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|Articles - May 2011|
|Wednesday, April 20, 2011|
Page 2 of 6Of course, it isn’t easy to categorize strip malls in the constantly changing world of retail sales. Is the Zupan’s Market at the corner of NW 23rd and Burnside a strip mall? What about the former auto lot on Northeast Sandy that is now a vintage clothing store with space for food carts? How many of the 12.5 million square feet of retail centers in the Portland market listed as “community centers” might be better described as strip malls?
Edward T. McMahon of the Urban Land Institute defines a commercial strip as “a linear pattern of retail businesses strung along major roadways characterized by massive parking lots, big signs, boxlike buildings and a total dependence on automobiles for access and circulation.”
McMahon is the author of a recent influential essay, “The Future of the Strip,” that argues persuasively that the era of strip development in the U.S. is “slowly coming to an end.” He builds his case on several large trends that he sees as irreversible:
In McMahon’s view, those trends add up to a powerful force that retailers and communities would be foolish to ignore. “The two distinguishing characteristics of strip malls are that they’re ugly and congested,” he says. “Try running a marketing campaign around that: ‘Shop here! We’re ugly AND congested!’”
Strip centers fitting that description were not built with legacy in mind. “Strip centers can live as short of a life as 10-12 years,” says Portland-based retail consultant David Leland. “Once they’re dead, they’re dead. You get two or three of them in a row and you’ve got a dead zone. You keep getting these newer, nicer centers further from the center, leap-frogging one another, and they leave behind a kind of museum of failure.”
Even professionals with a stake in the future of McLoughlin are blunt in acknowledging that the strip isn’t working. “You go into a lot of these places and look around and you know why they’re vacant,” Joe Green III says of his less-than-proactive neighbors near the Green Castle. “The traditional strip retail centers, they’re over — they’re done. And they should be.”
Commercial Realty Advisors broker Alex MacLean, who is trying to lease the massive space left behind on McLoughlin by the shuttered Joe’s store, says McLoughlin suffers from a lack of identity. “There’s nothing about that area that distinguishes it, with the possible exception of the auto lots.”
The same weakness applies to other struggling strips from Salem to Beaverton to Vancouver. Michele Reeves, a land-use consultant who works with communities to make better use of their commercial strips, says many of the problems result from poor planning and design. The proliferation of retail choices makes the strip congested, and cities respond by making the street even wider. Before long you have a blighted arterial where crossing the street is an act of valor. “What do you do? Keep widening the road? In 15 or 20 years you are going to have a 12-lane road, and it will still be congested.”
In her previous career, Reeves helped turn Portland’s North Mississippi Avenue from a run-down strip into a shopping and dining destination. Now she works with communities with sprawl problems to help make their commercial strips more functional and appealing. “We’re in the middle of a big demographic shift,” she says. “People want to live in the center, in walkable neighborhoods. For communities with no walkable amenities, they need to worry because they are on the wrong side of the trend.”
Plenty of communities are aware of the trend in Oregon, and quite a few are acting on it, through Main Street investments and various attempts at urban revitalization. There is even a McLoughlin Area Plan Committee trying to capitalize on the coming light rail line to build a more attractive, modern retail district, with a sense of place and character rather than a blur of roadside signs.
“The next 30-40 years will be the era of the reinvention of the suburbs,” predicts the Land Institute’s McMahon in a telephone interview. “The development paradigm is changing and the economic recession speeded up a bunch of things that were happening anyhow.”
Wednesday, May 20, 2015
BY KIM MOORE | RESEARCH EDITOR
An earthquake would completely destroy many Oregon businesses, highlighting the urgent need for the private and public sectors to collaborate on shoring up disaster preparedness, said panelists at an Oregon Business breakfast summit today.
Thursday, June 11, 2015
In 2014, total revenue for camping and day use in Oregon State Parks was a little more than $17 million. That figure may even higher this year "because we've had exceptionally nice weather," Hughes says.
Wednesday, June 24, 2015
One year after he was appointed chair of the Portland Development Commission, Tom Kelly talks about PDC's longevity, Neil Kelly's comeback and his new role as Portlandia's landlord.
Thursday, June 18, 2015
While most categories of commercial real estate have performed well, one of the most robust has been apartment buildings.
Friday, May 22, 2015
BY ANNIE ELLISON
Portland tech veteran Ben Berry is leaving his post as Portland’s chief technology officer for a full-time role producing unmanned aerial vehicles (UAVs) aimed at first responders and the military. Berry’s AirShip Technologies Group is poised to be on the ground floor of an industry that will supply drones to as many as 100,000 police, fire and emergency agencies nationwide. He reveals the plan for takeoff.
Friday, May 22, 2015
BY JACOB PALMER | DIGITAL NEWS EDITOR
The recent tragedy in Philadelphia has called attention to Amtrak and the nation's woefully underfunded rail service. Here are six facts about the Amtrak Cascades corridor between Eugene and Vancouver B.C.
Tuesday, May 26, 2015
BY JACOB PALMER
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