important elements of long-term sustainability that the widespread cross-commuting among Metro-area communities works against. A majority of both Tigard residents and employees at local businesses commute to work. The Census estimates that of 2019 75%of working local residents commuted to work in a single-occupancy vehicle,an additional 8%carpooled,6%used public transit, and 8%worked from home. Widespread cross-commuting also has equity implications,as lower income and some disabled workers are less likely to have access to a dependable car or may be unable to drive. This increases the importance of having a wide variety of locally available work at a range of wage and skill levels,to reduce commuting times for residents who wish to work closer to home. As noted above, Tigard does feature a pool of local employment larger than the number of working individuals,so fares well on this measure. POPULATION AND WORKFORCE The City of Tigard has an estimated population of 54,500 as of 2020 according to the PSU Population Research Center(Figure 3.20). Population growth has averaged just over 600 residents per year since 2000, but with significant year-to- year fluctuation during that time. Growth has accelerated since 2015, averaging nearly 900 new residents per year,and a growth rate of nearly 2%per year. A major driver of population increases at the local level are surges in housing development and new annexations to the city boundary. In Tigard, the addition of the River Terrace area has coincided with a surge in population as the area has built out with new housing. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 20 FIGURE 3.20:POPULATION GROWTH(RESIDENTS AND RATE),CITY OF TIGARD POPULATION GROWTH,TIGARD o 0 2000 00 0 1500 0 o N o m UD .--I n o O o ,-i ,-1 O O ,-1- 1000 so CO W O LLnoI -°'a500 lillilijI "' : 1 unp -500 I 0 co a -1000 0 , 1 '� 0h �0O140� 03 l 00 0 00 0 0 0 0 , \,. , y , • , ti ,. N. 1,0 l O 0 0 0 0 0 0 0 O 0 0 0 0'\, ytiA, , L , ytiti1, , ytiytiLtiytiti ANNUAL RATE OF POPULATION GROWTH 4.0% at M 3.0% - N N e N 00 Ql o� 2.0% N at c - Ii.0% mm c ‘.4 o il al -1.0% i ■Tigard 0 Washington County -2.0% o o o o o o o o o o yyy1, 1, yy , 1, 1., 1' 1, 1, yyyy , y , SOURCE:Population Research Center,Portland State University Tigard's population skews younger than statewide figures, with a greater share of the population in the prime work years, and a greater share of children in the community. As with the national trend, and Portland region, the city's population is projected to become increasingly older in the coming decades, as the large Baby Boom generation continues to age into retirement. The long-term impact of this on the local labor force will be a concern moving forward, as the number of younger residents is expected to decline in percentage terms. As Tigard has a greater share of residents under the age of 50 relative to the state, including millennials,these impacts may be somewhat mitigated. A robust local economy with stable, family-supportive employment and affordable housing options can continue to attract net migration of younger households. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 21 Figure 3.21 shows that Tigard has a greater share of the population in prime family-forming and child-raising years(25 to 50 years) relative to the state,and a smaller share of population 60 years and older. FIGURE 3.21:DISTRIBUTION OF POPULATION BY AGE COHORT,TIGARD AND OREGON POPULATON BY AGE COHORT 85+ i 2.0% 8 ■Tigard 0-84 8% 75-79 2.36 •Oregon 70-74 3.0% 65-69 = MMIliir 60-64 6.0% 55-59 6.3% 50-54 6.0% 0 45-49 7.0% u 40-44 =EMM 6.9% tiO• 35-39 8.5% 30-34 7.9% 25-29 8.2% 20-24 =Mola 18-19 1.8% 15-17 3.4% 10-14 6.6% 5-9 5.9% 0-4 5.5% 0% 2% 4% 6% 8% 10% POPULATION BY AGE COHORT 75+ M6.1% •Tigard 65-74 8.5% - •Oregon v° 55-64 12.3% a, a 18541=11. 51.8% Under 18MEW 21.3% 0% 10% 20% 30% 40% 50% 60% SOURCE:Population Research Center,Portland State University The educational attainment level of residents in the City of Tigard varies from the statewide pattern, with a high level of residents having bachelor's or advanced degrees. Of an estimated 38,058 persons 25 years or older in the City of Tigard,as estimated 53%have an associate degree or higher.This compares to a 42% CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 22 rate for Oregon. This represents a likely competitive advantage for the city, as an educated population attracts employers, retail and services,and other economic activity. Working with community colleges and other partners on on-going education,workforce development and distance learning opportunities may be an important part of a local economic development strategy to train segments of the workforce with lower educational attainment in the skills that local industries need. FIGURE 3.21:EDUCATIONAL ATTAINMENT PROFILE,2018 Tigard State of Oregon Count % Count Less Than High School Graduate 2,698 7.1% 274,182 9.6% High school graduate(includes equivalency) 6,444 16.9% 656,365 23.0% Some college, no degree 8,677 22.8% 732,477 25.7% Associate's degree 3,415 9.0% 249,852 8.8% Bachelors Degree 10,842 28.5% 583,144 20.5% Graduate or professional degree 5,982 15.7% 354,673 12.4% Total 38,058 2,850,693 DISTRIBUTION OF POPULATION BY EDUCATIONAL ATTAINMENT Graduate or professional degreeMINE3 Bachelors Degree 20.5% 28.5% Associate's degree 8.8% 9.0% Some college, no degree p .11121 - High school graduate(includes equivalency) - 23.0% 16.9% Less Than High School Graduate 9.6% 7.1% •State of Oregon •Tigard SOURCE: U.S.Census Bureau, 2015-2019 American Community Survey 5-Year Estimates CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 23 IV. MAJOR INDUSTRIES ANALYSIS This element of the Economic Opportunities Analysis assesses the economic landscape in Washington County and the City of Tigard in major industry sectors.The objective of this process is to identify a range of industry types that provide current and potential economic opportunities over the planning period in alignment with economic development objectives. Elements of Industry Sector Analysis A range of analytical tools are used to assess the local and regional economic landscape to identify the sectors that are likely to drive growth over the planning period. Highly Represented -Current Industries LOCAL EMPLOYMENT SNAPSHOT -Location Quotient As discussed in more detail in the following section, Tigard features an estimated 45,500 jobs within its corporate boundaries as of 2021. This snapshot of current industry Gain Sharing Project Growth employment in the cityareaguide to thepast andpresent but Rate Over Time maynot represent the types of and employment land uses -OR Emp. Dept. p Yp jobs -Momentum that will best meet the community's future objectives. -Shift Share -Rate and Magnitude The following table presents the major industry sectors ranked by estimated number of employees. The largest sectors are construction, retail,and professional services. FIGURE 4.01:LOCAL EMPLOYMENT BY INDUSTRY,CITY OF TIGARD(2021) Estimated Employment by Industry(2021) Construction 7,028 Retail Trade 1 6,854 Management&Admin.Services 5,285 Prof.and Tech.Services 4,476 Professional&Technical Services 4,465 Health Care 3,482 Leisure&Hospitality 3,026 Wholesale Trade 2,243 Manufacturing 2,153 Other Services 1,573 Education 1,454 Information 1,454 Real Estate 827 Transport.,Warehouse,Utilities 754 Government • 441 OO 00 00 00 LO �O 00 �O No.of Employees Source: Johnson Economics,Oregon Employment Department,BEA CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 24 Figure 4.02 presents the growth in employment in Tigard by major industry sector since 2010 according to QCEW data provided by the Oregon Employment Department. This time period covers the recent economic expansion since the prior recession of 2008,and also the employment losses of the last year(2020). Since 2010,the greatest employment growth was seen in the construction,professional services,and health care industries. Many other sectors experienced falling employment over this period, led by the management and administrative services sectors. These shifts are partially due to the relocation of some large employers into and out of the city. FIGURE 4.02:EMPLOYMENT BY INDUSTRY SECTOR,TIGARD(2010-2021) QCEW Employment Employment Growth'00-'21 Major Industry Sector 2010 2021 New Employment Employment Jobs Growth Construction 3,752 7,028 3,276 119% Manufacturing 2,109 2,153 44 2% Wholesale Trade 2,795 2,243 (553) -20% Retail Trade 7,408 6,854 (553) -8% Transport.,Warehouse,Utilities 646 754 108 18% Information 1,648 1,454 (194) -12% Finance& Insurance 5,041 4,476 (565) -12% Real Estate 656 827 171 28% Professional &Technical Services 3,848 4,465 617 18% Management&Admin.Services 6,115 5,285 (830) -15% Education 1,855 1,454 (401) -23% Health Care 2,631 3,482 851 34% Leisure& Hospitality 3,421 3,026 (395) -12% Other Services 1,418 1,573 155 13% Government 392 441 49 13% TOTAL 43,735 45,517 1,781 4% Source: Oregon Employment Department In terms of total number of current jobs, the retail, finance and insurance, administrative services, and leisure and hospitality (tourism and dining) remain large employers in Tigard, despite job losses over the last decade. The success of both professional service and industrial/construction businesses in Tigard is likely due to the historical availability of land in these zones, with excellent regional transportation access. Tigard's employment areas are located along the 1-5 freeway, and the confluence of highways 99W and 217. This enables employers locating in Tigard access to a regionwide labor shed including all of the Metro area including SW Washington State as well as the Salem metro area to the south. This access is also an advantage for shipping, or industries such as construction that may have job sites located across the Metro area. Tigard's southeast industrial zones have provided large sites, with quick access for employees and shipping. The Tigard Triangle area is also an extension of the Kruse Way corridor which is established as one of the top suburban professional office locations in the Metro area. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 25 The network of regional access is also highly beneficial to retailers. The Washington Square Mall, big box retailers, and even some smaller stores rely on a regional customer base preferring access and visibility from high-traffic streets. The Highway 99 corridor is also a highly successful retail environment. These are the historical development patterns that have led to the current distribution of employment and industries in the city. As discussed in the following sections of this report,the make up of new businesses in the community is likely to change due to decreasing land availability and policy choices on how to use it efficiently. CHARACTERISTICS OF LOCAL FIRMS The local employment base is largely dominated by small employers of 10 or fewer employees (75% of firms),which is a common pattern across most markets(see Figure 4.03). There are two employers of 500 or more employees, and 11 with 250 to 500 employees. Some of these may have employees spread over multiple locations. Relative to the national distribution, Tigard has a slightly smaller share of small firms, and slightly greater share of firms with 10 to 100 employees. However,the differences are not large. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 26 FIGURE 4.03:DISTRIBUTION OF CURRENT FIRMS BY SIZE,TIGARD OREGON Firms by Size(By Number of Employees) Industry <5 5-9 10-19 20-49 50-99 100-249 250-499 >500 Total Agriculture,forestry,fishing,and hunting 3 0 2 1 0 0 0 0 6 Mining 0 0 0 0 0 0 0 0 0 Construction 166 44 41 26 12 7 1 2 299 Food Manufacturing 13 7 3 0 0 0 0 0 23 Wood Manufacturing 12 5 5 6 2 1 0 0 31 Metals Manufacturing 32 10 6 9 4 4 0 0 65 Utilities 0 0 0 0 1 0 0 0 1 Wholesale trade 209 60 28 17 3 3 0 0 320 Retail trade 86 54 61 23 6 7 1 0 238 Retail trade 46 17 22 10 7 4 2 0 108 Transportation 30 3 5 3 1 0 0 0 42 Delivery and warehousing 9 4 1 1 1 1 0 0 17 Information 61 8 8 9 5 2 1 0 94 Finance and Insurance 182 40 29 20 7 8 2 0 288 Real Estate and Rental 100 23 12 6 2 0 0 0 143 Professional,Scientific,and Technical Services 389 89 49 40 11 1 0 0 579 Management of Companies and Enterprises 20 10 10 7 7 1 0 0 55 Administrative and Wast Management 129 28 27 22 4 6 3 0 219 Educational services 33 10 9 15 5 3 0 0 75 Health care and social assistance 166 70 42 33 11 2 0 0 324 Arts,Entertainment,and Recreation 22 7 7 5 0 0 0 0 41 Accommodation and Food Services 64 44 50 43 7 4 0 0 212 Other services 303 50 20 10 5 0 0 0 388 Government 1 0 0 2 1 0 1 0 5 Unclassified 37 0 0 0 0 0 0 0 37 TOTAL 2,113 583 437 308 102 54 11 2 3,610 NUMBER OF FIRMS BY SIZE >500 2 250-499 11 v O 100-249 . 54 E 50-99 102 o 20-49 308 a E 10-19 437 z z 5-9 583 <5 2,113 0 500 1,000 1,500 2,000 2,500 Number of Firms DISTRIBUTION OF FIRMS BY SIZE(LOCAL AND NATIONAL) >500 10% •Tigard 250-499 10% '^ •National(Private Sector) it c 100-249 ' 1% E 50-99 ! 3% o 20-49 ! 9% a, E 10-19 12% z z MriM 16% 5-9 <5 - 59% 0% 10% 20% 30% 40% 50% 60% 70% Number of Firms Source: Oregon Employment Department CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 27 Figure 4.04 presents the estimated number of employees in firms of the different size categories. While there are relatively few larger employers,they still represent a significant share of overall employment due to their high number of employees. FIGURE 4.04:DISTRIBUTION OF EMPLOYEES BY FIRM SIZE,TIGARD OREGON TOTAL NUMBER OF EMPLOYEES BY FIRM SIZE >500 1,186 250-499 3,841 5) a, 100-249 8,517 £ 50-99 6,977 W 0 20-49 9,455 °H' 10-19 5,966 5-9 3,844 U- <5 3,227 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 Total Number of Employees Source: Johnson Economics,Oregon Employment Department Home Occupations: As of the time of this report, Tigard had 171 home occupation businesses registered in the city. The total number of employees was 230,for an average 1.3 employees per business. However, nearly 80%of home occupation businesses report just one employee. There are a range of home business types, with the most common being some form of contractor or tradesperson who likely travels to other locations to complete projects,or someone providing personal services which might include accounting or legal services, beauty, or repair services. FIGURE 4.05:DISTRIBUTION OF EMPLOYEES BY FIRM SIZE,TIGARD OREGON Category No.of Home Permits No.of Employees Landscape,General,Trade Contractors: 27 16% 47 20% Food Prep. and Products: 2 1% 3 1% Misc. Durable Goods Production(Apparel,Furniture,Crafts,etc.): 13 8% 14 6% Retail(Misc.Goods,Online&Mail): 30 18% 43 19% Personal and Property Service(Beauty,Repair,Real Estate,etc.): 44 26% 58 25% Professional Services(Accounting,Health,Legal,etc.): 54 32% 60 26% Unknown: 1 1% 5 2% TOTAL: 171 230 Source: City of Tigard Roughly 18%report some sort of retail service which likely includes mostly online sales.The largest category is those who provide services. This includes many personal services such as beauty, massage, and alternative health practitioners who provide services in a client's home, also many self-occupied professionals such as accountants, lawyers and paralegals,and freelancers. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 28 At an estimated 230 employees,these home occupations represent a very modest share of employment in Tigard,roughly 0.5%. This only includes home occupation businesses that have registered with the City and there are also likely many such businesses that are unregistered. ECONOMIC SPECIALIZATION The most common analytical tool to evaluate economic specialization is a location quotient analysis.This metric compares the concentration of employment in an industry at the local level to a larger geography. All industry categories are assumed to have a quotient of 1.0 on the national level,and a locality's quotient indicates if the local share of employment in each industry is greater or less than the share seen nationwide. For instance, a quotient of 2.0 indicates that locally, that industry represents twice the share of total employment as seen nationwide. A quotient of 0.5 indicates that the local industry has half the expected employment. Industries with a high location quotient are likely to be bringing additional economic activity and employment into the community. City of Tigard: A location quotient analysis was completed for Tigard, which evaluated the distribution of local employment relative to national averages, as well as average annual wage levels by industry locally relative to national averages (Figure 4.06). The industries that are most highly represented relative to national averages were Construction, Retail, and Finance and Real Estate. FIGURE 4.06:INDUSTRY SECTOR SPECIALIZATION,CITY OF TIGARD,20193 Rank NAICS Sector Description Empl. Emp.L.Q. Average Wages Wage L.Q. 1 236 Construction Construction of Buildings 1,589 3.0 $72,873 0.9 2 448 Retail Clothing and Clothing Accessories Stores 1,269 2.6 $30,978 0.4 3 238 Construction Specialty Trade Contractors 3,745 2.4 $73,494 0.9 4 533 Real Estate Lessors of Nonfinancial Intangible Assets 20 2.4 $81,413 1.0 5 524 Financial Insurance Carriers and Related Activities 1,861 2.3 $79,908 1.0 6 525 Financial Funds,Trusts,and Other Financial Vehicles 10 2.3 $90,267 1.1 7 511 Information Publishing Industries(except Internet) 571 2.3 $137,411 1.7 8 453 Retail Miscellaneous Store Retailers 640 2.2 $34,158 0.4 9 442 Retial Furniture and Home Furnishings Stores 354 2.1 $42,811 0.5 10 523 Financial Securities,Commodity Contracts,etc. 658 2.0 $114,375 1.4 11 814 Other Services Private Households 176 1.8 $30,160 0.4 12 517 Information Telecommunications 474 1.8 $84,257 1.1 13 522 Financial Credit Intermediation and Related Activities 1,572 1.7 $97,091 1.2 14 611 Education Educational Services 1,560 1.6 $42,799 0.5 15 452 Retail General Merchandise Stores 1,721 1.6 $32,572 0.4 16 423 Wholesale Merchant Wholesalers,Durable Goods 1,507 1.5 $107,250 1.3 17 551 Prof.Services Management of Companies and Enterprises 1,153 1.5 $207,760 2.6 18 512 Information Motion Picture and Sound Recording Industries 207 1.4 $58,393 0.7 19 425 Wholesale Wholesale Electronic Markets and Agents and Brokers 430 1.4 $96,931 1.2 20 541 Prof.Services Professional,Scientific,and Technical Services 4,061 1.3 $87,669 1.1 SOURCE:Bureau of Labor Services NAICS: North American Industry Classification System;visit census.gov/eos/www/naics/to learn more about the specific industry types included in each code. 3 QCEW Data,Annual Average 2019 Data CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 29 These are not necessarily the subsectors with the highest overall employment levels. However, they are the subsectors with the highest representation relative to national levels, which indicates that the local economy may have competitive advantages in these industries. It may also indicate that the historic land use and zoning pattern in Tigard is amenable to certain industries over others. Figures 4.07 and 4.08 (following pages)show the local subsectors graphed by L.Q. and the overall number of employees in those subsectors. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 30 FIGURE 4.07:INDUSTRY SUBSECTOR SPECIALIZATION,LOCATION QUOTIENT VS.NUMBER OF EMPLOYEES,CITY OF TIGARD,2019 5.0 • Construction O Financial Services • Manufacturing • Profession&Business Services • Wholesale Trade • Education&Health Retail Trade • Leisure&Hospitality • Transportation,Warehousing&Utilities(T.W.U.) 0 Other Services 4.0 • Information Construction of Buildings 4a 3.0 • C CU Construction- 0 Specialty Trades Z Clothing RetailOf Publishing Insurance • C O 0 o_ '' 2.0 O v o Educational Finance • 0 Services 0 • • Professional& Management • • General Merch. Scientific Services • • of Co.'s / Retail • • • Wholesale- 0 1.0 —• • • Durable Goods — Admin.& 0• Support • • • Services • • Ambulatory• Food Service& Health • • Drinking Places N • • Services I 0.0 0 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 Industry Size (#of Employees) Source: QCEW Data,Annual Average 2019 Data CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 31 B' ..C—C12QP Foo B.0"11118_..-. Cil TIGARD MADE Maintain.Advance&Diversify Employment FIGURE 4.08:SUBSECTORS WITH HIGHEST LOCATION QUOTIENT,CITY OF TIGARD,2019 LOCATION QUOTIENT Construction of Buildings 3.0 Clothing and Clothing Accessories Stores 2.6 Specialty Trade Contractors 2.4 Lessors of Nonfinancial Intangible Assets(except... 12.4 Insurance Carriers and Related Activities I 12.3 Funds,Trusts,and Other Financial Vehicles I 12.3 Publishing Industries(except Internet) I 12.3 Miscellaneous Store Retailers 2.2 Furniture and Home Furnishings Stores 2.1 Securities,Commodity Contracts,and Other Financial...I 12.0 Private Households 1.8 Telecommunications I 11.8 Credit Intermediation and Related Activities I 11.7 Educational Services 1.6 General Merchandise Stores 1.6 Merchant Wholesalers,Durable Goods 1.5 Management of Companies and Enterprises 1.5 Motion Picture and Sound Recording Industries I 11.4 Wholesale Electronic Markets and Agents and Brokers 1.4 Professional,Scientific,and Technical Services 1.3 TOTAL JOBS Professional,Scientific,and Technical Services 4,061 Specialty Trade Contractors 3,745 Insurance Carriers and Related Activities 11,861 General Merchandise Stores 1,721 Construction of Buildings 1,589 Credit Intermediation and Related Activities 11,572 Educational Services 1,560 Merchant Wholesalers,Durable Goods 1,507 Clothing and Clothing Accessories Stores 1,269 Management of Companies and Enterprises 1,153 Securities,Commodity Contracts,and Other Financial... 1658 Miscellaneous Store Retailers 640 Publishing Industries(except Internet) I 1571 Telecommunications I 1474 Wholesale Electronic Markets and Agents and Brokers 430 Furniture and Home Furnishings Stores 354 Motion Picture and Sound Recording Industries El 207 Private Households • 176 Lessors of Nonfinancial Intangible Assets(except... 20 Funds,Trusts,and Other Financial Vehicles 110 • Construction a Financlal Services • Manufacturing Profession&Business Services do Wholesale Trade Education&Health Retail Trade * Leisure&Hospitality • Transportation,Warehousing&Utilities(T.W.U.) 4 Other Services • Information Source: QCEW Data,Annual Average 2019 Data CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 32 9 :d 8--t-1E o®oyBil TIGARD MADE Maintain.Advance&Diversity Employment ECONOMIC DRIVERS The identification of the economic drivers of a local or regional economy are helpful in informing the character and nature of future employment, and by extension land demand over a planning cycle.To this end,we employ a shift-share analysis of the local economy emerging out of the current expansion cycle4. A shift-share analysis measures the local effect of economic performance within a particular industry or occupation. The process considers local economic performance in the context of national economic trends—indicating the extent to which local growth can be attributed to unique regional context or is simply growth in line with broader national trends. For example, consider that widget manufacturing is growing at a 1.5% rate locally, about the same rate as the local economy.On the surface we would consider the widget manufacturing industry to be healthy and contributing soundly to local economic expansion. However, consider also that widget manufacturing is booming across the country,growing at a robust 4% annually. In this context, local widget manufacturing is not keeping pace with the broader growth in the industry. We can generally classify industries,groups of industries,or clusters into four groups: Growing, Outperforming: Industries that are growing locally at a rate faster than the national average.These industries have characteristics locally leading them to be particularly competitive. Growing, Underperforming: Industries that are growing locally but at a slower rate than the national average. These industries generally have a sound foundation, but some local factor is limiting growth. Contracting, Outperforming: Industries that are declining locally but slower than the national average. These industries have structural issues that are impacting growth industry-wide. However, local firms are leveraging some local or regional factor that is making them more competitive than other firms on average. Contracting, Underperforming: Industries that are declining locally at a rate faster than the national average.These industries have structural issues that are impacting growth industry wide. However,some local or regional factor is making it increasingly tough on local firms. The average annual growth rate by industry from 2010 through 2019 (the most recent year available) for Tigard was compared to the national rate.The observed local change was compared to a standardized level reflecting what would be expected if the local industry grew at a rate consistent with national rates for that industry. 4 Measured from the trough of recent recession to 2019, the most recent period available for local employment data. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 33 B TIGARD MADE Maintain,Advance&Diversity Employment As shown in Figure 4.09&4.10,some key industries showed growth exceeding national rates.These include construction, management of companies, and other services. Other sectors also experienced growth, but less than predicted if they had grown at the national rate. FIGURE 4.09: INDUSTRY SECTOR SHIFT SHARE ANALYSIS,CITY OF TIGARD(2010-2019) Average Employment ill=Mi Standardized Regional Industry 2010 2019 Total AAGR Level-2019* Shift Agriculture,Forestry,Fishing and Hunting 101 253 153 10.8% 104 150 Construction 3,752 7,273 3,521 7.6% 4,827 2,446 Manufacturing 2,109 2,186 77 0.4% 2,366 (181) Wholesale Trade 2,795 2,237 (558) -2.4% 3,026 (789) Retail Trade 7,408 7,210 (198) -0.3% 8,045 (836) Transportation,Warehousing&Utilities 646 692 46 0.8% 696 (4) Information 1,648 1,473 (174) -1.2% 1,963 (489) Finance and Insurance 5,041 4,479 (562) -1.3% 6,435 (1,957) Real Estate and Rental and Leasing 656 857 201 3.0% 823 35 Professional,Scientific,and Technical Services 3,848 4,591 743 2.0% 5,312 (721) Management of Companies and Enterprises 384 1,304 919 14.5% 465 838 Admin.Support&Waste Management 5,731 4,261 (1,470) -3.2% 6,722 (2,461) Educational Services 1,855 1,651 (204) -1.3% 2,245 (594) Health Care and Social Assistance 2,631 3,471 840 3.1% 3,379 91 Arts,Entertainment,and Recreation 230 362 132 5.2% 293 69 Accommodation and Food Services 3,191 3,536 344 1.1% 3,847 (311) Other Services(except Public Administration) 1,418 1,887 469 3.2% 1,433 454 Public Administration 392 468 76 2.0% 372 96 TOTAL 43,836 48,190 4,354 1.1% 52,353 (4,163) 4,000 • Predicted 3,000 •Observed c 2,000 , 1,000 W (1,000) (2,000) .5 O 00 5 m CV 43 .2 9 C u y; 5 8 ' 2 8 O 2 3 2 t " • E 8 v 5 a E 2 2 2 r2 m v o c 8 w of c a c v w c �o Q z o :e c m E L./ m o c - c f0 2 co m T ,5 E . 5 s 3 'o u = v m " f0 r° m c Q u v w u CD ro j m v C e > c 3 v c a c a c v a, m o =- - Z 3 m to Ala o7j c, c '� a v E t `s m v « TO o o u t o aai LL O C V Q . w E N N O O 0 m 41.) E 3 PSI u O. v 8 C 2 1=• O u o E 5 .e < .,, u m d m Q3-1 H m 'i' 8 L O *Employment level in each industry had it grown at the same rate as its counterparts at the national level over the same period. SOURCE:U.S.Department of Commerce,Bureau of Economic Analysis CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 34 TIGARD MADE Maintain,Advance A.Diversity Employment Figure 4.10 presents this data visually,comparing actual employment growth with the positive or negative shift based on national trends. This gives an indication of which sectors are outperforming, and which are contracting. In Tigard, some sectors have excelled as noted, while others are underperforming, or have even contracted. Finance and admin services are two sectors that have lost some major employers since 2010 and thus have fared worse than growing industries. Wholesale and retail trade, education and information have similarly contracted. FIGURE 4.10:INDUSTRY SECTOR SHIFT SHARE ANALYSIS,CITY OF TIGARD(2010—2019) 2,500 • Construction 2,000 Contracting, Growing, Outperforming Outperforming 1,500 Management of Companies and... 1,000 Other Services(except Public N 500 Administration) s Health Care and Social • f • Assistance 0 Information s-Manufacturing', (9 • O 500 Educational Services WholesaleTr Accommodation Nie and Food Services t Professional,Scientific,and To -1,000 Retail Trade Technical Services O J Contracting, -1,500 Underperforming Growing, Finance and Insurance Underperforming -2,000 Admin.Support&Waste Management -2,500 -1,500 -1,000 -500 0 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 Local Job Growth(Actual) SOURCE:U.S.Department of Commerce,Bureau of Economic Analysis PROJECTED EMPLOYMENT GROWTH As noted in Section III,the State of Oregon produces employment forecasts by sector by sub-regions,which groups Washington County with Multnomah and Clackamas Counties into the broader Metro area. This forecast is an indicator of how different industry sectors are expected to fare in the region in coming years, including Washington County and Tigard. It is represented here for reference. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 35 9 :d 8—t-1E o®oyBil lin..® TIGARD MADE Maintain.Advance&Diversity Employment FIGURE 4.11:PROJECTED EMPLOYMENT GROWTH BY SECTOR WASHINGTON,MULTNOMAH&CLACKAMAS COUNTIES PROJECTED EMPLOYMENT CHANGE BY INDUSTRY,2019-2029 AVG.ANNUAL PROJECTED GROWTH RATE Natural resources and mining 1600 0.6% Construction 6,300 1.1% Manufacturing 5,900 0.5% Wholesale trade 4,600 0.9% Retail trade 3,600 0.4% Transport.,warehousing,utilities 6,900 1.6% Information 2,900 1.2% Financial activities . 1,600 0.3% Professional and business services 28,400 1.6% Education and health 24,000 1.5% Leisure and hospitality 12,200 1.1% Other services 3,600 0.9% Federal government 1200 ■ 0.1% State government 1 900 1.1% Local government 5,600 0.6% Self-employment 5,900 1.0% 0 10,000 20,000 30,000 0.0% 0.5% 1.0% 1.5% 2.0% Employment AAGR SOURCE:State of Oregon Employment Department,Workforce and Economic Research Division The most recent forecast anticipates a gain of over 113,000 jobs from 2019 through 2029, reflecting an average annual growth rate of 1.0%during the period. All industry sectors are forecast to expand over the next decade. Those forecasted to grow at an above average rate are transportation, warehousing and information, reflecting the continuing growth of internet business, data centers, software and remote shopping. Other strong sectors are professional services due to the continuing evolution of the economy from good production towards services,and education and health services which continue to be a growing slice of the economy. Health care is expected to continue to grow with the aging of the large Baby Boomer cohort and this trend may be sustained for 20 years or more. Sectors projected to grow near the average rate of 1% are construction, government, and tourism-related industries. Of these, construction, and professional services,and health care have seen healthy growth in Tigard. On an absolute basis, the greatest number of new jobs are forecasted in professional services; education and health services, and tourism-related industries. WORKFORCE CHARACTERISTICS OF MAJOR INDUSTRY SECTORS DIVERSITY The following figure shows diversity in major industry sectors in Oregon.5 Unfortunately, local data is not available. The data show that overall, the employed workforce in Oregon is an estimated 53% male, and 86%white. In contrast,the state population is estimated at 49%male, and 83%white. 5 U.S. Bureau of Labor Statistics,Geographic Profile of Employment and Unemployment,2019 CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 36 B . — p 6 Fo o B.111"IIIIB_..-NCil4, TIGARD MADE Maintain.Advance&Diversify Employment Women have below-average representation in fields like construction, manufacturing, information, and professional services. Women have above average representation in finance and real estate, education, health,and leisure and hospitality(dining, and tourism-related). The employed workforce identifies as 12% Latino compared to over 13%of the state population. Latinos have above average representation in agriculture,leisure and hospitality,and other services which includes many personal service businesses. Latinos have lower representation in sectors such as finance and information, relative to their share of the population. FIGURE 4.12:DIVERSITY IN EMPLOYMENT,BY INDUSTRY SECTOR,OREGON-2019 nder Diversity y Diversity Industry Men Women Black Asian Latino 11 Agriculture,Natural Resources 77% 92% 35% 21 Mining 53% 86% 23 Construction 84% 92% 2% 14% 31-33 Manufacturing 74% 84% 2% 8% 13% 42 Wholesale trade 58% 43% 89% 1%- 10% 44-45 Retail trade 58% 43% 89% 1% 10% 48-49 Transportation,Warehousing,Utilities 71% 85% 5% 4% 10% 51 Information 62% 86% 7% 52 Finance and Insurance 46% 53% 88% 1% 8% 53 Real Estate and Rental 46% 53% 88% 1% 8% 54 Professional,Scientific,and Technical Services 60% 86% 2% 6% 14% 55 Management of Companies and Enterprises 60% 86% 2% 6% 14% 56 Administrative and Waste Management 60% 86% 2% 6% 14% 61 Educational services 27% 73% 83% % 7% 10% 62 Health care and social assistance 27% 73% 83% .% 7% 10% 71 Arts,Entertainment,and Recreation 44% 56% 84% 1% 8% 17% 72 Accommodation and Food Services 44% 56% 84% 1% 8% 17% 81 Other services 44% 56% 82%�7% 17° 92 Government 52% 48% 90% 1% 4% 99 Unclassified na na na na na na TOTAL: 53% 47% 86% 2% 6% 12% SOURCE:US Bureau of Labor Statistics In Tigard, some of the sectors of greatest employment tend to have an under-representation of some groups,such as construction and professional and administrative services which have a low share of women relative to the population. These fields tend to have the expected representation of racial minorities. The finance and real estate industries tend to have good representation of women, but poor representation of Latinos. JOB SKILLS The major industry sectors discussed here cover the full range of occupations, wage levels, and fields of work,other than self-employment. Typically,any field has occupation that range from entry-level or trainee to senior-level management. When discussing the skills any industry requires, there are those that are particular to an industry or field,and those that are transferable across many or all industries. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 37 9 :d -"m"'tr . o®oyBil 1,MTLA TIGARD MADE Maintain,Advance&Diversity Employment Hard Skills vs. Soft Skills: Hard skills are those capabilities that can typically be defined and measured. These include knowledge-based skills that require specific education or on-the-job training to understand at least the basics of the field or business or run specific processes or machinery. These are capabilities that a newly recruited worker would not be expected to bring simply by being a bright, motivated person with the requisite"soft"skills. Depending on the occupational field, hard skills may come from prior experience, on-the-job training, technical school, or a college degree. These often require a commitment from a worker to pursue a particular field and invest time, energy, and perhaps money in to attaining these hard skills in order to progress. Hard skills are usually very particular to a specific industry. For instance,an accountant typically must have some accounting education, likely at the post-high school level. A heavy fork-lift driver must have specific training to do her job. Soft skills are often more difficult to define and measure. These are the interpersonal and professional skills that allow an employee to function well in a workplace,collaborate with coworkers,and adapt to company culture. These skills can be hard to train, but many employers value them highly,and developing soft skills can be more important to long term career success than having the best hard skills. Soft skills are often thought of as those that an employee brings with them,or perhaps learns after time in a professional environment. However, employees can be trained in soft skills, such as written and verbal communication, organization and time management, problem solving, giving and receiving feedback and others. The following is a summary of the some of the key categories of skills sought in different employment environments. Many skills, such as good communication, trainability, and attention to detail are valued across workplaces. The skills discussed below are generally soft skills,as each occupation has its particular hard skills and certification requirements. Skills for Professional and White-Collar Environments: Aside from the specific knowledge base required in specific fields (i.e., a certification for an electrician, legal degree for an attorney, etc.) office-based employers are generally looking for a set of soft skills in their employees that help the office function smoothly and meet the needs of coworkers, supervisors, and clients. Many office environments feature generalized administrative jobs that do not necessarily require a specialized education. Some of the key skills that office-based employers seek are: 1. Basic computer literacy skills 2. Organizational skills 3. Strategic planning and scheduling skills 4. Time-management skills 5. Verbal and written communication skills 6. Professionalism 7. Critical thinking skills 8. Quick-learning skills 9. Attention to Detail CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 38 9 :d -"m"'tr . o®oyBil 1,MTLA TIGARD MADE 14Ealnidin,Advance&Diversity Employment These skills help employees complete assigned tasks while coordinating with s colleagues in a professional and collegial manner. Through the lens of workforce development, accepting a job in a professional office environment can offer a transition from blue collar or service industry employment into a white-collar environment,and perhaps a steppingstone into a new professional field. It should be noted that many jobs in manufacturing, construction trades and other blue-collar fields may actually offer better wage and benefits than administrative office employment. Skills for Industrial and Manufacturing Environments: There is a wide variety of jobs that take place in an industrial environment. Manufacturing/production is one important category of industrial employment, but warehousing, raw materials processing, equipment yards, repair facilities, and many other activities take place in an industrial environment. Some of the key skills that industrial employers seek are: 1. Attention to Detail 2. Critical Thinking 3. Communication 4. Computer-Aided Technology 5. Reliability 6. Trainability Industrial employers may also seek some of the following technical skills,or the ability to be trained in: 7. Lean Manufacturing 8. Fabrication 9. Welding 10. Machining 11. Machine Maintenance and Repair 12. Machinery and Vehicle Operation Jobs in industry often offer good wages to workers at a range of education levels and backgrounds. Technical training through educational programs or on-the-job allows industrial workers to build valuable capabilities in operating equipment and running processes. It is often time-consuming and expensive for employers to replicate these skills and experience, making dependable long-term workers valuable to industrial employers. Skills for Retail and Customer-Service Environments: Employers in the retail,hospitality,personal services, and other customer-facing environments seek a specific set of skills from employees who often serve as the public face of the business and main contact with customers. Not surprisingly,interpersonal skills are highly valued as well as the ability to understand the business and even run a store at times without supervision. Skills important for customer-service employees are: 1. Attention to Detail 2. Understanding of the Business 3. Communication 4. Customer Service 5. Interpersonal Skills 6. Basic Computer Skills 7. Numeracy CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 39 9 :d o®o10l TIGARD MADE Maintain,Advance&Diversity Employment 8. Sales 9. Product and/or Service Knowledge AVERAGE WAGES BY INDUSTRY The major industry sectors have differing average wage levels. Figure 4.13 presents the average wage levels in Tigard(2019)by sector. The best paying sectors on average are information,wholesale business,finance, construction trades,and professional services. Lower paying sectors are retail,food service,entertainment, and accommodations. FIGURE 4.13:AVERAGE WAGE LEVEL PER INDUSTRY SECTOR,CITY OF TIGARD Average Annual Wage Level Agriculture, Natural Resources Mining Construction Manufacturing Wholesale trade Retail trade Transportation,Warehousing, Utilities Information Finance and Insurance Real Estate and Rental Professional,Scientific,and Technical Services Management of Companies and Enterprises Administrative and Waste Management Educational services Health care and social assistance Arts, Entertainment,and Recreation Accommodation and Food Services Other services Government Unclassified $0 $20,000 $40,000 $60,000 $80,000 $100,000 SOURCE:Oregon Employment Department Figure 4.14 presents the average wage levels in Tigard based on 2019 QCEW data,compared average wages in the Portland Metro area (Oregon side) and the state. Tigard generally offers wages within 10% of the Portland Metro average in most sectors. Exceptions are administrative services and real estate where local wages are well higher than the Metro average. In some sectors,most notably manufacturing and management of companies,average local wages are well below the Metro average. This is because some of Oregon's largest, most profitable, and well-paying companies are located elsewhere in the Metro area and pull up the regional average. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 40 lixf 8--t--t. o®oyBil lin. ® TIGARD MADE Maintain,Advance&Diversity Employment The high-tech companies in the Hillsboro area pay high wages for skilled manufacturing that exceed wages for more typical kinds of manufacturing. However, manufacturing wages in Tigard also trail the statewide average. Tigard has nearly 120 manufacturing firms representing a wide variety of company size and wage levels. Local firms feature annual average wages ranging from a few thousand dollars for individual proprietors, to an average of$175,000/year. While Tigard has well-paying high-skilled manufacturing, it may be that the area simply has a greater share of lower-skilled, lower paying manufacturing employment than elsewhere in the Metro area. FIGURE 4.14:COMPARISON OF AVERAGE WAGE LEVEL PER INDUSTRY SECTOR CITY OF TIGARD,PORTLAND METRO,OREGON 2019 Tigard/ NAICS Industry Tigard Pdx Metro Oregon Metro 11 Agriculture,Natural Resources $35,500 $38,700 $36,700 92% 21 Mining na $69,000 $61,900 na 23 Construction $78,200 $70,600 $63,100 111% 31-33 Manufacturing $57,400 $85,400 $71,400 67% 42 Wholesale trade $91,400 $81,500 $75,600 112% 44-45 Retail trade $35,100 $35,000 $32,600 100% 48-49 Transportation,Warehousing,Utilities $49,300 $53,700 $53,300 92% 51 Information $92,300 $98,100 $89,600 94% 52 Finance and Insurance $87,700 $95,400 $85,700 92% 53 Real Estate and Rental $65,000 $55,900 $49,000 116% 54 Professional,Scientific,and Technical Services $76,000 $91,100 $82,900 83% 55 Management of Companies and Enterprises $62,800 $136,400 $123,700 46% 56 Administrative and Waste Management $51,100 $42,900 $39,800 119% 61 Educational services $46,000 $41,700 $39,800 110% 62 Health care and social assistance $45,600 $56,000 $53,300 81% 71 Arts,Entertainment,and Recreation $26,300 $37,700 $30,700 70% 72 Accommodation and Food Services $24,400 $24,900 $22,800 98% 81 Other services $42,100 $41,000 $35,500 103% 92 Government $72,300 $67,600 $61,300 107% 99 Unclassified $59,600 $79,000 $70,400 75% Average all Sectors: $59,100 $63,200 $55,000 94% SOURCE:Oregon Employment Department TIGARD INDUSTRIES COMPARISON For reference, the table presented on the following page provides a comparison of the major industry sectors in Tigard based on the metrics discussed above. For each industry, the metrics are judged to be broadly Positive(green), Negative(red),or neutral. These metrics represent the current and long-term industry trends in Tigard, but do not necessarily reflect the future prospects of these industries, in particular given the specific limitations on remaining employment land discussed in later sections of this report. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 41 . —napP;,ono B.11l11"''11118_..-.Cil4, TIGARD MADE Maintain,Advance&Diversify Employment FIGURE 4.12:SUMMARY OF PERFORMANCE METRICS OF MAJOR INDUSTRY SECTORS,CITY OF TIGARD S tare o r Location 2019 GrowthMetro Proj. Projected Industry Sample Firm Types Employment Quotient Avg.Wage Since 2010 Growth Rate New Empl. (Annual) Growth(2041) 23 Construction Building,Infrastructure, Ell 94% 1.1% 1,639 Land,Contractors, Trades 31-33 Manufacturing Food Processing,Wood 5.0% $57,378 4% 247 Products,Metal Fab., MED. Machinary,Electronics 42 Wholesale trade Wholesalers of 5.1% 1.1 91,448 0.9% 450 Auto,Durable Goods, MED. Food,Retail goods 44-45 Retail trade Allretail categories 537 Autos,Durable,Groceries, Electronics,etc. 48-49 Transportation, Air,Rail,Water Transport, - - $49,301 7% 1.6% 280 Warehousing,Utilities Freight Storage&Movement, Energy Piping&Transmission 51 Information Paper&Software Publishers, 3.2% Elp I $92,338 1.2% 401 — Movie and Sound Production, MED. Telecommunications 52 Finance and Insurance Banks,Lenders,Insurance, - 12.0 $87,707 -11% 91 Investment Services,Pensions, Securities Brokers 53 Real Estate and Rental Property Management,Real = 1.0 $64,961 31% 0.7%, milim Estate Lease and Sale,Realtors, Auto and Equip.Rental 54-56 Professional,Scientific, Legal,Accounting,Technical, 1.2 $63,887 2% JIM and Technical Services Scientific,Admin.Services, R&D,Advertising,Security 61 Educational services Elementary,Secondary,College, 3.6% . $46,008 -11% 1.0% 330 Trade and Specialty Schools MED. 62 Health care and social Medicaland Denl Hospitals C = ES $45,618 32% assistance Clinics,,Laboratotoriess,HomeomeCare III Nursing Homes,Family Services, Food and Housing Services 71 Arts,Entertainment,and Performing Arts,Theaters, IlL $26,286 58% 1.2% 99 Recreation Sports,Venues,Artists,Promotion, Performers,Museums,Recreation I 72 Acoommodesion and Hotels,Casinos,, aCampgrounds, In L 1.1%� Food Services Restaurants,Bars,Caterers, Cafeterias,Food Carts 81 Other services Repair and Maintenance,Beauty 3.6% 1.0 $42,136 0.9% 292 Services,Personal Services, MED. Civic,Religious,Social Orgs. 92 Government Local,u StivetO,Offices, al,Military, na 19% 0.6% Executive Offices,Legislatures, TOTAL/AVERAGE: $59,086 8% 1.0% 10,250 CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 42 Epi,g;:1„ 4,16 n..® TIGARD MADE Maintain.Advance A.Diversity Employment V. EMPLOYMENT LAND USE & DEVELOPMENT TRENDS AVERAGE EMPLOYMENT DENSITY Average employment density differs by land use and building type. In general, office space houses more employees per square foot, while industrial and warehousing house fewer employees per square foot on average. The employee/square foot averages used in this analysis were derived from Urban Land Institute data and have been periodically compared to recent trends in space usage. These averages are by the building typology, rather than the industry sector. (Sector employment is converted to building type in the next section.) FIGURE 5.01:ESTIMATED AVERAGE EMPLOYMENT DENSITY BY BUILDING TYPOLOGY Average Floor Area Vacancy Avg. Sq.Ft./Empl. Ratio Assumption Jobs/Acre Office 350 0.35 10% 39.2 Institutional 350 0.35 0% 43.6 Retail 500 0.25 10% 19.6 Flex/B.P 990 0.3 10% 11.9 Gen. Ind. 600 0.3 5% 20.7 Warehouse 1,000 0.35 5% 14.5 Data Center 8,000 0.35 5% 1.8 Total 1,680 0.32 6.4% 21.6 SOURCE:Johnson Economics,Urban Land Institute Implications for Employment Land Use Through the lens of efficient use of remaining employment lands in Tigard,traditional office uses are likely to accommodate the most employment per buildable acre,while retail and industrial less so. There is also variance among industrial users. Manufacturers tend to have greater average job density, while warehousing provides low density. Data centers, which have become a more common use in the region since 2010 offer very high taxable value, but low employment density. LAND USE AND BUILDING EFFICIENCY Aside from encouraging employment land uses that tend to have greater employment density, more efficient use of sites can increase the yield of real estate and jobs on available employment land. This can entail employers using smaller sites than an equivalent business might have used in the past when land was more plentiful and less expensive. It an also include reducing the site space used for landscaping, buffers, and parking to allow more usable built space. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 43 9 :d 8--t—teo®oyBil .„cnt,46 TIGARD MADE Maintain.Advance&Diversity Employment Economics of New Development One challenge in the suburban environment where land prices are lower is that the developers themselves may not feel financial pressure to maximize use of sites. The private real estate market tends to provide greater density in response to higher property values. This section provides a general discussion of factors which impact the density of development or redevelopment in a neighborhood. Cost of Construction: Cost to develop is a key determinant of final development forms. As a general rule, the higher-density development forms have a higher cost per square foot to construct. This is due to shifts in materials from wood and concrete to steel,the need for structured parking,and the need for more robust systems such as elevators,firewalls, and sprinklers. Higher costs can be offset by a greater achievable density of leasable space, which has value when the achievable price is higher than the cost of construction excluding land. However, when achievable pricing is below construction costs, there is no marginal value associated with the increase in density and development forms; lower density building forms remain the best economic use for the land in terms of rate of return. Risk:At the most basic level the pace of development will be driven by perceived demand for real estate in a market and the achievable pricing. If demand and pricing are known to be strong(as is generally the case in Tigard),the perceived risk is reduced for developers, property owners, lenders and investors. There are many areas of risk in real estate development including the following: • Scale and Time—Most commercial development projects require a significant amount of capital to realize, often in the millions of dollars, and may take multiple years to complete, requiring upfront investment in a project that is unprofitable until completion, and entails carrying costs during the process. • Entitlement — Securing entitlements for development can be an uncertain and time-consuming portion of the development process. • Financing—Financial commitments can be fluid during the development process, with lenders and/or equity partners backing out of deals or renegotiating terms mid-development. These players can also limit flexibility. • Construction—There are many risk factors associated with construction. The cost of materials and labor can fluctuate significantly, timing delays can impact contractor availability windows, unforeseen problems may emerge during site-work, etc. • Market—Actual achievable rent levels and/or sales prices may be significantly different than assumed at the time development was initiated. In addition, capitalization rates (a measure of value set by the market)can shift significantly, which has a pronounced impact on income properties. Economics of Redevelopment In addition to being subject to the considerations discussed above for new development, redevelopment projects have additional factors impacting feasibility. Highest and Best Use.There are many considerations on whether a property or area is providing its "best use" in a general sense, including planning goals,social goals, equity, neighborhood fabric,etc. But for the CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 44 111. 9 :d 8--t t� o®oyBil Ncn TIGARD MADE Maintain,Advance&Diversity Employment purposes of this discussion, a developer considering redevelopment of a property will usually seek to determine the"highest and best use" in the economic sense. This term has a particular meaning in real estate development, which is the use that provides the best economic return,which leads to the highest value for the underlying land. The value of the underlying land is referred to as the"residual land value". For instance, under an obsolete use,a parcel may have a value of X. However,for a new use with a higher achievable rent and perhaps increased density, the developer may be willing to pay 2X for the parcel (i.e. for the buildable land). Under the new,more productive use,the land itself is literally worth more than the existing property(land and building) is worth under its current use. Challenges to Redevelopment: Often a property or area may not be attracting redevelopment activity despite appearing to be a good candidate for new uses. What is often happening in these cases is that the existing property,while it may seem obsolete or in poor condition,still retains enough total value under its existing use(land and building)that it would cost too much to purchase as a building site for a new use. While the new use would be able to achieve higher rents and be more economically productive, it is not enough of an improvement to overcome the remaining value in the existing use. Another factor may be costs in addition to land purchase, which may mean site clean-up costs, liens, entitlement issues. These costs should be, but are not always,reflected in the purchase price as a discount. The high cost and risk of preparing the site for redevelopment are why defunct gas station,dry cleaners and other potentially contaminated sites often sit vacant for very long periods. For these reasons, areas which seem like good candidates for redevelopment can persist for some time if the underlying land has not become valuable enough to justify new uses. Implications for Employment Land Use There are usually market forces to explain why land is developing in the manner that it is. Where new development seem to be utilizing land less efficiently and producing buildings at lower densities, it is most often an indication that market rents and land values need more time to develop to where the market dictates greater efficiency. In the Metro area, given land constraints within the UGB and the controls on rapid growth at the urban fringes, many suburban regional and town centers are seeing this type of market pressure that is shifting achievable densities. Tigard's central city and Triangle areas are both showing signs that increased densities are becoming more feasible. In general, office development will be capable of achieving greater future densities than industrial lands. Tigard's business parks near the freeway offer examples of large four and five stories professional office buildings. Commercial office and retail are also better suited for vertical mixed-use development as they can compliment each other, as well as housing. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 45 9 :d 8--t-t� o®oyBil Ncnt,46 TIGARD MADE Maintain,Advance&Diversity Employment Industrial users are less amenable to greatly increasing density. These sectors rarely utilize multi-story buildings,other than for ancillary office functions. They also often require large outdoor yard and storage space, and maneuvering space for trucks and equipment. Industrial is generally unsuited for mixed use development because of the negative externalities of noise,traffic,dust and fumes that might be associated with industrial businesses. ADAPTIVE REUSE Adaptive reuse refers to the rethinking of obsolete, underused or vacant properties for a new use. The need for this creative reuse is expected to be a growing trend due to changing commercial real estate market conditions such as closure of big box retail chains, challenges to indoor malls, and now the Covid- 19 induced blow to existing retailers and office buildings. What is Adaptive Reuse? The CCIM Institute,a commercial real estate industry group, proposed the following definition for adaptive reuse projects: 1. Existing structure: While adaptive reuse projects may involve some level of new construction or an expansion/addition of space,they always start with an existing structure. 2. Functional and/or economic obsolescence:All adaptive reuse projects commence with a property in a state of disrepair, high rate of vacancy, or with highest and best use in transition. In essence, the old use is no longer productive or economically viable, and the tenants have left. 3. Change of use: The project/property involves a repurposing of a prior structure and use, not a mere re-tenanting with tenant improvements. 4. Economic viability: Not only does the reuse need to be physically possible and legally permissible; it also has to be economically viable. Local government incentives are sometimes necessary to make a project economically viable due to the cost of assemblage,higher repurposing costs with a greater cost-overrun risk than new construction,and speculative lease-up risks. In addition to market forces impacting traditional retail and office buildings, reuse may also be driven by rising cost and scarcity of land making reuse of existing properties more viable. Public efforts to reuse historic or notable buildings while preserving their character are also a driver of reuse projects that often involve a public/private partnership. Examples of Adaptive Reuse of Commercial Real Estate Adaptive reuse is highly specific to the unique qualities of the building and location, but a few examples are: • Reuse of a historic building(i.e.,train station)for new hotel,office,or housing. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 46 9 :d oiE.0 Ncn TIGARD MADE Maintain,Advance&Diversity Employment • Conversion of a large-format retailer into multiple smaller retail spaces, an open multi-tenant marketplace, entertainment (indoor play structure, laser tag, etc.), gym, or warehouse/distribution space. • Conversion of office space into a school or municipal space. Conversion of office into multifamily housing(this is often proposed but expensive due to the differences in floor plate layout between office and residential buildings.) • Hotels can often make creative reuse of older and historic buildings in central locations, with the unusual building becoming a branding point for the business. • Reuse of indoor shopping malls for hospital, university or other institutional space. Implications for Employment Land Use Each reuse development project is unique and difficult to predict. The main way that land use planners can facilitate reuse is by instituting flexible zoning that allows for a mix of uses so that properties can respond to changing market forces. The public can play a role in identifying large or key opportunities for reuse and perhaps participating in a public/private partnership to make them feasible. Tools like TIF can provide resources to participate in these projects. As a community with limited employment land, reuse and redevelopment may become increasingly common in the Tigard's existing employment zones. SUSTAINABLE DEVELOPMENT The commercial and industrial real estate industry have made significant bounds in adopting sustainable development measures over the last two decades. The U.S. Green Building Council introduced the Leadership in Energy and Environmental Design (LEED) designation in 1998, and the program introduced a clear route and set of best practices for developers to build more sustainable buildings. Now on version 4.1, LEED offers guidance and certification on building exteriors and interiors,operations and maintenance, transportation linkages, and other aspects of development. Commercial and industrial developers have adopted green building features both to meet the company environmental goals of their management,employees and shareholders, but also because there is a strong economic case to be made that these spaces are more valuable and perform better over time. Sustainable Building Features The list of potential sustainable features is long and can include anything that improves energy and water use, use of more sustainable and recycled materials, health improvements for tenants, low impact landscaping, multi-modal transportation linkages and more. Commercial and industrial buildings can be more challenging for implementation due to features such as high ceilings and large rooms, extensive window cladding, and heating and cooling needs of specialized equipment. While the list of eligible LEED features is extensive,a few examples are: • Use of improved glass and daylighting to improve ambient light and reduce need for artificial light. • Use of efficient LED lighting. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 47 9 :d 8--t—teo®oyBil Ncnt,46 TIGARD MADE Maintain,Advance&Diversity Employment • Solar panels,and/or using renewable energy programs from local utilities. • Recycled materials throughout construction, including in interior finishes such as carpet. • Non-chemical-emitting materials, paints and finishes. • Modern,energy-efficient mechanical systems. • Water retaining landscaping such as bioswales and French drains. • Water-efficient indoor plantings for air quality. • Reflective, living,or cooling roof features. • Reduction of waste and pollution from building and operations. It is not necessary to obtain LEED certification to undertake green building or develop a sustainable property. Certification can add time and cost to a project, and many sustainable features are becoming industry standards as the benefits are understood and costs come down. LEED certification remains a valuable shorthand to indicate to tenants and investors that a property is sustainable. In addition,it should be noted that there are four levels of certification: certified,silver,gold &platinum. The Business Case for Sustainable Development There is a strong business case for sustainable building features that have helped improve adoption. These features are ultimately attractive to business tenants, investors, and long-term owners and operators of employment space as evidenced that LEED certification is shown to increase the value of these properties. • For property owners and investors,sustainable facilities are more attractive to prospective tenants who often pay a rent premium for having these features in their space. Happy tenants remain longer and reduce costs associated with vacancy and re-tenanting. Long-term operating costs are lower as energy, water, and waste costs are reduced. Low-maintenance features such as passive heating and cooling, reduced artificial lighting, self-sustaining landscaping, help reduce maintenance costs. Sustainable properties, particularly those with LEED certification will have higher resale values and are designed to last longer with less need for repair and renovation. • For tenants, a green workplace conforms to the environmental values of the company and individual employees while offering other advantages. The business'commitment to sustainability can help attract and keep talented employees and promote health and productivity in the workplace. Operating costs that are passed to the tenant are reduced. A green stance also often agrees with the branding of modern companies, and investors and stakeholders in the business increasingly expect a commitment to sustainability as well. Implications for Employment Land Use From a planning perspective,a city might choose to either require or incentivize sustainable features in new development. Sustainable features are often (but not always) more costly substitutes for older materials and techniques, so requiring them through zoning or building codes can run in to challenges from the building community and also have the perverse effect of disincentivizing new development by making it more expensive. Still, approaches such as requiring stormwater retention, encouraging density, public space,bike facilities,and reducing parking minimums are examples of statutory approaches to encouraging sustainability. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 48 9 :d 8--t-t� o®oyBil lin..® TIGARD MADE Maintain,Advance&Diversity Employment Public incentives for sustainable development are those that either reduce costs or improve profitability for the developer. These are commonly incentives that reduce property taxes for some period or give a "bonus"to the developer in the form of height,density, reduced parking that will increase the profitability of the building. These bonus incentives work best in parts of the city where market forces are already leading to more dense use of land. This can be difficult in some suburban cities where dense development, vertical and mixed uses are not yet occurring. Without a market pressure to build denser land uses, bonus height and density are less attractive incentives. EQUITABLE DEVELOPMENT The potential impacts of land use and real estate development on equity is a growing concern in planning, transportation, and redevelopment projects. Major gentrification or redevelopment of neighborhoods have the potential to displace local households and businesses by directly disrupting their property or increasing land values and rents in an area making it difficult for current residents to remain. Marginalized people may include low-income renters, racial or ethnic minorities, those with disabilities, those with cultural or language barriers,small business owners, neighborhoods with traditionally low property values. The Southwest Corridor Plan recently completed by Metro and partner communities included an Equitable Development Strategy that considered the impacts of a new light rail line between central Portland and cities to the south, including Tigard. While this study was an early step in understanding this problem, it involved many stakeholders and provides some guidance on equitable development in the area. What is Equitable Development? The Southwest Equitable Development Strategy(SWEDS) defined equitable development as "an approach for meeting the needs of underserved communities through policies and programs that reduce disparities while fostering places that are healthy and vibrant."The approach seeks to understand the perspectives of those most directly impacted by potential public investments,and to take those into account when making transportation and land use decisions. This means engaging the public and taking their experiences into account when making decisions about a proposed project, about new housing to support the growing population,and about equitable economic development. Equitable development attempts to foresee and ameliorate such potential issues as: • Availability of affordable housing • Residential and business displacement/gentrification • Equitable economic opportunity and wealth creation • Multi-modal transportation accessibility • Community health and safety • Cultural and language barriers among marginalized residents and business owners How to Help Promote Equitable Development Metro partnered with community organizations, especially those created by and serving historically marginalized communities, in creating specific recommendations to help promote equitable development, which include: CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 49 9 :d oiE.0 Ncn TIGARD MADE Maintain,Advance&Diversity Employment • Business education and job training • Development of affordable housing • Providing opportunities for affordable homeownership • Strengthening community capacity • Creating innovative pilot programs to directly address these issues Pilot grants from Metro to address some of these issues included business education and outreach to small businesses (Mercy Corps NW), specialized career training to historically marginalized individuals working lower-wage jobs at OHSU to increase economic opportunity (Immigrant and Refugee Community Organization),and multiple affordable housing projects for renters and owners. Gentrification and Displacement Displacement of residents and businesses can be one symptom of the process of gentrification. "Gentrification" is a charged term, which can have different definitions depending on the context. The process has multifaceted socio-economic drivers and impacts. For the sake of this discussion,the most important definition is that: Gentrification is a process which brings new households and businesses with greater financial resources into areas which have historically been occupied by households and businesses with fewer financial resources. The natural economic outcome of this process is the displacement of some of the households and businesses with fewer resources over time. However,typically displacement is not distributed evenly: • First and foremost, displacement is a much greater risk for renters than owners. By definition, renters are more susceptible to the whims of outside forces on their housing and business location, including from landlords and general market forces. While a renter may lock in stability with a 6 or 12 month lease, there is considerable uncertainly at the end of that period, particularly in a gentrifying market. • Property owners have often locked in their costs for many decades through a mortgage, while Oregon's property tax laws ensure that tax bills won't climb too quickly even if the neighborhood is greatly appreciating in value. If a neighborhood has been low cost for some time, many long- time owners have paid off their mortgage, or have small monthly payments based on a low purchase price. • Because of this dynamic,gentrification can be felt very differently by renters vs. property owners. Many owners have the ability to stay in the neighborhood even as prices rise around them. They also have the choice to sell their property and capitalize on the rising value. They may consider the increasing prices to be a positive trend. • Renting housing is correlated with lower income levels, and lower income levels are correlated with a range of demographic categories including young people, single parents, disabled, racial and ethnic minorities, and immigrants. Therefore these groups may be disproportionately impacted by displacement depending on the profile of the neighborhood. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 50 9 :d 8--t—teo®oyBil lin..® TIGARD MADE Maintain.Advance&Diversity Employment • Business displacement tends to lag residential gentrification, often by many years. In the early years of gentrification, there is often long-neglected and vacant commercial space in the neighborhood which can be used for new and pioneering businesses. Being underused,this type of space often represents a lower rent option compared to established neighborhoods. The pioneering small businesses taking a chance on the neighborhoods in the early years may well suffer from rising rents in later years. Despite this, these pioneering businesses may actually be viewed as part of the problem, bringing change and attracting newcomers to the area. • Once residential gentrification progresses and the cache of the neighborhood and increased spending power of new residents is generally apparent,then the existing commercial space will be rehabbed and leased and business lease rates will begin to climb. When achievable lease rates get high enough, redevelopment of existing properties into new space becomes more feasible. • As with residents, businesses that own their property will be in a much more stable situation than businesses that lease. Small and emerging businesses are more likely to lease than established businesses. However,commercial property owners are more susceptible to rising property tax rates than homeowners. It is important to remember that gentrification and displacement are the cumulative result of thousands of choices being made by individuals in the marketplace. This is why gentrification can seem so difficult for communities to address, and why individuals can feel powerless to change the trend even as they buy or sell a home in the neighborhood for a new higher price. Implications for Employment Land Use Many aspects of equitable development cannot be addressed directly through land use initiatives but are better suited to be addressed through related measures such as economic development, TIF districts, affordable housing programs, and community outreach. The main lever that land use planning has is to consider in advance the potential impacts that large planning initiatives might have on established lower- income or lower-property-value neighborhoods where marginalized groups might live or operate businesses. Planning should include these groups directly during the process. In terms of spatial land use planning, an approach that prioritizes equitable multi-modal transportation access to neighborhoods for commuters and daily needs is important. The Metro 2040 Growth Concept that concentrates additional growth in town centers and transportation corridors aids with this, but paradoxically can lead to gentrification if centers of concentrated density successfully develop. As noted, renters are more vulnerable to displacement than property owners. Owners, though they may be unhappy with neighborhood changes,are at least able to participate in gentrification through increasing property values. Or if a property is taken for a project,such as a new transportation right-of-way,the owner is at least compensated. Renters do not benefit from disruption in this way. Rising property values in an area tend to lead to increased rents and selling or redevelopment of rental properties. When a naturally occurring affordable housing (NOAH) property is condemned for a public project, it often is not replaced with similarly low-rent units, if at all. For land use planners,permissive residential zoning that allows for a range of housing types,including multi- family,smaller and attached housing across the city can help alleviate the limited supply. Recent efforts on CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 51 MI. 8--t-t�• Ii.m.itirt o®oyBil TIGARD MADE Maintain,Advance&Diversity Employment the state and local level to allow "middle housing"types in traditional single-family zones are an effort in this direction. One of the most important approaches to consider for protecting lower-cost neighborhoods that serve marginalized groups is a counterintuitive one: tread lightly. This can be difficult as communities often want to assist these populations and physically improve and beautify neighborhoods seen as neglected. However, successful efforts at renewal can lead to rising property values and exacerbate inequality and displacement. The stock of naturally occurring affordable housing and commercial real estate is far larger than the stock of subsidized affordable spaces. Reductions in the lower cost space that the market provides is difficult and expensive for non-profit agencies or the public to replace with formally subsidized space. The aging apartment complex or mobile home park can be an important source of low-income housing rather than a problem to "fix". The small storefront on the "bad" street can be a low-rent solution for an emerging business owner. Therefore, planning projects should carefully weigh how they will improve the lives of those living and working in an area,without incentivizing gentrification pressures. This may mean a more limited scope of improvements rather than an expansive scope. When displacement is projected, alternative housing or commercial real estate should be identified prior the changes whenever possible. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 52 B' .:7711_ p 6 Fo oN.L4, TIGARD MADE Maintain.Advance t Diversify Employment VI. FORECAST OF EMPLOYMENT AND LAND NEED CITY OF TIGARD EMPLOYMENT FORECASTS Goal 9 requires that jurisdictions plan for a 20-year supply of commercial and industrial capacity. Because employment capacity is the physical space necessary to accommodate new workers in the production of goods and services, employment need forecasts typically begin with a forecast of employment growth in the community. The previous analysis of economic trends and major industries set the context for these estimates. This analysis translates those trends into estimates of employment growth by broad industry. Forecasts are produced at the sector or subsector level (depending on available information), and subsequently aggregated to two-digit NAICS sectors. Estimates in this analysis are intended for long-range land planning purposes and are not designed to predict or respond to shorter-term business cycle fluctuations. The projections in this analysis are built on an estimate of employment in 2021,the commencement year for the planning period. Employment growth will come as the result of net-expansion of businesses in the community, new business formation, or the relocation or recruitment of new firms.As explained in more detail below, two forecast scenarios are presented, one reflecting a slower baseline growth rate, and one reflecting a higher growth rate in keeping with the most recent Urban Growth Report adopted by Metro. The significant difference between these two growth rates results in a large difference in findings of job growth and land needs from the two forecasts as presented below. Long-range forecasts typically rely on a macroeconomic context for growth.The forecast does not consider the impact of a significant but unpredictable exogenous shift in employment such as recruitment of a major employer. OVERVIEW OF EMPLOYMENT FORECAST METHODOLOGY Our methodology starts with employment forecasts by major commercial and industrial sector. Forecasted employment is allocated to building type,and a space demand is a function of the assumed square footage per employee ratio multiplied by projected change.The need for space is then converted into land and site needs based on assumed development densities using floor area ratios(FARs). FIGURE 6.01:EMPLOYMENT PROJECTION TO LAND NEED FORECAST PROCESS w F i » f � . testi » 1,11i EMPLOYMENT __ SPACE NEED REAL ESTATE LAND/SITE FORECAST •SF per Employee PRODUCTS NEEDS •By Sector •Magnitude and •Office •Aggregate Need •Baseline and Character of Need •Industrial •Site Requirements Adjusted •Commercial •Hybrid Products CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 53 ..,.,.. a 96 8-t�. o®oyBil lin. ® TIGARD MADE Maintain.Advance t Diversity Employment The first analytical step of the analysis is to update covered employment to the 2021 base year. The Quarterly Census of Employment and Wages (QCEW) data was used to determine the City of Tigard's covered employment by industry through 2019. To update these estimates, we use observed industry specific growth rates for Washington County between 2019 and 2021.This included a year of growth from 2019 to 2020, and a year of significant contraction from 2020 to 2021 due to the pandemic. The second step in the analysis is to convert "covered"6 employment to "total" employment. Covered employment only accounts for a share of overall employment in the economy. Specifically, it does not consider sole proprietors or commissioned workers. Covered employment was converted to total employment based on observed ratios at the national level derived from the Bureau of Economic Analysis from 2010 through 2018. The differential is the most significant in construction, professional, and administrative services.The adjusted 2021 total employment base for the City of Tigard is 45,500 jobs. FIGURE 6.02:UPDATE TO 2021 BASELINE AND CONVERSION OF COVERED TO TOTAL EMPLOYMENT QCEW Employment 2019 '19-'21 2021 Total Emp. 2021 Major Industry Sector Employment County 81 Estimate Conversion2 Estimate Construction 5,344 -1.7% 5,164 73% 7,028 Manufacturing 2,133 -0.8% 2,101 98% 2,153 Wholesale Trade 2,177 0.1% 2,182 97% 2,243 Retail Trade 6,808 -2.5% 6,472 94% 6,854 Transport.,Warehouse,Utilities 632 4.4% 689 91% 754 Information 1,395 -0.7% 1,377 95% 1,454 Finance& Insurance 4,101 0.0% 4,099 92% 4,476 Real Estate 785 -1.8% 757 92% 827 Professional&Technical Services 4,061 -1.4% 3,950 88% 4,465 Management&Admin.Services 4,922 -2.5% 4,675 88% 5,285 Education 1,560 -6.1% 1,374 95% 1,454 Health Care 3,280 0.2% 3,290 95% 3,482 Leisure&Hospitality 3,679 -11.9% 2,856 94% 3,026 Other Services 1,561 -8.7% 1,301 83% 1,573 Government 468 -2.9% 441 100% 441 TOTAL 42,906 -2.6% 40,730 89% 45,517 1 Forecasted AAGR from 2019-2029 for the Portland Tri-County submarket.Oregon Employment Department 2 Bureau of Economic Analysis.Calculated as an eight-year average between 2010 and 2018 SCENARIO 1:SAFE HARBOR FORECAST The Goal 9 statute does not have a required method for employment forecasting. However,OAR 660-024- 0040(9)(a) outlines several safe harbor methods, which are intended to provide jurisdictions a methodological approach that will not be challenged.The most applicable for the City of Tigard is 660-024- 0040(9)(a)(A), which recommends reliance on the most recent regional forecast published by the Oregon Employment Department. This method applies industry specific growth rates for the Tri-County Metro 6 The Department of Labor's Quarterly Census of Employment and Wages(QCEW)tracks employment data through state employment departments. Employment in the QCEW survey is limited to firms with employees that are "covered" by unemployment insurance. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 54 9 :d ��.,.t f.� ,,.__, _46E. o®o�yBil lin..® TIGARD MADE Maintain,Advance A.Diversity Employment Region (Clackamas, Multnomah, & Washington counties) to the City of Tigard's 2021 base. This method results in an average annual growth rate of 1.0%, with total job growth of 10,250 jobs over the 20-year forecast period. (See Figure 6.03) SCENARIO 2:ALTERNATIVE EMPLOYMENT FORECAST As a city in the Portland Metro region,Tigard also has growth projections for population, households and jobs prepared by the Metro regional government as part of its ongoing planning process. The latest adopted Urban Growth Report (UGR) for the region includes an estimate of Tigard employment in 2040 based on Metro's model of allocating forecasted growth across the region. In this case,the UGR included a forecast of just under 64,000 jobs in Tigard in 2040,which would translate into a growth rate from the 2021 baseline of 1.8%. The alternate Scenario 2 forecast presented here based on that growth rate results in a higher alternate forecast of nearly 19,000 new jobs over the planning period,or 85%greater than Scenario 1. FIGURE 6.03:COMPARISON OF ALTERNATIVE FORECASTS,CITY OF TIGARD Industry 2021 2041 Chg. AAGR 2021 2041 Chg. AAGR Construction 7,028 8,667 1,639 1.1% 7,028 10,007 2,980 1.8% Manufacturing 2,153 2,399 247 0.5% 2,153 2,586 433 0.9% Wholesale Trade 2,243 2,692 449 0.9% 2,243 3,052 809 1.6% Retail Trade 6,854 7,392 537 0.4% 6,854 7,787 932 0.6% Transport.,Warehousing,Utilities 754 1,035 280 1.6% 754 1,284 529 2.7% Information 1,454 1,855 401 1.2% 1,454 2,191 737 2.1% Finance&Insurance 4,476 4,567 90 0.1% 4,476 4,630 154 0.2% Real Estate 827 943 116 0.7% 827 1,032 205 1.1% Professional&Technical Services 4,465 6,452 1,987 1.9% 4,465 8,291 3,826 3.1% Management&Admin.Services 5,285 7,035 1,749 1.4% 5,285 8,553 3,268 2.4% Education 1,454 1,785 330 1.0% 1,454 2,054 599 1.7% Health Care 3,482 4,808 1,326 1.6% 3,482 5,992 2,511 2.8% Leisure&Hospitality 3,026 3,778 752 1.1% 3,026 4,399 1,372 1.9% Other Services 1,573 1,865 292 0.9% 1,573 2,097 524 1.4% Government 441 493 52 0.6% 441 533 92 0.9% TOTAL: 45,517 55,766 10,250 1.0% 45,517 64,487 18,971 1.8% Construction Manufacturing Wholesale Trade Retail Trade Transport.,Warehousing,Utilities Information Finance&Insurance Real Estate Professional&Technical Services Management&Admin.Services Education Health Care Leisure&Hospitality •Baseline Scenario Other Services Government Adjusted Scenario 0 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 20-Year Job Growth(#of Jobs) SOURCE:State of Oregon Employment Department,Metro,Johnson Economics CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 55 91I.;8-t�1o®oyBil lin.�® TIGARD MADE Maintain.Advance A.Diversity Employment SUMMARY OF EMPLOYMENT FORECAST SCENARIOS The two forecast scenarios in this analysis range from 1.0% to 1.8% average annual growth. Job growth estimates range from 10,250 to 18,971 jobs. The greatest number of jobs are forecasted in construction, professional services, and health care. The fastest percentage growth rates are projected for professional services, health care,transportation/warehousing, and leisure&hospitality. The estimates in the preceding analysis are useful for creating a baseline understanding of growth prospects by industry. These are common and accepted approaches when looking at large geographic regions. Forecasts grounded in broad-based economic variables do not always account for the realities of local businesses and trends among evolving industries.Any long-term forecast is inherently uncertain and should be updated on a regular basis to reflect more current information. The 20-year forecasts were broken down into five-year increments, assuming a consistent rate of growth over the period. However, a 20-year forecast will include multiple business cycles, and that growth will be variable in practice. FIGURE 6.04:SUMMARY OF PROJECTION SCENARIOS,CITY OF TIGARD Overall Employment Net Change by Period Total Industry 2021 2026 2031 2036 2041 21-26 26-31 31-36 36-41 21-41 SCENARIO I(OED Forecast) Construction 7,028 7,406 7,805 8,225 8,667 378 399 420 443 1,639 Manufacturing 2,153 2,212 2,273 2,335 2,399 59 61 62 64 247 Wholesale Trade 2,243 2,347 2,457 2,572 2,692 105 110 115 120 449 Retail Trade 6,854 6,985 7,118 7,253 7,392 131 133 136 138 537 T.W.U. 754 816 883 956 1,035 62 67 73 79 280 Information 1,454 1,545 1,642 1,745 1,855 91 97 103 110 401 Finance&Insurance 4,476 4,499 4,521 4,544 4,567 22 23 23 23 90 Real Estate 827 855 883 913 943 28 29 29 30 116 Professional&Technical Services 4,465 4,896 5,368 5,885 6,452 430 472 517 567 1,987 Management&Admin.Services 5,285 5,677 6,098 6,550 7,035 392 421 452 485 1,749 Education 1,454 1,531 1,611 1,696 1,785 76 80 85 89 330 Health Care 3,482 3,774 4,091 4,435 4,808 293 317 344 373 1,326 Leisure&Hospitality 3,026 3,199 3,382 3,574 3,778 173 182 193 204 752 Other Services 1,573 1,642 1,713 1,787 1,865 68 71 75 78 292 Government 441 454 467 480 493 13 13 13 14 52 TOTAL: 45,517 47,837 50,311 52,950 55,766 2,321 2,474 2,639 2,816 10,250 SCENARIO 2(Metro Taz Based) Construction 7,028 7,677 8,386 9,161 10,007 649 709 775 846 2,980 Manufacturing 2,153 2,254 2,359 2,470 2,586 101 106 111 116 433 Wholesale Trade 2,243 2,422 2,616 2,825 3,052 180 194 209 226 809 Retail Trade 6,854 7,076 7,306 7,542 7,787 222 229 237 244 932 T.W.U. 754 861 984 1,124 1,284 107 122 140 160 529 Information 1,454 1,611 1,785 1,978 2,191 157 174 193 214 737 Finance&Insurance 4,476 4,514 4,553 4,591 4,630 38 38 39 39 154 Real Estate 827 874 924 977 1,032 47 50 53 56 205 Professional&Technical Services 4,465 5,212 6,084 7,102 8,291 747 872 1,018 1,188 3,826 Management&Admin.Services 5,285 5,961 6,724 7,584 8,553 676 762 860 970 3,268 Education 1,454 1,585 1,728 1,884 2,054 131 143 156 170 599 Health Care 3,482 3,988 4,568 5,232 5,992 506 580 664 761 2,511 Leisure&Hospitality 3,026 3,323 3,649 4,006 4,399 297 326 357 393 1,372 Other Services 1,573 1,690 1,816 1,951 2,097 117 126 135 145 524 Government 441 463 485 508 533 21 22 23 25 92 TOTAL: 45,517 49,513 53,966 58,936 64,487 3,996 4,453 4,969 5,552 18,971 SOURCE:State of Oregon Employment Department,Metro,Johnson Economics CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 56 9 :d 8—t�� lixf o®oyBil lin. ® TIGARD MADE Maintain,Advance&Diversity Employment EMPLOYMENT LAND FORECAST The next step in the analysis is to convert projections of employment into forecasts of land demand over the planning period. The conversion begins by allocating employment by sector into a distribution of building typologies those economic activities usually utilize.As an example,insurance agents typically locate in traditional office space,usually along commercial corridors. However,a percentage of these firms locate in commercial retail space adjacent to retail anchors.Cross-tabulating this distribution provides an estimate of employment in each typology. The next step converts employment into space using estimates of the typical area per employee exhibited within each typology. Adjusting for a market vacancy assumption we arrive at an estimate of total space demand for each building type. Finally, the analysis considers the physical characteristics of individual building types and the amount of land they typically require for development. The site utilization metric commonly used is referred to as a "floor area ratio" or FAR. For example, assume a 25,000-square foot general industrial building requires roughly two acres to accommodate its structure,setbacks,parking,and necessary yard/storage space.This building would have a FAR of roughly 0.29.Demand for space is then converted to net acres using a standard FAR for each development form. LAND DEMAND ANALYSIS—BASELINE FORECAST In this step, projected employment growth is allocated into standard building typologies. The building typology matrix represents the share of sectoral employment that locates across various building types. The baseline forecast is used to demonstrate the methodology. FIGURE 6.05: DISTRIBUTION OF EMPLOYMENT BY SPACE TYPE,CITY OF TIGARD 20-year Job Forecast BUILDING TYPE MATRIX Industry Sector Number AAGR Office Institutional Flex/B.P Gen.ind. Warehouse Retail Construction 1,639 1.1% 14% 0% 18% 40% 18% 10% Manufacturing 247 0.5% 8% 0% 24% 60% 8% 0% Wholesale Trade 449 0.9% 8% 0% 22% 20% 40% 10% Retail Trade 537 0.4% 5% 1% 6% 0% 12% 76% T.W.U. 280 1.6% 15% 0% 12% 13% 55% 5% Information 401 1.2% 25% 0% 25% 40% 0% 10% Finance&Insurance 90 0.1% 72% 1% 5% 1% 1% 20% Real Estate 116 0.7% 72% 1% 5% 1% 1% 20% Professional&Technical Services 1,987 1.9% 72% 1% 5% 1% 1% 20% Management&Admin.Services 1,749 1.4% 72% 1% 5% 1% 1% 20% Education 330 1.0% 30% 53% 5% 1% 1% 10% Health Care 1,326 1.6% 30% 53% 2% 0% 0% 15% Leisure&Hospitality 752 1.1% 20% 1% 7% 1% 1% 70% Other Services 292 0.9% 72% 1% 5% 1% 1% 20% Government 52 0.6% 43% 35% 5% 1% 1% 15% TOTAL 10,250 1.0% 41% 9% 9% 11% 7% 22% Source:Johnson Economics CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 57 B TIGARD MADE Maintain,Advance it Diversify Employment FIGURE 6.06:DISTRIBUTION OF SPACE BY BUILDING TYPE AND INDUSTRY SECTOR,CITY OF TIGARD Construction JEI Manufacturing _ Wholesale Trade Retail Trade T.W.U. Information Finance&Insurance Real Estate Professional&Technical Services Management&Admin.Services Education Health Care Leisure&Hospitality Other Services Government 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% •Office •Institutional Flex/B.P •Gen. ind. Warehouse Retail Source:Johnson Economics Under the employment forecast scenario, employment housed in office space and retail accounts for the greatest share of growth,followed by employment housed in general industrial, institutional,flex/business park, and warehouse/distribution space. FIGURE 6.07:NET CHANGE IN EMPLOYMENT ALLOCATED BY BUILDING TYPE,CITY OF TIGARD—2021-2041 20-year Job Forecast NET CHANGE IN EMPLOYMENT BY BUILDING TYPE-2021-2041 Industry Sector Number AAGR Office Institutional Flex/B.P Gen.Ind. Warehouse Retail Total Construction 1,639 1.1% 230 0 295 656 295 164 1,639 Manufacturing 247 0.5% 20 0 59 148 20 0 247 Wholesale Trade 449 0.9% 36 0 99 90 180 45 449 Retail Trade 537 0.4% 27 5 32 0 64 408 537 T.W.U. 280 1.6% 42 0 34 36 154 14 280 Information 401 1.2% 100 0 100 160 0 40 401 Finance&Insurance 90 0.1% 65 1 5 1 1 18 90 Real Estate 116 0.7% 84 1 6 1 1 23 116 Professional&Technical Services 1,987 1.9% 1,431 20 99 20 20 397 1,987 Management&Admin.Services 1,749 1.4% 1,260 17 87 17 17 350 1,749 Education 330 1.0% 99 175 17 3 3 33 330 Health Care 1,326 1.6% 398 703 27 0 0 199 1,326 Leisure&Hospitality 752 1.1% 150 8 53 8 8 526 752 Other Services 292 0.9% 210 3 15 3 3 58 292 Government 52 0.6% 22 18 3 1 1 8 52 TOTAL 10,250 1.0% 4,173 951 929 1,144 767 2,284 10,250 Source:Johnson Economics *Table shows figures for Scenario 1. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 58 9 :d �-�.,.t f.�. o®o�yBil lin..® TIGARD MADE Maintain.Advance&Diversity Employment Employment growth estimates by building type are then converted to demand for physical space. This conversion assumes the typical space needed per employee on average. This step also assumes a market vacancy rate, acknowledging that equilibrium in real estate markets is not 0%vacancy.We assume a 10% vacancy rate for office, retail, and flex uses, as these forms have high rates of speculative multi-tenant usage. A 5% rate is used for general industrial and warehouse-these uses have higher rates of owner occupancy that lead to lower overall vacancy. Institutional uses are assumed to have no vacancy. The demand for space is converted into an associated demand for acreage using an assumed FAR. The combined space and FAR assumptions provide estimates of job densities, determined on a per net- developable acre basis. FIGURE 6.08:NET ACRES REQUIRED BY BUILDING TYPOLOGY,CITY OF TIGARD-2021-2041 SCENARIO 1(BASELINE)AND SCENARIO 2(ADJUSTED) BASELINE SCENARIO DEMAND BY GENERAL USE TYPOLOGY,2021-2041 Office Institutional Flex/B.P Gen.Ind. Warehouse Retail Total Employment Growth 4,173 951 929 1,144 767 2,284 10,250 Avg.SF Per Employee 350 350 990 600 1,000 500 518 Demand for Space(SF) 1,461,000 333,000 920,000 686,000 767,000 1,142,000 5,309,000 Floor Area Ratio(FAR) 0.35 0.35 0.30 0.30 0.35 0.25 0.31 Market Vacancy 10.0% 0.0% 10.0% 5.0% 5.0% 10.0% 8.2% Implied Density(Jobs/Acre) 39.2 43.6 11.9 20.7 14.5 19.6 23.8 Net Acres Required 106.5 21.8 78.2 55.3 53.0 116.5 431.3 Gross Acres Required 133.1 27.3 97.8 69.1 66.2 145.6 539.1 ADJUSTED SCENARIO DEMAND BY GENERAL USE TYPOLOGY,2021-2041 Office Institutional Flex/B.P Gen.Ind. Warehouse Retail Total Employment Growth 7,817 1,783 1,702 2,077 1,398 4,194 18,971 Avg.SF Per Employee 350 350 990 600 1,000 500 516 Demand for Space(SF) 2,736,000 624,000 1,685,000 1,246,000 1,398,000 2,097,000 9,786,000 Floor Area Ratio(FAR) 0.35 0.35 0.30 0.30 0.35 0.25 0.31 Market Vacancy 10.0% 0.0% 10.0% 5.0% 5.0% 10.0% 100.0% Implied Density(Jobs/Acre) 39.2 43.6 11.9 20.7 14.5 19.6 23.9 Net Acres Required 199.4 40.9 143.3 100.4 96.5 214.0 794.4 Gross Acres Required 249.2 51.2 179.1 125.5 120.7 267.4 993.0 Source:Johnson Economics Commercial office and retail densities are 40 and 20 jobs per acre, respectively. Industrial uses range from 21 for general industrial to fewer than 15 jobs per acre for warehouse/distribution. The overall weighted employment density is 24 jobs per acre. • As shown in Figure 6.08,the projected 10,250 job expansion in the local employment base using the Scenario 1 would require an estimated 539 gross acres of employment land. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 59 9 :d TIGARD MADE Maintain,Advance&Diversity Employment • Under Scenario 1, there is an estimated need for 306 acres of land for commercial uses (office, institutional, retail) and an estimated need for 233 acres of land for industrial uses (industrial, warehouse, business park). • The greater projected 18,971 job expansion in the local employment base using alternative Scenario 2 would require an estimated 993 gross acres of employment land. • Under Scenario 2, there is an estimated need for 568 acres of land for commercial uses (office, institutional, retail) and an estimated need for 425 acres of land for industrial uses (industrial, warehouse, business park). • In each case, the distribution of projected demand is more weighted toward commercial land (57%)than industrial land (43%). In addition to ensuring adequate capacity for employment-driven land needs over a 20-year horizon, local jurisdictions are also required to demonstrate that they have an adequate capacity of readily available sites to meet their more immediate needs,which are defined as employment land needs over the next five years. As shown in the following table,that need is estimated at 125 gross acres under the slower-growth baseline scenario,and 215 gross acres under the higher-growth adjusted scenario. FIGURE 6.09:NET ACRES REQUIRED BY BUILDING TYPOLOGY,TIGARD-5-YEAR BASELINE SCENARIO DEMAND BY GENERAL USE TYPOLOGY,2021-2041 Office Institutional Flex/B.P Gen.Ind. Warehouse Retail Total Employment Growth 932 212 213 264 177 522 2,321 Avg.SF Per Employee 350 350 990 600 1,000 500 521 Demand for Space(SF) 326,000 74,000 211,000 159,000 177,000 261,000 1,208,000 Floor Area Ratio(FAR) 0.35 0.35 0.30 0.30 0.35 0.25 0.31 Market Vacancy 10.0% 0.0% 10.0% 5.0% 5.0% 5.0% 10.0% Implied Density(Jobs/Acre) 39.2 43.7 11.9 20.6 14.4 20.7 23.2 Net Acres Required 23.8 4.9 17.9 12.8 12.2 25.2 100.1 Gross Acres Required 29.7 6.1 22.4 16.0 15.3 31.5 125.2 ADJUSTED SCENARIO DEMAND BY GENERAL USE TYPOLOGY,2021-2041 Office Institutional Flex/B.P Gen.Ind. Warehouse Retail Total Employment Growth 1,610 367 366 454 303 898 3,996 Net Acres Required 41.0 8.4 30.8 21.9 20.9 43.4 172.2 Gross Acres Required 51.3 10.5 38.5 27.4 26.2 54.3 215.2 Source:Johnson Economics *Table shows figures for Scenario 1. There is a significant distinction between capacity and readily available site supply. The readily available inventory must currently have appropriate entitlements and infrastructure capacity to accommodate short- term development. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 60 9 :d , _ 8—t�eo®oyBil lin..® TIGARD MADE Maintain.Advance A.Diversity Employment EMPLOYMENT LAND NEED FORECAST—NEEDED SITE SIZES As discussed in Section IV, the local employment base is largely dominated by small employers of 10 or fewer employees(75%of firms),which is a common pattern across most markets. There are two employers of 500 or more employees,and 11 with 250 to 500 employees. Some of these may have employees spread over multiple locations. Figure 6.10 presents the projected need for new commercial and industrial sites by size based on the industry growth projections presented above(baseline forecast). These site needs are an estimate of future needs to aid comparison to available supply(see following section.) FIGURE 6.10:ESTIMATED NUMBER OF SITES NEEDED BY SIZE(ACRES),TIGARD OREGON BASELINE SCENARIO LAND USE OTO.9 lto4.9 5to9.9 10to19.9 20to29.9 30to49.9 50to99.9 100+acres TOTAL TOTAL acres acres acres acres acres acres acres (sites) (acres) Office 239 14 1 0 0 0 0 0 254 133 Institutional 47 12 1 0 0 0 0 0 60 47 Retail 103 25 2 1 0 0 0 0 131 146 Commercial Total: 389 51 4 1 0 0 0 0 445 326 Flex/B.P 38 6 3 1 0 0 0 0 48 98 Gen.Ind. 40 9 1 1 0 0 0 0 51 69 Warehouse 24 11 2 1 0 0 0 0 38 122 Industrial Total: 102 26 6 3 0 0 0 0 137 289 TOTAL: 491 77 10 4 0 0 0 0 582 615 Source: Johnson Economics,Oregon Employment Department The estimates presented in Figure 6.10 are based on the average firm sizes of businesses in the different industry subsectors in Tigard. However, economic development and job growth are dynamic, and this estimate of site needs is unlikely to match actual future needs exactly. Communities should maintain flexibility and ensure a supply of a variety of site types with short-term availability, as allowed through the Goal 9 EOA process. There will be a continued demand for real estate space and sites of all sizes to accommodate the full range of employers across sectors, but with a preponderance of sites for small to medium-sized firms. ADDITIONAL CONSIDERATIONS IN LAND DEMAND Beyond a consideration of gross acreage, there is a significantly broader range of site characteristics that industries would require to accommodate future growth. Some key findings are summarized here: ■ Industrial buildings are generally more susceptible to slope constraints due to larger building footprints. For a site to be competitive for most industrial uses, a 10% slope is the maximum preferred slope for development sites.Office and commercial uses are generally smaller and more CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 61 9 :d oiE.0 Ncnt,46 TIGARD MADE Maintain,Advance&Diversity Employment vertical, allowing for slopes up to 15%. Sites with slope of up to 25% are still considered developable, but with some challenges. Site users will prefer lesser slopes if available. ■ Most industrial users require some direct access to a major transportation route, particularly manufacturing and distribution industries that move goods throughout the region and beyond. 10 to 20 miles to a major interstate is generally acceptable for most manufacturing activities, but distribution activities require 5 miles or less and generally prefer a direct interstate linkage. Visibility and access are important to most commercial activities and site location with both attributes from a major commercial arterial is commonly required. ■ Retail users prefer locations with high visibility and high pass-by traffic, along with reasonable automobile access and on-site or nearby parking. Areas with high foot and bike traffic such as town centers can generally support small retailers and dining establishments if surrounding population density is sufficient. ■ Access and capacity for water,power,gas,and sewer infrastructure is more important to industrial than commercial operations. Water/sewer lines of up to 10" are commonly required for large manufacturers. ■ Fiber telecommunications networks are likely to be increasingly required in site selection criteria for many commercial office and manufacturing industries. Medical, high-tech, creative office, research & development, and most professional service industries will prefer or require strong fiber access in the coming business cycles. Appendix A provides detailed site preferences by land use and sub-sector typology. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 62 9 :d 8--t-t� o®oyBil TIGARD MADE Maintain,Advance&Diversity Employment VII. RECONCILIATION OF LAND NEED & SUPPLY As outlined in the Buildable Lands Inventory (BLI), the City of Tigard has a modest inventory of available sites relative to anticipated employment growth. The available inventory for both commercial and industrial users is constrained by the prior build-out of most of the city's employment land, as well as the Urban Growth Boundary to the west. Roughly 83%of this buildable land is found in the city's existing commercial and mixed-use zones which are generally intended for a combination of office-based, retail and commercial service uses. Roughly 17%of the identified buildable lands are in industrial zones that are intended for a combination of light and heavy industrial uses. An additional 35 acres of buildable land are in the River Terrace planning areas in the city's urban reserves. This land is included in Figure 7.01 for reference but is not yet considered active inventory for the purposes of this EOA. (The future land use in these urban reserve areas is still under planning but are presumed to be some form of commercial or commercial mixed-use in the future. The most recent assumptions available for the size and position of the employment uses have been used in this analysis.) Roughly 39%of this acreage is identified as"vacant", 19%is in "partially vacant"sites,and 42%in potential "redevelopment"sites. Most"redevelopable"acreage in the city is in commercial designations. In total, there are an estimated 114 vacant or partially vacant acres, and 83 acres of potential redevelopment sites. The total 196 buildable acres include 163 commercial acres,and 33 industrial acres. Figure 7.01(following page)provides a detailed summary of the estimated BLI of employment lands. Please see Appendix A for a detailed explanation of the BLI methodology and mapping. Comparing this inventory to the 20-year forecast of employment land need generated earlier in this analysis indicates that the projected demand exceeds the estimated remaining capacity for new employment development. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 63 91:d 8-t�� o®oyBil lin..® TIGARD MADE Maintain,Advance A.Diversity Employment FIGURE 7.01:BUILDABLE LAND INVENTORY OF EMPLOYMENT LANDS,CITY OF TIGARD-2021 MIIIIMMIE Partially Vacant Land Redevelopable Land TOTAL BUILDABLE LAND Net Net Net Net Number of Number of Number of Number of Zone Abbreviation Buildable Buildable Buildable Buildable Parcels Parcels Parcels Parcels Acreage Acreage Acreage Acreage Commercial Zones C-C(Community Commercial) 1 26.23 0 0 0 0 1 26.2 C-G(General Commercial) 5 0.64 19 6.72 8 20.92 32 28.3 C-N(Neighborhood Commercial) 0 0 0 0 0 0 0 0.0 C-P(Professional Commercial) 4 1.07 8 1.51 3 3.84 15 6.4 MU-CBD(Mixed Use Central Bus.) 3 0.21 23 4.84 4 5.5 30 10.6 MUC(Mixed Use Commercial) 3 2.4 2 1.38 4 11.29 9 15.1 MUC-1(Mixed Use Commercial) 0 0 0 0 1 1.12 1 1.1 MUE(Mixed Use Employment) 0 0 1 7.64 0 0 1 7.6 MUE-1(Mixed Use Employment) 14 9.5 7 2.83 2 2.76 23 15.1 MUE-2(Mixed Use Employment) 4 1.39 0 0 1 4.57 5 6.0 MUR-1*(Mixed Use Residential) 0 0 0 0 0 0 0 0.0 MUR-2*(Mixed Use Residential) 0 0 0 0 0 0 0 0.0 TMU(Triangle Mixed Use) 25 14.87 23 8.43 9 23.52 57 46.8 Commercial subtotal 59 I 56.3 83 I 33.4 32 I 73.5 174 I 163.2 Industrial Zones I-H(Heavy Industrial) 0 0 0 0 1 2.85 1 2.9 I-L(Light Industrial) 8 2.64 0 0 1 6.14 9 8.8 I-P(Industrial Park) 8 18.3 6 2.86 0 0 14 21.2 Industrial subtotal 16 20.9 6 2.9 2 9.0 24 32.8 City Total I 75 77.3 89 36.2 34 82.5 198 196.0 I Partially Vacant Land Redevelopable Land TOTAL BUILDABLE LAND Net Net Net Net Number of Number of Number of Number of Buildable Buildable Buildable Buildable Parcels Parcels Parcels Parcels Acreage Acreage Acreage Acreage River Terrace Westt 7 30.0 0 0.0 0 0.0 7 30 River Terrace Southt 2 5.0 0 0.0 0 0.0 2 5 Urban Reserve subtotal 9 35.0 0 0.0 0 0.0 9 35.0 Notes *Only those specific tax lots identified in footnote 12 of Tigard Community Development Code Table 18.120.1. t Only those areas identified for employment in the City's April 2021 River Terrace 2.0 Concept Plan Source:Mackenzie Figure 7.02(following page) presents the BLI broken down by presumed development typology(i.e.,office, retail,or industrial uses)most likely to be developed in each zone. For instance,the Community Commercial zone is likely to house mostly retail use, but with some small office users, while the General Commercial zone is assumed to house mostly retail use. These assumptions are generalized given the difficulty of predicting where future businesses will locate. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 64 . - 96;,ono B.11l11"''11118_..-.Cil4, TIGARD MADE Maintain,Advance&niversity Employment FIGURE 7.02: RECONCILIATION OF BLI CAPACITY AND PROJECTED DEMAND,CITY OF TIGARD-20 YEAR BUILDABLE LAND INVENTORY(SUPPLY) Total Net Zone Abbreviation Buildable Retail Office Industrial Flex Space Acreage Acreage Acreage Acreage Acreage Commercial Zones C-C(Community Commercial) 26.2 19.7 6.6 0.0 0.0 C-G(General Commercial) 28.3 28.3 0.0 0.0 0.0 C-P(Professional Commercial) 6.4 1.0 5.5 0.0 0.0 MU-CBD(Mixed Use Central Bus.) 10.6 5.3 5.3 0.0 0.0 MUC(Mixed Use Commercial) 15.1 11.3 3.8 0.0 0.0 MUC-1(Mixed Use Commercial) 1.1 0.8 0.3 0.0 0.0 MUE(Mixed Use Employment) 7.6 7.6 0.0 0.0 0.0 MUE-1(Mixed Use Employment) 15.1 15.1 0.0 0.0 0.0 MUE-2(Mixed Use Employment) 6.0 6.0 0.0 0.0 0.0 TMU(Triangle Mixed Use) 46.8 35.1 11.7 0.0 0.0 Commercial subtotal 163.2 130.1 33.0 0.0 0.0 Industrial Zones I-H(Heavy Industrial) 2.9 0.0 0.0 2.9 0.0 -L(Light Industrial) 8.8 0.0 0.0 8.8 0.0 I-P(Industrial Park) 21.2 0.0 0.0 5.3 15.9 Industrial subtotal 32.8 0.0 0.0 16.9 15.9 TOTAL CITY BUILDABLE ACRES: 196.0 130.1 33.0 16.9 1111 Urban Reserve Areas River Terrace Westt 30.0 22.5 7.5 0.0 0.0 River Terrace Southt 5.0 3.8 1.3 0.0 0.0 Urban Reserve subtotal 35 26.25 8.8 0.0 0.0 PROJECTED 20-YEAR DEMAND(BASELINE SCENARIO) Total Retail Office Industrial Flex Land Use Category Demand Demand Demand Demand Demand (Gross Acres) (Acres) (Acres) (Acres) (Acres) Commercial Uses: 306.0 145.6 160.4 Industrial Uses 233.0 135.3 97.8 TOTAL DEMAND(GROSS ACRES): 539.1 145.6 160.4 135.3 97.8 RECONCILIATION Land Capacity-Surplus or(Deficit) Land Use Category Total Retail Office Industrial Flex Space Commercial Uses: (142.9) (15.5) (127.4) Industrial Uses (200.3) (118.3) (81.9) TOTAL NEED(GROSS ACRES): (343.1) (15.5) (127.4) (118.3) (81.9) Employment zones with no identified buildable parcels are excluded from table. t Only those areas identified for employment in the City's April 2021 River Terrace 2.0 Concept Plan Source:Mackenzie,Johnson Economics CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 65 9 :d gigint406 n..® TIGARD MADE Maintain,Advance&Diversity Employment Land Supply and Demand (acres): The comparison of BLI (supply) to the forecasted 20-year need for employment lands (demand) show a probable deficit of land over the planning period if Tigard is to accommodate the growth in employment projected by this analysis. Under the slower-growth Scenario 1 presented in Figure 7.02,there is a projected short fall of 143 acres of commercial land,and 200 acres of industrial land. Under the higher-growth Scenario 2,there is a projected short fall of 405 acres of commercial land,and 392 acres of industrial land. Potential Future Land Supply: In addition to the currently available inventory of buildable land identified in Tigard,there are additional sources of potential future supply that might alleviate the projected shortfall of employment land somewhat. There are two main sources of potential future inventory: the urban reserve areas, known as River Terrace West and South,and potential redevelopment and intensification of uses in the Washington Square Mall Area. Combined, these areas are projected to potentially supply an additional 102 acres of commercial land for office and retail uses. These areas are not anticipated to include industrial capacity. This amount of additional buildable commercial land inventory is not sufficient to completely absorb the projected shortfall. Figure 7.03 summarizes the potential future land supply in these areas. (The acreage depicted in the Washington Square area are not literal. The acreage represents the potential square footage assumptions of new commercial real estate, converted to hypothetical equivalent acreage using the same assumptions of FAR used in the EOA methodology.) FIGURE 7.03:POTENTIAL FUTURE EMPLOYMENT LAND INVENTORY Land Capacity-Surplus or(Deficit) Land Use Category Total Retail Office Industrial Flex Space River Terrace Westt 30.0 22.5 7.5 River Terrace Southt 5.0 3.8 1.3 Wash. Sq. Area Redevelopment 67.4 12.8 54.7 TOTAL NEED(GROSS ACRES): 102.4 39.0 63.4 na na t Only those areas identified for employment in the City's April 2021 River Terrace 2.0 Concept Plan Source: Johnson Economics,Mackenzie,City of Tigard Land Supply and Demand (Site Size): The following table presents the BLI broken down by the estimated site sizes of buildable parcels in each zone. There are an estimated 198 sites in the city(excluding the urban reserve areas. Most of these sites are less than one acre(78%).Of the remainder 18%are between one and five acres,and only 5%are five acres or larger. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 66 B TIGARD MADE Maintain,Advance&Diversify Employment FIGURE 7.04:BUILDABLE LAND INVENTORY OF EMPLOYMENT LANDS,BY SIZE OF SITE CITY OF TIGARD-2021 Zone Abbreviation OTO.9 1 to 4.9 5 to 9.9 lO to 19.9 20 to 29.9 30 or more Total acres acres acres acres acres acres Commercial Zones C-C (Community Commercial) - - - - 1 - 1 C-G (General Commercial) 24 7 1 - - 32 C-P(Professional Commercial) 8 4 3 - - - 15 MU-CBD(Mixed Use Central Bus.) 28 2 - - - - 30 MUC(Mixed Use Commercial) 4 5 - - - - 9 MUC-1(Mixed Use Commercial) - 1 - - - 1 • MUE-1(Mixed Use Employment) 21 2 - - - - 23 MUE-2(Mixed Use Employment) 3 2 - - - - 5 TMU (Triangle Mixed Use) 45 11 1 - - - 57 Commercial subtotal 133 34 6 0 1 0 174 Industrial Zones I-H (Heavy Industrial) - 1 - - - - 1 I-L(Light Industrial) 8 - 1 - - - 9 I-P(Industrial Park) 13 1 - - - - 14 Industrial subtotal 21 2 1 0 0 0 24 City Total 154 36 7 0 1 0 198 Zone Abbreviation 0 TO.9 1 to 4.9 5 to 9.9 10 to 19.9 20 to 29.9 30 to 49.9 Total acres acres acres acres acres acres River Terrace Westt 0 7 0 0 0 0 7 River Terrace Southt 0 2 0 0 0 0 2 Urban Reserve subtotal 0 9 0 0 0 0 9 Notes t Only those areas identified for employment in the City's April 2021 River Terrace 2.0 Concept Plan Source:Mackenzie The following figure presents a comparison of supply and demand for employment sites over the 20-year planning period. As noted in the prior section,the greatest share of demand is expected to be for relatively small sites of under one acre. CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 67 B�' .1 Q P Fo o B.! B_..-.�E'il#,, TIGARD MADE Maintain,Advance&Diversify Employment FIGURE 7.05:RECONCILIATION OF BLI CAPACITY AND PROJECTED DEMAND,BY SIZE OF SITE CITY OF TIGARD—20 YEAR Commercial Sites Industrial Sites 100+acres 0 Supply 100+acres 0 Supply •Est.Need •Est.Need 50 to 99.9 acres 0 50 to 99.9 acres 0 30 to 49.9 acres 0 30 to 49.9 acres 0 0 0 20 to 29.9 acres 1 20 to 29.9 acres 0 0 0 10 to 19.9 acres 0 10 to 19.9 acres 0 6 1 5 to 9.9 acres 14 5to9.9acres 16 1 to 4.9 acres ■34 51 1 to 4.9 acres ,2 26 21 0 TO.9 acres 133 0 TO.9 acres 389 102 0 100 200 300 400 0 100 200 300 400 No.of Sites No.of Sites Source: Johnson Economics,Mackenzie CITY OF TIGARD I ECONOMIC OPPORTUNITIES ANALYSIS PAGE 68 MACKENZIE . TECHNICAL MEMO: CITY OF TIGARD EMPLOYMENT LANDS BUILDABLE LANDS INVENTORY AND SITE SUITABILITY ANALYSIS To Johnson Economics For Tigard MADE Economic Opportunities Analysis Dated June 30, 2021 DRAFT Project Number 2210073.00 MACKENZIE Since 1960 RiverEast Center 11515 SE Water Ave,Suite 100,Portland,OR 97214 • PO Box 14310,Portland,OR 97293 I T 503.224.9560 1 www.mcknze.com M . TABLE OF CONTENTS I. Introduction and Purpose 1 II. Employment Lands Buildable Lands Inventory 2 Study Area 2 Vacant and Redevelopable Parcels 6 Development Constraints 8 Buildable Employment Lands 10 Buildable Employment Lands Parcel Sizes 14 III. Site Suitability Analysis 15 Site Characteristics 15 Retail 15 Office 16 Industrial 17 Site Suitability Observations 18 Commercial 19 Industrial 19 Developer Comments 19 Sites Most Likely to Advance the Economic Development Objectives 20 LIST OF TABLES Table 1:Tigard BLI Employment Areas 4 Table 2:Tigard Employment Buildable Lands Inventory 10 Table 3: Redevelopable Land Cost Estimates 12 Table 4:Tigard Urban Reserves Potential Buildable Lands 13 Table 5:Tigard Employment NET Buildable Lands Inventory Parcel Sizes 14 Table 6: Retail Preferred Site Characteristics 16 Table 7: Office Park Preferred Site Characteristics 17 Table 8: Industrial Preferred Site Characteristics 18 LIST OF FIGURES Figure 1: City Limits and Urban Reserves Map 3 Figure 2: Employment Land Zoning Map 5 Figure 3: Vacant and Redevelopable Employment Land Map 7 Figure 4: Development Constraints Map 9 i M . Figure 5: Employment Land Buildable Lands Inventory Map 11 APPENDIX A. Business Oregon Industrial Development Competitiveness Matrix ii M . I. INTRODUCTION AND PURPOSE Tigard MADE is an endeavor by the City of Tigard,Oregon to Maintain,Advance,and Diversify Employment in the City.As one component of this effort,the City has embarked upon the 2021 Economic Opportunities Analysis (EOA), which is being carried out by a consultant team led by Johnson Economics, with support from Mackenzie and from Angelo Planning Group. This technical memo describes Mackenzie's findings related to the employment areas buildable lands inventory and site suitability analysis. Information from this document will be incorporated into the EOA's reconciliation of employment land supply and demand in the main report by Johnson Economics. 1 M . II. EMPLOYMENT LANDS BUILDABLE LANDS INVENTORY As part of this project,the City of Tigard requested a buildable lands inventory(BLI)for employment lands to identify those parcels available for and suitable for development by commercial and industrial users. Mackenzie has compiled information on buildable lands to further the City's economic development objectives and to satisfy provisions of Oregon Statewide Land Use Planning Goal 9, Economic Development, as codified at Oregon Administrative Rules (OAR) 660, Division 9 to implement Oregon Revised Statutes (ORS) 197.712(2). To determine the City's buildable lands, Mackenzie utilized geographic information systems (GIS) data from the City, Metro', the Federal Emergency Management Agency (FEMA), and Bing Maps to review information on parcels, zoning, assessed value, and topographic conditions to: ■ Categorize land zoned or planned for employment; ■ Screen out properties which are already developed; ■ Determine which properties are vacant, partially vacant, or redevelopable/infill opportunities; ■ Deduct areas with site constraints that preclude development; and ■ Identify the remaining buildable area of vacant, partially vacant, and redevelopable sites after deducting for constraints. The results of this analysis, which was based on OAR 660-009-0015(3), are described below. Study Area The City requested that the analysis include not only the City Limits but also Tigard's Urban Reserves located west of the City, as depicted in Figure 1. Areas in the Urban Reserves are outside Metro's urban growth boundary (UGB) and thus not currently available for development, however, as the City has identified portions of the urban reserves for future employment use, those areas have been included in this analysis on a speculative basis. 1 Metro compiles data from multiple sources,e.g.,Washington County Assessor data. 2 LSWRIGERTRD _ Figure 1 P i r'c( �4�� 0,�5°� j City of Tigard ��1 `soh h �byAls City Limits & Urban Reserves �SWBROCKMANST�_h fl •\w 1 m N/ •. SWTAYLORSFERRIYRD Tigard, Oregon �r A SW KEMMER RD 4, A<70 2 DO Q < to �IQ Sa. N l� �� LEGEND SW g 3 o o� ��° O ,,--".--"i 3 $ ��' Tigard City Limits Lrl 3�vc in m Q s��P�� Tigard Urban Reserves 3 �'� Q x-- v, Q City of Tigard tip` ,h��QQ 3 > L. Q ' 44(' 2� o 0°Q7� \ vg 3 PSP �� y �' mtn 9 /y ,YF River Terrace \ h �4�`�°� qA SwDART S��Fs 4.��k West (Upper) ayD� �T �,Po7 .-- SW WANT ST cAP�� rt o -35 O r tivNL�FR'Po '�2 W to ° L—MELROSE ST ( s � 7 9 D v y ec 3 N SW GAARDEST i- \ / SW MCDONALD ST `KRUSE WAYS °� I I I I Feet 1:15-51\1"--' , C� 0 1,500 3,000 6,000 I-•--- MEADOWSRD��_�Q cc t o `P� W \ SW BULL MOUNTAIN RD SW BONITA RD ^ Q BONITA RD 1 inch=3,000 feet M / \� N 0 IQ �t SOURCE DATA: GEOGRAPHIC PROJECTION: Q = / `OQ' A eC Q City of Tigard 2021 NAD 83 HARN,Oregon North 3 ----- �A` 1 Metro 2021 amber[Conformal Conic r �P� River T e r r a c ein $� �o s� Date:6/29/2021 Map Created By:BJV File:City Limits and Urban Reserves Project No:2210073.73. 00 / ,v II/ 4.,,, <„, R DR West (Lower) F UPPE SN/BEEFBENDRD-� Q. SW DURHAM RD ¢ �``O A - , Q �° Jp WEST Vancouver "..t �sfl�� BAY RD S�siyy Delta Park "-- Camas Tualatin Rif S ,�� Slough aPa _ e 0� rove Hillsboro f 26.Portland © 30 �/ O /0 I �� @�� Gresham RiverTerrace South / SWLR BOONES/ O JEAN RD�Z� Tigar. Lake Oswego ��h/ 4 FERRY RD L 0 I - West Linn 4. Oregon City J / N caber Wilsonville J 3 }i 2021 Microsoft Corporation �� N I•Sbe .7 4.* ©2021 TomTom SW TUALATIN RD h Ies s r,SF��000 pO�1/4h�i9 SW CHILDS RD—CHILDS RD ► M A C I< E N Z I E ■ 0 —SW LEBEgURD—W 4'O� P 503.224.9560 • F 503.228.1285 • W MCKNZE.COM 3 h v+ River East Center,1515 SE Water Avenue,#100,Portland,OR 97214 W I DRD—SWNYBERGST—' Ln /5W TUALpTIN SHL"WO� V < i= Portland,Oregon• Vancouver,washington• Seattle,washington ©2014 MACKENZIE ALL RIGHTS RESERVED 3 M . The areas noted in Table 1 were analyzed as part of this employment land BLI. The commercial and industrial zoning classifications were based on their categories identified in Chapters 18.120 (Commercial Zones) and 18.130 (Industrial Zones) of the Tigard Community Development Code. TABLE 1:TIGARD BLI EMPLOYMENT AREAS Areas in City Limits Zone Abbreviation Zone Name Commercial Zones C-C Community Commercial C-G General Commercial C-N Neighborhood Commercial C-P Professional/Administrative Commercial MU-CBD Mixed-Use Central Business District MUC Mixed-Use Commercial MUC-1 Mixed-Use Commercial MUE Mixed-Use Employment MUE-1 Mixed-Use Employment MUE-2 Mixed-Use Employment MUR-1* Mixed-Use Residential MUR-2* Mixed-Use Residential TMU Triangle Mixed Use Industrial Zones I-H Heavy Industrial I-L Light Industrial I-P Industrial Park Urban Reserve Areas River Terrace Westt River Terrace Southt Notes * Only those specific tax lots identified in footnote 12 of Tigard Community Development Code Table 18.120.1. t Only those areas identified for employment in the City's April 2021 River Terrace 2.0 Concept Plan. Those employment areas listed in Table 1 are graphically depicted in Figure 2. 4 `SWRIGERTRD >- I o Q Figure 2: ` 1 4-4-',. i � k \0. (�S°�` �o� City of Tigard �� `� 5 • / Employment Land ° �`',. v Zoning Map / SW BROCKMAN ST h) h „.....,„„,../"..----"1 �� J �Lhq` e` �_ �../ .----"1 SWTAYLORSFERRYRD Tigard, Oregon S i ;11 0 L. SW KEMMER RD O z s J z oIW yvI O 0 :::: O r LEGEND yq to �'H = (i 3 Q SW WEIR RD _ ti " Zl 0�J0 �� Tigard City Limits to J 4. r lu g y _` F Tigard Urban Reserves = in I44 i 4€ W J� ZONING 'o PQ Cg 0 / _ C-C Community Commercial N`n C-N C-G 3 r 3 Q S `) C-P " s "' =C-G General Commercial A t!;,,, C P - Q C-N Neighborhood Commercial 1Li4 > ' 9�`2 4741 H Q C-P Professional/Administrative Commercial Lu vt Ln t� 11 Q +I' 4' JO MU-CBD Mixed-Use Central Business District Q I F.- in 3 pa t MUC Mixed-Use Commercial ` MUC-1 Mixed-Use Commercial en �' 47 SwDART H (F� y MUE Mixed-Use Employment , MpUT I-P ST �9a^ MUE-1 Mixed-Use Employment E` v-- = Ern MUE-2 Mixed-Use Employment Cc <17 ,\ e /SW WALNUT ST S�0P ^� Y =TMU Triangle Mixed Use LT ,, �„, -. LCL I-H Heavy Industrial "'^ " ',M.f.. •? = C' yG71444-)4)- ji W I-L Light Industrial ( , s•• �F9` . MELROSEST -P Industrial Park t CB Mo D 1!4, CC z \:.. MU Am„,r`s �'• ,..: 't`,L. ..r..,,,. ;..,,..,,y..,,..,,.. SWGAARDEST -`N o v+- IP Ia �` _ SW MCDONALD ST I I 9 KRUSE wAv QQ/ I I I I Feet e $ F 0 1,500 3,000 6,000 rR .o MEADOWS RD��4\P / : �� L\ W 'r'''”. SW BULL MOUNTAIN RD r —SW N/TARD—BON finch 3,000 feet I CC� CQa N S 80 /TA RD Q T,• ��' ^ G tG SOURCE DATA: GEOGRAPHIC PROJECTION: Q = •ti / 3 Ok 'A 61 Q City of Tigard 2021 NAD 83 HARN,Oregon North CC F. ; 4) I-P nQ.` \9 / Metro 2021 lambert Conformal Conic 3 t i = ! �V cr in :.,w AOC' Date:6/30/2021 Map Created By:B1V SO S S `4- File:Zoning Map Project No:2210073.00 D ��-,�� I PSR OR «,. EF BEND R �� I L b �/ SN/BE SW DURHAM RD O y$0 J WEST ' VdnCO It 1 ,.., I P 5�� JO Vancouver ��6 BAY RD l'''' Delta Park © Camas T �]\at i n Rig �0 0\I Wj,f Slough U, N� rove Hillsboro 26 Portland rM ?W 60vd�R7\i'' z' rove Gresham 4Q !MUC-r ) ØS(�ch f W R p JEAN RD_\/3 Tigarc Lake Oswego �� / . 2 > 2 cc I Ts L,,;,, West Linn m W " Oregon City h `k 4. caber Wilsonville � 2021 Microsoft Corporation s ,r� fDIN }sec "� 7- SW TUALATIN RD ©2021 TomTom yam!` %-57e_\`"1.-A „ ,...7J -S- ÷e, y r,SF÷�oOo 5�PPCtFIC Nay OO �� SW CHILDS RD—CHILDS RD i M A C K E N Z I E . L% 9 0 SW LEBEAU RD W O � P 503.224.9560 • F 503.228.1285 • W MCKNZE.COM 3 5 v+ River East Center,ISIS SE Water Avenue,#100,Portland,OR 97214 4r I DRD—SWNYBERGST�� 3 ERW-� 1L N Portland,Oregon Vancouver,Washington• Seattle,Washington y SW TUA ATIN SH rn = ©2014 MACKENZIE ALL RIGHTS RESERVED 5 M . Vacant and Redevelopable Parcels To identify parcels which may be available for economic development, Mackenzie utilized GIS software to determine which parcels with commercial or industrial zoning were vacant, partially vacant, or redevelopable, as follows: ■ The vacant employment parcels were identified as being those parcels in the zones identified in Table 1 that Washington County Assessor data identify as having a building valuation of 0 and which had no visually identifiable development based on aerial photography. Parcels were reviewed on an individual basis without regard to ownership or proximity that could allow for aggregation by developers. ■ The partially vacant employment parcels were identified as being those parcels in the zones identified in Table 1 with less than 2,000 SF developed and the developed area is under 10% of the tax lot area.This approach mirrors the methodology used by Metro in its 2018 Buildable Lands Inventory. ■ The redevelopable/infill employment parcels were identified based on coordination with Johnson Economics staff's knowledge of the local economy and their assessment of conditions which would likely increase attractiveness for site redevelopment. Three distinct methodologies were used, depending on use category and location. For industrial employment areas, this included parcels over 2 acres with building values less than 30% of the total land value. For the Central Business District (CBD), this included parcels over 0.5 acres with building values less than 30%of the total land value. For all other Commercial employment areas,this included parcels larger than one acre with building values less than 30%of the total land value. Following GIS analysis to identify parcels in each of the three categories, Mackenzie refined the results as follows: ■ To incorporate direction provided by City of Tigard staff for specific parcels where staff had institutional knowledge of the employment land inventory; ■ To remove GIS irregularities such as small slivers of land that are likely a result of misaligned data sets provided by multiple sources; ■ To graphically display the Washington Square as partially vacant, in light of the operator's intentions to alter usage in the future. This acreage is not included in the tables below as the potential buildout is being addressed by Johnson Economics in its analysis of future employment rather than based on acreage in the BLI. A map of the vacant, partially vacant, and redevelopable parcels is included as Figure 3. 6 SWRIGERTRD >- / —' Figure 3 V ` `_O P i ��Q �� <,,, City of Tigard N h Washington 0 0 ��< �`� is °� Square Mall 5� /44/ Vacant and Redevelopable Employment Land SWBROCKMANST_ _ J 11 V/):gN 10 [.___SWTAYLQRS, _RRTigard, Oregon SWKEMMERRDWS � LEGEND WWEIRRDJ� Z 3 = A J�� \°` Tigard City Limits _ 'I Q� Q I, �� a e ILu �P Commercial-Fully Vacant N 1'� m, 3 Q 5� �� h e `' 4 Q —...eq. =, V Commercial-Partially Vacant Alk 2 er 9�`2z' ®D � y;,:::" �JQ 3 Q \\\ Commercial Redevelopable J� z> Lu in 3 P � - Industrial Fully Vacant 21. `�p�C� .‹.>4),,,C:4'4 9 �J �� a 1.--41 J �F�� jj/ Industrial-Partially Vacant 1,1 en '^ C N :141DAR7AA;.' �� 'Yh� a U.a�sss`c pTqIndustrial Redevelo able o a® �� v` �� 'Io ea UT ST ® P�CSS� o� 6�� Tigard Urban Reserves e,x-11 SW WALN c,44' siy �,�, W o o y�Nji ® ® ' P.J RT 2.0 Potential Employment Areas a fe' ig \ 0 % L_MELROSE ST---rte v r y .- ec c0 III ( 4® ® �9 < \j, W CQo SW GAARDE ST N i N`j SW MCDONALD ST ♦ ( .___KRUSE WAY 01. I I I I Feet • <-«,j MEADOWS RD----.„.-1.)� 0 1,500 3,000 6,000 g. CC" SW BULL MOUNTAIN RD L\ SW BONITA RD—Z Q CC BONITA RD 1 inch=3,000 feet W n m °o W , \9 z N CC Z Ct ra CC SOURCE DATA: GEOGRAPHIC PROJECTION: 0 = `Q� A C' Q City of Tigard 2021 NAD 83 HARN,Oregon North 3 0 �A` ) Metro 2021 amber[Conformal Conic r �y f/ '''''''''.'4.P. H ) OPBJV .2' ■ S.\ �O�f� Date:6/30/2021 Map Created By:73. I VV File:Vacant Employment land Project No:2210073.00 r I/ Fs �� oR, SW BEEF BEND RD Q SW DURHAM RD Q 1- .4a <`" (4. cc cc Qit Rp 40 Vancouver �t�y ��V S,siy Delta Park /0 ..Camas Tua`atin Rig �5�� J\� yyF, SlDugh © �0 _Ie 0 rove Hillsboro 2L Portland0°° �� Gresham OSWLOWER �2 BOONES p JEAN RD Z�, 44 F- . Tigan Lake Oswego 1) FERRY RD Z Cc T,.,.L.G„ West Linn Oregon City tompag Wilsonvilleft: 12021 Microsoft Corporation �� / N 3 ©2021 TomTom SW TUALATIN RD H I F0 ��o �5� 00 °0� SW CHILDS RD—CHILDS RD—L MACKENZIE . 0 —SWLEBEAURD—W 4C0 %IvP 503.224.9560 • F 503.228.1285 • W MCKNZE.COM W I5 v+ River East Center,1515 SE Water Avenue,#100,Portland,OR 97214 DRD—SWNYBERGST�� /SW TUALpTIN SHE RWO� I/� < —4 Portland,Oregon• Vancouver,Washington• Seattle,Washington /y ©2014 MACKENZIE ALL RIGHTS RESERVED 7 M . Development Constraints OAR 660, Division 9 allows for reduction of buildable area in a BLI based on site development constraints, as defined in OAR 660-009-0005(2): 'Development Constraints'means factors that temporarily or permanently limit or prevent the use of land for economic development. Development constraints include, but are not limited to, wetlands, environmentally sensitive areas such as habitat, environmental contamination, slope, topography, cultural and archeological resources, infrastructure deficiencies, parcel fragmentation, or natural hazard areas. Based on this definition, for the Tigard BLI, development constraints that render land undevelopable for employment uses were identified as land with any of the following characteristics:2 ■ Property within the 1%annual chance floodplain or floodway or 1996 flood inundation area; ■ Significant Wetlands identified in the Tigard Local Wetland Inventory, together with associated Vegetated Corridors as identified by Clean Water Services;3 ■ Areas with slopes of 10%or greater in areas with industrial zoning; or ■ Areas with slopes of 25% or greater in areas with commercial zoning (since commercial users generally don't need the large, flat sites that industrial users need). No deductions were made for areas in the National Wetland Inventory but not in the Local Wetland Inventory; for wetlands not identified as significant in the Local Wetland Inventory; for Significant Tree groves;or for Goal 5 significant Habitat Areas as the Tigard Community Development Code provides paths to development approval in those areas. The resulting site constraints on employment land are depicted in Figure 4. 2 The Conceptual Southwest Corridor Light Rail Alignment and associated service yard was graphically depicted as a constraint but not applied in this analysis due to its conceptual nature. 3 Vegetated Corridors not associated with significant wetlands have not been identified as constraints. 8 LSW RIGERT RD-, -_ 3 I �y Figure 4: `_Q Q ,)Q k4(k 0,<5°\ o�JCity of Tigard %k4, `soh h, /bhsZEmployment Land `n , \ Development Constraints x—SWBROCKMANST��h �a I Tigard, Oregon SW TAYLORS FERRY RD A V B / SW KEMMER RD 0 4, z c., z 1 0ii J A 0 �^ LEGEND ^IW Q �;° a o l ' o • -V CC �� z� �vJ Tigard City Limits .-1 ¢ SW WEIR RD Lu Z 3 o o as 3 a �o o W �P�� P ^ ' m `O Q h� Employment Areas �., ®�.� Q _moF i�� `� _,j 9 2 lt, �; h , FEMA Floodway and 1% Q H , �W i t� �1 VI ,-_ Q4. ,%sy QFloodplain IN •Rh Q \ M p 3 r P� ',tom wry J, a 'i+,l'IS 1996 Flood Inundation , .'1 ,/r.4. Ma= in 3 is -�� v� > -.�1SWDAR� ; ��F �r Significant Wetlands and CWS �� p� �� ` h� �� 1 », TMOvrHST ��`` �� g �g *1' b $-D `� ,Po� Vegetative Buffer !.9 j WALNUT ST- / ,C�P`�S� v\�o Av oces p Slope of 25%or greater �a \- r' J sW r 5.� \y� Y \\\\ (Commercial&Industrial Land) `��p ° Slope of 10%or greater ,fir/1 r��` 9 o .e9' l'.03 \\\\ (Industrial Land) a , ,),••-, �° i �--MELROSE ST O cc �., ! " ,, h y ^� Potential Light Rail a /�j y �" �o gD v O v, Rd SW GAARDE ST SW MCDONALD ST °a, '4..77:-.:47•-•-,. KRUSE WAYS o� I I I (Feet V---, 4' MEADOWS RD�� R{/ 0 1,500 3,000 6,000 a i\'':-PcssA' 0 '9 ko I�, /\ ,r1) Al r:Z -. V�J \ z �- SW BONITA RD 2 2( -_____ 1 inch=3,000 feet W SW BULL MOUNTAIN RD ^ mBONITA RDec L\ 0 kw it* CC * ,', >. P. . . 111 lit SOURCE DATA: GEOGRAPHIC PROTECTION: O = I J... Q� A Q FE of Tigard 2021,Metro 2021, NAD 83 HARN,Oregon North 3 [C/ �A` ,� 0 tin FEMA 2021 Lambert Conformal Conic is ,, � r �, `A, I .`Lr Date:6/30/2021 Map Created By:SH \,/ 3 �S �; d$+ 46 �� File:Co nstraints Map Project No:2210073.00 ;,.„,,.. , � R ��` � 1/ `1}>•<71— zE ppERO v « •:r,z �`o v SW BEEF BEND RD Q SW DURHAM RD > m I� __s, ra� y�Q �JQ WEST Vancouver R ��QL iv. rBAy RU ��ry Delta Pa,K " '° - .Camas 611111.111: 41r1" \ft fr _- �` �Ip�.�l � ��t0. ^� OO��S� �Q��J\ rove Hillsboro yf 26 Portland © �o /� in a, a 7 0 13 Gresham �0 4.♦ := ' / O= lis-tw. LOWER / I yec cc toilo �,H_,,�� Qj BOONES JEAN RDA Tyarc LakeOswego"1.�1 \ �h�iii a� n � 4 FERRY RD 162, mO T L t;,, West Linn .10: 1 ��a 1 �� -��,s�o Oregon City A.: i_L 4} N Wber Wilsonville rly� .1r� i }I nl 2021 Microsoft Corporation SW TUALATIN RD 4 ©2021 TomTom ti V �p� Q �' z 44.\oee,r - iY • 0�i�` SW CHILDS RD CHILDS RD M A C K E N Z 1 E . —SWLEBEAURD—W OHO17 P5O3.224.9560 • F5O3.228.1285 WMCKNZE.COM �„ I �� ' 4L-„,.........___,-..0 River East Center,1515 SE Water Avenue,#100,Port land,OR 97214 14.i3 i V // -"� ► �ODDRp SWNYBERGST1 �� I� �� / f\ _ tIN SHERW /-.41111119 _ /4 9m1 n4 _�- Portland,Oregon Vancouver,Washington• Seattle,Washington I SW tUALA /( — �� Ix ©2014 MACKENZIE ALL RIGHTS RESERVED 9 M . Buildable Employment Lands The areas with constraints (Figure 4) were then deducted from the vacant, partially vacant, and redevelopable parcels (Figure 3) to determine the net buildable portions of vacant, partially vacant, and redevelopable parcels. The results of this analysis for Tigard City Limits are summarized in Table 2 and shown graphically in Figure 5. MI TABLE 2:TIGARD EMPLOYMENT BUILDABLE LANDS INVENTOR 1011 Areas in City Limits MI- Vacan L Partially Vacant lLlopable lotal Zone Number Net � Number Netm e IPotentialW Potential Abbreviation of Buildable of Buildabl of Acreage of Acreage Parcels Acreage Parcels Acreage Parcels Parcels Commercial Zones C-C 1 26.23 0 0 0 0 1 26.23 C-G 5 0.64 19 6.72 8 20.92 32 28.28 C-N 0 0 0 0 0 0 0 0 C-P 4 1.07 8 1.51 3 3.84 15 6.42 MU-CBD 3 0.21 23 4.84 4 5.50 30 10.55 MUC 3 2.40 2 1.38 4 11.29 9 15.07 MUC-1 0 0 0 0 1 1.12 1 1.12 MUE 0 0 1 7.64 0 0 1 7.64 MUE-1 14 9.50 7 2.83 2 2.76 23 15.09 MUE-2 4 1.39 0 0 1 4.57 5 5.96 MUR-1* 0 0 0 0 0 0 0 0 MUR-2* 0 0 0 0 0 0 0 0 TMU 25 14.87 23 8.43 9 23.52 57 46.82 Commercial 59 56.31 83 33.35 32 73.52 174 163.18 subtotal Industrial Zones I-H 0 0 0 0 I 1 2.85 1 2.85 I-L 8 2.64 0 0 I 1 6.14 9 8.78 I-P 8 18.30 6 2.86 0 0 14 21.16 Industrial 16 20.94 6 2.86 2 8.99 24 32.79 subtotal City Summary Commercial 59 56.31 83 33.35 32 73.52 174 163.18 Zones Industrial 16 20.94 6 2.86 2 8.99 24 32.79 Zones Total 75 77.25 89 36.21 34 82.51 198 _ 195.97 Note * Only those specific tax lots identified in footnote 12 of Tigard Community Development Code Table 18.120.1. 10 Figure 5 A /Washington Square Mall City of Tigard Buildable It Employment Land I 1 J , • Tigard, Oregon s � /� LEGEND \. Tigard City Limits 1, k r Commercial-Fully Vacant -_. APartially Commercial- Vacant \\ Commercial-Redevelopable Industrial-Fully Vacant Okt, i!" e Industrial Partially Vacant 0 0® �� gW mikI -.111111 ,,.4. \\\ Industrial-Redevelopable / --- , Tigard Urban Reserves a ° _ RT 2.0 Potential Employment Areas ..,, . iii / • , ; .t. „ : lii...` . ® \ )11,6. • N • IIP I I I I Feet II 0 1,500 3,000 6,000 / 111 1 L\ 1 inch=3,000 feet N 7 SOURCE DATA: GEOGRAPHIC PROTECTION: City of Tigard 2021 NAD 83 HARN,Oregon North t Metro 2021 Lambert Conformal Conic /..°..."".......°61"" I Date:6/30/2021 Map Created By:SH il I File:Buildable Lands Project No:2210073.00 Vancouver S�sr Delta ParK 14- .Camas a`atin Ri ry Slough TU ef, rove Hillsboro 26 Portland of Gresham 111#111.111111111o_.._.t '/1 Tigarc Lake Oswego T,,.L.t;,, West Linn Oregon City NRwie_rq__ 2nville w D 20 2021 Microsoft Corporation \--- ©2021 TomTom 1 MACKENZIE . L P 503.224.9560 • F 503.228.1285 • W MCKNZE.COM RiverEast Center,1515 SE Water Avenue,#100,Port land,OR 97214 // Portland,Oregon• Vancouver,Washington• Seattle,Washington ©2014 MACKENZIE ALL RIGHTS RESERVED 11 M . Analysis of the data in Table 2 reveals the following: • The commercial zones have 56.31 acres (73%) of vacant buildable land and the industrial zones have 20.94 acres (27%) of vacant buildable land, for a total of approximately 77.25 net acres of vacant buildable land. • The commercial zones have 33.35 acres (92%)of partially vacant buildable land and the industrial zones have 2.86 acres (8%) of partially vacant buildable land, for a total of approximately 36.21 net acres of partially vacant buildable land. • The commercial zones have 73.52 acres (89%) of redevelopable buildable land and the industrial zones have 8.99 acres (11%) of redevelopable buildable land, for a total of approximately 82.51 net acres of redevelopable buildable land. • In total,the commercial zones have 163.18 acres (83%) of buildable land and the industrial zones have 32.79 acres(17%)of buildable land,for a total of approximately 195.97 net acres of buildable land. For those sites identified as redevelopable, Mackenzie prepared a high-level estimate of the cost to prepare the site for further development (e.g., building demolition, limited site grading, paving, landscaping, and on-site utilities), utilizing an average cost of$15 to$20 per square foot, excluding costs of a building itself since those costs vary greatly depending on usage, construction type, etc. Based on an assumption that buildings occupy an average of 40% of the buildable land, the resulting site preparation cost estimates are denoted in Table 3. TABLE 3: REDEVELOPABLE LAND COST ESTIMATES Areas in City Limits - Redevelopment Zone Abbreviation Number of Potential ite Preparation Parcels Acreage Cost Estimate Commercial Zones C-C 0 0 0 C-G 8 20.92 $8.2-10.9 million C-N 0 0 0 C-P 3 3.84 $1.5-2.0 million MU-CBD 4 5.50 $2.2-2.9 million MUC 4 11.29 $4.4-5.9 million MUC-1 1 1.12 $0.4-0.6 million MUE 0 0 0 MUE-1 2 2.76 $1.1-1.4 million MUE-2 1 4.57 $1.8-2.4 million MUR-1* 0 0 0 MUR-2* 0 0 0 TMU 9 23.52 $9.2-12.3 million Commercial subtotal 32 73.52 $28.8-38.4 million 12 M . Industrial Zones I-H 1 2.85 $1.1-1.5 million I-L 1 6.14 $2.4-3.2 million I-P 0 0 0 Industrial subtotal 2 8.99 $3.5-4.7 million City Summary Commercial Zones 32 73.52 $28.8-38.4 million Industrial Zones 2 8.99 $3.5-4.7 million Total 34 82.51 $32.3-43.1 million Note * Only those specific tax lots identified in footnote 12 of Tigard Community Development Code Table 18.120.1. Table 4 identifies the potential employment area within the Tigard Urban Reserves, as projected in the City's April 2021 River Terrace 2.0 Concept Plan.These areas are also depicted in Figure 5. AIL TABLE 4:TIGARD URBAN RESERVES POTENTIAL BUILDABLE LANDS IL. MIIIIINI AL Urban Reserve Areas MIMI. Vacan410111111iPartially Vacant Redevelopable Total MNumber NAM'Ntr umb Net Num Net Number Potential 11.1 of Buildable of Buildable o Buildable of II Acreage Parcels Acreage Parcel creage Parcels Acreage Parcels River Terrace 7 30 0 0 0 0 7 30 Westt River Terrace 2 5 0 Kull 0 0 2 5 Southt Urban Reserve 9 35 0 0 0 0 9 35 subtotal Note t Only those areas identified for employment in the City's April 2021 River Terrace 2.0 Concept Plan As the urban reserves are not within the Metro UGB,the City can not rely upon these lands to satisfy their employment land needs at this time. 13 M . Buildable Employment Lands Parcel Sizes Based on the buildable parcels in City Limits shown in Figure 5 and tabulated in Table 2, Mackenzie has sorted the net buildable land supply by parcel size for each zone, the results of which are in Table 5. As noted in the table, available commercial sites largely fall into the 0 to 0.99 acre category, while available industrial sites largely fall into a mix of the 0 to 0.99 acre and 1 to 4.99 acre categories. TABLE 5:TIGARD EMPLOYMENT NET BUILDABLE LANDS INVENTORY PARCEL SIZES 1.11 Areas in City Limits AL + 1 to 5 to 10 to 20 toil30 to 50 to Abbreviation0+ Zon '99 4.9 9.99 19.99 29.949.99 99.99 acres res acres acres acres acreacres acre Commercial Zones C-C - - - - 1 - - - 1 C-G 24 7 1 - - - - - 32 C-N - - - - - - - - - C-P 8 4 3 - - - - - 15 MU-CBD 28 2 - - - - - - 30 MUC 4 5 - - - - - - 9 MUC-1 - 1 - - - - - - 1 MUE - - 1 - - - - - 1 MUE-1 21 2 - - - - - - 23 MUE-2 3 2 - - - - - - 5 MUR-1* - - - - - - - - - MUR-2* - - - - - - - - - TMU 45 11 1 - - - - - 57 Commercial 133 34 6 - 1 - - - 174 subtotal Industrial Zones I-H - 1 - - - - - - 1 I-L 8 - 1 - - - - - 9 I-P 13 1 - - - - - - 14 Industrial 21 2 1 - - - - - 24 subtotal City Total Eir 111 198 Notes * Only those specific tax lots identified in footnote 12 of Tigard Community Development Code Table 18.120.1. 14 M . III. SITE SUITABILITY ANALYSIS To supplement Section II, which analyzed the quantity of building employment lands in the City and in its urban reserves,this section provides information on the types of sites that are most likely to be attractive for development. The relative attractiveness of sites varies by user type, so information is provided for three broad user categories identified by Johnson Economics: retail, office park, and industrial. Based on the preferred site characteristics for each of the three categories, Mackenzie performed a qualitative assessment of the City's available vacant, partially vacant, and redevelopable land using available data to evaluate whether the available land supply satisfies some or all of the preferred factors. Some factors are not able to be analyzed as part of this project due to data limitations (e.g., neither the City nor Mackenzie have access to geographic data sets regarding locations or capacity of franchise utilities such as power, gas, or telecommunications). Other factors were examined on a qualitative level (e.g., utility sizes for industrial users) but are not mapped as such analysis and display is beyond the scope of the project. In the tables below, some of the factors utilize the word "competitive." This term does not denote an absolute standard which cannot be disregarded, but rather suggests that given the choice between two equal sites, if one of them meets the competitive factor and one does not, a developer will likely select the site that satisfies the competitive factor. Site Characteristics Retail Retail Preferred Site Characteristics Retail users fall into multiple subcategories, including the following: ■ Regional malls ■ Lifestyle centers ■ Power centers ■ Neighborhood centers ■ Downtown areas Table 6 identifies preferred site characteristics for each of these subcategories. However, it should be noted that retailers' site selection is also based on factors outside the site itself, such as the area population, income levels of nearby residents, and the location of competitors. 15 Factor Regional Mal Clusters of large well-known Convenience- retailers such as oriented, ty Example or Washington Old Mill District electronics consistsng of a Walkable areas description Square in Bend stories, arts and with a variety of grocer or craft stores, retailers pharmacy and office supply stores, or home associated goods stores smaller retailers Competitive site 40- 100 10-40 25 -80 3 - 5 Varies acreage Proximity to Required Required Required Preferred Not Required Arterial/Collector Access to signalized Required Preferred Preferred Preferred Not Required intersection Visibility/street Required Required Required Required Preferred presence On-site parking Required Required Required Required Not Required Source:Mackenzie, International Council of Shopping Centers Mackenzie utilized these characteristics to evaluate the available retail commercial sites identified in Section II. Retail Suitability Assessment • Roughly 25% of the buildable commercial land is between 1 and 5 acres, while only about 6% of buildable commercial area is above 5 acres. • In the CBD, there are a few redevelopable areas which may have competitive site acreage. The advantage with redevelopable land in the CBD is that on-site parking may not be necessary. Office Office Park Preferred Site Characteristics Two subcategories of office parks include the following: • Business/Administrative Services • Speculative Office Park Table 7 identifies preferred characteristics for each of these subcategories, based on Business Oregon's Industrial Development Competitiveness Matrix included in Appendix A. In general terms, the requirements for a speculative development are stricter than for a known user since the developer of a speculative project needs to ensure that the site can accommodate a variety of users with varying demands. 16 M . TABLE 11111111111.PREFERRED SITE CHARACTERISTICS Business/ WM Administrative Speculative Office Services Park Competitive site 5- 15+ 5-20 acreage Competitive maximum slope 0 12% 0 7% Minimum water 4" 6" 8" - 10" service diameter Minimum sanitary sewer 6" -8" 8" - 10" service diameter Preferred natural gas service 2" 4" diameter Minimum electrical service 0.5 MW 0.5-1 MW demand (megawatts) Fiber optic Required Required communications Source:Mackenzie, Business Oregon Industrial Development Competitive Matrix Office Park Suitability Assessment • There are few contiguous parcels under common ownership,which could hamper the opportunity for developers to assemble multiple smaller parcels into larger development sites. • There are a handful parcels in commercially or Industrial Park (I-P) zoned areas which have acreage between 5 and 15 acres. Most of these parcels have adequate access to suitable water and sewer connections while not exceeding a maximum 10%slope. Industrial Industrial Preferred Site Characteristics The following industrial subcategories are representative of user types which may be attracted to the City of Tigard given its location in the Metro region: • Heavy Industrial/Manufacturing • Food Processing • Advanced Manufacturing and Assembly • General Manufacturing • Industrial Business Park and Research & Development Campus • Local Warehouse/Distribution Table 8 identifies preferred characteristics for each of these subcategories, based on Business Oregon's Industrial Development Competitiveness Matrix included in Appendix A. 17 ■ ABLE 8: INDUS IIIIIIIMPI MIMI Industrial pi-- Heavy Faadill Advanced General Business Local Industrial/ Manufacturing Park and Warehouse/ Manufacturing Processing and Assembly Manufacturing R&D Distribution Campus Competitive site 10- 100+ WWI 5 -25+ 5- 15+ 20- 100+ 10- 25+ acreage Competitive 5% 5% 7% 5% 7% 0 maximum slope 0- 0- 0- 0- 0- 0-5/ Railroad Access Preferred Preferred Not Required Preferred Preferred Preferred Minimum water 8" - 12" 12"-16" 8" - 12" 6" - 10" 8" - 12" 4" - 6" service diameter Minimum sanitary sewer 6" -8" 10"-12" 10"-12" 6" -8" 10"-12" 4" service diameter Preferred natural gas service 4" -6" 4" 6" 4" 6" 2" diameter Minimum electrical service 2 MW 2-6 MW 1 MW 0.5 MW 0.5 MW 1 MW demand (megawatts) Fiber optic Preferred Preferred Required Preferred Required Preferred communications Source:Mackenzie, Business Oregon Industrial Development Competitive Matrix Industrial Suitability Assessment • Some of the buildable industrial land has slopes between 10 and 25%,which could limit the types of development that occur on those sites(e.g.,these sites could accommodate a multi-story office building but not typical industrial users that need large,flat sites for single-level floor plates). • Water, sanitary sewer, and storm drainage pipes generally appear adequate for additional industrial development(note that there may be a need for system-wide improvements identified in utility master plans, but analysis of those plans is beyond the scope of this project). • In the industrial zones(I-P, I-L,and I-H)there are no sites exceeding 10 acres, but there are 6 sites between 5 and 10 acres which is the lower end of competitive acreage for Food Processing, Advanced Manufacturing and Assembly and General Manufacturing as noted in Table 8. Site Suitability Observations While the above analysis compares Tigard's buildable employment lands to preferred site characteristics for retail, office park, and industrial uses, Mackenzie has also performed a more qualitative assessment of allowable uses and standards specified in the Community Development Code. Commentary from this evaluation is outlined below. 18 M . Commercial Based on the range of allowable commercial use categories, the C-G and MU-CBD zones would be most attractive to commercial developers, while C-N, C-C, MUR-1 and MUR-2 would be least attractive to traditional commercial developers(though MUR-1 and MUR-2 would retain some attractiveness for mixed use developers).The other commercial zones(C-P, MUE, MUC-1, MUC, MUE-1, MUE-2,TMU) are roughly equivalent in the number of uses they allow, and fall within the middle of the range!' Industrial The I-H zone is the most permissive for industrial uses, while the I-P zone is the most restrictive. As a result, the I-H zone may be the most attractive to speculative industrial developers, while the I-P zone would be the least attractive, particularly due to its prohibition on General Industrial and Warehouse/Freight Movement uses. By contrast,for industrial users that may not wish to be located near heavy industrial uses, then the I-P and I-L zones may be more attractive. The I-P zone would also be attractive to commercial users since it allows office, entertainment, and some retail uses. Developer Comments The following comments represent feedback typical of commercial and industrial clients as provided to Mackenzie in the course of work throughout the region. ■ Parking standards Developers would prefer more flexibility on setting parking ratios based on their understanding of market dynamics, rather than tied to strict standards detailed in the Community Development Code. Some users may wish to provide fewer spaces than the minimum allowable ratio and other users may wish to provide more spaces than the maximum allowable ratio. While the maximum ratios have been established pursuant to Metro's Regional Transportation Functional Plan, they have the side effect of making sites within Metro boundaries less attractive to some users compared to sites outside Metro. ■ Minimum landscape percentage Metro area jurisdictions typically specify minimum landscape areas of 15% of the site for commercial and industrial zones. Tigard largely aligns with that trend, with a few exceptions, namely the I-P zone which requires 25%landscaping(with the option for 20%if certain conditions are met) and the MUE, MUE-2, MUR-1, and MUR-2 zones which require 20% landscaping.5 Some developers may choose to locate elsewhere rather than purchase and develop sites requiring over 15% landscaping. ■ Urban forestry and canopy requirements 4 Given the size of the community, having thirteen separate commercial zones may be more than needed and would certainly complicate site selectors'ability to narrow in on specific zones to target for development. 5 For the purposes of discussion,this report does not detail those plan districts which may allow lower landscape percentages. 19 M . Tigard's urban forestry standards demonstrate a level of commitment to providing and maintaining the urban forest, as recognized by the Arbor Day Foundation for 20 years with the designation of Tigard as a Tree City USA community. However, as a result of stricter canopy standards(e.g.30%parking lot coverage,33%site coverage for most employment zones,and 25% site coverage for MU-CBD, MUC-1, I-L,and I-H zones)some industrial developers may avoid Tigard sites due to concerns about the cost of installing trees or concerns that the required tree canopy will interfere with vehicle movement (especially for large trucks). Sites Most Likely to Advance the Economic Development Objectives Finally, in general terms, the types of sites most likely to advance the study's Economic Development Objectives are those that fall within several general categories: ■ Sites with flexible development standards with respect to allowable uses, parking ratios, and landscape minimum area; ■ Sites located in areas with fully-improved transportation facilities and public utilities that do not require significant investments by the developer; ■ Sites with proximity to transit and existing public amenities that can draw employees; or ■ Sites within reasonable distance of housing to increase transportation options for employees. Furthermore, to the extent that the City can provide incentives rather than additional development regulations,those approaches are more likely to be well-received by developers and job creators. 20 APPENDIX A BUSINESS OREGON INDUSTRIAL DEVELOPMENT COMPETITIVENESS MATRIX Source: Mackenzie, Business Oregon STATE OF OREGON - Infrastructure Finance Authority - , Industrial Development Competitiveness MatrixJ1 /11frrstrwetwrx Finance Authority Value-Added Manufacturing Production Manufacturing Light/Flex Industrial Warehousing&Distribuiton Specialized and Assembly PROFILE A B C D E F G I H J K I Industrial High-Tech/ Advanced Regional Local UVA Heavy Industrial General Business Park Business/ Rural Clean-Tech Food Processing Manufacturing Warehouse/ Warehouse/ Manufacturing/ Data Center CRITERIA /Manufacturing Manufacturing &Assembly Manufacturing and R&D Admin Services Industrial Distribution Distribution Research A Campus 1 GENERAL REQUIREMENTS Use is permitted outright,located in UGB or equivalent and outside flood plain;and site(NCDA)does not contain contaminants,wetlands,protected species, or cultural resources or has mitigation plan(s)that can be implemented in 180 days or less. PHYSICAL SITE 2 TOTAL SITE SIZE** Competitive 10-100+ 5-100+ 5-25+ 5-25+ 5-15+ 20-100+ 5-15+ 20-100+ 10-25+ 10-25+ 10-25+ 5-25+ Acreage* 3 COMPETITIVE SLOPE: Maximum Slope Oto5% 0 to 5% 0 to 5% 0 to 7% 0 to 5% 0 to 7% 0 to 12% 0 to 5% 0 to 5% 0 to 7% 0 to 7% 0 to 5% TRANSPORTATION , 5 TRIP GENERATION: Average Daily Trips 40 to 60 40 to 60 50 to 60 40 to 60 40 to 50 60 to 150 170 to 180 40 to 80 40 to 80 40 to 80 20 to 30 40 to 50 per Acre (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) (ADT/acre) MILES TO INTERSTATE w/in 5 w/in 5 6 OR OTHER PRINCIPAL Miles w/in 10 w/in 10 w/in 30 w/in 15 w/in 20 N/A N/A (only interstate or(only interstate or N/A w/in 30 N/A ARTERIAL: equivalent) equivalent) 7 RAILROAD ACCESS: Dependency Preferred Preferred Preferred Not Required Preferred Preferred Not Required Preferred Preferred Not Required Avoid N/A PROXIMITY TO MARINE 8 PORT: Dependency Preferred Preferred Preferred Not Required Preferred Preferred Not Required Preferred Preferred Not Required Not Required N/A 9 PROXIMITY TO Dependency Preferred Competitive Preferred Competitive Preferred Required Preferred Preferred Preferred Preferred Competitive N/A REGIONAL COMMERCIAL AIRPORT: Distance(Miles) w/in 60 w/in 60 w/in 60 w/in 30 w/in 60 w/in 30 w/in 60 w/in 60 w/in 60 w/in 30 w/in 60 N/A 10 PROXIMITY TO Dependency Preferred Competitive Preferred Competitive Preferred Competitive Preferred Preferred Preferred Competitive Preferred N/A INTERNATIONAL AIRPORT: Distance(Miles) w/in 300 w/in 300 w/in 300 w/in 100 w/in 300 w/in 100 w/in 300 w/in 300 w/in 300 w/in 100 w/in 300 N/A UTILITIES 11 WATER: Min. Line Size 8"-12" 12"-16" 12"-16" 8"-12" 6"-10" 8"-12" 4"-6" 4"-8" 4"-6" 4"-8" 16" (Inches/Dmtr) 6" Min.Fire Line Size 10"-12" 12"-18" 10"-12" 10"-12" 8"-10" 8"-12" 6"-10" 10"-12" 6"-8" 6"-10" 10"-12" (Inches/Dmtr) (or alternate source) High Pressure Preferred Required Required Preferred Not Required Preferred Not Required Not Required Not Required Not Required Required Not Required Water Dependency Gallons per DayF1per 1600 5200 3150 2700 1850 2450 1600 500 500 1600 (G Ionow s per 1200 Acre) (GPD/Acre) (GPI)/Acre) (GPD/Acre) (GPI)/Acre) (GPD/Acre) (GPI)/Acre) (GPI)/Acre) (GPD/Acre) (GPI)/Acre) (GPD/Acre) MWh)t (GPD/Acre) 12 SEWER: Min.Service Line 6"-8" 12"-18" 10"-12" 10"-12" 6"-8" 10"-12" Size(Inches/Dmtr) (or on-site source) Flow 1500 4700 2600 2500 1700 2000 1600 500 500 1300 1000 1000 (Gallons per Day (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre) (GPD/Acre)4 (GPI)/Acre) per Acre) Preferred Min. 13 NATURAL GAS: Service Line Size 4"-6" 6" 4" 6" 4" 6" 2" 2" 2" 2" 4" N/A (Inches/Dmtr) On Site Competitive Competitive Preferred Competitive Competitive Competitive Preferred Preferred Preferred Preferred Preferred Preferred 14 ELECTRICITY: Minimum Service 2 MW 4-6 MW 2-6 MW 1 MW 0.5 MW 0.5 MW 0.5 MW 1 MW 1 MW 0.5 MW 5-25 MW 1 MW Demand Close Proximity to Required,could Competitive Competitive Not Required Competitive Preferred Competitive Preferred Not Required Not Required Not Required Not Required Substation be on site Redundancy Required Preferred Not Required Required Not Required Competitive Required Not Required Not Required Not Required Required Not Required Dependency Major 15 TELECOMMUNICATIONS: Communications Preferred Required Preferred Required Required Required Required Preferred Preferred Required Required Preferred Dependency Route Diversity Dependency Not Required Required Not Required Required Not Required Preferred Required Not Required Not Required Not Required Required Not Required Fiber Optic Preferred Required Preferred Required Preferred Required Required Preferred Preferred Required Required Not Required Dependency Surrounding environment of Transportation Larger sites may great concern routing and be needed.The Adequate distance from sensitive (vibration,noise, proximity to/from 25 acre site Acreage allotment air quality,etc.). major highways is requirement land uses May require high High diversity of Relatively higher includes Increased setbacks Adequate distance crucial. represents the (residential,parks, volume/supply of facilities within parking ratios may expansion space may be required. from sensitive Expansion options Must be located more typical site. Located in more large retail water and sanitary business parks. be necessary. (often an Onsite utility land uses required. Transportation witihn or near FAA- Power delivery, remote locations centers) exercisable sewer treatment. service areas. (residential,parks) R&D facilities Will be very Truck staging infrastructure regulated UAV water supply,and in the state. necessary. Often needs benefit from close sensitive to labor option). Avoid sites close necessary. requirements such as roads and testing sites. security are Usually without SPECIAL High throughput substantial proximity to force and the 16 Very high utility to wastewater Moderate demand mandatory. bridges to/from Moderate utility critical. direct access CONSIDERATIONS: of materials. storage/yard higher education location of other demands in one or treatment plants, for water and Minimal route major highways is demands. Surrounding (within 50 miles) Large yard spaces space for input facilities. similar centers in more areas landfills,sewage sewer. obstructions most competitive Low reliance on environment of Interstate or and/or buffering storage. Moderate demand the region. required. common. Onsite water pre- lagoons,and Higher demand for on all High reliance on between the site factor. transportation (vibration,air City of more than Sensitive to similar land uses. electricity,gas, and interstate infrastructure. quality,etc.)is 50,000 people. Often treatment needed infrastructure telecom transportation vibration from in many instances. Lower demands and telecom. systems. infrastructure. highway such as crucial. nearby uses. for water and rail crossings, May require high related requiring sewer treatment drawbridges, volume/supply of marine/rail links. than Production school zones,or water and sanitary High-Tech similar obstacles. sewer treatment. Manufacturing. Mackenzie;Business Oregon Terms: More Critical 'Required'factors are seen as mandatory in a vast majority of cases and have become industry standards I 'Competitive'significantly increases marketability and is highly recommended by Business Oregon.May also be linked to financing in order to enhance the potential reuse of the asset in case of default. Less Critical 'Preferred'increases the feasibility of the subject property and its future reuse.Other factors may,however,prove more critical. *Competitive Acreage:Acreage that would meet the site selection requirements of the majority of industries in this sector. **Total Site:Building footprint,including buffers,setbacks,parking,mitigation,and expansion space t Data Center Water Requirements:Water requirement is reported as gallons per MWh to more closely align with the Data Center industry standard reporting of Water Usage Effectiveness(WUE). 4 Data Center Sewer Requirements:Sewer requirement is reported as 200%of the domestic usage at the Data Center facility. Water and sewer requirements for Data Centers are highly variable based on new technologies and should be reviewed on a case-by-case basis for specific development requirements. MACKENZI E . DESIGN DRIVEN I CLIENT FOCUSEDCurrent Revision Date: 7/22/2015 AIS-5150 5. Workshop Meeting Meeting Date: 02/21/2023 Length (in minutes): 60 Minutes Agenda Title: Recycling Information Update Authored By: Shelby Rihala Presented By: City Attorney Shelby Rihala Item Type: Update,Discussion,Direct Staff Public Hearing No Legal Ad Required?: Publication Date: Information EXPLANATION OF ISSUE The City Council has expressed an interest in expanding recycling in Tigard.The purpose of this workshop meeting is to provide background on the City's solid waste and recycling franchise agreements.Additionally,Pride and Waste Management, the City's two franchised solid waste haulers,will provide an overview of the Recycle+ program and how recycling is evolving in Oregon. ACTION REQUESTED This is an informational presentation to discuss the City's franchise agreement,Recycling+ program, and how recycling is evolving in Oregon. Should Council wish to proceed with adopting rates for the Recycle+ program, Council may direct staff to prepare a resolution for future consideration. BACKGROUND INFORMATION The provision of solid waste and recycling service in Tigard is regulated by franchise. Two providers,Pride and Waste Management (WIN),have franchises with the City. The purpose of the franchise is to ensure consistent services citywide, fairness in rate setting, transparency, and to conserve energy and resources by not having overlapping or duplicate services and traffic. Tigard Municipal Code (TMC) 11.04 acts as the franchise agreement with the haulers and describes the terms and conditions under which they may provide services. It also precludes other service providers from operating in Tigard without a franchise or an exception to the franchise requirements. In 2022,Pride and WM proposed a Recycle+ service to align with similar programs rolling out throughout Washington County and the Metro region. Since September, four more Washington County jurisdictions have begun offering Recycle+ services. In Washington County, the jurisdictions that currently have Recycle+ available include: Unincorporated Washington County, Sherwood,Beaverton,King City, Durham, and North Plains. Following the September 27, 2022, Council meeting in which Council directed staff to evaluate recycling options for the City,Tigard staff had had numerous discussions with service providers,including with Pride and WM, as to how to best meet Tigard's needs. This updated proposal includes an addition of a quarterly specialty recycling/reuse item, coordinated with Washington County. The Recycle+ proposal includes an optional enhanced recycling service for any Tigard residents who choose to participate. Specifically, the program would include: •Quarterly specialty recycling/reuse items, coordinated with Washington County.January's item, for example,was string lights (Christmas lights) for recycling. •Materials collected: #1 PET clamshells (berry containers), film plastics (plastic grocery bags and wrap), compactor fluorescent light bulbs, and textiles (beyond their useful life,not worthy of donation). •Collection fee for each scheduled pick up: $9.25/pick up. •Monthly fee for service: $2.50/month. Recycling opportunities are rapidly changing as a result of recent legislation. In 2021, the Oregon legislature passed the Plastic Pollution and Recycling Modernization Act,now referred to as the RMA (SB 582). The RMA became effective January 1, 2022 and recycling program changes will not start until July 2025.The goal of the RMA is to update Oregon's recycling system by building on successful local community recycling programs while also requiring packaging producers and manufacturers to take responsibility,mostly financial, for their role in producing products that are sold,used, and then either recovered or discarded by Oregonians. The RMA creates an innovative system where all participants share responsibility to build a program that works for everyone. The RMA is designed to make recycling easier for the public to use, expand access to recycling services, upgrade the facilities that sort recyclables, and create environmental benefits while reducing social and environmental harms, such as plastic pollution. Producers and manufacturers of packaged items, paper products and food serviceware will pay for many of these necessary improvements and help ensure recycling is successful in Oregon. As noted,program changes will not start until July 2025,but in the meantime, a great deal of work is already underway. The start-up phase spans multiple years with extensive planning,research, rulemaking, and engagement with interested parties. The Public Engagement timeline for this work is available at: https://www.oregon.gov/deq/recycling/Documents/recPubInvolveTimeline.pdf The DEQ's RMA webpage can be found here: https://www.oregon.gov/deq/recycling[p ges/modernizing-oregons-recycling-system.aspx ALTERNATIVES & RECOMMENDATION ADDITIONAL RESOURCES Attachments Presentation February 21 , 2023 Garbage & Recycling System Overview Pride Disposal Company & WM _ . . • •...ii0;_ik.. :,.,:*.:•••••. ..„...c,:,.A .,„.,,_•,,,,,,•,...! , -.4,-;,. . .... 0,,i.. ,4,,,,...../• ,...*-. 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I I WM (light blue) L_.._..! erv; s -��.■ — I*11T � t • • *'■"; ■.sem ` .• _x 1 ; _ N. .. ..._.—.. L ti.. � : dr_ I•1•41. �.F �`A�5F2�E ST � 5U1t A��CUOhJAC❑�� _ � KRi'1�J 1Rf ii 1 - . ,A\itilli- --• + - Z. I • i. m 514 'I:.4 i.,..), .! ./„Wit ., u SWDiRH4M FD L / 7/. `• ti 1 r ti+�yf i _.... ...-. 1 \.' • , f I__ .. . .. . ._,, .1:\' � ' �� RNA: 5.,. id :—. rd. + I ;.. � !., . ■, .. ■ 1 4 .. ■ Dig al 4 Rates - Detailed Cost Reports (DCRs) submitted annually to City of Tigard Expenses and revenue analyzed Municipal code outlines any necessary rate changes, which follow a CPI model based on targeted rate of return Staff proposes rate changes for each line of business as needed Franchise fees (5% of gross receipts) paid to Tigard to support: 2022 franchise fees paid: $795,000 Tigard staff time related to solid waste and recycling topics Tigard's general fund Consistent and Reliable Service I�.� Jaz.. f ,,�, 1 tea' d _ �. 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Sr., y„_ cr • n it C.� Gid=',?; '�° f lam- 'rr' yxr t.l:' m4g 4 axwm"� ,k)� I° X Benefits of franchise services Extensive employee training Professionally trained drivers with commercial driver licenses (CDLs) All drivers in the City of Tigard are members of the Teamsters Union Living wages and good benefits Efficient collection, limiting vehicles on the roads Biodiesel, Compressed Natural Gas (CNG) , Renewable Natural Gas (RNG) , and diesel retrofitted vehicles Fair and reasonable rates Services available to all Tigard customers at a consistent rate All services, rates, and service standards are regulated by the City of Tigard through code and administrative rules rS Solid WasteManagement. , .:,...... .: ..._, -...,,,,- ,. .-. 'r, "Iv' ._ ...,'''-_ ,-?!......-...w-dr- .. , --.-t• Recyclables are . ,..-.. A ..i,.. i --.'...:-..iii;V..r••. ' oar: 47"A. .--..4.-f:', ,...i . e.'-..ir: -' , ' ' - , . considered "solid waste" ..„. ,. 4- _ ....:. ..., ,..,t,,.....41. a . . , ..•••,l'iTa". .• '.,".. :. . • • • ''.e. •A and solid waste " .._% - - .1 _,3.:_•. ._..: .......1,,. ..1.•e .. . '.• 4 !, management is regulated r.g ..-...,c. ,..: ,. ;. J•mont ...W... a. . • ,.....0..r . _ _ i 7" - 111111 ric by TMC 1 1 .04. t.. :,.. . .... . - 1 MIR* i -ir,---_- 4,1 . . ‘ • -.- A • ti 4 - - ---- . .. 4 4 .-- - , -.:Ati "..- • . .40.. .. - . ..- , . • oil*, _ \ .. _•*. Evolution of Recycling , ..,- _ r ip s .'�' '•• it. • • .70. • . 1 ,..,:,, „. --..:.-- . ,,,, :,,,,...,-- n e , .- --,_ i A . .,... 1.,,,A,...."--,::.,.: __ alit ' ,ilit - ' --7-'- ..2- „sem,._ 4 t r ap ,4 ,, ____, t, . aka . g is 1¢ ` r / - .4460 - : ;a • r_- ` 4. - a,Ilin • I. 7 4 , — \� I iiimpf. ,_ „ ,., -, Rec cle+ .irk , , .. . r o,. PRIDE DI8PO8 AL COMPANY =•-\ *ep 503-625-6177 =a wwwrltletllepoe elcom z \ , " 3 a`�� ! E` yit rats} .sl, .,4 0�'i:42 -0.-- tk4 Recycling Modernization Act (SB582) Oregon Senate Bill 582 passed the legislature in 2021 w Changes take effect in July 2025, significant work to be done before then Creates Producer Responsibility Organizations (PROs) to provide funding from producers of packaged items, paper products, and food serviceware 1 � Funding will help pay to expand access to recycling services, upgrade the facilities that sort recyclables, and help ensure recycling is successful in Oregon w Funding opportunities for local governments and their designated service providers. Recycle + . Current proposal ,,,,,,;.,,,..„,„,,w;.,.:-,w , i Program proposal matches what is occurring in y { • \ k : Washington County jurisdictions including: wa �`� k r, f �f Unincorporated Washington County, Beaverton, ,,. 4. "" ,; *t Durham, Sherwood, King City, and North Plains ;� / `,- � ' i �- �,.�- ' �, Optional service for Tigard residential customers ,,,,, !�" .V' - Monthlyfee: $2.50/month , ) h = Pick up fee each time customer requests a pick up: Ep VS �`_- _ ! � % $9.25 •',,, ; " '-% Recyc,e+ ( 41. - Items collected: # 1 PET clamshells, film plastics, � �R ' - compactor fluorescent light bulbs (CFLs), and textiles -'� -\'� 503-825.6'177 '�l s / VikkA . �` : 4 M Quarterly specialty items _ ) - it ' rz,y, s��'LL-�' s r kY '� ��7. 1. ::y..,...i.,,,,, � A . _ fr- \'- 9' 043 �i - _ !f'' .`'' . Franchised services ;.7.4ipi,._ .. i ., ‘ ; . _ "` i',L ..., 0 pc - Franchise system has helped Oregon achieve a recovery i . e - , _ �; ti , rate higher than the national average IL Ale_ m During significant recycling market disruptions (2008 and g---. �, _ �j i t trw Y•. Id ! ---- 2017), franchised recycling programs remained in place lar----- -- . w. m Pride Disposal & WM diverted 16,020 tons of material in 2022 -d, m Tigard maintains oversight and control of the system and v4 all solid waste services r:.. ._-.r__ DISPOSAL CO PA r I _ oxxw. 50u62s7rnr _ _ � 2\ lasimmimaimbiarbor Y 4111 - ii-, 1 Thank you 10/18/22,12:32 PM Charter Review Committee Application SUPPLEMENTAL PACKET FOR FEBRUARY 21, 2023 COUNCIL MEETING - ITEM 7 View results Respondent 12 Anonymous 08:18 Time to complete 1. Full Name l John Cook 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? Social Media 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. Growing up in Tigard,and in Tigard politics,I have seen the charter change multiple times over the years.It needs to be streamlined and understandable to the average citizen.Knowing the background of the charter amendments gives me knowledge that most would not have. 8. What prompted you to apply to the Charter Review Committee? Wanting to simplify and make it easier for citizens to understand the city charter.City staff reached out to me and suggested that I might be helpful for the other members of the committee. https://forms.office.com/Pages/DesignPageV 2.aspx?subpage=design&id=c72088XpfkyfH8ejyp9w97j5krH3ACJDim 1 vO6DdmGxUQUJRUTBNRVBSMzRLVzg 1 U... 1/2 10/18/22,12:32 PM Charter Review Committee Application 9. What do you hope to achieve while serving on the Charter Review Committee? Creating an understanding charter that can be passed by citizens that they can understand.Give my historical viewpoints of why the previous charter amendments were even put there in the first place. 10. What kind of support would make it easier for you to participate? N/A 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? Tigard Chamber of Commerce,Westside Economic Alliance and Westside Professional Business Associates.I'm on multiple committees,and will fill them in monthly during our meetings. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:30 PM Charter Review Committee Application View results Respondent 4 Anonymous 1 7:04 Time to complete 1. Full Name Margaret Doherty 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? emails and web site 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I have been a Tigard resident since 1989.During that time i have been involved in everything from a library volunteer to 8 years on the planning commission and 11 years as the State Representative for Tigard.I have always been impressed with the way the city and the elected officials make sure they have input from the community.This should continue.i know the inter workings of governments and I think that will be an asset to this Committee. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:30 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? lThe Charter came to the forefront when there was a question as to whether or not the Mayor could run for re-election came up.The Charter needs to be very clear about these kinds of issues. 9. What do you hope to achieve while serving on the Charter Review Committee? l 1 Update and upgrade the areas in the Charter that need it. 10. What kind of support would make it easier for you to participate? Background information and information and input from staff. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? I am currently not on any formal city committees,but have extensive outreach to many community and other groups that would be affected by a city charter.The best way to engage the groups I am involved with is one to one communication and to know i am always open for questions and meetings. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:33 PM Charter Review Committee Application View results Respondent 17 Anonymous 157:23 Time to complete 1. Full Name Karen Emerson 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? City of Tigard engagement email 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. As a Tigard Tualatin school board member,I participated in a complete policy review that took over 3 years.I enjoyed diving into the details to understand each policy,and to suggest edits where topics were unclear.The process required reviewing several policies each week,and even though the work was not glamorous, I knew that it was important and that I was making a difference.I would bring that same level of attention to detail and creative suggestions to this Charter review process. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:33 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? I was someone who commented on the break in service issue,and I did so because the language was vague.I firmly believe that official documents need to"say what you mean,and mean what you say."I hope to resolve the break issue and to remove any dated language that isn't correct or isn't being followed or enforced. 9. What do you hope to achieve while serving on the Charter Review Committee? I hope that we can end with a document that is crystal clear,complete,and forward-looking. 1 10. What kind of support would make it easier for you to participate? I appreciate materials being shared prior to each meeting so that they can be reviewed and I can show up prepared to engage. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? I am a member of Tigard United Methodist Church,and I frequently share my thoughts about local issues with the other congregants through announcements and during social times. Also,I am still connected with many Tigard Tualatin School District parents,and I can communicate issues with them on facebook and at local events. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:32 PM Charter Review Committee Application View results Respondent 14 Anonymous 209:05 Time to complete 1. Full Name ( Holly Fenton 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? I heard about the Charter Review Committee during a council meeting I tuned into virtually. 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I have worked in Municipal Courts for nearly 23 years,the last 5 with the City of Tigard Municipal Court.I have always had an interest in rules and laws;I read statutes for fun!Mostly from the Vehicle Code due to my career,but I have reviewed other charters,statutes and laws.When I heard about the Charter Review Committee,I was immediately interested.In a previous job,I was part of a court rules committee that created court rules and recommended them to the judge.I really enjoyed my time on that committee and the things I learned,and I look forward to being a part of the Charter Review Committee if selected. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design8rid=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:32 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? My past experience with a court rules committee,my love of statutes,laws and ordinances,and a desire to be active within the city of Tigard has all prompted me to apply to be a part of the Charter Review Committee. 9. What do you hope to achieve while serving on the Charter Review Committee? I hope to achieve experience,and meet and get to know other Tigard community members 10. What kind of support would make it easier for you to participate? I would prefer in person meetings but understand that virtual meetings are more accessible. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? To be honest,I don't typically engage in conversations regarding city charters! However,as a City of Tigard employee and working for the court specifically,I will talk with co-workers and other Tigard team members regarding my experiences,and the process as it develops. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:33 PM Charter Review Committee Application View results Respondent 18 Anonymous 0858 Time to complete 1. Full Name Nathan Jackson 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? City of Tigard website;emailed communications from City 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. Here,my personal interests are most relevant. I hold a deep respect for the power of language and the meanings within and behind it—both in creating those meanings and interpreting the meanings of others.There is a beauty in clarity of expression which gains particular importance when language is employed in the service of law. In combination with this love of language,I try to cultivate a deeply rooted sense of civic duty and a cheerfulness in that service.Events in recent years have highlighted the fragility of systems of self-governance and should remind us all that hasty and simplistic adherence to first principles alone cannot sustain a functional society in a changing world.We must all lend continuous work as stewards to keep democracy vibrant and adaptable,even—or perhaps especially—at the local level. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:33 PM Charter Review Committee Application 8.What prompted you to apply to the Charter Review Committee? I first gained interest when city staff solicited responses to the Charter text governing term limits early this year--I found interpreting and providing feedback during that process uniquely engaging. News of this more comprehensive review of the Charter text rekindled that interest. 9. What do you hope to achieve while serving on the Charter Review Committee? I would hope to first better understand the original principles informing the founding of Tigard,then assist in clarifying that vision for the evolving needs of Tigard of today and tomorrow. 10. What kind of support would make it easier for you to participate? Remote meetings(as I understand they are already expected to be)would be most convenient,especially if scheduled for late afternoon or early evening,and ideally at times that avoid conflicts with other City board and committee meetings. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? l *Tigard Planning Commission:share progress of the Committee during the"Communications"portion of public hearings. *Private socializing:discussion with neighbors in one-on-one conversation and during other social occasions. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:32 PM Charter Review Committee Application View results Respondent 11 Anonymous 18:51 Time to complete 1. Full Name Derek Lawson 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? It was referenced during a recent city council session. 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. My wife,Carla,and I are Tigard residents raising our two young children in the community and we have a vested interest in promoting the values that contribute to a thriving city.I work professionally as a financial planner with a graduate degree in the same field.For undergrad I have a BA in Political Science with concentrations in International Relations and Civic Education as well as a minor in Spanish. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:32 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? I became aware of the committee's existence when it was referenced during a recent city council meeting and have been looking for ways to increase my civic engagement. 9. What do you hope to achieve while serving on the Charter Review Committee? I want to serve my community and hope my input would be of value. 10. What kind of support would make it easier for you to participate? I don't have any special circumstances requiring additional support in order to participate. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? I would communicate about the committee's work with Tigard residents and other visitors at the public parks,farmers market,local library,and likely during other events such as street fairs on Main Street.My wife and I frequently engage with other members of the community when walking or bicycling with our children to various public places around Tigard. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:31 PM Charter Review Committee Application View results Respondent 7 Anonymous 11:54 Time to complete 1. Full Name Lindsey Murphy 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? On the city of Tigard's website 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I am a Tigard community member with a young family and have both a personal and professional interest in local government.I currently serve as a member of the Public Safety Council for Washington County and most recently worked for CivicPulse as the Director of Operations.CivicPulse is a research think tank for local government policy.I am also passionate about making our community diverse,equitable,and inclusive-including with how our Charter is written.With my personal and professional experience and interest,I think I would add a unique lens for reviewing the Charter. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vo6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:31 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? I am always looking for ways to engage in my local government and community and this seemed like a great opportunity. 9. What do you hope to achieve while serving on the Charter Review Committee? l I hope to bring a unique lens to the review that will incorporate more inclusive language and bring thoughtful conversation about how we can make Tigard more diverse,equitable,and inclusive. 10. What kind of support would make it easier for you to participate? l The option for hybrid participation. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? I would be happy to work with any of the city's committees to keep them engaged and informed about the Charter.Specifically I would like to work with the Parks 7 Rec advisory Board,Public Safety Advisory Board,and the Youth Advisory Council.I would plan to be in communication with the committee chairs and offer to give presentations/updates at committee meetings. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:33 PM Charter Review Committee Application View results Respondent 19 Anonymous 06:13 Time to complete 1. Full Name Zeena pinto 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? [ El Tigre fest 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I moved to United States 10 years ago from India.I have bachelor's degree in engineering and was working as a software developer until for year ago until when i had my first baby decided to take a break from it.I am mom of two beautiful girls 4 and 2.As part of my job,i have worked on documentation.I have a great community spirit,I volunteered for computer teaching at two libraries in California.We moved to Oregon early February this year.To learn more about Tigard and also to bring up the kids close to the nature and teh community we did the tigard passport and we are the winners as well.My four year old also very much obsessed with this town,its mind-blowing.I believe my skills and my passion would bring good to the committee. haps://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 v06DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:33 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? Volunteer of tigard city booth at El Tigre fest told me that I will be the great candidate for the review committee by looking at my knowledge about the city. 9. What do you hope to achieve while serving on the Charter Review Committee? I want to contribute my best to the committee and make a positive impact. 10. What kind of support would make it easier for you to participate? NA 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? I can post in my FB groups and tell my neighbors,mom groups etc about the initiative https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/19/22,11:40 AM Charter Review Committee Application View results Respondent 20 Anonymous 230:01 Time to complete 1. Full Name Jeanette Shaw 2. Address More options for Responses 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? City Council Discussion 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. As a member of the City Council,I believe it is important to have a current,sitting councilor in the discussions.If it includes only former Councilmembers, then the conversation could become self-serving and/or skewed.Also,it is an opportunity to update/modernize the current City Charter to be more equitable in names,etc. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/19/22,11:40 AM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? #7. 9. What do you hope to achieve while serving on the Charter Review Committee? Balanced discussion regarding Council terms. 10. What kind of support would make it easier for you to participate? Regularly scheduled meetings,agendas,and minutes via Zoom meetings.Comparisons to other cities where relevant... 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community.Which community groups will you be able to keep informed and engaged on the committee's work? How will you engage them? The City has the primary rule of communication--the applicants can augment via their own social media,HOA's,PTA's,etc.I would inform community members/HOA's etc.,via social media https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:30 PM Charter Review Committee Application View results Respondent 3 Anonymous 84:56 Time to complete 1. Full Name William T Simpson 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? Facebook 1 https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design8rid=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:30 PM Charter Review Committee Application 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I have over 20 years of employment in the Tigard area.I live here,work here,drive here,and'play here.My work industry is technology,compliance and cybersecurity.This provides me additional insight into community and business concerns.It has also provided me with the opportunity to work with law enforcement during forensic investigation of cybercrimes and to see obstacles for both business and enforcement in this area. I have extensive knowledge,professional and personal experience with policy writing,partnerships,legal documents,security,mental health concerns,economic opportunity barriers,various forms and expressions of prejudice,and issues of exclusion/inclusion.I also have an extensive background in writing,editing, journalism,social media and communications education and experience which would help me gather input and communicate effectively with concerned parties. Recently,I attended meetings and provided input for Tigard's rezoning project.I have also been involved with local chambers of commerce as a member, representing my company and communicating on issues as needed.I am a member of a local gym with a diverse membership of business owners and employees from the following and more:antiques,manufacturing,construction,finance,franchises,fitness,minimum wage,automotive,restaurants,technology,and even MMA.This is an example of the people I have networked with and who I can easily tap for input on proposed changes.Representation is a critical component for effective government. 8. What prompted you to apply to the Charter Review Committee? I want to provide input to help make sure any changes to the Charter are net-positive changes.I believe I bring a unique perspective and represent an often 1 underrepresented point of view. J 9.What do you hope to achieve while serving on the Charter Review Committee? I want to help improve the safety,opportunity,inclusion and representation of Tigard's residents and businesses through clearly stated Charter standards, expectations,and goals. 10. What kind of support would make it easier for you to participate? After hours,weekend,or around lunch hour meeting times.Virtual meetings.Advance notice of meeting times.I work full time,but I have flexibility. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? My social media and journalism experience would allow me to adapt communications to need,that is I can communicate as demands dictate if a group is not being engaged.For example,as the editor of my college newspaper I was informed that I was the first to engage the Igbtq club and also the multicultural students in unity club.I also engaged with the student government club where the relationship was previously more adversarial or about coverage not engagement.Specifically,I am highly involved in business and networking with businesses.I am comfortable working with law enforcement and would look forward to getting their unique insight and input.My communication style and energy are typically well received due to genuine empathy and an ability to listen even beyond what I can hear. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:32 PM Charter Review Committee Application View results Respondent 16 Anonymous 2559:27 Time to complete 1. Full Name Jason Snider 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? I am currently a member of the city council and we directed staff to initiate a charter review process,including the creation of a Charter Review Committee. 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I have been an elected member of the Tigard City Council for almost ten years.I have a strong interest in the future of Tigard and want to see the community grow and improve in every domain.This requires periodic and incremental improvements to our city and its governing documents. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design8rid=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:32 PM Charter Review Committee Application 8. What prompted you to apply to the Charter Review Committee? The City Charter is the most important foundational document that establishes the set up and functioning of our city government.Much of the language is decades old and contains sections that i)no longer reflect current practice,ii)are outdated iii)poorly written,ambiguous,and/or missing key information,and iv) has been edited over time such that some sections are incompatible with others.I was deeply impacted by this personally earlier in 2022.I believe my recent experiences as a mayor,city councilor,and community member give me a unique perspective and experience with the charter that would be beneficial to the committee. 9. What do you hope to achieve while serving on the Charter Review Committee? An updated charter that is ratified by the voters that reflects the current needs and values of the Tigard community and is consistent with our current mission, vision,and values as a city. 10. What kind of support would make it easier for you to participate? No specific support needed. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? As the current Mayor of Tigard,I have vast networks of connections to groups throughout the community.Given the important of this work,I plan to engage all of them early and often. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2 10/18/22,12:30 PM Charter Review Committee Application View results Respondent 5 Anonymous 06:08 Time to complete 1. Full Name Dolly Specht 2.Address 3. Email Address 4. Phone Number 5. How do you prefer to receive communication? Email Phone 6. Where did you hear about the Charter Review Committee? by email 7. In 500 words or less,describe your personal or professional interests and how they relate to the Charter Review Committee. I am currently in active leadership roles in my local community and also nationwide in my capacity as a representative of the Filipino-American demographic.I am very involved and engaged in Tigard,currently serving as Vice-Chair of the Committee for Community Engagement,and I have been asked to consider involvement in the Charter Review Committee. 8. What prompted you to apply to the Charter Review Committee? 1 By invitation.Apparently,somebody believes I would be a good fit and contributor. https://forms.office.com/Pages/DesignPageV2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97j5krH3ACJDim1 vO6DdmGxUQUJRUTBNRV B SMzRLV zg lU... 1/2 10/18/22,12:30 PM Charter Review Committee Application 9. What do you hope to achieve while serving on the Charter Review Committee? 10. What kind of support would make it easier for you to participate? online participation. 11. Only ten applicants(plus two alternates)will serve on the Charter Review Committee.This makes it important that committee members are proactive in communicating the work of the Charter Review Committee with the community. Which community groups will you be able to keep informed and engaged on the committee's work?How will you engage them? I have a very active social media,I am on the Board of my HOA in North Tigard,I have direct access and communications with the local Filipino-American demographic.As part of the CCE's DEI Subcommittee,I have the resources to disseminate information through other members,and I am also on the Steering Committee of Washington County's CP04M--I think all my involvement interweaves for the same purpose. https://forms.office.com/Pages/DesignPage V 2.aspx?subpage=design&id=c72088XpfkyfHBejyp9w97 j5krH3ACJDim 1 v06DdmGxUQUJRUTBNRV B SMzRLV zg 1 U... 2/2