City Auditor - City Recorder - Council Ordinance - 177185 Portland Aerial Transportation, Inc. contract Design Competition Scope

EXHIBIT 1

DESIGN COMPETITION SCOPE

OHSU/SOUTH WATERFRONT AERIAL TRAM

DESIGN COMPETITION

PORTLAND AERIAL TRANSPORTATION, INC.

Welcome to the Portland Aerial Tramway competition, sponsored by Portland Aerial Transportation Incorporated (PATI) and the City of Portland, Oregon. This packet includes information on the purpose, procedures and scope of the design competition.

As the Competition Advisor, Reed Kroloff will provide guidance and advice to the competition. Gordon Davis will be the Competition Coordinator and will manage the competition process on behalf of PATI. Matt Brown will serve as the Project Manager for the City of Portland. All questions and communication should be forwarded via email to Gordon Davis until the winner is announced. We wish you good luck.

While a design concept for the “tram” is an important part of the competition submittal package, the competition itself is not designed to select a final design for the tram. Rather, the competition will select a design team who will then be engaged to develop a schematic design for the tram in a subsequent and more broadly based design process.

4. A proposed approach by the design team to engage the community through the schematic design process, and

In addressing #4 above, competitors should outline an approach to actively engage the community in a dialogue throughout the schematic design phase. It is not the goal of this community dialogue to find the lowest common denominator of design. Rather the goal is for the design team to truly understand the design context, to have a public forum to test ideas and for the community to have sufficient access to the design process to learn about the power of ideas. Ultimately it is expected that the “power of the idea” will overshadow divergent opinions that inevitably exist in the community.

In addressing item #5 above, the objective is to develop design concepts for an aerial tramway to connect the new South Waterfront (formerly called North Macadam) neighborhood with the Oregon Health & Sciences University (OHSU) atop Marquam Hill on the south side of downtown Portland. Competitors will prepare design concepts for the tram, its two landing stations, its vertical support and two cars. The competition will also include the design of a new pedestrian bridge across Interstate 5, reconnecting the Corbett Terwilliger Lair Hill (CTLH) neighborhood to the waterfront.. The design problem also challenges the competitors to address two additional ideas:

1. Given the physical and community context of the aerial system, consider how the aerial system might be fully integrated with existing and planned development on Marquam Hill, in the CTLH neighborhood and in the redevelopment of the South Waterfront area, and

2. The city has contemplated a second aerial connection between Marquam Hill and Barbur Blvd., serving a heavy travel demand between the transit corridor on Barbur and the OHSU Marquam Hill campus. While there has been no final decision on whether to build such a system, competitors are asked to consider how such a second aerial system might integrate into the upper terminus.

PATI and the City of Portland intend to build this project and expect to select their design team through this competition process. The winning team will be invited to negotiate a contract to prepare a Schematic Design for the tram and its components with PATI and the City of Portland.

The competition has the additional objective of demonstrating to the people of Portland that a well-managed design competition process can result in extraordinary civic architecture.

This competition offers architects, engineers, and designers a rare opportunity to set the standard for architecture and infrastructure in an entirely new Portland neighborhood, while simultaneously creating a major public landmark for the city. Additionally, the new Marquam Hill tram will cross over one of Portland’s oldest neighborhoods and one of its busiest traffic arteries. It is envisioned that the tram will serve as a gateway to downtown for commuters and visitors coming from the south.. Mayor Vera Katz, the City Council, and the PATI board, and the citizens of Portland challenge the competitors to produce a visionary solution to this difficult problem, and help set the stage for a new era of outstanding civic design in this city.

Between the time of the public announcement of the final four competitors and the pre-competition briefing, the lead firm should assemble their competition team. If a local firm is added to the team, the selection of that local firm will not be a criterion used by the jury to make a final recommendation to the PATI Board on a competition winner.

Teams are not permitted to add a tram system manufacturer to their team. There are a limited number of manufacturers of tram systems in the world. The decision on which manufacturer will ultimately provide the tram components will be made as part of the construction management/contractor selection process. Firms may feel free to contact any of the tram manufacturers for information on system technology. In doing so, design firms may not make any commitments regarding the selection of that manufacturer to construct the system or provide components.

Oregon Health & Sciences University has been on Marquam Hill for well over 100 years. Today, the institution employs over 10,000 people. In 1995 the institution left the state system of higher education to become an independent public corporation. As the OHSU Board and executive team looked at its long term future, it crafted a vision whereby OHSU would move into the top 20 medical research institutions in the country.

In 1999, OHSU began a master planning process to determine what programs and facilities would be needed to achieve this vision. Early on, it was forecast that in excess of 2.2 million square feet of new space would be needed and that the vision could only be achieved if the institution maintained a physical and program synergy between its three core functions—education, health care and research. An evaluation of the Marquam Hill campus found that transportation access would ultimately limit the amount of new growth that could be accommodated on the hill to 750,000 – 1,000,000 square feet. It was believed, however, that if transportation access constraints could be overcome, the institution would better achieve its vision if it remained in the central city.

For several years, the City of Portland had been planning the redevelopment of the waterfront area just south of downtown. This old waterfront industrial area, now known as South Waterfront, is largely vacant land with only a few scattered businesses still operating. While the city envisions a dense residential and employment center in this 140-acre area, it has struggled to attract the type of anchor development that would catalyze the redevelopment program. The City had been encouraging OHSU to locate a facility in the South Waterfront but it was not until its master planning program that OHSU considered the area for a major expansion of its central city campus.

However, access to and from the South Waterfront area is constrained as well so if OHSU located up to 1.5 million square feet of program space in this area it could risk achieving the critical synergy that its vision required. Transportation via the existing road network was simply too unreliable for researchers, teachers and doctors to depend on as a connection between the two parts of the campus.

In the late 1980’s when planning first begun on what is now the Central City Streetcar, consideration was given to making a connection from downtown to OHSU on Marquam Hill. While a streetcar system could not handle the steep grades of the hill, several other alternatives were evaluated including an aerial tram. The OHSU connection was set-aside in the first phases of streetcar planning. However, when OHSU raised anew the possibility of significant growth in the South Waterfront area, the aerial tram again surfaced as a logical choice both for public access to the hill and for the connection between the two parts of the campus.

In July 2002, based on the City Engineer’s recommendation, the City Council approved the aerial tram connection between Marquam Hill and OHSU’s planned campus in South Waterfront. The council also accepted the idea of a second tram connecting the Marquam Hill campus with a major transit corridor on Barbur Blvd. However the council directed that additional studies be undertaken on the second tram including its consideration in the design competition. Approval of the tram, along with the Council’s approval of the Marquam Hill Plan District (July 2002) and adoption of a revised North Macadam plan (November 2002), set the policy and regulatory framework for significant OHSU expansion and for the beginning of the redevelopment of the South Waterfront area. Also, during these major planning efforts, a new economic vision emerged combining Portland State University, OHSU on Marquam Hill and in the South Waterfront and the area on the east side of the river around the Oregon Museum of Science and Industry as the Portland Science and Technology Quarter.

Approval of the tram was not without controversy. The alignment of the main tram crosses over the historic CTLH neighborhood. While the alignment is within the air rights of a public right of way, its proximity to the residential area made it problematic for many people.

The CTLH neighborhood has been one of the city’s overlooked neighborhoods. Interstate 5, Macadam Blvd., Barbur Blvd., Front Avenue and the access to the Ross Island Bridge were all pushed through this neighborhood primarily to accommodate regional traffic. While the physical constraint of the west hills and the Willamette River force regional roadways through this narrow area, the result has been a dividing of the CTLH neighborhood.

In recent years, the City, with significant neighborhood prodding, has adopted several policies designed to reestablish the integrity of the neighborhood. Most important of these are the South Portland Circulation Plan and the North Macadam (South Waterfront) Urban Renewal Plan. Both outline a series of projects and actions that are designed to separate regional from local traffic and reconnect the many separated parts of the neighborhood including the waterfront. These policies along with others like the city’s 40-mile Loop Trail system, which envisions a connection from the waterfront to the trails in the west hills, represent a refocus of public priorities into this long neglected area.

o Adoption of the Suspended Cable Transportation System Process (May 23 2002) – Resolution 36071

o Adoption of Resolution 36085 accepting the Portland Office of Transportation’s Marquam Hill to North Macadam Connector Study and endorsing the recommendations contained therein (July 10, 2002)

o Adoption of Resolution 37112 approving the Design Development Phase work program for the OHSU/North Macadam Aerial Tram, including the proposed approach for an international design competition (November 13, 2002)

➢ OHSU Aerial Tramway Preliminary Engineering (February 27, 2001) Jewett Engineering

➢ Draft Report on OHSU Inter-Campus Transportation Connector (February 27, 2001) Carl Buttke, P.E.

➢ Marquam Hill to North Macadam Connector Study; Portland Office of Transportation, June 20, 2002.

➢ Marquam Hill to North Macadam Connector Study, Appendix A, Technical Background and Analysis; Portland Office of Transportation, June 20, 2002.

➢ “Opportunity,” An overview brochure of development potential on the South Waterfront. H. Williams Advisors, Gerding/Edlen Development Company, Opus Northwest LLC

➢ OHSU plans for a new Patient Care Tower on Marquam Hill and its relationship to the proposed tram terminus.

➢ Summary of Geotechnical Conditions – North Macadam-Marquam Hill Aerial Tram, GeoDesign, December 23, 2002

➢ Terwilliger Parkway Design Guidelines, City of Portland Bureau of Planning (1983)

The design problem is an aerial tramway connecting the Marquam Hill campus of the Oregon Health & Sciences University (OHSU) with the location of a new adjunct campus on a redevelopment site located along the waterfront of the Willamette River in an area generally known as South Waterfront. A second tram has been contemplated connecting with the upper terminus on the Marquam Hill campus of OHSU to a transit station on Barbur Blvd. providing an additional transit linkage to the Hill.

The primary aerial tramway as proposed has the following general characteristics:

➢ An upper terminus landing located on the OHSU campus at an elevation 533 feet above sea level

➢ A lower terminus landing located eastward of Moody Street in South Waterfront, within the Gibbs Street public right-of-way. The ground elevation at the landing is approximately 35 feet above sea level.

➢ The alignment runs east-west and falls within the 60 foot public right-of-way of Gibbs Street for its entire length except as it crosses the Terwilliger Parkway (a City of Portland park) and onto OHSU property.

➢ The upper terminus serves both as the upper structural element supporting the cable system and as the landing platform for the tram cars

➢ OHSU contemplates the upper terminus as a public space with public activities potentially including an eating area and public viewing.

➢ The main engine room for the system will be at the South Waterfront terminus to minimize noise on the Marquam Hill OHSU campus

➢ The aerial tramway is designed to be part of Portland’s public transportation system, fully integrated with other elements of the transportation system and connecting important employment, retail, housing and activity areas on Marquam Hill, South Waterfront and other areas of the community

A second aerial tram was part of the Office of Transportation’s recommendation. Although not approved by the City Council, as proposed by the City Engineer, the second system has the following general characteristics:

➢ The upper terminus could be in the same location as upper terminus for the primary tram.

➢ The upper landing for the second tram would not necessarily need to be at elevation 533

➢ The tram system as envisioned in the City Engineer’s report would be a “mono-cable” system using “gondola style” cars fixed to the cable in a “jig-back” configuration .

➢ The tram would be designed to connect the OHSU campus on Marquam Hill with a transit terminus on Barbur Blvd.

➢ The second tram would be would be primarily used for OHSU employee home-to-work trips.

➢ The exact alignment of a possible second tram is unknown at this time although the City Engineer’s recommended alignment has the Barbur terminus on the west side of Barbur Blvd on private property slightly north of the Gibbs Street right-of-way.

➢ The second tram, if ultimately approved by the City Council, may not be constructed at the same time as the primary tram although accommodations may need to be made in the upper terminus for its landing.

➢ A single structural tower would appear to be needed at approximately the mid-point in the alignment of the second system.

The total route of the aerial tram is approximately 3400 feet in length, from the lower terminus in South Waterfront to the upper terminus on the OHSU Marquam Hill campus. Preliminary engineering calculations indicate that it will take a tram car 2.75 minutes to move from one terminus to the other. Calculations also indicate that with a fully loaded tram car (60 passengers) in an emergency stop condition, the bottom of the tram car will be 66 feet above the ground at its lowest point in the route (approximately Corbett Street). These conditions suggest that some existing power lines under the tram alignment will need to be relocated.

The CTLH neighborhood is a designated historic district. The tram route from approximately Barbur Blvd to I-5 traverses part of the CTLH neighborhood, and Gibbs Street is a local residential street through this portion of the route. The CTLH neighborhood and the homes along Gibbs Street are of mixed age, condition and size with some in a Victorian style characteristic of residential architecture of the late-1800’s in Portland. Not all homes are this age or architectural style, and there are some newer houses, apartments and townhouses along Gibbs Street in this area.

Although approved by the City Council, not surprisingly, the aerial tram has been highly controversial, particularly in the CTLH neighborhood and with those residents along Gibbs Street. While the tram will travel at 22 miles per hour and at a height above local street trees, neighbors have expressed concern about privacy and other potential impacts of tram cars traveling overhead.

The tram route along Gibbs Street crosses Barbur Blvd, a state highway; Interstate 5, a federal interstate highway and Macadam Blvd, a state highway.

The tram route also crosses over Terwilliger Parkway, which includes a road and pedestrian trail. The parkway was deeded to the city in the early 1900’s by the adjacent property owners and is a major community asset both for its intrinsic beauty and for its views of the city and Mt. Hood to the east.

The upper terminus will occur on OHSU property. The landing elevation of 533 feet is equal to what is known as the “9^th floor” at the institution. The 9^th floor is now, and will be further developed, as the common public concourse connecting all parts of the campus with internal and external walkways. As a point of reference, the 9^th floor is the level of the pedestrian bridge to the Veterans Administration Hospital. Public services, including information, restaurants, day care, gift shops, visitor services, employee services, gathering spaces, other public retail uses and activities will increasingly occur on the 9^th floor as the institution redevelops over the next 20+ years. Because of the significant parkland and recreation resources surrounding the Marquam Hill campus, the 9^th floor public level is also anticipated to serve as a means for the general public to gain access to trails and other natural facilities.

OHSU anticipates that the upper terminus landing will become a major public focal point on the campus because of the significant views that it will afford and because of its central transportation role. It is reasonable to consider how other public activities might be included in the terminus including a restaurant.

With the possibility of a second tram connection to Barbur Blvd., the upper terminus may need to serve both transportation connections. While the technical specifications of a second aerial connection are not well developed and such a second system may never happen, it is important to understand how such a system might be integrated into the upper terminus. Because of its primary function as an employee transportation link to the campus, it may not be essential that the second aerial landing occur on the 9^th floor. It may also be possible that a future second system might not land at the upper terminus at all but at a different location on campus.

Because of the Gibbs Street alignment of the tram and because of a new patient care facility now under design, the location of the upper terminus must occur within a relatively limited zone on the OHSU property. However, due to highly sensitive medical procedures occurring in the new patient care building (micro surgery, etc.), the upper terminus cannot be built into the new patient care facility, although connections between the terminus, the new patient care facility and the surrounding buildings and public spaces and corridors are anticipated. Designers should also assume that the upper terminus might have horizontal connections into any one of several OHSU facilities surrounding the approximate tower location.

OHSU anticipates that the new patient care building will include a major new public outdoor space located on the east face of the 7^th floor, which will serve as a new platform for public activities and a new vista for views to the east toward Mt Hood and the Willamette River.

Due to its height and potential inter-campus connectivity, the upper terminus structure must have vertical transportation capacity.

The principal design task is the terminus itself. However, the terminus could be viewed as a central point of connection from the tram to other buildings, corridors and activity centers on campus. Design teams are invited to broaden their thinking beyond the terminus itself to consider how the terminus can facilitate connections and focus within the campus complex both for OHSU related people and the general public.

The lower terminus for the primary tram will occur within the Gibbs Street right-of-way. Adjacent to the Gibbs right-of-way is private land, which is part of a 140-acre redevelopment area. At present, OHSU and its development partners own approximately 28 acres to the south of Gibbs Street. Zidell Marine owns approximately 20 acres to the north of Gibbs. The remaining portion of the 140-acre urban renewal area is owned by several parties, all of who anticipate OHSU’s development of an adjunct campus in South Waterfront to be the catalyst for a long-term redevelopment program. The city’s plan for the 140 acres anticipates 10,000 jobs, 3,000 – 4,000 housing units, 200,000-300,000 sf of retail, and the continuation of Portland’s waterfront trail and greenway along the approximately 6400 feet of the Willamette River in the South Waterfront plan area.

OHSU has programmed 1.5 million square feet of administration, education, clinical and research space to be completed within the next 20 years in the South Waterfront area. The institution expects to develop educational and business partnerships around its programs and that other facilities to house these joint ventures and allied businesses will occur in the proximate area. OHSU expects to begin construction of its first-phase building in the spring of 2004. OHSU’s development partners, anticipate beginning construction of a 175-unit condominium project and a 220-unit apartment project in the spring of 2004. OHSU also expects to partner in developing a hotel conference center within the 28 acres. The tram, the extension of the central city streetcar, and the first three buildings in the core area of South Waterfront are all anticipated by early 2006.

Zidell Marine has an active marine barge construction facility on the portion of its property immediately north of Gibbs Street. The company expects to relocate its operations at some time in the future and redevelop its property consistent with the City’s plan for the area.

OHSU and its development partners, Zidell Marine and the City of Portland, all have engaged in master planning at various levels of specificity over the last several years. The City Council’s decision in July 2002 approving OHSU’s Master Plan and the tram was the signal event that will move the South Waterfront area from planning into actual redevelopment. While the City’s zoning and development code for this area permits the development of a dense urban center and the urban renewal plan contemplates extension of the waterfront greenway and trail, a new road network, the extension of the central city streetcar, and the development of a major transit center at the tram terminus, there is no real urban design vision for this area that can serve to fully integrate private and public development.

It is anticipated that the scope of actual construction associated with the lower terminus of the aerial tram will be confined to features in the public right-of-way. However, it is also anticipated that development on the adjacent and nearby private property will want to integrate with the tram terminus and related uses so that a broader vision for this lower terminus is critical to private property owners, the city and community as a whole. Only concept planning and design have been done on private and public property adjacent to the tram terminus.

The minimum design scope for the lower terminus will include those facilities that will be constructed within the public right-of-way. Design teams are invited to look more broadly at the public and private lands within the vicinity of the lower terminus to explore how public and private space can be shaped into a common vision that integrates the many objectives that are held for this area.

Preliminary engineering work suggests that the tram will require a single 185 foot-high structural tower located in the Gibbs right-of-way, immediately east of Macadam Blvd. This tower is needed to support the aerial tramway cable system and raise the cables to a sufficient height to allow tram cars to clear features on the ground below in normal and emergency operations. Because of concerns for this tower’s potential impact on the existing CTLH neighborhood, the tower cannot be located west of Macadam or Interstate 5. Because of engineering and safety concerns related to the lower terminus landing, the tower cannot be located further east of the identified location.

The tower must support the cable system on which the two tram cars will ride. Depending on design approaches for the pedestrian bridge crossing I-5, the tower may assume some role with that facility.

There are certain technical requirements for the tram cars, which are included in the Jewett Preliminary Engineering materials. . However, as each tram installation is unique, the tram cars can be considered part of the design problem.

Design teams are invited to include the tram cars as part of their design scope.

One of the goals of the City is to reestablish the integrity of the CTLH neighborhood. One of the urgent needs is to separate local neighborhood streets from regional transportation facilities. Presently Barbur Blvd, Interstate 5 and Macadam Blvd, all state/federal highways, traverse the neighborhood and by their design have effectively divided the neighborhood, in most cases cutting off east-west connections through the neighborhood and eventually to the river.

The city has included within its urban renewal plan for South Waterfront, two pedestrian bridges crossing I-5 and Macadam, linking the main CTLH residential area with the redeveloping South Waterfront area. One of the proposed bridges is in the alignment of the Gibbs Street right-of-way

Design teams are invited to consider how such a bridge within the Gibbs Street right-of-way, could be integrated into the, neighborhood, the South Waterfront redevelopment area, the tram alignment and its facilities. The bridge will need to meet ADA standards for accessibility and maintain minimum clearances over I-5 and Macadam Blvd.

Preliminary Engineering for the tram, done in 2001 (Jewett), estimated the cost of a fully operational, “utility level” tram would be approximately $9,000,000. This engineering study assumed a basic platform at each terminus without consideration of how that platform might be integrated into adjacent buildings or public spaces. The Board of Portland Aerial Transportation, Inc., in advancing its goal of designing a tram that “will meet the highest standards of architecture and urban design” has established a preliminary budget of $17,000,000 for the tram and I-5 pedestrian bridge.

In understanding this preliminary construction budget figure, the following assumptions should be used:

1. The budget includes all mechanical, electrical and structural components of an operating tramway system.

3. For budgetary purposes the minimum lower terminus facilities include the tram landing platform, facilities to house the mechanical equipment, a terminus structure and pedestrian access facilities immediately adjacent to the terminus. Design elements that extend beyond these minimum facilities are not assumed to be within the established preliminary budget.

4. For budgetary purposes the minimum facilities at the upper terminus will include the tower/platform structure, mechanical equipment and structures as required for the tram; vertical transportation within the tower and at least one horizontal connection from the platform to an adjacent building or area. Design elements that extend beyond these minimum facilities are not assumed to be within the established budget.

5. It is assumed that any facilities required to accommodate the second tram are not in the budget.

This is a complex design problem, which has the potential to expand considerably beyond the elements defined in the Preliminary Construction Budget. The City of Portland and Portland Aerial Transportation, Inc. (PATI) hopes that design teams will want to explore this larger context. PATI believes that ideas emerging in this exploration will stimulate private and public interest in these broader design opportunities and as appropriate, the City and PATI are committed to seeking the financial support to implement them.

Competitors should submit five 30” x 40” ( 0.762 x 1.016 meters) presentation boards, with the 40” sides oriented vertically, and organized side-by-side. The boards should have a maximum thickness of ½” (12.7 mm) and weigh no more than 5 pounds (6.8 kilograms) each. The boards must lie flat against an easel or wall, and may not include anything that projects more than ¼” (6.35mm) from the surface.

In addition to presentation boards, competitors may submit a narrative of no more than 15 pages to outline:

4. A proposed approach by the design team to engage the community through the schematic design process.

In addition to the 15 page narrative, firms may submit pre-printed brochures on the team members.

A lay audience should easily be able to understand the presentations. Some members of the competition jury will not be familiar with architectural drawings and symbols. Further the sponsors may display the competition entries in a high-traffic public setting and utilize them in education programs about the tram.

No models will be accepted. However photographs (or computer renderings) of models may be incorporated into the presentation.

The Competition Coordinator in Portland, Oregon must receive all submissions no later than 5:00 p.m. (Pacific Standard Time) on March 17, 2003. This is not a postmark deadline. The boards, narrative and brochures must be received at the following address by the given day and time.

Additionally, competitors must inform the Competition Coordinator by fax or email of all pertinent tracking information for their submission. This includes the method of shipment, the time, the date it was sent, and the tracking number. Copies of time-stamped postal registration receipts or courier dispatch receipts must be faxed to the Competition Coordinator as well. However, it is the responsibility of the competitor to ensure that the materials arrive in a safe and timely fashion. Competitors are responsible for all shipping charges and insurance for their submissions. Submissions received later than the submission time and date will be disqualified. We encourage competitors not to wait for the last minute to ship their materials.

Entrants may seek further clarification of the information presented here by submitting questions to us via the e-mail address indicated in the "Welcome" section of these instructions. No questions may be addressed to members of the jury or other individuals associated with the competition. All questions must be received by the Competition Coordinator no later than 5:00 pm Pacific Standard Time on February 25, 2003. Any changes to this document resulting from answers to the questions will become part of the competition instructions. All questions, answers, and resulting program clarifications will be emailed to the competitors.

A panel of seven design professionals and community members will jury the competition. Four panel members will be from outside the Portland community; three will be from the Portland community. The Jury will base its judgment on their own expertise, the work submitted by the competitors, the information contained in the competition document, and any questions and answers that arise during the judging process.

The jury will be instructed to rank-order the design teams in its recommendation to the Board of Portland Aerial Transportation, Inc.

The firms, partners, and professional associates of the jurors are enjoined from participating in the competition. If it is determined that a competitor is in any material way related to a juror, that competitor’s project will be disqualified. If a juror is found to be knowingly involved in any material way with a submission, the juror will be replaced at the discretion of the professional advisor.

An alternate selected by the Competition Advisor, the Competition Coordinator and the sponsor may replace jury members who cannot attend each meeting of the jury. The Competition Advisor will manage jury meetings to ensure impartial enforcement of the competition’s regulations and intentions. Representatives of the sponsor may also attend jury meetings as observers. It is anticipated that the jury presentations will be open to the public although there will be no opportunity for public comment or questions in the presentations. If the jury deadlocks, the Competition Advisor will cast the tie-breaking vote.

The selection criteria that the jury will use to evaluate the teams will include in no particular order or ranking:

➢ The experience of the team in working on unique, complex structural, architectural and urban design problems.

➢ How well the team understands the design context (The Hill, South Waterfront, South Portland, and Portland)

➢ How the team would propose to engage the community in the schematic design process

If teams include a local firm, the specific firm included will not be a criteria used by the jury in making their recommendation.

Participants will receive a stipend of $35,000 to defray their expenses. The sponsors will not reimburse the finalists for any expenses beyond these funds with the exception of a $1000 honorarium for speaking at an AIA sponsored lecture during the competition. Stipends will be distributed as follows: 50% upon attendance at the Pre-Competition Site Visit and 50% upon submission completed competition package. Should a finalist fail to submit a fully developed proposal (with all the required presentation materials) by the specified date, they will not be entitled to the $35,000 payment and must return any of the funds that have been disbursed.

No other awards are associated with this competition. And, while PATI intends to select its design team through this competition process, neither finalist status nor rank ordering of the final submissions is a guarantee of any contract for services between PATI and any finalist (see “Selection of an Architect” below).

Everyone involved with this competition must comply with the conditions and procedures laid out in these instructions. Failure to do so will lead to immediate elimination from the process.

All competition materials become the property of the competition sponsor under the terms laid out in the section “Ownership and Copyright,” and will not be returned.

All drawings, photographs, photocopies, and other physical materials submitted to the competition become the property of Portland Aerial Transport Incorporated, and may be retained for archival purposes and possible exhibition and publication (see Exhibition and Publication). The competitors retain copyright to their materials, and PATI and its assigns will make every effort to ensure that any material it publishes associated with this competition properly credits the entrant(s).

PATI may exhibit the materials from this competition, release information from the competition to the media, and use parts (or all) of the competition materials in future publications related to the competition. Since PATI retains ownership of all competition materials (see Ownership and Copyright), they reserve the right to utilize them in any publication or promotional endeavor in perpetuity and without compensation to the entrants.

No partner, associate, or employee of any jury member may participate in the competition, nor may any jury member compete in association with, advise, or assist a competitor in any way. Each competitor may make only one submission. No competitor or competition team may be a member of another competition team.

The Competition Advisor may invalidate any entries that: arrive after the deadline or are incomplete in any significant fashion.

Entrants who fail to observe the provisions in these rules will be declared ineligible and the jury shall be so informed by the competition advisor. The sponsor’s decision in respect to any such disqualification shall be final and binding on all parties.

The jury, by a majority vote, has the sole authority and responsibility to recommend a winner at the end of the competition. The Competition Advisor in consultation with PATI will resolve any disputes.

PATI hopes to select a design team as a result of this competition process. After the jury has rank ordered the competition submissions and made its recommendation to the PATI Board, the top-ranked team will be invited to enter into contract negotiations to prepare schematic designs for the tram and its components. Should those negotiations prove unsuccessful, PATI may choose to open negotiations with the second-ranked team, and so on, until an agreement can be reached. However, PATI retains the right to cancel negotiations at any time and participation in the competition is by no means a guarantee (or even a suggestion) of any contractual obligation between PATI and any participant.