Building Sustainable Communities: Urban Planning in the Portland Metro Region Presentation
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Presentation by Oregon Metro Councilor Collette in which she give a general overview of the Metro Portland region and the role of the elected Oregon Metro Council. She gives information on Metro’s role in land-use planning, the urban growth boundary, and the region’s long-term planning document: Region 2040. She focuses on the link between land-use planning and transportation plan, and how Portland is in the business of designing multi-modal transportation corridors today. She also outlines the region’s priorities for high-capacity transport or light rail, and other orders of public and active transit. There is a case study on Tigard.
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Building Sustainable Communities: Urban Planning in the Portland Metro Region Presentation
- 1. Building Sustainable Communities Urban Planning in the Portland Metro Region Carlotta Collette, Metro Councilor, District 2 January 12, 2010 Township of Langley, British Columbia
- 2. The Portland Metropolitan Region
- 9. 2040 Growth Concept adopted in 1995 Region 2040: Concepts for growth
- 13. Linking local and regional efforts
- 14. Multi-modal solutions for the region’s major travel corridors
- 15. Building community with transportation
- 16. What Matters?
- 17. Corridor map
- 19. 2035 REGIONAL TRANSPORTATION PLAN Investment Strategy Framework 2035 RTP Investment Strategy Track 1: Regional and State Mobility Track 2: Community Building Investments that support place-making and local aspirations Investments that support integrated, multi-modal mobility
- 20. Linking aspirations to priorities: a case study of Tigard Tigard Downtown 2028 Vision Tigard Downtown Existing 2008
- 22. LINKING ASPIRATIONS TO PRIORITIES: A CASE STUDY OF TIGARD Highway 99W – opportunity and constraint Traffic Volumes in Tigard
Notas del editor
- The Portland region’s natural beauty and bounty have cultivated among residents a fierce devotion to the landscape and the lifestyle it affords them. We have lush forests, rich soils and abundant rainfall, which leads to a strong forestry and agricultural economy. The landscape and natural resources of the region led settlers to develop a system of navigable waterways, railroads, roads, bridges and airports to facilitate international trade. The resulting economy and culture stimulated the emergence of a regional identity that led, in turns, to regional thinking, regional governance and regional growth management. Metro, the nation’s only popularly-elected regional government, is chartered by voters to protect the region’s quality of life, which includes minimizing contributions to global warming.
- There are approximately 1.4 million people within Metro’s jurisdictional boundary, which stretches from Forest Grove to Troutdale and south to Wilsonville. Not all cities in the three counties are listed here. Metro’s jurisdiction does not include Banks, Canby, Estacada, Gaston, Molalla, North Plains, Sandy. It also does not include Sauvie Island, Corbett or Beavercreek. Unincorporated areas within Metro include Aloha, Boring, Cedar Mill, Clackamas, Dunthorpe, Garden Home, Metzger, Oak Grove, and Stafford (even though Boring and Stafford are outside the UGB).
- Sprawling auto-oriented land use patterns have been the dominant growth pattern in the U.S. since the introduction of the auto in the early part of the 20th century. Oregon and the Portland metropolitan region have made a dedicated effort to change that pattern by containing growth and preserving forest and farmland. The region’s urban growth boundary was created in 1979. This boundary limits how far the 25 cities and urbanized portions of three counties area can “sprawl.”
- There are over 2 million people in the greater Portland metro region, and the region is expected to grow by an additional 1 million people by 2020. Metro’s growth strategy calls for a compact development form, using lands inside the boundary as efficiently as possible. Maintaining a tight growth boundary has generally succeeded in channeling market forces from a sprawling edge to the designated centers. About 95 percent of all new development in the region since 1979 occurred within the 1979 boundary, despite expansions of the boundary amounting to more than 25,000 acres over those years. Only about 5 percent of new development occurred in expansion areas. Metro required by state law to every five years review capacity and future needs for population and employment land and ensure enough land is available for 20 years. That’s resulted in expansions of about 25,000 acres total since 1979, most of that – 23,000 in 2003.
- In 1995, the region conducted an enormous public involvement project to determine how growth should occur in the future. More than 17,000 people were involved in the project in one way or another. People were asked to choose among several potential growth patterns Including: Let new growth occur outside the existing boundary, in neighboring cities. Let growth happen more or less evenly across the metro region. Focus growth in particular ways. The 2040 Growth Concept was the agreed to model. It focuses growth in town centers, regional centers, on main streets and along significant transportation corridors. Existing residential neighborhoods are left largely untouched, although local planning can and often has upzoned these areas to enable infill housing.
- Urban growth process changed by state legislation (first Metro regional legislative agenda) in 2007. New process requires three counties and Metro to agree concurrently to designate lands that will be available for urban growth over next 40 to 50 years and natural resource and farm lands to be protected for 40 to 50 years. The region has choices for how to handle the needs that have been identified through the local aspirations process, RTP and infrastructure analysis conducted last year. Many of those choices will occur at the city and county level. The RTP related choices will occur at the regional level first and the be implemented through city and county transportation plans after the update is completed. Collectively, what we decide to do can position the region to be adaptable and sustainable or it can leave us ill-prepared for the future.
- As a region, we all know what we each of us want for our communities, and MPAC and the Metro Council endorsed these principles back in May that define a successful region: These are lofty principles, but the Metro Council can’t wave a magic wand and make it happen. Achieving these outcomes will require an enhanced understanding of how the decisions made at the local level affect the results on the ground.
- So, as population increases, our region will grow “up”, not “out”, which dramatically lowers the driving per capita. Metro’s regional plan merges land use planning and transportation planning to concentrate mixed-use and higher-density development in centers. For a sustained 30+ year period, Metro and its regional partners have aggressively developed a regional light rail and streetcar system, numerous smaller projects to support a more compact urban development pattern and an expanding system of bus, bike, pedestrian and trail projects.
- This comprehensive view of mobility builds on past policies that we need to manage congestion in a comprehensive manner to protect the region’s highways for longer-trips and freight movement and provide for shorter trips and community travel on arterials and collector streets. Interconnected system of 24 multi-modal corridors that move people and goods Provide primary access to 2040 land uses Multi-jurisdictional Sub-areas of the region
- 5-10 times the transit ridership and 3 times the walking, with half the driving and half the auto ownership. Each new person moving into the Washington, D.C metropolitan area used 480 yards of space in 2000. Each person moving into the Portland metro area used 120 yards of space. Compact growth has enabled Portland-area residents to drive less than residents of other American cities, saving more than $1 Billion each year in transportation costs. A substantial portion of those saved dollars are spent in the local economy where they have economic multiplier effects, rather than flowing to largely non-local energy companies.
- Work with communities to assess what is important to them – local aspirations Conducted analysis of infrastructure, population, employment centers, land use, etc. Compared existing conditions to aspirations to enable planning for achievement of aspirations Guides to adapting local plans System Expansion Policy.
- … giving us this map. (This map is in the packet)
- Track 1 represents those investments that support multi-modal mobility in the region’s major travel corridors. This RTP defines mobility more broadly than previous RTPs – looking at the mix of land use, management, transit, road/highway, bike and pedestrian investments and strategies need to move people and goods efficiently. Track 2 represents those investments that support placemaking and aspirations for vibrant downtowns and strong industrial and employment centers. We’ve also included environmental enhancement type investments in this track – green street demonstration projects, diesel retrofits or culvert replacements are examples.
- Currently, the city is engaged in a project to graphically illustrate the long-term development vision for the Tigard Downtown – a town center in the 2040 growth concept. Next year, they wish to also do this for the Highway 99W Corridor that runs adjacent to downtown. Note green spaces actually grow larger to enable healthy/happy density. Population approaching 50,000 with potential for substantial growth up rather than out. About 10 square miles (28 km)
- 99W is the busiest 5-lane arterial highway in the state carrying more than 50,000 vehicles per day It is also a corridor the city would like to see accommodate more housing and transit-oriented growth as part of 2040 implementation. This tension plays out in other places in the region.
- Moving forward, the region will re-examine RTP investment priorities through the two tracks I described earlier and to try to reconcile some of these tensions. One tool to help identify mobility needs and potential solutions is the Atlas of Mobility corridors that was released earlier this month. The atlas contains detailed information on land uses and transportation in each of the region’s 24 corridors. A function of the RTP is to set direction on the role of primary transportation facilities in supporting the region’ mobility needs in balance in with community aspirations and the long-term vision of 2040.
- Past experience and the scenario modeling we conducted last year indicated that investments in centers, corridors and employment areas are an effective means of attracting growth to these areas. There are a number of transportation-related investments that are important for the RTP and local plans to include to support local and regional aspirations for growth in these areas. That is the focus of the community building track of the RTP – many of these strategies were identified by Tigard in the plans they’ve conducted to date.
- We will be asking all the cities, counties, TriMet and ODOT to re-examine their investment priorities later this summer.