Next Generation Fall 2020TriMet Transit-Oriented Design Robert Ribe LA 489/589 Site Planning & Design Cover image credit: Austin Mahar Fall 2020 TriMet Next Generation Transit-Oriented Design Robert Ribe Report Author, Professor • Landscape Architecture Yeongseo Yu Graduate Employee • Landscape Architecture COLLEGE OF DESIGN Acknowledgments City of Hillsboro: Prosper Portland Gregg Snyder Thea Munchel David Mcllnay Mayer Reed City of Beaverton James Voelckers Jean Senechal Biggs Brian Stuhr Brian Martin Ryan Carlson Tim Strand TriMet Walker Macy Robert Hastings Ken Pirie Guy Benn Jeb Doran Dougherty Landscape Architecture David Aulwes Mary Polites Kate Kiser Michael Corrente University of Oregon Washington County Gavin McClelland Erin Wardell Bart Johnson Christina Deffebach Yeongseo Yu Tom Fiorelli This report represents original student work and recommendations prepared by students in the University of Oregon’s Sustainable City Year Program for TriMet. Text and images contained in this report may not be used without permission from the University of Oregon. Contents 4 About SCI 4 About SCYP 5 About TriMet 6 Course Participants 7 Introduction 12 Willow Creek Station Area 23 Elmonica Station Area 36 Millikan Way Station Area 52 Gateway Station Area 67 Parkrose Station Area Fall 2020 Next Generation Transit Oriented Design About SCI The Sustainable Cities Institute (SCI) 2. Our Urbanism Next Center, which is an applied think tank focusing on focuses on how autonomous vehicles, sustainability and cities through applied e-commerce, and the sharing economy research, teaching, and community will impact the form and function of partnerships. We work across cities. disciplines that match the complexity of cities to address sustainability In all cases, we share our expertise challenges, from regional planning to and experiences with scholars, building design and from enhancing policymakers, community leaders, and engagement of diverse communities project partners. We further extend to understanding the impacts on our impact via an annual Expert-in- municipal budgets from disruptive Residence Program, SCI China visiting technologies and many issues in scholars program, study abroad course between. on redesigning cities for people on SCI focuses on sustainability-based bicycle, and through our co-leadership research and teaching opportunities of the Educational Partnerships for through two primary efforts: Innovation in Communities Network (EPIC-N), which is transferring SCYP 1. Our Sustainable City Year Program to universities and communities (SCYP), a massively scaled university- across the globe. Our work connects community partnership program that student passion, faculty experience, matches the resources of the University and community needs to produce with one Oregon community each innovative, tangible solutions for the year to help advance that community’s creation of a sustainable society. sustainability goals; and About SCYP The Sustainable City Year Program learning courses to provide students (SCYP) is a year-long partnership with real-world projects to investigate. between SCI and a partner in Oregon, Students bring energy, enthusiasm, in which students and faculty in courses and innovative approaches to difficult, from across the university collaborate persistent problems. SCYP’s primary with a public entity on sustainability value derives from collaborations and livability projects. SCYP faculty that result in on-the-ground impact and students work in collaboration with and expanded conversations for a staff from the partner agency through community ready to transition to a a variety of studio projects and service- more sustainable and livable future. 4 About TriMet About TriMet The Tri-County Metropolitan Transportation District of Oregon was created by the Oregon Legislature in 1969 to operate and oversee mass transit in the Portland Metropolitan region. This public entity was formed by the legislature as a municipal corporation to replace the multiple private interest mass transit companies that previously operated in Multnomah County, Clackamas County, and Washington County; the counties that make up TriMet. In addition to operating bus lines, Gustafson, Dick Feeney, and Mayor Neil light rail, and paratransit in the defined Goldschmidt. All were instrumental in Tri-Metropolitan district, TriMet also shaping the organization itself, as well connects commuter rail to external as the land use, civic development, mass transit services to provide wider and transformation policies that make blanket coverage for the region. TriMet the success that it is today. TriMet’s nationally recognized transit The vision and efforts of these system provides more than 100 million individuals and countless others have rides annually, and carries 45% of borne fruit. Recently, TriMet celebrated rush hour commuters going into the the second anniversary of the opening downtown Portland area. TriMet not of its most recent light rail line. Since its only moves people, but helps build inauguration the 7.3-mile MAX Orange sustainable cities by improving public Line has experienced continued health; creating vibrant, walkable growth, having a six percent year-to- communities; supporting economic year increase in ridership. Illustrating growth; and working to enhance the the holistic approach that has been region’s livability. a part of TriMet from its inception, Several civic leaders have been there have been wider community highlighted as key Figures in the benefits such as a positive impact on creation, establishment, and ultimate employment and a focus on sustainable success of TriMet. Governor Tom practices such as bio-swales, eco-roofs, McCall is credited with the initial call for a first-in-the-nation eco-track segment, the creation of the public corporation; solar paneling, and regenerative energy other key contributors include systems. Congressman Earl Blumenauer, Rick 5 Fall 2020 Next Generation Transit Oriented Design Course Participants SHARON FU CONNOR IVERSON AUSTIN MAHAR DANIEL RAMIREZ BROOKE RIDGWAY VANESSA TAYLOR MIKAH WAHLSTROM JESSICA GONZALEZ GRANT OLSON KENNEDY RAUH 6 Introduction Introduction Greater Portland is known for controlling urban sprawl and its aggressive and successful reintroduction of rail- based regional public transit. A potential powerful synergy between these goals is transit-oriented development (TOD) whereby unusually dense and mixed land uses are profitably developed around transit stations with frequent, high-capacity service. This can significantly reduce sprawl pressures by providing substantial, concentrated housing supply that offers a high quality of life due to easy access to a robust regional transit network and nearby ‘walking’ access to diverse shopping, dining, schooling, cultural, employment, social service and recreational opportunities. Transit-oriented developments PROJECT OVERVIEW often require public incentives and Where and how might more transit- nurturing by local officials and planners. oriented developments be built, out In the Portland region, such urban beyond the older and denser parts neighborhoods have been implemented of the region? A design studio class in and near downtown Portland, notably of landscape architecture students the Pearl District, PCC neighborhood sought to explore this question among and South Waterfront, and further out a few promising stations identified at Orenco Station in Hillsboro, along by TriMet planners (Figure 1). These the light rail Blue Line in Washington were along the agency’s light rail Red County. None other, of an appreciable Line, including its extension westward magnitude, is to be found. As the along the existing Blue Line. The region’s light rail system has expanded class’ work is part of a larger TriMet’s into newer and emptier suburban Next Generation Transit-Oriented areas one might have expected more Design initiative which seeks not transit-oriented developments to have only to promote more station area appeared near stations, particularly in developments in the region but to fit such an intensively planned landscape. them into already developed locations. Some other goals of this initiative, that the UO class attended to, included TOD design in new ways that might sustain social life among increasingly isolated individual lives and respond to contemporary challenges in fostering social and economic inclusion, low-income housing, new mobility technologies, emerging forms of employment and sustainability. 7 Fall 2020 Next Generation Transit Oriented Design FIG. 1 Project station locations Credit: Robert Ribe TriMet sought creative and to be brief and rapid (over a nine week speculative ideas with only minimal academic term with travel restrictions) attention to pragmatic, political, and not a substitute for the full legal and financial constraints. More consideration, public engagement and than usual attention (compared careful resolution of a redevelopment to most suburban transit-oriented plan. They understood that their plans developments) was sought in pursuing and designs are only an introductory more low income and diverse housing set of ideas to begin conversations and types, perhaps through housing and initiate a robust planning process at mixed use buildings that exceed usual each station that was studied. 3-5 story podium building heights. The class had the capacity to study Proposed transit area plans were to be five of the stations TriMet is interested tailored to their local contexts, regional in (Figure 1) and their investigations relationships and special site-specific circulated around a sequence of opportunities while trying to integrate analyses: the full mix of uses and amenities that high-quality station areas can offer, 1. Development Potential in Land including employment. Ownership and Use Patterns The class was made generally Student teams spent just a few days aware of the protracted and complex exploring patterns of parcel sizes, social, political, legal and financial property conditions, land uses and process by which urban areas might real estate values surrounding their come to be redeveloped. The kinds study station. They looked at assessed of planning steps, public participation values of land and improvements in processes, conflicts of interest, difficult search of parcels that might most negotiations, and financial and land use profitably be redeveloped. They regulatory issues that must be resolved looked for larger parcels or those were sketched for the class. The that might be combined for potential students were aware that their work was redevelopment. They inspected the 8 Introduction condition of buildings and evidence freight, transit and railroads in of weakening businesses on Google relation to the above neighborhoods Street View (due to pandemic travel and their light-rail station. restrictions) in search of other potential • Students mapped the dominant land redevelopment opportunities. They use found within all parcels, and looked for parcels that are unlikely to some also mapped current zoning be redeveloped but which nevertheless districts in relation to these. (The may be critical components of station class assumed that zoning districts area plans in eventually stitching must be changed to enable transit- together other parcels. All these oriented development.) cursory explorations suggested a • Students mapped amalgamated land potentially effective and reasonably use categories according to broad implementable conceptual, urban functions. diagrammatic, tentative plan for • Students mapped building footprints redevelopment of denser and mixed in relation to their uses, heights, uses focused mainly on housing. and other selected architectural attributes. 2. Landscape and Social Analysis of • Students also had the option of Station Areas mapping land cover types, vegetation Each student team analyzed the types, slopes, storm-water systems or geographic scope of their conceptual other topics. plan diagram area plus a substantial context area all around it. These 3. Urban Design Principles for analyses are listed below. They mainly Station Areas served as learning exercises for the Student teams studied urban design students and a rapid and intensive principles that have been developed means for them to get to know for application to station area plans their study area pretty well. These and designs. These included books analyses influenced the students’ and articles about pedestrian-oriented planning and design decisions either design, new mobility, new urbanism directly or implicitly and to widely and mixed use. Topics covered varying degrees. The resulting urban included case studies (with a virtual landscape analysis maps are mostly tour of Orenco Station), urban design found in appendices to this report. aesthetics, block sizes and patterns, design for micro-vehicles and ride • Students mapped and summarized sharing, parking design, mixed-use census data about ethnicity, incomes, buildings, street design, low-income ages, household sizes and other data housing, inclusive design, urban forests, they selected. plazas and sidewalks, low impact storm- • Students mapped urban-character water design, park design, and the neighborhoods of various sizes based integration of employment centers into upon contiguous areas of a single station areas. relatively coherent characteristic These explorations into design urban pattern and dominant land principles were primarily educational use(s). and overwhelming for urban design • Students mapped and classified beginners; but the teams were existing streets and other pathways encouraged to identify and prioritize a for cars, pedestrians, micro-vehicles, few selected lessons learned into goals 9 Fall 2020 Next Generation Transit Oriented Design and objectives for their subsequent 5. Design Details plans and designs. They pursued these Student teams’ draft station area ideas and possibilities by producing plans, and supporting information and conceptual sketches, clipping and graphics, were reviewed by the urban combining images in exploratory design and landscape architecture graphics, and speculatively relating professionals from Portland and Eugene these to places or patterns in their listed at the beginning of this report. study areas. Greg Snyder, Dave Mcllnay These reviewers made suggestions and Jean Senechal Biggs contributed about critical components and ideas and feedback. locations that needed strong resolution to make a plan succeed. Students 4. Station Area Planning revised their plans and identified focus Student teams applied their planning areas for higher-resolution design. and design goals and landscape They were encouraged to favor small- analyses to elaborating their initial scale locations and illustrative graphics concept diagrams into more detailed, that will help the public sense an functional and robust station area experience of their proposed station plan proposals. They considered area development and find it desirable. alternative land use patterns and functional relationships, accessibility 6. Standard Class Mapping Legend networks, circulation designs, transit All the teams in the class were assigned and new mobility hubs, building a common, standard legend to color types and heights, parking strategies, and symbolize uses and pathways in employment centers, social hubs and their proposed plans and diagrams. plazas, diversity and co-location of This aimed to make them all more housing types, parks and parkways, readable and comparable to readers and creation of visually attractive of this report. This legend is found in landmarks, nodes and pathways. Figure 2. Student teams sometimes They produced various maps, spatial adapted this legend to fit their own diagrams and illustrative drawings to proposals and graphic objectives. communicate their draft plan. 10 Introduction FIG. 2 Diagramming and mapping color legend 11 Fall 2020 Next Generation Transit Oriented Design Willow Creek Station Area BASIC LAND USE ANALYSIS mile WNW of the station; and the large The map of ratios of land values OHSU-owned vacant parcel a mile west to improvement values in Figure of the station and west of the OHSU WC-1 shows more financially viable research campus. The first two of these redevelopment areas in green and were eliminated from redevelopment least viable areas in red. Moderately proposals because they provide viable areas appear in yellow and substantial supplies of badly needed slightly viable areas in orange. That affordable housing, which could benefit map identifies three large parcels within by improved access to the station. a mile of the Willow Creek Station The large OHSU vacant parcel is too with high redevelopment potential: far from the Willow Creek Station and (1) Heritage Village residential area is instead best served by the nearby just east of the station; (2) Seminole Quatama Station. Mobile Estates residential area a half FIG. WC-1 Credit: Yeongseo Yu 12 Willow Creek Station Area Willow Creek Station’s general (Figure WC-2) because they were concept diagram in Figure WC-2 needed to stitch together a complete identifies three larger areas of moderate and cohesive station area development. redevelopment potential in Figure WC-1 (1) The newer Stepping Stone for design development. The largest is townhouse development mall at the the Panzer Nursery. This is a successful southeast corner of Baseline Road business of a type that could relocate and 185th Avenue is densely packed outside the urban growth boundary. behind fences at a very noisy location It might make a significant profit, and with poor ingress and egress access renew and update its capital assets, to those arterials when traffic backs by relocating and selling their current up. This parcel is needed to connect property to a developer. The next between the station and the dense largest is TriMet’s current park-and-ride housing that could be developed in parking lot together with the vacant the Panzer parcel. (2) The long strip parcel that adjoins it to the north, which of small-scale industrial and storage the agency is open to rededication to uses along the north side of Baseline mixed use development. The older just east of the same intersection was Goodwill Industries anchored mini-mall selected for study as a potential long- at the southwest corner of Baseline term location for mixed use including Road and 185th Avenue is a large parcel many residential units close to the of moderately high redevelopment station. (3) The southeast corner of the potential and is close to the station. forest land owned by OHSU near the The student team also identified station is proposed for purchase as a three areas of low redevelopment public park to complete the amenities potential in the concept diagram offered by the transit-oriented design. FIG. WC-2 Credit: Robert Ribe, Vanessa Taylor & Daniel Ramirez 13 Fall 2020 Next Generation Transit Oriented Design Multi-modal pathways are proposed TEAM GOALS going both north and south along • Willow Creek station area should Willow Creek. These should include substantially contribute to providing links to the end of streets adjacent low-income housing, reducing residential neighborhoods and Heritage homelessness and providing newly Village, which currently has no direct inclusive employment opportunities. access to the station. These paths • Riparian forests should be retained could provide pedestrian and micro- and made more accessible. vehicles more direct, safe and attractive • New residential developments should access to the station. be well connected to the station. Residential areas near the station • Micro-vehicle pathways should consisting of many small private- integrate the station area and home parcels, newer multi-family connect it to surrounding areas. buildings, and the new multi-story • The station area should be unified low- and moderate-income apartment by major plazas at its nodes to be buildings just southeast of the station reinforced by strong landmarks, were all considered inappropriate districts and edges. for redevelopment. These are well included in and served by the station STATION AREA PLAN area plan. Figure WC-3[6] is a figure-ground The new Portland Community diagram of broad land uses for the College at Willow Creek is a key proposed Willow Creek station area anchor of any TOD plan and could plan. Detailed designs within the be reinforced in this role by sharing colored areas are presented below. a public plaza hub with the station. This diagram depicts important The intersection at Baseline Road elaborations of the concept diagram in and 185th Avenue must be rebuilt to Figure WC-2: maximize pedestrian and micro-vehicle • In the current park-and-ride lot, accessibility and safety, particularly three podium buildings surround a between the Panzer housing semi-private plaza for residents and development and the station, but the customers. These provide mixed- students were unable to address this income housing and small-scale retail design problem. units very close to the station. 14 Willow Creek Station Area FIG. WC-3 Credit: Daniel Ramirez • The nearby corner of the OHSU • A plaza could be built at the property is a forest park for use by southeast corner of the central, big the same residents and customers, intersection as a social hub and and also PCC students and transit landmark node for the station area. It riders. could include an ‘Azalea Pavilion’ to • An expanded ‘Willow Creek Plaza” is commemorate the Panzer Nursery. proposed at the station as a social • A ride-sharing and transit hub with hub for the college and all who pass a plaza could be located along the through the station. north side of Azalea City along • In addition to three floors of parking, Baseline. [This is problematically the ‘sunken plaza’ site is proposed to far away from the station, but the include an employment development established PCC and apartment center on one level as a complement buildings near the station do not to the vocational education at the readily allow space for this hub to nearby PCC campus. be shoe-horned in near the station, • The site of the Goodwill Store could unless much of the park-and-ride lot be rebuilt as low-income housing. is devoted to this use.] • The Panzer and Stepping Stone site • The strip of mixed use along the would include both market-rate and north side of Baseline Road might low-income housing, that might be emphasize low income housing, named ‘Azalea City’. It could include including micro-housing, along parking and community green spaces with service and employment within and mixed use along 185th opportunities for these residents. Avenue. 15 Fall 2020 Next Generation Transit Oriented Design FIG. WC-4 Credit: Vanessa Taylor FIG. WC-5 Credit: Daniel Ramirez 16 Willow Creek Station Area Figure WC-4 shows a suggested or it could use the bridge that currently phasing plan for implementing this carries the tracks over the creek, if a station area plan. The new station new overpass were built for the tracks parking structure would come first to over 185th Avenue. clear the way for redevelopment of the Locating a right-of-way for a current park-and-ride lot. The central multimodal path from the big intersection would be made as friendly intersection to the station is as possible for pedestrians and micro- problematic. The main option shown vehicles before residents of housing to in Figure WC-5 would be to have the be built on the Panzer site would begin wide sidewalk along the south edge of crossing there to get to and from the the new podium building on Baseline station. The current uses east of that Road carry both pedestrians and micro- intersection along the north side of vehicles, which would be a ‘tight fit’ Baseline would likely be redeveloped but bring customers to the businesses last. It would likely take a while for there. It would then go north to the them all to depreciate in value and all station through the existing pedestrian the owners be persuaded to sell their alley as shown. Two other options are properties for redevelopment. shown on Figure WC-5. These would Connecting and integrating the entail a crosswalk across 185th Avenue station area plan at its central hub at near the tracks. This would probably the intersection of Baseline Road and not be safe given its proximity to the 185th Avenue is challenging. Figure intersection and frequent backups of WC-5 illustrates potential solutions. southbound traffic there behind the Dedicated new micro-vehicle lanes signal at Baseline or behind the gates or paths could be built into or next at the tracks. The two alternate rights- to185the Avenue and also on Baseline of-way shown in Figure WC-5 would Road from the east. These would require easements across private reach paths leading into the station, as parcels and a fence between the path described below. and the TriMet right-of-way. Other A wide multi-modal path could be solutions could entail multi-modal built from the southwest corner of overpasses across 185th Avenue and/ Heritage Village to the hub at the big or Baseline Road. These were not intersection. This would go through the proposed due to their expense and parcel that is now used as a vehicular because pedestrians and non-electric storage business. This path would need bicyclists might prefer to not use them to cross over the creek on a new bridge to avoid climbing. 17 Fall 2020 Next Generation Transit Oriented Design FIG. WC-6 Credit: Vanessa Taylor The main urban design elements how the Willow Creek Plaza would of this plan that would contribute to mediate between the station, PCC and urban aesthetics are illustrated in Figure the new mixed use buildings to the WC-6. The Panzer and Stepping Stone north. This plaza would be a public hub sites could be an identifiable urban of the station area and a detailed plan district with unifying architecture, is offered in Figure WC-8. This plaza landscape architecture, furnishings and space would continue northward into a visually strong edges. A plaza at the semi-public plaza ‘hallway’ between the southeast corner of the intersection podium buildings with small business of Baseline Road and 185th Avenue storefronts on both sides with covered would be a central, visually dominant sidewalks (Figures WC-7 and WC-8). node for the station area. Within that This space would continue as a smaller space, a large atrium Azalea Pavilion outdoor hallway between the two low- would be the primary landmark. The income apartment buildings back to a Willow Creek Plaza between the private outdoor space in back for the station, PCC and the new mixed use residents (Figure WC-7). (This space development (in the former parking lot) north of the low-income residential would be another node containing a buildings could be used to enlarge landmark commemorating local Native those buildings if needed to help the Americans. The paths leading into both project ‘pencil out’.) new housing developments could be As further illustrated in Figure WC-7, a richly and distinctively designed. pedestrian and micro-vehicle boulevard is proposed flowing northwest from DESIGN DETAILS Willow Creek Plaza. It would use a new Willow Creek Station Center right-of-way that would be acquired The student team’s proposed Willow from OHSU with fences along both Creek Station Center design is sides to keep users out of both the illustrated in Figure WC-7. It shows TriMet rail channels and the OHSU 18 Willow Creek Station Area FIG. WC-7 Credit: Daniel Ramirez FIG. WC-8 Credit: Daniel Ramirez 19 Fall 2020 Next Generation Transit Oriented Design property. There would be underground Valley urban landscape with higher parking underneath all or part of this density than found anywhere else to newly constructed area with access date. It would contribute a great deal of from the street along its east edge. A new housing to the region and station design for the parkland west of the area and much of it is proposed to be buildings is also sketched in Figure WC- low-income. The whole of Azalea City 7. It suggests a variety of social versus would be pedestrian emphasis with natural intensities of recreation and extensive underground parking and a playground with a pastoral pattern limited vehicular access at ground level. of paths throughout. The students’ The underground transportation system park design there crosses over the might allow residents to reach the creek, but negotiations with OHSU for elevator and stairs for every building acquisition of this land could modify and allow for garbage collection and this extent. service vehicles to reach all buildings. An above ground garage site is offered Azalea City at the southeast edge of the plan. (The The plan for the Azalea City portion very large number of residential units of the Willow Creek Station Area is (not calculated) in this development detailed in Figure WC-9. Most of the and the corresponding number of buildings are not podium types but TriMet riders might justify overhead instead residential only and 6 to 10 viaducts for pedestrians and micro- floors high. This new development vehicles over the major arterials to would stand out and above the Tualatin Willow Creek station.) FIG. WC-9 Credit: Vanessa Taylor 20 Willow Creek Station Area The station area central hub plaza WC-9. Solar collectors are suggested with its grand, glass Azalea Pavilion is on top of many of the buildings. shown at the northwest corner of the (The number of residential units plan in Figure WC-9. A wide multi- contemplated in this plan might justify modal path flows through the pavilion a swimming pool or playfields and ball and into the ‘village green’ at the courts.) center of Azalea City. The same path A view out from under the Azalea leads from the village green toward Pavilion into the central hub Azalea Willow Creek Station. Another plaza is Plaza is shown in Figure WC-10. This offered along the north edge next to a kind of space is vital to fostering the ride-sharing hub. All the plazas along social life and beautiful identity of the Baseline Road could harbor food carts station area. The view is looking east and pop-up stores, including some for with Baseline Road at the left-hand low-income peoples’ business startups. edge. Events and markets could be The spaces between the buildings held inside the pavilion out of the are proposed to include a single, sun and rain. (It is too noisy here for integrating grand circular plaza for concerts so there is an amphitheater running, walking, parading, and not far away, as shown in Figure WC- emergency access. Other amenities 9.) The curving pathway that goes include pastoral parks, a playground, from lower-left to upper-right leads dog park, greenhouses, a micro-vehicle to the village green at the center of garage, amphitheater and extensive Azalea City. The brown boxes in the planting areas which would be installed background are pop-up stores for low- in much of the grey areas outside of income peoples’ start-up businesses. the indicated dash-line paths in Figure FIG. WC-10 Credit: Vanessa Taylor 21 Fall 2020 Next Generation Transit Oriented Design Industrial Strip along Baseline Road final concept, which would be The students’ design for the ‘industrial financially challenging to implement. It strip’ space between Baseline Road proposes a combination of uses aimed and the TriMet tracks evolved. The at alleviating homelessness. An area for initial concept (Figure WC-2) was that transitional housing, probably various mixed use with housing would be micro-houses, could relate to training a more profitable use than existing jobs in an adjacent warehouse or other uses to justify redevelopment. The employment activity which might sell next concept (Figure WC-3) was to products on site. Low-income housing mix in some low-income housing and with parking underneath completes the employment, perhaps by retaining concept with small parks bookending some parcels in their current use. the design. Figure WC-11 illustrates the students FIG. WC-11 Credit: Daniel Ramirez 22 Elmonica Station Area Elmonica Station Area BASIC LAND USE ANALYSIS redevelopment potential and were The map of ratios of land values vacant in the most recent data available to improvement values in Figure to the class, although the western one EM-1 shows more financially viable may be a brown-field (Figure EM-5). redevelopment areas in green and Elmonica Station’s general concept least viable areas in red. Moderately diagram in Figure EM-2 identifies mixed viable areas appear in yellow and use with housing for the portions of slightly viable areas in orange. There all three of the above areas nearest are three areas adjacent to the station the station and housing only for the with redevelopment potential (Figure portions further from the station. The EM-2). (1) The existing TriMet park-and- half-acre parcel at the northwest corner ride lot (Figure EM-3) which might also of the redevelopment area is proposed include the parcel to the northeast of for retail because a larger grocery store it made up of a lawn surrounded by was not found by the students within trees, which appears to be associated a mile of the station. Figure EM-2 also with the neighboring apartments. (2) shows a system of multimodal paths. The triangle of parcels northeast of the One path would reach from the station station which are in unincorporated up to the existing path under the Washington County (Figure EM-4). power lines two blocks northeast of the There is vacant land within these station. Another would follow the creek parcels and their property value ratios away from the station to the southwest indicate high redevelopment potential. to enable pedestrians and micro- (One of these parcels is now in pursuing vehicles to travel safely and directly to reuse as housing.) (3) Two parcels and from residential neighborhoods southeast of the station have moderate there. FIG. EM-1 Credit: Yeongseo Yu 23 Fall 2020 Next Generation Transit Oriented Design FIG. EM-2 Credit: Robert Ribe & Sharon Fu FIG. EM-3 Credit: Sharon Fu 24 Elmonica Station Area FIG. EM-4 Credit: Sharon Fu FIG. EM-5 Credit: Sharon Fu 25 Fall 2020 Next Generation Transit Oriented Design TEAM GOALS STATION AREA PLAN • Elmonica station area should safely The proposed Elmonica station area and beautifully integrate diverse plan is presented in Figure EM-6 and modes of transportation with the refines the concept diagram in Figure station. EM-2. It is anchored by a public plaza • Movement pathways should be most on both sides of the station surrounded comfortable and safe for pedestrians by mixed-use podium buildings with and disabled people. shops on the first floor where light rail • Public spaces, like plazas and mini- riders can purchase items and services parks should feel like the ‘skeleton’ of as they leave or wait for trains. A the station area, and not the streets garage for micro-vehicles is close to the or the buildings. station. A larger retail space is offered • All outdoor spaces should be richly just a bit further back to the north of the planted with trees and offer other plaza with housing above and parking shelters from rain and sun. underneath. Most of the remaining new • Plazas and mini-parks must strongly buildings further away from the station relate to shopping and transit hubs are just for housing and typically have and foster rich and diverse public fewer floors, and more low-income social activities housing, with distance from the • Low-income housing must be mixed station. All sets of residential buildings in with market-rate housing. have small parks set within them and all • Most parking should be underground these have adjacent shops on the first or in garages on the periphery of the floor of mixed-use buildings that abut station area. the parks. FIG. EM-6 Credit: Sharon Fu 26 Elmonica Station Area There is a garage for cars in each is a tight fit. It is first placed up against of the two directions away from the fence surrounding the TriMet the station. Many of the residential maintenance and operations yard and buildings have parking underneath. A then against the southeast edge of parkway on both sides of a multi-modal Baseline Road where trees may have to path leads from the station up to the be removed to make space for it. northwest set of residential buildings. Thematic maps in Figures EM-7 Other multi-modal paths are placed through EM-12 further clarify the just as contemplated in the diagram in proposed Elmonica station area plan. Figure EM-2. The northbound of these FIG. EM-7 Credit: Sharon Fu 27 Fall 2020 Next Generation Transit Oriented Design FIG. EM-8 Credit: Sharon Fu FIG. EM-9 Credit: Sharon Fu 28 Elmonica Station Area FIG. EM-10 Credit: Sharon Fu FIG. EM-11 Credit: Sharon Fu 29 Fall 2020 Next Generation Transit Oriented Design FIG. EM-12 Credit: Sharon Fu DESIGN DETAILS information center and bicycle/micro- The heart of the proposed Elmonica vehicle barn frame the north plaza. station area design is the public plaza The larger core area that surrounds surrounding the station (Figure EM-13). and includes the station plaza is On both sides of the station platforms designed to be full of life and diverse is an open area for chance meetings, activities, as illustrated in Figure EM-14. waiting, or scurrying to and from the The activity areas foster eating, playing shops that surround the plaza. Each and other flexible uses in overlapping side also has a water feature. A snaking and close proximity to bring the whole pool on the south side flows from a core into a life of social intensity and fountain to the tail and embraces a vibrancy. These areas are always stage. The splash pad on the north located near shops at the base of side would need a barrier between mixed-use podium buildings. A sound the children at play and the tracks (not wall might be built along the northeast shown). Trees and shelters provide edge of the core area if noises from shade and rain protection. Tables the TriMet maintenance and operations for working, talking and eating are yard are problematic. provided and some with umbrellas. An 30 Elmonica Station Area FIG. EM-13 Credit: Sharon Fu 31 Fall 2020 Next Generation Transit Oriented Design Figures EM-15 through EM 20 There is a yellow section line in each illustrate a closer look at designs for the plan drawing, and a corresponding three redevelopment areas surrounding illustrative section-elevation is found in the station. The plans offer an idea of the subsequent figure. These section how tree massing might make these drawings illustrate the relationships places very green and beautiful. The between uses within the buildings plans also illustrate the location and and the quality of adjacent outdoor categories of different pathways recreational spaces and vehicular uses. and enhanced pedestrian crossings. FIG. EM-14 Credit: Sharon Fu 32 Elmonica Station Area FIG. EM-15 Credit: Sharon Fu FIG. EM-16 Credit: Sharon Fu 33 Fall 2020 Next Generation Transit Oriented Design FIG. EM-17 Credit: Sharon Fu FIG. EM-18 Credit: Sharon Fu 34 Elmonica Station Area FIG. EM-19 Credit: Sharon Fu FIG. EM-20 Credit: Sharon Fu 35 Fall 2020 Next Generation Transit Oriented Design Millikan Way Station Area BASIC LAND USE ANALYSIS companies are becoming more The Millikan Way station area is global, and are evolving toward more very different than the others in this distributed research and production, study. It consists of relatively new more administrative work from home, and thriving corporate campuses and much of their research and and nearby successful land uses that production is becoming automated. serve their employees and regional The class’ postulate was that substantial populations. There are consequently portions of these parking lots, and very few parcels with significant possibly also portions of the campus’ redevelopment potential (Figure MK- green landscapes, could be available 1). The development potential in this for redevelopment (Figure MK-3). This station area is instead revealed by the change could come to comprise a high- air photo in Figure MK-2. There are density, mixed-use station area like that extensive parking lots which may not be sketched in Figure MK-4. needed in the future. High technology FIG. MK-1 Credit: Yeongseo Yu 36 Millikan Way Station Area FIG. MK-2 Credit: Connor Iverson FIG. MK-3 Credit: Connor Iverson 37 Fall 2020 Next Generation Transit Oriented Design FIG. MK-4 Credit: Robert Ribe, Brooke Ridgway, Grant Olson & Connor Iverson TEAM GOALS • Pedestrian and micro-vehicle access • The new station area should retain throughout the station area should the campus aesthetic in the area be optimized first before other north of the tracks. circulation systems. • The naturalistic Beaverton Creek • The stormwater management corridor should be strengthened both systems within the campuses are as a riparian resource that parallels obsolete and need to be replaced the tracks and by the introduction of with more effective and innovate adjacent parks. solutions. • The big-box parking lots near the • A landmark should be placed north station to the south should be of the station where the center of replaced with high-density housing gravity of the station area intersects and mixed uses. Beaverton Creek. • The big-box anchor retail south of the tracks should gain more small-scale, The diagrams in Figures MK-5 and MK-6 synergistic retail nearby. helped the team brainstorm ways of spatially organizing these goals. 38 Millikan Way Station Area FIG. MK-5 Credit: Grant Olson FIG. MK-6 Credit: Grant Olson 39 Fall 2020 Next Generation Transit Oriented Design STATION AREA PLAN station to the north across the retained The student team’s proposed station park-and-ride lot (pink in Figure MK-7). area plan is mapped by landscape Two large new employment buildings functions in Figure MK-7, which can be are contemplated further north of the compared to the current landscape station. 14 new mixed-use residential functions in Figure MK-8. The footprints and retail buildings are dispersed of proposed new buildings are in across the campus areas currently white and the ‘ground’ colors that in parking lots and surrounding the surround them indicate their broad use Tektronix track. Five housing structures categories. are also placed within a current parking North of the tracks, extensive new lot site. Large parking lots in the public parkland is proposed along northern and eastern reaches of the Beaverton Creek northwest of the corporate campus area are retained to station replacing parking lots where serve Tektronix, Nike and other campus developers would likely prefer to build tenants, as are a few lots nearer the housing. This park proposal includes a station. more socially intensified park nearer the FIG. MK-7 Credit: Grant Olson 40 Millikan Way Station Area FIG. MK-8 Credit: Grant Olson South of the tracks, dense housing of pedestrian and micro-vehicle paths. and mixed-use are proposed to fill the Note how they travel through the large parking lots near the station but with park area between the many housing spaces between for plazas and parking. units in the northwest corner of the The parking lot west of ‘The Courts plan and the station. The students’ In Beaverton’ building is proposed proposed phasing plan is offered in to be filled with small retail buildings Figure MK- 10. It prioritizes density near bounding newly created narrow the station, followed by replacing large pedestrian streets and micro-parks. parking lots. The Tektronix campus The overall circulation plan for the core and micro-retail could be the last Millikan Way station area is shown in to change. Figure MK-9. It illustrates the primacy 41 Fall 2020 Next Generation Transit Oriented Design FIG. MK-9 Credit: Grant Olson FIG. MK-10 Credit: Connor Iverson 42 Millikan Way Station Area DESIGN DETAILS services. Within areas currently in large The Millikan Way team divided their parking lots, a semi-private quadrangle station area plan into three sectors for courtyard is surrounded by 6-10 story more detailed design development as high housing structures to include shown in Figure MK-11. low-income units. Northeast of that is The design concept for Sector A is a public ‘mixed-use plaza’ surrounded illustrated in Figure MK-12. The pink by 4-5 story high mixed-use buildings ‘employment’ buildings are existing with retail on the first floor and other corporate campus structures and this retail-only buildings fronting the plaza design contemplates providing places or local-access streets. nearby to live and shop for meals and FIG. MK-11 Credit: Connor Iverson 43 Fall 2020 Next Generation Transit Oriented Design FIG. MK-12 Credit: Grant Olson Figure MK-13 provides a more the lower level. The lower plaza is split detailed illustrative drawing of the into a circulating middle ‘hallway’ and mixed use plaza. It is designed to a hanging out or event gathering area support rich social life during a variety near the market and restaurant. The of days and times of day. A more way these spaces serve different users ‘private’ elevated patio opens up upon is illustrated by the diagram in Figure entry through the building from the MK-14. The spatial relationships among street and guest parking area. It offers the uses and users of the mixed-use tables with a view of the people below access streetscape north of the plaza but can also be stage for impromptu are illustrated in Figure MK-15. or programmed performances toward 44 Millikan Way Station Area FIG. MK-13 Credit: Grant Olson FIG. MK-14 Credit: Grant Olson 45 Fall 2020 Next Generation Transit Oriented Design FIG. MK-15 Credit: Grant Olson The design concept for Sector B of below. Immediately southwest of the Millikan Way station area plan is the station are three 6-10 story high illustrated in Figure MK-16. The pink apartment buildings surrounding a footprints correspond to existing big common green. South of the station box structures. The aim of this rough is a large public plaza framed by retail proposal is to fill much of the existing units at the base of mixed-use buildings parking areas with housing and mixed with residents’ parking underneath. use and replace the lost parking with The same mix of architecture would be garages. The new spaces between found further east at a reduced scale all the new buildings would consist and more intermixed pattern. This area of plazas, parks and pedestrian- includes a garage for shoppers above emphasis streets that would typically the first-floor retail units. A large and accommodate micro-vehicles. All these tall residential structure is proposed as are wide enough to accommodate an addition to the north edge of The emergency, utility and service vehicles. Courts In Beaverton structure including The dashed green lines denote a large parking garage. West of The paths with intensive and linear green Courts In Beaverton building a set of plantings. small missed-use podium structures is North of the station is a long park- proposed to accommodate small retail and-ride lot with a park to its north of businesses along a quasi-European up to Beaverton Creek, as is described pattern of narrow streets. 46 Millikan Way Station Area FIG. MK-16 Credit: Brooke Ridgway Figure MK-17 illustrates how the and also the park. The park includes proposed Sector B design promises a podium building along its northeast to substantially green-up and make edge to provide some retail spaces and more pervious what is now a landscape rental housing without immediately overwhelmed by large and sterile adjacent vehicular access for transit- buildings and parking lots. It also dependent people. Between this shows some detailed resolution of a structure and the tracks (with a safety tree planting plan that would contribute fence) a heavy-use mounded lawn and to this improvement to the living plaza for framers’ markets and food environment of this place. trucks offers an option for TriMet riders A concept diagram of the proposed and station area residents to eat and Millikan Way Station Park is offered enjoy the park (Figure MK-19). The west in Figure MK-18. Note the scale to portion of the park offers dog parks, appreciate that this would be a rather picnic grounds, playgrounds, shade large park but one still scaled to belong trees, and an open shelter for station with the station. The south edge of the area residents and regional citizens park follows long, one-way, ride-sharing who could take the train to reach these access ways for TriMet riders to readily amenities. gain access to and from the station 47 Fall 2020 Next Generation Transit Oriented Design FIG. MK-17 Credit: Brooke Ridgway FIG. MK-18 Credit: Brooke Ridgway 48 Millikan Way Station Area FIG. MK-19 Credit: Brooke Ridgway The design concept for Sector C of these modes of access, where the the Millikan Way station area plan is latter type includes micro-vehicles. sketched in Figure MK-20. The pink Consistent with this campus concept, footprints correspond to existing big there are large treed lawn areas and box structures. The gray symbol at the walking plazas (that are over-scaled in bottom center of this plan would be a Figure MK-20) between the buildings. large, beautifully designed multi-modal The plazas would provide emergency path bridge over Beaverton Creek and service access. More corporate that links the southern and northern campus buildings are contemplated but halves of the station area. The student mixed-use podium buildings are also team intends for this to be a striking sketched to add housing and retail landmark that denotes the center of A key conceptual driver of this gravity of the station area and clearly Sector C concept plan in Figure MK- marks how people can reach the station 20 is suggested by the constructed area developments north of the station wetland at the center bottom of that beyond the wide creek greenway. plan. Sector C includes the lowest part The plan diagram (Figure MK-20) of the station area north of Beaverton illustrates the students’ general and creek where retention ponds now rough concept to repeat more of gather storm water from many of the the surrounding corporate campus impervious parking lots and buildings landscape in this sector. Large parking on the campus. This is a very basic, lots remain on the periphery with traditional, pre-Clean Water Act system pedestrian only regular access from that does not effectively filter and treat these to all buildings. Micro-vehicle the pollution from these surfaces. only and flexible pathways supplement 49 Fall 2020 Next Generation Transit Oriented Design FIG. MK-20 Credit: Connor Iverson The students propose to upgrade would be installed under these before this system to better treat this water they are built, which would store and before it enters the water table that filter the storm water. The bottom of flows with Beaverton Creek and the constructed soil system might be ultimately the Tualatin River, which gravel storage beds with perforated has historical water quality problems. filter-barrier pipes that would carry The students’ conceptual new storm the water to the constructed wetland. water solution works in concert with The constructed wetland would be the proposed plan in Figure MK-20. It designed as a major landscape amenity is outlined in Figure MK-21. The basic for the station area. It would also be idea is that the plazas, parking lots engineered to maximally clean the and green spaces would be highly water before it infiltrates to the water pervious. A constructed soil system table. 50 Millikan Way Station Area FIG. MK-21 Credit: Connor Iverson 51 Fall 2020 Next Generation Transit Oriented Design Gateway Station Area BASIC LAND USE ANALYSIS residential neighborhoods and strip The existing pattern of general uses, commercial uses along arterial streets. building heights, streets, parking lots, The neighborhood around the station and the resulting urban structure was split in half by the construction of around TriMet’s Gateway station is Interstate Highways 205 and 84 around illustrated in Figure GW-1. This is a 1980. TriMet’s light rail lines and the land use pattern characteristic of the Gateway station began to be added 1960s and early 1970s. It is a suburban soon thereafter. big box shopping center set among FIG. GW-1 Credit: Mikah Wahlstrom & Austin Mahar The current Gateway station is a connect to its existing right of way on a ‘forking point’ where three TriMet bridge that crosses over both freeways light rail lines split heading east or and the Gateway Green park. converge heading west. The station The area around Gateway station is and its well used park-and-ride lot are arguably a textbook example of where squeezed into a tight space just east a high density, mixed-use development of Interstate 205, south of medical might belong. Frequent trains, clinics, north of the Gateway Terrace proximity to the freeways, moderately Apartments and west of 90th Avenue. high population within two miles, TriMet’s tracks approach and leave freeway congestion in all directions the station with a bit of a tangle during rush hours, and mostly older with attendant train congestion and land uses in and near the station all management inefficiencies. TriMet is favor such redevelopment. It could working to remedy this by relocating become Portland’s second downtown. the northbound Red Line to directly 52 Gateway Station Area FIG. GW-2 Credit: Yeongseo Yu East of Gateway Station is an build a new school on the rest. The extensive set of large parcels with student team’s interpretation of parcels’ big box stores, primarily a very large potential for redevelopment is mapped one (owned by PacTrust) with the Fred in Figure GW-3. Within the blue parcels Meyer and Kohl’s stores. These are there, the team chose to focus mainly profitable but likely underperforming upon the collection of large big box their potential at this location (Figure parcels and the closed school parcel. GW-2), particularly in light of the above They also attended to parcels east of discussion. Southeast of the station 102nd Avenue with redevelopment is another very large parcel harboring potential which could be employed to an abandoned school. The school’s link the station area to Portland’s new, owner could sell this for redevelopment award-winning Gateway Park two blocks for a strong price, or sell part of it and east of the big box parcels. 53 Fall 2020 Next Generation Transit Oriented Design FIG. GW-3 Credit: Mikah Wahlstrom The initial general concept diagram or first and second, floors facing the for this Gateway station area is in Figure central park and plaza spaces. GW-4. The big move it contemplates The Fred Meyer store would be is to move the light rail station to the relocated to a two-story ‘downtown- center of the station area, where the style’ department store structure at the Fred Meyer store is now. It would be corner of 102nd Avenue and Pacific surrounded by a public plaza with large Street. Another large retail footprint parks north and south of that plaza. is proposed at the corner of 99th 6-10 story tall housing structures would Avenue and Pacific Street. Parking surround these central open spaces garages would be found all around the and some would also sit within them. perimeter of the station area to serve Most of these buildings would have residents, shoppers and visitors, with retail and service spaces on the first, these concentrated more near the 54 Gateway Station Area FIG. GW-4 Credit: Robert Ribe, Mikah Wahlstrom & Austin Mahar station and the two large retail stores. • Design attention focused mainly on The existing medical buildings with fostering a diverse, fascinating and their parking garage would remain. socially engaging life of activities A new park would reach eastward to and landscape aesthetics for various make a continuous set of park blocks people within the park and plaza between Gateway Park and the big park spaces. on the north side of the station area. • Access throughout the car free zone This park would also be surrounded by is to be nearly as easy as if normal housing, mixed-use podium buildings car access were provided by means and parking garages. The school of numerous and frequently available district property could include a new autonomously circulating micro-bus school along with podium-style housing shuttles, micro-vehicles (whether and mixed-use structures and another shared or owned) and walking. park for the residents there. • TriMet buses and TNC cars will access part way into the car free TEAM GOALS zone, but the above listed means will • An aggressively creative, forward- be required to reach the central light looking plan was pursued. rail station. • The light rail station should be moved • The station area should be rich in to the center of the PacTrust parcels, shopping and dining opportunities but the station area plan should still for the region as well as station area function if this is not possible. residents and neighbors. • The greater mass of the station area • A greenway should connect between is to be a car free zone organized the station, wherever it is, and by extensive and integrated open Gateway park. spaces rather than buildings. 55 Fall 2020 Next Generation Transit Oriented Design • High housing density will be achieved as advocated by Gehl Studios and with fewer buildings but with more illustrated in Figure GW-5. floors and bigger footprints than • Walkability from surrounding developers might normally favor. neighborhoods, including that across • Design details throughout the Interstate 205, should be improved station area should optimize safety, from the current conditions mapped accessibility, and community hubs, in Figure GW-6. FIG. GW-5 Credit: Mikah Wahlstrom & Austin Mahar 56 Gateway Station Area FIG. GW-6 Credit: Mikah Wahlstrom STATION AREA PLAN uses sketched in Figure GW-8. At The students’ proposed station area the center of the station area, just plan for Gateway station is mainly northwest of the station, is a bridge presented in Figure GW- 7. The whole retail building suspended above the of their urban design concept is ground between two other buildings understood by also considering the with a diagonal horizontal window thematic maps in the three subsequent or hole all the way through it. This is figures. The suggested new station meant mainly to be a cover over part location is at the star symbol in Figure of the central plaza space against rain GW-7, although it could be located and sun, and the students, who are not anywhere along the colored ladle- architects, decided to make it double as shaped loop through the center west a shopping center. The green areas in of the station area. The gray footprints Figure GW-7 are vegetated landscaped are proposed new buildings with spaces; and that plan drawing and 57 Fall 2020 Next Generation Transit Oriented Design FIG. GW-7 Credit: Mikah Wahlstrom & Austin Mahar FIG. GW-8 Credit: Mikah Wahlstrom & Austin Mahar 58 Gateway Station Area legend emphasizes the types of social proposed dispersed throughout the life and activities there that were a plan to provide proximate parking to major agenda that drove the student shopping, public spaces and housing team’s station area plan and details. throughout the otherwise car-free The functions of the buildings station area. within the Gateway station area plan The essential skeleton of the station are mapped in Figure GW-8. There is area plan are the large and integral substantial floor space dedicated to public spaces mapped in Figure GW- retail and employment near the station, 9. These are the car-free common as would be consistent with creating a park and plaza spaces that would second Portland downtown. Most of make this urban landscape truly the housing is proposed in the upper humane. Throughout are places for floors of mixed-use podium buildings living, shopping, accessing services, with low income housing mixed in. One enjoying art and commuting through, high rise dedicated to lower income as described in the annotations on the residents is proposed at the north left side of Figure GW-9. The micro- edge next to Halsey Street. Market vehicle and shuttle pathways and rate mixed-use podium structures pedestrian paths that would tie all of are proposed to frame the greenway this public realm together are mapped corridor that connects to Gateway and described in Figure GW-10. Park. Nine low-rise parking garages are FIG. GW-9 Credit: Mikah Wahlstrom & Austin Mahar 59 Fall 2020 Next Generation Transit Oriented Design FIG. GW-10 Credit: Mikah Wahlstrom & Austin Mahar DESIGN DETAILS the left edge of this prospective view a The proposed central plazas near the shuttle is emptying wheelchair bound light rail station would be visited by people who can easily cross the level the most people. The expected life plaza to the station or other entries. of these plazas is depicted in Figure The pedestrian paths through the GW-11. Large plaza spaces would central plaza must cross the light accommodate flexible seating and rail tracks, posing a safety problem. extemporaneous concerts near beds The student team offers a creative full off prairie-style flowers appointed solution depicted in Figure GW-13. with interactive sculptures. The shuttle Large exclamation points near these and micro-vehicle paths would come crossings, and also bollards near the right to the station doors and the whole tracks, would flash brightly as trains scene would be observed by residents approach, and a warning might also on balconies above. The same pattern sound. The view in Figure GW-13 does would be found in the covered part not show fencing along the tracks of these plazas (Figure GW-12) with between the path crossings, emulating formalized restaurant seating and tall how TriMet trains move within trees and sculptures poking up into downtown Portland, but these could the hole in the overhead building. At built. 60 Gateway Station Area FIG. GW-11 Credit: Mikah Wahlstrom FIG. GW-12 Credit: Austin Mahar 61 Fall 2020 Next Generation Transit Oriented Design FIG. GW-13 Credit: Austin Mahar The life sought by the student team unexpected ways. Another way that within the many other car free public socially self-organized and always novel spaces throughout the station area is creativity could be found throughout illustrated in Figure GW-14. Residents the station area is described in Figure and visitors would interact with and GW-15. Residents and visitors would act upon spaces, places and works of download a phone app by which bollard art everywhere. The long mural wall and other lights would shift to a favorite all around the purpose built structure color as they approached, only to be at the north edge of the public realm replaced by someone else’s color as would be a magnetic center of gravity they instead more nearly approached a for this shared creativity. The murals light. This app could evolve in new ways could change over time, sometimes over time. curated and sometimes improvised in 62 Gateway Station Area FIG. GW-14 Credit: Austin Mahar FIG. GW-15 Credit: Mikah Wahlstrom & Austin Mahar 63 Fall 2020 Next Generation Transit Oriented Design The experiential character of the 102nd Avenue (Figure GW-18). That north forested micro-park in the north along the west edge would include plaza is illustrated in Figure GW-16. If both a new bike boulevard and a wide, residents and visitors wish to walk or dedicated pedestrian sidewalk, both ride from there to Gateway Park east added into additional, widened public of the station area, they would do right of way. More important is the so through a similar parkway space proposed long pedestrian and micro- depicted in Figure GW-17. vehicle bridge suggested in Figure GW- Walkable and safer access to and 19. It would cross above Interstate 205 around the station area on pedestrian to provide direct, safe and attractive and micro-vehicle paths would be access to the station area for residents important. An example developed of the neighborhood west of the by the student team would be to add freeway. This would help reconnect the micro-vehicle lanes to both sides of two districts as they once were. FIG. GW-16 Credit: Mikah Wahlstrom 64 Gateway Station Area FIG. GW-17 Credit: Mikah Wahlstrom FIG. GW-18 Credit: Mikah Wahlstrom 65 Fall 2020 Next Generation Transit Oriented Design FIG. GW-19 Credit: Mikah Wahlstrom 66 Parkrose Station Area Parkrose Station Area BASIC LAND USE ANALYSIS fronts along Sandy Boulevard. North The Parkrose Station sits in the of Killingsworth Street are all scales middle of Interstate 205 where it of industrial uses with a few parcels curves down slope toward the PDX now used as low-income housing in airport. A pedestrian ramp and bridge the form of permanent recreational connects the station platform up vehicle camps (Figure PR-1). Housing and over the northbound lanes only types are mainly single family or to reach the neighborhoods east of duplex with a minority of parcels in the freeway. The bus station and apartment complexes (Figure PR-2). small parking lot with the station lie Due to their light touch approach to between the top of the highway cut the Parkrose Station area, the student slope and Sandy Boulevard. The team sought to largely conform to neighborhoods around the station are the existing zoning districts (Figure bifurcated by major arterial streets: PR-3), as opposed to the other Sandy Boulevard and Killingsworth teams in the class that assumed Street. South of Killingsworth are substantial zoning changes would suburban developments of the 1950s be needed to implement station area and 1960s, consisting mainly of redevelopments. residential uses and small commercial FIG. PR-1 Credit: Jessica Gonzalez 67 Fall 2020 Next Generation Transit Oriented Design FIG. PR-2 Credit: Jessica Gonzalez FIG. PR-3 Credit: Jessica Gonzalez 68 Parkrose Station Area The Parkrose Station area is mostly existing housing stock except very economically viable and is providing close to the station, and redeveloping substantial low and moderate income small arterial-fronting commercial housing in the many small but properties in limited, carefully selected reasonably well maintained homes locations within walking distance and apartments, as well as in a few of the station. These choices are newer apartment complexes. The supported by the preponderance of city of Portland has mapped this unlikely redevelopment potential (red area as potentially vulnerable to and orange) parcels in Figure PR-4, gentrification. This might be more with dispersed more likely (yellow and true near the Parkrose Station but green) parcels not concentrated near the noise from the freeway mitigates the station. This indicated the concept against such redevelopment. The diagram for redevelopment around students favored maintaining the Parkrose station in Figure PR-5. FIG. PR-4 Credit: Yeongseo Yu 69 Fall 2020 Next Generation Transit Oriented Design FIG. PR-5 Credit: Robert Ribe, Kennedy Rauh & Jessica Gonzalez There are two important focus areas freeway on top of the freeway cut slope for the Parkrose Station area. The first in the lower foreground part of the view is the whole block within the triangle in Figure PR-7. This area was acquired of land between the freeway and both to facilitate construction of the freeway major arterials (Figure PR-6), including but is not in the secure safety zone potential new uses directly across near the freeway on the slope. It is Sandy Boulevard. This triangular block now used by neighboring residents includes the Quality Inn and Suites as an informal park. It could become Airport Motel which the students felt a valuable component of the station should be redeveloped to a use more area if brought into private ownership strongly related to the station no for housing and/or city ownership matter the cost. The second important for parkland, provided that fencing area is the reasonably level ground continue to secure the freeway cut owned by the Oregon department of slope and traffic noise be mitigated. Transportation (ODOT) west of the 70 Parkrose Station Area FIG. PR-6 Credit: Google Earth FIG. PR-7 Credit: Google Earth 71 Fall 2020 Next Generation Transit Oriented Design This western ODOT developable area modal bridge is therefore proposed is now very isolated from the station, to span the freeway ‘canyon’ between requiring an indirect, circuitous walk the cut slopes shown in Figure PR- or micro-vehicle ride to the south 8. This would provide easy access and north again on existing narrow to the station for all residents of the sidewalks, informal paths and within neighborhoods west of the station as very busy traffic lanes (for micro- well as to residents of new housing vehicles) on Sandy Boulevard. A multi- developments in the ODOT area. FIG. PR-8 Credit: Jessica Gonzalez TEAM GOALS while abating gentrification pressures. The Parkrose Station area team chose Also important are pedestrian and to state their goals graphically. Their new mobility connections to better broad goals are in Figure PR-9. These connect surrounding neighborhoods emphasize adding both community to each other and to the station. More services and housing for income levels particular conceptual goals that denote already well represented in the area. physical design moves in spatial Both of these items aimed to improve relation to the station are depicted in the quality of life for existing residents Figure PR-10. and new ones of similar incomes 72 Parkrose Station Area FIG. PR-9 Credit: Jessica Gonzalez & Kennedy Rauh FIG. PR-10 Credit: Jessica Gonzalez & Kennedy Rauh 73 Fall 2020 Next Generation Transit Oriented Design STATION AREA PLAN in the near to mid term, based only The proposed Parkrose Station area on assessed values (Figure PR-4) plan consists of the set of land use and superficial inspection of these changes mapped in Figure PR-11 and properties. Their proposal is that circulation improvements and phasing these could be replaced with mixed- ideas described in this section. Other use podium buildings with store fronts major proposals near the station will be facing the arterial street and low described below in the design details income housing on the upper floors. sections. Several large parcels in the east station area within walking distance New Land Uses in East Station Area of the station are proposed for single- Suggested land use changes more use, low-income housing projects than 500 feet away from the station (Figure PR-11). These are indicated as are in the eastern part of the station potentially profitable redevelopment area. These would entail rezoning. sites in Figure PR-4. Two now contain Parkrose Station Area They include redevelopment of small permanent recreational vehicle commercial structures and houses encampments likely supporting along Killingsworth Street, as owners very low income residents who may make these available to developers. otherwise be houseless – a category for Such replacement parcels mapped in whom housing opportunities are now Figure PR-11 are the students’ cursory scarce. These families would need to guesses about which might more likely be accommodated elsewhere before come to market for redevelopment redevelopment. FIG. PR-11 Credit: Kennedy Rauh & Jessica Gonzalez 74 Parkrose Station Area Circulation Plan If beautifully designed, this bridge Proposed additions to non-vehicular would become a major landmark circulation patterns in the station area denoting a cognitive entrance into are illustrated in Figure PR-12. That plan greater Portland for travelers coming shows existing pedestrian and vehicular from Washington or PDX. paths keyed in the upper legend. The two proposed changes are keyed in the New Multi-modal Path lower legend, where the ‘broken’ path The Interstate 205 Multi-use Path section refers to a problem with existing parallels the east edge of the freeway conditions, as described below. (Figure PR-12) and is part of the extensive trail system throughout New Bridge Over Freeway the Portland region. To the north A new bridge (Figure PR-12) is it intersects another multi-modal proposed for pedestrians and micro- path along the Oregon shore of the Parkrose Station Area vehicles across the freeway, likely also Columbia River. To the south it reaches accessible to emergency vehicles. Gateway Green Park, the Gateway Design details are found below. This TriMet Station and beyond and provides proposed bridge would newly provide non-vehicular, multi-modal access direct station access to residents of to and from Parkrose Station from an neighborhoods west of the station extensive area. It moves right up into and stitch together all new station and through the edge of the station’s area redevelopments. It would also parking lot to provide direct access to reconnect neighborhoods that were the existing bridge over to Parkrose severed by construction of the freeway. Station. FIG. PR-12 Credit: Kennedy Rauh 75 Fall 2020 Next Generation Transit Oriented Design The Interstate 205 Multi-use Path new path within the Sandy Boulevard now encounters a ‘broken’ section just right of way, with only a small widening north of Parkrose Station indicated by into private land, as illustrated in Figure the orange dashes in Figure PR-12. The PR-14. Another more desirable, but path merges there onto the narrow more difficult and expensive, option sidewalk along the south edge of the would be to locate the new path off Killingsworth Street bridge over the of the street through currently private freeway and looses all the attributes of land by reworking ownerships, parking a safe, wide and independent multi- lots and some structures. Altogether, modal path. Users must also cross by either option, this new path would both Sandy Boulevard and Killingsworth be a more direct and continuous one Street using relatively unsafe and than now available. It would have the unpleasant standard, pedestrian added advantage of providing path crosswalks. users with close access to existing The proposed ‘fix’ to this ‘broken’ retail uses along the edge of Sandy path is mapped in purple in Figure Boulevard, including new ones built as PR-12. It is to build a multi-modal part of station area enhancements. In path parallel to Sandy Boulevard. An that event, the new path would also be improved, dedicated crosswalk with its more socially alive and experientially own signal cycle across Killingsworth pleasing than the current ride along the Street (Figure PR-13) would complete Killingsworth bridge sidewalk. the fix. One option would be to fit the FIG. PR-13 Credit: Kennedy Rauh 76 Parkrose Station Area FIG. PR-14 Credit: Kennedy Rauh Phasing Plan of the ODOT site (or more of it than A suggested phasing scheme for the shown in Figures PR-11 and PR-15) might Parkrose Station area plan is in Figure come next to take advantage of the PR-15. It suggests the new multi-modal new bridge access to the station. At bridge across the freeway could be about the same time, new mixed use built first, followed by redevelopment buildings with market-rate housing of areas at both landings of this bridge. could be placed directly across Sandy These would be housing and services Boulevard from the station. Mixed-use at the current park and ride and motel redevelopment along Killingsworth site and a new neighborhood park on Street could follow, with the remaining the southern part of the ODOT-owned large, single-use, low-income housing flat ground. New housing on the rest projects last. 77 Fall 2020 Next Generation Transit Oriented Design FIG. PR-15 Credit: Kennedy Rauh & Jessica Gonzalez DESIGN DETAILS travels directly from plaza to park New Bridge and not through the station platform Figure PR-16 offers a plan view of the to keep the platform only for paying proposed multi-modal bridge. It curves TriMet riders. As placed, it should be between the Parkrose Plaza to the east high enough to achieve the required and the new community park to the clearances above the freeway lanes west. It would be nearly level from and the overhead catenary cables the top of one highway cut-slope to above the tracks. People would turn the other. It is imagined as a relatively into the station platform via the bridge inexpensive cast in place reinforced from either direction along the ramp concrete bridge supported by two piers depicted in Figure PR-17. It would have in highway medians as shown. (A more a safety railing (in blue) as would the expensive suspension bridge would be main bridge and the ramp’s slope would a stronger visual landmark and could comply with ADA standards. be curved or straight.) The bridge 78 Parkrose Station Area FIG. PR-16 Credit: Kennedy Rauh FIG. PR-17 Credit: Kennedy Rauh 79 Fall 2020 Next Generation Transit Oriented Design New Station Center services and parks in the enhanced The plan for the station center is station area. One or two of the parking depicted in Figure PR-18. It proposes to levels could be underground. leave the bus station mostly unchanged Another world of ‘two-story’ with only the addition of a NTC (ride structures and life is proposed on sharing) pick-up and drop-off lane along top of the parking garage with views the north edge. The parking area within (Figure PR-19). These would include the bus zone would become short a community clinic, mixed income term parking. Mixed-use buildings residential and some small retail/ with market rate housing and first floor commercial units with ‘street’ spaces retail would be built across Sandy between. The northeastern spaces Boulevard from the new station center. near the larger ‘buildings’ might be only Other proposed changes are described for residents and the other such spaces below. for visitors. Escalators (inside the A new station structure is proposed clinic building) and elevators (inside all at the site of the existing TriMet park buildings) would provide access from and ride lot and the Quality Inn and the plaza level and parking garage. Suites Hotel (Figure PR-19). The lower (The student team did not resolve the 1-3 floors would be a large parking redesign of the two arterial streets garage principally for park and ride to accommodate the parking garage related to the station but also for entrances shown in Figure PR-19.) patrons of the proposed new retail, FIG. PR-18 Credit: Jessica Gonzalez 80 Parkrose Station Area FIG. PR-19 Credit: Jessica Gonzalez Parkrose Plaza way to and from the trains. An artwork Along the west edge of the garage embedded in the pavers between structure would be a new ground level the bridge and the entry walk along Parkrose Plaza (Figure PR-20). This the edge of the plaza would be the would be the central hub of the station aesthetic node and center of gravity of area with retail units facing it from the whole station area. It might have within the garage structure. These a roof over it and yield a view from the retail shops would provide food and new bridge something like that in Figure other ‘pick-up’ items between the PR-21. The transition between the short train and auto or home. Parkrose term parking area through the entry Plaza would be the social space where walk between rows of trees to Parkrose people would eat at the tables, traverse, Plaza is illustrated and dimensioned in talk, wait, phone-browse or shop on the Figure PR-22. 81 Fall 2020 Next Generation Transit Oriented Design FIG. PR-20 Credit: Jessica Gonzalez FIG. PR-21 Credit: Jessica Gonzalez 82 Parkrose Station Area FIG. PR-22 Credit: Jessica Gonzalez West Side Proposals New Housing The proposed multi-modal bridge A recently built set of low-income across the freeway at Parkrose homes has already been constructed in Station will bring the neighborhood the northwest corner of this land; and to the west fully into the station the student team proposes that more area. The proposed station area plan such homes be built to the east, almost contemplates changes there only on up to the freeway security fence. They the more level grounds owned by ODOT propose that these might be sets of which are outside the freeway security abutting townhomes withy their own fence, which is the extent of colored new access street, as shown in Figure areas in Figure PR-23. Residents now PR-23. This would be a meager number use most of this land an informal park. of added housing units than is usually A walking path is proposed along the warranted by a new addition to a station edge of this area next to the security area; and this housing development fence all the way from Killingswoth to could extend further south than the Prescott Streets. The students suggest students propose. that this path would include traversing the now vacant, mounded ODOT parcel south of Sandy Boulevard and west of the freeway; but they have not resolved how users would safely cross Sandy Boulevard in mid block. 83 Fall 2020 Next Generation Transit Oriented Design FIG. PR-23 Credit: Kennedy Rauh 84 Parkrose Station Area Parkrose West Park transit riders from occupying all the Figure PR-24 is a close up view of spaces much of the time. The student the new park the students propose team did not resolve the problem of between the existing residential managing the likelihood that residential neighborhood and the new bridge to streets near the park would likely fill Parkrose Station and Center. It adds up with transit riders’ vehicles much a conceptual planting plan and more of the time. The park design offered in labels than Figure PR-23. It would be Figure PR-24 is larger than necessary a neighborhood park, by Portland’s to be a neighborhood park with its set classification, offering a playground, of amenities and could be scaled down dog park, picnic areas, pastoral lawn to provide more space for housing or and informal playfield. Its parking lot station parking. would be short term only, to prevent FIG. PR-24 Credit: Kennedy Rauh 85 SCI Directors and Staff Marc Schlossberg SCI Co-Director, and Professor of Planning, Public Policy, and Management, University of Oregon Nico Larco SCI Co-Director, and Professor of Architecture, University of Oregon Megan Banks SCYP Director, University of Oregon Nat Kataoka Report Coordinator Danielle Lewis Graphic Designer