The Oregon Department of Transportation says it needs to preserve five auto lanes on 82nd so the dramatically increased number of cars that Metro expects on the street by the year 2035 will have somewhere to sit during rush hour.
Should a new high-capacity express bus line through Southeast Portland run on the most important street in Southeast Portland, or 30 blocks away?
The question seems odd. But as Metro and TriMet ask the region whether the new “bus rapid transit” line they’re planning should run on half a mile of 82nd Avenue, here’s part of the subtext: In order to get permission to run the bus line on 82nd Avenue, project planners have agreed not to aspire to do anything for biking, walking or transit on 82nd that might significantly reduce the number or capacity of cars there.
In fact, even if the highest-quality version of the project currently being considered were built, buses there are projected to travel slightly slower in 2035 than they do now. Rush-hour travel times would rise to about four to five minutes for the half-mile stretch, up from about three minutes during the afternoon peak today.
(Photo © J. Maus/BikePortland)
Because 26th Avenue won’t be repaved for another year or two, the city will have time and data to try to persuade the Oregon Department of Transportation to reverse its decision.
The Portland Bureau of Transportation confirmed Thursday that it has agreed to remove the bike lanes from SE 26th Avenue near Powell in order to get the state’s approval for a new signal at 28th.
A city spokesman said that because 26th Avenue won’t be repaved for another year or two, the city will have time and data to try to persuade the Oregon Department of Transportation to reverse its decision. But an ODOT spokesman said the state can’t say what data it might or might not find persuasive.
Is the City of Portland, newly anointed “Biketown”, really going to remove a bike lane because our state department of transportation said it would improve safety?
That story we reported yesterday has sparked outrage, confusion, and frustration — all completely reasonable reactions to the idea of removing a bike lane in order to make biking safer. While we work to clarify the details and get to the bottom of what’s really going on (weaving the different communications from city officials and state officials together into one coherent whole is proving more complicated than expected), I thought I’d share what two notable Portland bike advocates think about the idea.
We covered this project a few weeks ago; but wanted to make sure you were aware of the official open house tomorrow (1/7) night. Check the ODOT press release below for more details…
Thursday open house looks at safety improvements for North Broadway
ODOT and the Portland Bureau of Transportation will host a public open house on Thursday, Jan. 7 to look at improvements planned for the intersection where the southbound Interstate 5 off-ramp, exit 302A, meets North Broadway.
The open house is scheduled for 5 p.m. to 7 p.m. Thursday, Jan. 7 in the basement of the Left Bank office building, 240 N. Broadway. The entrance is on North Wheeler Avenue between North Weidler Street and North Broadway. Signs will be posted near the building.
Members of the project team from ODOT and PBOT will be available to discuss the project and answer questions.
The work is part of the larger N/NE Quadrant Plan which would make operational and safety improvements in the areas both on and off I-5. The Plan, a joint effort by ODOT and PBOT, does not yet have funding for all elements.
Two of southeast Portland’s most-ridden bike lanes are slated to be removed at the insistence of the state of Oregon.
The bike lanes on each side of Southeast 26th Avenue near Powell draw something like 600 to 800 people per day (even in winter) and run in front of Cleveland High School. They will be paved over sometime in the coming months and not replaced, the Oregon Department of Transportation said last week.
For years now transportation advocates have been battling the tides of the Oregon Department of Transportation. It’s an agency — like all state highway agencies — that was born and raised in the automobile era yet now operates in an era where many people want to walk and bike and use our roads without a car. While there have been glimmers of reform, recent decisions have made it clear that the real changes many of us hope for are still a ways off.
is among designs being seriously debated for
SE Powell east of I-205.
Bike lanes separated by a low curb and/or Copenhagen-style raised bike lanes continue to look likely for parts of Powell Boulevard between Interstate 205 and 172nd Avenue.
At least, that’s the word from Paul Grosjean, the co-chair of the Outer Powell Community Advisory Group and a member of the Outer Powell Decision Committee, both part of the state-run Outer Powell Safety Project.
“Separation between the bike and the travel lane has been a priority of all the committees,” Grosjean, who also serves as vice chair of the Pleasant Valley Neighborhood Association, said in an interview Monday.
Here’s some good news about one of the most dangerous spots on one of Portland’s most popular bike routes.
The Oregon Department of Transportation and City of Portland are planning to break ground this spring on much-anticipated changes to the area where a southbound Interstate 5 offramp drops people fresh off the freeway into a slip lane that curves across the North Broadway bike lane.
This project had previously been scheduled to start next summer.
The changes planned will mean that when someone exits I-5 to head across the Broadway Bridge, instead of seeing this (a “slip lane” that is all but begging people to roll through it, right into a bike lane)…
(Image: Google Street View)
Hazel regularly bikes on NE Lombard Street, a U.S. highway managed by the state, under the overpass of 42nd Avenue. This is one of those overpasses where it suddenly becomes less important to separate people biking from 50 mph motor traffic than to ensure that both lanes of motor traffic don’t have to merge into a single lane. (This is a strange American approach to street design that we compared with European practices in 2013.)