Like anybody who contributes a lot to their community, the Clinton Street Neighborhood Greenway has acquired a lot of friends in its first 30 years.
(Photo: Portland Bureau of Transportation)
Five years after it invented the term “neighborhood greenway” and three years after getting permission to set neighborhood greenway speed limits at 20 mph, Portland is putting the phrase directly on its streets.
The city is installing almost 100 of the above signs this week on the N Michigan, N/NE Blandena/Going/Alberta, SE Salmon/Taylor, and SE Bush/100th/101st neighborhood greenways.
Cost: less than $5,000, or about $50 per sign, installation included.
The side-street bikeways are known in Portland as neighborhood greenways to capture their appeal as places to walk, jog, shoot hoops and so on. But the City of Portland’s project shows that six — inner SE Clinton, SE Lincoln near 53rd, NE Tillamook near Grant High School, SE 86th near Powell, inner Northwest Johnson and upper NW 24th — clearly fail national standards for auto counts on bike boulevards.
Rodney Avenue, already a decent low-stress alternative to the Vancouver-Williams couplet, is lined up for an upgrade to full neighborhood greenway status.
At an open house next Wednesday evening, the Portland Bureau of Transportation will be asking people for their thoughts on the plans.
To make the route comfortable for all riders, the city will need to find good ways to help people navigate two jogs in the street grid, at NE Alberta and NE Fremont (pictured below).
In the parts of Portland where neighborhood greenways exist, they’re the most pleasant way to get around. Installing them is cheap, fast and politically popular because (other than the occasional traffic diverter) they basically bother nobody.
After its biking advocates spent much of the 2000s trying and failing to build meaningful networks of protected bike lanes on commercial streets, Portland rolled out 40 miles of comfortable connected neighborhood greenways and (as we shared in Monday’s roundup) rightly earned them a spot among Streetfilms’ 10 global best practices for street design.
As we reported earlier this week, the City of Portland is trying to hone its massive transportation to-do list by asking people to rank their 10 favorite projects.
In a letter circulated this week, the citizens’ committee that’s most closely tied to Portland’s biking policies shared theirs.
brought to you in part by speed bumps.
This post is part of our SW Portland Week.
Part of Portland’s big idea of renaming “bike boulevards” as “neighborhood greenways” was that they’re not just bikeways; they’re spaces for street play, sports and other fun. And they’re also, the line goes, good for walking.
It’s easy to laugh that last part off on the east side of Portland, where almost every greenway is lined with sidewalks.
Not so in Southwest Portland, where neighborhood greenways are few but sidewalks are nearly as rare.
One of the city’s first bike boulevards may be on its way to a quick upgrade.
Southeast Ankeny Street would get additional speed bumps and a new diagonal traffic diverter at 15th under a plan advanced by advocacy group BikeLoudPDX, endorsed by Portland Bicycle Planning Coordinator Roger Geller and tentatively backed by the Buckman Community Association.
As we wrote beneath the last Comment of the Week post, BikePortland has decided to be the only blog we’re aware of that pays for great comments. The person whose thoughts we select for this feature gets a crisp $5 bill in the mail, as a way for us to appreciate the site’s amazing discussion community. So watch your email — we might be in touch.
Street safety matters to cities. So does street comfort. But only one of those issues will land you in court.
That’s the insight shared this week by BikePortland reader paikiala, responding to the discussion on Wednesday’s post about a guerrilla traffic diverter installed on Clinton by anonymous activists.
diverters to reduce volumes, signals to cross busy
streets and sharrow markings and signs to guide users
through the city.
A team of experts in the city’s transportation bureau will spend part of their time in the next few months looking closely at trends in how people use the system while biking, walking and driving.
A public report is due in early 2015.
City Active Transportation Division Manager Margi Bradway said Wednesday that the goal of this report, which she predicted will receive national attention once it’s complete, is to inform an upcoming policy conversation here in Portland about how best to keep improving the greenway system.