With the city’s purchase of the US Post Office block (west end of Broadway Bridge), the potentials for better bikeway connections are obvious and vast. The Portland Development Commission is leading the redevelopment project and they need members for a steering committee. If you’re interested, check out the info below…
Dear Community Partner,
The Portland Development Commission (PDC) is seeking members for a Steering Committee to guide redevelopment of the Broadway Corridor.
Broadway Corridor Development Opportunity:
Redevelopment of the Broadway Corridor is a once-in-a-generation opportunity to add to Portland’s economy and vitality and to deliver community benefits. The Corridor includes the 14-acre United States Postal Service distribution facility which will relocate next year, Union Station, and several other publicly owned properties. PDC is pursuing planning and redevelopment of the Broadway Corridor with an intentional focus on ensuring all communities have an opportunity to engage in and benefit from its redevelopment. As such, PDC is seeking a diverse mix of community leaders to serve on the Steering Committee and represent a broad range of topic areas.
Safety advocates are trying to balance enthusiasm for the city’s newly announced Naito bike lanes with concern over one key detail.
After nine years of delay, the plan to close the “Naito Gap” in the next few days drew joy from people like Reza Farhoodi, planning and transportation committee co-chair at the Pearl District Neighborhood Association and a member of the city’s Bicycle Advisory Committee. But Farhoodi said it would be a “terrible mistake” for the city not to use a right-turn arrow signal to protect bikes from right-turning autos as the bikes head north across the Steel Bridge onramp.
Portland’s City Council will meet Wednesday to consider a new mandatory parking requirement that, if it had existed for the last eight years, would have illegalized 23 percent of the new housing supply in northwest Portland during the period.
The Tess O’Brien Apartments, a 126-unit project that starts pre-leasing next week and will offer some of the cheapest new market-rate housing in northwest Portland, couldn’t have been built if they’d been required to have 42 on-site parking spaces, its developer said in an interview.
“Do the math,” Martin Kehoe of Portland LEEDS Living said Friday. “The apartments at the Tess O’Brien are between $1250 and $1400 a month. If we were required to build parking, you’d be between $1800 and $2000 a month. … It probably just wouldn’t have been built. And then what’s that going to do to the existing project that’s out there and has been built? It’s just going to drive the rents of those up.”
A new biking-walking bridge across Interstate 405 at Northwest Flanders has probably made the cut for funding, a state official said Wednesday.
The approximately 250-foot-long, 24-foot-wide bridge would become by far the most comfortable crossing of Interstate 405, an alternative to the existing crossings at Everett, Glisan and Couch. Paired with a proposed neighborhood greenway on Flanders from the Steel Bridge west to 24th Avenue, the span is expected to carry 9,100 trips per day.
That figure, which includes both biking and walking trips, is higher than the summertime bike counts across the Hawthorne Bridge and about five times the daily bike ridership so far on Tilikum Crossing.
Curb-protected bike lanes are cool and all, but they’ve got nothing on building-protected bike lanes.
That’s roughly the position from BikePortland reader Andrew, who added the first comment to Tuesday’s post about possible downtown protected bike lanes with a very different vision for one of Portland’s most unique streets: Northwest 13th Avenue.
Here’s what Andrew had to say:
I’ve had 3 instances in the past month of drivers on NW Lovejoy between 23rd and 25th passing me (on bike) with a line of cars in front of me waiting on a light or stop sign. What gives? Is it the yellow dashes in the road where there should be a double-yellow line? Maybe there shouldn’t be a line at all.
In other parts of town, I’ve noticed that cars don’t often pass a bike that is moving at 20 MPH, however in NW Portland, cars seem to want to pass me no matter what speed I am travelling. Maybe this is part of the reason why biking in NW is much less popular than we would expect.
Why am I riding here? well the NW Marshall bike route ends at NW 22nd so anyone wanting to continue towards the west hills on Cornell Road would need to end up on Lovejoy eventually.
20 stories, hundreds of images and many new friends and discoveries made for a highly successful NW Portland Week. Thank you for reading and contributing (I think the comment threads were as interesting and valuable as our reporting). And a special thanks goes to our 250 subscribers. Their monthly payments are what make these special reporting projects possible.
So, what did we learn?
We learned that northwest Portland has more potential when it comes to bike access investments than any other part of the city. And if you think those investments would only target “the rich” you might want to read Michael’s excellent story that debunked that myth.
Part of NW Portland Week.
How often do you just bike around the city and take the time to slow down and see everything? Not just traffic or street signs but everything. These special weeks when we focus on one part of the city give us the opportunity to let a place soak in. Over the past five days I’ve discovered lots of cool stuff about northwest Portland (I hope you have too!). I’ve found new shortcuts I never knew existed, made a few new friends, and have gained a much deeper understanding of this beautiful, historic, and thriving part of our city.
Part of NW Portland Week.
Portland’s “huge population boom” and “explosive growth” have driven such a painful housing shortage that it’s not uncommon these days to hear Portlanders wish the city would stop creating so many jobs.
Since 2008, the city’s population growth rate has been about 9,000 net new residents per year, or 1.5 percent.
But when many of the buildings that continue to define northwest Portland were built, Portland’s population was growing by 7 percent every year for years on end. In the decade of the 1900s, the city that started at 90,000 residents added 11,679 new ones every year on average.