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Is this the final cut list for first phase of Central City in Motion projects?

Posted by on September 27th, 2018 at 5:03 pm

PBOT map of Central City in Motion projects shared by Business for a Better Portland today.

One week after an open house where the public was asked to rank a list of potential projects to be funded through the Central City in Motion plan, the Portland Bureau of Transportation has trimmed the list from 18 to 11. PBOT also seems to have axed key parts of two remaining projects.

At least that’s how it appears in an email just sent to members of a local, pro-business advocacy group.

Business for a Better Portland (BBPDX) sent an email to members today encouraging them to submit comments on the projects. “Although the online open house survey is now closed,” reads the email, “BBPDX members have the opportunity to provide direct feedback on which projects should be slated for development in the next five years.”

The map and list of projects provided by BBPDX is different than the map shown at the open house last week. The most recent map made public by PBOT showed 18 “project bundles” (a mix of protected bike lanes, crossing updates, and enhanced transit lanes). The map revealed in the email from BBPDX today shows just 11 projects — two of which have had key elements removed since last week.

Compare the map above with 11 projects to this one from last week with 18 projects.

PBOT has $9 million already dedicated to the projects and expects a total budget of $30 million. The agency is making its final efforts to garner feedback and come up with a list of “transformative” projects that can be built right away (which likely means spring/summer 2019 when construction season begins again and the requisite engineering and design work can be completed).

Here are the six projects BBPDX says have been removed from consideration (and their estimated cost, based on a mid-level build quality):

4) NE/SE 11th / 12th: $7,800,000

“11th and 12th Avenues are an important north-south route for freight, transit, autos and people biking. Today the roadways feature two narrow travel lanes that don’t accommodate trucks or buses well. They are also difficult to cross. The project would redesign the roadways to include one wider travel lane to better accommodate buses and trucks, a buffered bike lane, parking, and a series of pedestrian crossing and bus stop improvements.”

6) NW/SW 12th / 14th / 17th: $3,030,000

“These streets work together to provide access to and from the Pearl District and through Goose Hollow. NW 14th would create a protected bicycle lane from Burnside to Hoyt, and a wide bicycle lane from Hoyt to Savier. Improvements to SW 17th Avenue would create a protected two-way, cycle track from Salmon to Alder, and a neighborhood greenway from Madison to I-405. A protected bicycle facility on SW 12th from College to Stark would provide access to the west side of the PSU campus.”

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10) SW Alder / Washington: $1,400,000

“The Morrison bridge has a wonderful existing walking and biking path, but access to it poor. This project would improve pedestrian access and safety by eliminating dual turn lanes approaching the bridge. A short segment of two-way protected cycle track would connect 4th Avenue to the bridge, leveraging existing infrastructure to provide a critical connection between downtown Portland and the Central Eastside.”

11) SE Belmont / Morrison: $3,020,000

“Belmont and Morrison are key east/west connections in the Central Eastside, providing important retail, freight, and transit access. This project improves transit access and speed with new transit islands, improves pedestrian crossings, and provides protected bicycle lanes.”

13) NE Multnomah / NE 16th: $4,000,000

“NE Multnomah is a key east/west connection through the Lloyd District that provides access to retail and other destinations. This project would improve the existing parking protected bike lane on NE Multnomah and address bus/bike conflicts. A neighborhood greenway on NE 16th would provide a connection between this route and NE Portland neighborhoods.”

16) NW Park / 9th: $4,700,000

“This project provides a north/south connection from the Pearl District to downtown. Protected bike lanes on NW 9th transition to a protected bike lane on Park. New signalized crossings of Park at Glisan, Everett, Burnside, and Oak will remove barriers to walking and biking in this area.”

Notable about the 11th/12th project is a line from the BBPDX email that reads, “Due to considerable neighborhood opposition to the SE 11th/12th project, it appears to be off the table at this point.”

In addition, the new map no longer shows SE Clay and Madison streets being part of project #12, which would now only include changes to SE Hawthorne. Project #3 has also been changed to only include changes to SE 7th. It no longer shows crossing updates to SE 6th or the bus/freight/transit-only lanes proposed for the Martin Luther King Jr. Blvd/Grand Avenue couplet.

It’s also worth noting that PBOT seems to have axed several of the projects that received the lowest number of votes by attendees of last week’s open house:

Project votes from the public at an open house on September 18th.

My ballpark estimate shows that PBOT has sliced about half of the $72.3 million price tag from their list of 18 projects, bringing them much closer in line to the expected funds they have to spend.

The email from BBPDX is supportive of the projects overall and demonstrates a collaborative relationship with PBOT. This stands in contrast to the recent statement from the Central Eastside Industrial Council which urged its members to voice concerns over how the Central City in Motion project would reduce parking in their district.

We have not seen any publication of this new map or an explanation of the prioritization decisions from PBOT. We’ve reached out to them for comment and will update this post when we hear back.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

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NOTE: We love your comments and work hard to ensure they are welcoming of all perspectives. Disagreements are encouraged, but only if done with tact and respect. BikePortland is an inclusive company with no tolerance for discrimination or harassment including expressions of racism, sexism, homophobia, or xenophobia. If you see a mean or inappropriate comment, please contact us and we'll take a look at it right away. Also, if you comment frequently, please consider holding your thoughts so that others can step forward. Thank you — Jonathan

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Glenn
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Glenn

Curious that the Martin Luther King/ Grand work was removed. It seemed like a terrific opportunity to move buses and street cars throughout that corridor more efficiently, while making MLK and Grand safer roads to cross. It appeared to have considerable support.

maccoinnich
Subscriber

It’s pretty incredible to see a map that includes no projects serving the Pearl, which, despite being Portland’s densest neighborhood, has almost no bicycle infrastructure.

soren
Guest
soren

PBOT sabotaged SE 11th and 12th by proposing crappy bike lanes.

SafeStreetsNow
Guest
SafeStreetsNow

Sometimes I just don’t understand PBOT. NW Portland should have the best bike infrastructure in the city, considering density, yet they continually ignore that area. Super disappointing to see those NW projects removed. What a sham.

sikoler
Guest
sikoler

We should expect any plan that takes away a car lane on major rush hour routes to be rejected.

I like 7, 2, 3, and 9 myself.

I’ll never understand why anyone thinks it’s a good idea to take the few overloaded rush-hour commuter roads we have, remove a car lane and put a bike lane in its place.

Everything points to Greenways and generally separate main arteries for cars and bikes as the right solution.

Greenways and separate infrastructure are the way to make biking better in Portland.

maccoinnich
Subscriber

OK, so I really really want to know how it’s possible that costs for Central City in Motion have gotten so out of control. As an example, I’ll take one project: #8, the SW Salmon / Taylor couplet.

The cost assigned to that project is $3,770,000. The design for the project includes 1.7 miles of protected bike lanes on one-way streets. Using a cost of $462,617 a mile (per page 100 of the draft Protected Bicycle Lane Design Guide) for a median barrier protected bike, that should come to $786,449. The design shows a new signal at SW 1st and Salmon. That’s already signalized, so I assume modifying the existing pole is all that’s needed, but let’s be generous and say that’s a $250,000 cost for a full rebuild. 6 bus stops are shown on Salmon. I can’t find a recent unit cost for bus bulbs, but $100,000 each seems like a really high number that works for the purpose of discussion. I’m now at $1,636,449 with some pretty padded numbers. How do I get to $3,770,000?

Kittens
Subscriber
Kittens

PBOT is making some really silly mistakes on this.

Firstly, far too many choices and variables for any lay citizen to equitably evaluate the proposals. I tried to study the various options and details on their jenky website and just gave up. Too much/not enough information to make an informed selection.

And honestly, I have a hard time summoning any sense of urgency for projects which do not negatively impact me personally. I can’t imagine others would not share this bias.

The barely-attended open house seems to have had a hugely disproportionate effect on the outcome.

Not to sound like a broken record here but arn’t we paying whole floors of PBOT staffers to figure this stuff out? Maybe we can just get rid of them and build more miniature bike roundabouts with the savings.

Hello, Kitty
Subscriber
Hello, Kitty

It says 11th and 12th were rejected due to “neighborhood opposition”. I know that’s a project my neighborhood (HAND) has been advocating for for years.

yarp
Guest
yarp

To all of you critiquing PBOT, please notice Maus defending them. This is not a singular event and it is soooo depressing to witness.

Jim Lee
Guest
Jim Lee

Have the costs of travel to accept awards been accounted for?

Phil Richman
Subscriber

A short list of things I won’t miss from the seat of a bicycle when project #2 is implemented: Getting stuck in auto traffic on SW 4th Ave. Being in the middle of auto traffic on SW 4th Ave as the safest option knowing I’d never ask my parents or kids to be out there too. Pretending a bike lane exists in hotel zones. Doors. Right hook threats at NW Glisan & Broadway. Right hook threats at SW Jefferson & Broadway. Motor vehicles in the bike lane by PSU. Feeling frustrated it excludes so many people from participating.

Hello, Kitty
Subscriber
Hello, Kitty

Working class people are demanding making driving harder to make cycling better? This is so not a class issue.

Gary B
Guest
Gary B

Looking for clarification on the NW 4th Ave portion from those in the know. What’s the expectation where the new bike lane would end at Flanders? It looks like the portion of Broadway north of Burnside would get protected lanes both directions, but I don’t see any CCIM project for a connection between 4th and Broadway? That seems strange for a “couplet.” Is there a different project happening that would relate, for instance as part of the Flanders overpass project?

Mark smith
Guest
Mark smith

Wouldn’t it be cool if this project had Identified the park blocks? Today they are little more than car storage and cut throughs.

Phil Richman
Subscriber

Parking should just be called private property storage. Call if for what it is.