Category Archives: Land Use & Transportation

By Rob Cullivan and Kepper Petzing

Neighbors living along Northeast Prescott Street have one message for drivers: SLOW DOWN!!

Fed up with hundreds of vehicles daily speeding – and sometimes crashing on their street, residents are working together to ask the city of Portland to address traffic safety issues.

Traffic safety advocates will discuss their concerns at the General Membership Meeting of the Concordia Neighborhood Association at 7 p.m. Wednesday, June 7, in the Community Room at McMenamins Kennedy School, 5736 N.E. 33 rd Ave. The Prescott issue is planned to be addressed at 7:30 p.m.

Sabin leader
Kathleen McConnell, chair of the Sabin Community Association’s Land Use and Transportation Committee, said she wants to rally residents of five neighborhoods through which Prescott runs to put an end to vehicular speeding on her street. McConnell said residents of the Concordia, Sabin, King, Vernon and Alameda neighborhoods need to raise their voices about the issue.

“Visually, Prescott looks like a speedway,” she says, noting its posted limit is 25 mph, but hundreds of cars daily exceed the limit. “It invites people to speed through it.”

She and other residents would like to see the Portland Bureau of Transportation install speed bumps aka cushions as well as more stop signs on Prescott. She noted that one concerned resident has even started an Instagram page, “@slowdownonprescott” to collect photos and data on crashes.

Tiffany Allmandinger lives near the intersection of Prescott and 24 th streets. Had she known Prescott would be overrun by speeders, she would have never bought her house there five years ago, she says.

An astronautics engineer who’s also an amateur auto racer and semi-pro cyclist, Allmandinger says she’s familiar with how vehicles sound when they speed and estimates that only 10 percent of drivers on Prescott observe the 25-mph speed limit.

Every night, vehicle after vehicle drives anywhere from 45 to 90 mph past her house, she says. Her corner was the site of a fatal accident in 2020 when a speeding drunk driver was killed after crashing into a tree at 90 mph.

“At night it’s basically a racetrack,” Allmandinger says, adding that cars routinely recklessly pass each other. A cat she owned was killed by a driver, she says, and a neighbor’s dog was injured after a hit and run. There are almost no stop signs or signals for much of Prescott in her area, she adds.

“I want the city to make it physically impossible for people to speed on Prescott,” she said. “You can’t get people to change their behavior, you have to encourage them to change behavior. I would be happy to see a stop sign on every other block.”

PBOT response
Since learning of the residents’ concerns in 2018, PBOT has responded with some measures over the past few years to mitigate the traffic issues. Prescott’s speed limit was reduced from 30 mph to 25, and the city pruned tree limbs as well as prohibited parking within 20 feet of intersections to increase pedestrian visibility, among other measures.

However, in a Jan. letter PBOT sent to the Sabin LUTC, an official noted that, as bad as Prescott is when it comes to crashes, it’s not as bad as other Portland streets. Due to budget constraints, among other factors, PBOT prioritizes addressing traffic safety issues in what is called the High Crash Network. The HCN is made up of 30 streets with the highest number of serious crashes in Portland. The HCN makes up 8% of Portland’s streets, and yet they account for 60% of fatal crashes.

“NE Prescott Street is not part of Portland’s High Crash Network,” PBOT told the Sabin LUTC.

PBOT has stated it plans to install at least two Speed Reader Boards, electronic signs that use radar to detect the speed of an approaching vehicle and display them, on Prescott. Dylan Rivera, PBOT public information officer, said his bureau is gathering information to further address neighbors’ concerns.

“We plan to take a closer look at the area later this year to see what we might be able to do to address safety concerns with signs and markings,” he says.

TriMet may drop service for Bus Line 17 at the north end of its current route at Northeast Broadway Street due to low ridership.

Currently, Line 17 runs 136th Avenue and Holgate Street to 24th Avenue and Dekum Street. The potential route change would affect Concordia residents, eliminating the Concordia portion of the route entirely, and is part of the Draft Service Concept of TriMet’s “Forward Together” initiative, which aims to adapt to changes in ridership brought on by the COVID-19 pandemic by making a series of updates to TriMet bus routes in the near future.

TriMet gathered input from the Portland community in the spring of 2022 around the Draft Service Concept, as well as recently via a now-closed online survey.

Ostensibly, any changes made to TriMet bus service would have the aim of “focusing on ridership and improving connections to destinations for people with low and limited incomes.” Among the questions CNews wanted to ask TriMet is how this change will affect low-income riders who commute to higher-income neighborhoods for work. However, TriMet did not respond to repeated requests for interviews prior to the CNews deadline.

Additionally, the 17 line is currently the only direct route from the Concordia Neighborhood, which will soon be home to a University of Oregon campus, to Downtown Portland. Residents and students who rely on this line would need to use an alternate, indirect, and more time-consuming route. TriMet’s website advises that riders would be able to take alternative routes via Line 8 on Northeast 15th Avenue, Line 70 on Northeast 33rd Avenue, and Line 77 on Northeast Broadway Street.

Despite concerns, TriMet says the possible changes would “bring bus service to 50,000 more people, weekend service to 100,000 more, and significant increases to frequent buses service to connect people and jobs” in the Portland Metro area.

The possible changes would have some upside for riders, including frequency of bus service along the portion of the route that runs along Holgate Street. Service, which recently increased to every 30 minutes in September, would further increase in frequency to every 20 minutes under the current iteration of the Draft Service Concept.

No decisions have been yet made regarding the Draft Service Concept. The Draft Service Concept committee will present the findings of its survey and community input, as well as potential updates to the Draft Service Concept, to the TriMet Board of Directors at a meeting on Dec. 14. Any approved changes would go into effect no sooner than September of 2023.

TriMet also says that “the full adoption of Forward Together is dependent on our recovery from our ongoing operator shortage.”

While the community feedback survey specific to the Draft Service Concept, and thus the Line 17 change, is currently closed, comments, questions, and suggestions about TriMet operations can be submitted at support.trimet.org.

Shawn Mihalik is a novelist, photographer, martial artist, and the Concordia Neighborhood Association’s media team lead.

I t was in spring 2014 when I became chair of the Land Use and Transportation Committee (LUTC) for Concordia Neighborhood Association (CNA).

Since then, the LUTC has worked with neighbors and the board of directors on a variety of issues, some of which resulted in something that could be called victories. Many others resulted in no changes to the status quo, or problems not solved, or what could be called the opposite of successes.

In this, my final CNews column as the LUTC chair and as a CNA board member, I’d like to focus on the high points.

Over the winter of 2014-2015, CNA worked to identify neighbor priorities for the city’s comprehensive plan, to review these priorities and to submit clear comments. One priority we advocated for was middle housing, which we supported with our requests to legalize duplexes, triplexes and fourplexes within singlefamily-zoned areas.

This comprehensive plan change was followed by the Portland Residential Infill Project (RIP), and I became a member of a citywide stakeholder advisory committee. I represented the LUTCs of both CNA and Northeast Coalition of Neighborhoods (NECN).

The Oregon Legislature then passed HB 2001, and the city was required to implement the RIP in at least the manner recommended by the stakeholder committee. The question remains whether RIP will help build the newly-legalized buildings types as profit-seeking activities.

In January 2016, the CNA LUTC began making repeated requests until Portland Bureau of Transportation lowered speed limits on Ainsworth, Killingsworth, Alberta and Prescott streets. More effort is needed to:

Further reduce speed limits to 20 mph on Killingsworth at 33rd and 30th avenues.

Install physical speed-reducing technology, such as raised crosswalks where pedestrians are most likely to try to cross.

Beginning in 2013, CNA worked to spread awareness of and provide support for neighbor-led alley improvement efforts. Partners included Alley Allies, NECN and neighborhoods elsewhere in the city. Interns assigned from the Portland Institute for Sustainable Solutions at Portland State University worked with us two summers. That resulted in multiple alley improvement projects throughout the neighborhood.

Concordia is a very walkable, mixed-use, mixed-income, diverse neighborhood – one that is more livable than most other neighborhoods anywhere on the West Coast.

Yet, it is built on a backbone of historical injustices and continuing to the present day. The work to build a better world goes through building a better neighborhood.

We still have much work to do. Let’s get to it!

Garlynn Woodsong lives on 29th Avenue, serves on the CNA board and is an avid bicyclist. He also is a dad who is passionate about the city his son will inherit. He is the planning + development partner with Cascadia Partners LLC, a local urban planning firm. Contact him at LandUse@ConcordiaPDX.org.

In October, this column continued its series on accessory commercial units (ACUs). This is the fourth and final installment.

The legend of Hewlett Packard’s origin begins, effectively, in an accessory commercial unit (ACU), with Bill Hewlett and Dave Packard developing an audio oscillator in a garage in 1939.

It was not the first company, or the last, to begin in that way:

• Google was begun in a garage, which Larry Page and Sergey Brin rented from a friend, Susan Wijcicki, in September 1998.
• The first Apple computer was developed in 1976 by Steve Jobs – in his parents’ garage – with Steve Wozniak and Ronald Wayne.
• Microsoft started in a small garage in Albuquerque, where Bill Gates and Paul Allen first developed programming and operating systems for IBM.
• Jeff Bezos created the first version of Amazon in his garage in Seattle.
• Walt and Roy Disney even created their first films in their uncle’s Los Angeles garage in 1923!

Yet, in the Concordia neighborhood, it’s unclear to what extent this – or other forms of ACUs – would be legal today.

The residential zones are governed by Table 110-1 of the Portland Title 33 Zoning Code. It states none of the residential single-dwelling zones allow for retail, office or other commercial primary uses.

It does allow for accessory uses that comply with all development standards. But those development standards do not allow for structures within the front setback that would allow for pedestrian-oriented businesses fronting the sidewalk.

On sites served by alleys – because zero-setback buildings are allowed to front on alleys – it’s possible to build structures there containing accessory uses. However:

• Hours are limited to 7 a.m.-9 p.m.
• No more than one nonresident employee is allowed onsite.
• Service is limited to eight customers per day.
• No retail services are allowed onsite.
• The dwelling and site must remain residential in appearance and characteristics.

So, there are very limited types of commercial uses that would be legal under the existing code. Budding entrepreneurs would have to fit within these restrictions. Otherwise, they would not be able to engage legally in their commercial activities in residential zones.

As mentioned in the previous installment in this series, there are good questions to be answered about where – on lots, on which lots, in which parts of the city – ACUs should be allowed. There are many ways to answer these questions, and no necessarily right or wrong answers.

There are just different conclusions that people can come to through the process of community dialogue. Yet, in the Concordia neighborhood, it’s unclear to what extent this – or other forms of ACUs – would be legal today.

Neighbors interested in discussing ACUs further are welcome to join the monthly meeting of the Concordia Neighborhood Association Land Use & Transportation Committee. Find details at ConcordiaPDX.org/CNAMeetings and ConcordiaPDX.org/lutc.

Editor’s note: The first three installments of this Urbanism series about ACUs were published in July, August and October. 

Garlynn Woodsong lives on 29th Avenue, serves on the CNA board and is an avid bicyclist. He also is a dad who is passionate about the city his son will inherit. He is the planning + development partner with Cascadia Partners LLC, a local urban planning firm. Contact him at LandUse@ConcordiaPDX.org.

In August, this column continued its series on accessory commercial units (ACUs), and it focused on placement.

Affordability is also vital.

Affordable commercial space is not necessarily easy to come by in this neighborhood.

This is largely due to city zoning rules, under which most commercial uses are not allowed outside commercial/mixeduse zones. That’s where the price of land is higher on a per-square-foot basis than for land with residential zoning – even if just on the other side of a lot line from commercially-zoned parcels.

This is partly a function of the potential residual land value of developing to the highest and best use allowable on a property.

Seller expectations also play a role, with an expectation of a seven-figure sales price for commercially-zoned land in a hot corridor, even if it isn’t currently producing income of any sort. Even vacant lots can command a price premium, if they are commercially zoned.

Even if commercially-zoned lots were the same price as residentially-zoned lots, a lot in Concordia with a viable building on it of 2,000 square feet or more will likely cost more than $650,000. A smaller building might fetch as little as $250,000, if not in great condition.

That is a lot of cash.

Many people can afford to buy a home for those prices, because they’re able to save for down payments and can obtain federally-backed low-interest mortgages.

Yet purchasing a commercial property for a similar price to start a new, unproven small business is not really within the realm of possibility for these same people.

Therein lies a conundrum. To start a new business, a budding entrepreneur needs space within which to operate. Often, the entrepreneur-to-be may have access to a single-family home, perhaps with a garage or basement that provides the extra space within which to set up specialized equipment and create a product to offer.

The incremental price to build a new commercial structure as an accessory to a home is just the cost of the structure. The land has already been paid for by the primary use.

The incremental price of a new business could thus be reduced by an order of magnitude. It could be as little as the cost of bringing in a shipping container, trailer, camper, prefab shed or other space sufficient to house a small new business. That expense could be small enough to put on a credit card or saved within a reasonable amount of time on a middle income.

Bringing down the cost of entry can reduce the barriers of entry into affordable commercial space. This can ease attainment to the first rungs on the ladder of economic opportunity and make business creation more accessible to folks without subsidy.

The only requirement is to change zoning codes to allow for the legal concept of accessory commercial space.

Editor’s note: The first two installments of this Urbanism series about ACUs were published in July and August. 

Garlynn Woodsong lives on 29th Avenue, serves on the CNA board and is an avid bicyclist. He also is a dad who is passionate about the city his son will inherit. He is the planning + development partner with Cascadia Partners LLC, a local urban planning firm. Contact him at LandUse@ConcordiaPDX.org.

Last month, I introduced the concept of accessory commer–cial units (ACUs) that redress the historical wrongs that created economic exclusion by enacting racial segregation.

ACUs create new destinations within our neighborhoods and enhance walkability.

What forms might accessory dwelling units (ADUs) take as infill within an existing neighborhood such as ours? A traditional building form sometimes found within the front setback in our neighborhood is a carriage house, with a residence above a garage on the ground floor.

A twist on an ACU could see one placed on the ground floor facing the sidewalk, with an ADU on the second floor. This arrangement could also work in an alley.

This sort of gentle infill could help to build neighborhood intensity without significantly changing neighborhood character. It could build the local demand for services, such as retail and transit, that do better when there are more customers within a short walking distance.

When considering where ACUs might be appropriate, there are at least four different potential regulatory paradigm concepts worth considering:

1. Along all frontages facing bicycle boulevards/greenways
2. Only at new village center nodes, such as selected intersections along family-safe bicycle facilities
3. At intersections
4. Everywhere, on any properties, for any reasons, as long as they face a sidewalk or internal courtyard accessible by pathways from the sidewalk that comply with the Americans with Disabilities Act (ADA)

Concept 1 would deliver on the original vision, to give bicyclists the option to choose local retail by bicycle, since it appears that our main streets aren’t going to be made family-bicycle-friendly, anytime soon.

However, by allowing ACUs on greenways everywhere, there would be potentially greater conflicts with neighbors interested in a strictly residential character for the street they bought into.

Concept 2 concentrates ACUs within smaller, more defined areas, minimizing the potential of conflict with neighbors. From an equity perspective, however, it would be the least equitable, as the least number of property owners would have the opportunity to provide and benefit from revenues of ACUs.

Concept 3 spreads the opportunity for revenue, lowers the barrier to opening a new business and increases access to the lowest rungs on the economic ladder to those who need it most. Those include populations victimized historically by racism, sexism and other forms of oppression. By allowing ACUs on any properties – or perhaps any served by ADA-compliant sidewalk networks – ACUs could come to areas where residents may have moved to find life in peaceful, quiet neighborhoods.

Neighbor concerns could be addressed through regulations that use ambient standards to deal with noise, odors, traffic and other potentially-noxious impacts – or by addressing the impacts rather than by establishing use regulations.

It’s up to each community to engage in dialogue over these three paradigms and choose the one that resonates most with community members participating in the public process.

Editor’s note: Garlynn’s first install–ment about ACUs was published in July at ConcordiaPDX.org/2021/07/urbanism-acus-could-make-shopping-by-bike-more-safe. In a future CNews, he’ll dive deeper into questions of commercial space affordability and a discussion of the potential benefits to neighbors from ACUs.

Garlynn Woodsong lives on 29th Avenue, serves on the CNA board and is an avid bicyclist. He also is a dad who is passionate about the city his son will inherit. He is the planning + development partner with Cascadia Partners LLC, a local urban planning firm. Contact him at LandUse@ConcordiaPDX.org.

By Garlynn Woodsong | CNA Board Member, SW1 CNA LUTC Chair

We in the Concordia neighborhood live in a streetcar-era neighborhood – platted and built out during the first two decades of the 20th century – around streetcar service that connected it to downtown Portland.

Lines traversed from Union Avenue (now Martin Luther King) up Alberta Street to a wye – or junction – leading to a terminus at Alberta and 32nd Avenue, and another at Ainsworth Street and 30th Avenue, as well as a line on Dekum Street to 24th Avenue.

Each of these areas was the focus of neighborhood main streets, surrounded by the homes sold by real estate developers to finance the construction of our original neighborhood. The streetcar lines were paved over in the 1950s as a part of a nationwide conspiracy to boost rubber, petroleum and automobile sales. However, the bones of our neighborhood from this era remain: the streets, sidewalks, alleys and buildings.

Regardless of style, the buildings from that era all speak the same design language. Just like with a spoken language, a design language has a certain structure and defining elements that allow for design conversations between different elements of the built environment. The results are mutual design understanding.

For instance, the main street buildings of the streetcar era all have certain characteristics in common:

• A base-middle-top pattern is evident, in which the building has certain characteristics that it presents at the ground floor level, another set at the upper floor level and a third along the roofline.
• At the base level, the pattern consists of typical store fronts, including raised sills, recessed entries, large storefront display windows and clerestory windows at the ceiling.
• At the middle level, vertical recessed windows are aligned horizontally and vertically in paired groupings. • At the top level, articulated rooflines feature elements such as cornices, towers, curves, chevrons, gables or columns amongst many other roofline elements common to that era.
• Within the building, all of the levels feature aligned floorplates with stacked openings, an age-old solution that results in affordable, long-lasting buildings.
• The exterior skin of buildings from this era is made of natural materials, including brick, wood, metal, stucco or stone.
• Consistent materials are used across the entire facade, if not the entire building.
• Subtle ornamentation is applied at the facade – the face the building presents to the street. That includes brick detail work, cornice lines and wood trim details that are much less costly than the structural gymnastic and graphic approaches chosen by recent development stylistics trends.
• At corners, chamfers – the cut aways – and recessed entries prevent people from running into one another.
• A rhythm of recessed entries is created for the pedestrian who walks down the sidewalk past a series of businesses.

These characteristics form the timeless approach to add distinct individual characteristics affordably. They also:

• Increase pedestrian interest in the public realm through the use of building texture
• Enhance the joy factor of the community experience of the built environment through the beauty and craft of each building as expressed in simple ways
• Provide opportunities to highlight local cultural representations and reflections of the surrounding community

For a Main Street Minute, you can watch the Main Street Patterns video, here: tinyurl.com/mainstpatterns.

Register here to join us for a walking tour of Alberta Street at 6pm on July 15th, to help the CNA Board and LUTC learn about the design features of our unprotected historic main street. Attendees will learn how to identify local area patterns, and participate in a community dialogue about design priorities and goals for future development and/or preservation.

Garlynn Woodsong lives on 29th Avenue, serves on the CNA board and is an avid bicyclist. He also is a dad who is passionate about the city his son will inherit. He is the planning + development partner with Cascadia Partners LLC, a local urban planning firm. Contact him at LandUse@ ConcordiaPDX.org.

By Garlynn Woodsong | CNA Board Member, SW1 CNA LUTC Chair

The concept of communitybased design standards refers to clearly-understandable regulations that govern the form of new buildings and that are developed through community-based conversations.

The Design Overlay Zone Amendments (DOZA) project is scheduled for a Portland City Council hearing May 12. It’s the first major overhaul of city design standards and guidelines in 30 years, and it would:.

• Eliminate use standards that previously regulated certain design elements for a specific set of project types in the Concordia neighborhood
• Rewrite zoning code language, including a new set of citywide design guidelines, for the zones that apply to Portland’s centers and corridors, like Alberta Street west of 25th Avenue, among others.

Although DOZA guidelines were shared in draft form with neighbors, the updated standards haven’t and – for that reason alone – don’t adhere to the concept of community-based design standards.

The DOZA project will leave the entire neighborhood without any sort of context-sensitive building design regulations, including the entirety of the residential zones, as well as the main streets along Alberta Street, 42nd Avenue, and at 30th Avenue and Killingsworth Street.

This is problematic and inequitable. It ignores the enormous effort developing the Albina Plan in the early 1990s to develop neighborhood design guidelines based on broad community input from what was then the physical heart of Portland’s Black community.

The Concordia Neighborhood Association (CNA) heard from PDX Main Streets Design Initiative at the April board meeting. The initiative is in response to the recent skyrocketing development rates of rather bland buildings.

It offers a community-driven process to create a set of design guidelines for main streets with rich architectural heritage to be joined by new buildings that fit in with the human scale of the street.

CNA looks forward to working with nearby neighborhood associations and Alberta Main Street to develop and adopt a new set of Alberta Street Design Guidelines, based on those produced by the PDX Main Streets Design Initiative.

With the Residential Infill Project set to take effect later this year, in addition to DOZA, neighbors may wish to ask city hall to provide the opportunity to produce and adopt neighborhood-specific, context-sensitive design standards to regulate growth to support human scaled design, enhance walkability and context-sensitivity to ensure buildings are more harmonious with the existing fabric of established neighborhoods.

You may wish to weigh in now to delay DOZA adoption until the new standards can be clearly explained and feedback sought.

Garlynn Woodsong lives on 29th Avenue, serves on the CNA board and is an avid bicyclist. He also is a dad who is passionate about the city his son will inherit. He is the planning + development partner with Cascadia Partners LLC, a local urban planning firm. Contact him at LandUse@ ConcordiaPDX.org.