City Council Packet - 08/20/1990
ALZ
CITY OF TIGARD
OREGON
TIGARD CITY COUNCIL A G E N D A
STUDY MEETING
AUGUST 20, '1990 5:30 PM PUBLIC NOTICE: Anyone wishing to speak on an agenda Item
TIGARD CIVIC CENTER should sign on the appropriate sign-up sheet(s). If no sheet is
:13125 SIN HALL BLVD available, ask to be recognized by the Mayor at the beginning of
TIGARD, OREGON 97223 that agenda item. Visitor's Agenda items are asked to be two
minutes or less. Longer matters can be set for a future Agenda
by contacting either the Mayor or the City Administrator.
• STUDY MEETING (5:30 p.m.)
• Call to Order - Roll Call
1. Tualatin Valley Economic Development Corporation -President Mary Tobias
2. Discussion -Comprehensive Plan Periodic Review
3. Council Reports (Board and Committee Updates)
Mayor Edwards
Councilor Eadon
Councilor Johnson
• Councilor Kasten
Councilor Schwartz
4. Non Agenda Items
6. Executive Session: The Tigard City Council will go into Executive Session under the provisions
of ORS 192.660 (1) (d), (e), & (h) to discuss labor relations, real property transactions, current
and pending litigation issues.
7. Adjournment
cca820
COUNCIL AGENDA -AUGUST 13, 1990 -PAGE 1
. COUNCIL AGENDA ITEM NO.
TIGARD CITY COUNCIL
MEETING MINUTES - AUGUST 20, 1990 - 5:30 PM
1. ROLL CALL: Present: Mayor Jerry Edwards; Councilors Carolyn Eadon, Valerie Johnson, Joe
Kasten and John Schwartz. Staff Present: Patrick Reilly, City Administrator; John Acker, Assistant
Planner; Ron Bunch, Senior Planner; Ken Elliott, Legal Counsel; Ed Murphy, Community
Development Director; Liz Newton, Community Involvement Coordinator; Catherine Wheatley, City
Recorder; and Randy Wooley, City Engineer.
2. TUALATIN VALLEY ECONOMIC DEVELOPMENT CORPORATION (TVEDC) DISCUSSION
a. TVEDC president, Mary Tobias, updated Council on the Corporation's recent activities:
• TVEDC and 1-5 Corridor Association have combined Into one agency.
(Note: For narrative on the following issues, see the President's Report filed with the
meeting material.)
• Review of activity of the State Agency Council.
• Western Bypass
• Water Quality
• Growth/No Growth Debate
3. EXECUTIVE SESSION: The Tigard City Council went into Executive Session at 6:08 p.m. under
the provisions of ORS 192.660 (1) (d), (e), & (h) to discuss labor relations, real property transactions,
and current & pending litigation issues.
( Council meeting reconvened: 6:35 p.m.
( Legal Counsel, Ken Elliott, left the meeting.
4. NON AGENDA ITEMS:
a. Trees - Durham Road Project: City Engineer reported on a request received to cut down
additional trees on the Durham Road Transportation project. David Halstead, arborist,
examined the trees and could find no reason justifying removal at this time. (See Mr.
Halstead's August 13, 1990, letter which is filed with the meeting material.)
Consensus of Council was to authorize City Administrator to respond the residents informing
them of the arborist's recommendation and that the trees would not be removed at this time.
Council would relay any concerns to the City Administrator on this Issue by the end of the
week.
b. Benches along Durham Road: City Engineer advised he received a request for benches
along the Durham Road Project. Cost per bench would be $2-300.
After discussion, motion by Councilor Johnson, seconded by Councilor Schwartz to provide
two concrete benches; funds from the Durham Road Project would be used.
Motion was approved by a 3-1-1 vote (Mayor Edwards voted •No,• and Councilor Eadon
abstained).
5. DISCUSSION -COMPREHENSIVE PLAN PERIODIC REVIEW:
a. A public hearing on Development Code (Comprehensive Plan) amendments is scheduled
for August 27, 1990. The Community Development Director reviewed issues which will be
tCITY COUNCIL MEETING MINUTES - AUGUST 20, 1990 - PAGE 1
presented for Council review, including:
' Wetlands
• Manufactured Home Standards
• Group Homes & Residential Care Facilities
• Notices to Mobile Home Park Residents
• Solar Access Model Ordinance
b. Items discussed included the following:
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• Councilor Johnson noted wetland Issues are becoming Increasingly controversial'
because of identification of certain vegetation for preservation.
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• Councilor Schwartz advised of his concerns with how wetlands are designated as
a general area on a map. Staff noted that the generalized boundaries would raise t> .
"red flag" when an application is received to develop in or near a wetland area. The
Corps of Engineers and Division of State Lands also have jurisdiction over wetlands
and their authority supersedes the City's.
• Wording changes on "group care facilities" were made for consistency with state
law.
• State law requires notice to mobile home park residents tf there is a zone change
proposed for the property on which they reside or if there is a change in ownership.
• Solar Access: Community Development Staff reviewed that the Council would be
asked to review the model ordinance. Staff advised:
- Other jurisdictions have adopted
This would be an element of Tigard's Comprehensive Plan policies
The model ordinance would be simple to administer
- Any changes would affect new development (existing development would
be grandfathered)
- The proposal would expand property rights
- The proposal would save homeowners and developers money.
• Additional comprehensive plan update subjects not before Council at this time
include:
Public facilities plan
Goal 9 Background (Economic Development)
- Landscaping, Buffering, Screening
Council Recessed., 7:32 p.m.
Council Reconvened: 7:38 p.m.
6. ADDITIONAL NON-AGENDA ITEMS:
a. Loaves & Fishes Contribution: After a brief report from the City Administrator and discussion
by City Council, the Council authorized a $15,000 contribution this fiscal year to the Loaves
& Fishes organization at the Tigard Senior Center.
b. Sign Code Exception (SCE) 90-0003 Tigard Retail Center. Council reviewed a recent SCE
variance granted by the Planning Commission. Staffs recommendation to the Planning
Commission was for denial because, in the staffs opinion, adequate justification was not
evident for variance approval.
7
CITY COUNCIL MEETING MINUTES - AUGUST 20, 1990 - PAGE 2
1i
Motion by Councilor Johnson, seconded by Councilor Kasten, to pull up for review the
Planning Commission decision with regard to SCE 90-0003, Tigard Retail Center.
The motion was approved by a unanimous vote of Council present.
C. Tigard Medical Center - Quitclaim Deed: Community Development Director presented a
resolution for Council approval which would relinquish a portion of right-of-way to the State
of Oregon. Resolution approval would facilitate improvements underway to the Tigard
Medical Center.
RESOLUTION NO. 90-52 A RESOLUTION RELINQUISHING A PORTION OF RIGHT-OF-
WAY FOR PACIFIC HIGHWAY WEST TO THE STATE OF OREGON, ACTING BY AND
THROUGH ITS DEPARTMENT OF TRANSPORTATION, HIGHWAY DIVISION.
Motion by Councilor Johnson, seconded by Councilor Schwartz, to adopt Resolution No.
90-52.
The motion was approved by a unanimous vote of Council present.
d. Fee Refund - Dennis Derby Appeal of Selyu Development: City Administrator recommended
refund of the appeal fee paid by Mr. Dennis Derby. Mr. Derby appealed to Council a
development of the Selyu Corporation on Bull Mountain on the grounds that requirements
of the Northeast Bull Mountain Transportation study had not been met. City Attorney
advised, during the appeal hearing, that the Northeast Bull Mountain Transportation Study,
did not apply to this proposal. Because staff did not clearly outline that the Study was not
a binding document for application to this development, the refund was recommended.
After discussion, it was the consensus of four councilors to authorize refund of the appeal
fee. Councilor Eadon advised she did not support the refund.
e. METRO Planning: Community Development Director advised the planning directors
throughout the region have been meeting and discussing goals. There was concern that
METRO does not represent a common vision for the region. A representative from METRO
will be invited to talk to City Council.
f. Tax Base: City Administrator and Mayor Edwards reviewed discussions to date by the Blue
Ribbon Task Force on whether or not to pursue a tax base at the November election. The
majority of the Task Force supported a tax base proposal at this time to preserve the City's
bond rating and to avoid an undesirable financial condition If the City waits until 1992.
After lengthy discussion, Council consensus was to support pursuit of a new tax base
proposal for consideration by voters In November. A Budget Committee meeting was
scheduled for August 28 and a Council meeting would be held on September 5 to consider
the proposal further.
7. ADJOURNMENT: 8:30 P.M.
Catherine Wheatley, City Recorder
A .ESA:
G"d Ff.-Edwards, Mayor
` Date: 8117 ~GIO
CITY COUNCIL MEETING MINUTES - AUGUST 20, 1990 - PAGE 3
1_ v TIMES PUBLISHING COMPANY Legal
6 P.O. BOX 370 PHONE (503) 684-0360 NOtiCe TT 7671
BEAVERTON, OREGON 97075
eeg~al Notice Advertising
• ❑ Tearsheet Notice
City of Tigard SEP Q
• PO Box 23397 4199Q ❑ Duplicate Affi"•o
Tigard, Or 97223 CIR OF wa :,g Ids.
1~yAFFIDAVIT OF PUBLICATION`
STATE OF OREGON,
COUNTY OF WASHINGTON, )ss'1 °4 f
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I, .Lidi .h Ko hl -r.P3.
being first duly sworn, depose and say that I am the Advertising ) 3 ,
Director, or his principal clerk, of the Tigard limps Q'c°E~ ; i c e
a newspaper of general circulation as defined in ORS 193.010 r; ° V I
and 193.020; published at Tigard in the u°.~
aforesaid county and state; that the ~r UFO
Ti,gard-City Council Meeti nq
a printed copy of which is hereto annexed, was published in the
entire issue of said newspaper for OnP successive and k .d a3`y { f
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consecutive in the following issues:;. > g>g:
Aiiniict 16, 199() 4VO af~,ry T{~ X.V~~~3~ tel.
Subscribed and sworn before me thisl6th der of August :1990
Notary Public for Oregon
My Commissio xpires: ^ 3
AFFIDAVIT
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HALSTEAD'S
ARBORICULTURE "Specialists in the care aid
preservation of trees"
CONSULTANTS ;
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David Halstead, Consultant B.S. z
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P.O. Box 1182, Tualatin, OR 97062 f:
Phone: (503) 245.1383
August 13, 1990
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City of Tigard.
13125 SW Hall. Blyd.
Tigard, OR 97223
Attn.: Gary Alfton
Per your request I have examined the 5 cedar and 1 fir tree
ocated on the south side of Durham Road across from 98th Street
nd find the trees stable.
The trees have been safety pruned- -removal of dead wood,
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hangers, and hazardous limbs and tops.
The trees are structurally strong, rooted solidly and are in
good health. I have consulted several people with the
o^` onstruction firm doing the road widening and the city and have
been assured that the filling and excavation will not come any
closer to the trees. This clump of trees also makes a nice green
i oasis for Durham Road.
.e
I can find no reason at this time to justify the trees removal.
erely,
c ~
MA.Ak
avid Halstead
D
RECEIVED
AUG 2 0 1990
COMMUNITY DEVELOPMENT
CITY OF TIGARD, OREGON
t COUNCIL AGENDA ITEM SUMMARY
AGENDA OF: _Aucrust 20, 1990 DATE SUBMITTED: Aucrust 20, 1990
ISSUE/AGENDA TITLE: Resolution Ouit PREVIOUS ACTION:
Claiming Pro rt on Behalf of Ti rd
Medical Clinic PREPARED BY: Ed Murphy
DEPT HEAD OR CITY ADMIN OR REQUESTED BY:
POLICY ISSUE
Should the City Council quit claim a portion of the street right-of-way of SW
Pacific Highway to allow the property to be used as part of the Tigard Medical
Clinic's site.
The right of way is controlled by the Oregon State Highway Department, who
would make the decision whether or not to vacate it in accordance with their
own procedures. The city's action would simply indicate that the city had no
interest in this property.
INFORMATION SUMMARY
Tigard Medical Clinic wishes to use a piece of property in conjunction with the
new medical clinic that is now part of the State Highway right-of-way. In
order for the State to act upon the request, the State would like the City to
quit claim any interest the City may have in such a property.
ALTERNATIVES CONSIDERED
1. Take no action, and the State would not vacate the right-of-way.
2. Quit claim any City interest, and allow the State to process the vacation
request.
FISCAL IMPACT
The property does not belong to the City, and therefore cannot be sold by the
City. The property is not needed now or in the foreseeable future, and
therefore it is not likely that the City would ever have to buy the property
back.
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SUGGESTED ACTION
It is recommended that the City Council adopt the resolution attached, which
would authorized the execution of a quit claim deed.
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PACIFIC PROPERTIES sum MINING
13200 SW Pacific Highway !
Tigard OR 97223 AUG 21990
July 30, 1990 e
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Mr Keith Linden
Senior Planner
City of Tigard -
13125 SW Hall
Tigard OR 97223
Dear Mr Linden:'
I request that a portion of surplus right of way, lying between
my property and Pacific Highway be vacated.
A surveyors drawing and legal description is attached.
We desire to pave a portion of this site for ten additional
parking spaces, and to landscape the balance to enhance the
balance as an integral part of the Tigard Medical Center campus.
(Drawing attached)
I trust this request can be expedited as quickly as possible.
Our new building and related site work is presently under
construction, and scheduled for completion by the end of August.
Please advise.
Si rely w~
ti"U
R Marti. Johnson, MD
Managing Partner
Pacific Properties
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TUALATIN VALLEY
ECONOMIC DEVELOPMENT CORPORATION
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PUBLIC/PRIVATE PARTNERSHIP
1989 - 1990
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Because of its+valleywide area of interest, TVEDC was
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asked by the public sector to provide coordination and
cohesion to the economic development efforts in Washington
County.
Our fiscal 1989/90 activities and programs on behalf of t
the public sector represent over $55,000 in program costs
4
and staff time. This equals 38 percent of the corporation's
total budget. At the same time public sector revenues make
up only 31% of the budget in fiscal 1989/90.
Much time and money has been concentrated on supporting
construction of the Western Bypass. This function has
become extremely important as the anti-growth, anti-bypass
activists increase their efforts to block this project. The
cost of litigation and a public opinion survey on the Bypass
is in excess of $23,000. This cost is in addition to the
$55,000 TVEDC is spending to meet its obligation to its
public sector partners.
TVEDC is the "up-front" advocate for the Bypass and
through leadership of the Western Beltway Coalition (see
attached list) coordinates the efforts of local agencies and
business on behalf of the project. TVEDC represents the
Beltway Coalition on the Oregon Department of
10200 5.%X: Nimbus Avenue • Suile G-3 • Tigard, Oregon 9"223 • (503) 620.1142
Transportation's Western Bypass Citizens Advisory Committee.
In addition, TVEDC has actively worked to support other
transportation programs in the county including MSTIP2,
Measure 1 (May primary election) and light rail transit.
The corporation's efforts extend to public speaking, ,
newspaper opinion pieces, campaign committee efforts,
editorials and endorsements on these programs.
TVEDC is providing valleywide leadership in the arena
of growth management as a representative on METRO's
technical advisory committee to the urban growth management
plan. We have convened workshops and development sessions
to confront and manage the growing anti-growth sentiment in
the Tualatin Valley. Participants have included area
chambers of commerce (including Portland and Lake Oswego),
Portland Development Commission, METRO and corridor
associations (including Sunset, Columbia, Sunnyside 205 and
I-5).
The corporation is also involved in the community on a
variety of committees working to bring higher education
facilities to Washington County, improve R through 12
education and enhance training capabilities for local
industry. We most recently represented the county business
community on the Portland State University task force on
higher education in Washington County. TVEDC is a member of
the Business Education Compact of Washington County.
TVEDC has established itself as a recognized forum for
countywide issues such as: library services, water district
consolidation, affordable housing and growth management.
The Tualatin Valley Dialogue, a bi-monthly educational
program, was developed in response to requests for an open
technical forum on issues of valleywide significance. This
program has been very successful in providing a diverse
range of opinions and technical information on important
issues like growth management,-school capacity and growth,
rural and urban area water quality activities and workers
compensation reform.
In addition to its role of providing leadership on
regional issues, TVEDC also enhanced the recruitment
activities of the local cities by providing county level and
regional level market and demographic information to over 60
companies, individuals and developers considering Washington
County this year. TVEDC's economic development role in the
county also extends to extensive participation in the
development of a countywide economic development plan. In
1989/90 this included the chairmanship of the County's
Economic Development Task Force Subcommittee on Resources,
vice-chairmanship of the Task Force Subcommittee on the
Economy and vice-chairmanship of the Task Force Community
Committee (Steering Committee).
On behalf of its public sector partners, TVEDC is
working to fulfill its leadership and coordination role in
economic development activities throughout the Tualatin
Valley.
TUALATIN VALLEY ECONOMIC DEVELOPMENT CORPORATION
EXPENDITURES* BY PROGRAM AREA
July 1, 1989 to June 31, 1990
PROGRAM EXPENDITURE
REGIONAL PLANNING $ 22,000
Wash. County Task Force
METRO UGB TAC
Wash.-Cty. Business Assoc. Exec. Network
PDC Coordinating Council
City Council/County Commission Briefings
Miscellaneous
ISSUES MANAGEMENT $ 28,298
Western Bypass
Water Quality
Growth Management
Recycling
Prison Siting
School Finance
Other Transportation Issues
Miscellaneous
MEMBER/PUBLIC EDUCATION $ 3,828
Tualatin Valley Dialogue
Mayors' Business Roundtable
INFORMATION SERVICES $ 1,185
Demographic Reports
METRO Development Reports
expenditures applicable to the service contracts with
cities of Washington County and Washington County - 12 month
fiscal allocation based on 9 months of activity
does not include $23,000+ for Western Bypass
TUALATIN VALLEY ECONOMIC DEVELOPMENT CORPORATION
INCOME & EXPENSE SUMMARY
July 1, 1989 to June 31, 1990
I N C O M E
COUNTY GRANT $ 25,000
CITY-GRANTS $ 19,658
TOTAL $ 44,658
E X P E N S E S (1)
REGIONAL PLANNING $ 22,000
ISSUES MANAGEMENT $ 28,298
MEMBER/PUBLIC EDUCATION $ 3,828
INFORMATION SERVICES $ 1,185
sub total $ 55,311
WESTERN BYPASS $ 23,000
TOTAL $ 78,311
(1) expenses applicable to the service contracts with cities
of Washington County and Washington County - 12 month fiscal
allocation based on 9 months of activity
DATE: June 16, 1990
TO: Board of Directors
PROM: Mary L. Tobias
RE: President's Report
May 17 June 16, 1990
Most of the major issues that we have been tracking over the
last several months remain unresolved at this time. The
Environmental Quality Commission continues to express concern
over the Unified Sewerage Agency's non-point source plan and the
Western Bypass Study has not gained any real momentum. In
addition, the State Agency Council appointed by the governor is
considering some sweeping policy changes that could significantly
impact the region. These issues, in addition to the I-5 Corridor
Association consolidation with TVEDC, required significant
attention from staff this month.
PROGRAMS
REGIONAL PLANNING
The State Agency Council appointed by Governor Goldschmidt
to examine the role of the state in managing growth in the
Portland Metropolitan Area is continuing to accept testimony from
local governments concerning growth issues in their respective
jurisdictions. At this time, only selected agencies have
appeared before the council and there has been only one
representative of private citizen interests. Ron Buell, who
apparently claimed to represent STOP when he asked for time on an
agenda and then began his testimony saying that he did not
represent any special interests, has presented testimony in
opposition to the Western Bypass. As the council continues with
its deliberations, it is becoming apparent that they are basing
their analysis of the growth issues on several questionable
assumptions: 1) the Portland area is growing too fast, 2) the
developed areas outside the urban growth boundary are all urban
sprawl, and 3) the development in the exceptions areas outside
the UGB are evidence that the land use planning rules are not
working.
I find these assumptions disturbing for a number of reasons.
While growth is occurring at a healthy rate, there is no hard
evidence that the region is growing too fast and that growth is
out of control. It is true that infrastructure improvements are
lagging in some areas behind the new development, but in many
cases, there are mechanisms in place to catch urban services up
with the demand. The only area in which there seems to be a
serious shortfall (and that varies in different parts of the
region) is in school capacity. Currently, the economy of the
state has just returned to the levels experienced before the
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TVEDC President's Report
May 16 - June 16, 1990
r.. Page 2
downturn of the early 1980s. What we are seeing is not out of
control growth, but economic recovery and the land use planning
of the early 1980s being tested.
There is a danger in referring to the urban centers outside
the UGB as urban sprawl. Most of these activity centers are
individual cities with histories as old as that of Portland and
with distinct identities that distinguish them from each other.
When the cities are lumped together as "urban sprawl," there is a
tendency to lose the essence of the communities--they are "de-
humanized" to a certain extent. This makes it easier to forget
or ignore the individualities of each community when considering
policy for the region. in fact, with the council's interest in
strengthening METRO, and building a stronger regional government,
it is important that the individual cities be assigned a lesser
role in the regional hierarchy. if the cities and METRO remain
as equals, it will be much more difficult, if not impossible, to
bring METRO into the dominant policy position.
In examining the effectiveness of the UGB in containing
growth, it is important to divide the exceptions areas outside
the UGB in those developments and lots of record that belong to
the pre-acknowledgement period and those that belong to the post-
acknowledgement time since 1983. If these two categories of
development outside the UGB are not considered separately, then
any discussions of the success or failure of the land use
planning process is flawed. It is only by examining the changes
that have occurred since local comprehensive plans were
acknowledged that one gets a true picture of how much development
has occurred on land that was intended to be protected from urban
development.
The state agency council does not seem to have examined in
any detail the three basic assumptions that are laid out here.
The problem this presents is that policy choices are being
considered based on what may be significantly flawed data. These
policy choices could lead to decisions about how land use
planning proceeds in the future and these decisions could
seriously impact each and every city in the region.
At the request of State Representative Delna Jones, TVEDC
staff has been working with the Oregon Progress Board to hold the
first regional meeting in the state to test the Benchmarks set
for "Oregon Shines," the state's economic development plan. This
workshop will be held in late June and will be hosted by TVEDC
board member Greg Van Pelt at St. Vincent's Hospital and Medical
Center. More than 75 community leaders representing over 20
industry groups have been invited by Governor Goldschmidt to
participate.
TVEDC President's Report
May 16 - June 16, 1990
Page 3
Planning is going forward for the 1990 Council for Economic
Development in Oregon (CEDO) conference to be held at the new
convention center in October. The theme for this year's
conference is "The Environmental Industrialization of Oregon."
Panelists representing business, government and environmentalists
will present their perspectives on three major topics: water
quality, hazardous waste management and wetlands mitigation. The
intent of the conference is to bring all parties to the table to
discuss current issues and examine ways in which we can achieve
balance in the state and promote economic well-being while
protecting our environment.
The PDC Marketing Portland Coordinating Council is
continuing to examine ways in which we can enhance the image of
the region and can mount an aggressive public awareness campaign
designed to promote interest in the region as a place to do
business. The council includes representatives of all the
economic development agencies in the Portland area.
ISSUES MANAGEMENT
Western Bgpass: The Western Bypass Study committees met this
month and reviewed the Goals and Objectives that were defined in
the public workshops and other committee meetings. There seems
to be an uneasy agreement on these as they have been defined to
date. However, I think everyone has agree to proceed in order to
get a better sense of where the emphasis of the study should be
placed. Until the members of the Citizens Advisory Committee
become more comfortable with the diverse positions held by the
members, it is unlikely that any meaningful dialogue on the
issues of moving people and goods around Washington County can be
held.
The grassroots committee supporting the bypass is continuing
to invite specialists to provide background information on the
project. The steering committee has set a goal of making a
public announcement about "GO" in early July. They are planning
a press conference that will follow the press announcement of the
Western Beltway Coalition's public opinion poll by about 10 days.
Water Quality: Fallowing meetings with Gary Krahmer and John
Jackson of the Unified Sewerage Agency, it is clear that we have
not cleared all of the hurdles for the Storm Water Runoff plan
presented to DEQ/EQC earlier this year. The basic problem
appears to be a reluctance to trust Washington County and USA
even though there has been ample evidence in the last 28 months
to demonstrate these agencies commitment to the water quality
management program.
I
TVEDC Pres'ident's Report
May 16 - June 16, 1990
Page 4
Growth/No Growth Debate: This no growth sentiment in the
Portland area appears to be increasing. There is evidence that
the concerns about traffic congestion is providing a rallying
point for those who support the concept that the economy has
recovered sufficiently and that further expansion, particularly
if that means new residents, is no longer necessary. The Town
Hall program on this issue this month presented the clearest look
at the no growth perspective that we have seen publicly thus far.
However, I look for this debate to heat up considerably in the
next few years as it becomes entwined with the environmental
movement that is growing across the nation.
MEMBER/PUBLIC EDUCATION
The last Tualatin Valley Dialogue for the fiscal year was
held early in June. The topic "Reaching School Capacity:
Obstacles or Challenges to Development" drew a record attendance
even though the Dialogue was held just before one of the Blazer
playoff games.
Planning has already begun on next year's programs. It is
likely that we will redo the session on the property tax
limitation issue since the petition garnered enough signatures to
make the ballot. However, the OSPRG packaging initiative would
also provide a lively topic for a session.
We are beginning to look at ideas for the September Mayor's
Business Roundtable. The growth/no growth debate is under
consideration as a topic for that session. In addition, if the
I-5 Corridor Association consolidation goes through, we will add
the I-5 Breakfast Forum to our list of programs.
The 1990 Street of Dreams at Ironwood has been selected as
the site of the TVEDC Summer Gala. Planning is proceeding for an
evening garden party with dining, dancing and tours of the homes.
Home Builders of Metropolitan Portland are assisting us with the
planning. From all indications, the Gala will be very successful
with an increase in attendance over last year.
Mike Landfair and his company Dain Bosworth hosted a
Business Briefing Breakfast in June. Bonnie Hays provided the
briefing for the 15 business leaders in attendance.
Representative Ted Calouri was to have been there, but was called
away.
ADMINISTRATION
The 1990/91 corporate budget required the most staff effort
during the month. Although the final numbers are not yet TVEDC
President's Report
May 16 - June 16, 1990
Pa ge 5
available for 1989190, it appears that for most programs we
estimated pretty well when preparing last year's budget. We do
not anticipate much change this year and most of the expenditure
increases will be the result of inflation. Two things will
impact our level of programming: the county's decision on the
increased funding request and the Z-5 consolidation.
Discussions with the I-5 Corridor Association about
consolidation with TVEDC continued throughout the month. We
expect to refer the question of proceeding with a "consolidation
in principle" to each of the boards before the end of June. it
is unclear at this time what Carla Barron, Executive Director of
T-5, wants to do professionally if the consolidation is approved.
A new job description would need to be worked out for her. The
Ad Hoc Committee is continuing to work on this project and will
report directly to the board.
Finally, renewals appear to be near the end for the year.
There are still about 6-10 companies that might be convinced to
send in their checks, but this will probably require the
membership committee and the board to do the solicitations. At
the moment, the attrition rate is at about 10% which is
remarkably low. If these last few renewals come in before the
end of the calendar year, we will hit 6% which is almost unknown
for non-profits. i
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TVEDC President's Report
May 16 - June 15, 1990
Page 6
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OUTSIDE xzETINGS
In the report period, TVEDC was represented at the following
outside meetings or events:
PRESENTATIONS
Beaverton City Council - Quarterly Update
Tualatin City Council - Quarterly Update
Sherwood School District - Student Leaders Luncheon Speech
F
REGIONAL MEETINGS
Security Pacific Bank - Economic Forecast Forum
State Agency Council on Growth in Portland Area (2)
Washington County Public Affairs Forum (2)
CEDO - Conference Committee
- Executive Board
( - Board of Directors
PDC Coordinating Council
Business Education Compact - Higher Education Committee
- Higher Ed Committee Retreat
SPECIAL EVENTS
Oki Semiconductor Grand Opening
Hillsboro Rose Festival Air Show - GTE Guest
TVEDC SPONSORED ACTIVITIES OR EVENTS
Oregon Progress Board - Planning for Washington County Event
Washington County Business Briefing Breakfast - Mike
Landfair/Dain Bosworth, Host
Tualatin Valley Dialogue - °Reaching School Capacity:
Obstacles or Challenges to Growth
INDIVIDUAL CONTACTS
During the reporting period TVEDC staff contacted the
following members and associates on TVEDC business:
Charlie Hales/Metropolitan Home Builders - Bypass poll
Gary Krahmer 6 John Jackson/USA - Tualatin River water
quality
Rich Carson/METRO - Growth management
Ann Mulroney/City of Beaverton - Waste management (CEDO)
TVEDC President's Report
may 16 - June 16, 1990
Pa ge 7
XNDYVIDDAL CONTACTS, cont.
Dennis Mulvihill/Washington County - Growth management
Bob Alexander/Forest Grove-Cornelius EDC - Water quality
(CEDO)
Senator Paul Phillips - Regional issues/TVEDC update
Joan Biggs/Joan Biggs PR - Fundraising
Roger Meyer/PGE - I-5 Corridor Association consolidation
Paul Hribernick/Rappelyea Beck - Membership
Harry Chase/West One Bank - Membership
Kurt Holland/Times Publications - TV Dialogue story
Matt Buckingham/Times Publications - Tektronics layoffs
story
Dave Overstreet/GTE -Telecommunications bill
Bob Cortwright/DLCD - Transportation Planning Rule review
Blanche Schroeder/Portland Chamber of Commerce - Issues
update
Washington County Budget Committee - TVEDC funding proposal
TVEDC COXXXrrNE STAFFING
wing TVEDC committees met during the report period
The follo
and were attended by staff:
Board of Directors
Executive Committee
Issues Research Committee
Membership Programs Committee
Transportation Committee
Ad Hoc Committee on Western Bypass Poll
Ad Hoc Committee on I-5 Corridor Association merger
1990 Summer Gala Commmittee
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DATE: May 16, 1990
TO: Board of Directors
FROM: Mary L. Tobias
RE: President's Report
April 16 - May 15, 1990
Although the Western Bypass continues to be a priority
issue, the growth/no growth controversy has begun to escalate and
staff directed time and effort to this issue during this month.
We also spent a significant amount of time on the 1990/90 budget,
examining revenue sources, membership breakdowns and renewal
trends.
PROGRAMS
REGIONAL PLANNING
One of our most significant projects during the month involved
convening the directors of the Beaverton, Tigard, Tualatin, Lake
Oswego, and Wilsonville chambers of commerce, Sunset Corridor
Association, Columbia Corridor Association, Forest
Grove/Cornelius Economic Development Council and representatives
of the I-5 Corridor Association and NAIOP to continue the
discussions of the growth/no growth controversy. Town Hall, a
\ local television program that focuses on issues, planned a
program featuring this controversy. TVEDC coordinated the
response strategy of this group with the Town Hall staff to
ensure the business/development community was represented on the
program and that a variety of viewpoints were presented.
The METRO Urban Growth Management Technical Advisory
Committee is now working to define goals and objectives for the
region that will clearly set out strategies for managing growth
in the Portland metropolitan area. This process requires serious
attention from the business community because of the internal and
external biases in favor of restricted growth.
The PSU Task Force on Higher Education in Washington County
completed its work and the final report was presented to Interim
President Roger Edgington. It appears that the university
intends to move ahead immediately with some of the
recommendations of the task force. Because Dr. Judith Ramaley,
the incoming president, will be taking over in August, some of
the long-range proposals will be deferred until she can consider
the programmatic and budgetary implications. I had the
opportunity to meet Dr. Ramaley at a meeting hosted by the
university and I was very impressed. Portland State and the
region are fortunate to have her coming into the region.
TVEDC President's Report
April 16 - May 15, 1990
Page 2
There were three city briefings this month: Durham,
Sherwood and Tigard. This was the first briefing for the city of
Durham and the council indicated support for TVEDC. We have been
notified that Durham will be joining the other cities as a TVEDC
member during the 1990/91 fiscal year. They had elected not to
join us during earlier membership campaigns.
ISSUES MANAGEMENT
Western By-pass: The Western Bypass study, continues to advance at
a very slow pace. ODOT held two public workshops during the
month to try to define the goals and objectives for the study.
STOP had more than 40 people in attendance at the two events. As
usual, they very carefully orchestrated the public debate and at
the Hillsboro meeting STOP members clearly dominated the `
workshop. Members of our grassroots organization - GO - attended
the Tigard workshop and several members got quoted in articles
about the meeting. GO should be ready to be announced publicly
by early summer. At the moment, the membership is at about 15
and they are involved in an educational program to become
conversant with the issues. Susan Anderson is working to draft
Articles of Incorporation for the group so they can begin the
process of establishing nonprofit status.
Western Advocates completed the public opinion poll on the
Western Bypass and the results were generally supportive. In
Washington County 57% of the 315 people interviewed support the
highway. Currently the Ad Hoc Committee is reviewing the data
and developing a strategy for the release of the poll. We will
be meeting with Bonnie Hays to discuss alternatives before a
final decision on the release is made.
Telecommunications: GTE has asked TVEDC to consider support for
federal legislation that would open the cable television industry
to competition for the delivery of telecommunications technology.
GTE will present background information at the May board meeting
for our consideration.
MEMBER/PUBLIC EDUCATION
Staff is continuing to work on the 1990 Summer Gala. Joan Biggs
Public Relations has indicated interest in handling the event for
us. Of the four firms that do event planning that we talked to
about the Gala, Joan was the only firm to respond affirmatively.
The next thing to do is find a site and set a firm date. We are
considering holding the Gala at Dawson Creek Corporate Park, but
have not received agreement for that site yet.
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TVEDC President's Report
April 16 - May 15, 1990
Page 3
The April issue of the newsletter has been completed and
distributed. The issues update section of the newsletter (a
stand alone section for members to save and use for reference)
covered some of the major issues we are following. The April
issue was larger than usual because we included an updated list
of the board of directors for the membership's information.
Pat Ritz, Oregon Title Insurance Company, hosted a Business
Briefing Breakfast at the University Club in Portland this month.
Once again the attendance was wonderful with 21 people there.
State Senator Paul Phillips filled in for Bonnie Hays (she was in
Washington, D.C.) and brought everyone up to date on the workers'
compensation issue. Paul's briefing took place the week before
the special session of the legislature to deal with this problem.
The next breakfast will be hosted by Membership Committee
Chairman Mike Landfair and Dain Bosworth at their Portland
office.
ADMINISTRATION
Most of our effort in this program has continued to be working on
the 1990/91 budget. To best determine how the 89/90 budget
measured our program efforts, we have worked to refine the
projected income and expense numbers for the remainder of the
year. The first look at 90/91 shows that program growth will be
in regional planning and in issues management. Although
information services remains an important program, with the
amount of Mary Weber's time anticipated to be dedicated to the
county's economic development plan, this program will probably
remain at this year's level. Staff has been looking at the level
of funding expected from Washington County and working on
documenting regional time and effort to demonstrate the need for
increased support from Washington County.
Jerry Marlow, Greenwood Inn, has undertaken a campaign to solicit
support for TVEDC among the county hoteliers. He has sent a
letter of support and a resolution to other hoteliers with whom
he works asking them to join him in urging the county to continue
and to enhance their support for TVEDC.
The I-5 Corridor Association has initiated talks with an
executive committee task force about the possibility of merging
with TVEDC. In considering the merger, several questions need to
be answered to the satisfaction of both boards: are the missions
of the two agencies compatible, can the expanded organization
meet the needs of the I-5 sub-region, and what support or
opposition will be met among the memberships of the two agencies
and will there be a negative impact on membership levels? In
1
s
TVEDC President's Report
April 16 - May 15, 1990
Page 4
addition, there are the questions of dues levels, staffing, and
board memberships to consider.
Howard Hubbard, President of Washington Federal Savings Bank, has
come to our rescue with the donation of chairs for our conference
room. Howard attended a Transportation Committee meeting
recently and noticed the problem we had rounding up enough
seating for everyone. He had John Larsen take Mary Weber on a
tour of the bank's unused furniture department to see what TVEDC
could use in the office.
The board planning retreat was very successful this year. The
work done by the board in reviewing the budget and refining the
mission statement has provided direction for programs over the
next year. Staff spent the latter part of April preparing for
and recovering from the retreat. We are now beginning the
implementation of the planning done by the board.
Renewals continue to trickle into TVEDC. We are realistically
nearing the end of the 1990 renewal cycle. Those corporations
remaining on the renewal list most probably will not rejoin
TVEDC. However, we have had a higher renewal rate this year than
last. At the same time, interest in membership from nonmembers
is increasing. We have had several requests for information from
companies expressing interest in our programs. Staff and
Membership Programs Committee Chairman Mike Landfair are
following up on these requests.
Finally, the Corporate Sponsorship Task Force has not met this
month because of the business demands of the members. However,
they have targeted US Bank and Northwest Natural Gas for the next
round of invitations to the Chairman's Council. They hope to
make the presentations within the next month.
TVEDC President's Report
April 16 - May 15, 1990
Page 5
OUTSIDE MEETINGS
In the report period, TVEDC was represented at the following
outside meetings or events:
PRESENTATIONS
Durham City Council - First Quarterly Update
Sherwood City Council - Quarterly Update
Tigard City Council - Quarterly Update
Washington County Board of Commissioners - Quarterly Update
PSU Economics Association (Student Assoc.) - Seminar
Participant
Oregon Mortgage Bankers - Bypass Speech
Wilsonville Chamber of Commerce - Bypass Speech
Lutz Snyder/Tualatin Sales Office - Bypass Speech
REGIONAL MEETINGS
PSU Task Force on Higher Education - Worksessions and Report
Presentation
Mayor's Prayer Breakfast - Annual Beaverton Function
PSU - Dinner to Introduce Dr. Judith Ramaley, New President
I-5 Corridor Association - Breakfast Forum
Tigard Chamber of Commerce - Monthly Forum/Paul Phillips
- Trade Show
- First Citizens Awards Banquet
Business Education Compact - Higher Education Committee
- Board
Washington County Public Affairs Forum - Regular Meetings
Portland Chamber of Commerce - International Trade Meeting
CEDO - Board of Directors
- Conference Committee
- Annual Awards Press Conference
METRO Urban Growth Management Study - TAC Meetings
ODOT Western Bypass Study - Citizens Advisory Committee
- Public Involvement Workshop
GTE Telecommunications Meeting
SPECIAL EXTENTS
Public Services Building Dedication - Washington County/City
of Hillsboro
OTAK - Open House Celebration
TVEDC President's Report
April 16 - May 15, 1990
Page 6
TVEDC SPONSORED ACTIVITIES OR EVENTS
Business Association Executives Network - Workshop on
Growth/No Growth
Washington County Business Briefing Breakfast - Pat Ritz/
Oregon Title Insurance Hosted
Western Beltway Grassroots Committee - Organizational/
Informational Meetings (4)
Town Hall "The Californians are Coming" - Organized Business
Response and Held Strategy Sessions
TVEDC Newsletter - April Issue
INDIVIDUAL CONTACTS
During the reporting period TVEDC staff contacted the
following members and associates on TVEDC business:
Joan Biggs/Joan Biggs Public Relations - Gala
Al Steiger/A-Dec - Western Bypass
Jeannette Hamby - Business Breakfasts
Robert Hickok/Attorney - Membership
Burton Weast/Western Advocates - Bypass Public Opinion Poll
Steve Shain/Zidell - Membership & Bush Breakfast
Carla Barron/I-5 Corridor Assoc. - Regular Update
Wends Hawkins/Beaverton School Committee - June Ballot
Mary Sharon Moore/Einstein Inc. - Membership
Greg White/Security Pacific Bank - Economics Forum
Jan Burreson/PDC - Growth/No Growth
Paul Hribernick/Rappleyea Beck - Membership
Delna Jones - CEDO & Business Breakfasts
Ted Calouri - Business Breakfasts
Jim Records/Baker Rock - Membership
Bob Brandon/Ticor Title - Membership Renewal
Steve Klein/Trammell Crow - Membership & Gala
TVEDC COMMITTEE STAFFING
The following TVEDC committees met during the report period
and were attended by staff:
Board of Directors
Board of Directors Retreat
Executive Committee
Issues Committee
Transportation Committee
Membership Programs Committee
Ad Hoc Committee on Western Bypass Poll
Ad Hoc Committee on I-5 Corridor Association Merger
Ad Hoc Committee on County Funding
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TUALATIN VALLEY ECONOMIC DEVELOPMENT CORPORATION
July 1 through May 31, 1990 BUDGET OUTLINE - PROGRAM ALLOCATIONS
TOTAL BUDGET REGIONAL ISSUES MEMDERIPUBLIC INFORMATION ADVOCACY ADMINISTRATION
TO-DATE 89/90 PLANNING MANAGEMENT EDUCATION SERVICES
I N C 0 H E
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DUES $46,750.00 $62,000.00 $46,750.00
GRANTS-PRIVATE $0.00 $0.00
GRANTS-PUBLIC $43,367.00 $38,567.00 $43,367.00
DEDICATED FUNDS $12,962.80 $62,000.00 $12,962.00
CONTRACTS $3,000.00 $36,250.00 $3,000.00
IN-KIND $17,264.63 $32,500.00 $17,284.63
INTEREST $127.80 $100.00 $127.80
MISCELLANEOUS $19,230.26 $20,500.00 $19,230.26
Subtotal $142.722.49 $251,917.00 $0.00 $12,962.80 $0.00 $3.000.00 $0.00 $126,759.69
ALLOCATED SUPPORT $15,582.38 $14,599.30 $28,768.63 $5.582.66 $954.59 ($65,487.56)
n.
TOTAL $142.722.49 $251,917.00 $16,715.38 $27,562.10 $28,768.63 $8,582.66 $954.59 $61,272.13
E X P E N S E S
SALARIES d WAGES $72,538.71 $85,628.00 $13,396.51 $16,075.04 $11,766.94 $3,974.06 $811.53 $26;514.63
TAXES d HENIFITS $8,050.99 $17.012.00 $1,520.54 $1,831.43 $967.70 $267.52 $139.08 $3,324.72
CONTRACT SERVICES $6,834.70 $56,750.00 $500.UU $2,000.00 $4,134.70 $200.00
DIRECT PROGRAM $10,713.74 $34,300.00 $1,106.22 $9,584.52 $13.00 $10.00
POSTAGE $2,935.44 $6,900.00 $2,935.44
PRINTING d PURL $4,051.52 $9,200.00 $78.08 $541.40 $1,193.21 $179.95 $2,058.88
TRAVEL 3 ENTERTAIN $2,037.41 $3,550.00 $342.25 $55.00 $1,640.16
111SClCONTINGENCY $5,725.79 $5,327.00 $142.50 $69.20 $3,013.76 $13.43 $3.98 $2,462.92
OFFICE EXPENSES $2,123.58 $8,000.00 $2,123.58
RENT $13,750.00 $13,500.00 $13,750.00
EQ RENTAL A HAINT $2,527.13 $7,000.00 $242.50 $2,284.63
INSURANCE $1.443.99 $300.00 $1,443.99
CONF b TRAINING $310.50 $250.00 $102.50 $70.00 $138.00
UTILITIES A PHONE $4.629.34 $4,200.00 $4,629.34
PROFESSIONAL FEES $7,428.81 $7,293.81 ,$135.00
DEPRECIATION $0.00
INTEREST EXPENSE $98.56 $98.56
TOTAL $145,200.21 $251.917.00 $15.582.38 $27,562.10 $28,766.63 $8,582.66 $954.59 $63,749.85
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TUALATIN VALLEY
ECONOMIC DEVELOPMENT CORPORATION
.RVS0LUTI0N
WHERE AS:
The Tualatin Valley Economic Development Corporation's
stated objective is to provide private sector leadership and
-representation on major regional issues affecting economic
development in the Tualatin Valley.
WHERE AS:
the board of directors of the Tualatin Valley Economic
Development Corporation believe that maintaining a high
quality of life in the Tualatin Valley is an important part
of a positive business environment. The work of local
agencies and the private sector to meet DEQ water quality
standards for the Tualatin River Basin is one effort to
insure a desirable environment. The board of directors
support the private and public sector alliance that has
developed in response to the Tualatin River clean up.
WHERE AS:
the Unified Sewerage Agency (USA) is the lead public
agency responsible for storm water runoff and sewerage
treatment in the urban area of the Tualatin River Basin.
One of USA's Waste Water Facilities Plan program elements is
the reduction of the amount of pollutants that users
discharge into the waste water system. Two of the ways
reduction can be achieved is through a phosphorus detergent
ban and public education.
WHERE AS:
the board of directors support the concept of reducing
the amount of pollutants that are discharged into the waste
water system. In many areas it has been shown that a
phosphorus detergent ban reduces the amount of phosphorus
entering the waste water system by 20 to 60 percent. This
reduction of phosphorus is considered relatively painless to
households because in this region comparable and effective
non-phosphate detergents are available to the consumer.
THEREFORE:
the board of directors support USA's and-the
Metropolitan Service District's efforts to ban phosphorus
detergent as one component in the basin wide plan to clean
up the Tualatin River.
May 1990
10200 SAX: Nimbus Avenue • Suite G•3 • Tigard. Oregon 9-223 • (503) 620.1142
~
TUALATIN VALLEY
ECONOMIC DEVELOV1IE.NT CORPORATION
R E S O L U T I O N
WHERE AS:
The Tualatin Valley Economic Development Corporation's
stated objective is to provide private sector leadership and
representation on major regional issues affecting economic
development in the Tualatin Valley.
WHERE AS:
the Board of Directors of the Tualatin Valley Economic
Development Corporation believes that the consolidation of
the delivery of public services can contribute to a more
efficient and cost effective business environment. The
consolidation of sewerage services under the administration
of one agency, the Unified Sewerage Agency, is an example of
a successful consolidation effort which benefits the entire
community.
t
WHERE AS:
. .the Board of Directors believes it is important to
consider consolidation of public services such as fire,
water and sewer wherever practical and feasible and where
consolidation is supported by the majority of the affected
citizens.
WHERE AS:
the Board of Directors supports the voluntary efforts
of Wolf Creek Highway Water District, Metzger Water District
and other districts to consolidated service delivery. This
consolidation would reduce administration costs and would
allow for the funding of necessary capital improvements
required to meet new EPA clean drinking water standards.
THEREFORE:
.the Board of Directors supports Wolf Creek Highway
Water District's and Metzger Water District's application
for district consolidation before the Boundary Commission.
,t.
10200 S.%X:.Nimbus A%*t:nur • Suite G-i • 1-mar d Orggon 9'333 • (4Uj) 620-11-+3
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The Times • Ykek of June 28 - July 4.1990 •
l 11nine prog 1" 1??
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School cap acity.challenges
The latest part of our infrastruc- recently that land-use planners and quality' growth there must be a fine tuning the planting process to
cure experiencing the effects of school districts have begun working strong commitment by local citizens meet the changing demands of the
growth is the local school district. In together to deal with-these issues in to this "horse before the cart" times. This fine tuning should start
many cases, school. officials' find N a coordinated manner. philosophy. with the identification and im-
there isn't enough room to accom- 'It's Your ',s= The time lag in planning has put As our population continues to plementation of new funding sour-
~,"7.,.-•.
modate new students, and there is no Business ! schools in the position of becoming increase, the problems for the com- ces, the alteration of existing tax
money to fund construction of new an inadvertent roadblock to growth. munity posed by school overcrowd- bases, a challenge to existing land .
facilities. Mary Tobias: The school capacity issue in local ing are the same as those raised by use assumptions and the integration
At a recent TVEDC-sponsored districts like Beaverton, Reedville the inadequacies of other infrastruc- of infrastructure planning. Changes
Tualatin Valley Dialogue, a panel „ and Lake Oswego has been used to lure segments in the urban environ- must take place at the state agency,
discussed the impacts of growth and school district service plans are stop or stall the development of ment. The basis problem is that the legislative, local government and
planned housing projects. Planning process does not integrate local district levels.
reaching school capacity. The panel not required to be 'in sync" with
focused on the limits of the planning local land use plans. A community's A recent land use decision by the all of the infrastructure segments. It Oregonian's are leaders in the na-
horizon for school districts, capital comprehensive plan lays out land Land Use Board of Appeals halted is time to fine tune the process and lion when it comes to developing
improvements funding, and how uses that accommodate a projected the development of a residential tie together transportation, schools, land use laws and a progressive
no-growth advocates use school population level. subdivision in Beaverton because water resources, land use planning, planning process. It is time to stop
capacity as a roadblock to growth. History shows that school dis- the school district could not provide parks and open spaces, housing, in- patting ourselves on the back for the
The panel was made up of Jeff tricts seek additional funding for the sufficient proof that it could handle dustry and the other components past accomplishments, to roll up our
Bachrach, a land-use auorney with construction of schools or additional the increase in students this project that make up our urban environ- sleeves and meet the challenges of
O'Donnell Ramis Elliot & Crew, classrooms when the need become would generate. - ment. ' the 1990s, and to plan ahead to the
James Hager, 'superintendent, urgent, not in advance of school This court action emphasizes the The region can not rely on past year 2050.
Beaverton School. District, and overcrowding. Hence, there is often point that infrastructure, even in the planning efforts to get through the
Charlie Hales, of the Metropolitan a significant lag between the time a context of schools, should be in current growth spurt. Once again Mary Tobias is president of the
Home Builders Association. school reaches capacity and the con- place before growth occurs. To be Oregon has an opportunity to blaze Tualatin Valley Economic Develop-
Under Oregon's land use laws, struction of new facilities. It is only sure that we maintain orderly, a new trail. Let us get to work at ment Corp.
The Times • Waek of May 10 -16..1990
During the early 1980s. Oregon positive economic climate and
experienced more business failums facilitate a high quality employment
than business expansions. By the environment in the Tualatin Valley.
middle of the decade ou'a national This means TVEDC works to ad-
It's your level, industry had survived the dress issued relating to:
Business recession and was on au expansion • Labor force availability.
cycle. Oregon followed the national • Housing supply and affor-
Mary Tobias trend...However, with the changing dability.
-.times came'•a°new role for local a Federal and local regulations
government and non-profit agencies ' nment and the
impacting the enviro
- marketing and business recruit community.
I~' Its' u es a re ment. Marketing meant selling your . Growth management.
community, and business recruit- • Transportation needs and fund-
ment was defined as a proactive ap- ing.
new proach in our ommunity.
The Portland Development Com-
o of TVW.F.UC- mission, an urban enewal agency
operating in die city of Portland,
added a business development
Like businesses, economic department to complement its ac-
development organizations must tivitics in urban rcncwaL Today
change to meet the challenges of PDC recruits new business, markets
Portland and works to retain existing
charging times. - businesses.
In the early 1980s, business and
community leaders banded together In Washington County, the Sun-
to create a number of programs and set Corridor Association was formed
groups to market the advantages of in 1982 to market business locations
doing business in Oregon. The along and near the Sunset Highway.
Tualatin Valley Economic Develop- The Tualatin Valley Economic
ment Corp. is one such effort. Development Corp. was founded
These economic development just two years later in 1984 to
programs grew out of the decade of market the entire Tualatin Valley. As
the 1960s when local government Oregon moved through the 1980s
and non-profit agencies worked to more associations and agencies were
retrieve "blighted" areas of die cities created to market business locations:
through urban renewal programs. 1-5 Corridor Association, Sunnyside
During the 1970s, economic 205 Corridor Association, Columbia
development still meant redevelop- Corridor Association and Clackamas
ment. urban renewal and subsidized County Development Agency.
housing. Even during the mid to late We arc fortunate in the 1990s to
1970s, a prosperous time for our be experiencing an expanding in-
region, the focus of "economic dustrial base, business diversifica-
development" remained on lion and a growing population. The
redevelopment and urban renewal. economic cycle has reversed. With
A national economic downturn the new growth in population and
accompanied die 1980s and Oregon business expansion and with federal
was particularly hand hit. With the air and water quality regulations.
increased need to 'diversify our comes a new environment in which
economic base and build business business * operates.
stability, Oregon entered a very TVEDC has a more challenging
competitive national market for role - working to rind solutions to
business relocations. our region's growing pains. The cor-
poration's. mission is to foster a
P
• STATE OF OREGON INTEROFFICE MEMO
Western Bypass Study July 23, 1990
DATE:
To: Committee Members
FROM: Michal A. Wert /
• Special Projects Manager
SUBJECT: - Hillsboro Araus Interview
You may have seen a copy of the attached interview of Robert Bothman, Director of the
Oregon Department of Transportation, in a recent issue of the Hillsboro Arjzus. This
article has caused concern that ODOT is not following a fair and objective process for
analyzing transportation needs and possible solutions as part of the Western Bypass Study
and that the outcome of the study has been pre-determined.
At the outset of this study, strong commitments were made to me and were transmitted
to you that this would be an open process that may or may not result in recommendations
for construction of a highway bypass facility. As a follow-up to the Argus interview, I _
was again assured by Mr. Bothman that it is his personal feeling that a transportation
facility will be shown to be necessary, but that the department is committed to and will
support the final recommendation of this process whether or not it is a highway facility
(see enclosed letter). This commitment has been reenforced by Michael Hollern, Chairman
C of the Oregon Transportation Commission. Mr. Hollern has reaffirmed the direction and
intent of the Oregon Transportation Commission that the Western Bypass Study will be
conducted in a fair, objective and open process which may or may not result in a highway
facility.
The Study Team and I are committed to continuation of the Study under the same
objectives and understanding with which you agreed to serve on the Citizens, Technical,
or Steering Committees. With assurances that the outcome of the process has not been
pre-determined, I feel we can continue with the study now under way.
I regret if this interview has caused you concern, and assure you that the time you have
invested and your participation as a committee member has been and will continue to be
very valuable in addressing this important transportation issue in the Portland metropolitan
area. If you have any comments or questions, or would like to discuss this in more
detail, please feel free to give me a call.
MW:amM271390
Enclosures
cc: Michael Hollern, Chairman, Oregon Department of Transportation
Robert Bothman, Director, Oregon Department of Transportation
Don Forbes, State Highway Engineer, State Highway Engineer
l Don Adams, Region Engineer, State Highway Division, Region 1
si.~ze.~ae~
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Governor Neil Goldschmidt
Secretary of State Barbara Roberts
Attorney General Dave Frohnmayer
Congressman Les AuCoin
Susan Brody, Director, DLCD
Bill Blosser, Chair, State Agency Council on Growth Issues in the Portland Area
Joint Legislative Committee on Und Use members
Speaker of the House Vera Katz
Representative Tom Brian
Senator Jeanette Hamby
Representative Delna Jones
Senator Bob Shoemaker
Ron Schaadt, ODOT, Western Bypass Study
Bob Brannan, PBQD, Western Bypass Study
Jeanne Lawson, Jeanne Lawson Associates, Western Bypass Study
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ODOT director says
bypass road inevitable,
By DOUG BROWNING As a partial solution to that
Of the Argus _ problem, ODOT will limit the now of
„ traffic onto the freeway with traffic
Bob Bothman, director of the lights on all the on-ramps, an access
Oregon Department of Tran- : management technique known as
sportation, is not afraid to say what "ramp metering."
some of his subordinates have to ti Bothman says the interchanges
tcearound: will be improved before the highway
There eventually will be a road is widened because ODOT agreed to
between Hillsboro and Tualatin, delay widening work until the region
what's generally called the Western makes a decision on the proposed
Bypass. Westside Light Rail project.
ODOT is studying several alter- If built, the rail line would share
natives for the corridor between the . the Sunset's corridor from the tunnel k
two cities and won't have a
recommendation about what to build in Portland to the Highway 217 in- c
until the stud terchange.
y is completed next R It wouldn't make much sense to
year. delay traffic by widening the
But Bothman says count on it, freeway, then disrupt it again later
there will be a highway of some to build light rail, he said. And
kind. separate projects also would be
Reminded that opponents claim more expensive.
such statements show ODOT is Tri-Met will ask the federal Urban
biased in favor of a highway, as Mass Transit Administration next ,
opposed to transit, Bothman clearly J year to approve the rail project and
is exasperated. BOB BOTHMAN provide 75 percent of the con-
"Oh, for crying out loud. struction money.
Something's got to be done. I was the Sunset Highway or Highway 217 The state, through ODOT, will
born here. It's so obvious with the area long way away," he said. provide another significant chunk of
growth that's already occurred that In fact, the Sunset will get a lot the costs.
some solution is needed. worse before it gets better because it
"Even if you're going to hop a bus, will be almost continuously under
you've got to have a road to drive it construction for the next decade. 44VO support
on. You're going to have to have a Crews begin rebuilding the Cornell F
corridor to get around the west Road interchange this summer.
side-the only issue is what goes in Before they finish, other crews will
it." begin rebuilding the Murray Road
For bypass advocates, that's good interchange-, and before that's
news. Now for the bad news. through, reconstruction of the 185th
"It'll be 20 years before the bypass Avenue interchange begins. i
offers Hillsboro any relief from Bothman acknowledges that ®Aft congestion," Bothman said, noting people will be justified in wondering }
that the road would be built from about the department's priorities.
south to north. "Yeah. I know we're doing it
That's not the only bad news backwards," he said. "We're
Bothman had to report in a recent rebuilding the interchanges so more %AA.
interview. people can get onto a freeway that's United V W6z ~
"Any significant improvements on already at capacity."
u►~~sb~oro (Js 7~5fq~
s
J• r
~ t
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v,
S
Department of Transportation
C_
NEtL OOtDHM1DT TRANSPORTATION BUILDING, SALEM, OREGON 97310
r.
In Reply Refer To is
Ir
File No.:
July 20, 1990
k
3
i
Citizens Advisory Committee Members
Technical Advisory Committee Members ~
Steering Committee Members
Subject: Western Bypass Study
Some of you may have read the Hillsboro Argus Jul 5, 1990 article that
y presented my
views on the Western Bypass. The article may have led you to believe that the Oregon
Department of Transportation has already decided the outcome of the current Western
Bypass Study. I wish to personally assure you this is not the case.
The positions presented in the article were my personal views as a long-time resident of
Beaverton--not as Director of the Oregon Department of Transportation. Based on past
studies and on projected growth, it is my personal view that a transportation facility will
be shown to be necessary; this could be a transit or a highway facility. My personal view
will not and cannot bias the outcome of the current study; the Department is committed
that the final solution will be determined by the study and will be based on solid technical
information and on the values and needs of the community. Also, the final decision
does not rest with me, but with local government and with the Oregon Transportation
Commission.
You have and will continue to play an important role in development of a solution to
the transportation problems in the study area. Michal Wert, as ODOT project manager,
has been given a clear directive to develop and maintain an open and objective process.
I am committed to this process and thank you for your participation in it.
Robert Bothman
Director
RB:MW:L271890
cc: Michal Wert, Special Projects Manager, ODOT
Don Adams, Region 1 Engineer, ODOT
i
731-0146 (11-89) AN EQUAL OPPORTUNITY EMPLOYER
f
• F'
B2 ® 4M•MW THE OREGONIAN. FROM. JULY 6. 1'990
COMMUNITY
~ •HUlaeoro■ ■ aeviAOr1~ NEWS AND
FEATURES
ti. T•_•: Tuafaun■
ME
%7 A
• ..Q:
I Survey indicates tri-coundy residents* in favof s
YF
Pol l's sponsors say results put end to myth.* nstruction or the bypass when the pollster 'and higher in Clackamas and Multnomah ; County. '
stated the question simply. They also counties where 67 percent say they never Reasons not to build it generated mixed
opposed it if told it would pave farmland. travel it Washington County residents said responses. The most frequent opposition was
of opposition to proposed westside highway The poll by the Western Beltway Coalition 27 percent of them made two trips a week on based on the cost, with 29 percent mention-
was weighted toward Washington County, Oregon 217, 22 percent reported they made ing that element Destroying farmland was
By ASHBEL S. GREEN improve the flow of traffic. with half the people contacted' living there. four to eight trips a week and 15 percent said cited by 24 percent, followed by increased
c1 raeonygon/anstaN The strong desire to see congestion les• Multnomah County residents made up 31 they drove it between to and 16 times. taxes at 15 percent, growth and relocation
sened was not surprising: 90 percent of perc ent and Clackamas County provided 19 Even when Oregon 217 is crowded, nearly problems at 7 percent each, urban sprawl at
Just build It Washington County residents polled said Percent half the people polled say they simply tough 5 percent and the location of the roadway
That's what most residents said when they drove alone to work. The figure was 75 Most of the people surveyed - 61 percent out the traffic jams and don't seek an alter- at 4 percent , .
they were asked about the westside bypass, a percent in Multnomah County and 79 per- - lived in Oregon 10 years or more, 13 per- nate route. The people who said they would support
proposed highway from Interstate 5 to the cent in Clackamas County. cent were residents between three and 10 When it comes to solving the traffic prob. the bypass also were asked if they would
Sunset Highway. • Some residents opposed the bypass when years and 6 percent lived here less than " lems, 53 percent said they would support change their mind if the road went through
The Western Beltway Coalition paid for a told it would pave farm and forest land, three years. building a bypass, 18 percent were against it farmland. Slightly ovet half of them - 51
poll of area residents to learn their opinions while others said that was not an overriding Almost two-thirds of the group work out. and 29 percent didn't know. In Washington percent - said "no" and 30 perceat said
and concerns about the highway proposal. concern, side their home, with 65 percent also saying County, support was higher at 57 percent, "yes." A: smaller percentage in Washington
The coalition, a group of business assort- they work outside of the county in which opposition slightly lower at 17 percent and County - 25 - were willing to change their
ations that avidly supports building the The poll covered the three counties and they live. And most don't use public trans- the number of people who had no opinion minds, and at 55 percent, more of them were
westside bypass, got what it wanted included 634 registered voters. Western Atti• portation. Eighty-three percent drive to dropped to 26 percent In Clackamas County willing to say "no" they wouldn't change
The poll shatters the myth that area resi- tudes Inc., which conducted the survey, says work alone, 7 percent ride in a carpool, 6 .the support was 56 percent, and in Mult- theirstance.
dents oppose the project, said Charles A. . It is accurate to within 5 percent . percent use T TI-Met and 4 percent use some nomah County it dropped to 46 percent. Of the people who said they opposed the
Hales, a beltway coalition member and vice Friends of Washington County, a group other transportation means. If support was somewhat varied, the rea- freeway through farmland, 20 percent said
president of governmental affairs for the Ho- that advocates slower growth, recently Oregon 217 - the road to be helped by sons for needing a bypass were uniform. they would change their stance if the road
mebuilders Association of Metropolitan released its own poll of Washington County construction of the bypass - isn't used by Improving traffic flow was cited by 75 per. does not also mean an expansion of the ur-
Portland, residents. Those surveyed said they felt 48 percent of the people polled. As expected, cent overall, breaking down to 73 percent in ban-growth tioundary, while S7 percent said
Many of them said the most Important growth was the greatest threat to the quality the figure Is lower in Washington County, Washington County, 75 percent in Multno- that would not affect their stand. The rest
reason for building the bypass was to of life. A majority in that poll also supported , with only 28 percent saying they don't use it, mah County and 78 percent in Clackamas said they didn't know, -
w . ® s
i
•::•a`
7 -K
Survey indicates strong support for westsid a bypass
Oswego, is a response to earlier sur- Tualatin Valley Economic Develop- remaining 26 percent were un- surveyed favored the bypass with a
By MATT BUCKINGHAM veys by Moore Information Inc., ment Corp., says the new bypass decided. 5150-million price tag, but support
Of the Times which reported last January that survey by Western Attitudes evens Regionally, 51 percent of the for die project slipped to 28 percent
only 44 percent of the voters in the score. voters surveyed favored the project when farmland and increased
A majority of voters in Washington County support the The survey asked 634 voters in while 19 percent opposed it. Thirty development were added to the e-
Washington County support con- bypass. the tri-county area, 315 in percent were undecided. quation-
sauction of a westside bypass link- That survey, conducted by Washington County, whether they The Moore survey asked 300 Another Moore survey, commis-
ing Interstate 5 with Sunset High- Robert Moore for a newspaper would support or oppose the voters whether they would favor or sioned by 1000 Friends or Oregon in
way, according to a new survey column in the Oregon Business westside bypass. oppose spending $150 million for April reports support for the bypass
released this week by the Western Journal, gave bypass opponents Fifty-seven percent of the voters the bypass and then how they would ranging from a low of 32 percent to
Beltway Coalition. political ammunition to discredit the surveyed in Washinglua County said feel it die project removed farmland a high of 61 percent depending on a
The survey, conducted in April project, say bypass supporters. they favored the project. Seventeen and increased development.
by Western Attitudes Inc. of Lake Mary Tobias, president of the percent said they opposed it, and the roily-four percent of die voters Turn to BYPASS, Page 3A
Bypass continued from Page IA
variety of cost, traffic and farmland become undecided. coalition of business leaders who ment of Transportation's Western
factors. Improving traffic flow was the favor the bypass, commissioned the Bypass Study identified goals and
Tobias says clouding the bypass leading reason for favoring the survey at a time when land-use ac- objectives for that study Tuesday
question with cost and land-use fac- bypass, with 73 percent of the tivists seem to be tearing city and night.
tors is unfair: "We- didn't think-in a bypass supporters identifying that as county planning efforts apart, Tobias The committee is now drafting
head-to-head survey of 'do you or the No. 1 reason. said. evaluation criteria for the study to
don't you support the bypass?' that Loss of farmland was the leading It worries me because Oregon is meet those goals. A public informa-
the question was asked in a clear reason for opposing the project at 29 just becoming competitive again," tion meeting to discuss the criteria
enough way to get an answers' percent, with 21 percent of the Tobias said. "If you cannot move and present planning " maps is ;
bypass opponents identifying cost goods and services and people, you planned for,July 26 from 4, to $ p.m.
The coalition's survey asked and 'another iS percent pointing to can't compete." at the Tualatin Valley Fire and Res-
questions about the farmland issue. increased taxes. Meanwhile, a citizens advisory cue center, 20665 S.W. Blanton St.
Twenty-five percent of the The Western Beltway Coalition, a committee for the Oregon Depart- in Aloha.
Washington County voters who
favored the bypass said they would
change their mind if they knew the
project went through farmland.
Another 20 percent said they would
4
low
28 _ JuIY 4,
June
rtion va]3eY 'pimeS ?t
Bevve
a i
O Arc
. tam and
r and p'ng
Wth I ro
Pmef ng the
,ays gro f0rest-10d rcent of
undecided. and is- $eYenty-eight a they pportea
SLI Y rve of Washington County wete much grow opulau'onate fir, voters sw*t nur sa bo`u►da~Y
v'tconmenml issues we ~pon_ the us nin deve ogrowth a dO Only tj t
Friends o n house ht Too eyed 11 hold its rust P1 the Portland sues such as
the 1AAM wr at 14655 and en emeot of mwt to the to co favored exF
TT BUCIGING ursaaY) auditorium, lifted by 5 F
MA thre Colin- Per county
Times General Electric or
BY of the cholls Fe l~astRoad. er from dents the ma Wash►ngt°acntitied boundary- Friends of Wash'ugt d educate
tim S.W. Otd S of life in
p - Three Tas Son Fort a tuna resident of the qualtty n Percent estthreat• to inform f~rcials
gILLSBOP-rowth laps and F Washington ty, SeventeES thebigg intends Its and Publico k
think g bigger Nord' P . Wends of ef- a or drug was eitixe
many residents a d F ~ ify the crim elopment Private uenceS of uric'
a County 's group- swan f ocmed w unoups to Residential devmen of the abut the con ban and ru~r .
th-related issues
VOW washing,,,,, d drugs• ac- County vanous citizen glaws and by 36 t threat to ed rowth in ur fact
threat to a an of use perceived the r% ealest g u to the
livability than crimby a new forts a Oregon land respondents County's farm. and ..We have to face aluable resour-
w survey preserv nth~d o 'the 3p4 Washingtot< for war
cording are wasting
than. the urban
citizens coal' ed last week Fifty-nme Fe said Washingto M fotestlands. of the voters rated ~t now whichaewill need
The survey, releas Moore a ed 0 fast, ,quacters vernmen to
p rd by stuy Y wing too Three- go t uue Fartsa<
d to F isstoned voters county was gr0 l1eved the hutgton average to go, at
and conaucte was comet any 36 Femen~ `,about W rfonnance as
ation Inc.. County, a C
hile Y to of grow as
Percent pe
Inform f W Ehi an las►dowtters wC.Ounty
rcmamtng
aders concerned right„~s'me
never coalition o leTura
and community
tsslies
abontland use •
- i
4
i
Founded Der-4. 1850. Established as a daily Feb.4,1861.The Sunday Oregonian established
Dec. 4,1881. Published daily and Sunday by the Oregonian Publishing Co..
1320 S.W. BroadWav, Portland, Oregon 97201
FRED A. STICKEL. President and Publisher
WILLIAM A. HILLiARD, Editor PATRICK F.STICKEL, General Manager
PETER THOMPSON, Managing Editor BRIAN E BOUNOUS, Advertising Director
ROBERT M. LANDAUER, Editorial Page Editor PATRICK L MARLTON, Circulation Director
DONALD J. STERLING JR. Assistant to the Publisher
WEDNESDAY, MAY 30, 1990
i`.
f
:r
Bypass in planners"court
All this court activity, yet the lacked jurisdiction to take the case.
Portland-area westside bypass E
( stands neither blessed nor cursed by Nonetheless, backers of the
i judicial judgment. So it is time to get bypass have not been given court
clearance to build the road. If that t.
the issue back where it belongs - in k;
the planning process. decision ever is made, LUBA clearly
The Oregon Supreme Court, in will have jurisdiction to consider the
case, and it already has indicated its
upholding the Court of Appeals, did
position:
not give opponents of the bypass the Freeway bypasses may not
victory they hoped for. What they bypass land-use laws..
Ind sought was along the lines of a So it is best to proceed with the
Land Use Appeals Board ruling that process now under way: Weigh uses
premature commitment to building of the land, traffic conditions in the
the freeway bad been made. ' Tualatin-Hillsboro'corridor and the
The higher courts said LUBA act- various ways they can be addressed.
ed hastily. Since land use had not Then come up with a proposal, which
been affected, the appeals board may or may not be a freeway bypass.
t_
~ -Meat
Citizens For Balanced Transportation
GRIBLOCKED
GO I NS
ORwlhm"
BACKGROUND INFORMATION
WHO:
We are Oregon citizens who support the development of a
balanced transportation system in the greater Portland
Metropolitan area.
We believe that a balanced system of light rail, buses
and properly planned highways best serve us all. We believe
all areas should be served equally and that no one group
should benefit at the sacrifice of another.
Misinformation about the Westside Bypass is being
disseminated throughout the Portland Metropolitan area by
organizations against freeways, expressways and other
highway transportation needs.
PURPOSE:
We are aware of and in support of healthy growth in our
community and Oregon. We also believe in the need to
r
protect our environment in the process. Most of us are
native Oregonians who have raised our families in the
i
Portland Metro area.
We have seen strong growth over the last 20 years and
a
i
t believe that Portland has become one of the finest metro E
E
areas in the country. We know that since the region is an
3
P.O. Box 1790 • Aloha, Oregon 97007 • Phone 039-0351
r -
r
important part of the Pacific Rim - growth is inevitable.
We support regional transportation planning, including
METRO's Southwest Corr idor+Study, and want to expedite the
thorough stud-y now being done by ODOT. We intend to inform
citizens of the importance of supporting a long range
balanced transportation plan for Washington County, while
protecting the environment and farm lands and without
crippling future transportation needs.
Therefore, we invite citizens of Oregon to join our
efforts to maintain a balance between our beautiful
northwest environment and moving people.
rr We offer a credible voice for the silent majority in
l~ Washington County.
WHY:
A healthy environment involves much more than saving
trees and animals. It also involves people: our elderly,
our communities and our children.
The need for additional North/South alternatives exists
now and further delay will only create additional hazards
and alternate routes through local neighborhoods.
We have created a non-profit organization to counter-
act ideas we believe will stifle growth in the Oregon
economy and will hurt our environment by preventing well
rr planned transportation systems from being developed until we
t\ are all Gridlocked Oregonians.
T
SENSIBLE
TRANSPORTATION
- OPTIONS FOR
PEOPLE
UP'DATE
MAY/NNE, 1990
CALIFORNIA WITHOUT CARS? An Arranged
STATE CHARTS NEW DIRECTION Marriage Leaves
ment equated transportation planning Out Public Transit
Mass Transit Sys- with building more freeways. Now it is
terns Mixed-Use taking a surprisingly strong interest in By Harriet Parcells
mass-transit development. National Association of Railroad
Clusters in the Works Passengers
Within the next three to four (Reprinted from Environmental
years, California's Department of Action. July/August, 1989)
By Walter Truett Anderson Transportation hopes to start work on a
(Reprinted from The Oregonian. 2/23/90) huge network of new mass-transit America's so-called love
systems, some of these connecting affair with the automobile has largely
California, which led America suburbs to urban centers and some of been an "arranged marriage". For 30
and much of the world into the automo- them linking urban centers such as San Years. U.S. transportation policies and
bile age, is beginning to lead it in Francisco and San Jose, Orange County funding, tax code provisions and other
another direction. Beset with smog, and Los Angeles. What these systems important federal policies have fostered
congestion, marathon commuting may look like - whether they will be an auto dependence at the expense of
distances and astronomical highway light rail or heavy rail, subways or cost-effective and more envirorunen-
construction costs, Californians are overheads or various combinations - is tally sound means of mobility.
working on a new vision of the future - yet to be determined
one that looks much less like turning While a highway trust fund
the world into a parking lot. "The argument now,- a state was created 32 years ago, a transit trust
For decades the state govern- planner said, "is about what kind of fund was established only six years ago
(Please turn to page Sj (Please turn to page 6)
The Oregon Department of Transportation (ODOT) is soLcttrng public comments on the
Bypass and the Western Bypass Study You can request to be natifed of Study tneetrngs and
;.other pubitc mee togs on the Bypass, or,you can express your ideas byphone'or maxi
Yoicmg yaur concerns about the Bypass is very important
. r ry Y
Wjnte Western Bypass Study x Call on
Scbaadt' 653 3269
2
S
Oregon Department of Iran nation ,
or
9002 SE Mcloughhn Blyd Jeanne Lawson X35 3881
x ~
1~2tlwattkte, OR ,97222
< t
page 1
UPDATE - EDITORIALS I
Metro Ignores Bicycles and Bypass is an " L.A. Solution"
Pedestrians
By Dann Hoyt
By Molly O'Reilly The same people who gave us traffic bell in
Metro has a huge, computerized transportation Beaverton and Tigard now want to make the Tualatin River
Valley one big strip development.
planning model, on which all transportation planning
decisions in our rdgion are based_ This model predicts our The Western Bypass freeway is an Access Oregon
travel patterns in the future. Surveys are done of actual Proms with neither community support nor technical merit.
movement in our communities to keep it accurate. Bicyclists The $200 million project exists because of the political clout '
and pedestrians are counted, then they are "dropped out": of the Washington County development interests.
What does that mean? There is no way to predict The Bypass is the biggest land use issue facing the
the positive effects of building housing within walking state. Washington County will continue to be one of the
distance of work. Encouraging cycling to work (good bike
fastest growth areas on the west coast with or without a
routes, showers at work, etc.) cannot be measured by our Bypass. The issue is quality of growth not quantity. The
planning' Bypass is the "LA solution" for our future.
In Denmark and the Netherlands, 40% of all trips
independent survey in February showed by 2 to
are by bicycle. Walking is a popular way to "get there" all
over Europe. We cannot even visualize encouraging those in I that Washington County residents oppose the BypassI
our region since these sensible transportation options are This project is politically driven by development interests to _
expand the Urban Growth Boundary. The project is out of
excluded from our planning. You have to get into the
motorized mode to get there, in the Portland region, our touch with current community views on growth, transporta-
"model" tells us! lion, and the environment
Of course we build more highways and freeways! Just like Metro's 1987 Southwest Corridor Study,
ODOT's current Western
Bypass Study is a self-
;Mks fulfilling prophecy, The
LLiC politics, funding and major
actors all favor only one
option: afreeway.
H11~ '1 For the cost of the
~S}~I Bypass we can widen high-
D rr ways 217 and 26, and build
WIC light rail in the 217 corridor
' between Beaverton - connect-
ing with Westside light rail -
and Tigard. This investment
r. would provide sensible
transportation for sensible
Y growth.
Don't let the interests of
a few developers dictate the
characterof your community.
T Don't let the mistakes of LA,
N J~" San Jose; Seattle, Houston,
Denver, and others repeat here.
Get involved!
page 2
t
LATEST HAPPENINGS
- EARTH DAY 1990: Oregonians Will Vote highway projects in Seattle and other
Millions Around the On Transportation metropolitan areas. Of concern was
Project Manager Bob Brannon's refusal
Globe Participate Issue May 15th toconsider reconfig'uattonofcompre-
y hensive ph uls and zoning patterns to '
Despite the rainy weather, On May. 15th, Oregonians will shift population growth away from
already overstrained highway networks
Earth Day 1990's Portland celebration have the opportunity to vote on a and into ~ which can way utilize
proved to be a lively one. Local transportation issue. If it passes, Ballot
existing or planned mass transit
organizers ieported a turnout of 22- Measure #1 will allow bxW voters to networks. The obviods advantages of
25,000 people who marched, drummed, spend local vehicle fees for a variety of such a strategy would be sparing
ate, sang, planted trees, or just simply transportation improvements. Oregon taxpayers the cost of a $200
visited the many booths set up for the million or more Westside Bypass as
fair. Globally, about 200 million from Our current state law man- well as curtailing suburban sprawl.
140 countries participated in Earth Day dates that these fees be used for road
activities, a turnout which is double purposes only. Ballot Measure #1
The committee also partici-
what organizers had hoped for. changes the constitution so that local pated in a process designed by ODOT
voters can determine whether local aimed at identifying major public
Many thanks to STOP volun- vehicle fees should be used for transit. concerns which should be considered
teers (you know who you are!) who community shuttles. special elderly and during the study. Using a vaguely
staffed our booth at the Earth Day Fair. handicapped services, or roads, or any worded list compiled from public
They reported a very active booth, with combination of these. The idea is to meetings and the CAC, committee
over 170 visitors signing letters to their give each community the power to members ranked the five most committee
elected officials, expressing concern address its own particular transporta- rant concerns. Quality of life. impor -
r conges-
about the Bypass. lion needs by giving local voters
tion, and urbanization were among the
control over how local fees are used. highest ranked concerns of the CAC.
STOP's bicycling enthusiasts much of the discussion
reported a very impressive turnout for Ballot Measure #1 does not Unfortunately, about these issues was within the
the Earth Day Bike Commute Day in affect state vehicle fees and fazes, context of a bypass being constructed, a
Washington County, April 19. A which will continue to-be entirely bias not discouraged by ODOT
whopping 1010 people - a number dedicated to state roads and highways. manager Michael Wert
greatly exceeding the turnout for the Also, Measure #1 does not impose any
same Portland event - bicycled to 20 dif- new fees or taxes. -Sheila Crur.. The next CAC meeting is set
ferent destinations, showing evidence of for May 21st, at which time draft
support for alternative forms of transpor- goals and objectives statement will be
tation. -Sheila Crum CITIZENS reviewed. In the interim, two public
ADVISORY workshops will be held for identifying
STOP v. Metro additional public concerns.
UPDATE COMMITTEE A truly objective study will only happen if the public serves as
The Court of Appeals is watchdog over this process, only fitting
currently reviewing our petition, to since the public will ultimately pay the
determine if they want to hear our case The third meeting of the price, both financial and otherwise, for
again. If they don't, the case goes to the Citizens Advisory Committee (CAC) of whatever solution is chosen. Protect
state Supreme Court, which may choose the Westside Bypass Study took place your own interests as well as the
to hear it or not If the Supreme Court in Tigard on April 18, L990. The CAC interests of your community. Attend
chooses not to hear it, the ruling of the was introduced to the members of the the CAC meetings and public work-
Court of Appeals stands. If the Court of consulting firm of Parsons, Brincker- shops. Speak out on how you feel
Appeals passes it on to the Supreme hoff, Quade & Douglas which will be about the Westside Bypass. Your CAC
Court, we probably won't know of its overseeing the project The firm has representative cannot do it alone.
disposition until June. - Meeky Blizzard experience with mass transit and -Dave Mazza
t
page 3
r
Myths of Traditional Traffic Planning
BY rMEEKY BLIZZARD
(Adapted from Traffic Calming, which And if it is easier and cheaper to travel Bigger roads do enable us to
is available for $17 Australian, from by car than by bus or rail, most of those travel faster further by automobile.
Citizens Advocating Responsible commuters will drive. And if it is What they don't do is allow us to
Transportation, 50 Exeter Street, easier and cheaper to drive alone, most achieve many destinations easily.
Ashgmve Q 4060, Australia. Used of these cars will carry only the driver. Here's why:
with permission)
On the other hand, if ample • Bigger roads encourage a city to
My1h #1 TratTic projections are jobsand housing are located in the spread out, requiring people to travel_
'important in deciding what roads are same community, there is less need to further to reach jobs, shopping, and
needed. commute to distant locations twice a recreation.
' day. And if public transit can move
Most transportation studies people easily and cheaply, people will • Bigger roads discourage compact,
base future traffic demands on current use it functioning communities. Instead of a
trends, population growth and present five-minute walk to a local shop,
travel habits. This approach seems In short, our travel behavior is residents must drive 20 minutes to a
entirely reasonable until you realize largely determined by policy, not by large shopping mall.
that it assumes the present situation is innate habits or inevitable circum-
Not. stances. • Bigger roads concentrate traffic in
only one location, rather than spreading
But why should we be Myth 43: We must provide for it out over an efficient network of local
projecting our current problems into the predicted traffic growth. roads. The result? A high probability
future? Why not plan our transporta- of congestion, simply because there are
Lion needs on what we want, rather than Traditional planners claim we no alternate routes.
on how things are now? must build bigger roads to accommo-
date the forecasted traffic growth. Bigger roads discourage use of public
Mvth #2: Planners are not respon- transit, adding even more cars to the
sible for how much people want to But it is universally acknowl- road. And each additional car requires
use their cars. edged that new or upgraded roads 30 times more road space to move each
actually generate new traffic, rather person than a bus or light rail car.
Our present travel habits were than reduce it. Why? There are several
not inevitable - they were the direct reasons: The net result of bigger roads
results of choices and policy decisions is that we are condemned to spend
made by officials and planners. • People take more and longer trips more and more time behind the wheel
when access is improved of a car to reach fewer and fewer
In every city of the world, the destinations. We are, in essence, on a
volume of traffic is limited, intention- • People also take jobs further from technological awdmilL• we have to run
ally or unintentionally, by measures their homes, now that it's easier to get faster just to stand still.
adopted by governments. If these there.
measures were relaxed, there would be more traffic; if they were strengthened, Bigger roads benefit more
When car travel time is reduced, people than they disadvantage.
there would be less. In other words, the people abandon transit
volume of traffic in a city is not Planners are firmly convinced
something that just "happens" - nor is it • As transit loses riders, it loses money that bigger roads benefit society
something that has to haRpCn. and decreases service, forcing more overall. But is this true?
people to return to their cars.
Traffic patterns are the direct These groups (often over-
M% uT of land use and transportation In fact, there is a "Parkinson's looked by planners) do = benefit from
policies. If affordable housing is not Law of Traffic": Traffic expands to fill bigger roads.
available near major employment available concrete.
centers, for instance, there will be large • The poor, the elderly, the handi-
numbers of people who must commute Myth #4 Bigger roads increase capped, and the disadvantaged depend
twice daily between homes and jobs. people's mobility. not on cars but on public transit, shared
page 4
rides, biikas, or walking. Yet building space, and irreplaceable resormce lands. light rail systems and commuter zinc
bigger roads decreased the viability of -
public transit and the possibility - as It makes you wonder exactly Even Los Angeles is begin-
well as the safety - of walking and who does benefit from bigger roads ning to show a real, if somewhat
bicycling. anyway. (A look at the membership overdue, interest in alternative ap-
list of the Western Beltway Coalition proaches to city planning. Mayor Tom
• Children suffer from loss of mobility. provides some insights to this answer.) Bradley has become an advocate of
loss of play space, and health hazards "mixed-use projects" that combine
from excessive noise and exhaust at businesses and residences. He recently
nearby homes acid schools. surprised developers of a huge new
California Without suburban project, Porter Ranch, by
• Local businesses suffer when local insisting that they add some mixed-use
communities are carved up by large Cars construction and a shuttle-bus system
road developments. Some businesses (Continued front page 1) to enable people to get around far local
close due to lack of patrons. Local errands without using their carr,
employment opportunities decrease, mass transit we build, not whether we
fiuther eroding support for the busi- build it." - The South Coast Air Quality
nesses that remain. Management District, whose authority
The new mix of private covers Loos Angeles and Orange
- Motorists suffer from increased automobiles with mass-transit may also counties as well nearby inland
traffic and congestion (See Myths #3 bring a mix of public and private regions, recently adopted a Clean Air
and 44). financing. The California Legislature plan that calls for a radical shift away
recently passed a "privatization bill" from internal combustion engines.
• Residents are now required to pay for that will make it possible for private Over the next 20 years, according to the
water and sewer systems, schools, and entrepreneurs to raise their own capital, plan's timetable, Southern Californians
even more miles of roads to service a develop transportation systems and run will first get used to "clean gasoline"
larger urban area. In the meantime, them at a profit About 65 fink plan to cars and alternative fuels and then
they have often sacrificed viable submit proposals for new developments begin to drive around in electric
communities, unique landmarks, open that will include such alternatives as celtlCleS powered by batteries c., fuel
Y:.
.:..:.:::.t}'•::,}::.} T:.:x:'•MiY>.:1 }4 :yam.;nrv
Mi. 5 o M e-r Imes Some California designers and
I THtnfK ` developers are already planning
communities based on mass trait 1
San Francisco architect Peter Calthorpe
a . O << has designed a new town to be built
; t \~•t : ` near Sacramento, the state capital. It
.
• 0 will be the rust major urban develop-
` . • ` merit in the state planned specifically
_ around mass transit instead of the
automobile.
The key to the new urban
design is what Calthorpe calls the
1F YYt: 4Z1=ALLY "pedestrian pocket.- This is an
WE pRO6A3_Y
KN W WN 4T WOULDN'T bE integrated neighborhood of homes.
VYE WERE Do kC-r DOING IT ? x apartments and businesses, clustered
O along landscaped streets that connect to
amass ttzansit station. The houses have
01 ` x garages recessed into the sides of
O O houses. The attempt is to give a pre-
= automobile "small town" feel to this
21st century suburb.
Laguna Creek Ranch residents
can drive to work if they want to, but
(Please turn to page 6)
page 5
California Without that put workplaces and raidences automobile and the lifestyles that go
close together so that people can get to - with it art built firmly into the free-
Cars work on bicycles or eves an foot. ways, the sprawling suburbs, the
• zoning laws and the attitudes of most
(Continued, from page 5) An old foe of the automobile, Californians. "It will probably take a
they will have the option of riding on Register once proposed a national long time," Register conceded, "to get
buses and an extension of Sacramento's memorial observance of one H. H. people to realize that there is really a
light-rail system. Calthorpe is already Bliss, a man who was rum down by a serious problem with the automobile."
exporting his ideas; similar communities tpxi in New`York City in 1899 - and
will be built in Florida, Washington became the first pedestrian killed by a
state, Connecticut and Colorado. car. Arranged Marriage
(Continued from page 1)
All this is heady stuff for Register insists that there are
California, yet some ecologically many connections between urban amidst vehement protests from the
minded activists are doing all they can to planning and the global eavironment. highway lobby. Only one penny of the
push the changes even further. The " Ibe way we build our cities and nine cent federal gas tax goes to transit;
basic design problem, according to towns, and the way we live in them, is the remainder goes to highway pro-
political organizer Richard Register, a a major cause - perhap- the major cause grams. Federal transit funding.
Berkeley artist, is not how we get from - of environmental degradation on meanwhile, has plummeted from $4.6
here to there, but why we always need to planet Earth." billion in fiscal year 1981 to $3.15
be going somewhere. billion in fiscal year 1989, a 32 percent
Urban Ecology is holding the cut and approximately 50 percent cut
The model of Register's group, fast "zcological city" conference in taking inflation into account.
Urban Ecology, is "access by proximity Berkeley to bring together city planners
not transportation." and urban activists from around the The result? Cities are swayed
world to discuss new approaches to to construct expensive new highways
The cause of dependence on the integrating transportation and city instead of investing in cost-effective
private automobile, he said, is an planning. One of the featured speakers light rail because lots of federal dollars
unquestioned assumption that the only is Peter Calthorpe. are available for roads, not transit, and
way to plan cities is to keep business, at a better matching ratio.
industry and residential areas strictly Although the state is currently
separate from one another. He favors a seething with such anti-automobile Tax code provisions discrimi-
drastic reshaping of cities, "zoning for activity, the coming change is not nate as well. An employer can provide
diversity," to create more neighborhoods likely to be a U-tum. The private flee parking to auto commuters, a tax-
free benefit worth $200-S400 a month
k in major cities, but can only reimburse
~3OA MEMBER t~RO~tCE. $15 a month those who use public
rt Forty-three percent of those
=ispo
who drive to downtown Manhattan
Cl{'ER+~YL 7YL 0~
enjoy free parking.
Cherryl Taylor is STOP ..Secretary She is also a mother of 6, walnut u.
For the r and elderly, mass
:farmer, and medical technic ian She fives m the Bypass comdor ..Yo w ever p°O
transit is essential to getting to jobs,
::`wandered through the Saturday market, chances are you ve seen Cherryl or her
h
hfe is makes you health care, shopping and other basic
:da 69: hie selling theirnuts Knowing Cher "I and how full her
nt of households
wonder where she fi nds the time to be involved with STOPt E> needs. Forty pence
,
tems repo rt
Cherryl moved to the l?ortiand area in 1966 after growuig t<p m the us os . 98 ~S m under$e sys000 had n
percent of riders are 65
more ekes area and liviri in Alberta, Canada Ore on seemed to have some of the 80
g 8 g or older
than best of both worlds Cherryl remembers what LA used to look like__valley of t*:,::::,e'. years or older.
angels
Despite federal discrimination,
> and ess
teak are
Knowing both the Los Angeles of yesterday d the carne (butVery public it an succ
Arms of our
transport
differently southern Cahforma megalopolis of today is what motivated CherryT to fu1 p shows a .
volunteer with STOP Chenyl wants,to make network Transit ridership s
sure that her chosen residence of
trend and cost-effective new light
Washington County maintacns the quality of life that it is famous far
rail systems have opened in many
Kathy Clair
cities. We must encourage this trend.
page 6
CANOE DAY '90
(Also Known As TUALATIIV DISCOVERY DAY)
Bring your neighbors, your only one organization responded to the rental boats available at the put-in.
family, your in-laws...talk to everyone first letter: The Tualatin Rivedceepers. Tk31.S IS A FAMILY EVENT - KIDS
and tell them where you'll be June 30th A second letter has now gone out and ARE WELCOME! Life jackets will be
and invite them to come! Lets put 100 the second organization meeting will required.
boats on the Aver! take place on April 30th at 7pm in the
Library quiet room at the Tigard City SO IF YOU WANT TO
As a way to introduce the Complex on Hall Blvd. If you have PLAY FOR THE DAY, AND MEET
Tualatin Valley and its river to a large any interest in this event, please call OTHER FOLKS WHO. LMM YOUR-
number of people at one time, and in Clair at 639-4320. We urge you also to SELVES, Moy THE TUALATIN
hopes that those people, once seeing talk with organizations you know of VALLEY, GET 1NVOLVED AND
the area might take an interest in it, and and urge them to participate. CALL, CLAIR! (639-4320)
become involimd in STOP, the STOP
outreach committee developed the idea The put-in will be near the
of a Tualatin River Discovery Day. Shamberg Bridge, and the take-out will
be at Cook Park We have reserved a
The Tualatin River Discovery covered picnic area at the park. The Willamette Week
Day is a day for those of all walks of Riverkeepers will act as river guides. places
life to get to know this scenic recrea- The day is for people-powered boats, Bypass On
tion area of the Tualatin Valley. Our canoes, driftboats, kayaks, and the hike. "Environmental Agenda"
hope is to gather many people by B ut we are in need of at least two
involving other environmentally motor boats (the motors should be
concerned organizations and their battery/troller types In order to reduce In the April 19 edition of
members in a day of fun and fellow- noise). If you know of anyone with Willamette Week, Todd Oppenheimer
ship. We sent out approximately 20 this type of boat, please ask them to identifies nine important environmental
letters to groups interested in canoeing join us. We will have a scavenger hunt problems in Oregon - and recommends
` and water sports to land-use organizes- along the way, and raffle prizes at the killing the Western Bypass. His cover
tions in various locations throughout end of the day. If enough people are article is entitles "An Environmental
the Tualatin Valley. Of these groups interested, we will attempt to have Agenda". Don't miss it!
}
MaY 9 OUTREACH MEETING AlI are welcome }
'.June 13 OUTREACH MEEi~IG All are welcome
For mforrtation, call Ltnda Puce at 639 9042 Forrnfaimatron, call Lmda Puce at 639 9042 .
May Y3 MOTHER'S DAY June 16 CANOEDAYPI ANNING POTLUCK2 at .
Clar>'s. +Call 63932(1 for mformanon.
Ma 19 CANOE DAY PLANNII~IG l?OTLUCK at'
y
Clair s Call 639-320 June Zl NEWSLEIZER CONTRIBUTIONS DUE
MailIeuers and/6rari'106 to STOP
Ma 21 CITIZENS ADVISORY COMMITTEE '
y - >
MEETING Call'DaveMazza .20-2300 ,fortnformation June 27 FINALCANOEDAY"MEEETII~IG,CIau's
639-4320
May 23 OUTREACH MEEI'ING All are~velcome w
t,
For information, call Lmdi`P c at 639-9042 Juae 30 CANOEDAY
May 28 MEMORIAL DAY JuiY ` H1LLSBORO DAYS <
,June 6 BOARD MEE 1KG All are welcome. Call July3` BOARD MEETING.
Meeky Blizzard far detafis, 628-2652 ;
July 20-22 SHERW~OD DAYS
page 7
:,.T4c Oregonian
Founded Dec 4.1850. Established as a daily Feb. 4,1861. The Sunday Oregonian established
Dee 4, 1881. Published daily and Sunday by the Oregonian Publishing Co..
1320 S.W. Broadway, Pond, Oregon 97201
FRED A. STICKEL, President and Publisher
WILLIAM A. HILLIARD, Editor PATRICK F. STICKEL, General Manager
PETER THOMPSON, Managing Editor BRIAN E. BOUNOUS, Advertising Director
ROBERT A& LANDAUER, Editorial Page Editor PATRICK L MARLTON, Cirbrlation Director
DONALD J. STERLING JR., Assistant to the Publisher
WEDNESDAY. MAY 30, 1990
Not all. growth*for cities
A state that aids urban growth all state agency officials who have
without assisting rural development something to do with growth so that
ends up with only a parody of a they can coordinate their own activi- .
policy. ties and also their dealings with the
Some of the development that Metropolitan Service District and
seems to be headed toward the Port- local governments.
land metropolitan area might more GoIdschmidt did just that with his
appropriately be guided elsewhere.' executive order. The council consists
And not necessarily just to Eugene; of the directors of the departments of
Salem, Medford, Corvallis, Bend and Land Conservation and Develop-
other emerging metropolitan areas, ment, Environmental Quality, Eco-
although they should carry their nomic Development, Water
share of the growth. Resources, Transportation and.
Smaller cities and rural counties Parks and Recreation and the Divi-
ought to be factored into the equa- sion of State Lands. Its chairman is
tion along the lines of a report by the William Blosser of .the Water
Northwest Area Foundation calling Aesources Commission.
for stronger urban-rural linkage in It is a new device. It still is in the
managing growth throughout the testing period. Nevertheless, it
Northwest. should be permanent. Moreover, in
Failure to include rural counties helping greater Portland confront
in the plans may mean a growing gap growth pressures, it ought to view
• between bloated cities, booming at growth from a state perspective.
the expense of congestion and Modern telecommunications and
transportation make possible
reduced livability, and impoverished broader geographical view of where
e
rural counties, whose perfectly business and industry may locate. So
usable facilities rot away as their part of the state's role in helping
population dwindles. with Portland's growth is to steer
But right now, a recognized role some of it elsewhere.
for the state to play in urban growth That also should be incorporated
' rests only on an executive order into urban thinking to avoid over-
signed by Gov. Neil Goldschmidt loaded cities while breathing new life
April 23. The idea behind his crea- into stagnant communities.
tion of the State Agency Council for The State Agency Council for
Growth Issues in the Portland Area Growth Issues in the Portland Area
is simple: How can state government is a good place to introduce concepts
help its largest city handle the of urban-rural linkage into Oregon's i
growth that strains its ability to pro- growth management. Goldschmidt's
vide adequate services and threatens successors ought to view the new
C the quality of urban life? , council as a legacy they are pledged ' f
One way is to provide a forum for to protect and nourish.
f,
STATE OF OREGON INTEROFFICE MEMO
GOVERNOR'S=OFFICE
" TO: State Agency Council Members DATE: May 17, 1990
FROM: Kerry Bamett and Kathleen Carter
• SUBJECT: Toughest Questions
A. THE FULL LIST
We experimented with several different ways of categorizing your suggestions, finally
deciding on the arrangement you see attached. You may find that a different approach
will be more helpful to you, in which case we can revise it. We have included all
suggestions received, even though some are somewhat repetitive. However, we took
the liberty of dividing some of your suggestions into two or more parts where that
seemed appropriate.
B. HIGHLIGHTS
'Because the full list is so long, we identified those we thought were key to the Council's
work. They are shown under "B Highlights."
r C. OTHER ISSUES
Some other questions you may want to consider on the 21st:
What kind of time frame should the Council follow in addressing these questions?
How often should the Council meet?
How does answering these questions enable the Council to carry out its role?
How will the Council both fit its work with and differentiate its efforts from the work of
other groups such as Metro or individual state agency boards and commissions?
And, a quote that has been suggested as well:
"We are continually faced by great opportunities brilliantly
disguised ,as insoluble problems.'
A TOUGHEST QUESTIONS -THE FULL UST
What Area Are We Talking About?
If we can't have a truly regional plan without the involvement of Clark County, how do••
we get that involvement?
How do we work with Clark County, which is not governed by state land-use laws but is
involved in our light rail, public transit and road systems? The Clark County economy is
integral with the three Oregon counties. Is this a bi-state issue to be addressed by the
state rather than the region? `
How are "external" areas affecting or affected by growth in the Portland area? Clark
County is a prime example of an "external" factor that needs to be addressed. The role
of current satellite communities such as Canby, Woodburn, Silverton, and others also
needs to be looked at. Are they now, or will they be, bedroom communities for
Portland? Will they become residential centers for those who cannot afford housing
closer to the city; or will they become employment centers for inner city dwellers? What,
if any, are the Valley-wide ripples from growth in Portland, such as impacts on 1-5 or the
need for rail transit up and down the Valley? What does this mean in terms of the
state's interests?
What percent of the working population will work inside of the UGB but will live outside
of it? Where will the likely living areas be for those living outside the UGB but working
inside it and where will the work areas be located?
What "extemal" forces affect Portland and how are they related to the state? For
example, will a declining timber supply result in a migration of labor to the Metro area,
stressing social services, or will the Metro area's relative wealth be tapped for such
l~ services in rural communities? How would state investments in the Port of Coos Bay
affect commercial traffic and revenues in the Portland harbor? How do decisions
regarding OSU and U of O affect PSU?
Who Determines the Vision for the Portland Area?
Who is in charge of defining the urban form, and managing growth in the Portland
Metropolitan area? The City of Portland is undertaking a major effort to define the vision
for both the city and by implication, the suburbs. There is also Metro's effort. There are
very strong visions by the suburban counties documented in the comprehensive plans.
It is not clear who is in charge. Are legislative solutions appropriate?
Who is taking the leadership on a regional basis at a policy/political level to pull together
a regional vision? How does that interconnect with the rest of the state? Is it possible to
get a consensus solution on all items? Do we need a lead group to force regional
compromises and in some cases override specific community or jurisdictional interests?
It's not clear who is in charge or who provides political leadership. Maybe the question
is "who should be in charge?"
Who is in charge of tying together the Portland urban growth boundary and urban
growth decisions throughout the rest of the state? This question seems to have slipped
through the cracks. For example, do Woodburn, Silverton, Newberg, Salem, etc.,
expand to the north? We know there is pressure to expand the Portland urban growth
boundary to the south. Will they meet? Who is responsible for giving a broad overview
of how these areas are going to relate to each other. There is pressure in the
Willamette Valley for building outward from a number of urbanized nodes. These nodes
are interrelated.
Page Two
Is there the leadership in the state and the PMA to make anything but business-as-usual
happen? If "yes," what is our role in mobilizing it?
Are existing local planning efforts sufficiency coordinated among themselves? If not,
should the state be involved in developing a coordination process?
Is there a lead agency/body at the locat"level?
What should the role of the private sector be in defining the vision and urban form for'
the region?
How should special districts be factored into the Portland area's growth equation'? The
fragmentation of services in the Portland area has been recognized as a problem. How
should the state address service district coordination? For example, should there be
greater efforts to enforce the law requiring special districts and counties to enter into
agreement about plan coordination?
What is the state's role (and the role of the Council)?
What are the links between state agency programs and how do they affect growth?
From overlaying desired landscapes, the Council might detect the sometimes hidden
'links between agency decisions; e.g., does a new by-pass require wetland creation as
mitigation, which requires water rights, which requires water be available for that use; if
development clusters around light rail termini, is water available to serve new uses?
Can assuring water supplies for new scenic waterways result in denying permits for
future upstream destination resorts? These linkages can be either constraining or
complementary. What are the constraining links, or "rub" points, between state agency
programs in the Portland area? How do administrative frictions reduce efficiency? What
are the complementary linkages where agencies can join forces for greater effect?
What is the state's role in Portland area planning?
How should state regulatory interests be reflected in the planning process?
How should the state's planning efforts be tied to local processes and plans?
Should there be a lead state agency for coordinating the various state interests? If so,
which agency?
Should a formal process be developed to assure coordination among the various
interested state agencies? Is the existing State Agency Coordination Plan process,
mandated by state land use planning laws, a sufficient approach? If not, how
does/should this new interagency effort be tied to the State Agency Coordination
process.
What are the state's goals for the Portland metropolitan area?
Should the state take a position on certain issues normally left to local politics: e.g.,
annexation laws?
If we conclude that greater regionalization of services and planning are needed, is the
state prepared to force this and/or fund it?
Lf'
Y~.
Page Three
f To what extent do the policies of our own agencies contribute to or cause the problems
of the PMA?
Should there be a state six-year plan (or some other time period) for the PMA that
includes all state investments; if so, how do we do it?
Can you conceive of our committee eventually formulating written policies covering state
involvement/investment in the PMA?
Should the state spend any money on PMA projects if they are not part of a metropolitan
comprehensive plan?
Corollary: If the PMA won't/can't get its act together, should the state withhold
' project funds until it does?
How will the state evaluate major subregionai urban growth boundary expansion
requests prompted by development "hot spots"? Can the state rely in part on the need
to protect intended use levels of infrastructure investments in `warm" and "cold spots" on
which the investments were premised?
How will the state evaluate major subregional urban growth boundary expansion
.requests prompted by development "hot spots"? Can the state rely in part on the need
'to protect intended use levels of infrastructure investments in 'warm" and "cold spots" on
which the investments were premised?
Are there environmental standards already on the books that will have a significant
-impact on how or where the Portland Metropolitan Area (PMA) grows?
Should the state have an adopted policy to accomplish the planned infrastructure in the
region? The plans for infrastructure--such as transportation-are in place. Lack of
funding to implement the plans is most critical. If funding is not made available, the
region is going to experience deterioration of services and quality of life.
Should the state provide larger amounts of funding to support regional planning on
urban growth issues? ODOT provides about $200,000 per year to support
transportation planning. Should the state add funding for other planning areas for
regional planning?
Should the state's primary role be to lead in the articulation of a vision for the Portland
area or to support local interests as they articulate a vision?
Should the state develop its own vision for the Portland area as part of the growth
management process? State agencies have jurisdictional responsibilities in many areas
that are important components to a regional vision.
Is there a danger that a state role in regional planning that is too strong will be
counter-productive and create strife with regional and local planning institutions?
Are there existing mechanisms or models for the Council to use as it carries out its
mission? JPACT has been mentioned as a possible model. Members of the Council
have already noted that the state's land use planning program can serve as a vehicle for
this effort. Could the State Agency Coordination (SAC) Program process be used as the
principle means, or a model, to coordinate agency decision-making in the Portland area?
Page Four
What Needs to be Considered/Decided when Developing or Addressing a Vision?
Should there be a limit to the.physical area covered by the PMA; beyond which only ,
agricultural/open space uses would be allowed?
Corollary: Even within the PMA, should the small-town character of outlying
towns (e.g., Forest Grove) be preserved by limiting their expansion and the
expansion of other towns toward them?
Are we as a community/state fundamentally committed to accommodating our expected
population growth in the existing populated areas?
As a corollary, are we equally committed to preserving our non-urban areas essentially
as they are today, in terms of land use and population concentrations? t
As a second corollary, do we still believe that building up rather than out should guide
our land use strategy in the metro area? If so, what does this say about the suburban
areas which are currently building out rather than up?
Can we agree among ourselves and get others to agree on what levels of service will
be/should be provided for various public services?
Corollary: Could we ever agree on the proportion of transportation that should
be accommodated by private auto and by various forms of public transit?
Does the political will exist to severely restrict access to major roadways in
order to preserve their carving capacities, or is it inevitable that growth will
mean the eventual deterioration of the service levels on all types of roads?
Is it time to initiate a land use planning process for the exception areas within
commuting distance of Portland? And to develop the administrative rule framework for
that planning?
What will the recreational demand be in the Portland metro area in the next 20 to 50
years? Will it be mainly aimed at areas away from the urban center, thereby
necessitating transportation to get to those areas? Or to the contrary, will the demand
be principally in the areas immediately in the vicinity of the population centers, thereby
necessitating more open spaces, creation and enhancement of already existing urban
parks, wetlands, and wildlife areas? What do we need to do to link these recreational
areas to one another?
How can we assure that quality/sufficient parks/open spaces are available to metro area
residents in the future? The Portland Metro area has a small resource base in the
future? The Portland Metro area has a small resource base (neighborhood parks,
corridors, resources) for its population. NRPA standards should be used as the guide
for park and open space needs. Continued population growth means continued demand
for park areas/leisure services even if population growth is up (highrises for example)
not out.
What can the state do to help provide natural areas systems or accesses to them?
Local jurisdictions have expressed needs for urban natural areas systems with
recreation components; access to the Willamette River, completion of the 40-mite loop;
natural areas education and interpretation opportunities.
IL
Page Five
The State Comprehensive Outdoor Recreation Plan (SCORP), recently completed by
the Parks Department, shows that there is a significant disparity in the metropolitan
region between the supply of recreation areas and facilities and the projected demand
for those facilities. The disparity includes urban activities such as courts and
gamefields, as well as dispersed recreation activities such as camping and hiking.
Should there be a regional system of parks?
In the next 20 to 50 years will we have essentially a different technology for transporting
ourselves? By this I mean, will we have a technology that does not principally rely on a
machine powered by fossil fuels to move single individuals from one locafion to another
when the machine covers essentially the exact same path as do all other similar
machines operated by other individuals? Will we see, for example, some sort of
individual air transportation which will be reasonably available to most people, providing
faster individual transport or on the other hand will we see substantial reliance on mass
transport systems of some sort?
If we could take photographs of various parts of the community in say. 20 to 50 years
what would we see (in terms of housing density and mix, commercial and retail
development, transportation systems, parks and open spaces, etc.)? If we are not
satisfied with what we see, how would we want it to look?
'New urban forms fundamentally different from present development patterns may offer
dramatic opportunities to more efficiently provide the public goods the state is charged
to deliver, especially transportation, environmental quality, and livability. How do we find
the money to explore these urban forms, measure and demonstrate their benefits, and
encourage citizens to embrace them? i
How do we achieve a vision in terms of designing a desirable landscape? Is fitting
growth within the landscape a useful concept for the Council? The "landscape" could be
viewed as having natural, constructed, and institutional components - both in terms of
what we have now and the potential. For water, the natural landscape could include the
~hysical capacity of basins or aquifers to collect and route water. The constructed
andscape could include distribution system layout and efficiency. The institutional
landscape could include rate structures, water authorities, and water marketing. There
is a landscape for each agency. By overlaying the desired landscapes of different
agencies, the Council could define a vision and the linkages and tasks necessary to
achieve the vision.
Can Any Vision Be Accomplished Without Institutional Changes?
What form of institutional structure do we need to deliver on what vision the region
collectively has for itself? This question is both in terms of government structure (at all
levels) as well as private/public interest groups. What is the relationship between
general purpose governments and special districts? Do these relationships need to
change? Is it possible to better define and integrate local growth objectives within an
overall regional growth management framework? Is the preservation of community
identity achievable within such a framework? Is there a sense of community identity
now?
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How can the provision of new infrastructure and infrastructure improvements be
anticipatory rather than reactive? Is there a mechanism which can build into the costs of
goods and services delivered today an appropriate charge to cover replacement costs in
the future. In short, can we break the cycle of addressing many infrastructure needs
only when there is a crisis?
Are current annexation laws frustratingzLefficient growth patterns? Are there conflicts
between the mandate for efficient provision of urban services within the UGB and the
ability of cities to annex developing areas? Do annexation laws recognize the need to
allocate/protect natural resources both inside and outside the UGB?
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B. TOUGHEST QUESTIONS-- HIGHLIGHTS
What Area Are We Taiking About? ;
How are "external" areas affecting or affected by growth in the Portland area? What
percent of the working population will work inside of the UGH but will.live outside of it?
Where will the likely areas be for those living outside the UGH but working inside it and
where will the work areas be located?
How do we work with these areas outside the UGB?
Who Determines the Vision for the Portland Area?
Who is taking the leadership on a regional basis at a policy/political level to pull together
a regional vision? What role should state agencies play? How does that interconnect
with the rest of the state?
What is the state's role (and the role of the Council)?
What are the links between state agency programs and how do they affect growth? To
what extent do the policies of our own agencies contnbute to or cause the problems of
the PMA?
Does the state have goals for the Portland metropolitan area?
Should the state have an adopted policy or even a 6-Year Plan for infrastructure
investment in the Portland region?
What Needs to be Considered/Decided when Developing or Addressing a Vision?
Are we as a community/state fundamentally committed to accommodating our expected
population growth in the existing populated areas? As a corollary, are we equally
committed to preserving our non-urban areas essentially as they are today, in terms of
land use and population concentrations?
Do we still believe that building up rather than out should guide our land use strategy in
the metro area? If so, what does this say about the suburban areas which are currently
building out rather than up?
How do subregions fit into the regional vision?
Can we agree among ourselves and get others to agree on what levels of service will
be/should be provided for various public services? Example: Could we ever agree on
the proportion of transportation that should be accommodated by private auto and by
various forms of public transit? Does the political will exist to severely restrict access to
major roadways in order to preserve their carrying capacities, or is it inevitable that
growth will mean the eventual deterioration of the service levels on all types of roads?
Can Any Vision Be Accomplished Without Institutional Changes?
What form of institutional structure do we need to deriver on what vision the region '
_ collectively has for itself?
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STATE AGENCY COUNCIL
_ EXECUTIVE ORDER 90-10
Summary - ;
1. Problem Statement i
The state and the region must: accommodate and manage growth to maintain the
region's high quality of life.
H. State Agency Council Goals '
1. Coordinate diverse state interests and speak with one voice on issues
.regarding infrastructure investments and regulatory actions that affect the
metropolitan area;
2. Improve the partnership between state, regional and local interests in defining
a vision of the region's fu. re urban- orm and quality of life; and
3. Advise the Governor with respect to legislative, budgetary, or other initiatives
that might increase state government's ability to coordinate its interests and
to ensure sound growth management planning for the Portland metropolitan
area.
M. State Agency Council's Responsibilities -
1. Identify and articulate the state's interest in the Portland metropolitan area;
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2. Encourage and participate in the development for the region of a vision for
the Portland metropolitan area that accommodates growth while maintaining
a high quality of life, and represent the' state's interest and perspective in
developing such a vision;
3. Foster coordination among agencies to ensure that the state's regulatory and
capital investment decisions in the region are consistent with both the state's
interest and the region's growth management vision; and
4. Where appropriate, serve as a forum for problem-solving where proposed
actions by one state agency may conflict with•-the goads of another with-
respect to growth in the region.
FA:amM162590
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Date: July 16, 1990 _
'lb: State Agency Council
From: Frank Angelo, Project Coordinator
Subject: Review of July 6 Retreat --DRAFT
I. have summarized the results of the July 6 retreat into three major topic areas which, I
believe, evolved over the course of the day:
• Regional Planning Authority
• State Vision
• State Agency Council Role.
Using this as an organizing technique, I have noted the issues or thoughts which were
discussed in each area.
The Action Plan and Guiding Principles which were developed at the retreat are included
in this memo as well.
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I would appreciate your review of this summary and the Action Plan & Guiding Principles
to ensure that each of your ideas are reflected and your understanding of the next steps
for the Council is consistent with the approach summarized in this memo. If I have
omitted anything, please let me know.
Regional Planning Authority
A considerable amount of discussion focused on Metro's role in regional planning and
coordination, the extent of Metro's planning authority and responsibility, and the
relationship of local plans to Metro's planning function. It appears that the Council wants
to pursue the following questions regarding regional planning and Metro's function:
What is Metro's existing authority and responsibility for planning.
• What is this authority designed to accomplish.
• Can/should this authority be strengthened.
• What would the objective be in enhancing Metro's role/authority.
• What steps would be necessary to accomplish this.
• What is the acceptability of an enhanced role for Metro.
• How should the state coordinate with on-going activities at Metro.
DRAFT
- Is there the opportunity to expand the JPACT concept to other issue areas (i.e.,
parks, land use).
• What should Metro's authority be. in future urban influence areas.
Discussion on this topic area indicated the Council wished to examine both the
effectiveness of current regional planning efforts and opportunities for enhancing
coordination among the various planning functions in the Portland metropolitan area.
The Council expressed awareness that Metro is currently not viewed by some within the
region'as a regional planning agency and that there may be resistance to Metro assuming
this role.
State Vision
The Council began to articulate key elements of a state vision and interests in the Portland
metropolitan area. The objective of the Council was to begin to establish a unified point
of view to bring to the table during the regional urban growth management discussions.
Among the elements and interests discussed by the Council were:
• Maintain a healthy downtown Portland central business district.
Future urban form can be guided by using and enhancing large-scale natural
features.
• Encourage diversity (i.e., mixed-use) and density.
• Maintain the UGB.
• Consider land use/transportation relationships and long-range implications in
decision-making.
• Balance land use/transportation plans with vision.
• Identify methods of determining the true costs of development.
• Identify mechanisms to include Clark County in regional urban form discussions
and future coordination and planning activities.
In large part, the elements of a state vision parallel many of the elements of Metro's
Urban Growth Management Objectives and Policies. Principles such as encouraging
mixed-use development and using natural features to help define urban form are found
in both planning efforts. _
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DRAFT
` State Agency Council's Role
It was clear from the discussion that Council members felt the State Agency Council
forum provides an opportunity to develop coordinated strategies and responses to major
issues affecting state interests. There.-was a strong consensus that the Council should
continue into the future as a coordinating body to assure consistent review and response
to policy issues which affect multiple agencies. In light of this, the Council identified a
number of areas and activities which would help define the Council's role.
• Develop a short-range (six year) and lgng-range (20-50 year) vision and strategy
document.
• Develop strategies to use state investments to encourage development supportive of
vision.
• Conduct problem-solving exercises at up-coming Council meetings to determine
opportunities for integrating decision-making.
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• Develop a response from the Council to Metro's Urban Growth Management
Objectives and Policies.
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• Develop a scoping process to identify issues of importance to the Council and a
j mechanism to "hand-off" issues to appropriate agencies.
• Develop a proposal for continuing Council activities, including budget requirements.
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• Determine Council's role in regional activities such as open space funding measures
and identify the extent of state involvement in similar issues.
Discussions on this topic clearly indicated a desire to develop initial Council
recommendations and strategies by this fall. A proposal for the Governor and the
Legislature should be an element of the report issued by the Council.
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DRAFT
State Agency Council Guiding Principles
1. Enhance Metro's Role
• Make Metro work
• Coordinate state input/review through Metro
2. Identify True Costs of Development
• Determine financial impacts of development outside of UGB
• Determine potential for reflecting true costs in new development
3. Coordinate State Agency Responses
• Act as one unit
• Produce a document which defines state roles and responsibilities in Portland
metropolitan area
• Develop 6/20/50 year plan/strategy
4. Encourage Development Supportive of Vision Through State Investment Strategies
• Use resources to make things happen
• Develop comprehensive investment strategies
• Focus resources on accomplishing vision
• Develop a coordinated state plan which reflects how the state invests in the
vision
5. Invest State Financial Resources in the Portland Metropolitan Area
6. Encourage Diversity and Density
• Promote mixed-use and higher ddnsity development
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• Don't permit under-utilization of densities
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• Include open space allowances in new development.
7. Maintain a Healthy downtown Portland Central Business District `
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DRAFT'
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8. Use Large Scale Natural Features to Guide Urban Form
9. Maintain the Urban Growth Boundary
• Give Metro jurisdiction over the urban influence areas when defined
• Have LCDC define rural development policy
• Collectively promote statewide planning goals
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10. 'Consider Transportation/Land Use Relationships in Decision Making
Identify both short-term and long-term implications and consequences of 1.
transportation decisions.
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DRAFT
STATE AGENCY COUNCIL ACTION PLAN ELEMENTS
(3 - 6 Months)
1. Prepare ' report documenting Council's activities, strategies and
recommendations.
: Next Steps
Develop outline of report and work plan which sets forth:
• State Agency Council status/process
• Summary of guiding principles
• Scope of issues before the Council
• 6/20/50 year plan/strategy
Program for next biennium
Assigned To: Frank Angelo
2. Establish interim coordination process with Metro.
Next Steps
Identify Metro activities requiring Council coordination and/or response in
short-term (i.e., next six months) and long-term. Activities identified to date
include:
• Urban Growth Management Goals & Objectives
• Natural Areas/Open Space Program
• Examination of Metro's regional planning authorities and relationship
to local comprehensive planning
Assigned To: Frank Angelo
3. Develop State Agency Council budget recommendation.
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. : DRAFT
Next Steps F
Given the product of Action Plan Element #1, identify budget requirements r
-for Council support - both direct support (staff/special studies. and
-indirect (agency participati_gn).
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• Examine opportunities for funding Council activities through joint
agency budget requests.
• Prepare unified Council budget recommendations.
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Assiened To: Frank Angelo
4. Participate in problem-solving effort with Council
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Next Steps"
Identify current agency issues for Council consideration to determine function
and working role of Council as a problem-solving forum.
Assigned To: Each agency will identify one issue to bring forward at upcoming F
meetings for consideration by the Council. Issues identified to date
include:
• Indirect Source Permits (DEQ)
• Access Management (ODOT)
• Government Island (Parks)
5. Provide leadership to reach decision on funding program(s) for natural
areas/open space.
Next Steps
-This item overlaps with Action Plan Element #2 which will examine the
status of regional natural areas/open space efforts presently under way at
Metro. It appears as if the timing of the regional effort will postpone this
element until after January, 1991.
Assigned To: Dave Talbot
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6. Develop structure to provide ongoing communication and problem resolution with
Clark County. E:
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DRAFT
Next Steps
Identify current methods of coordination between Portland metropolitan area
and Clark County on major issues such as transportation, air quality, etc...
Identify current shortcomings and opportunities for enhanced coordinated
communication.
Assigned To: Kathleen Carter/Kerry Barnett/Frank Angelo
7. Define a mechanism to ensure balance between land use and transportation
plans.
Next Steps
Develop an issue paper which examines the relationship between land use
and transportation planning in the Portland metropolitan area. Identify
methods to enhance coordination of land development and the provision of
transportation services. -
Assigned To: ODOT, with assistance from Metro
4. g. Articulate the key elements of the state's vision for the Portland metropolitan
area.
Next Steps
Refine elements of the vision discussed at retreat. Establish a point of view
to bring to regional discussions on future urban form and growth
management.
Assijzned To: State Agency Council. This Action Plan element will likely
evolve over time as issue papers and strategies are developed
by the council. The product of this element will ultimately
become a part of Action Plan Element #1 Report.
9. Accelerate rural development/rural lands policy at LCDC.
Next Steps
Identify the opportunity and methods for DLCD/LCDC to accelerate adoption
of rural lands policy within next six months.
Assi-ned To: ' Bill Blosser, Susan Brody
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DRAFT
10. Develop a single state response to Metro's Urban Growth Management Goals
and Objectives.
Next Steps
Distribute Draft 10 of Metro's Urban Growth Management Goals and
Objectives to Council for review and comment by September Council
meeting.
Assigned To: State Agency Council. Frank Angelo will distribute Draft 10
and compile comments into a draft State Agency Council
response for consideration at the September meeting.
FA:M171290
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Wk GOLDSCHMIOT
OOVrwron TRANSPORTATION BUILDING, SALEM, OREGON 97310
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In Reply Refer To
File No.:
July 10, 1990
Governor Neil Goldschmidt
254 State Capitol
Salem, OR 97310 t
Re: State.Agency Council Quarterly Report
Dear Governor Goldschmidt:
i
The State Agency Council on Growth Issues in the Portland Area established by Executive
Order 90-10 has met six times since it was formed in April. We have devoted five of
our six meetings to briefings from local and regional agencies and interests on issues }
related to growth in the Portland metropolitan area. Our sixth meeting was a full day
retreat to focus the issues -before us and to establish . an approach for addressing the
directives of the Executive Order.
There are clearly a number of substantive areas which the Council feels it should address
as it prepares its response to growth issues and the future vision of the Portland
metropolitan area. Among these issues are:
Regional Planning Authority
The Council will be examining regional planning efforts in the Portland metropolitan area
to evaluate its effectiveness and opportunities for enhancing coordination of the numerous
planning functions in the region. The objective is to iddntify ways to integrate planning
programs into the regional vision which is now being developed.
State's Vision
The Council has begun to articulate key elements of the State's vision of growth in the
Portland area. To assure coordination of our work with Metro, I "appointed Bill Young
as the Council's representative to Metro's Urban Growth Management Policy Committee. t
Our objective is to clearly define State agencies' roles and responsibilities in both short-
term (six year) and long-term (20-50 year) periods.
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731-0146 (11.89) AN EQUAL OPPORTUNITY EMPLOYER u"
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Governor Neil Goldschmidt _
July 10, 1990
Page Two t
State Investment Strategy;
The Council will be examining ways to develop an investment strategy which will use
State resources to support-and accomplish the key elements of the regional vision.`
State Agency Council Role
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The Council is considering the appropriate role for the State Agency Council as a means
of coordinating unified responses to major issues in the Portland metropolitan area which
affect State interests. The Council will conduct problem-solving exercises on actual f
agency issues to determine methods for Council involvement on major planning and policy.
issues.
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The Council has been very enthusiastic in its approach toward identifying issues and
concerns related to growth in the Portland metropolitan area. I expect this enthusiasm will
continue as we identify opportunities for involvement and strategies over the next few;
months.
I have •attached for your records a summation of the participants in the Council briefings
as well as a six-month work program we will be following. We expect to have our initial
recommendations drafted by fall, with a full report to you by the end of the year. {
If you would like more details on topics which the Council is considering, please call me
at any time.
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Sincerely,
William R. Blosser, Chairman E
State Agency Council
WRB:amL27990
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State Agency Council for Growth Issues -in the Portland Area
Draft Six Month Work Program -
Week of Week of -Week of Week of Week of
July 6 July 17 Aug. 20 Sept. 17 Oct. 15 ' Nov. 5 Dec, 3
Council Council Council Council Council Council Council
Retreat Meeting Meeting Meeting Meeting Meeting Meeting
• Identify Economic • Review • Draft of Draft of Finalize Distribute
Principles Development Issue Council Council Council Formal
Briefing Papers Strategies/ Recommen- Recommen- Council
• Focus Alternatives dations dations Recommen-
Issues Refine Discussion ' dations
Issues/ of Develop . Comments
• Develop Principles Strategies/ Initial from
Six Month Alternatives Recommen- Interested
Objectives Quarterly dations Parties
Report to Regarding
Governor Council • Refine
Initiatives & Recommen-
Elements of dations
Executive
Order 90-10 . .
Develop Issue Papers Based on
Principles/Objectives
STATE AGENCY COUNCIL BRIEFINGS
April 25, 1990 Duncan Wyse, Executive Director, Oregon Progress Board
Rich Carson, Director of Planning and Development, Metro
Ethan Seltzer, Land Use Coordinator, Metro
May 9, 1990 Bonnie Hays, Chair, Washington County Commission
Gladys McCoy, Chair, Multnomah County Commission
Darlene Hooley, Chair, Clackamas County Commission
Steve Bauer, City of Portland
Bob Stacey, City of Portland
John Kelly, DLCD
May 21, 1990 Ron Buel, Sensible Transportation Options For People (STOP)
Andy Cotugno, Director of Transportation, Metro
Bob Post, Assistant General Manager, Tri-Met
June 4, .1990 Dennis Goecks, Commissioner, Yamhill County
Elvern Hall, Mayor, City of Newberg
John Magnano, Commissioner, Clark County
Mike Sykes, Commissioner, Columbia County
June 18, 1990 Representative Busse Nutley, Washington State Representative
Alice Schlenker, Mayor, City of Lake Oswego
Gussie McRobert, Mayor, City of Gresham
John Atkins, Assistant to Mayor, City of Beaverton