Portland’s neighbors to the north are planning a project that could set an important precedent in Clark County: a street rebuild that’s currently set to include a raised, protected bike lane.
It’s part of the planned expansion of SE 1st Street between 164th and 177th avenues, which is currently a two-lane street. The changes would add six-foot-wide sidewalks, raised five-foot-wide bike lanes and six-foot wide drainage swales to each side of the street, plus a center turn lane.
This neighborhood is north and a bit east from 122nd Avenue in Portland, and the context is somewhat similar: the auto-oriented residential neighborhoods that cover most of the area don’t offer a connected grid, so 1st Street is one of the only ways to get east and west, on a bike or otherwise.
Central City Multimodal Safety Project, stopped by the
BikePortland office for a chat Tuesday.
(Photos: M.Andersen and J.Maus/BikePortland)
Rick Browning is already a big part of Portland as we know it. His fingerprints are on everything from the streetscape reconstruction that helped make inner Alberta Street a regional destination to the transformational 1999 widening of the Hawthorne Bridge sidewalk to the bike path that leads straight into our airport’s terminal.
This morning, he started a job working on one of the most significant bike projects of his career: one or more protected bike lanes across downtown Portland.
As we reported earlier this month, downtown is probably the most bike-intensive part of the city that has almost no all-ages bike infrastructure. But what else will the project include, and how will he help the city navigate the many obstacles to change? We sat down with Browning Wednesday night for an advance look at his idea of his mission, the decisions he’ll need to help make and whether downtown bike infrastructure should be a priority at all.
(Photo via Washington State Department
of Enterprise Services)
The project management gig that one local planning pro has referred to as the “job of the year” has been filled.
Rick Browning, an architect and urban designer with a long history in Portland, will start work May 28 on a federally funded project that’s widely expected to implement the first substantial protected bike lanes in downtown Portland — indeed, some of the only low-stress bike infrastructure in downtown, which has by far the city’s highest concentration of bike commuters.
The $6.6 million Central City Multimodal Safety Project might also look for ways to improve the awkward bike connections to bridges like the Burnside, Steel and Hawthorne or even crossings of Interstate 405 to the west.
As it has been in other U.S. cities over the last few years, the downtown protected bike lanes would be a companion project to a planned bike sharing system that the city continues to say will launch in 2016.
With a few dozen orange cones and minimal fuss, a team of bridge inspectors and a county traffic safety specialist assembled a perfect Portland-quality detour on the Burnside Bridge Thursday.
It might seem like a small matter, but anyone who’s ridden a bike or walked near many construction detours knows how frequent it is for them to push people into mixed-traffic lanes rather than meddle with the flow of cars — even on streets that are far wider than they need to be for cars to keep flowing freely.
(Image: Transport for London)
Two streets in northwest Beaverton would get 1.5-miles of protected bike lanes joined by a U.S.-style roundabout under a Washington County plan being presented next week.
Like NE Cully Boulevard before it, SW Multnomah Boulevard has become a relatively far-flung street with a few blocks of one of the city’s best bike lanes.
With work nearly finished on the city’s eighth protected bike lane — three years in the making, it’s one of the last few bike projects begun under the Sam Adams mayoral administration — I stopped by Multnomah Tuesday to check it out.
Road would serve Nike’s campus, but has
been delayed until 2019.
(Image: Washington County, modified by BikePortland)
Nike is planning to spend millions of dollars to build parking garages for 2,500 cars on its growing Washington County campus, but it’s not yet clear whether the sportswear giant will also be backing investments that would help its employees bike to work.
Today, 3 percent of Nike’s more than 8,000 payroll and contract workers typically walk or bike for their commute, according to a transportation plan covered last week by The Oregonian. Another 6 percent ride the bus or MAX, 1 percent telecommute, 12 percent carpool and 78 percent drive alone.
(Images: Waterleaf Architecture via City of Portland. Click to enlarge.)
As we reported last winter, the new owners of the mall have planned a new “grand entrance” that will slice away part of the rarely crowded garage in order to welcome foot and bike traffic from Multnomah Street, Holladay Park and the Lloyd Center MAX station.