Meeting of the Eugene Bicycle Coalition
Monday, May 21, 2007 6:00 p.m.
Attending the May meeting of the Eugene Bicycle Coalition were Webb Sussman, Jim Wilcox, Susan Stumpf, Richard Hughes, Jerry Welch, Paul Moore, Sue Wolling, Alan Pittman (reporter, Eugene Weekly), David Roth (Eugene Public Works/Transportation), Lee Shoemaker (Eugene Bicycle/Alt Modes Coordinator) and his son Ben, Katharine Kappa (Land Use Analyst, Eugene Building and Permit Services Division), Taunya Jones (City of Veneta), Margaret Boutell (City of Veneta) and Jeff Krueger (Lane Council of Governments).
Katharine Kappa from the Building and Permit Services Division attended this meeting to address questions regarding City requirements for bicycle parking. She explained that her job is to review building permits to check for compliance with City code. One component of code compliance is bicycle parking. City code defines bicycle parking requirements that must be met whenever a building permit is issued for (1) a new structure (2) a change in a building’s use that alters the amount of bike parking required or (3) an addition to a building that increases the amount of bike parking required. The City Code’s bike parking requirements do not apply to existing structures, nor to a business that replaces another business of the same type (for instance, if a restaurant is remodeled to open as a different restaurant). Ms. Kappa explained that the City inspects a building prior to issuing an occupancy permit, and checks for compliance with bike parking requirements. Since bike parking is usually among the last things installed at a development, the City sometimes issues a “temporary occupancy permit” that allows the business to open before the bike parking is in. The final permit will not be issued, however, until the bike parking is installed. Code requires bike racks to which both wheels and the bike frame can be locked (i.e., neither a post nor a “ribbon” style rack is acceptable), and gives the dimensions required for a bike parking space (see code, attached).
Ms. Kappa explained that until 2001 the downtown area was a “bike parking exempt zone”, in which the City installed bike parking to serve groups of small businesses rather than requiring each business to provide its own bike parking. In 2001 the parking exempt zone was abolished, and each new development was required to meet its own bike parking requirements. This can be difficult, however, because downtown developments are often built all the way to the property line. When this is the case, there is often little-to-no space to install bike parking without putting it in the public right-of-way (i.e., sidewalk. An example is at the Downtown Athletic Club). When bike parking is placed in the public right-of-way, a revocable permit is required. The City must review a site plan for each individual revocable permit, and adjacent property owners must agree. The City is looking at this process, as well as the feasibility of installing/improving bike parking in City-owned garages, as part of the pedestrian and bicycle strategic planning process.
In response to specific sites about which members had asked, Ms. Kappa said:
Former L&L Market site, 16th & Willamette: Since L&L Market existed at that site before the code required bike parking, it was a “legal non-conforming use”. When L&L was remodeled to create Triomphe, there was no change of use, so the bicycle parking code did not apply. The new owner installed a rack that is not up to code (it is a ribbon-style rack, and is not covered), but since that rack was not required, it was not subject to any design criteria.
Oakway Mall: The Oakway Mall is a combination of remodeling of existing uses (no bike parking required) and additions of new uses (bike parking required). Ms. Kappa distributed a plan showing how Oakway Mall meets its bike parking requirements.
Market of Choice, 29th & Willamette: The developer of Market of Choice at Woodfield Station opted to obtain approval of a planned unit development (PUD) for the entire shopping center (a PUD involves a public process). This option requires the developer to present their plan at a public hearing, but it also provides them some certainty (once their plan is approved, they will not have to comply with any changes in the code that might happen prior to or during construction) and allows them to “flex” some code requirements with the approval of the hearings official. In accordance with City ordinance, neighbors who live within 500 feet of Woodfield Station were notified of the public hearing, and a notice of the hearing was posted at and around the vicinity of the site. No one testified about bicycle parking at the public hearing, and the plan for Woodfield Station/Market of Choice was approved.
Market of Choice’s plan, as approved by the hearings official, included only four short-term parking spaces, none of them covered. This is the same number of bike parking spaces that would have been required by code under the normal permit process, but under the normal process some of the parking near the store’s entrance would have to be covered. (After months of pressure from the Bike Coalition, the developer of Market of Choice has agreed to install additional covered bike parking. He says it should be in soon.)
Safeway/Hiron’s on 18th Ave. When Safeway was expanded/remodeled, it installed covered bike parking as required by code. During the construction, a small bike rack that was near the entrance to Hiron’s was removed—but since Hiron’s was not involved in the building permit, and the bike rack that was removed had never been required to be there in the first place, there was no requirement for bike parking to serve Hiron’s.
Lane Community College, Main Campus: Since the LCC campus is outside the city limits of Eugene, code requirements for bike parking do not apply.
Regal Cinemas at Valley River: Required bike parking is 40 long-term spaces and 119 short-term spaces, of which 25% must be covered. The developer has installed the short-term parking at the nearby LTD stop, and has dispersed the long-term spaces around the shopping center.
In response to other questions, Ms. Kappa gave the following information:
The Building and Permit Services Division can and does advise developers on how to design bike parking that serves the interests of both cyclists and the business. Ms. Kappa acknowledged, however, that some of the City’s customers (i.e., those seeking a building permit) do not see the value of bike parking, and see the bike parking requirements as burdensome. It is City staff’s job to help the public understand the code requirements for bike parking and provide information as to how their project can comply with bike parking requirements.
When fewer than 6 bike parking spaces are required, none of the spaces are required to be covered. This means that there are relatively few locations in which short-term covered parking is required.
If there are multiple tenants within the same building (as in the building at 29th & Willamette that houses Ben & Jerry’s, a coffeeshop, a beauty supply store, etc.), the bike parking can be consolidated for the entire building. The number of spaces required is the sum of all required parking for the individual businesses.
If a site has received its permit, but some of the bike parking subsequently becomes unusable due to actions of the business (for instance, the space is used for outside merchandise displays), then the City can require the business to make the bike parking available for use. Bicyclists who encounter this problem are urged to report the problem to the Building and Permit Services’ zoning enforcement staff.
There currently is no requirement for existing businesses to provide bike parking. It would theoretically be possible for the City Council to enact an ordinance to require bike parking at all sites, but that seems unlikely. Such an ordinance would also require additional funding that would enable the City to enforce the ordinance.
Taunya Jones and Margaret Boutell of the City of Veneta described their hope of creating a bike route to link Eugene to Fern Ridge, Veneta, and the Oregon Country Fair site. They hope such a route would serve recreational cyclists, tourists, and the growing number of Veneta residents who commute to Eugene. Taunya showed a map and Project List of potential routes(attached to these minutes), and sought comments.
Taunya described two main potential alternatives:
In reviewing the options, members also raised the possibility of a route north of Highway 126. Members expressed interest in the concept of a Eugene-to-Veneta bike route, and discussed the advantages and disadvantages of potential routes.
Taunya requests that bicyclists send their suggestions for routes, strategies for advocating for the project, and funding options to her at tjones@ci.veneta.or.us.
Jeff Krueger, a landscape architect working for Lane Council of Governments, informed the group of the Rivers-to-Ridges Open Space Vision. This plan envisions an open space corridor along the ridgeline from Fern Ridge to Mount Piscah (and from Glenwood to Mount Piscah, if the County acquires the Wildish property), utilizing both public and private lands. Planning for the project began in 2003. The concept has been endorsed by all local officials. The Nature Conservancy, McKenzie River Trust, Long Tom Watershed Council and Bureau of Land Management are all cooperating in developing the vision.
Jeff seeks cyclists’ input into roads in/near the corridor that would benefit from improvements such as wider shoulders, more frequent sweeping, water and rest room sites, bike racks at trailheads, etc. Pubic input will both help inform the vision and will be useful in gaining funding to implement the plan. Jeff encouraged all interested bicyclists/hikers to attend one of two Drop-In style workshops about the Ridgeline Area Open Space Plan (see also flyer attached with these minutes):
Workshop I: Monday, June 4, from 4:30 p.m.-7 p.m. at the Eugene Public Library.
Workshop II: Wednesday, June 6 between 4:30-6:30 p.m. at the Spencer Creek Grange (intersection of Lorane Highway and McBeth Road).
Webb reported that he had communicated with Brian Thompson, a lawyer who assisted GEARS to obtain 501(c)3 status. Webb said that obtaining non-profit status would require the EBC to be more formally organized, and would cost $2000-$3000. Brian plans to send Webb more information as to how to organize a group to gain non-profit status.
Next Meeting: Monday, June 25