HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 136: Station Community Planning Areas (SCPA)

HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 137:  Development Regulations

For Station Community Planning Areas

HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 138: General Design Standards

For Station Community Planning Areas

HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 139: Downtown Station Community Planning Area

Supplemental Development and Design Standards

HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 140: Orenco Station Community Planning Area

Development Regulation and Design Standards

HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 141: 185th /Quatama Station Community Planning Area

Supplemental Development and Design Standards

HILLSBORO ZONING ORDINANCE No. 1945

Volume II,  Sections 136 through 142
TABLE OF CONTENTS

Section 142: Hawthorn Farm/Fair Complex

Station Community Planning Area Supplemental Standards

Section 137: DEVELOPMENT REGULATIONS FOR STATION COMMUNITY PLANNING AREAS

XI. MINIMUM AND MAXIMUM OFF-STREET PARKING REQUIREMENTS

A. Purpose

Maximum off-street parking standards are intended to provide sufficient on-site parking to accommodate the majority of traffic generated by the range of uses which might locate on the site over time, taking into account the nature of those uses and the proximity and availability of light rail and other transit, as well as alternative modes of travel.   Off-street parking standards in Station Community Planning Areas are lower than in other areas because of the increased availability of alternative modes of travel and in recognition that increased density of residential and pedestrian-oriented commercial uses makes less space available for parking in these areas.   Minimum off-street parking standards in Station Community Planning Areas are applicable to dwelling units and are intended to accommodate the parking needs of local residents throughout the day so that travel by other modes is possible without vehicles parked on the street becoming obstacles to traffic and bicyclists on the local street network.

B. Standards

1. Table 2, below, contains the maximum off-street parking ratio standards for non-residential development within all SCPA Districts.  Except where noted otherwise, the minimum non-residential off-street parking requirements of such uses within SCPAs is equal to fifty percent (50%) of the maximum.  Table 3 contains the minimum and maximum off-street parking standards for residential and similar uses.  Variance to minimum and maximum parking standards is allowed.  Pursuant to the results of the Traffic Impact Study required under Section 137.XVI.C.1., the City Engineer may require off-street parking above the minimum standard to mitigate impacts of a use on the street system. (Amended by Ord. No. 5973/7-11.)

 

2. Off-street surface parking provided by any project or use within a Station Community Planning Area shall be at or below the maximum standards listed in this subsection.  Multi-family, student housing and senior housing uses listed in Table 3, Maximum Allowed Parking, includes off-street short-term and guest parking.

 

3. Parking for free-standing residential structures in the SCC-DT District shall be incorporated within the structure. (Amended by Ord. No. 5973/7-11.)

 

4. Exceptions:

a. Single family detached, single family attached, rowhouse/ townhouse, duplex and attached duplex dwellings allowed within any district may have up to two parking spaces per dwelling unit provided the parking is contained within an attached garage or covered carport.   Single family detached dwellings may also allow for parking of up to two (2) vehicles within the driveway provided there is a minimum of nineteen feet (19') between the back of the sidewalk and the front of the garage or carport.

b. Within the SCR-HD or any Station Community commercial, industrial or institutional district, the maximum off-street surface parking allowed by Table 2 of this Subsection may be exceeded by up to 150% by a project, use, or a consortium or aggregation of uses under the same or different ownerships if the parking is contained in a parking structure.   If a parking structure is provided, the project or consortium of projects, or aggregated uses or users shall accommodate 100% of the required bicycle parking on the ground floor of the structure.   (Amended by Ord. No. 4545/4-97.)

c. The following parking is exempt from the maximum standards of this subsection:

(1) Employee car/vanpool parking spaces;

(2) Dedicated valet parking spaces;

(3) Fleet parking; and

(4) Commercial parking where the fee or charge is equal to or greater than the average market rate within the Metro boundary; as determined and published regularly by Metro.

Where any of the above listed conditions that warranted the exceptions of this paragraph are no longer the case, the maximum allowed parking standards for the use in question shall apply.

d. The maximum amount of allowed parking for a project or use shall be adjusted upward according to the following formula, provided an applicant for increased parking demonstrates an actual or projected single user and/or tenant within one or more buildings within a project or use can or will generate a density of greater than the target population density for the area in question.   The target density for the Regional Center within the the Downtown SCPA (the SCC-DT District, except for the area northeast of Main and Cornell streets, and the SCR-HD District) is sixty (60) people per acre.   In the remainder of the Downtown SCPA, and I i n all other SCPAs the target density is forty-five (45) people per acre. Provided that the applicant demonstrates such density achievements for a particular building or buildings, the maximum amount of parking, if so limited, shall be increased over that shown in Table 2 by eighty percent (80%) of the proportionate ratio by which the actual or projected density exceeds the target.   The twenty percent (20%) discount is proportionate to the assumed number of people who will use modes other than the automobile for home-to-work trips.   If in the future the modal split for auto based home-to-work trips falls below eighty percent (80%) as determined by Metro, the discount percentage shall change accordingly, but in no case shall it increase above eighty percent (80%).   (Amended by Ord. No. 4930/7-00 and 5973/7-11.)

 

The calculation of an increased parking maximum allowance under this provision is illustrated in the following examples.   Say an applicant can demonstrate fifty (50) people per acre normally reside or are employed within a project or use boundary outside the downtown area.   The target density for the area is forty-five (45) people per acre.   In this case the amount of authorized parking would be allowed to increase to 109% of the maximum parking shown in the table.   The math in this case is as follows: { [ (50-45)/45 ] x 80% } +1= 108.8 or 109% of the maximum parking allowed in the table.   If it was shown seventy-five (75) people were at a one acre project or use location on a regular basis, the maximum parking allowed by the table could be multiplied by 153 percent   based on the following calculation string: {[ (75-45)/45 ] x0.8 } +1=1.533=153%.

5. Where a development project includes the construction of new or reconstruction of existing streets, either of which includes the addition of on-street parking, the on-street parking spaces may, at the election of the developer, be included in the calculation of maximum allowable parking, provided the adjacent street width accommodates parking without impinging on travel lane width and the on-street parking does not adversely impact adjacent bicycle or pedestrian facilities or adversely impact the overall traffic flow or safety in the vicinity.

6. Mixed use projects, or parking shared jointly by more than one user, may calculate the allowed maximum parking based on the total and proportional square footage of space within a project, or aggregated among the joint users, by each type of use.   This provision also applies to campus developments and major institutions which include a mix of uses, whether the uses are under single or multiple ownership.   (Amended by Ord. No. 4545/4-97.)

7. No maximum bicycle parking standards apply, but a minimum of two (2) covered spaces (or one (1) locker) per establishment is required regardless of calculation results. Where a calculation would otherwise result in a required bicycle parking requirement of less than two (2) spaces, owners of one or more adjacent small uses, or a single owner of a commercial building with multiple tenants, may aggregate their respective gross square footage into one calculation and provide the requisite number of common or joint use bicycle parking spaces; in which case the requirement for a minimum of two (2)covered spaces per establishment shall no longer apply provided at least two covered joint use spaces are provided by the consortium of users.

8. Where calculation of maximum residential parking results in fewer parking spaces than the required minimum, the minimum requirement shall apply.