Affordable housing, Morrison bridgehead, building heights and river restoration discussedRead More…
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Learn about what is currently happening with the Central City 2035 project. Read meeting announcements and summaries, as well as other recent happenings.
Users can find information about the new station areas, building height and age, employment density, traffic signals, bike routes, vegetation and even sewer pipes
Map of building age with historic landmarks and districts from the Map App
At the Southeast Quadrant charrette in early June, the project team unveiled a new interactive map application (map app). The online tool allowed attendees to look at data for the Central Eastside, including walksheds, parcels, historic resources, public property, water mains, parks, trails, bike routes, the urban renewal area and much more. With iPads and laptops, participants were able to use the Map App during their conversations about land use issues in the district.
Now the SEQ Map App is online for anyone to explore and use. It’s a work in progress; data and layers will be added and updated throughout the project.
Note the list of map layers in the top left corner and the legend in the lower left side.
You can create endless map combinations. You can also use the Map App to answer questions. Here are a few suggestions:
The SE Quadrant riverfront area could potentially be one of the most attractive places in the Central City.
Initial development along the east bank of the Willamette was shaped by the sloughs, inlets and stream channels that flowed into the river. Bridges and trestles dominated the street network, and soon these facilities were linked to docks, which facilitated the movement of produce and connected the City of Portland with East Portland via ferry. As time passed, larger docks and other river-dependent uses emerged, dominating the east bank of the river until the middle of the 20th century.
Today the Central Eastside is often overlooked as a waterfront district because so much of it is cut off from the river by I-5. Yet despite this barrier, the east bank of the Willamette has much to offer and great potential for the future.
Opened in 2001, the Vera Katz Eastbank Esplanade restored public access to the Willamette for inner Southeast Portland residents and established a high-performing pedestrian and bicycle loop for the Central City’s waterfront. Although much of the waterfront remains cut off from direct access to the river by the freeway, the Esplanade is well connected to the Hawthorne, Morrison, Burnside and Steel bridges.
Built around and incorporating the historic Station L power plant, the popular Oregon Museum of Science and Industry (OMSI) features a planetarium, OMNIMAX Theater and several thousand square feet of interactive display space. Since its inception, OMSI has acquired additional land and is currently in the second phase of developing a master plan for future museum expansion. The museum may pursue a mix of other uses it hopes can support its growth, while creating a more vibrant presence along the waterfront as well as at the nearby light rail station set to open in 2015.
With 200 employees and a fleet of four dinner boats, Portland Spirit runs more than 2,000 cruises annually on the lower Willamette and Columbia Rivers. The company’s Central Eastside facilities contain its maintenance facility, main office and a 500-ft dock for its current fleet. The company hopes to someday provide high-speed ferry service to Lake Oswego and Vancouver, Wash. These existing and envisioned facilities and services could connect the OMSI station area to the region in a way not possible elsewhere, adding to a vibrant eastside waterfront district.
In addition to mining the island for decades, Ross Island Sand and Gravel also operates a concrete batch plant — perhaps the only true waterfront industrial use remaining in the Central Eastside. This facility still depends upon its waterfront location to load and unload materials from barges, providing visitors to the OMSI-Springwater Trail with an opportunity to view one of the last waterfront industrial uses in the Central City.
Stakeholders have consistently expressed a desire for the new light rail station at OMSI to become a catalyst for the development of a more accessible and vibrant waterfront district. Proximity to the water and regional transit were seen as major opportunities to establish numerous public amenities, such as new open space areas and expanded visitor destinations at OMSI and Portland Opera. The area was also identified as a key location for making stronger connections between the Central Eastside and institutions on the west side of the river, as well as between inner eastside neighborhoods and the Willamette River. A new home for the Portland Boathouse, Oregon Maritime Museum and potentially regional high speed ferry service were also explored. More work needs to be done to explore the feasibility of these ideas through the planning process, but the desire to restore the Central Eastside into a vibrant waterfront district seems to be shared by many.
This is the twelfth installment of a blog series aimed at exploring the past, present, and future of the Central Eastside. To learn more about the river district in the Central Eastside and the planning efforts for the district, read the Central Eastside Reader and visit the SE Quadrant Plan calendar to learn about future events.
Exploring how the Central Eastside balances its different transportation needs.
It’s often asked whether land use determines transportation or transportation determines land use. The answer is yes; both are true. Sometimes these two factors evolve in complementary ways to establish a district’s unique character. This is especially true in the Central Eastside. The urban form and character of the district is shaped by past transportation infrastructure (docks, rail and freight) and continues to evolve with new infrastructure, such as light rail and streetcar.
Despite its challenges, the district’s diverse and complicated public realm is often heralded as one of its most appealing attributes.Historically, the ways of moving goods established the character of the area, which can loosely be described as an old waterfront industrial district, with wide streets, some with cobblestones, many with loading docks, where the car, truck, pedestrian and cyclist share — and often compete for — use of the same right-of-way.
Let’s take a look at all the different transportation modes that function within the district.
An industrial district thrives or dies depending on how well it is served by freight. Although the Central Eastside may not be the ideal location for new large-scale warehouse and distribution businesses, nearly every business in the district receives their raw materials and ships their products by freight — small vans, box trucks, flatbeds or semi-trailer trucks.
The ever-expanding multi-modal transportation system offers many ways into and out of the district, especially for employees. However, the area serves a larger regional customer base, which needs to circulate through the district by car and park, no matter how expansive the multi-modal system becomes.
As employment densities grow in the district, new parking strategies will be required for the expanding job base, especially for those who live far away and are not well connected to the district by transit.
The expanding light rail and streetcar systems present an opportunity to leverage those public investments to create greater job densities in the district, especially around major transit station areas. The challenge will be to manage growth in a way that the district can continue to serve its primary role as a central location for manufacturing and industrial services.
Regardless of how one gets to the Central Eastside — by truck, car, bus or boat — as soon as they arrive, they become a pedestrian. Pedestrian safety is paramount, and many of the pedestrian areas also provide auto and truck access. In addition, the district is bisected by multiple regional and local bicycle routes, and a growing number of district employees choose to get to and from work by bike.
Finding ways to encourage more employees to use active transportation will reduce congestion, decrease parking demand and generally make for happier and healthier employees.
This is the eleventh installment of a blog series aimed at exploring the past, present, and future of the Central Eastside. To learn more about transportation in the Central Eastside and the planning efforts for the district, read the Central Eastside Reader and visit the SE Quadrant Plan calendar to learn about future events.
Main streets and corridors are at the heart of the district, providing space for commercial, retail and residential uses.
Although the Central Eastside is mostly known as an industrial district, the main street corridors along MLK, Grand Avenue, and Burnside, Morrison and Belmont Streets, as well as much of 12th Avenue, contain more than 85 acres of mixed-use zoning. These areas include a mix of housing, retail, commercial office and other land uses, with zoning entitlements that allow buildings as large and tall as those found in the Pearl District. However, there has been very little development in these areas.
The Central Eastside is experiencing a renaissance in transit service. Already served by bus and streetcar, the district will soon be connected to the greater region by light rail. When this system comes online — especially connections to the south via light rail, and west via light rail and streetcar — the expanded accessibility and exposure to the district will stimulate change that is hard to foresee. With lots of untapped development potential, these areas could provide ample opportunities for supportive retail and mixed-use development to locate in the district, just a short walk from most of the industrially zoned parcels in the district.
Though it has been lost in other parts of the Central City, the unique industrial character of the Central Eastside exists largely because the area has been preserved as an industrial sanctuary.
Most buildings remain in use by large and small industrial businesses. However, as the needs and efficiencies of modern industrial users evolve, structures built decades ago for warehousing, manufacturing and industrial services may become obsolete and outlive the purposes for which they were intended. It will be important to examine how such buildings can be repurposed for nontraditional industrial uses, so the district can continue to be a business incubator for the city and regional economy.
This examination will need to consider how a mix of traditional and nontraditional industrial users can occupy the same district — often within the same building — and make it functionally and financially possible for both to coexist in the long run.
This is the tenth installment of a blog series aimed at exploring the past, present, and future of the Central Eastside. To learn more about the urban character and form of the Central Eastside and the planning efforts for the district, read the Central Eastside Reader and visit the SE Quadrant Plan calendar to learn about future events.
Everything he needs to build his custom bike frames is close to his shop in the Ranchers and Gardeners Building.
Attracted to the district because of its central location and access to everything he requires for his business, Oscar Camarena moved his metal fabrication business from Yakima, Wash., to the Central Eastside last year. Now on the first floor of the Gardeners and Ranchers Building at SE 3rd and Madison, Oscar creates bike jigs for frame builders and bicycle product developers around the world. He also builds custom bike frames under the name Simple Bicycles for the high-end cycling market.
He can often be found hanging out with his fellow tenant craftsmen and women, sharing industry knowledge and acting as the de facto “mayor” of this unique community of metal-smiths, designers, bike builders and other entrepreneurs. On Fridays they have their own happy hour in the building.
A self-described “foodie,” Oscar likes the Central Eastside location because of its proximity to lots of restaurants as well as all of his suppliers, distributors, services and other frame builders. He can push a shopping cart loaded with jigs to the powder coater, ride his bike to Winks for small parts and tools or drive his truck to pick up larger supplies in Northwest Portland, all within a 20-minute radius.
Oscar says there’s nowhere else in the city that he would rather do business.
It’s easy to look at the Central Eastside and see a collection of individual, albeit diverse, businesses. However, a closer look at these seemingly independent enterprises reveals that most have a symbiotic relationship with other businesses in the area — from the same sector as well as from other sectors — that provide essential goods and services.
Together they form a loose economic ecosystem. Each supports the other in multiple ways, and the removal of one key business, let alone a whole sector, can have a ripple effect that begins to undermine the health and potential survival of many other businesses.
Oscar Camarena of Simple Bicycles provides an example of this kind of industrial “ecosystem.”
This is the ninth installment of a blog series aimed at exploring the past, present, and future of the Central Eastside. To learn more about the industrial businesses of the Central Eastside and the planning efforts for the district, read the Central Eastside Reader and visit the SE Quadrant Plan calendar to learn about future events.