Drivers heading west on SW Jefferson get backed-up between 18th and I-405. There’s one westbound lane for driving where there used to be two (the right lane is only for turning). (Photos: Jonathan Maus)
“I bike that every day and I believe it’s made the biking situation worse.” — Ted Wheeler, Mayor of Portland
Yesterday a City Council Work Session on the Bureau of Transportation’s Vision Zero program turned into a sharp critique of recent striping changes SW Jefferson Avenue. Commissioner Nick Fish interrupted a presentation by outgoing PBOT Director Leah Treat (her last day is Friday) to share his concerns that a new lane configuration has made conditions worse. Mayor Ted Wheeler, who said he bikes home on the road every day, agreed with him. [Read more…]
It might not be on your mental bike map of Portland, but I have a feeling it will be soon. (Photos: Jonathan Maus)
A former landfill between NE Columbia and Killingsworth at the end of 72nd Avenue is now Cully Park — a 25-acre expanse of feature-filled green space in a community that desperately needs it. [Read more…]
It’s not exactly a full “protected intersection” as first envisioned by a Portland planner over four years ago; but the Bureau of Transportation is set to add concrete buffers between the bike lane and other vehicle lanes at several corners to a notorious intersection of West Burnside this fall.
Portland could build 137 miles of protected bike lanes protected from other traffic with a planted buffer zone — and launch a transportation revolution with far-reaching benefits — for just $73 million. Or we could do it for about $34 million using plastic delineator posts. Those are two of many insights gleaned from the 124-page Portland Protected Bicycle Lane Design Guide just released in draft form by the Bureau of Transportation.
When we shared a sneak peek at the guide last month, PBOT Bicycle Coordinator Roger Geller said, “It provides much-needed clarity about what we can build and how it will fit on Portland streets.”
The guide offers engineers, planners, project managers and advocates a road map to retrofit Portland’s streets. From detailed cross-section drawings that can be applied to 28 different street configurations, to clear recommendations on what type of protective materials to use in specific situations, the guide should help hasten the development of protected bike lanes. If you’re an advocate for streets where fewer people die and where everyone — even those who don’t use cars — can get around more efficiently, you’ll appreciate the vibe in the introduction:
“The intent of the designs in this guide is to quickly and emphatically reconfigure Portland’s streets, not just so they operate in a safe manner, but also to communicate that bicycling is more attractive than driving and that bicycle transportation is accessible to people of all ages and abilities…Numerous studies from around the world, as well as our experience and the experience of cities with which we are allied through the National Association of City Transportation Officials (NACTO), have confirmed that providing protected bicycle lanes on busy streets is a key element to addressing the demand for better conditions for bicycle transportation. Such facilities are the highest quality bikeways, and are appropriate on roadways that include higher motor vehicle speeds and volumes.”
With a staggered rollout of key project features, the results of the Rosa Parks project have been a mixed bag thus far. (Photos: Jonathan Maus)
“We’re definitely learning some lessons.” — Scott Cohen, PBOT project manager
It’s been six weeks since the Portland Bureau of Transportation (PBOT) began grinding off pavement and laying down new lane striping as part of the North Rosa Parks Way project. Yet despite weeks of dry weather and no major controversy or pushback (at least that we’ve been able to confirm), the project is still not closed to being finished. Meanwhile, people who ride on the two-mile stretch between Martin Luther King Jr and Willamette boulevards are frustrated by incomplete striping and many people park their cars illegally in the new bike lanes.
At the end of May, PBOT posted an update that acknowledged the major elements of the project that remain: they haven’t even began on the sections from Delaware to Interstate and Williams to MLK; none of the promised, plastic delineator posts have been installed; no permanent “No Parking” signage has been added despite a major change in parking availability; many bits of pavement markings are incomplete; and a median island crossing at Villard has yet to be started on. [Read more…]
Greeley looking south. Red line is location of future bike path. (Photo: Jonathan Maus)
Project location. (Map: PBOT)
Initially slated for spring 2017, a project that will create a protected bike path on Greeley Avenue in north Portland has been delayed again and isn’t expect to be built until spring 2019.
The Portland Bureau of Transportation plans to piggyback on a repaving project on Greeley between Interstate and Going in order to create the new bikeway. The current street cross-section of four standard vehicle lanes and two unprotected bike lanes is very dangerous and stressful. People drive very fast at this location and bicycle riders in the southbound direction are forced to negotiate a freeway onramp with auto users traveling over 50 miles per hour. [Read more…]
It’s not the Esplanade, it’s the Philadelphia skyline and Schuylkill Banks Boardwalk seen from the South Street Bridge over the Schuylkill River. (All images courtesy Metro)
Written by Metro Parks and Nature Department Senior Planner Robert Spurlock. Robert is also a member of the Oregon Bicycle and Pedestrian Advisory Committee and the Oregon Recreation Trails Advisory Council. This post first appeared on Metro’s Outside Voice blog.
A thriving metropolis at the confluence of two major rivers.
A world class bike path in the heart of the city, built over the water to bypass a tangled mess of highways and train tracks that had historically cut off the city from its river. [Read more…]