division transit project
*Video by Andrew Theen/The Oregonian
In an effort to refine the design of a new type of bus station for their $175 million Division Transit Project, TriMet built a full-scale mock-up and invited the media to see how it would work in real-life. The demo took place yesterday at a TriMet park-and-ride lot in Gresham.[Read more…]
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:
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In September 2017:
In October 2017:
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.
Please share your feedback with TriMet at the online open house before July 12th. Construction on this project is due to start fall 2019 and be ready for service mid-2022.
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As TriMet inches ever closer to the final design of their $175 million Division Transit Project, the agency once again needs feedback on how best to handle bicycle users at new bus stations. And with protected bike lanes becoming a more common feature citywide, whatever TriMet decides to use could become the new standard.[Read more…]
As we reported earlier this month, TriMet is firming up designs for the 41 new stations they’ll build as part the Division Transit Project — a $175 million plan to improve bus service between the downtown transit mall and Mt. Hood Community College. (It started as a bus rapid transit project but has since morphed into just better bus service.)
At last night’s joint meeting of Portland’s bicycle and pedestrian advisory committees in City Hall, TriMet planners shared even more recent and detailed station designs. They specifically wanted feedback on their “island stations,” where the bikeway (slated to be relatively robust and protected for the length of this project) runs directly adjacent to the bus stops. These island stations are “floating” in the roadway and separated from the sidewalk by the bikeway (see images).
TriMet is looking for “approaches to bicycle slowing” and they want feedback on “bicycle slowing measures” to potentially implement around these stations. The concern is that bicycle riders will come from the six-foot (plus buffer) bikeway and will enter the station areas too quickly and imperil people who are using the bus or otherwise walking in these crowded areas. One slide in their presentation listed a challenge of island stations as: “Requires added design applications to create safe environment for pedestrians and bicyclists.”[Read more…]
Portland’s regional transit agency is hoping to raise $175 million for bigger, faster-moving buses on Southeast Division Street, and some major bikeway upgrades would be in store.
From SE 82nd Avenue to the Gresham city limits near 174th Avenue, the agency is planning to pay for a vertical barrier, mostly a series of concrete curbs, to protect the bike lanes that will have been recently widened and buffered by a separate City of Portland project. And when the Division bike lanes pass bus stops — as they would at 87th, I-205, 101st, 112th, 122nd, 130th, 135th, 143rd, 148th, 156th, 162nd, 168th and 174th — they’ll often be wrapping to the sidewalk side in order to reduce bike-bus conflicts.
A week from today three politicians will come together to learn more about transportation issues facing east Portland. And there’s a lot to talk about.
On August 3rd, U.S. Congressman Earl Blumenauer, State Representative Janelle Bynum and Multnomah County Commissioner Jessica Vega-Pederson will be joined by staff from the Oregon Department of Transportation, TriMet, the Portland Bureau of Transportation and other organizations for a Public Forum on Transportation.
The event was spurred in part by a flurry of legislative and planning activity on two of east Portland’s most infamous and important arterials: Powell and Division. The passage of a new statewide transportation law earlier this month included $110 million in funding for outer SE Powell Boulevard and a mandate to transfer its management from the state to the city. Advocates with the East Portland Action Plan have already started organizing to make sure these funds are spent in accordance with the Outer Powell Conceptual Design Plan which calls for creation of an “urban main street” with separated bikeways throughout.
Division Transit Project Open House
A key chance to weigh in
- Thursday, June 29 from 5:00 to 7:30 pm
- Portland Community College Southeast
Community Annex Hall (2305 SE 82nd Ave)
Remember Metro and TriMet’s attempt to build a bus rapid transit line between downtown Portland and Gresham?
Three years ago the agencies embarked on an ambitious plan to route super-fast buses along SE Powell Blvd.
Unfortunately, a reluctance to constrain existing auto capacity on busy 82nd Avenue — a key link in the route — led to projected bus travel times that fell below federal requirements. In other words, their “bus rapid transit” wasn’t rapid enough.
The new plan agreed to by both agencies and a steering committee is to make significant bus upgrades and route a new, “high capacity transit” line on Division Street. If funding plans materialize as expected (they’re hoping to get into President Trump’s infrastructure budget), the $175 million project is scheduled to open in 2021 and will run 14 miles from Northwest Portland to the Gresham Transit Center/Mt. Hood Community College. [Read more…]
A $200 million project to improve bus service and change zoning through Southeast Portland and Gresham is in limbo after project managers realized that it wouldn’t actually make it faster to ride the bus.
The Oregon Department of Transportation says it needs to preserve five auto lanes on 82nd so the dramatically increased number of cars that Metro expects on the street by the year 2035 will have somewhere to sit during rush hour.
Should a new high-capacity express bus line through Southeast Portland run on the most important street in Southeast Portland, or 30 blocks away?
The question seems odd. But as Metro and TriMet ask the region whether the new “bus rapid transit” line they’re planning should run on half a mile of 82nd Avenue, here’s part of the subtext: In order to get permission to run the bus line on 82nd Avenue, project planners have agreed not to aspire to do anything for biking, walking or transit on 82nd that might significantly reduce the number or capacity of cars there.
In fact, even if the highest-quality version of the project currently being considered were built, buses there are projected to travel slightly slower in 2035 than they do now. Rush-hour travel times would rise to about four to five minutes for the half-mile stretch, up from about three minutes during the afternoon peak today.