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04/12/2017 - Packet
M.— p- Completeness Review for Boards, Commissions TIGARD and Committee Records CITY OF TIGARD CCAC - City Center Advisory Commission Name of Board, Commission or Committee April 12,2017 Date of Meeting I have verified these documents are a complete copy of the official record. Joe Patton,Meeting Secretary Print Name p)Pq gnature May 11, 2017 Date City of Tigard City Center Advisory Commission Agenda ANNEL- MEETING DATE/TIME: April 12, 2017— 6:30 to 8:30 p.m. MEETING LOCATION: Red Rock Creek Conference Room, 13125 SW Hall Blvd.,Tigard, OR 97223 1. CALL TO ORDER Carine 6:30 2. CONSIDER MINUTES Carine 6:35 3. PUBLIC COMMENT Carine 6:40 4. TIGARD DOWNTOWN ALLIANCE REPORT Steve DeAngelo 6:45 5. PROJECT UPDATES Sean 7:15 6. CCAC GOAL:WALKING AND PARKING Carine, Sean 7:30 7. FY 2017-2018 BUDGET UPDATE Sean 7:45 8. CCDA 5 YEAR PLAN Sean 7:55 9. LIAISON REPORTS Carine 8:05 10. NON-AGENDA ITEMS All 8:20 11. ADJOURN MEETING Carine 8:30 *EXECUTIVE SESSION:The Tigard City Center Advisory Commission may go into Executive Session to discuss real property transaction negotiations under ORS 192.660(2) (e).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. Upcoming meetings of note: Thursday,April 27, 5:30 p.m.,Main At Fanno Cleanup public meeting,Max's Fanno Creek Brewpub Wednesday,May 10,6:30 p.m.,Regular CCAC Meeting, Red Rock Creek Conference Room The City of Tigard tries to make all reasonable modifications to ensure that people with disabilities have an equal opportunity to participate equally in all city meetings. Upon request,the city will do its best to arrange for the following services/equipment: • Assistive listening devices. • Qualified sign language interpreters. • Qualified bilingual interpreters. Because the city may need to hire outside service providers or arrange for specialized equipment,those requesting services/equipment should do so as far in advance as possible,but no later than 3 city work days prior to the meeting.To make a request,call 503-718-2591 (voice) or 503-684-2772 (TDD-Telecommunications Devices for the Deaf). CITY CENTER ADVISORY COMMISSION AGENDA—April 12, 2017 City of Tigard 1 13125 SW Hall Blvd.,Tigard,OR 97223 1 503-639-4171 1 www.tigard-or.gov I Page 1 of 1 CITY OF TIGARD CITY CENTER ADVISORY COMMISSION Meeting Minutes April 12,2017 Members Present: Carine Arendes (Chair), Kate Rogers (Vice Chair),Richard Shavey and Sarah Villanueva (Ex Officio). Members Absent: Joyce Casey,Josh Kearney,Tim Myshak, and Gloria Pinzon Marin. Staff Present: Redevelopment Project Manager Sean Farrelly,Economic Development Manager Lloyd Purdy, and Senior Administrative Specialist Joe Patton. Others Present: Councilor John Goodhouse, Council Liaison to the CCAC, and Steve DeAngelo,TDA President. 1. CALL TO ORDER Chair Arendes called the meeting to order at 6:30 pm. The meeting was held in the Tigard Red Rock Conference Room, at 13125 SW Hall Blvd.Joe recorded the roll call. 2. CONSIDER MINUTES Approval of the March 8, 2017 CCAC Minutes was postponed as a quorum was not present. 3. PUBLIC COMMENT Councilor Goodhouse noted a story on the upcoming Urban Renewal Measures will appear in the Saturday edition of the Tigard Times. 4. TIGARD DOWNTOWN ALLIANCE REPORT Steve gave a brief update on projects the TDA is involved in: overhead cable system and banners,public art focus in downtown,Art Walk 2017, Oregon Main Street free design assistance, and an Oregon Main Street$100,000 grant with a 70% match to the property owners 30% match. Upcoming events include Downtown Dialogue,Annual Bus Tour and the Street Fair. 5. PROJECT UPDATES Sean briefly reviewed the project updates. 6. CCAC GOAL: WALKING AND PARKING Carine discussed the documents included in the Agenda and noted more documents are available in the shared Google Drive folder. New directional signage downtown will help direct traffic to available public parking areas and may alleviate the perception of inadequate parking. The city is also working on new parking regulations. 7. FY 2017-2018 BUDGET UPDATE Sean noted the Budget Committee meetings are starting and the CCDA budget will be discussed on April 24 and gave an overview of it. Page 1 of 2 CITY CENTER ADVISORY COMMISSION April 12,2017 8. CCDA 5 YEAR PLAN Sean discussed the projects in the CIP related to downtown. He noted that the upcoming vote on adding the Triangle URD could result in a change in the CCAC role.A reevaluation of downtown URD projects will be scheduled for a future meeting to determine the focus for the remaining duration of the District. 9. LIAISON REPORTS A. Carine noted that Council received a briefing on the proposed Civic Center options and she saved a copy of the presentation in the shared Google Drive folder. B. Carine shared info from the Southwest Corridor Project and noted that Tigard resident members are concerned about the traffic impacts in the area, especially since the final alignment has not been determined. C. Dedication of the first Peace Pole will take place outside the Chamber building at noon on April 15, 2017. 10. NON-AGENDA ITEMS—None. 11. ADJOURN MEETING The meeting was adjourned at 8:25 pm. J e Patton, CCAC Meeting Secretary A : Carine Arendes, Chair Page 2 of 2 Agenda I t em 4 TDA Performance Measures Overview Tigard Downtown Alliance is a partnership of downtown stakeholders including property and business owners working to revitalize downtown Tigard. The group follows the National Trust for Historic Preservation's 4-Point approach to downtown revitalization. This approach acts as a "business plan"that helps guide volunteer efforts. In the 2015-2016 budget year, the City of Tigard has extended a challenge to the TDA. Upon completion of the following 8 performance measures, the TDA will be eligible for matching funds of$24,000. Performance Measures 1. Connect Projects to the City's strategic vision in practice and through brief annual report/narrative • Cover Letter from Board of Directors 2. Operate under the Main Street 4 point approach • State Main Street Certification • Bylaws • Articles of Incorporation 3. Submit an annual work plan to city which includes • Mission, Vision and Goals 4. Actively manage projects in each of the four areas of the four point approach (one page summary of each project • Organization& Capacity Building • Bus Tour • Marketing &Promotion • Art Walk • Street Fair • Trick or Treat Downtown • Tree Lighting • Taste of Tigard(potential event) • Design & Beautification • Public Art • Activating Tigard Street Trail Plaza • Economic Restructuring • Downtown Business Incubator(potential project) 5. Track and Report Volunteer Hours 0 Annual Total: 2500 TDA Performance Measures Overview 6. Grow the partnership and stakeholders participating in downtown by working with other organizations • Letter of Support of City of Tigard 7. Participate in joint goal setting for downtown with municipal partners. • List of dates of meetings and organizations met with 8. Match City funding dollar-for-dollar with funds generated by TDA • Budget from current year (2015) • Forecast of next fiscal year(2016) • Documentation of earned income and sources • fRS 5016 Approval • Metro Grant Approval Agenda Item 5 4/6/16 Downtown Project Updates 1. Fanno& Main (Saxony) project • Potential developer,AVA Roasteria/NEEK Engineering interviewed by panel and recommended to explore a development agreement • Draft Remedial Action Plan prepared for public comment • Neighborhood meeting scheduled for April 27, 5:30-7:30 pm Max's Fanno Creek Brewpub • Demolition on track for July 2017 2. Tigard Transit Center/Nicoli redevelopment study(Metro CET grant) • Market study completed • Cost estimates prepared for 3 concepts. 3. Parking management • Draft Downtown parking plan prepared • Directional signage to public parking lots to be installed within 4 weeks 4. Developer recruitment Working with potential developers on Fanno @ Main property 5. Ash/Burnham Redevelopment Building 2 completed and leasing, Building 1 estimated completion- May 2017 6. Tigard Street Heritage Trail Design/engineering consultant preliminarily selected 7. Fanno Creek Park Improvements CWS design, engineering underway. Project completion summer 2018 8. Equitable Housing Grant IGA with Metro signed Coordination with City of Portland/Metro on other SW Corridor grants 9. Community Engagement Presentations on UR ballot measures to Tigard Chamber of Commerce, Rotary Website updates 10. Urban Renewal Improvement Grants 10 applications received. Committee will review April 26tH en i ern l! i 11 11 11 11 111 n FACT SHEET April 2017 N fl a ® n, ll n1s II II it it II II n II ii I li i n ■ A a f Main Street at Fanno Creek i Brownfield Cleanup I ru About the Sites The Main Street at Fanno Creek properties at 12533-12537 SW Main ; Street have historically been the site of a variety of businesses and activities dating back to at least the 1930s.These included a planing mill,tire, welding, printing, and automotive repair shops.Testing shows that these past uses resulted in releases of petroleum and ; Vacant building overhanging Main Street at Fanno Creek Brownfield site. solvents into the soil and groundwater beneath the Sites. Environmental Assessment Subsurface samples (soil, soil gas, sediment, and groundwater)were collected from the Main Street at Fanno Creek sites in 2012, 2013, I fr and 2014. Results: • Soil -within DEQ limits. • Soil Gas-within DEQ limits. • Sediment- low-levels of petroleum and hazardous substances (polynuclear aromatic hydrocarbons (PAHs), polychlorinated _ biphenyls (PCBs), and metals.) ! • Groundwater—Moderate level of hazardous substances i r� (halogenated volatile organic compounds (HVOCs)) in upland area. Minor impacts to soil, soil gas, and sediment do not pose a risk Concept for the new Main Street at Fanno Creek to human health. Impacts to groundwater from the hazardous mixed-use development and public space. substances (HVOCs) may pose a pose a risk to any future residents of the site, if not controlled. Brownfields Cleanup Grant The City Center Development Agency of the City of Tigard (CCDA), ; Tigard's urban renewal agency,was awarded two Brownfield Cleanup ; Grants totaling$400,000 by the US Environmental Protection Agency ; (EPA) in 2016 for the sites.The grant funding allows the CCDA to ; remove the buildings,clean up potentially-impacted soil, monitor ; contaminants in groundwater, and mitigate contaminants in soil gas. Main Street at Fanno Creek What are Brownfields? Brownfield Cleanup ; A brownfield is land that is vacant or underused because of the actual or FACT SHEET I April 2017 perceived presence of a hazardous substance or contaminant. Proposed Environmental Cleanup Activities: Some brownfield sites are actively being used while pollutants remain 1. Building demolition. ; in the soil or groundwater; the contamination can become an issue 2. Removing regulated building materials and potential when property owners want to expand, contaminated soil to Hillsboro Landfill. redevelop or sell their land. 3. Installing a passive vapor barrier, if needed, beneath a future Cleaning up and reinvesting in building footprint (barrier would consist of a sheet of plastic Brownfields protects the environment, underlain by piping trenches to collect vapors). reduces blight,and can help bring new 4. Installation and sampling of four groundwater monitoring jobs to communities. wells as part of a monitored natural attenuation (MNA) program. (Monitored natural attenuation relies on natural . . . . . . . . . . . . . . . . . . . . . processes to decrease concentrations of contaminants in soil and groundwater. Scientists monitor these conditions to make sure natural attenuation is working at a reasonable pace and ; A that the area of contamination is shrinking over time.), E PA • United States Proposed Schedule: ; Environmental Protection Agency The building and soil removal, is scheduled to begin in June, Thisfact sheet was developed under Assistant 2017, and is expected to take four to six weeks. It should result in ; Agreement No.01J23901 awarded by the U.S. Environmental Protection Agency.It has not been minimal disturbance to pedestrians,traffic, and parking areas ; formally reviewed by EPA.The views expressed are solely those of the City Center Development Agency along SW Main Street. ; of the City of Tigard,and EPA does not endorse any products or commercial services mentioned. The installation of a passive vapor barrier may or may not be ; necessary, and will be determined by the Oregon Department • . . . . • • • • • • • • • . • . . • . . of Environmental Quality (DEQ) depending on the results of ; additional soil, soil gas, and groundwater testing.This additional City testing will be completed after the buildings have been removed. Any vapor barrier would be installed concurrent with construction Center of the future building/structure. ; . Development The monitoring wells will be installed as Site conditions allow CCDA Agency g Y (date to be determined following building and soil removal : activities),with all well installations completed by Fall 2017.The drilling activity for the well installations will be similar to what ; Sean ly City Center Development Agency occurred at the Site in 2012, 2013, and 2014. No effect on vehicle ; of the City of Tigard or pedestrian traffic is anticipated for the well installations or subsequent well sampling. Drilling will be completed on a single Phone: day. Development and initial sampling of the wells will occur • 503.718.2420 approximately three days following installation, and will require Email: one or two days to complete. Subsequent rounds of sampling will sean@tigard-or.gov occur at approximately three month intervals for one year, with : Webpage: each sampling event taking approximately one day. www.tigard-or.gov/brownfields Agenda Item 6 Prepared by CCAC Chair, Carine Arendes Review of Walking and Parking Materials Currently in the Google Drive Current as of March 30, 2017 General: Jeff Speck Memo National Walkability Expert visited Tigard and evaluated multiple sites in Tigard, including the downtown area. This memo was the outcome of that visit and evaluation. His four key metrics are: A useful walk; A safe walk; A comfortable walk; and An interesting walk Downtown was identified as Tigard's "quickest and best chance to increase its walkability." The main recommendation for the Downtown area is for urban design and design regulations to ensure future buildings present a "pedestrian-friendly edges" along streets where walkability is intended to occur. Pedestrian friendly aspects, already incorporated into the code for downtown properties, mentioned include siting parking behind buildings and eliminating building setbacks (i.e. build to sidewalk). Speck makes two further proposals specific to downtown: reclassifying streets to identify those intended for specifically for walkability (referred to as an "A" street) and redeveloping the current transit center parking located adjacent to the rail ROW into an "A" street. The second proposal is similar to the proposed future street classified as a Business Alley in the Street Connectivity Plan. The Street Connectivity Plan was incorporated into the development code in 2012 and is intended to increase connectivity in the street network as redevelopment occurs'. Parking and Pedestrians: Balancing Two Key Elements in Downtown Development Short 2 page handout produced by University of Wisconsin-Extension Center for Community Economic Development to address the tensions in downtown areas between providing an attractive pedestrian-friendly environment and sufficient parking spaces. As noted in the document, the challenge is "how to retrofit a compact district with the needed parking facilities without harming the downtown's fabric and qualities." Identified strategies include: • Making more efficient use of existing spaces • Price incentives/validation (only applies when parking is not freely provided) • Maximum parking limits to reduce land devoted to parking It recommends siting new parking facilities behind buildings or on the edges of downtown as long as clear signage is available. ' The Connectivity Plan can be read in the Plans and Policies folder, under Other Related Plans Review of Walking and Parking Materials Parking Vs. The Walkable Building (The Developer's Dilemma) Blog post from the Accidental Urbanist site about a session for"Rookie Developers" at a recent Congress for New Urbanism conference; includes references to a number of sources and urban design idea that have been gaining traction, including Incremental Development and "missing middle" housing, as well as organizations such as CNU and Strong Towns. Lessons Identified: 1. If you can't get rent, you can't build the building 2. Keep it simple, in this case build on land zoned for what you want to do 3. The devil's ion the details 4. Even in zones intended to encourage pedestrian-oriented development, off-street parking requirements may be have unintended consequences In this case the mixed use building w/ 2400 sq ft of ground floor commercial over three 800 sq ft of residential required 11 to 29 parking spots taking up 3,300-8,700 of sq ft (NOT counting the building footprint) on a parcel of 6,752 sq ft. Heritage Trail Concept Design Power point presented to City Council August 2015 illustrating conceptual design for the Tigard Street Heritage Trail. Check out page 13 for cool underpass ideas; ideas for the Event Plaza start on page 27. Walking Folder: '' Walk Tigard Map ' ! • . jy� PDF of the 28" x 20" folding map showing paths, points of interest, elevation gain, and areas (parks, shopping and . industrial), excerpt showing Main Street and vicinity to right: , rf _ �g Aafi Economic Benefits of A Walkable Communityf ~ Short 2 page handout produced by University of Wisconsin-Extension Center for Community Economic Development covering topics such as housing values, relocation appeal for both employees and employers, commuting costs, tax revenue implications, and attracting local shoppers as well as tourists. Page 2 Review of Walking and Parking Materials Existing Sidewalks Map y PDF of the 11" x 17" map of the city showing sidewalk locations and sidewalk gaps, green shows sidewalks on both sides of street, blue on one side, red is no sidewalks excerpt showing Main Street and vicinity. a } Making Streets Welcoming for Walking - -- - 3 Page handout from ChangeLab Solutions, a public health policy group, provides overview on principles of walkable streets and policy changes to support safer walking and biking. The three principles of walkable streets identified are: 1. safety 2. convenience, and 3. comfort. Strategies for communities to make changes include adopting Safe Routes to Schools and complete street policies, changes to development code and comprehensive plans, creating pedestrian plans and participating in regional transportation.2 Parking Folder: To help reach daily recommended achwty 2016 CCAC Research on Parking levels,the US Centers for Disease Control and Summarizes the background materials researched by CCAC members did in Preventfonrecommends 'Park farther away and 2016 on this topic. Identifies relevant city staff and findings from the research walk and includes draft recommendations. Many of the same „ parking management resources in this google folder �. were included in the 2016 research. Excerpts shown to right: Smart Downtown Parking: Core Principles to Support Downtown Development Short 2 page handout produced by University of Wisconsin-Extension Center for Community Economic Development summarizing findings from "Smart Downtown Parking: Core Principles to Support Downtown Development' by Kent Robertson, PH.D. appearing in the April 2005 issue of Parking. Argues that a special approach to parking is needed for downtowns because they "present a special mix of land uses, place-making amenities, and densities not found elsewhere." Seven principles are identified in the smart parking approach: 1. Understand the Proper Role of Parking in Downtowns 2. Strategically Locate Parking Facilities Z Tigard has adopted a Safe Routes to Schools programs(Walking Wednesdays!),and make changes to both the comp plan and the development code.Tigard plays a role in regional transportation,although Metro and Washington County have more jurisdictional regional responsibilities for regional transportation planning. Page 3 Review of Walking and Parking Materials 3. Value the Utility of On-Street Parking 4. Emphasize Quality Design 5. Make Better Use of Existing Spaces 6. Control the Total Volume of Parking Spaces in Downtown 7. Plan for Parking Comprehensively Get the Parking Right Chapter on Downtown Parking from Jeff Speck's Book "Walkable City." Summarizes many of Donald Shoupe's arguments from "The High Cost of Free Parking."Approach focused on how to management parking while promoting and supporting walkable downtowns. Summarizes current academic work related to distortions in the `automobile" parking market and the current socialization of costs for providing free parking to support arguments to rationalize and charge accurate prices for the provision of parking. Provides case studies of downtowns who have successfully charged (even incremental amount for parking) with additional benefits (as well as case studies of municipalities who have provided parking for free without any gains). Notes the income earned for charging for a commodity can be used by the District for improvements, to make the area even more desirable. Parking Management Located within the general Parking Folder, this sub-folder includes more detailed information BIG MONEY FOR FREE PARKING I One researcher found regarding parking management, including staff's on Americansof free parking that year was$105 billion to$310 billion in 2(111 dollars.Those figures " parking management stages; includes 2011 and 2015 parking studies for downtown and the map of the Downtown Parking Study Area. A short 2 $31I b01 page handout on Parking Management generally, a slightly more detailed 4 page guide that identifies the benefits for managing parking $765.6b HER appropriately, and finally 12 page guide that has - more graphics. And finally, the image-heavy but source-cited infographic on parking fallacies, .s .. excerpt shown to the right: Street Design Folder Streetscape Components 1 page info graphic illustrating the elements of a street Page 4 Review of Walking and Parking Materials Building Frontage Street Design Elements Individual graphics from the Visual Dictionary of Street Standards produced by the Urban Vision, a livable cities think-tank, example to right. Arcade Street Design Basics SBT1Bb=�pn m,ea,,a snaeey space wan mwnpie— A 4 page handout produced by ODOT's Transportation and Growth Management team, provides an overview on the importance of street design and identifies elements of street design, including width, connectivity and streetscape features (or amenities). Techniques for traffic calming and improving streetscapes such as curb extensions, street"diets" to narrow width, and streetscape improvements are described with pictures. ACCES�I BILITY Key-Considerations For Successful Street Design \ Streets should provide 1 page infographic illustrates context, collaboration, safety, comfortable mobility for connectivity, mobility, accessibility and placemaking, excerpt all people, shown to right. regardless of g rk � r� age or ability. Plans and Policies Folder Strategic Plan City-wide plan to strategically accomplish the identified goal to become "the most walkable community in the Pacific Northwest where people of all ages and abilities enjoy healthy and interconnected lives." New UPDATED City Center Urban Renewal Plan City Center If you are walking around with the old plan, you should Urban Renewal Plan really check the reformatted version out. This is the CCAC's raison d'etre. Other Related Plans This subfolder contains the following related plans that are adopted city policy: • The Connectivity Plan (incorporated into the development code) • Final Downtown Improvement Plan (Vision and Concept plan for downtown) • Comprehensive Plan, Downtown Chapter and Transportation Chapter Page 5 Agenda I t em 5 p TGM PARKING TRANSPORTATION AND IGRO1sVTH M4 tA aN . W -MNAMMOOVE111"ViliENT A Powerful Tool to Meet Community Goals The Costs of Mismanaged Parking Storing cars is an expensive challenge Lost Business Customers want to get to businesses. If parking is poorly managed, and If parking is poorly all the spots are taken, customers may choose to shop elsewhere. Too managed, and all the much parking can also harm businesses by degrading the pedestrian spots are taken, environment in local business districts. Setting time limits or pricing customers may choose centrally-located parking can help ensure spots turn over and are to shop elsewhere available for more people who want to buy products, supporting the Local economy. Business customers, visitors, employees, and residents appreciate clear systems that simplify decision-making and make their visit effortless and efficient. When the parking system lacks order, people can get frustrated and may decide not to return. 51% of the profits Space Costs from this pay station Using space for parking consumes land that could support more will go toward funding productive business activities. Constructing surface parking lots can cost sidewalks with trees $1,500 to $5,500 per space, and parking garages can cost $18,000 to and lights in the Please see Mismanaged Parking on page 2 west Campus area. ? .yMtUS4Managed Parking Benefits Improving parking rules can boost business revenues, decrease household costs, improve health, and lead to cleaner air and water WHAT'S INSIDE 1 The Costs of Mismanaged Financial Benefits Parking Well-managed business district parking means higher customer turnover and more revenue for retail businesses. Decreased parking requirements 1 Managed Parking Benefits can cut costs for new development and building renovation, making housing and commercial rents more affordable. Right-sized and priced 2 Right sizing Parking parking can mean people drive less, freeing up money spent on Finding the Tools to Fit Your Community transportation for other uses. Finally, revenue from priced parking can be used for local area improvements like street trees, signage, improved 4 Resources sidewalks, or other priorities. Please see Parking Benefits on page 3 Page 2 Parking Management Cities Taking Right Sizing Parking Requirements Action For cities interested in optimizing parking, there are two major issues: parking requirements in zoning codes and management of In Tigard, businesses and existing on and off-street parking citizens agreed short-term visitors should get priority To improve parking management, a good place to start is a review of the for on-street parking, so zoning code for outdated or inappropriate parking standards. For the City implemented on- example: requiring off-street parking makes housing more expensive; street time limits. areas near transit lines and good walking districts use less parking and should have lower parking requirements; and zoning codes should have Springfield stakeholders parking maximums to foster an environment friendly to walking. agreed on-street employee parking should be moved The best parking policies are based on local conditions and data and from the downtown core to avoid two common practices: reliance on parking standards used by other its periphery. communities without regard to unique local conditions; or adoption of Hillsboro studied demand generic parking standards from the Institute of Transportation Engineers, and supply in 2010, which are based on peak counts in auto-dependent environments. For adjusting parking more on the problems of how parking standards are commonly set, see requirements in transit- vtpi.org/shoup.pdf Please see Right Sizing on page 3 supported areas. Eugene, Hood River, McMinnville, Portland and Salem have all Parking established parking benefit saysA typical • - development districts. uses 54% of • area for In the San Francisco Bay parking • • area a nonprofit developed Svee[s arn] a database of various 5.dewa ks 7 developments and their Data Olympia, ' - • p Lands:aPErg use ofarkin , allowing �sWashington Department Ecology p g g ews�rr,g future developers to right- z� size built parking. See database.greentrip.org King County, Washington Mismanaged Parking from page 1 initiated a right-sizing parking project and is $45,000 per space in construction costs alone. Add in the costs of working with cities to set permits, design, land and maintenance, and the bill adds up. Laws locally credible and requiring millions of dollars to be spent providing parking mean context sensitive significantly higher residential and commercial rents, and therefore standards. higher prices. Up to a third of an apartment's rental cost can be attributed to parking. Free parking is anything but free. Right Stress and Anxiety Right Searching for a parking space is just no fun. Some studies estimate on Size average 30% of congested downtown traffic is people circling the block looking for parking — slowing traffic and adding anxiety for everyone P-.J� Parking trying to get around. Tools to balance supply Parking Management Right Sizing from page 2 Finding the Tools to Fit Your Community Improving parking management can be a big task. Parking reform is often controversial with stakeholders having many different perceptions and -`- needs. An effective parking management program typically grows out of a consensus-building process through which the major interests affected — --- business owners, developers, residents, employees and officials of local - -- institutions — help shape the community's parking policies. Many communities create local advisory committees and bring in outside experts Experts can help communities tailor to explore the pros and cons of various strategies. Such a process can help their parking solutions for success. build a local consensus around specific policies and strategies. Business and neighborhood associations can also play a part in implementing the locally developed program. Parking Benefits from page 1 Preserved Historic Buildings, Cleaner Air and Water Historic building owners often have a hard time meeting minimum parking requirements, and may have to raze adjacent structures to meet standards. Well-designed parking rules can mean less damage to historic buildings and preservation of cohesive main streets. ti Managing parking well can mean less land paved over with impermeable asphalt, less toxic runoff in rivers and streams where it may pollute drinking water, less air pollution, and more trees. Being a pedestrian for part of every Quality of Life Benefits and Healthier People trip has multiple benefits. Areas less dominated by huge parking lots are more walkable, attractive, and healthful. Better designed communities can mean shorter, walkable distances between destinations, and less need to drive and sit in traffic. Less parking means fewer heat islands caused by acres of heat-absorbing asphalt. And less public space for parking can mean more trees, which beautify communities, provide shade, and make sidewalks more comfortable. Well-designed parking programs decrease time wasted To help reach daily searching for parking. recommended activity Household Savings and Improved Consumer Choice levels, the US Centers Like the price of gas, the price and availability of parking can influence for Disease Control and our travel decisions. But unlike gas prices or bus fares, parking costs are Prevention recommends: usually hidden for users. Instead, they are embedded in housing costs and "Park farther away and merchandise prices. That means people consume more parking than they walk" would if asked to cover its cost separately— and people can't pay less for parking by using less of it. Bundling the cost of parking into other items skews travel choices toward solo driving and away from transit, walking, and bicycling. Unbundled parking, where the consumer pays for the parking he or she uses, makes the cost of parking — and the savings achieved by using non-auto modes — more transparent and fair. Page 4 1 Parking Management Resources: We're Here to Help! The Transportation and Growth Management team is here to help you amend zoning codes for parking. We also offer planning grants, parking study workshops, and a Model Development Code for Small Cities. For more guidance on common challenges from parking minimums to parking design, see our 82-page publication, Parking Management Made Easy. If you're ready to do more, contact our Education and Outreach team to request a free parking management workshop in your community. Call (503) 373-0050 or visit www.oreoon.gov/LCD/TGM/pages/contact_us_directory.aspx To learn more about specific strategies, start with our in-depth guide — Parking Made Easy. Parking Made Easy: A Guide to Managing Parking in Your Community by Rick Williams Consulting (Oregon Transportation Et Growth Management Program, 2013). A guide to parking management with advice on how to evaluate local parking supply and demand. Oregon Sustainable Transportation Initiative Toolkit. Two-page fact sheets on parking management and parking pricing, including thoughts on effectiveness. Oregon Transportation and Growth Management Program. Free workshops on parking management for local governments. www.oregon.gov/LCD/TGM/Pages/outreach.aspx The High Cost of Free Parking by Donald Shoup (Planners Press, 2011). The comprehensive, oft-cited treatise on the hidden costs of free parking and the benefits of well-calibrated parking standards and policies. Provides advice on ways to improve local parking policies. Oregon Bicycle and Pedestrian Design Guide. People on bikes need parking, too! ODOT's design guide includes guidance on how to provide it. Parking Management: Strategies, Evaluation and Planning by Todd Litman (Victoria Transport Policy Institute, 2013). A review of best practices and how reducing requirements has significant benefits. Parking Spaces/Community Places: Finding the Balance through Smart Growth Solutions (U.S. Environmental Protection Agency, 2006). A 70-page report on innovative parking management techniques and case studies. Parking Reform Made Easy by Richard Willson (Island Press, 2013). A guide for practitioners on how to reform parking requirements, with case studies and discussion on working with stakeholders to succeed. Sustainable Transportation Planning: Tools for Creating Vibrant, Healthy, and Resilient Communities by Jeffrey Tumlin et at. (Wiley & Sons, 2012). Includes a chapter on parking describing the "top ten" parking management strategies. Walkable City: How Downtown Can Save America, One Step at a Time by Jeff Speck (Farrar, Straus and Giroux, 2012). This book includes a chapter on parking. For • to the above resources, visit � O i= www.orecion.gov/LCD/TGM/Pacies/parking.aspx The Oregon Transportation and Growth Management Program is a partnership between - Ore oDepartment of • • Conservation • • Development • • TRANSPORL1T10N ANDthe Oregon D-•• of • •• • • GRf�N'TEI 4U1NAG6ti1ENTJune 2015 Agenda I t em 5 r� r - , rrJr JJ unity ndin Retail and Services in Your Comm Ideas for Expa 9 Issue 60 August 2001 Parking and Pedestrians: problems is the tendency for many transportation plan- Balancing Two Key Elements in ners to ignore the needs of pedestrians in favor of mo- Downtown Development torized forms of transportation. Downtowns still have tremendous potential to take ad- by vantage of their compactness and become a desirable Kent Robertson* place for pedestrians. The right conditions include: Two important transportation goals of most American . Well-maintained and easily negotiable (sometimes downtowns are to provide sufficient parking spaces to widened) sidewalks meet the demand of motorists and an attractive pe- a Routes that are convenient in terms of location destrian-friendly environment. Yet, when planned for and traffic delays separately, these two goals frequently contradict each Distances are deemed reasonably walkable other. This article discusses the characteristics, prob- (including pedestrian way finding signage) lems, and strategies associated with downtown pedes- People feel confident in terms of personal security trians and motorists and advocates an integrated ap- and traffic safely (making intersections easier to proach wherein the needs of both are balanced. cross and separating vehicles from pedestrians) The Downtown Pedestrian The pedestrian experience is viewed as enjoyable and interesting (adding amenities such as Pedestrians have always been an indispensable part benches, street trees, brick pavers, etc.) of downtown life. Despite the widespread dependence Downtown Parking on the car and the spatial expansion of downtown dis- tricts, pedestrians continue to constitute a critical in- Given the high value that most American's place on gredient to a successful downtown. First, the preva- mobility, time, and convenience, it should not be sur- lence of people on foot helps to maintain the higher prising that the availability of parking is important to densities intrinsic to downtowns from the outset. Sec- downtowns large and small. To address the demand, ond, pedestrians are essential to the economic sur- up to 40% of downtown land is devoted to parking in vival of many downtown businesses, especially street- many cities. The challenge facing cities is how to ret- level shops, services and restaurants that depend on walk-by customers. Third, attracting pe- destrians to use downtown enhances downtown's role as a primary gathering place for the community. Finally, the level of pedestrian activity defines the image and vitality projected by a downtown. Despite the importance of pedestrians to a healthy downtown, today's pedestrians face many deterrents that discourage �,.,...: .. walking. There are increased distances * that people must walk, sidewalks that are - too narrow and in poor condition, and pe- destrian corridors that are uninteresting, uninviting, and unsafe. A cause of these "i EXtEnsion O rofit a compact district with the needed parking facilities mize walking distances by offering on-street spaces with without harming the downtown's fabric and qualities. clear visibility of the desired destination. Other location factors include a safe setting, feasible land and improve- Attitudinal surveys of downtown shoppers and business ment costs, street access and traffic circulation, coordina- owners almost always place parking as one of the most tion with the downtown plan, and historic preservation. pressing downtown issues. On the other hand, many pub- Several locations should be avoided including parking fa- lic officials and downtown development professionals see cilities in the middle of a row of businesses or a pedestrian parking as a far less severe problem. circulation corridor. Better locations are found behind buildings or on the edges of downtown as long as clear Nevertheless, real parking related problems do confront signage for motorists is available. downtowns. Ubiquitous national parking standards are often applied to downtowns that overestimate how much Good design can facilitate an easy transition from motorist parking is required. High prices are often charged for to pedestrian. Upon leaving their vehicle, the pedestrian parking. Planning constraints exist in small cities that should be presented with an inviting setting and route that makes parking management and enhancement challeng- is clearly marked, safe, attractive, and direct as possible. ing. Business owners and downtown workers sometimes Several techniques include: park all day in on-street spaces intended for shoppers. Poorly located and designed parking facilities negatively 0 Provide pathways in and through parking lots with impact a downtown's attractiveness, uniqueness, pedes- minimal interfaces with moving vehicles. trian-friendly qualities and sense of place. Finally, the 0 Increase pedestrian safety within lots by protecting public often perceives that parking is difficult to find. paths from stalls • Control the microclimate by including good drainage, The general concensus from the literature is that parking slip-resistant surfaces, planting strips to prevent should compliment and support downtown development, splashing and ample space to pile snow. instead of being the driving force. Strategies include: 0 Include amenities in or next to the lot such as shade, landscaping, benches and restrooms. • Making more efficient use of existing spaces. The pro- . Make it clear to drivers that pedestrians have the right- motion of shared parking is one way to achieve this. of-way within the parking facility Mixed uses in a downtown may have heavy parking demands at different times of the day or week, thereby Downtowns also need to provide provide clear connections enabling parking facilities to be shared. between parking and the primary streets. A pocket park that doubles as a pedestrian connection can provide a di- • Price incentives to entice people downtown. Wide- rect and attractive walking route. Long banks of walls that spread use has been made of parking validation pro- characterize many parking garages are imposing and unin- grams, wherein parking is free or reduced if a down- teresting, often damaging the volume of street activity. town business validates that the individual has pur- chased goods or services downtown. Conclusion • Modify existing zoning ordinances to address down- One of the keys to achieving a health balance between town parking issues. Some cities have established pedestrians and parking is to overcome the current ten- maximum parking caps for downtown development to dency for these issues to be addressed separately. Before reduce the amount of land devoted to parking. any new parking facility is constructed, its impact on and relationship to the pedestrian experience should be thor- Balancing Parking with Pedestrians oughly examined and planned. For a downtown to be both pedestrian and parking friendly, these two transportation The importance of both parking and pedestrians to a elements should constitute an integrated component of an healthy downtown clearly points to the need to balance overall plan and vision for downtown. these two transportation elements. Two key considera- tions underscore any successful effort at achieving this balance: the location of parking facilities and their design. 'Source: Robertson, Kent. Parking and Pedestrians: Balancing Two Key Elements in Downtown Development, Transportation Quarterly. Vol.55, No. 2, Spring 2001 (229-42). Kent Robertson can be contacted at:De- Finding a good location for parking is a challenging propo- partment of community studies, St. Cloud State University, St. Cloud, sition due to the oftentimes-conflicting goals of driver con- MN 56301. Telephone:320-255-3184;email:kent@stcloudstate.edu. venience versus the potential damage to the downtown fabric and character. Where possible, parking should mini- Newsletter production by Alice Justice,program assistant with the p p g UWEX, Center for Community Economic Development. Center For Community Economic Development,University of Wisconsin-Extension 61) Langdon Street,Madison,WI 53703-1D4 PH:(608)265-8136;FAX:(608)263-4999;TTY:(800)947-3529;HTTP://WWW.UWEX.EDU/CES/CCED An EEO/Affir mat iveAction Employer,UW-Extension provides equal opportunities in employment and programming,including Title IX and ADA requirements. Agenda Item 5 changelabsolutions.org nplan.org December 2013 1 i. Q P - /f�I�� f- �I^- 1 � 1. 1{ r � � _ • � _ -ter'- - ��` � -y~ _ /jam 7 y Making Streets Welcomingfor Walking For decades, communities across the United States have been designed for cars, rather than for people walking and bicycling. But this approach to community design has had major negative effects on Americans'health and safety.People on foot are much more likely to be injured or killed on roads with no sidewalks or crosswalks.1,2 Meanwhile,car-centric roads also discourage people from making walking and biking part of their daily routine,depriving them of the health benefits, such as lower rates of obesity and diabetes,that come from regular walking and bicycling. When the street environment supports walking—through sidewalks, crosswalks, street trees,easily accessible building entrances,convenient destinations, and the like—the number of people who walk and bike increases significantly.'The evidence is clear:regularly walking or biking leads to lower rates of obesity, hypertension, and other health problems.4 So,how can communities make their streets welcoming to walking and bicycling? By revising zoning and subdivision codes and adopting ordinances and regulations that support bicycles and walking.These changes make it easier for people to choose healthy ways to get around. ChangeLab AIS-IC if k 4 to]&VNATIONAL POLICY&LEGAL ANALYSIS NETWORK n pbn TO PREVENT CHILDHOOD OBESITY Law&policy innovation for the common good. Making Streets Welcoming for Walking changelabsolutions.org I nplan.org 2 What Makes an Area Walkable? Principles of Walkable Streets If you set an assortment of people down on any street corner What do pedestrians need to feel comfortable as they walk around in the country,they could quickly tell you whether the location an area?Walkable environments meet three crucial needs: felt safe and inviting for walking.Most people can easily and 1. Safety—People walking need to be protected from vehicle intuitively sense whether the features of a neighborhood are welcoming to people walking,or whether they create an unsafe, collisions and crime. uncomfortable feeling. 2. Convenience—People on foot need to be able to get where But it can be hard to describe what creates those perceptions. they are going directly,without going out of their way. The first step for communities and advocates who want to 3. Comfort—People walking need the street to provide for transform a neighborhood or ensure that city codes promote their physical needs and mental ease. pedestrian-friendly streets is to pinpoint the elements that make a community walkable. 1. Safety What else supports safe street design? The street needs to provide conditions that protect •Buffers between pedestrians and vehicle traffic—Trees and people on foot from crime and vehicle collisions,while other landscaping,bicycle lanes, and cars parked along the creating a feeling of safety. street all provide a cushion between people walking and Safety considerations factor heavily into people's decisions vehicle traffic that increases pedestrians'actual safety as well about what type of transportation to uses^6 People are less as their feeling of comfort. likely to walk when they feel unsafe due to dangerous traffic • Traffic calming—When cars move faster,it increases the conditions or the risk of crime.7 What creates an unwelcoming number of collisions and the severity of injuries for motorists and unsafe atmosphere for walking?Dimly lit streets, secluded and especially pedestrians.When a car traveling 30 miles public spaces,poorly maintained or narrow sidewalks, and per hour hits a pedestrian,the pedestrian will be killed only unmarked street crossings all create an unwelcoming and 7 percent of the time;if the car is traveling 40 miles per potentially dangerous atmosphere for people walking! hour,the pedestrian will be killed 31 percent of the time. Good street design protects people walking from the potential The rates of injury and death are even higher for children for physical harm.This means streets must have basic and older adults.16 pedestrian infrastructure—the bare minimum of sidewalks and safe street crossings—as well as various other features that decrease the risk of injury from criminal activity and A Pedestrian's Chance of Death cars. For example,walking is safer and feels more secure when If Hit by a C a r public spaces are well lit and easily visible from homes,other buildings, and the street.' 100% Basic infrastructure:sidewalks and safe street crossings Research and common sense tell us that the most important L 80% part of making a street safe for pedestrians is providing v sidewalks and safe street crossings.10 Why?Because people 6O%on foot are generally at their most vulnerable when they v share space with automobiles.11 And yet,up to 40 percent of roads in the United States do not have sidewalks."Pedestrian 40% collisions are more than twice as likely to occur in places without sidewalks; streets with sidewalks on both sides have 2O% the fewest pedestrian injuries.13 In addition,45 percent of pedestrian fatalities occur where no crosswalk is available.14 Where there are more sidewalks,people walk more,are ° 10 mph 20 mph 30 mph 40 mph 50 mph 60 mph 70 mph more likely to get the recommended daily amount of physical activity, and are less likely to be obese." car Speed Source:Richards,D.C.,2010."Relationship between Speed and Risk of fatal Injury.Pedestrians and Car Occupants." Transportation Research Laboratory.Road Safety Web Publication No.16.Department for Transport:London,UK,http Aassets. dit.gov.uk/publications/pgr-roadsafety-research-rsrr-theme5-researchreportl6-pdf/rsvvpll6,put Making Streets Welcoming for Walking changelabsolutions.org I nplan.org 3 Reducing speed is crucial for pedestrian safety. Slower 2. Convenience cars also increase the social and recreational functions of a people walking need to be able to get where they are street,making the area more livable.",ls going directly,without going out of their way. Communities have many options to reduce traffic speed, For someone in a car,being required to travel an extra half- increase pedestrian visibility, and decrease the number mile to a destination—swooping down a long,curved road of collisions involving pedestrians.Measures include and around into a cul-de-sac,for example—is a matter of an roundabouts, medians, speed humps,in-street signs extra minute's drive. But for a pedestrian,those ten additional alerting drivers to the presence of pedestrians, and bulb- minutes of walking can mean the difference between being outs that extend the sidewalk into the road, shortening the willing to make the trip or not,the difference between a quick distance people must walk to cross the street. stroll and an uncomfortable,exhausting slog. Because people •Eyes on the street—People on the street are safer from crime walking go more slowly than cars and must engage in physical when they are not secluded. Streets and buildings can be work in order to move, direct access is much more important designed to provide"eyes on the street"so that residents, for travel on foot than by car. passersby,business owners, and workers can all casually As a result,people who are walking value: keep an eye on what is happening on the street.The fact .Direct access to buildings—Accessible storefronts face the street, that someone might be watching from an overlooking ensuring that pedestrians don't have to trek through huge window decreases the likelihood of crime,even if no one parking lots or wander in perplexity seeking an entrance. happens to be looking out at a given moment. People on foot feel safer and are safer when they can be seen from •Street connectivity—When there are short blocks, many balconies,through ground floor windows, or by people intersections, and frequent street crossings,pedestrians can sitting on benches or drinking coffee in a sidewalk cafe.19 get to their destinations by the most efficient and direct route. Grid street patterns offer alternative routes,which •Good lighting—At night, crime and traffic collisions add interest to frequently traveled paths.20 are less likely to take place where lighting is designed •Destinations and density—If there isn't anywhere to go or for pedestrians and is closely spaced, avoiding pools of destinations are far from one another,would-be pedestrians darkness between lights. will be discouraged from setting out.When many potential destinations are located closely together,it is easy for people to walk where they want to go quickly.zl s A �xlr. fir, -- — �,� ■ _ — — — i - s 3. Comfort People on foot need the street environment to provide for their physical and mental well being. Cars provide a bubble of comfort that surrounds drivers and their passengers wherever they go,giving them a feeling of ` enclosure,protection,and privacy. Because the car is doing the work,the people inside rest as they travel.They can easily bring along a snack or bottle of water in case they get hungry or thirsty.If they are taking a heavy load somewhere, the car carries it along effortlessly.If they are hot or cold, or it is e raining or snowing,the car protects them from the elements and adapts to their needs. In contrast,when a pedestrian sets out on a trip,his or her Transforming Car-Centric Streets into comfort depends on the environment. If it is a hot day,people a Pedestrian Friendly Community walking will be uncomfortable unless their route is shaded, with places to sit and rest, and water to drink.When people on Communities can create streets that are safe and inviting for foot get hungry or thirsty,they must either carry an extra load people on foot. But to do so,most existing communities need or find food and drink along the way.If signs are misleading, to fix car-oriented environments.Walkable neighborhoods require the involvement of many different local agencies,from pedestrians may become tired and frustrated during the seemingly endless search for their destination.When buildings planning to public works to transportation. Fostering this kind of collaboration can be a challenge,but can ultimately lead to loom overhead, sidewalks are unkempt, and graffiti covers relationships and processes that support healthier communities. walls or fences,people walking may feel insignificant and threatened,in contrast to people in cars who can relax in the Through a combination of approaches, communities can familiarity of their vehicle. achieve short-term improvements and significant changes in the This means that people walking rely heavily on features such as: long-term. • Short blocks Strategies include: •Safe Routes to School and other infrastructure grants—Create • Shade trees change on the ground by retrofitting infrastructure through •Convenient seating and benches Safe Routes to School programs and other grants. •Clear, abundant signage •Zoning&subdivision codes—Amend zoning and subdivision regulations to change practices around constructing roads, •Buildings,lighting,and signs designed at a human scale buildings, and other development. •Water fountains • Complete streets policies—Adopt complete streets policies that require that all renovated and new streets meet the needs •Ready access to public transportation of people walking,bicycling, and others of all ages and abilities. • Comprehensive plans—Update comprehensive plans to address health directly, setting out a vision for active community design. •Pedestrian plans—Create pedestrian,bicycle,or multimodal plans that spell out how to make a street network that encourages and supports people walking and biking. •Regional transportation planning—Get involved in regional transportation planning to ensure that local projects that support active transportation get funded and built. i. Whether a community makes one change at a time,or develops _ a plan with a comprehensive strategy for renovating local streets, each change accomplished makes it easier for people to be physically active while going about their daily routines. Making Streets Welcoming for Walking changelabsolutions.org I nplan.org 5 More ChangeLab Solutions Resources for Walkable Communities Safe Routes to School Move This Way:Making Neighborhoods More Walkable changelabsolutions.org/childhood-obesity/safe-routes-schools and Bikeable www.changelabsolutions.org/liublications/move-this-way Pedestrian Friendly Code Directory changelabsolut' ns.org/childhood-obesity/pedestrian friendly-code Getting the Wheels Rolling:A Guide to Using Policy to Create Bicycle Friendly Communities www.changelabsolutions.org/bike policies See Jackson K.Crabgrass Frontier:The Suburbanization of the United States.New York and "www.walkinginfo.org/problemr/problems-sidewalks.cfm.(Citing:Knoblauch RL,Tustin Oxford:Oxford University Press,1985. BH,Smith SA,Pietrucha MT.Investigation of Exposure-Based Pedestrian Accident Safe Routes to School."Sidewalks,"www.saferoutesinfo.org/guide%ngineering/sidewalks. Areas:Crosswalks,Sidewalks,Local Streets,and Major Arterials.DOT publication cfm(a site with a paved sidewalk is 88.2 percent less likely to be a crash site than a site FHWA-RD-87-038.Washington,DC:US Dept of Transportation;1987). without a sidewalk,after accounting for traffic volume and speed limits(citing McMahon 14 Mean Streets 2002.Surface Transportation Policy Project,available at:www.transact.org/ P,Zegeer C,Duncan C,et al."An Analysis of Factors Contributing to`Walking Along PDFs/ms2002/Mean Streets2002.pdf. Roadway'Crashes:Research Study and Guidelines for Sidewalks and Walkways." "Active Living Research."Active Transportation:Making the Link from Transportation University of North Carolina Highway Safety Research Center,Chapel Hill,NC:2002, to Physical Activity and Obesity,"Research Brief,Summer 2009,available at:https.//folio. available at:www.walkinginfo.org/pdf/r&d/SidewalkReportpdj..)). iupui.edu/bitstream/bandle/10244/691/20091112alractivetransportationfznal pdf. ' Frank K,Andresen M,and Schmid T."Obesity relationships with community design, "Leaf WA and DF Preussen."Literature Review on Vehicle Travel Speeds and Pedestrian physical activity,and time spent in cars."American Journal of Preventive Medicine,27(2): Injuries Among Selected Racial/Ethnic Groups."US Department of Transportation, 87-96,2004. National Highway Traffic Safety Administration,1999.Available at:www.nhtsa.gov/ 4 Active Living Research."The Economic Benefits of Open Space,Recreation Facilities people/injury/research/pub/hs809012.htm1. and Walkable Community Design."Research Synthesis,2010 at p.l.Available at:http.// "Wheeler S."Livable Communities:Creating Safe and Livable Neighborhoods,Towns, aoles.org/fileslpdflEconomic-Benefits-Active.pdf.See also Centers for Disease Control. and Regions in California."IURD Working Paper 2001-04.Institute of Urban and "Four Common Causes of Chronic Disease"(citing lack of physical activity,poor Regional Development,UC Berkeley,2001.Available at:http.//escholarship.org/uc/ nutrition,tobacco use,and excessive alcohol consumption as principal contributors to item/8xf2d6jg#page-1. chronic disease),aoww.cdc.gov/chronicdisease%verview/index.htm;Ewing R,Schmid T, Killingsworth R,et al."Relationship between urban sprawl and physical activity,obesity, s Morrison DS et al."Evaluation of the Health Effects of a Neighborhood Traffic Calming and morbidity."American Journal ofHealth Promotion,18:47-57,2003. Scheme."Journal ofEpidemiology and Community Health,58:837—840,2004. ' Loukaitou-Sideris,A."Transportation,Land Use,and Physical Activity:Safety and "Davidson KK et al."Children's Active Commuting to School:Current Knowledge and Security Considerations."Transportation Research Board Special Report#282.Available at: Future Directions."Preventing Chronic Disease,5(3):A100,2008.Available at:www.cdc. http://onlinepubs.trb.org/onlinepubs/archive/downloads/sr282papers/sr282Sideris.pdf. govlpcd/issuer/2008/Jul/pdf/07_0075.p df. e Trost SG et al."Correlates of Adults'Participation in Physical Activity:Review and 20 Saelens BE et al."Environmental Correlates of Walking and Cycling:Findings From the Update."Medicine and Science in Sports and Exercise,34(12):1996—2001,2002. Transportation,Urban Design,and Planning Literatures."Annals of Behavioral Medicine, ' See Zhu X&Lee C."Walkability and Safety Around Elementary Schools:Economic 25(2):80—91,2003. and Ethnic Disparities."American Journal of Preventive Medicine,34(4):282-90,2008. "McCormack GR et al."Relationship Between Destination Proximity,Destination Mix Available at:http://activelivingrerearch.org/fles/3_AJPM08_Zhu.pdf(study of disparities and Physical Activity Behaviors."Preventive Medicine,46(1):33—40,2008. in environmental support for walking in Austin,Texas found that low-income and Latino children's neighborhoods had higher traffic accident and crime rates than their more affluent counterparts,despite higher neighborhood-level walkability). s Hess PM et al."Site Design and Pedestrian Travel."Transportation Research Record: Journal of the Transportation Research Board,1974:9—19,1999. ' Addy CL et al."Associations of Perceived Social and Physical Environmental Supports with Physical Activity and Walking Behavior."American Journal of Public Health, 94(3):440—443,2004.(concluding that street lighting,trust in neighbors,access to parks and sidewalks,and sense that others in neighborhood are walking were all associated with higher physical activity). 10 Retting R.et al."A Review of Evidence-Based Traffic Engineering Measures Designed to Reduce Pedestrian-Motor Vehicle Crashes."Americanjournal of Public Health,93(3):1456 —1463,2003. "Although there may be circumstances where pedestrians can safely share space with cars, The National Policy&Legal Analysis Network to Prevent Childhood Obesity such proximity is dangerous in light of how most streets are designed in the United States. (NPLAN)is a project of ChangeLab Solutions. ChangeLab Solutions is a nonprofit Nonetheless,the concept of shared spaces(known as woonerf),in which cars,pedestrians, and others coexist on a plaza or street and use eye contact and other signals to negotiate organization that provides legal information on matters relating to public health. space,may work well under the right circumstances.See,e.g.,Hanley J&Garrick N. the legal information in this document does not constitute legal advice or legal "How Shared Space Challenges Conventional Thinking about Transportation Design." representation.For legal advice,readers should consult a lawyer in their state. Planetizen,Dec.16,2010,available at:www.planetizen.com/node/47317. 12 AARP."AARP Poll:Fighting Gas Prices,Nearly A Third of Americans Age 50+ Support for this document was provided by a grant from the Robert Rood,Johnson Hang Up Their Keys To Walk But Find Streets Inhospitable,Public Transportation Foundation. Inaccessible."Aug.13,2008.Available at:www.aarp.org/about-aarp/press-center/info-08- 2008/aarp_poll_fighting—gas prices_nearly_a_third_of am.html(national survey of people ©2013 ChangeLab Solutions over 50 finding that that 40%had no sidewalks);U.S.Department of Transportation, Bureau of Transportation Statistics."Sidewalks Promote Walking."Issue Brief No.12, 2004 at p.l.Available at:www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/ special_reports_and_issue_briefs/issue_briefs/number_12/pdf/entire.pdf(national survey showing 66%of respondents reporting they had sidewalks). Ph—by Urban Advantage(pages 1 and 3)and pedbikcimag,,.org/Dan Bnrdea(page 4). To: Mayor Cook and the Tigard City Council cc: Marty Wine, Tigard City Manager Steve Martin, Parks and Facilities Manager Sean Farrelly, Redevelopment Project Manager From: City Center Advisory Commission Re: Consistency in Park Permitting Date: April 4, 2017 Can March 8, 2017 the City Center Commission (CCAC), which is charged with advising on policy and projects related to the City Center Urban Renewal Flan and Area, agreed that permitted uses in parks located in the City Center Urban Renewal District should be consistent with other city parks. Therefore, the CCAC recommends revisions to Chapter 7.52 of the Tigard Municipal Code (TMC) to ensure that non-lineal parks or plazas that provide gathering spaces located in the City Center Urban Renewal Area are treated similar to all other parks in the city. Specifically, the CCAC finds no compelling reason to restrict serving alcohol, when allowed through the permit process and otherwise in accordance with Section 7.52.100, from parks located in the City Center. It is important to note any consumption or alcoholic sales that occur in City Center parks would need to comply with the standards that currently govern such uses in other city parks. Rules related to recreational paths and trails should also stay the same. There is demonstrated community support for, and interest in, craft brewing and other niche beverages. Some of the most well-loved and successful business in the City Center are family friendly business that serve adult beverages.. Given the desire to activate the downtown and encourage activities typically found in urban centers such as summer festivals, the current inconsistency between parks located in the City Center Urban Renewal Area and all other parks actually harms the City Center and the negatively impacts the city's ability to meet its goals for the area Therefore the CCAC respectfully requests the Tigard City Council consider making changes to the current TMC to ensure all parks are treated equally throughout the city. Sincerely, Carine Arendes Kate Rogers — City Center Advisory Commission Chair City Center Advisory Commission Co-Chair FY Is - ) CAPITAL IMPRMIEMIFNT PLA7ti -STRMTS 1'a gv ti.. Pmxcr'tiacr '0nj�ciaL 1 JtdF17 201@ 37tA 2f.LrR 21721 AUL 3113 1'C F J.' [3a rta:';aclmiyT Il7brrJtx. 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Anj 95447 "'-,ukot3ar7o:rr.,,ICtae/gw GfQ,542 3,434.DDP 4,115.00n T' o a a lrat 3=L 952412 Rey,f•.oyr'rs R4Aw 40 5r15m 4,5)1U1, 7015,Tx1C 4lrflftx, 5+}'1;111(7 S,LrJdflfi 1;421X: � Canrnnxinl 4ecet Sidrnpl� 1217p�(l:r 74.i1f (I 17 a} el rJ ?fX},'Eh1� 17,1tma1n?lvrvle,u fu 9516,fyw},btte} MW Mm A—u'.M7us,11 Lme w iF 13 2C4Mit1 t12691f)el ',37,UU6 :.'+44YJLI 1:17 11 23 *01)#Ei.sxalla wA Nkc.Ln 954151 72nd,,Lml f TjopLd T&,3k 0 0 ?Sflpd4 71 TJ t; J 21!1,1140 Trs.,4`puct�n i[ud. 4875] T]ut{4,m Roul tirll-a,ol".D lS7cs 717f127 @5,g1DU (I fl B f 0 I3Ch,131Y] 45:154 YI�R Emslr•,An1:143111e tiigyl U 11 Kk H(,11'.111 E1fl,f ltih _*gyf,ayhlh 'IS �lew.Trnf5t..5r�7 - S�,fE 1 1,i7.Kr,l1tlt ��APJlJA7 I.MPR�Sh T FJAN-PAGE 225 CAPITAL IMPROVEMENT PLAN- STREETS 95036 Not&Tiakotn Street(Fenno 10,000 75,000 155,000 363,(100 141,000 8,000 8.000 760,0011 Ctceq}BridgeRep1ac rn nt "Oia:. 751300 I) 0 0 0 0 1(IG,000 95058 Tigard Sheer Lodge over prnoo -�, Geek-Tranpvrxn Repair 9-111- \tarn titnrl Greeo*trees Retrofit Ii o 45,170D 490.000 1.4 3.laHl 459,4"_{ 0 2,469,424. (Phase 2) TotziBunde1 3,651,042 tit}74,500 5,165,ti00 ",493,000 8,421,00f1 9?62,429 11,538,2(10 51,606,971 17CIP-12-Boni`t Sequoia Intersection-Traffic Signal Project Gleed:Thiti is a• fen•project to address crash limory and facilitate traffic flow End pedestrian crossings. Project 17esctipliou: Const t vraffic signai at the Intctscctioo of 33onita Road and Sequoia Parkway. Project Results:Traffic signal at crsccdGn. Project Funding: The counts_has scic livs ptojes:t for Major jtrrem Transportation Itvprovernent Program CPASTM funding and management. Total Project Cost:$670,000 Cit•of Tigntd Project Cost: $70,000 Actual through Projected Project 2016 2017 8 2019 2020 2021 2023 Total EXPENSES Internal Expenses 30,000 20,000 (0,000 70,000 Project h4anaRcrncot 0 D 0 D !0.000 Total lntctttal 0 0 0 10,000 30,(= 2D,000 30,000 70,000 Total Project Expense 0 D 0 0 10.000 30,000 20.000 10,00() 70,000 REVENUES Revenue Funding Source 200-Gas Tax Fund 0 0 0 O 1 U'0010 ,O1N1 20,000 10,000 70,000 Total Revenue Funding 0 0 0 0 10.000 30,OW 20,000 10,000 70,000 Total Revenues 0 0 0 0 1010DO 301000 201000 101000 70AN PAGE 226-CITY OF TIGARD F1' 16 - 0 CAPITAL IMPROVEMENT PLAN - pAItKS Prvect a Pc, Pcvlect:carne 1'TD U ti 17CIP-02 Rivet Tc2M7 3)018 2014 2020 2021 TOW rracc Packs Devcl,�pmenr 0 2023 Trp ^30,000 SUD,f1IXF I7fJP-fly barks MasterPlan updalc 0 750,1111fV ° 0 a 200[I(Vll 1 Ip-M0 11a1oa.liaintrnancr 0 6 0 -7mw0 17 ?sfl,fJl0'J 2511.01X3 250,1100 330,(100 2 18CIP-03 .lmeucans atilh Diftbiliues Aci 00 50,(100 250 000 1,500,000 0 22,0 0 Tnunstinn Plan 0 p 0 U 225.00fI 18f:IP-1 I Rack.Pgrk Addition PIaFRround 0 45,000 113C[P-12 5rrsc titrert Park and Trail U 0 U ° � 0 4g•0gi fl 00 U 60,gIXj � 9'1113 an640,171µV 7�� ["x11110 Creek Remeder 15,000 47U,0(µ7 148,0011 0 (Cir!/C°\W S') 0 0 U 6)3,0110 92016 Dirkstn Narum Park-Overall 14,Iµµ1 6,1µ7U 0 6,00 4,S11V0 6,0(Br 55 Projorr 6,U01V 6,000 Oq1 921716-U2 Dwksen Nawer Park-11ak 11x1, 110x1 811100 ° 30, 00 0 SAN-Inns Restoration 0 U 0 224.000 42076.0) Dirksco Nature Park-fiak 43,170Ia 48,fVOlY R 17 Savanna(h,rrlook U U 0 91,000 72016 04 D dum 4atwc Park-NArvrc 8.000 30,000 7U5,0IX3 Pla;:lrus U 0 0 0 733,1100 91 2! Didtaen Nature Puk-tbrested 175.000 1Vedand R storm.and 113,000 0 0 ° 0 2xlfpfr Hoacdx•alk 921,116 U6 Dirkscn Nan,"Prvh- Inicrprclrrre Sll&cr and Reatnwm 1£!00!1 1!N7,1lCXV 536;IXx7 U 0 0 736.0(X1 9201"'7 tl Qidsen Nature Park-1-Ialf_titrcer Improvement and Commuaiq^ U ° 0 0 1:18,000 0. 0 1,21B.Ow Trod 93016-08 Dirkscn Na,-,Part;-f If st cet 11 Parking kat 0 U U 11 269,000 0 269,11W 921116-1X0 Dirk-se"Nature Pads-Sma0 Vantre Play Area(Parking Arra 0 ° U U 0 000000 0 111(1,1100 nn T11,.ard St.) +72171' "7`rcccanopy Repticement 27,0(10 577,g 711,000 I§agram 80,M) f170,(Jpf7 1(70.000 100,111µV 4'11 WOWWOWUU Park land Acquisirmn 637,000 250,000 700A00 1,800,000 -'g 0 0 0 3,407,000 Dawntmn Lind Ao mail. 0 I,285,01µ) 0 0 0 920734 Ttgud Strecr Trail and PnW e95,1100 0 0 1.-'+85,0011 930,001,1 225,IXµ0 U Sp-ee Wain St.to'I}edeman.1ve U 0 0 1'Srl,IXµ/ /-Tigard St.) 92035 Cin-f T4Wd/Tigard-Trralatln 45,000 1.15,000 School Dirtdrt Park Dereloprnrnr 35.0000 0 0 0 226.0£10 92037 Damaged Tree Replacernrnr 27,000 40,001,1 50.0(1() 30,!00 50,1µk0 50,000 80,1,11,10 32-,ow Pargrum 912046 P`anno Creek Trail Conneetion 185,000 ,0(µl 125 (RFTA Grant! 39°000 330 000 15,000 15,Q00 30000 1.090.000 92051 Tled-Crossing/ran- Crrek Trott 00.000 3&7.627 11 U fl 1l 0 d4-1,647 CAPITAL IAirItQ 'EMENT FLAN-PAGE 251 CAPI'T'AL IMPROVEMENT PLAN - PARKS Buu Altnint"a Psrk Trail 10$WO 48Qaa a a 0 0 15uaa9 �_05� a 0 0 141,uaa 95057 f r lir Crerk Tnj,1Ugnnlem a i, n 1�11,aaa titudy idonet:t Road to Tualatin River) @ 2-5,ltaO %7013{11 Saxunc Demou1109 and 2"s9,a0a 16.000 ® © a Re,nediaaion(I roQrrn` 12535 ;W Nigro"Tmely a a 2-75,000, 9701302 &axon[Dcmolitlmand 259,OW 16.000 q l4 Ramedtiatio.Q}npxrty 12533 S1\' 'Nw-s st) - 0,10 1,1176,096 3;0111,627 ToaS Cvuded 2 39',000 5,032,62? 2,695 f p7 2,6711NYJ 1:B89,OW 1,350 17CIP-02- 'ver Terrace Parr Dcveiopntent Project Deed: le.Rte er Terrace Cont �unity�Pian,adopted by City'Couneil in LJcccmbcr 2014,recanmends that c minimum o3 twa u7mmutu:c parks •descloped vi the River TCA7aee Arcs- purchased ms. land just ou.&A,esi RivcrTcrT2l:C mi 15 ctcd Project Description. 7 frt}P cad e ad l ace holde jot&Wgnf and cu svuCorn7 of park 4alctftuea%t two suds.The second site(oranc would 1x of the comtmloity parks.71u 1 P purchased under prujCCr#9202 i i;Lattd Acquisition. Project Results: Two cc, lete eorm-A ty parks in Fmct Tei-Acc. Total Prolect Cost:$750,000 actual Project through Projected �p18 2019 24)20 2021 21]23 2023 Total 2016 2017 EXPENSES External Expenses 0 0 0 0 250,000 500,000 0 750,000 11 Project fsLimate 0 250AGO 500,000 0 750,0W Total Fanemal 0 0 0 0 0 0 0 n 250,na0 500:000 0 750,000 Total prujcCr);apcnsc REVENUES � Revenue Fuedtng Source 0 25 500,000 4 750 000 l] 0 425•Park.5SDC Fund R 250000 500000 0 750,000 0 0 0 0 Total Rctctluc funding 0 150,1100 0 0 0 250,000 Total Ro cnucs 0 0 �\ PAGE 252-CST 'OF TIGARD City Center Development Agency City of Tigard Fiscal Year 2017-2018 Proposed Budget CITY CENTER DEVELOPMENT AGENCY BUDGET COMMITTEE Bill Ludwig Mayor John L. Cook Nathan Rix Councilor Tom Anderson Clifford Rone Councilor John Goodhouse Thomas Schweizer Councilor Jason Snider Stephanie Veal Councilor Marc Woodard Rajendra Patel,Alternate CITY CENTER DEVELOPMENT AGENCY BOARD John L. Cook,Chair John Goodhouse Jason Snider Tom Anderson Marc Woodard EXECUTIVE DIRECTOR Marty Wine COMMUNITY DEVELOPMENT DIRECTOR Kenny Asher REDEVELOPMENT PROJECT MANAGER for DOWNTOWN Sean Farrelly KEY FINANCE and INFORMATION SERVICES STAFF Toby LaFrance Joe Barrett Liz Lutz MT2 CITY CENTER DEVELOPMENT AGENCY City of Tigard 13125 SW Hall Blvd. Tigard,OR 97223 Transmittal to the Budget Committee and the Residents of Tigard I am pleased to present the 2017-18 budget for Tigard's City Center Development Agency (CCDA). Tigard's CCDA is charged with the revitalization of downtown Tigard and implementation of the Urban Renewal Plan,which was approved by voters in May 2006. The primary funding source for the district is (property) tax increment financing,which is a financing tool that funds urban renewal projects. When the CCDA was established, the assessed valuation of the district was frozen. Property taxes collected on any growth in assessed value above the frozen base (called the tax increment) go to the CCDA. The district is also leveraging grant resources and rental income that contribute to redevelopment planning efforts. Tigard's Urban Renewal District is modestly sized geographically-and in terms of debt capacity. Redevelopment will depend on public and private investment that will contribute to revitalizing the downtown and create a foundation for continued tax increment growth. During 2016-17,Tigard's downtown achieved many accomplishments. The city received two Brownfield Grants for the Saxony property on Tigard's Main Street. These grants will enable the cleanup of this property for redevelopment on Main Street near Fanno Creek. This last year also saw the continuation of CCDA's Strolling Street landscaping program, designed to encourage the beautification of spaces between buildings and public space and complement the investment in Main Street Green Street. The city continued in-kind support for the Tigard Downtown Alliance with events. With help from a Metro grant, CCDA explored pre-development activities at public and private sites near the Tigard Transit Center and Alain Street called the Tigard Urban Lofts development. An architectural contractor presented three options for further analysis. The 165 unit mixed-use apartment complex,Attwell Off Alain,is nearing completion. This has been a major accomplishment that will bring permanent residents to Downtown Tigard. Lastly, CCDA and the city have worked this last year to expand urban renewal within the city. In May 2017, there are two ballot measures that are on the ballot. One will create an urban renewal district in the Tigard Triangle, a portion of the city bounded by I-5, Hwy 217, and Pacific Highway. The second measure will slightly expand the existing urban renewal district in downtown. Looking ahead to 2017-18, CCDA will undertake the clean-up of the Saxony site for redevelopment. Along with the clean-up, the agency will begin to work with a developer for the site, to be chosen this month. The Agency will also provide a small amount in an Opportunity Fund for Strolling Street projects,Targeted Improvement, Facade Improvement and Skyline Improvements. The CCDA will further engage the District's merchants and business owners together with the Tigard Downtown Alliance to address parking challenges in Tigard's Downtown. As has been the case for the last three years,the resources available for redevelopment programs are very limited, and the agency's window to borrow additional funds will stay constrained for several more years. Tigard's redevelopment efforts are stronger due to the time and commitment of volunteers who serve on the City Center Advisory Commission, from the Tigard Area Chamber of Commerce, and the Tigard Downtown Alliance. We look forward to continued progress in the upcoming year thanks to these partnerships. Respectfully submitted, Marty Wine Executive Director Lu _ - LOMITA . . City of Tigard _. .-- Urban Renewal District i 13 t . -,, '"rc•n t:,f Gs' c., r,,-ea '1` 9 9 74 3. — -- - - c�AVE _ T 441 i� \,• moo. •�; ���. 4 Creek \ t AGE.GL• O - Vll - __ OM4M ST - — ! CITY CENTER URBAN RENEWAL AGENCY FACTS District Formation Date..............................................................................................May2006 District Size (acres)....................................................... ....... 193.71 .............................................. District Tax Lot Area (acres):...........................................................................................144.14 District Right-of-Way Area (acres)................ ....................................................................49.57 Base Assessed Value ................................................................................................$69,207,378 AssessedValue (2014) .............................................................................................$96,205,944 Annual taxes levied (projected 2016)..........................................................................$434,000 Maximum Debt limit: $22,000,000 Debt Issued (2006-2016):...........................................................................................$3,244,382 Remaining Debt Limit(2016).................................................................................$18,755,618 Principle Debt Outstanding(2016)..........................................................................$2,107,178 Capital Project Funds - Urban Renewal Capital Improvements FY 2015 FY 2016 2017 2018 Proposed vs Description Actual Actual Revised Proposed FY 17 Revised 40000-Beginning Fund Balance 51,870 454,494 0 0 0.00'n Total Begummg Fund Balance 514") 454+111 n n 00'r 44501-Intergovernmental Revenue 279,000 0 500,000 300,000 -40.0°o IotallntergmElnmental 279,1104+ 0 501MOO 300 000 •400'. 45320-Rental Income 78,155 130,517 78,000 78,000 0.0% Total Cbargeb for Serviceb "x,155 1101517 <<c 110+) i h QN) t(R+iP L 47000-Interest Earnings 1(. u 0 0.0". Total IuteveRt Eammgs +t 0 1) Q 0'. 48003-Asset Sale Proceeds 0 1,650,000 0 0 0.00.10 Total M"celianeoub 0 1 0%.000 0 0 0 49001-Debt Proceeds 1,30 0,000 0 0 D " Total Other Imanctug Source% 1.400,4XV) r++ 49930-Transfer In from Urban Renewal Debt Svc Fund 516,391 190,300 629,000 337,000 -46.4% Total Tra bfinIn S11i„+91 Vh1,?OJ 6203H10 11tc 4u 4'u Total Resources 3,225.414 ,iTr>,126 1,W7,W) 71 S alifl -416" Program Expenditures CCDA 0 20,010 0 0 0.0% CIP 6,495 0 0 0 0.0% Community Development 0 0 187,000 65,000 -65.2% Total Program Expendrturft t).4,6 20,017 65!k)(1 655 2` Total Work in Progress 1,764,429 2,265,029 1,020,000 650,000 -36.3% TwidBodgct i,'-,0.Z4 :,2x;,=11t9 1.:3"7,1AXs 715,101 -4V8 Q Reserve for Future Expense 454,492 1 1 D,287 0 0 #Num! TotalRtquitemett¢b9 .�:2i41C> '.rS,?lA+ iF='7,1+v, Ijpir� Debt Service Funds - Urban Renewal Debt Service FY 2015 FY 2016 2017 2018 Proposed vs Description Actual Actual Revised Proposed FY 17 Revised 40000-Beginning Fund Balance 834,559 397,438 382,000 104,490 -72.6% Z oral Brgummg Fund BALuwc 814..;59 311',435 )e t)tNi 1(94,4(,h-- .726", 40100-Current Property Taxes 344,366 367,102 434,000 536,723 23.7% 40101-Prior Year Property Taxes 6,287 2,846 0 0 0.0% Total'IAxes 350.(,51 30 94h 43 00i' 5'.,),;23 23-" 47000-Interest Earnings 1,663 4,310 0 1,500 100.0% Total lnterestBaram,- 1.603 4.'SI,, 0 I.30L) lint 00° - 48001-Recovered Expenditures 105 0 0 0 0.040 Total Mtbctll tneous 10i 0 0 i 0 00., - A`otalRefraurceb1,18/,'7141, 1b96 (,t,4u) 042,713 "1.d".,° Program Expenditures Program Expenditures 0 0 0 0 0.0'. Total Debt Service 273,151 219,188 167,000 162,500 -2.71'0 Total Transfers Out 516,391 190,300 629,000 337,000 -46.4% Total Budger xt:51:: 4W',4114 79613'w) 45,'.,,510 -3',.V Ending Fund Balance 397,438 362,208 20,000 143,213 616.1°6 Total Requimmenu i,oik:_�ts+4 �;a,rt ty 131ctiA a mss_,"'€3 1�1;@.■ CCDA FY 17-18 Proposed Budget Urban Renewal Capital Projects Saxony demolition, clean-up and site EPA grant for cleanup and part of $400,000 preparation demolition ($300,000).$100K CCDA funds for demolition and other site prep. Tigard Street Heritage Trail Plaza CCDA contribution for plaza $150,000 Main at Fanno public space development Design and engineering $100,000 Total Capital Improvement Projects $650,000 Urban Renewal Programs Urban Renewal Improvement Program Opportunity fund for Strolling Street, $50,000 opportunity fund Targeted Improvement, Facade Improvement Architectural Design/Real Estate Advisors Concept drawings for public spaces $15,000 Total Programs $65,000 Debt Service US Bank and City of Tigard Loans $162,500