PBOT has completed a lane “reorganization” project on NW Everett Street between NW 25th and I-405. As we reported back in May, this project is the result of two factors: An understanding by the bureau that the intersection of NW Everett and 16th is unsafe due to its history of right-hook collisions; and a repaving project that gave them a golden opportunity to do something about it.
A student-driven project in Eugene, intended to create a “more comfortable and intuitive” link between the University of Oregon campus and downtown Eugene, seems to be on its way to construction and just scored a statewide planning award.
We’ve ventured south of our usual coverage area to track this project a bit because it’s such a good example of community-driven planning in a city with close Portland ties.
UO graduate student David Minor was killed in a car crash while riding his bike on East 13th Avenue in 2008. His parents have put up $150,000 in his memory to support this project.
When we explored four reasons college towns tend to be bike-friendly last month, we left one off: they produce lots of technical experts who are passionate about improving their communities.
It looks as if a group of Eugene students is likely to do exactly that. After nine months of volunteer planning, the University of Oregon group LiveMove has unveiled a plan for their city’s second two-way bike facility, and the city government is officially considering it.
The plan is for 13th Avenue, a one-mile one-way corridor between the UO campus and Olive Street in downtown Eugene. The east-west route has a bike lane, a bus line and various commercial storefronts.
“Like it a lot.” “Love it!” “Feels a lot safer!” “Freakin’ FANTASTIC!”
These were some of the comments from people on a bike ride Saturday along the newly restriped, right-sized MacArthur Boulevard in Vancouver, Wash. After months of advocacy and activism, people who use bikes finally have a model transportation corridor along a portion of the major east/west bicycle route across the southern part of Vancouver.
Mayor Tim Leavitt was one of the approximately 35 people who joined the ride of the new buffered bike lanes. Speaking afterward, he said, “I’m very pleased with the outcome of all the public involvement and advocacy. This new configuration really improves connectivity and safety for everyone who uses the road. And this is just the beginning for this community and will be an example of a smart, safe transportation corridor.”
As part of a restriping project along MacArthur, the city had initially proposed sharrows as a way to appease both people concerned about a sub-standard shoulder for bikes and people who wanted to keep two lanes of auto traffic in each direction, even though the road is very lightly traveled.
PBOT is nearly finished with a project to improve bicycling conditions on the NW Broadway ramp south of the Broadway Bridge. The $30,000 project is expected to be finished by tonight but most of the new striping was completed early this morning before rush hour.
In order to create the additional five feet needed for the buffered bike lane, PBOT reduced the amount of vehicle lanes from five to four. Instead of a five-foot bike lane and four, 9.5-foot standard lanes, there is now a 10-foot bike lane and three, 11-foot standard vehicle lanes. The change was made because of the huge amount of people who ride bicycles down this ramp and the need to create safer and more pleasant conditions for them.
I rode it this morning and took a few photos. (more…)
The Bureau of Transportation (PBOT) is taking advantage of a paving project to improve bicycle access on a major street in northeast Portland. On Friday, PBOT announced a new buffered bike lane is coming to NE Cully Blvd between Prescott and Failing streets.
This 1/3 mile stretch of road is being repaved and PBOT is taking the opportunity to re-stripe the road in order to make the bicycle lane wider and more comfortable. PBOT will add a three-foot wide buffer to the existing five-foot wide bike lanes. The start of this project is just south of the existing physically separated cycle-tracks on Cully Blvd which were completed nearly two years ago. According to PBOT, when coupled with the cycle-track, “the buffered bike lane will provide people riding bicycles with nearly one mile of separated bikeway.”
This new buffered lane will also help smooth out the jarring emotional transition from the cycle-track to a standard, door-zone bike lane. It’s important to note that there are two schools nearby: Harvey Scott and Rigler.
To get the space for the wider bike lane, PBOT reduced the center turn lane from 15 to 10 feet and narrowed the two standard vehicle lanes (total road width is 66-feet). (more…)
It’s been about three months since I shared my photos and thoughts about the buffered bike lanes on SW Stark street, so I figured it was time for an update. Back then I was shocked at how poorly the design of the lanes was functioning. Driver after driver after driver rolled down them as if it was just another regular lane. I’d like to think everyone knows the lanes have the same legal standing as a bike lane (which means no cars allowed); but they don’t. And who can blame them? There’s little/no signage, the striping has all but worn off completely, and there’s no physical separation or medians to deter people from driving cars in the lane.
And in case you were wondering, from my vantage point as a daily user of this street, the problem has gotten even worse in the past three months.
The City of Portland Bureau of Transportation (PBOT) has announced that they will analyze traffic behavior on the buffered bike lanes on SW Stark and could make changes to the street to improve bike access by the end of the summer.
On April 20th, I shared photos documenting that the buffered bike lane between 3rd and 4th was not working. Stark and Oak (its couplet one block north) were re-striped back in May 2009 in order to improve bicycling access through downtown.