Planning Commission - Regular Meeting

All right, that was good. Thank you, guys. Never got it back.

Thank you. The old and the new one broke it. Yeah.

You know, I think we'll be okay.

We'll see us from one perspective. Yes, sure.

Oh, that's okay.

185 to the 27th house. But you have to own the place anyway, and even the older ones are selling for like 180. You're talking about months like just down the road. It's like a quarter. In fact, like right back here. A lot of ramps. Yeah. More than Chamberlain. Yeah. I'm surprised it's that expensive.

Yeah. They're like 12 by 12.

I would like to call to order the July 15th, 2026 planning commission meeting.

Please proceed with roll call. Thank you. And I apologize in case.

Chair Thompson.

Yes.

Vice Chair Limer. Here. Commissioner Coon.

Here.

Commissioner Lennon.

Here. Commissioner Paragini. Here. Commissioner Lindley.

Here.

And Commissioner Nathaniel. Here. We have a forum present this evening, so we will proceed with our agenda item inspection. We are all here. First of announcements. First are agenda's announcements and planning commission's applications. Commissioners, do you have any announcements? Okay.

Next is approval minutes consideration of April 15th, 2026 planning commission minutes.

Do any questions have any corrections or wish to discuss the minutes? We need to update Zach's name and adjourn. Oh. I think I'm going to miss that. He was just. So barring that exception, are we, do we, do I have a motion? Motion approved. Do I have a second? again okay i have a motion from commissioner sorry who's playing randy and a second from to approve the april 15th 2026 planning commission minutes all those in favor say aye aye all opposed one absent motion carried okay okay so next is communication with public public on non-agenda items if there's anyone here wishes to testify on a non-agenda item now is the time to do so now you'll have three minutes to provide your testimony i don't think everybody's here for what's on the agenda okay um so first our first action item on the agenda is a staff presentation to introduce 12 to contextualize housing need and housing capacity analysis project to address the state requirements

Good evening, my name is Erin Mason, and I'm the project manager. And tonight, with the assistance of our consultants, we will be introducing the Housing Capacity Analysis Project. And this project will help us answer two very important questions. What types of housing should Tualatin plan for in the future? And do we have enough fillable land in the right place to be able to help them? This work fulfills state requirements and supports a council priority identified in the fall of this 23rd edition. And the presentation will be led by our consultants. We have Mary Chase and Matt Brady with ECHO Northwest joining us today. Are you guys able to hear us okay?

I kind of. Can you hear me?

Yes.

Okay. You can hear me. Okay. Yeah.

Okay. Sorry for the technical difficulties, but thank you for joining us. And with that, I will hand it over.

Terrific. Thank you so much, Erin. And yeah, it sounds like you all can hear me. We can hear, it's a little bit muffled, but it sounds like you worked out most of the audio. So we'll continue to proceed. If I miss someone's question, please like wave your hands at me or something and I'll stop and try to answer the question as best as possible. Erin, are you sharing the screen for our slide deck or did you want us to do that?

Do you have a preference? It seems like we are queued up and we can present, or if you prefer to lead the pace, that's okay with us too.

Yes, I think we can do it. Mary, would you be able to share? I think you've got the deck up. Is that right? Okay. Perfect. Thank you, everyone. All right, here we go. We're going to jump right into the slide deck here. So good to be with you all this evening. My name is Matt Craig. I'm a project director with Echo Northwest. And joining me is Mary Chase, a project manager on our team here. So we're working with Aaron and staff on all sorts of fun acronymed projects. So tonight we're going to talk about the HCA and the CHN, and we'll give you a little preview of the HPS, which is later on. And don't worry, we will go through all of these acronyms. Next slide, please. So this evening's presentation is gonna be a summary of these projects, the CHN and the HCA, which we have just kicked off with city staff. And we presented a similar presentation to the city council last month here. So this is our first opportunity to talk with you all on the Planning Commission. We're going to talk about the what, the how, the why, and I guess the who to some extent, and this information also includes the data that's required and some of the analysis that's required by the state. We're going to present to your commission four times over the course of this process. We'll walk you through each time that we're going to come to your commission and what we'll be talking about each one of those. At the end of the presentation, we will definitely have time for questions and discussion, so looking forward to that. Next slide, please. So we're going to start with some definitions and an overview of the CHN and HCA process. Next slide. Okay, so we promise we won't have a pop quiz at the end of this. We know that there's tons of acronyms in this work here. So at the top level, the CHN is the contextualized housing needs analysis. This is an analysis that identifies needed housing for Tualatin by type, characteristics, and location. Location is considered. So it talks about housing types like single-family homes, townhomes, multifamily housing units, characteristics of housing units, things like number of bedrooms and limit of ADA accessibility. And then, yes, location is also part of the mix. We will be looking around at specific parts of the community and identifying areas that are suitable for increased housing development. The HCA is the Housing Capacity Analysis. This is the companion analysis to the CHN. It estimates the capacity for buildable land for housing. And so this is the part where we'll be really digging into the supply of land. So we're looking at potentially developable land for housing while taking into account where there is already land that is developed, land that is partially developed, and where there are constraints. And so I'm sure this is a planning commission, you're all familiar with a lot of these terms, a lot of this work, right? So constraints, things like slopes, wetlands, and other constraints that would prevent housing development. There's a third study, which we'll just touch on just a little bit this evening, but it is not kind of part of the duo package of the CHN and the HCA that we're working on right now. That's the HPS, the Housing Production Strategy. So that is the implementation-focused plan to encourage new housing developments. That project would be scoped and would come after the CHN and the HCA in 2027. You might be familiar with the former term for these projects, the HNA, the Housing Needs Analysis, is the term that used to be used for a similar type of analysis. The state changed the process recently, and so HNAs have turned into CHNs and HCAs. Next slide, please. And so a few more definitions here as well. And so these are some of the components of the HCA, so a buildable lands inventory that is kind of taking a look at all of the parcels of land within Tualatin and identifying, like I was talking about, those that are already developed and where there's potential for new development, taking into account some of those constraints, constraints both from a regulatory standpoint, so land use, different zones, city boundaries, planning areas, but then also the physical constraints around wetland slopes, things like that. The DRLI, the Developmental Energy Lands Inventory, takes that to a next step and looks specifically at where there is land that is ready for new housing development. And the RLNA, oh my gosh, so many acronyms, is kind of a more finite analysis there. So yeah, and then again, we were talking about the HPS is coming later. Next slide, please. So what work has already been done? So the state requires the housing analysis cycle, and Mary's going to talk a little more about this. Within the metro region is for every six years. Tualatin last completed the HNA before the pandemic in 2019 and NHPS. in 2021. The chart on the right there is an example of some of the data from that analysis in 2019. So this chart shows the share of estimated new households in Tualatin. In this case, the analysis estimated there would be roughly even split there. You can see along those groupings of extremely low to middle income. These are bracketed income brackets by median family income. about 15% per category there, and then estimated that about 40% of households would be in that higher income category. So that's over 120% of medium family income. In 2023, Tualatin also adopted an equitable housing funding plan. This is kudos to Tualatin, to you all. This is an above and beyond type of project that is not required actually in the state process. So the equitable housing funding plan provided a deeper dive on implementing new tools and getting that HPS going with a focus on affordability and accessibility to multiple types of households. Next slide, please. So here is an overview of the process. And Mary's gonna have a little bit more detail on some of this here. Happy to answer some questions here, but we've got four phases of the HCA-CHN process. So some of them run concurrently or overlap here. You'll see at the bottom of the slide, importantly, that we're coming to your commission four times over the course of this, these projects. We're also coming to the city council there, CC, four times. Like I mentioned, we just presented to the city council last month. So working our way towards adoption of these documents by the city council there in that last phase, which would be in the spring of 27. So just a brief overview here, the first phase, which we've already kicked off well underway here. This is, you know, booting things up, starting the data gathering process for the CHN, doing some project planning, including preparing for engagement and engagement with communities across Tualatin. We're well now into this second phase here where we're looking, doing the CHN analysis. In fact, the next time that we come to your commission next month, I think, I think we've got the date here and later on, I think it's late, late August, we'll be talking about some of the results of that CHN analysis that we've been working on. In this second phase, we're also going to kick off engagement activities. And so that's already started. This is an important part of the work, of course. Engagement includes not only coming to your commission, to the city council, but making sure that we are engaging with a number of different communities across Tualatin. And so we're working with city staff to organize those and to get out and have some conversations. That engagement also includes engagement with tribes. And so we have, we're reaching out to some tribes here this month to make sure that they are informed and part of this process. In phase three, and phase three is just kind of starting off now, we're getting into it, this is where we're doing a lot of that intensive spatial analysis. So the DLI and the DRLI, where we are taking a look at the land in Tualatin and where development has happened, where housing might go, what that looks like. So we're getting that well underway. And then the fourth phase there, which will kick off around the holidays and wrap up there in the spring, which is where we start to wrap up the RLNA, which addresses how much land and what type of zoning Tualatin might need to accommodate new housing. And that will be wrapping up this spring. So we'll be in front of you all to have a discussion and get your input four times over the process. This meeting and then our next meeting is going to be in August. Next slide, please. Terrific. Okay, I think I'm turning it to you, Mary, now to talk about some key context, starting with the state's process. Talking about the ONA and the state's process and what's required by the state. Go ahead, Mary.

Yeah, thanks Matt. So I'll dive into it here and just give a summary of what's required by the state. Some things have changed since the last HNA. So this is more of a recap of what the process looks like now. And we'll jump in here with talking about the ONA or the Oregon Housing Needs Analysis. This is an important guide for this work that provides a calculation of housing needs statewide and breaks that down for regions and for jurisdictions. The methodology for this report accounts for a lot of different factors. So it's accounting for housing under production, so current and future need. It's accounting for homelessness, population growth, second and vacation homes, It gets into demographic factors. And it takes all of those things and gives numbers for jurisdictions across the state. And we'll get into what that number is for Tualatin in a little bit in these slides. But really, what that gives is the starting place for doing the housing capacity analysis or the HCA. And that builds off of what the state has already done with the ONA. The point of the next step of conducting the HCA is like this indicates here to find a realistic estimate of long and near term residential capacity and the word realistic. It can be flexible, but really we don't want to overestimate or underestimate housing capacity as much as possible. We want to get close to a real estimate to measure whether current capacity can meet that need and be able to track and plan for that in the next. planning period. So we'll skip over here a little bit about the UGB because we are in Metro and it's opening up a different set of weeds than other parts of the state. But really, this is intended to start building towards some of those actions and timelines for meeting housing needs through housing production and making sure that it's covering different affordability levels and providing choice for residents of Tualatin. We'll touch a little bit on that next phase of the housing production strategy in this, but right now we're trying to lay that groundwork for what the housing needs are and what Tualatin's capacity is. This next slide helps to demonstrate how those different components of these plans are supposed to work together. We start with that ONA allocation, which is in the top left corner there. And this chart maybe looks a little bit more linear than reality, just as a heads up. Essentially, some of these are happening simultaneously, but what comes out of the contextualized housing needs analysis really informs housing need for the hca overall so we have that component that's feeding into the hca we also have the development ready lands inventory that matt started touching on which is also part of the scope of this project and that's based in the buildable lance inventory or the bli which isn't explicitly shown here but really it's meant to get at what land can reasonably be considered for residential development and part of that final hca as well so And again, that later, we're going to skip over this UGB amendment piece of the graphic, but feeds into the HPS and then feeds into that returning back through this process of analyzing it after the HPS period. So getting a little bit more into the specific components of the HCA in this process, the contextualized housing needs assessment, it's the determination of needed housing that gets into type of housing. It looks at things like single unit, multi-unit and middle housing. It also looks at characteristics like tenure and affordability, accessibility, visibility, and all that falls into this analysis about what housing options are available and what has gaps that needs to be filled into all of them. Again, we look at affordability, we look at fair housing choice, we look at location analysis, past discriminatory actions, And there is a required community engagement component that feeds into the qualitative side of this assessment. There's a lot of emphasis in the rules on engagement with low-income communities, people with disabilities, people of color, and tribal engagement, like Matt was starting to get into, which will all be part of this project, primarily through focus groups and trying to meet people where they are as much as possible. So to pull this together and talk about the housing capacity analysis overall, this is where we combine that information from the CHN, looking at historical development trends and what we've seen in the DLI and the DRLI and use that to estimate capacity within Tualatin's existing land and whether it'll be able to meet those anticipated housing needs. And I, I know we talked about this a bit more, but estimating that capacity of buildable land, that's one thing we'll be bringing back soon, just based on historical development and, again, trying to get as realistic of an estimate as we can. then we just have this quick look ahead at the HPS. And this is not where we are as part of this project, but where it starts to build that foundation and lead to thinking about those policy interventions and thinking about how to meet those housing needs, especially if the outcome is that the capacity does not currently allow for meeting those needs and what adjustments have to be made. So I am going to pass it back to Matt. We can pause for a second if we want to. Folks have questions, but otherwise, Matt, I can pass it back your way.

Sure. You know, I would suggest that we roll through. We just have a few more slides here, and then we're going to get to the next steps. So unless there's a burning question, see if I can see some hands. I don't see any hands. Let's get through these next few slides, and then I'm happy to jump into that discussion. So these next couple of slides show a preview of some of the analysis that's part of this work. So with each of these analyses, the state requires cities to consider housing on both a short and a long term. So short term in this case is six years, long term is 20 years. Some of this analysis, some of this work has already started by the state to help communities understand the level of demand for housing over these planning periods. So the table that we're looking at here is the state's forecast for dwelling units by AMI, so broken down by area median income for housing over the planning periods. So this is the, when they talk about the housing allocation, this is the housing allocation. These are the targets for Tualatin to hit over those two planning horizons. Next slide, please. So this graphic, we love to use this graphic. Sometimes we dress up a little bit more with jobs as well. We think this is a great way to talk about housing affordability. So this house graphic has these different categories, the different colors that you're seeing from left to right here are area median income brackets. So going from 30% of AMI on the left to 120% of AMI on the right. Note this is AMI for a family of four. And so it's just the question, if your household earns X amount of dollars, then you can afford so much in rent or so much in a home sale price. And so this is using some benchmarks around how much, you know, the slice of the total income of a household is. you know, typically 25 to 30% that they can spend on housing there. So you can kind of start to see the linkage between incomes and housing affordability. The CHN and HCA take this to another step and start to look at your housing market and start to look at prices of homes in different housing types. And then try to kind of crosswalk the two and say, well, what are these incomes looking like in Tualatin and what are homes on the market selling for or apartments renting for to give us a really good detailed look about what's happening there and what some of the need is. Next slide. So in summary here, one way to think about these two studies, the CHN and HCA, is that the CHN really is the demand half of this study. So we're an economics firm, right? We like to talk about supply and demand. So the CHN really is the demand study. It's taking a look at the trends within demand. the community and kind of contextualize housing needs. So, you know, adding context and kind of breaking down not just population growth, but types of households and needs by different types of communities and putting together that whole demand picture to say, here's what the need looks like within Tualatin over these planning horizons. The HCA is the supply type, and supply here we're talking about land, and land that's specifically developable for housing. So the HCA has that BLI, that billable lands inventory, where we are building a GIS map, and we're going to have a fun interactive map that folks can use and take a look at. building this map of all of Tualatin and kind of, you know, canceling out some of those constraints that we talked about and say, well, where are there places where housing would be appropriate here and what kind of housing would go in those places? So we've got a demand study, we've got a supply study, and then the HPS, I do a lot of economic development work, work with wonderful staff from Tualatin, economic development. I'm always interested in implementation. I know that you all are interested in implementation. It's the HPS, that study that comes later where those actions and strategies are identified to say, okay, we've got all of the supply and demand information from these two studies. What do we do with that? What are some of the policy choices that your commission and the city council should consider to make sure that everyone in Tualatin is getting their housing needs met? So that's kind of wrap up here. Next slide. I think we've got a couple more slides. So next steps. Okay, next slide, please. I think this slide is a little bit outdated here. I think we are meeting on 7-15 here now, but I think that next date is correct there. August 19th, we'll be meeting with you all to talk about the CHN results, the contextualized housing needs results. And then we'll be back with you all, I think, in late October. with a draft BLI and the DRLI, those two spatial analysis pieces. And there, I think we've wrapped it up here. We'd love to open it up to questions and discussion. So thank you.

I was here for the housing needs assessment. And so I can kind of see the difference. They basically broke it down the two separate studies that you're doing instead of just the housing needs assessment. Is that correct? Or is there much more of a difference than that?

Yeah, so the past process, thank you, Commissioner, you participated in the HNA in the past. And so, yeah, the new process has broken it out into the CHN and the HCA as a way to have kind of more of a detailed look at each of those pieces, supply and demand, separately.

Yes, and then we're not going to act like he said don't actually tell later yeah and they did do a lot of work with um involvement and the forms of commission that worked on that here in town as well just what i think fairly recently because it's the law of our lives so um so hopefully you've got at least some background that you don't have to pay them off the wheel yeah yeah that is better goodman still with people northwest

Is Beth Goodman still with Eco Northwest? Yes. Beth Goodman is still with Eco Northwest. And yes.

The last time we talked about this was three years ago with her. And I noticed, for example, going back to the charts that she presented, the AMI has increased significantly. And the question I have for you is the number of dwelling units that you showed on that chart that we need to address. Our goal is to sign

That comes through the, yes, thank you, Commissioner. Yeah, Beth is still with us, and Beth is our secret sauce to all of this work. Beth is one of the state specialists with lots of experience in this work, and so she is an advisor on all of the eight or so CHMs and HCAs that we're working on. So, Commissioner, your question, I think, was about this table here on slide 14. Yeah, so that is the housing allocation that comes out of the ONAH. So where the state has done some analysis with communities across the state to say, here is the housing allocation, here's the housing target. Given some of those factors that Mary talked about around population growth, you know, number of second homes, there's Mary, you can, I know you worked on that, I think, right? So there's a number of other pieces here that go into the target by AMI for both of the planning periods.

years ago as well. I'm sure we were looking at some kind of projected growing unit need at that time. And I don't know that those numbers weren't part of the ONA. I think that ONA has happened since then. So how can you tell just briefly how this has changed, increased or what the difference is?

Yeah, I don't have those numbers at the tip of my fingers here, Commissioner, but that is certainly something that we can follow up on to say in the last process, the last H&A process in 2019, what was the projection and how does that match up with these numbers here? I'd be happy to bring that information back to your commission.

made some impact, but I'm curious about the number of dwelling units that we are now assigned the need to try to figure out space for this community. We've had a lot of development occur in the last three years and something based on some other information or rule change that we could help us out.

Great. Yeah, that's a terrific question, Commissioner. And we'll make sure to come back with answers to that question at our next meeting next month.

I get to piggyback on Randy's real quick too. It would be interesting to know how well we've been.

There you go.

Yeah.

That would be interesting. Because often times we get geared up and do all kinds of analysis and And I know it's difficult to monitor over the past three years and then something else happens. And well, how well did we meet the projection or what has changed and higher or lower or why? And I know Aaron's going to submit a bunch of questions to you too that I have about the buildable lands inventory and how that has changed and that the methodology for calculating that has changed as well. So you might be prepared to answer that question for me a few months from now.

Terrific. All right. We're taking these down, Commissioner, and we will come prepared in the next meeting. Thank you for those questions.

Say hi to Dr. Morris.

We will.

Any other questions? Actually, I appreciate the fact you guys are sort of just mailing this out to us because it's kind of great to get a little piece and then we can kind of move on to the next stage. So thank you for that.

Terrific.

I think we're ready to move on to our second action item. Thank you very much, Matt. Thank you.

Thank you very much.

Thank you.

See you next month.

Thank you. And Mary, too. The second action item on the agenda is a staff presentation to provide an update on the 12th and Sherwood Road rail crossing study.

Thank you. I'm Mike McCracken.

I'm an agent here at Walton.

I'm bringing up the Walton-Sherwood rail cross-state study. And just how many of you have been to a before? And are you familiar with the project? Are you even following along? I'll try to breeze through some of the background stuff fairly quickly since it's something we're all pretty familiar with each other. So. The power of.

That was a great first question. Working earlier.

You want to go to the next slide? Next slide.

Thanks for being here.

So now let's talk about project overview, we'll go through what we found, what we're looking at in these conditions, and then do some last thought reviews. And this is the overview of the general area. We ended up looking at particularly the section of quality sharing. Really a lot of factors kind of kept us back. And then also we're looking at revitalizing your downtown. Well, I didn't walk across one. And this is a table. And also, just in general. So those are by serving as part of transportation plan. And then some of the numbers on the slide are intersections. Process. So we're getting about partway through And I've got a lot of great ideas for alternatives. We're coming up on our next round of public engagement. And one of the questions you probably have is why are you involved? And what is the And then at the end, our goal is to get to a deferred alternative. And, you know, as close as we can, we're sitting in consensus on this is what we want. And the plan of And one in the small project based on just that grade intersection. That was a big project. Some sort of separation. that's just a square. Any questions so far? conditions, what they're going to affect the system particularly going down . Uh, functional classification of the roadways, to all the chariots, primary material. The rail, some of the constraints there, we have the crossing here. And then if you start messing with the chain, the normal gradient, uh, The other issue is if we're going to be building something that we have to build, what we call a sheet block, temporarily go up. We're in the city. Somehow, that's what it's like. Those two induce the Take a look at our traffic operations. And the bar graph on the right is the number of vehicles per hour going through this intersection. The highest is 3,822. And that's one of the highest. One of the other key takeaways for me on this is how flat this line is. This is my last line that I've seen. red and blue lines. This is three volumes in each direction. One of the changes is that from the way it's kind of always incredible. It's always been the paradigm And what we're seeing here, we're seeing more traffic westbound to a lot of the employment areas, and then eastbound. It's fairly close to even, but westbound is pretty low. We've seen that at our advisory. I really appreciate all the creativity. Some of the results we got, some of the goals that were most important, community development, really building up a community, livability, safety, but things like multi-door mobility, travel, And then from what people heard about the old findings, they needed to listen to more and more of the new questions. We got a lot of people saying we shouldn't speak English. And then we had a wording thing in our next category that made that happen. And it's Accurated Transportation System Improvements Only. I think some people may have got confused. Either look at that along with other options, but along with the infringements you're going under, also includes stuff that just was in service. And then some people read it as just . So try to figure out the distinction there. 12 people selected that one. Four of those only selected that one. The other end, since they also checked with separation options. That will walk us through some of the ideas that were submitted. There are a number of times where we consolidated multiple suggestions.

And what we're doing a little bit faster. We have seven That is not responsible. First one is kind of the most basic, you know, build everything The next one is whiteboard.

road narrowing.

This one was an interesting one.

The idea here was that if we narrow it and prioritize transit and bike facilities, that people would be discouraged to travel through Walton in a single car.

I also should mention that the little circle in the upper right corner is one of the This would probably be something that we would look at with any but this was just a very simple alternative that was so good. Uh, so next we have, uh, so here's where things get more interesting. Uh, so we have, uh, the signal at any time, and then we start, you know, right in, right out that right here. Um, and then we also illustrate. going over them. In fact, the west side of the lake by the splash pond right that's back there. And we're going to go to the bank and the hotel. Yeah, that's true. So up north up there. Yeah. Yeah. I think this existing signal is like right at the hotel. I've been told where it's very Right, right.

And you said this also elevates both the Sherwood Road up over Yancey area.

Oh, that's all right. That's one of the hardest decisions. Well, that's the small one.

Yeah, which you'd go up. Yes. It's still letting people turn around.

So next we have another similar version of this, except the intersection is located here. And that's the intersection with the website. Yes.

Abby, can you explain maintain local connections? Why that is?

Yes. So we have obviously a signal property driveway. And so we don't want to take away access from a property. So it either needs to remain or grab it through a different access. So properties in here, just throughout all the . Make sure the access remains where we grab them.

OK. So basically, no properties lose their right-of-way.

Well, they might lose right-of-way because . on McDonald's side. You can still get into the dentist or the house from the, what is that, the Sager side if they start working on the horseback side.

Well, not just during work, but after the road's been raised up, you can't then turn off some of the places previously accessed.

Yes, and then there's also a little aspect on that.

For example, this one, like, if we would be going through a certain property, we would be any of these property owners there sorry writing the property owners there are any of these things you know i'm not sure if i need to show that

I don't know.

We have a single point, urban exchange. So this one has, it ramps up Baltimore Road and then the ramps provide access It's a little bit hard to visualize for this one, but Bloomsbury Road, State, Atgrave, Walsworth Rd, Over, and then a couple of ramps. Like a freeway.

So you still have it interchanged there for left and right traffic.

Yes. Just across. They need to be local connections. Well, we do sort of go around.

Yeah. So you raise it and still keep a stoplight there.

Yeah, this one.

I'm trying to envision how this would work. One of the options seems to be . Oh, wow. Just turn traffic down, essentially, . So just going out of nowhere, .

And squeeze that in between the rail.

And then. To make it happen, making a mouse. yeah.

On the ground, this one yellow so it's a baby.

So very similar.

I think I made it up. The last one was Elevating Boone's Parity. And then this one is Elevating Paul from Sherwood. And then this one is Elevating Paul from Sherwood. And then this one is Elevating Paul from Sherwood. And then this one is Elevating Paul from Sherwood. And then this one is Elevating Paul from Sherwood.

And then this one is Elevating Paul from Sherwood.

And then this one is Elevating Paul from Sherwood.

Yeah, I think the last one should be.

Okay. But there's an option for either one. It's like if the northbound traffic to Bridgeport just got to go, or if the westbound traffic just got to go.

Some of them were a little bit hard to interpret.

It was not easy to draw these on.

Yeah.

It's much easier when you have the reference to be so important. Yeah.

Uh, the next one is a lineup to I five. So basically just having traffic.

It was a red light. So this one includes

And I've been this. For this. All over. Activity.

Over. Very. Very large. What was that exactly. It's also called. Okay. So, yeah. That light that was just, what was that Southland phrase? The one that's right there by the property. And besides the property, sometimes I think it would also be a new I-5, and it's very important to include the library. Oh, you were gonna, you were gonna try to connect on the freeway. Yeah. Yeah. Yeah. Yeah. Yeah. Yeah. Yeah. Yeah. Yeah. Yeah. Yeah. Okay, so now we have the road under the rail option. Overall, we probably So we have essentially Maintaining local connections, similar to over the right and right now, except we don't have at all. And I think that it would be a little too. But we're still looking at it and see if there's any very good that I can also for freedom or something. or a different alternative that you want to put away.

And I think one of the biggest benefits of the way it's been all changed is how it will be comfortable for people to walk with it.

And bring space.

Right.

If you put it on the downtown park, it's going to be too tall to walk with it. And then have a pump system. So we're not recommending rules.

They would need to elevate it just to keep water out during normal rains or in a case of a flood situation?

Particularly in a flood situation at that.

Yeah. I think if you guys are looking at that option and that bump to try to keep water out, if you had to keep it during a 100-year flood or a major flood, what we're already going to see, I would imagine major flooding to begin with. Then the idea of trying to keep that dry, I would think, should be thrown out if we're already going to have flooding everywhere else. Because if you have flooding everywhere else in this major flood, then no matter what we do, it's going to be a flood. It's a tunnel.

I know, just as regular winter, right?

I think I'm hearing less emphasis on this. Okay. I think that's a catchphrase. Construction under the railroad, does that require a chute flyer when you go under the railroad if you're going to build this?

That would be a sentence that we could for what they're doing.

Oh, good.

That would protect the cost. Yeah. What was that, did they already have like the idea of how, I know they talked about how high you need to go above the rail, but how low you would go above that?

It was less than, I think, rail, wasn't it like 22 feet for the rail? I don't remember that.

It was 17 feet for standard truck. Five feet or so for that construction. Going over there, it was. The problem with that is, I'm not sure what his thing is. The shift. That might function better on TSP that way.

We go down 99 or day road. Yeah, it might, but there's some

The next one is very similar. The 89 signal and then both under and instead of having the right in, right out in this area, And then this one is ramps at Baltimore Road. This one was also very, it mainly prioritized traffic to and from I-5 and then this was the local connection.

So this one's right now.

People are just trying to take out the dominoes. it's just so close to the intersection but anything in here like at least with this property we're hoping ideally some property owners in that area are willing to develop On the next one.

On the road over over the wall.

At creating this is the one that you will actually a new. Railroad while work is done, and then you'd like to alternate to the greatest West. Have a good time before. To go under the other one. They would have a lot of confidence. So UPRR has Justin, right? I'm sure they do.

That's why it's red.

I'm sure they do. It's red Ferguson. Somewhere along the line, we'll start with this. We're going to be separating. I think after talking more about the Another issue with this one is you may notice that there are still so it would be paying a lot of money just to take away the rail costs. This slide was actually in the wrong spot. We actually went over that. And these were kind of the stragglers that we had. So improving day road connections and that's just out of scope for this project. And then Southern Oregon 99 West to I-5. So don't remember every single one we just wrote. The green are the ones that we are currently still

Any questions right now?

Thank you at the time. Two questions for you.

Is that built on fill or are you looking at some kind of elevated structure option? um either one would be possible in one day so if you don't know where to go if it's elevated and the toilet surely goes over who's very what happens to the old toilet i'm sure with this under the new tomorrow uh good question i think we use if the quality goes on would imagine some of that space would be for walking by the great connections and others of it would still be right away because of the great moment sure but maybe usable right away temporarily usable right away yeah there could be options for them that So how do you intend to measure the benefits to satisfy the public that either the cost is worth the benefits or it isn't? That what we have here to live with is really something we just have to put up with. How are you going to measure the benefits? I have a big question. What tools do you use? uh i think also we can look at You know, there's always some reasons to do that, but what we get to do is some sort of thinking this, having this attention, that place, for making the trade a good production. Also, it's a production, it's a form of quality. to hear there's a way to quantify or put a metric on the safety. For me personally, though, it's this time issue to talk about hours. I think we can go on with the stopwatch right now and determine how long it takes to get eastbound, westbound, northbound, southbound with the existing configuration. All of these have a lot of out of direction travel. And I'm trying in my mind to figure out I'm going to save any time with, right now I know how long it takes to turn left or right from Boone's Ferry off to Tollard and Sherwood. I can't in my mind intuitively say that any of these out of direction ways are going to save me any time. They all look to me like they're going to add time and frustration for my traveling through town. And I would hope And the alternative to go Warm Springs and then down the New Road or all the way to Martinasi and make that turn takes X amount of seconds. And show where it's green and red, where it's better or worse than the existing movement time. If you talk about hours, I'm thinking minutes at best. I hope for the public's sake, the costs are going to be easy to show that the benefits or not benefits are clearly shown as well. Yeah, we'll work with that consultant. Because this is very complicated, and yeah, this... My guess, I think some of them, the quantifying changes, We're going to hear a lot of that. Make a total out of it. We'll hear all kinds of things. So I think there'll be some things that will be harder to quantify. For me personally, it would be the time-saving thing that I would look at. Or it's going to take me longer to go that way than I am going to look for an alternative that keeps me moving.

Also, this first phase that we're doing right now is kind of giving out what we're talking about in a more Or do we want to back off? And that's why we're checking with the council. And then even, you know, this is a 10-year project. Future phases could also be looked at. Is this something we should do? Is it worth it? And we also have to take into account population growth, garden space, stuff like that within the timeline. You're a good team.

Good relations.

And I think I've heard a bunch of things for access on the south side of town to get to the river and for people to be able to walk around downtown because everyone just runs around the lake and they can't go anywhere. across that road.

Yeah. It's a deterrent.

Because there's so many things in those parking lots you'd love to get to, except you've got to park on one side and go somewhere else. Or like when the regatta runs down here, same deal.

Correct me if I'm wrong, but I'm trying to rank this point about time spent.

It seems to me like the primary goal of all of these different things is just to

i like the other option because it allowed traffic to just move and created a safe green space for just in town above and it also kept the beautiful views to reduce time travel within chihuahua to get all that other extra travel let's keep it from competing with us

here as well. Everyone that's fighting with them to try and get off that intersection.

I would like to add on to what everything's saying. And as we look through those alternatives, we're looking at that to really focus in on the impacts to the local area. Like we were talking about when we were mentioning livability, it was kind of what are the impacts of an elevated road from pass in my back or a 30-foot concrete barrier right there. Yes, exactly. So that and then as we're talking about the turn, so we're looking at right now, it's only one turn to go from Boone's Ferry to Guadalquivir or vice versa. So with those roads from that. So that's going to be, Randy, like you're talking about, that will get increasing. I don't see that any other way that there will be a decrease in time that it takes you to go from Boones Ferry Road to Toulon to Turman Road or vice versa with that. The other thing when we're talking about reductions in traffic is we also discuss the idea of When we only deal with this intersection there, we're kicking the can down the road to the other intersections. I don't know if we can pull up a map of the area.

I agree.

Just of the study.

One of the conversations that came up at the meeting was how the bottleneck might move back to Martin-Aussie. Or the post office road.

So, kicking the can down the road, yeah, to Martin-Ozzie to the Fred Myers intersection, or we call it the New Seasons intersection, I don't know which of those. And then, again, like I say, the I-5 with that. So, if those intersections are all still red, and we're talking about just traffic coming out of Sherwood, cut through, and they're bottled up at we're still going to, no matter what, we still have to add an intersection here to take the traffic onto DeWalt and Sherwood roads. So there's, we're still adding an intersection to this. So it's still an additional light to address that. Unless we did that right in, right out. I think that's the only option that doesn't add lights. The only way that would remove an intersection. So the I think that's an important thing to get out of the study. It's like, will there actually be any reductions in traffic or in this? Is it just like, well, you can quickly go across this intersection, but we still actually had cars backed up over this bridge because they're stuck at Mark Osmond. They're stuck at the new intersection. And vice versa, is traffic on the 5 still backed up? Or traffic coming from Diverg? still stuck at these other intersections going through. And then when you're going westbound, as soon as you pass that last intersection, then it opens up. You still have this bottleneck through the majority of our downtown area.

That's good. Depending on what we do, some of the options that we're thinking of could extend further beyond that.

Yeah.

If we do that, the next backup will probably be on the left side. It was a lot of traffic before we get back to that level.

If I mean, from the ferry on to 12 to Sherwood, there was a right only turn lane for all the people that live it could make that third lane there and allow people to emerge on like highway and extend that to make it easier for people getting to five and also make that intersection less congested because most a good chunk of people are turning right on that intersection that's yeah that's one of the part of like like when the trains cross how much that's causing the backup on the road i feel like that you keep what you're you're showing the people is that much less from the train happen isn't but you know the decrease in people the capacity increase that much or decrease that much if you come up with a calculation on that like the trains effect on the traffic that would help yeah i observed

Yeah, that's exactly what I'm talking about. But I think part of the reason this intersection is even more than like, we're talking about the other ones backing up, but this one works because of the

So I think if you could add some numbers like that to present to people, then people will kind of get the picture of the train situation a little bit more understanding. I definitely noticed that, too. Like, when the train hits, like, you're terrible. That was good.

And we're talking about the train train.

I'm talking about the train itself. So that's why people believe this intersection is such a big deal, right? It's because, like, yes, we have all of the other problems. You're totally right about the intersection. But if you want to talk about why this intersection is so important and make the case public, I think we need data on. what the train is doing to the traffic.

Oh, the train and West because they're two separate.

Yes, train and West. They are two separate things for sure because West is way faster with the train. Yeah, I've had friends get stuck for very long, mostly at Lake Despigo, but this one can get tricky too. So I think that just, that would be my first way to find some data on that. That's a helpful level.

We're working so hard on entitlement and watching the county, you know,

Another thing I noticed with the intersection, the light does not correspond with working in a functional way with the train. Because I've been through other train intersections where, okay, train's coming, these people can go because they're not going past the train. And the light changes to allow continued closed traffic while the train is closed. That way, when it goes back, you don't have a backup on half of the intersection. You just have to fix the one problem.

Okay.

It continues, where it's at and everyone's left yeah. So it's actually a city. I thought I was right the other day, but maybe it wasn't enough yeah so.

There's an adaptive signal coordination system in place. Unfortunately, that particular system doesn't work very well. It also has some other issues. I need to manage expectations. We are not going to get green light everywhere. Well, of course not. Somebody has to have a red light if somebody has a green light. Yeah. Yeah. So we are, we are looking at.

I was, I was stumped by two way to run it first.

So here's a question for you.

Is it a tunnel all the way? I didn't understand. But it's not necessarily a tunnel all the way.

You're not boring all the way from one of those brackets to the other. Make all of that extra space just for this. What can you do for this whole auction?

of how wide the ramp would need to be for either cars or should we bring it to the water? So everybody was marketing, okay, this is the length that it would be deeper. Oh, okay.

Realistically. Mike, one of the things, I remember when I was doing the TSP that Robert, who was on that trimap board, had brought up the I think we asked why Wes was still operating. So when was there, what's on that? Because all these other cuts happened with transit. Why was Wes not on that? So you had brought up that Wes has got either a lease or basically a term that you can't shut it down until this date. Can we get that information? you have less till this timeframe and it will operate all week. But when that, I thought that during that time, he said it would have been official for years, 30 or 40 years that that had left on it. So if we could find that out, that would be helpful to know that like, this is the end of, or this is when less expires as a theory or the next time changes can be made.

and they made a big contract with APRR for those times. That's why they could only be in those times. And even though they were in priority, they didn't manage to get priority. So if there was a train, West still had to wait. So I think what he's saying sounds familiar, because they bought time on the track. Instead of building a new track. Yeah, I think we'll call it kind of part of the track then. I think it was a requirement from the federal government.

they couldn't build their track at birchboard or there so they were like so that would be like the federal contracts like you we give you federal dollars you got to operate this thing the next several years so if we know what that time frame is and then what the feasibility is if anybody's willing to like say that openly but what the feasibility really is of west because at that point too, I mean, it's doing that feasibility and we'll see like, what is ridership on it? What's projected ridership? And then, I mean, that alone shouldn't be part of our downtown plan and stuff like that. Like I said, it would last.

It looks like it's done yeah there's a lot of money available for eliminating the general questions yeah um and i think the same events so they continue to be available

Some of our next steps coming up.

Yeah, table. Next thing's happening to be a virtual house. We anticipate starting in August. That'll have more of the options that were suggested. More evaluation on this. After that, it will be narrowed down. And we'll be back here in September. And then we'll actually have a joint meeting with the Planning Commission and City Council. After that, if we get from the third alternative, and it's something sizable, the next step would

Thank you for this really great discussion. Thank you for your thoughts on this. You're really welcome. Any other thoughts you'd like to add?

Please continue to get involved with the virtual webinar.

Mike, I would add that it would improve pedestrian safety with the bridge over. I was able to experience that. You asked us to go down there and look at that, kind of jacking your mind with what it looked like. So I did that crossing 12th and Sherwood Road. I almost got hit by a car there that was turning left.

I did have, I made sure it was my walk sign.

I'm going to park, but I'm trying to picture in my mind, I'm like, the bridge would have, and I heard a car squealing as it was like slamming on its brakes on the railroad tracks. And there's a younger guy in the car, in a little car. He's like, whoop. He ran the left.

And it's like, oh, my gosh. Well, look at that. What would it be?

A little hit by a car crossing that road. And you know what I thought? A bridge over would have eliminated that left-turning car at that intersection.

We're almost at a statistic out of the study you were studying. Absolutely, right?

It could have been a foster child from blind bad. It built a bridge in your memory.

All of us have a lot of head bites.

Totally, right? Yeah. When I first moved here, I think I ran into that in a party twice.

I don't enjoy it.

Yeah, yeah. And personally, head bite fairs are quite hard. Yeah. Thank you, guys.

Thank you. Thank you both. All right, we're good. Do we need a break? Stretching back. Okay, straight breaks.

Five minutes, we'll come back at 8.05. I love this.

In memorial.

All right.

Yeah. Yeah.

Yeah. Yeah. Yeah, something that will happen. Yeah, for sure.

Unlimited, but I know that in funding has a tendency to solve problems.

Yeah. Yeah. I call it a reason to hire. All the roads. Yes. Yes. Yes. Yes. We're back for an option. Is that an option? I was told to expect to be here until 10. Oh, that's very good.

Yeah, but it's just talking about politics. It's the person that should try to figure this out.

Okay, I think we're all back.

Do you want a snack? Everybody got a drink or snack? Okay. Our third action item on the agenda is a staff presentation to introduce projects that would establish new regulations for food for our cause. The planning commission will be asked to write a direction on policy questions. Direction on policy.

Okay.

I'll take this one.

Thank you very excited. Okay, for the record, my name is Aaron. And tonight I'll be introducing a draft framework for regulations for part five. At the end of my presentation, the Commission will have an opportunity to discuss policy questions and provide some direction to staff so that we can return with some final to consider. provide a recommendation to pass along. And with that, for tonight's presentation, we'll go over some background information. We'll look at Tualatin's current standards, which are largely directed at individual food carts. We'll review our draft code regulations that are being proposed. These were kind of a compilation of best practices we found from the region. We looked at Sherwood, Tigard, and happy valley thank you so we'll be looking at where we propose two parts should be allowed the application process the various design standards and then we'll wrap it up with some policy conversation and next steps so as background um two-car plots have become an increasingly common business model and community gathering space, and we've seen them pop up in surrounding communities, and a lot of surrounding communities are ahead of the game with us. But we do know that they are a good economic driver to activate underutilized parking lots and commercial property. And the purpose of this project is to develop fair, predictable standards that can support economic opportunity while also ensuring that people remain compatible with surrounding development. Um, so there's a few principles that led to the timeliness of this project. Um, particularly that council 2030 vision identified an action item to revisit the three part policy. Uh, we initiated this conversation last year. We returned in April for a work session and some direction from city council that I'll get into later. We also did a downtown identity study, which found overwhelming community interest in a park park, particularly downtown near the parks. And this study also found that a park park would support a few different identity frameworks, mainly that it would encourage circulation between our greenway trail system in our downtown area and kind of activate that whole corridor to bring bodies down to our downtown and kind of have a livelihood or presence from what we currently have. We've also seen some market interest from developers. I think we've been approached by seven developers that are interested in our market. So I think we'll be in a good position once we get to go to doctors and some developers. So when we were considering what kind of draft code standards to incorporate into this proposal, we laid out some benefits and potential concerns. The idea was that we wanted the code to be permissible enough to encourage flexibility in creative design, but not so permissive that they pop up everywhere and kind of become a nuisance for some of the surrounding developments. So as you can see, they are good for small business incubation and entrepreneurship. We'll expand dining options in Tualatin. A lot of chain restaurants and more food options. So that would be a great benefit to add to the community. And we wanted to encourage flexible standards that would bring redevelopment of vacant or underutilized sites into fruition. So we kind of looked around at some food cart plot examples and found that they vary in size with the number of food carts and also in acreage. Some have built covered indoor-outdoor areas for people to sit. Others are in adaptive reuse of existing buildings. So with that in mind, we tried to build in that flexibility with our proposal. We also talked to the developers of the Happy Valley Station and some of their feedback and guidance and information, which we'll get into later.

Can I add one thing on the Oregon City one? That's two food cart pods next to each other. There's that line right across the street. Oh, okay.

I haven't actually been there yet. Yeah.

very similar, so it's like double the size.

Okay, and that is the one similar to a repurposing like they did in Oregon City, they repurposed the old library. Okay, so they're reusing built-in.

Okay, and I think it's the same developer. Yeah. So looking at 1210's current standards, group cards are largely prohibited from operating in our central commercial zones. And when they are permitted, they're limited to individuals on individual sites. Exception being the Basalt Creek Employment Zone. We do allow comfort pods there, but it is limited to lots that front on Gramps Ferry, and it would be limited to one on development.

One on development in the entire district?

In the Basalt Creek Employment Zone area. Okay. And part of the reason is because it's employment land, so it's protected. We can get into that later if you're interested, but we'll keep chugging right along. If you have questions, let me know. For our proposal, we have these proposed definitions where we wanted to go with the Common nomenclature of food cart over the state nomenclature of local food . And then when we were considering what constitutes a food cart pod, we decided to keep it simple and grow a site with two or more food carts and letting the market decide what they can make for a food cart pod development. We did hear from the council that one certain So when we were looking around town and taking house instruction to focus in the commercial areas, we're proposing to allow two-part ties in the general commercial, central commercial, which is our downtown, office commercial, mixed-use commercial, which is up by Bridgeport, neighborhood commercial, which is down by Plantback Garden, and as we discussed, salt-free employment, which is also down in the salt-free area. And then we'll retain our existing regulations for individual food carts so that they can continue to operate in industrial areas. So in various areas, an individual food cart would be able to operate. So the closest we would get a pod to the high school under this proposal would be down. There's one right there across from the hospital. On the hill. Isn't that sacred though? Well, wait, is that up in the corner where?

see no blue where I would think that that would make sense in my first thought.

So my pointer wasn't working, but this area is fairly close to the hospital. And then down here, that's fairly close to the high school.

But otherwise, they'd be able to have an individual.

Drive all the way in this right now to get their eats and they deal with a bunch of traffic.

Part of the plus access is to not have to drive.

And one of our questions later on. Oh, cool. I've been to that often.

So you're not going to put food carts in residential zones and everything existing around the school is all residential. And we proposed various application processes.

We found that there's a lot of variation in neighboring jurisdictions about how they review this part of development. So our goal was to propose, process, and use the field proportional to the development impacts. So this would range from type one review to type three. So for the P&B option type one review, this would be available to modifications to an existing food cart pod that do not increase the number of sites. So say they wanted to add an accessory storage building or maybe a fire plate or some other . That would be available for a Type 1 review, which is a staff-level decision that does not require pre-application meetings or public meetings. The next tier and probably the most common would be the Type 2 review. This would apply to new food cart pods, which would be two carts or more, and modifications to an existing food cart pod that increases the number of carts on site. Again, this would be a staff-level decision. application meeting, and it would also require the public notice. And then the next step is the type three conditional use permit. This would be considered for large food cart pods, which we put at 20 or more cards. Again, there is variation among neighboring jurisdictions. In talking to our development stakeholders, they said that they typically consider large food carts 15 or more. We wanted to, I guess, leave a door open to make a larger or like medium to large size. So without having some But considering the impact that it largely part of how we thought the conditions for my review. And again, we'll be okay okay Thank you. So under our proposal, we are looking to consider food parts in the same category as the existing establishment category in our code. We felt that the characteristics of our food parts and food parts are similar to the characteristics listed here, where we're selling food Thank you. Now we'll transition into the proposed design standards. Our first point to review our proposed step-by, and these are to ensure compatibility with the surrounding context. So first, we're looking to have an input step-by from Copyline to Beddington Street The idea was that it's near enough to activate the street and have a presence, but also provide some flexibility for landscaping. And then we also propose 5 feet from site in your lot lines, just to keep with the context of straddling commercial development. And when a food cart pod is located adjacent to a residential zone, we propose a 20 foot setback to provide that additional going to get a measure along with some screening. It will form a continuous hedge or cedar fence. And then within the development, it would be a five foot step back from food cart pods or other structures. I mean, food carts or other structures. And we also proposed some standards just to help with the on-site circulation so that if there's queuing outside of the service windows, it won't And can we connect to the public sidewalk or compete with loading area needs to park lots of things with that picture. And then just a height standard for cannabis use ensure people can navigate with them safely.

Will the screening be required only for residential?

Under the current proposal, yeah.

Next slide, please.

For this we're requiring certain maybe it's different from our Council that they definitely wanted to see a plumb restaurant building to bring that destination feel and they wanted an area for each of our weather. That's proposing. For the covered seating area of the pavilion, we locked it fairly open just to encourage creativity and flexibility. I know I've been to some blue cart pods that do really cool things where they use storage containers or maybe have those parasail covers. So we'd be curious to get your thoughts on maybe how prescriptive you should be with the standard. Do you want to leave it? fairly flexible or if we want to set up a minimum to a certain design, there is more prescriptive measures. Yeah, and again, the idea is that the market would then right-size their development to accommodate the cost of that infrastructure. And talking to our stakeholder groups, they said that around all parts would like to make that possible.

Oh, those cards have been set up before. How do you define the site? We'll get there. We'll get there.

So it would be on one lot with these amenity buildings are structured through the restaurant building, the covered seating area. And then the three parts to be arranged in a manner to keep the developer as long as we need that back.

Right. So that's for set up intentional food cart pod. But like in the other areas that weren't blue, if two food carts set up, how close would they have to be before that would be a buy arrangement pod?

Like if they're on separate lots, there's a lot line separating them.

So they can be within 15 feet of each other, but as long as one is on one side of that line. I'm just clarifying your question. My question is, you know, if you have two separate carts that aren't necessarily affiliated, where else is it on the brain area?

right yeah i don't really get into it with this presentation but largely what we're looking to do is so we would have our standards for individual

oh it's so long and say all the offers individual a lot and approvable from our code in theory we could have one part on one line okay that that's the story i always i always think probably they're not hearing a lot and parcel at the site and if those are all fine clearly then i'm okay with the coke and that rattles around

Aaron I would say regarding the covered seating area a little bit more description of what would not be included as a covered seating area or not meet that definition so as a portable canopy going to meet that because when you were describing some of the shade structures that use different materials and stuff there there are some that are really nice and So maybe it's to say that structures that trigger building permits for a machine. Ultimately, if you're looking at a machine structure or a matter structure, you need to build a building permit.

Water to prevent, like, I mean, to make it water safe is what you're trying to say. Well, okay. Is that what we're saying? Permanent. Permanent. Well, some of it, but, like, being covered could be evil type things. You know what I mean? Yeah. So if we want it to be, Rain proof or not rain proof, but what would be the word? Yes, like saving the elements for tech.

So that is the question, is that if you want something that is to provide an element thing there. I was more, I guess, going towards aesthetics that like the tents that you pop up or and things like that, or even the large tents that kind of come up for the fairs and stuff like that. Those do pop up in a lot of food cart pods across the city. We use them at Portland a lot to get out of the requirement to hold building permit. So their temporary permit are on a tent. So if you say that it cannot be a temporary tent to meet that required for building permit or something along those lines, But if you guys are saying that it should be something that is also as you can do it. All right, for a shade structure that I think is going to be a little different than the billing code when you're going for something that's like salt tax. You want that thing up for six months, which means it's going to be nice.

Yeah.

I agree with that for sure. I think we should say something to make it something more permanent. Yeah. I would say something that makes it, you know, versus shade, I would like to do. Right. Rain. You can actually say dry. Just in case somebody gets creative.

They will get creative. Yeah. Across my mind when I read that, was that one photo you have of, like, umbrellas on the picnic tables? I thought, okay, that would be a covered seat in your hands.

Well, so I think from context, these are great points, and it's getting me thinking about how we can strengthen this. The way the proposed code is written, the keyword is structure, and then we have a definition of structure in our development code, which would imply a building permit might be required. I can't remember the definition verbatim, but it's something along the lines of that, which must be constructed So in my mind, that definition would likely include, like, a Costco canopy or something like that being utilized. But I think your point is well taken that it would probably be how this is written.

I do feel like the pods I've been to where they have slightly better cover areas are much better. Well, just a little strength on that one. with the one that you were talking about with just seeing the umbrellas, so the Beaverton cartel also, like that's their outdoor area.

They also have a completely closed-end building for people.

Yeah, that's the thing. I think it's quite a bit of something in and out.

You're already having the foundation done somewhere.

And then we just have some general design standards to, again, encourage high-quality development while also providing some flexibility. So these just talk about how the carts must be on a paved surface. Largely, this is just to encourage accessibility to all users. And that the good carts themselves be kept in different pair. We also are going to propose requiring storage buildings. or that all storage can either require a completely enclosed accessory building. We incorporated some flexibility so that the developer can maybe choose to do it in a manner that would require a building permit, or if they wanted to build a larger enclosed accessory storage area, that would be permitted too. does the assuming that the code language itself does not mean that that bathroom is going to fall into that attached structure or to that would not be included in that so the bathroom's not one of two so you have two storage beds and a bathroom so i think there's maybe some possibility where it could be an extended building where you have the classroom facility and then maybe it's flanked by some storage or has a storage door component. Again, we were trying to right-size our standards so that they were flexible, that they can do these different components in a manner that suits their development or their site, but also require that we check certain boxes. But if you have any feedback or would like to say anything,

all over the place.

Yeah, and one of the things we were trying to avoid was allowing this option. But these would be identified in addition to the restroom building. So we can either make this an extension of the restroom building, or have the restroom building, and then have storage shed for buildings.

Oh, my God. They've already got all that. I'm assuming we're not going to get a Washington County permit.

I have to comply with the county. Good point. And then continuing on the general design standards, we wanted to ensure that bicycle parking would be provided, that on-site lighting and illumination would be provided, but not layer onto a wedding properly served right away. So through provision, the trash and recycling receptacles must be provided and also requiring shared waste and recycling closure is required for all commercial development. And lastly, we have some design standards where the individual food parts would be limited to five upon the basis of food parts. And then when permitted, we will first consider a monument sign or a bull sign for the pod overall. And then we have a bundle of proposed standards to address on-site circulation. The first one is the best practices in many of our surrounding jurisdictions.

Just to ensure there's no impediments to

pedestrian emergency access or vehicle access to improve the property. The next standard is something that we've crafted and proposed ourselves. We found that when there is a loading component or an on-site parking component, there can be conflicts between the vehicle movement, thinking that they're allowed in certain areas within the parking lot, and really they shouldn't be. So we're proposing the areas where vehicle movements shouldn't be allowed. We would have some removable or retractable ballers to have a visual indication of where cars are allowed and where they're not allowed. So these could be removed for emergency access or way a standard to protect our public access and the customer amenities should be served by a five foot wide pedestrian walkway largely i think that would just be included by the country's And then to round things out, for utilities, because we heard from council that they want this to be a destination site and we're requiring a long dress room, we're looking at making sure that the individual food carts connect to our city services. And largely, this would be for the utility high schools, which are similar to what our main parks use. So that way, they are connected to city sewer water and electricity. And then we also talked to clean water services about all the right best practice for your separate facilities to collect the fats or. Businesses for years, so we've got some direction there. And then, lastly, our engineering group wanted to include a standard about me doing so. For the master major and then additional revenue may be considered. They were kind of curious why we weren't considering three parts in the industrial unemployment zone. That's largely because they're allowing individuals to continue to operate there, and also because of Petro's titles to protect industrial land. We didn't have any comments about our proposed commercial zone, which I'm sure you missed.

For the application process, we had one stakeholder who shared their preference for data from their list.

By right, they're zoning. So we operate under that model. I know some cities have that model, but because we're an open-ended platform, we're looking at different types. We've had some questions about how we landed on Two or more food carts qualify as a pod. And then we got into some discussion that the stakeholders shared that two to five carts probably wouldn't provide a destination field and that they would recommend eight carts or more to land at that destination field. But again, the staff perspective was just to keep it flexible and let the developers decide what's right for them and submit an application for our review. We heard that lending can be a challenge when a position is required. And then we were trying to right-size what would be considered a large report card. And we kind of thought that, you know, if they're looking to get something through the card, they may have already done a few investments where they have enough assets where they could fund this themselves and go through the mission as well. We also heard that the street plan was not considered because it's an initial for them. Staff was leaning or prefers asking for the street plan, mainly because when on-site parking may not be considered, it would be useful if there is on-street parking nearby or parking lots might be a little nearby to consider . So it would help us kind of look at the neighborhood vicinity, what pedestrian sections are available, or if we might need that for some of the things that strengthen those connection-positive sites. So that's why we decided to continue to push on that. And again, we shared with them what we heard from our council regarding building. And then they shared their feedback that they think to be able to support also that infrastructure. And originally, we had a draft standard requiring skirting around the food part, just to preclude them from putting storage underneath the food part. But we've heard that that can continue. There is a way to get something under there, and sometimes they would . So because we're encouraging the accessory storage volume, And lastly, we talked to them about their typical hours of operation because we're considering them needing to have a standard 1,000th residential. But in talking to them, we found that their hours of operation are largely from housing by residential . But that was really . My overview of design standards. So we can revisit our policy questions. Feedback on how to propose zoning districts feel appropriate for this part of development. And if our application process is proportional to the scale of development on the feedback line. And generally what we think about on the design standards.

Oh, yeah. but it is definitely the restaurant that's why i'm surprised it came back up and no one seems to be upset about it everybody's seen it and it's like a real thing and i definitely want to see how they change the perception of it well i think we've got controls on it very well thought out so and if it's experimented somewhere else yeah a lot i think it also allows for local people to start small businesses and help our local economy grow but a lot of the library when we lost all rest hoods or whatever. We traded those up to five guys in. You know, you're like, I don't want to get so tired. I got to go up to Lake Oswego or out to somewhere else. This is not a zoning question, but when I've been to the Wesleyan one, I know it's usually during the day, but do they ever do late night events? The only thing I think about with the timing, like if they decided to hold like a some sort of event that went late, but I don't think it's still past those hours, but maybe something to think about.

At that point, we'd already have that covered by since regulation. We already have regulations in place for that.

Well, that is my question. Also, do we allow outdoor music and

So if I want to do a band in the parking lot, can I do that? If I do do a band in the parking lot, are there any restrictions underneath?

That's what I'm saying is because it's a little different than what we've seen before. So that's why we're encouraging this, you know what I mean? Which is great. And I think that could be great, but maybe we want just a little check on it getting

I mean, I don't think we've discussed internally, but I almost wonder if that would be two use permit categories where it might be, like, a special design component that would require a professional to review, like, a stage or something like that.

Yeah, but there are a couple in Portland that have permit stages that are part of their setup and do regular, like, lunch time, dinner time, you know, like local music. I don't think we'd be opposed to something like that. I think we just want to make sure it's within the current values.

I think we have some mechanisms existing in our code where we can look at that as a special... Yeah, just in case.

I think it's, or looking at making sure it's a feasible option for them to have, like a inside and that's it's helpful to make sure that that's i i would say to make sure that that's allowed to some extent with that maybe if you even have to write it into the regulations almost like that's true yeah you shouldn't allow that to happen that's another good point not just the restricting it like maybe if we want to do that to pump it before yeah an accessory use, but if it's an accessory use, is it just that it's an accessory use that doesn't become a nuisance?

So it's like within its normal.

Yeah. Like it's a noise ordinance itself effective enough to, to stop something from just becoming a detriment to an area. It's like, shoot, we said you can do a stage. We didn't expect that you would do a full on live feature.

Yes. And maybe ensuring that we start coming together. We don't, I wouldn't. Yes. Talking about like shutting down the food cart pods because no one's coming and at night we'll come for more money by having a bet.

Yeah, that would be different. I feel like that's a different experience.

I think you'd want the food going at the same time.

Because there are, there's the alcohol components and everything that there's a lot of food cart pods. They need the bars to continue also. And so when a lot of carts shut down, the bar keeps it going.

that's where i was trying to circle back to what's the difference if we're trading up through the top of like a restaurant the house breaking is going to stay there was plenty of bands playing at the engineering station anywhere and then we have to make this bus but is that just because they're indoors the station's got that upstairs yeah there's an open craft right across the street from the park and i don't know that we give them any plus so to be you know making a fuss about one thing and not the other sounds it should be something worth addressing want to get to restaurant. Well, I think that I think you're kind of hitting on the operation character. Right. So food cart pods, and that's why we have food carts. Right. And it's one looking at. Yeah, tailored design standards for them. Yeah, because they just have some inherent operation characters that are different than around the building. And I'll circle back to my first thought is that two is not enough for a pod. I'm going to go with like, someone can buy

if the stakeholders are indicating that it would be necessary to have 12 before the infrastructure required would be visible and supported, that's going to close a lot of options off where you may have a site that is large enough to host two or maybe three pods, but no more than that where it's not going to be able to be used at all.

I think part of this was they wanted the back. Yeah, right. I think that's what it comes down to. That's why they want. I agree with that.

I have a huge part to weigh in on that too, because I work a lot with food carts in Portland and Multnomah County. And Portland has changed to take a hands-off approach with the food carts. And it's coming back to like, I mean, they're basically letting the market decide for that for the most part. Multnomah County and the Bureau of Environmental Services got a little entertained when they stepped in and created their own codes. And so what they did find out, especially with Multnomah County that built complaints from these, is that customers are, and even food cart operators, were really upset about not having the facilities there. So one of the number one complaints that they get at the county is like, there's no where to use a bathroom. I got complaints about people going to the bathroom at other places because there wasn't some. The, the threshold, I think, and, uh, definitely I know with low account, they say anything over one cart becomes a boot cart pod to start pushing those requirements for trash and everything like that, because these operators of boot cart pods, usually they're like, they throw it up there. They start. Become slumlords basically for a lot of these pop-up spots and they usually don't make it. They have a revolving door carts that come in and out and they really aren't, it's not a destination place. So. You can find a lot. It's been tried elsewhere and that's found not to work. And that answers my question. Yeah, right.

So I think even at two, two cars, you're already thinking that you might stay there. Versus one, you're probably not going to stay in. But two, you're starting to feel like you might stay there. Also thinking outside the customers going to the food carts where you also need to protect the people who are running.

They're susceptible. But yes, that's the facility.

Yeah. Well, and I think, what was it, Westland made like a crazy just jurisdictional choice, I think it says here. Any host of a site that has food carts for more than five hours and one calendar day from midnight to midnight must provide an RV-style sewer, water, and electrical hookup. Because you can have dry camping in an RV or whatnot without a utility hookup. of them over there but i don't know i do like their street yeah requiring the street view so you can check in the parking that's what i was gonna ask about the park because i know sometimes it's a little myth that they kind of do that let's see if you guys come sort of be the sort of picture or a way to get there because i haven't if you can report pods where i'm like running across it hopefully make it you know so i think that's great i think just to allow that to understate

regulations or state rules, we're not allowed to require parking, but at least we can review it and make sure that it's safe. And then another thing I wanted to touch on earlier is one of the things we heard from our council, too, is that they didn't want our code to be so permissive that food cart clubs should pop up everywhere.

So I think

But having some of the restaurant building and letting the developers write files, however many parts to save their development, kind of, in my mind, puts us in that space where it's hard enough, but it's still easy enough.

And you're trying to get something like the death image, which I think is I don't think that's what they're thinking. Yeah. They're thinking a destination, probably in the core area. Okay. Did anybody have any questions about the locations? That was what we started with.

We need something more.

Well, I've been talking to our social circles about maybe the natural sites, but I haven't had the conversation myself. I imagine there is interesting things that I can do, but I'm not quite sure which sites.

A lot of people that I have talked to in my little world or community of parents have said the spot on the corner where we want them to be able to pass is they're like, why is that not a food cart pod right now? Why is that not a food cart pod right now? I've had the same thought. I think it could be.

We're down there by the high school. Yes, true. People are stuck there. So it does not set up for them to have access to everything. They need their own. They're very smart. They're very smart. They're very smart. They're very smart. on top of the tulips. One of the problems. Oh, that happens.

The cone truck can be that full body without getting in trouble now.

Well, it always, it always happens. Yeah. And it's a different, yeah, they can do it. It's not very long.

It's a time restriction.

If he wanted to. And he does. I've seen it every week.

If I was going into middle age, I would have the back of my pants.

Okay. So I, um,

Okay, so two questions on with the requirement for cave areas with that is totally understandable for the pedestrian areas and everything like that. And I do know that the cost, I mean, dealing with this on the Portland side on the cost of what all this and the cost of bathrooms is up there. There are some great advances in that. HAB-Jacques Juilland, Portable not portable bathrooms that can come in there long and ready to tie any ball building from it, but on there, even with some shipping here so doable and make more financially feasible the cost to run sewer and put the pedestals and it's up there, including the. HAB-Jacques Juilland, The grease trap interceptors. HAB-Jacques Juilland, The. Paving and all of those options will add up. So if you have an existing site that's already paved and they're just going to cut it, like they're converting a parking lot to a car project, it's cut in to put all the utilities. Would it be, would anybody agree that it's possible for not for pedestrian areas, but gravel for the vehicle area of where the food cart itself would be located or anything.

So, non- Oh, I'm going to use the cart. But does that affect the cleaning? If they were not going to fix it to where they need it? Yeah, that's not the story. It's more of a matter of size to this area. Also, it's still a game. And also, gravel moves around it as it stays on the spot.

Okay, question number two. I have a site. I have a building on it. I have bushwhackers, and I want to put this behind me.

I've never been there, so I don't know.

I'm just guessing at this name here. All right, so I own bushwhackers, and I want to develop a food cart pod out there with it because I've got too many complaints from my customers about McDonald's soon. I have a bathroom inside. Will that serve as my bathroom facility for the food cart pod, because I'll put it on my parking lot? Or do I still need to build a bathroom?

I think that's a really good question. I do know there are jurisdictions that are building in concert with an existing operating restaurant. But it does allow you to Right now I'm having

And if it is going to be, then that it needs to be possibly like a proximity. So if we're taking the giant shopping center right now with the flooring area and everything like that. Well, you can use the bathroom that deals with Starbucks. Right.

Yeah. No, I think it needs to be, there needs to be, yeah, but it needs to be a holistic like development site. had in mind. No, you can't walk down to the potty and say, well, you can walk to the next story.

Right.

So a statement of us said you've got to walk no more than one quarter mile or five minutes walk from an end up to go. So one quarter mile is as far as you're going to go in the worst case scenario.

Did you say in the state code?

A quarter mile? Yeah, a quarter mile walk to the potty. Four, five minutes. I was like, yeah, all right, maybe just five minutes in the boat walk. Yeah. So, horse PSI. Okay. Any other questions or comments?

I think it's really great. I like the idea that you kept it, or that you bumped it up to 20 or at least with that, with our triggers ICU. So despite the cost that you go in for that development, that difference between 20 carts, not to mention it typically doesn't pencil out. capacity, Happy Valley is one of them. If you go take a look at Happy Valley now, about half the carts now, they have a whole side that's pretty much empty. And so it's just, you know, that's what that area got. That's a very busy area, Happy Valley. And they have carts. Carts are crucial to making those carts, those big pots even work.

So, awesome. 100% trust your judgment for less than five months. We're good. 100%. yeah good work thank you thank you thank you for your work thank you guys um okay so communication from city staff annual development code and process i knew this got right behind you again um and let's just we've gone really long this is really just a look ahead that in september we're going to bring you the first post in there um it is intended to be minor tweaks fixes typos, correcting. We reference the wrong figure here. We do this. It's not going to be major. We are going to try to open a few minor updates to meet state law. None of the big bills that we talked about, like we're not going to do a code cleanup and add SB 954 or something like that. But if there's a use that needs to be added, Well, state law, we think that will include commentary with each update, say why the reason it did want to bring it up, though, is because it's going to be so minor. I don't know that it would be or it's of a minor amendment or something like that. But, but that's kind of a look ahead of what we're doing to bring that vote back. We did a whole bunch of work to bring everything up to date and then we condensed and combined. Thank you. Thank you. Okay. So if there's no further business, I will take a motion to adjourn. Motion to adjourn. Exactly. Okay. We're adjourned. Thank you. Thank you. Right at nine. I know.