Latest iteration of how TriMet will design eight new stations on outer SE Division.
After months of feedback from partner agencies and advisory committees, and “recalibrating” due to a budget shortfall, TriMet has released its latest designs for how bicycle riders will pass through its new bus stations as part of the Division Transit project. An online open house went live last week and is accepting public comments through July 12th.
We last shared TriMet’s plans a few weeks ago. Since then, the agency has held two open houses and firmed up the design.
TriMet is grappling with how to maintain a protected bike lane while achieving all the other design and budget goals for the project (primary among them is to increase bus speeds and reliability). When we took our first close look just over one year ago, TriMet planned on a design where the bike lane would go behind the bus island (something similar to this scenario in London). Now the design routes the bike lane between passengers and the bus.
Here’s what they presented in June 2017:
In September 2017:
In October 2017:
And here’s the latest design again:
This view gives you a different sense of how it will all come together (the teal/purple sections are protected bike lanes, the blue is the bus station):
According to their latest maps, TriMet plans to build eight of these “Integrated–Shared Bicycle and Pedestrian” stations — all east of 82nd. The locations include: 84th Place westbound, 87th eastbound, both sides of the street west of the I-205 path, and in Gresham on both sides of the street at 174th and 182nd.
One of the key aspects of the design you can help TriMet finalize is how wide the bike lane and the boarding strip (aka “alighting area”) should be. This is the “to be determined” part of the cross-section in the drawings above. According to discussions I’ve overheard, the concerns is that a wider alighting area will encourage people to stand on it and result in more blockage of the bike lane (TriMet wants people to wait further back on the sidewalk). But a narrower alighting area might not do enough to slow down bicycle users and create a safe space for passengers.
Turns out there are other ways to solve auto overcrowding and congestion than spending billions on freeway expansions.
The first season of the Oregon Department of Transportation’s Columbia Gorge Express bus service has “far surpassed” expectations, the agency announced this morning. “The public response highlighted a significant demand for transit service in the Gorge.”
Launched in May as a way to relieve serious overcrowding of private cars in the Gorge, the service carried more than 30,000 people between the Gateway Transit Center, Rooster Rock State Park, and Multnomah Falls. The service was offered for 18 weekends and it was the first year of a two-year pilot project. There were initially three, 20-seat buses, with a third, 53-seat bus added in July. All four buses had bicycle racks that ODOT says were “used every day.” [Read more…]
One of the arguments I made as I desperately tried to convince myself that I needed to buy a new car after parting ways with my partner (and our car) four years ago was that I needed a car to fully experience all of the natural wonders surrounding Portland.
I felt like I was going to be trapped in Portland until the end of my days.
Little did I know that, when you don’t have a car, you get creative. You use the old noggin. I no longer feel trapped in any way. [Read more…]
This data from the U.S. Census includes both urban and suburban areas. (Chart: BikePortland)
The unfortunately named new federal transportation bill, the FAST Act, is headed for a presidential signature after passing the House of Representatives Thursday.
While biking and transit advocates are sounding two cheers for the latest extension of the status quo (rather than the complete car-centrism favored by Koch-funded advocacy groups), it’s a good time to consider the ways transportation differs in cities across the country.
With the opening of the new Orange Line giving TriMet railcars and buses even larger footprint in our region, there’s never been a more important time for the agency improve access for bicycles. Making sure that bikes integrate well with transit stops, parking options and on transit vehicles themselves is crucial to Portland’s low-car future. [Read more…]
A bike share demo in Portland, 2011. (Photo: J.Maus/BikePortland)
In the last two days, we’ve reported in detail about the new bike-sharing system that Portland finally seems poised to secure next week.
All of these operational details have prompted a lot of discussion around a simple, fundamental question that everybody (including me, when I started reporting on bike sharing four years ago) tends to struggle with. What exactly is the point of bike sharing?
One possibility: a system for tracking bike rack capacity on buses. (Photo: J.Maus/BikePortland)
TriMet is a few months away from what its lead bike planner called a “pretty major” year-long review of the ways its transit system interacts with bikes.
“This effort will really help us in future years to make sure that we’re prioritizing the right projects at the right locations,” Active Transportation Planner Jeff Owen said in an interview Tuesday.
A $108,000 state grant awarded in August and $19,000 from TriMet will let the regional transit agency hire a consultant to gather best practices from around the world and make recommendations to TriMet about bike parking, how best to carry bikes on trains and buses, how to build transit lines with bike access in mind and other issues.
“We can’t think of everything ourselves, and outside ideas are really beneficial and powerful,” Owen said. “A lot of it might be things that we’re aware of, of course, but they could really bring some new ideas and creative thinking into it.”