Even where it isn’t blocked, Naito’s existing goatpath often spills over during festivals. (Photo: M.Andersen/BikePortland)
A week after Transportation Commissioner Steve Novick’s office called out Naito Parkway for failing to provide “a minimum level of safety for the traveling public” along Waterfront Park, other central-city institutions are weighing in.
Created in 2009 for the city’s Climate Action Plan, it’s maybe the city’s single most progressive statement of transportation policy.
The City of Portland says (PDF) its new 20-year comprehensive plan is informed by three city documents that created a prioritized ranking for transportation needs.
But it’s an open question whether the “green transportation hierarchy,” as it’s been known since its creation in 2009, will be fully enshrined in the 20-year comprehensive plan as it previously was in the Sam Adams-era Climate Action Plan, Bicycle Plan for 2030 and Portland Plan.
Members of the city’s Bicycle Advisory Committee are making it one of their top requests to the city to keep the chart in place and intact. [Read more…]
As the City of Portland begins moving toward an overhaul of its auto parking policy, the people on two massive parking-reform stakeholdercommittees (one for the central city and one for neighborhood commercial districts) are beginning to confront an interesting problem.
If modern acolytes of market-priced street parking are correct, it’s actually not hard to discover the economic value of an on-street auto parking space: use meters or permits to raise the price of parking until 15 percent of spaces in a given area — about one per block — are always empty and available. It’s the curbside equivalent of a store that’s acquiring new inventory at the same rate that it sells its current stock.