Welcome to Workshop 2D - 1st session under Theme D: Reimagining Public Spaces and Tactical Urbanism (low cost, often temporary, grassroots improvements)

We want to start by telling Portland’s story and how we are rethinking the role of the public right of way. Often term this, the REpurposing of streets. But really we are working towards the MULTIpurposing of streets, which comprise a significant portion of the public realm within cities.

In Portland we are recognizing that as we grow public space is becoming an increasingly more valuable and scarce resource. Viewing streets as intended strictly for utilitarian traffic functions is a terribly inefficient use of space.

The City of Portland is now embracing the shift towards viewing streets as valuable public places and is working to make it easier to foster livable streets by allowing community uses of the right-of-way. I’m going to spend a few minutes review how our citywide plans and policies have evolved in Portland Christine will share some local examples and review how our regulatory tools are evolving for permitting, managing and maintaining community initiated improvements.

(NEXT SLIDE INTRO)Earlier this month, I was my riding my bike home from work...when I made a left turn along my normal quiet route through the neighborhood...and I was confronted with this scene.

Not one but two rows of large vehicles blocking the street.

My first reaction was surprise and confusion. Then I heard the sound of music and notice the heads of two musicians just behind the big gray pickup and two black patio umbrellas just a bit further..I hopped onto the sidewalk and slowly rolled past.

This was the scene on the other side of the barricade.

My next reaction was, this is cool. Look at all these people enjoying the live music, food and good weather together in the neighborhood. If I wasn’t in a hurry to get home I might just stop, relax and enjoy a drink.

My final thoughts as I rode away came from the perspective of a bureaucrat......hey, there weren’t any detour signs alerting me to take another route....why did they use vehicles to block the road and not an approved traffic barrier? do they have a approved traffic control plan?...I wonder if they were granted permission to extend their liquor license off their premises...About a mile down the road I could still hear the band playing and wondered what the neighbors think of all the noise

About 5 years ago I was working on a local street plan for the Cully neighborhood. We were trying to figure out what to do about the 50+ blocks of gravel streets in this one neighborhood.

PBOT’s typical approach was to assume all these streets must be built to our standard with pavement, on-street parking, curbs and sidewalks on both sides of the street. These improvements typically occupy entire 50-60 feet of available ROW from one property line to other other across the street.

As we spent time in the neighborhood, we discovered numerous places on public ROW where neighbors had done work to put the space to better use. Small garden plots were the most common. This garden on NE 70th was particularly large and included a place to sit, some garden art and a bucket with free produce.

What we learned was that neighbors care deeply about these places. They would not view paving the street over top of these community assets as an “improvement”.

The gardens planted on public ROW in the Cully neighborhood were built without the intervention (or permission) of the city. It demonstrates the efforts neighbors are willing to make to convert nearby unused and neglected spaces into attractive and useful places.

As part of the adopted Cully Local Street Plan adopted in 2012 and the subsequent Street by Street, initiative PBOT developed new standards for residential streets that allowed some to have a smaller roadway footprint freeing up space that could be use to preserve

existing features in the ROW or allow for new public spaces for neighbors to gather and interact.

Over the years Portland has had a few cases where we broke with strict design standards to create spaces that could be closed to traffic and opened to people.

In contrast to the grassroots initiatives that led to the gardens in Cully, our early projects were initiated by the city (taking a more top-down approach).

Before amenities and other improvements were defined...a streetscape plan would often be developed through an extensive design and outreach process.

These projects were relatively expensive and have had varying degrees of success.

One example is the 3rd and 4th Avenue Streetscape Plan in Old Town Chinatown which was developed shortly after the Portland Classical Chinese Garden opened (Adopted Sept 2002). The city worked with neighborhood groups and community leaders to design streets in the district to celebrate the cultural heritage of the district.

This is a photo of NW Davis between 3rd and 4th - which along with NW Flanders - was designed to be “opened” for festivals and fairs and closed to cars. This generally occurs a couple days per year while most days Davis functions the same as any other street (distinguished only by the palm trees, unique materials and curless design)...offering minimal space for gathering and interacting...and thus limited opportunities for activating the space.

So, how do we know if improvements and other amenities make a street more livable?

Livable streets is a broad brushed term that can include a range of events, programming and physical infrastructure that reinforce the idea that public streets are not just for traffic but are public places to be enjoyed by people of all ages and abilities.

I really liked the way Mayor Hales put it yesterday. We must ask the “Mr Rogers Question”...how do we become neighbors.

In 2011 I toured 4 European cities as part of a German Marshall Fund Fellowship to study livable residential streets. In each city I selected a model livable street and conducted a survey of its residents asking them “what do you like most” about your street.

I received dozens of responses and was surprised to hear that few people actually described to design of the street (traffic measures, trees and other features).

Rather most responses had to do with social interactions. The most common expressions was “neighbors”...others included:

Good people / Play/ Village/ Dinner together

These social interactions contribute to sense of identity and belonging thus building community.

In recent years we have worked to incorporate support for livable streets and non-traffic uses of the ROW into our core policy documents and citywide plans.

2012 Portland Plan - a citywide strategic plan that identifies 5-year action items. Three notable actions include:

Design for community uses of streets (Item 110)Expand programs for community uses of streets (Item 111)Implement a pilot program for alternative ROW projects (Item 124)

Newly adopted Portland Comprehensive Plan 2016 - first time our policies have recognized non-traffic functions of the ROW

Community uses identified as a “function” of the ROW (transportation, utility, stormwater, trees, commercial uses) - Policy 8.44

Allow flexible design of the ROW to reflect context - Policy 8.47Streets as public space- integrate placemaking-transportation functions - Policy 9.14Repurposing street space for other community purposes - Policy 9.15

2016 - Central City 2035 Improve the street environment and pedestrian experience by providing urban greenery, community uses of the right-of-way and by integrating high-density uses to activate the pedestrian environment and encourage community gathering - Policy 9.47

These plans will serve as the policy foundation for introducing livable streets over the next two decades.

Now PBOT is working on a comprehensive strategy to guide the city’s numerous placemaking initiatives within the public ROW. This strategy will also build on the numerous lessons we’ve learned along the way. Christine will now review several Portland examples and discuss the some of the steps, and missteps, that have occurred with each.

Christine 4 Programs or ProjectsSummarize Keys to Success/ChangeWorking with the CityWhat’s AheadAnkeny Alley

Portland has few alleys in the CBD (unlike Seattle or NYC or KC)Ankeny Street is near the Sat Mkt, Waterfront park, LRT, Bus, Old town/china town.

Entertainment district. PDC had a vision in early 2000s to invest in and reinvigorate this area.

Prior to 2011, SW Ankeny Alley was bland narrow streetLocal business owners approached the City to close the block to cars and allow the

adjacent restaurants to spill on to the streets

While the vision seemed ideal, unfortunately the result, a consequence of liquor licensing requests, business requests, and pilot project missteps, didn’t quite reach its potential. The design of the first evolution of this project consisted of rows of wooden picnic tables in the middle of the street. Pedestrians walked along the existing narrow sidewalks on either side.

In 2014 Better Block PDX and the local business association partnered to request a 3 day demonstration project to show what reconfiguring a portion of the adjacent SW 3rd Avenue into a public plaza and bike lane could do for the area. (total cost of demonstration project $8,000)

The demonstration project was activated with ping-pong tables, painting activities, hay bales and temporary seating and was a drew a large number of visitors.

The success of the demonstration prompted greater business support and community desire. The Ankeny Alley Association won $80K from the Portland Development Commission to make the plaza permanent. PBOT invested 20k in grinding and planters and bollards. They purchased new tables and chairs.

Adding more ---(1) business continued interest(2) people on foot or bike(3) safer infrastructure(4) pleasant environment--flowers and color

More before/after photos here: https://www.flickr.com/photos/pbotinfo/albums/72157671209342771

City adopted interim rules for this public square/public space to be managed similar to a park. PArk rules apply (hrs, conduct, smoking, etc.). Enforcement by Ank Alley Assn and Police.

More before/after photos here: https://www.flickr.com/photos/pbotinfo/albums/72157671209342771

Better Naito is an example of a demonstration project initiated and implemented by a community partner, Better Block PDX and Portland State University

The problem: Portland’s waterfront park, draws almost 700,000 people from April to November, with another 15,000 during peak festival season.

During these months, the heavily used waterfront path is cited as too narrow to accommodate commuting cyclists and pedestrians.

On the SW Naito side, too often festival visitors are forced to walk along a narrow dirt pathway, to walk in the bike lane, or to bike in the travel lane with traffic speeding by right next to them.

PSU Engineering students decided to take on this design challenge as a capstone research project and collaborated with Better Block PDX and PBOT to make it a reality with thorough traffic control, pavement marking designs, strategies for loading needs, fire access, etc.

This innovative project was first piloted in June 2015 during the two weeks of the Rose Festival City Fair and returned for the Oregon Brewers Festival in July 2015. This year, the Better Naito project was in place for a full three months (May through end of July).

This conversion of SW Naito Parkway was not minor - it converted one northbound vehicle lane to open space for the public to walk and bike adjacent the length of the waterfront. The result: nearly a mile of street, 15 feet wide, open for two way bicycling, walking, and general public use.

The longer term result: a desire from public and a call by the Mayor to make the changes permanent.

This was also a very data rich project - PBOT and Better Block collected a significant amount of traffic data that showed during non peak hours travel times were not significantly affected. During peak commute hours, a half-mile stretch of the project increased travel times by 45 seconds to 1 minute.

PBOT has now permitted at least 7 demonstration projects of Better Block PDX. They have proven themselves to be a reliable partner in their ability to implement large scale projects using only their team of volunteers.

Better Naito is an example of a demonstration project initiated and implemented by a community partner, Better Block PDX and Portland State University

The problem: Portland’s waterfront park, draws almost 700,000 people from April to November, with another 15,000 during peak festival season.

During these months, the heavily used waterfront path is cited as too narrow to accommodate commuting cyclists and pedestrians.

On the SW Naito side, too often festival visitors are forced to walk along a narrow dirt pathway, to walk in the bike lane, or to bike in the travel lane with traffic speeding by right next to them.

PSU Engineering students decided to take on this design challenge as a capstone research project and collaborated with Better Block PDX and PBOT to make it a reality with thorough traffic control, pavement marking designs, strategies for loading needs, fire access, etc.

This innovative project was first piloted in June 2015 during the two weeks of the Rose Festival City Fair and returned for the Oregon Brewers Festival in July 2015. This year, the Better Naito project was in place for a full three months (May through end of July).

This conversion of SW Naito Parkway was not minor - it converted one northbound vehicle lane to open space for the public to walk and bike adjacent the length of the waterfront. The result: nearly a mile of street, 15 feet wide, open for two way bicycling, walking, and general public use.

The longer term result: a desire from public and a call by the Mayor to make the changes permanent.

This was also a very data rich project - PBOT and Better Block collected a significant amount of traffic data that showed during non peak hours travel times were not significantly affected. During peak commute hours, a half-mile stretch of the project increased travel times by 45 seconds to 1 minute.

PBOT has now permitted at least 7 demonstration projects of Better Block PDX. They have proven themselves to be a reliable partner in their ability to implement large scale projects using only their team of volunteers.

At 0:28 forward to 4:00At 4:15 stop video.

Portland’s Street Seats program was inspired by the ‘parklet’ concept that grew out of NYC an San Francisco.

A non profit group, Umbrella, formed in 2011 and lobbied PBOT to develop the rules necessary to authorize similar installations in Portland.

PBOT agreed - and in 2012 we piloted three locations in partnership with three restaurants. Portlands take on the parklet concept was slightly different - unlike NYC and SF, we were not

creating mini parks where table service is NOT allowed. Portlands’ version expands our existing sidewalk cafe seating into the street - the result - creating very active uses and destinations for residents and creating an incentive for business participation.

Like all pilot projects we have learned, and are learning, many lessons:Need to hold high design standards - the expansion of restaurant premise into the street

has the potential to provide significant profits however not all restaurant owners have the creativity and design ethic to create beautiful street amenities…. (show one of original street seats)

We charge for the use of the right of way (typically $2600 per year for 20ft and most installations cost between $8,000 and $20K to design and build)

Take advantage of local talent (we’ve partnered with PSU architecture class and Center for Architecture nationwide design competition)

Parking tradeoffs and PBA…..(we still do not allow installations in the downtown core due to objections from the PBA)

Today Portland has 13 street seats installed. Brings in ~$45K per year, requires about 0.5 FTE

for the first two years

City Repair and its related Village Building Convergence are another example of the City finding a way to meet the requests of the community.

First painting, 1996 - In 1996 a group of neighbors wanted to paint the intersection of SE 9th and SE Sherrett St, in the Sellwood neighborhood, with a geometric design based on an indigenous symbol for gathering and peace (Share-It Square also has installed on the street corners: a community bulletin board and chalkboard; a food-sharing stand; a kids' playhouse; and a 24-hour tea station – a thermos with tea cups and tea; neighbors take turns keeping it supplied with hot water and tea.

This project, what soon became Share It Square, was the first intersection painting in the City and forced the Bureau to grapple with the mechanics of approving this type of project. City Council passed an ordinance allowing the painting and setting the conditions to approve future projects (such as a maximum traffic volumes, 2500 for intersection paintings, 2,000 for midblock paintings)

Today, there are 49 street paintings. Designed, installed, maintained by neighbors - The process of creating the designs,

acquiring neighbor support, and the actual painting event develop community identity and bring neighbors together in a way that not many neighborhood activities can. Repainted every year as part of the Village Building Convergence. Everyone can participate. Sizes range from 20’ x 20’ to 85’ x 100’

WHAT THEY ACCOMPLISH: Build relationships, Empower people to create public places, Encourage expression, Improve quality of life, Reduce crime, Make people feel better about where they live.

WHAT THEY DON’T ACCOMPLISH:Affect traffic. (They are neutral related to traffic performance), There is no traffic calming benefit, increased traffic, or change in crash performance at intersections with street paintings.

Permitting details: Where can they happen? (Portland ordinance 187193. TRN-8.10 encroachment permit info)

● Permitted through an encroachment permit and block party permit (for the paiting event)

● Intersection Repair Projects & Midblock Repair Projects allowed on Local service street (residential), No transit bus, At intersection: less than 2,500 motor vehicles per day, Midblock: less than 2,000 motor vehicles per day, Approval of City Traffic

Engineer (designee), Petition: 100% adjacent, plus 2 blocks along the street

A. Recap Factors for success---for local agencies1. All come from the community---!!!Foster grassroots improvements

the community cares about2. Allow space for Staff champions in implementation (staff time and

support)3. Organization capacity/competency--

policy+implementation+risks+active Transportation4. Use and flex existing permitting tools-broad permitting tools5. Partnerships with businesses and community groups --relationship

building and longevity (trust like in better blocks)6. Funding (small seeds). Offer staff time for launching great ideas

before they are permit fee7. Collect data8. Don’t shy from risk of failure---still struggling with this one (low

vol residential streets)

If you are a group or Organization, it may seem overwhelming to work with the city. Here are some things to help you:

In Portland, the Bureau of Transportation manages the right of way. For permission to construct or change most of anything you need either 1-a permit, 2- a contract (capital projects) or 3- the city itself undertakes the project (maintenance). Most likely you will be requesting a Permit. PBOT website.

PBOT’s Encroachment Manual is comprehensive--what is allowed and requirements. Don’t stop there if you have a good idea.

Right-of-Way” is the area between neighboring properties and includes streetsurfaces, curbs and sidewalk, and also frequently includes additional areas oneither side of the sidewalk. The size and configuration of the right-of-way varyfrom street to street, as do the sizes of the actual street surfaces and sidewalks.Rights-of-way are generally dedicated to the movement of vehicles, pedestriansand/or goods. However, the City of Portland’s transportation policy allows forsome privately owned structures to be located in the public right-of-way (hereinreferred to as “encroachments”) as long as certain conditions are met. The mostfundamental requirement is that encroachments may not impede on the ThroughPedestrian Zone of the sidewalk corridor. Table A (see page 7) identifies thesize and location of the Through Pedestrian Zone for various types of streets.

1st: Find space in the ROW--How do you do this?(a)Adjacent to you or (b) in the Neighborhood.

ROW is for access and transport goods and Svcs.Most basic use is for Pedestrian movement (6 ft clear).It is prohibited for an encroachment to close or preclude public accessthrough a right-of-way.

Look for:WedgesAlleysStripsPaper ROW/Unimproved

City must consider:Utilities.Connectivity. --Through movement.Access to properties.Safety.Pedestrian Design Guide

How to get peace of mind it will last?Get a permit. One time permit. Encroachment permit fee for 16-17 $545 one time --some things don’t require a permit.City has a record. Knows who to call. Identify Maintenance and care-takers.Pay your Fees.Records with your title

The Revocable Encroachment Permit is issued to the owner of theabutting property and runs with the land, unless stated otherwise. TheRevocable Encroachment Permit may also be issued, with the abuttingproperty owner’s consent, to a business association, a neighborhoodassociation, a district coalition, a non-profit organization or agovernment agency. Reference Chapter 17.44.015.B.

What if something goes wrong? (Illegal use, camping, noise, drugs, ...)

Permits generally require:1-description of what is being permitted and location.2-Revocable in 30 days and require removal3-For Construction: a-Insurance (coverage and addition of city on your policy) during constructionb-Bond for maintenance and construction (sometimes) and license if contractor-c-traffic control 4-Permanently:a-Liable --you as permittee are liable permanentlyb-Hold the city harmlessNot generally required: Indemnification clause (you agree to have your attny cover the city staff in the event you and city are sued)c-Ownership and Maintenance- issued to persons with longevity (ex-NH assn) or adjacent ppty

Adjacent business and community run and nurtureProgramming the space?Space for every voice?

City’s Part:1-rules of right of way and public nuisance code enforcement (by police)2-design that is appropriate and will last

3-Appeals…4-no charge for permits that benefit the community--ie-bunting for 4th of july or public art

We have had a history of accommodating ideas and this allows for us to formalize this as part of a program for staff to apply the tools ...

Portland’s next step: create a clear guide to the Bureau for our planning, permitting, and management of placemaking projects in the right of way.

Reinforce the idea that public streets are public places to be enjoyed by all ages and abilities.

The Strategy will create an umbrella of different placemaking programs (demonstration projects, play streets, plaza projects, street seats, intersection paintings, block parties, etc, etc)

And importantly, to the City at least, it will be ensure that we have all of the tools to thoroughly vet and support these activities.

design guidance standards,

public/private partnership strategies

inspection and enforcement strategies

management tools (maintenance agreements, liability requirements, vendor licensing, programming strategies)

Data collection, monitoring, and evaluation techniques

This umbrella will ensure consistent goals, policies, and processes and feature a user friendly online toolkit; all of which will make it easier for neighborhoods and businesses to access PBOT’s services and

participate in these opportunities.