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Ivon 306 SE Ivon Street Portland, OR June 12, 2015
Ray Atkinson Linn Davis David Fiske Will Roberts Grace Stainback Toulan School of Urban Studies and Planning, Portland State University
Team
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Planning for people, for prosperity, for place
Ray Atkinson
Linn Davis
Ray is a first year Master of Urban and Regional Planning student at PSU, specializing in Transportation. He is from Kannapolis, NC and graduated from UNC Charlotte with a BS in Geography. He currently is a Parks Planning Intern at Metro, where he uses GIS to create maps for the Parks and Natural Areas System Plan. His main role on the eudesigns team was to provide guidance on transportation access and circulation.
Linn is a first-year Master of Urban and Regional Planning student at Portland State, specializing in Land Use with a particular interest in public participation. He is currently working to create a community-managed, map-based repository and public forum for urban planning ideas, a prototype of which is online at Ciity.org. He plays the ukulele, likes salal berries and wears shirts with snaps. He contributed much of the team’s narrative writing, as well as some layout, design and GIS.
David Fiske
Will Roberts
Grace Stainback
David is a first year Master of Urban and Regional Planning student at PSU, specializing in land use and urban design. He received a BA in Political Science and International Relations from Oregon State University, after which he spent an extended time globetrotting and observing how humans interact with their environments. He has a strong interest in community based mapping and design as a means of urban development. David primarily performed conceptual design, graphics production, and project management for the eudesigns team.
Will is wrapping up his first year as a Master of Urban and Regional Planning student at Portland State. He is focusing on land use, urban design, and dĂŠrive advocacy here at PSU. Will graduated from the University of South Florida with a B.S. in environmental science and policy. He spends his early evenings trying to find the most ideal color swatch for various planning document styles. He took a leadership role at eudesigns in positive vibe creation, document layout, photography, and zoning analysis.
Grace is a first year Master of Urban and Regional Planning student at PSU, with a focus on sustainability and community-oriented planning (even better when the two are combined). She received a B.S. from the University of Florida in English and Public Relations, and has since become passionate about public relations to public spaces, preferably in ways that are collaborative, engaging and green. She primarily performed research, layout + design support and environmental design considerations for the eudesigns team.
Contents: 1 2 3 4 5 6 7 8 9
CONTEXT Neighborhood Vision Site Vision Vicinity & Context History Environmental Land Use & Utilities RULES Regulatory Framework Master Plan Requirements Application Process
PROPOSAL 10 Conceptual Alternatives 11 Site Program 12 Site Concept 13 Cross Section 14 Parking & Circulation 15 Ivon Street Cross Section 16 Proposed Greenway Expansion 17 Sustainable Urbansim
CONTEXT | Neighborhood Vision
We imagine the OMSI Station Area, where the Ivon Street property is located, as a vibrant mixed-use neighborhood, anchored by landmark cultural institutions, riverfront destinations and dense employment.
A Cultural and Innovation District
Ivon Street and the SE Quadrant Plan
The industrial neighborhood around the new MAX Orange Line’s OMSI Station is poised to be a hub for both culture and innovation on Portland’s east side. Current civic institutions include OMSI, the Oregon Rail Heritage Center, the Portland Opera, Portland Community College’s CLIMB Center and the Portland Spirit. OMSI and the Opera are both investigating expansion, the Portland Spirit is considering new water taxi service, and further retail development is likely with proposed zoning liberalizations. Meanwhile, the City expects the OMSI District to form one of four major innovation quadrants south of downtown, along with Portland State and OHSU – all connected by quick MAX, streetcar and/or aerial tram rides. With zoning changes, rapidly increasing biotech investment will spill across the river and compete with smaller-scale innovators for real estate.
Earlier this year, the City of Portland’s Bureau of Planning & Sustainability introduced the Proposed SE Quadrant Plan, ushering in a new vision for the Central Eastside waterfront. In light of projected growth in the central city, the plan aims to preserve the historic industrial character and uses of the district, while simultaneously catalyzing higher-density, mixeduse development to account for increased activity within a growing headquarters of economic creativity and growth. The Ivon Street property will play an important role in this projected vision. One of the largest undeveloped waterfront parcels in the central city, the Ivon property has the most dynamic potential as a site of development, as well as pristine views of the river and Downtown Portland. The proposed change from IH to EX zoning within the SE Quadrant Plan opens up the site to unprecedented opportunities for high-density commercial, retail and recreational space. The Ivon waterfront is primed to become a regional destination. Another central goal of the SE Quadrant Plan, in addition to increased density and mixed-use, is to create a vibrant waterfront. With multiple access points to the Willamette River, the Ivon property has a unique ability to bring about the city’s goals and reconnect Portlanders to the east bank.
» » Innovation districts south of downtown.
While new transit development (MAX Light Rail stations at OMSI and Clinton, the Tilikum Crossing Bridge) offers an exciting opportunity to connect the Ivon property to the city at large, the parcel has always been a crucial unconnected node between two popular bike paths, the East Bank Esplanade and the Springwater Corridor. The potential to complete this active transit route is also central to our vision of creating an active waterfront destination at the Ivon site.
» » Proposed land uses and zones for the Central Eastside, according to the Proposed Draft of the SE Quadrant Plan, April 2015.
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306 SE Ivon Street
306 SE Ivon Street
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CONTEXT | Site Vision
Upon visiting the site, we first fell in love with its incredible natural beauty – the expansive views, the wild and leafy interior, the moss- and graffiticovered concrete and rusty metal, the goose eggs on a ledge of the seawall, the water just inches from our feet. This is the last great undeveloped waterfront site in central Portland.
Therefore: We imagine extensive public open space on the site, which would attract visitors in its own right and accentuate the value of both the retail and office spaces. We imagine environmentally innovative riparian, stormwater and architectural features that preserve the site’s natural value and define it as a showcase development.
The combination of seawall views and waters-edge river access provide the most unique riverfront experience in the city. The site’s large size, relatively uncontaminated soil and proximity to a major bike route and transit hub make it a promising development opportunity. Meanwhile, the site’s accessibility challenges, industrial neighbors and somewhat isolated location dictate that it must be an attraction in its own right – a distinctive waterfront destination.
Therefore: We imagine a destination that draws visitors both as a natural gem and recreation nexus and as a one-of-a-kind shopping and dining spot, one that exists in complement to its industrial surroundings, not in spite of them.
Central Portland features very little waterfront retail or dining, marginal recreational river access and few, if any, water recreation amenities. In addition, Ivon Street sits at a transitional point along a high-traffic northsouth bike trail and just steps from high-capacity transit. These facts point to an opportunity: to create an attractive riverside oasis like nothing in existence in Portland.
Therefore: We imagine a diversified collection of retail, dining, employment, recreational and public spaces, a center of activity during both daytime and evening hours. We imagine several small retailers and food vendors, or a single brewpub, occupying ground-floor waterfront space that would spill out onto a hardscape patio and meld into a greenway path along the seawall. We imagine offices rising 5-8 stories along the property’s eastern edge, with unsurpassed views of both downtown and Mt. Hood – which would partially screen out the Ross Island Sand & Gravel factory next door. We imagine Ivon Street as an archetype of symbiotically adjacent small- and large-scale creative business development, environmentally innovative and intimately water-connected design, and continuously active, publicly accessible open space.
» » Ivon Street currently, in all its wild beauty.
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(clockwise) » » Gas Works Park, Seattle, WA // A model of a destination park. » » Granville Island, Vancouver, BC // A model of industrial-retail coexistence. » » Pier7 Restaurant + Bar, N. Vancouver, BC // A model of destination dining.
» » Red Hook Innovation District, Brooklyn, NY // With its modern industrial character, maker spaces, mid-rise offices, activated hardscape, green space, waterfront trail and public dock, we see this as an excellent template.
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CONTEXT | Vicinity & Context The Ivon Street site is located towards the southern edge of the historic, yet evolving Portland Central Eastside. True to the industrial character of the area, the site is surrounded by industrial tenants to the north, east, and south, making the site somewhat isolated from the growing commercial centers of the district. However, the site is in close proximity to city trail networks and cultural institutions, and as the Tilikum Crossing opens up new transit opportunities, the Ivon Street site is poised to become a waterfront anchor destination for one of the most exciting, up and coming areas in Portland.
Ins t it ut io n s OMSI - 0.4 miles / 8 minutes 2
PCC CLIMB Center - 0.6 miles / 12 minutes
3
Portland Opera - 0.2 miles / 5 minutes
4
Oregon Rail Heritage Center (ORHC) - 0.2 miles / 3 minutes
Tra il Ac c e s s 1
Springwater Corridor - 0.08 miles / 1 minute
2
Eastbank Esplanade - 0.2 miles / 5 minutes
Tra ns it S t o p s 1
SE Water/OMSI - 0.3 miles / 5 minutes
2
SE Clinton St - 0.6 miles / 12 minutes
3
SE Grand & MLK - 0.6 miles / 12 minutes 1/2 Mile Service Area 1/4 Mile Service Area
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CONTEXT | History
Earliest development:
1920s-1950s:
2000-present:
1909 Sanborn Fire Insurance Map shows a structure for the Portland Rowing Club. In 1920, the club is forced out due to commercial encroachment.
The site is part of the Inman Poulsen Lumber Company and has a large dock constructed on pilings for ships to load and unload.
Dock and equipment are removed; site sits empty until 2010, when it is utilized by the City to transport Rosie, the tunnel boring machine responsible for the The Big Pipe Project. The project is the largest capital construction project in Portland history and entails the installation of massive underground sewage pipes to mitigate combined sewer overflows and protect the water quality of the Willamette. A portion of the seawall at the site is demolished, and a wide ramp dug to the water’s edge, so as to transport Rosie from a barge back onto land.
1950s-1990s:
The site is underutilized, other than spillover storage of large pieces of equipment from Willamette Sand and Gravel Company, now located just south of the site.
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CONTEXT | Environmental
In its current state, the site has a natural, almost wild character. Varieties of cottonwood, poplar, birch, alder, and willow trees spot the site, providing natural habitat for birds and other wildlife. The site gradually slopes down, approximately 15 feet from NE to SW, to an abrupt drop at the existing seawall. Debris piles exist throughout the site, creating interesting topographical features, and the ramp to the water drops an additional 20 feet, providing direct access to the Willamette River. Remnants of the old Inman, Poulson wharf remain in the shallows of the river, and the entire site allows spectacular views of the river, Ross Island Bridge, Tilikum Crossing, South Waterfront, and Downtown Portland. Capturing some of these natural and historic characteristics of the site is viewed as crucial for the future development of the site.
Vegetation 100 Year Flood Plain 40
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CONTEXT | Land Use & Utilities
» » Ross Island Sand & Gravel
» » SK Northwest
The site is currently surrounded by industrial and warehouse uses. Directly to its south, long-standing Ross Island Sand & Gravel has maintained its cement operations since 1926. To the north, SK Northwest, a local personal watercraft dealer, operates a warehouse and showroom, and Portland outdoor supplier, Next Adventure, houses its main warehouse facility. Just across SE 4th Ave is cargo bike manufacturer Splendid Cycles. Utilities in close proximity to the site run mostly along SE 4th Ave and SE Division Pl. While water access is located onsite, access to sewer and stormwater mains are not. Any proposed development would thereore incur the cost of hooking up to the city sanitation system. Interestingly, the Big Pipe runs directly northeast of the Ivon site, with a large easement extended underneath the Next Adventure warehouse.
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RULES | Regulatory Framework
Current Zoning: IHg IH – Heavy Industrial + g – Greenway Zone Overlay: River General + Planning District – Central City Plan District, including Southeast Quadrant Plan
Expected Zoning: EXdg no housing EX – Central Employment (33.140) + d – Design Overlay + g – Greenway Zone Overlay: River General + No housing + Central City Plan District (33.510), including Southeast Quadrant Plan
From Expected Base Zoning:
»» Maximum Floor-to-Area Ratio – 1:1 (3:1 possible with bonuses) »» Maximum Building Height – 65’ »» Minimum Building Setback – 0 »» Maximum Building Setback – 10’ »» Maximum Building Coverage Area – 100% »» Ground Floor Window Standards – Yes »» Pedestrian Standards – Yes »» Floating Structures – “Uses must be river-dependent or river-related to locate on the Willamette River. All uses for floating structures must also be allowed to be used on the upland lot they are attached to and must comply with all use regulations applying to the upland lot. Uses in floating structures are not subject to the density and floor area regulations of the upland lot.”
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*potential for below grade parking
Possible FAR Bonuses »» Day care bonus option (1:3)
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»» Rooftop gardens option (1:1) »» “Percent for Art” bonus option (variable)
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Ground floor windows requirement: 50% of length and 25% of ground level wall area
»» Water features or public fountains bonus option (variable) »» Locker room bonus option (1:40) »» Eco-roof bonus option (1:3) * The SE Quadrant Plan within the Central City Plan is in flux. It is unclear what overlays and bonuses will be applicable to the OMSI Station Area; the above represent our best current assessment.
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EX – Central Employment (33.140) + No housing + Central City Plan District (33.510), including Southeast Quadrant Plan
SE Ivon St point of access
+ d – Design Overlay There are no existing design guidelines for this area. Guidelines will be developed after the approval of the SE Quadrant Plan in 2016. The interim will require consultation with the existing Central City Fundamental Design Guidelines (2001) and Central Eastside District (1991) guidelines.
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Existing seawall restricts development potential
+ g – Greenway Zone Overlay: River General The River General zone allows for uses and development that are consistent with the base zoning, that allow for public use and enjoyment of the waterfront, and that enhances the river’s natural and scenic qualities.
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RULES | Master Plan Requirement Within the Southeast Quadrant Plan Draft, BPS has proposed a rule that requires the development of parcels larger than 40,000 sq. ft. or for development in excess of 60,000 sq. ft. to create a Central City master plan (33.510.255) if within the OMSI or Clinton Station Areas. These master plans will automatically be forced to undergo a Type III review process. The Central City master plan process allows greater FAR and height maximums than the base EX zone would normally allow. By granting greater development density potential, the City benefits from a closer relationship with developers to ensure the fruition of a long-term vision on these catalyst sites. This will be achieved through site-specific programming, transportation, place-making, and a cohesive urban form. By controlling some level of the form and function of these large sites, the City will prioritize the creation and maintenance of mixed uses that make a vibrant, safe, and attractive atmosphere in the Station Areas.
Criteria for FAR and Height Bonuses Possible Through Master Plan Process (from SE Quadrant Plan)
»» Pedestrian-oriented, transit-supportive development; »» Development that includes a variety of uses, but retains the EX zone focus on employment uses that need a central location; »» High quality design appropriate to an urban setting; »» The creation of an urban form (mix of uses, building massing and site design, etc.) that encourage new development and private investment at the station areas; »» Active uses on the ground floor of buildings along designated transit streets and pedestrian routes; »» A circulation pattern that provides for frequent, convenient pedestrian and vehicle connections (including freight) and supports and enhances levels of connectivity consistent with those that already support the area;
» » Base zone building envelope under SE Quadrant Plan
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»» Transportation and parking demand management strategies that decrease congestion and reliance on the single-occupancy vehicle trips; »» Development that is integrated into the broader urban fabric and oriented towards special assets such as the Willamette riverfront; »» Transitions to adjacent areas with different uses and intensities through use, height, and massing of new development, considering historic resources, and the character of the station areas as envisioned by the SE Quadrant Plan; and »» Consideration of opportunities to provide publicly accessible parks, open space, and recreation opportunities that can be used by those working, visiting, and/or living in the neighborhood.
» » Potential build out after Master Plan review process
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RULES | Application Process Design Review:
Subject to Master Plan Review Type III LUR with Greenway Review Recommended: Community Outreach
Recommended: Design Advice Request
Day 42
Applicant Posts Site
Day 52
Public Notice
Day 1
Application Submitted
Day 62
Staff Report
Day 21
Request for Response
Day 72
Public Hearing
Day 89
Hearings Decision
Day 103
Decision is Final
Required: Pre-application conference 21-DAY COMPLETENESS CHECK
PUBLIC COMMENT PERIOD
Economic Considerations
Public Involvement
The Ivon Street property will be subject to both a greenway and a design review, being located within both the Greenway and Design Overlay Zones. The greenway review fee is $8,013. The design review fee is dynamic; given that the Ivon site is completely undeveloped, the application will be subject to a Tier G design review, with a fee of $3,648 plus a Land Use Services fee of 0.032 of development valuation (minimum $5,250 - maximum $27,000). Being subject to a Master Plan review (due to size and location), the proposed development will face lengthy approval criteria. It will be important for the applicant to assure the proposed development meets all standards and guidelines prior to review; otherwise, the application may require changes and additional public hearings. This will incur more costs, delays, and add significant financial burden to the project
With proposed zoning changes in the SE Quadrant Plan posing major development shifts in the region, neighborhood stakeholders will take great interest in development plans.
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Hosford-Abernathy Neighborhood District Association We do not foresee major neighborhood opposition to development of the Ivon Street property. Connecting the waterfront bicycle paths, creating an active waterfront destination, and/or commercial development will be an asset to the surrounding neighborhood. Neighbors might express concerns over congestion, parking, and general neighborhood safety effects from development.
14-DAY APPEAL PERIOD
Central Eastside Industrial Council Given the region’s rich history as a hub of industrial activity, we expect concerns from existing industry stakeholders over development. Priorities amongst this group include preserving the region’s industrial character, as well as increases in automobile and pedestrian traffic that may affect existing freight routes. “Innovation Quadrant” Stakeholders: OMSI, OHSU, PSU Supporters of incorporating the Ivon Street property in a proposed “innovation district” will have an interest in ensuring that development fits within this vision. Furthermore, some stakeholders within this group disagree with the exclusion of residential development within the proposed EX zoning. Thus, they will support the allowance of housing development in Ivon Street property plans.
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PROPOSAL | Conceptual Alternatives This program capitalizes on the natural assets of the Ivon site. It emphasizes its rugged, riverfront character, orienting it as an outdoor recreational space, while still maintaining a portion of the parcel for commercial development. The northern half of the site would be sold, or donated, to Portland Parks and Recreation, providing direct, public access to the river; a major goal of the SE Quadrant Plan. Parks programming could lead to further onsite educational programs and facilities, allowing the City to showcase the site as a symbol of low-impact development, and enhance riverfront habitat restoration efforts. The southeastern part of the parcel would be developed with moderate intensity, with a ground floor restaurant/ micro-retail space on the southern edge, and adjoining office space directly north. All buildings are oriented towards the Willamette River, taking advantage of waterfront views.
» » Educational enhancements around green infrastructure and LID components of the site make for attractive, multi-purpose public space
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» » Larger scale commercial development may attract anchor tenants to a waterfront headquarter site. See: Daimler Trucks North America, Swan Island, Portland
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This alternative concept aims to take greater advantage of the Ivon site’s development potential. While still maintaining some of the green space along the northern edge, the parcel remains privately owned, and encourages higher employment density; another goal of the SE Quadrant Plan. The office uses are expanded, aiming to attract a large anchor tenant interested in waterfront headquarter space. A Springwater Corridor extension is brought through the northern part of the site, and a small building emphasizing outdoor recreation is placed directly along the trail. All buildings maximize green roof and storm water management technologies, while orienting themselves towards views of both downtown Portland and Mt. Hood. While focusing largely on the commercial capacity of the site, the program still stresses the waterfront, recreational functions of the location, and emphasizes sustainable development throughout. This sort of Eco development has the potential to create a staple waterfront destination that does not yet exist along Portland’s eastside riverfront.
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PROPOSAL | Site Program The preferred site concept combines the fundamental components of the two alternative programs to create a landmark destination of sustainability, commerce, and recreation. By providing direct public access to the river, as well as a vibrant commercial space, the Ivon site can achieve principal City goals while also maintaining development viability. In doing so, Ivon aims to reflect the identity of Portland and shape the future of the Central Eastside district. The site is programmed to incorporate a mix of uses with varying levels of intensity. Along the eastern edge, a seven-story building tapers down to five, and provides 56,250sqft of commercial office space. The building serves as a physical barrier to neighboring Ross Island Sand & Gravel, and provides a sense of enclosure to the adjoining plaza space out front. At 81 feet tall, it grants tenants outstanding views of Mt. Hood and the rest of Portland. On the ground floor, 18,750sqft of flexible space is designed to serve as flagship retail, preferably for an outdoor sportswear and recreation tenant that occupies the above offices. A tenant of this ilk would serve to reinforce the brand as riverfront destination. Connected to the larger office building is a “wing” supplying 9,225 sqft of ground floor flex, or micro-retail space. This space would ideally house a flagship brewery, or multiple food and beverage operators, and aims to maintain some of the industrial character of the district. This space serves as a primary activator for the site, as office workers, shoppers, and recreational users are all drawn to the waterfront restaurant(s). During lunch and dinner hours, patrons can spill out of the restaurant onto the expansive waterfront plaza. The northern section of the site is more oriented towards the public, and therefore maintains a wilder, park like feel. Along the northern edge is a smaller building housing 6,750sqft of creative flex space. Located at the junction of a proposed Springwater Corridor extension and future greenway path, the space is programmed as a place for outdoor enthusiasts, and the building itself as a showcase of sustainable building practices. With so many active users of the trails, this building could utilize its location by providing bike amenities and non-motorized watercraft rentals, and could draw in users with other public amenities. The intent is for the waterfront to take on many roles, including an educational tool, habitat restoration project, and a place for reflection and views of downtown and the South Waterfront. A greenway trail expansion spans the existing seawall together with an extended deck that harkens back to the historical Inman, Poulson wharf. Below, on the site’s 44,100sqft water lease, is a floating dock and structure. These elements allow for an intimate interaction with the river unique to this part of Portland, and unlike any riverfront destination in the city.
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PROPOSAL | Site Concept
» » Green waterfront building, Creekside Community Center, Vancouver, BC
» » Living Building, New Street Square, London, UK » » Marina Housing, Finland
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PROPOSAL | Cross Section
Retail - 34,735 square feet
Office - 56,250 square feet
20’ 15’
Parking - 87,500 square feet
15’
15’
81’ 15’
12’
12’
12’ 8’ 2” 8’ 2” 15’
20’
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PROPOSAL | Parking & Circulation Parking The singular access point on SE Ivon St proved difficult to program, as auto, bike, pedestrian, and freight traffic all converge on this space. Though the activity generated from the nearby Springwater Corridor provides ample opportunity for site visitors, it is problematic given the intersection with Ross Island freight routes. With a proposed increase in traffic garnered by use of the site, this intersection will likely be a major constraining factor to development. Currently, an orphan trail runs to the north, between SK Northwest and the river. A planned trail extension connecting the Eastbank Esplanade and Springwater Corridor runs through Ross Island Sand & Gravel, and connects through our site. If this connection is made, biking and walking circulation within the Ivon property will greatly improve.
Though the site is planned for active, non-auto use, the proposed commercial uses on site will lead to a heavy increase in auto traffic. Due to a lack of nearby options, the program required creative parking solutions to accommodate the uses on site.
» » Springwater Corridor entrance
» » SK Northwest “orphan” trail
» » SE 4th Ave
The natural grade of the site will require excavation upto 13’ deep to set building foundations, in the process clearing room for approximately 160 below grade parking spaces. However, the site is poised to attract not only office workers and retail patrons, but outdoor enthusiasts interested in taking advantage of its waterfront location. With an overall lack of parking in the district, the Ivon site, with its direct access to the river and Springwater Trail, is poised to attract pay-to-park customers. Therefore, the site program includes an additional two levels of structured parking, providing approximately 150 additional spaces. In order to accommodate the loading needs of the larger building tenants, a “back of house” loading dock will allow freedom to freight vehicles. The alley will also serve as the primary parking entrance, with an exit directly entering SE Ivon St. Bollards will protect the interior of the site from auto access, though they may be removed if access is necessary.
» » Intersection of SE Ivon St and SE 4th Ave. Primary access point for Ivon Street site. Ross Island Sand & Gravel (left) and flex warehouse (right) border the entrance
lo ad in g Structured parking
Sp rin gw ate r Co rrid or
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PROPOSAL | Ivon Street Cross Section
Precedents
SE Ivon St: Existing Conditions
SE Ivon St: Proposed Cross Section
The only adjacent street to the Ivon property is a short section of SE Ivon Street, which ends at the northeast corner of the site. At present, the street is a 25’-wide unmarked, paved road with angled street parking provided along the north edge, and sidewalks framing both sides. It is highly underutilized given that it currently leads to no destination. With planned development at the Ivon site, this small streetscape must be activated to accommodate substantial auto and pedestrian activity, as well as include safety provisions and stormwater management systems.
If the Ivon property links the Eastbank Esplanade with the Springwater Corridor as planned, substantial design consideration must be made to create a smooth entry and exit for cars to reach proposed on-site parking, as well as a safe pathway for bicyclists and other active modes of transit. Given the narrow space and projected high volume of cyclists passing through, we propose a shared road giving preference to cyclists. We also propose wide sidewalks on either side of the street, providing plenty of room for pedestrians and other active transit modes. The northwest corner of the short street, which has a slight slope, serves as an ideal location for a bioswale facility to manage stormwater runoff from the road. In the space between the bioswale and 4th avenue, bike parking will provide space for passing cyclists to lock up prior to entering the Ivon site.
» » Sharrows clearly indicate to motorists that roads are to be shared with cyclists.
» » The Boston Complete Streets manual illsutrates where space constraints make bicyle lanes impossibe, and suggests sharrows to indicate that lanes are shared with bicyclists.
Ross Island Sand & Gravel
Next Adventure Warehouse Facility 9’ sidewalk
5’ Planting Strip
24’ Shared Travel Lane 60’ RIGHT-OF-WAY
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8’ 5’ Bike Parking Planting (near) Strip Bioswale (far)
9’ sidewalk
» » Bioswales manage stormwater runoff from roads and add aesthetic beauty to a streetscape.
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PROPOSAL | Proposed Greenway Expansion The city’s proposed trail connection between the Springwater Corridor and Eastbank Esplanade runs directly through the Ivon site. In 2011, SK Northwest was required to comply with greenway regulations and built a 12-foot wide trail along the riverbank. Though greenway code requires the Ivon site to connect to this trail, it will remain disconnected from the two regional paths until both the Ross Island Sand & Gravel and Portland Spirit sites develop connections of their own. However, in order to further activate the site as a regional riverfront destination, the program incorporates not only an extension of the greenway trail, but a pedestrian deck extending out from the existing seawall. The two features are divided by a planting strip, allowing the deck to serve as a more leisurely space, and the trail to preserve its more active use. The strip itself serves as a stormwater filtration system, helping to remove
48’ Open Space
2’ filter strip
pollutants from uphill runoff before entering directly into the river. The trail is also paved with pervious concrete, a more aesthetically pleasing and durable surface than asphalt, as well as an additional stormwater management feature. The trail runs along the entirety of the site’s riverfront, with an expansion into a viewing deck at the southern edge. This triangular surface provides an enlarged plaza to the restaurant space, as well as educational features of the historical Inman, Poulson Lumber Dock. A ramp leads down to the water, allowing easy access to the site’s beachfront, as well as an alternative entrance via the existing ramp. This proposed greenway development is a true highlight of the site plan, and is one of the major ways the Ivon site distinguishes itself as a unique waterfront destination in Portland.
15’ Eastbank Esplanade Path 34’ RIGHT-OF-WAY
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» » Rendering of Portland’s South Waterfront trail separating bicyclists from pedestrians with stormwater planters
2’ filter strip
15’ Dock » » Vancouver, WA rendering of an extended deck adjoining riverfront commercial space
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PROPOSAL | Sustainable Urbanism
Environmentalism has played a central role in our planning ever since our first experience exploring the site as a team. The utterly wild, overgrown feel, direct water’s edge contact, and acute feeling of being tucked away and intimately close to nature despite its central location were aspects of the site that we wanted to both preserve and honor in our proposals. We achieved this in several ways: through an emphasis on water accessibility and education, a sustainable design concept that capitalizes on green building and green infrastructure ideas, and by preserving a large portion of open space within the site. A major guiding precedent during the vision process was the work being done in Elliott Bay in Seattle, WA, to rebuild a waterfront seawall that both restores habitat and encourages visitors to linger and connect with the waterfront. We took this to heart and believe this intersect between nature, the built environment, and people to be at the heart of “sustainable urbanism”. While the proposed building material for our own dock and seawall would be primarily wood-based (as an homage to the site’s historical industrial uses), we propose the installment of light-penetrating surfaces in large surface areas of the dock, allowing for habitat protection.
Next, we plan to promote sustainable building practices through our structures. Green roofs will be installed on all buildings to maintain stormwater, mitigate heat island effects and sequester carbon emissions on-site; the proposed active retail building on the north end of the property, in particular, will be designed as a living building akin to the site’s rugged, wild pre-development state, with highly visual green walls and a mandatory LEED certification upon construction.
» » Elliott Bay Seawall Project, Seattle, WA
Because our site is directly adjacent to the Willamette River, proper stormwater management is essential. A bioswale will be installed at the corner of SE Ivon St., trapping and treating runoff from the only auto-traversed road near our site. Carefully placed planting strips, rain gardens, and the buildings themselves will manage water flows within the site, in a system mimicking natural hydrology as closely as possible and protecting this important riparian edge from runoff. Finally, we want our visitors to know what we’re doing. Thus, we propose educational installments and signage that both educate users about the site’s rich natural and industrial history, in addition to explaining current methods employed to promote sustainable urbanism.
» » ACROS Building, Fukuoka, Japan
» » Delta College, University Center, MI
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306 SE Ivon Street
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designs
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designs
306 SE Ivon Street
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