The Clackamas County Board of Commissioners didn’t strike a fatal blow to the carfree Oak Grove-Lake Oswego (OGLO) Bridge Project at their meeting Tuesday, but they definitely wounded it. Asked to make a decision about whether the project was feasible enough to move forward and receive further planning funds, they voiced skepticism, asked for more community outreach, and expressed fears that it might take away funding for “capacity” projects.
It was a surprising discussion, given how relatively non-controversial the project had been for so many years.
Clackamas County wants to know if they should move forward with a new, carfree bridge over the Willamette River that would connect Oak Grove/Milwaukie to Lake Oswego. Known as “OGLO,” the project has been on the radar since 2009 when a Metro study found strong public support for the idea.
Clackamas County has opened an online open house and will host two open houses next week to garner feedback as part of a Metro-funded feasibility study.
The US Forest Service is eyeing 4,000 acres of land near the Clackamas River for a major project and local unpaved road enthusiasts are concerned about how it will impact riding conditions and the environment.
If you’ve ever ventured south of Portland on your bike en route to Champoeg State Park or Salem, chances are you’ve used the Canby Ferry to cross the Willamette River. As the only (non-driving) way across the river between Oregon City and Newberg, the ferry is a part of some of Portland’s best road rides.
It used to be free until 2012 when Clackamas County commissioners adopted a $2 fee. With cities on all sides of the ferry growing, more changes could be afoot.
Clackamas County has launched a survey and feasibility study of new transportation options at the ferry location — some of which would end ferry service and replace it with a bridge. They’re considering the following six options:
A public service ad video and safety campaign released yesterday has been met with a strong negative reaction and agencies involved in its creation want to minimize their assocation with it.
It started just hours after we published a story about the “Look First. Walk Second” campaign. The Portland Bureau of Transportation appears to have asked 3 Thirds, the Portland-based marketing agency that created the campaign, to remove all references to them from the website. When LookFirstWalkSecond.com first went live a PBOT webpage about walking safety was linked to from the bottom of every page. But later in the day those links were gone.
Asked to confirm this, PBOT Communications Director John Brady offered this statement:
“Representative Reardon [Jeff Reardon, the Oregon House representative that inspired the project] has been a very strong supporter of Vision Zero and he asked us if we would help fund the Clackamas Community College’s public service announcement. The PSA represents the vision of Clackamas Community College and the filmmakers. As just a funder, we wanted to step back and not play a central role in the campaign. We’re very grateful for Representative Reardon’s support for traffic safety.”
The Portland metro area seems to have already discovered how to slow the growth of traffic congestion, the city’s bicycle planning coordinator said Friday. But it’s not investing in it very quickly.
Between 2000 and 2014, the three Oregon counties in the metro area added 122,000 new commuters. And inside the Metro urban growth boundary, less than half of that net growth came from people driving alone in cars.
(Images: Google Street View)
Despite receiving a dozen public requests to add sidewalks to an overpass it’s planning to raise by 18 inches, the Oregon Department of Transportation says there’s no room for them in the $3 million project.
Instead, ODOT will add a five-foot-wide striped walking and biking lane on the bridge’s eastbound side. The road-level lane will be marked with a pedestrian symbol.
The Strawberry Lane bridge south of Clackamas is the only crossing of Interstate 205 for one mile in each direction.
As reported Wednesday by the Clackamas Review, the purpose of the project is to raise the overpass enough to prevent most large-load trucks from having to detour onto Strawberry Lane in order to avoid the relatively low bridge.
Even if you carry a smartphone, there are still a few times when paper does some jobs best. One of those times is the middle of a bike trip.
Clackamas County is updating their Bike It! map and has launched a web survey this month to get advice on what the new version should offer.
Last year, we wrote about the county’s virtual open house to gather information about the best routes through the county to bike in. In this related effort, the county is working to figure out how best to convey route and destination information.
The Great Recession has left plenty of marks on the Portland area. Here’s one of the happier ones: so far, at least, a lot of the cars aren’t coming back.
The number of registered passenger vehicles in Multnomah County peaked in 2007, a review of 16 years of state records shows. After the economy began shrinking in early 2008, passenger vehicles per resident started a rapid slide, landing 9 percent lower by 2012. Finally, in 2013 and 2014, the local economy began a relatively rapid rebound out of one of the sharpest local downturns in the country.
But in those two years, the number of vehicles the average Multnomah County resident registers has edged back up just 1 percent.
While Portland prepares to block increased development along parts of TriMet’s newest MAX line, a group of residents further down the Orange Line say they’re welcoming more density with open arms.
Their dream, they say, would be to use three-to-five-story apartment buildings and clusters of new small houses to turn their corner of unincorporated Clackamas County — the last stop on the new MAX line — into a bustling but more nature-rich alternative to Southeast Division Street.
As Chinese and U.S. leaders have been negotiating the first-ever bilateral deal to cut carbon pollution in both countries, some local government leaders have been calling for Americans to give up on carbon-reduction efforts.
Their argument: because they think China and other countries are unlikely to reduce their carbon emissions, Americans shouldn’t try to reduce theirs.
The fight matters to transportation because it’s playing out in the Metro regional government’s Climate Smart Communities Scenarios Project, which will influence the amount of money available to spend on new roads, freeways, transit lines and off-street paths over the next 25 years.
John Ludlow, chair of the Clackamas County Commissioners, has been one of the loudest voices for more roadway spending.
“When they continue to pour in money to bike paths they take it away from roadways,” he told the Portland Tribune for an article this week. “Freight can’t use a bike path.”