It will be moved.
(Photo © J. Maus/BikePortland)
[Publisher’s note: As an update to a story we covered several times last month, I’ve accepted a guest article from Chris Smith explaining his successful effort to have a streetcar pole on the Broadway Bridge moved out of the way of bike traffic. Smith is a well known (and quite busy) citizen activist who also happens to be a member of the City of Portland’s Planning and Sustainability Commission, the founder of the Portland Transport blog, member of the Portland Streetcar Inc. board of directors and much more.]
Today, I’m celebrating, because it looks like we’re going to be able to move a streetcar catenary pole (a pole that holds up the overhead wires) that has been impinging into the bike facility on the Broadway Bridge since this summer.
But I want to be clear about what I’m celebrating. I’m not celebrating a win for cyclists over streetcar. That would be the wrong lesson to take from this. I’m celebrating the ability of people of good will who don’t always share the same perspective to work together to achieve good outcomes (Congress, take note).
“I’m not celebrating a win for cyclists over streetcar. That would be the wrong lesson to take from this.”
— Chris Smith
This was not simple, and for a while I thought there might be no feasible way to move the pole, which is why, in conjunction with the BTA, I put a formal request for mitigation on the table as an alternative (download a PDF of that request here).
So how are we going to do it? The key challenge (acknowledged by a number of folks here in the BikePortland discussion who have looked at the bridge structure) is that the structural foundation for the pole is constrained by where the edge of the bridge structure is. The answer is to use the same foundation bracket, but then shift the pole horizontally from the anchor by a little bit (it will be more in ‘the shadow’ of the street-light pole on the sidewalk).
A number of folks noted that a similar “cantilevered” approach was used on poles on Weidler. In this case, the sidewalk is much more shallow. So instead of the large brackets used on Weidler, we’ll use a 2-inch thick metal plate with welded bolts (see diagram below).
Secondary Effect # 1
The thin plate will sit on the surface of the existing the sidewalk. So we will need to increase the sidewalk height to match. This will require tapering the sidewalk gradually over a number of feet east and west of the pole. The plate itself will be flush with the new sidewalk grade and textured to keep it safe for people walking and cycling over it.
Once moved, the streetcar pole
will be in line with the
existing light pole (red).
Secondary Effect #2
Because the pole will now be much closer to the curb than standards provide for, we will need to place a bollard in front of the pole. This is to protect the pole if an auto ever jumped the curb. But the bollard will also be in line with the existing light pole, so it does not reduce the usable path.
But we’re not done yet. No good deed goes unpunished. Because we’re raising the grade of the sidewalk, the railing on the river side of the sidewalk will no longer be tall enough above the sidewalk surface to meet standards. So we will fabricate and attach an extension to the railing on the two sections nearest the pole.
Because of the extensive modification of the sidewalk adjacent to the pole and bracket, we’ll need to close the north sidewalk for about two weeks. The work will be funded from the Streetcar Loop project budget.
I’d like to thank my colleagues at Portland Streetcar who were willing to keep looking for solutions, ultimately threading the needle through all the constraints and regulations, and the members of the community who helped keep focus on the need to address this issue. Together we’ll keeping making Portland a better place for users of all modes of active transportation.
Thank you Chris Smith for not being afraid to stand up and make this happen. Citizen activist Joe Rowe also deserves our thanks for his persistence and effort in bringing this issue to the fore. — Jonathan Maus