miércoles, julio 17, 2024
InicioCyclingNew PBOT program will leverage paving initiatives to revamp streets – BikePortland

New PBOT program will leverage paving initiatives to revamp streets – BikePortland

A 2017 paving undertaking on SW Predominant was a precursor to what would possibly turn out to be an influential new program at PBOT. (Photograph: Jonathan Maus/BikePortland)

“Within the outdated days, paving initiatives had been simply paving initiatives and it was very exhausting to do any of those enhancements.”

– Zef Wagner, PBOT

A major evolution in how the Portland Bureau of Transportation operates may have a significant impression on bicycling.

At Tuesday evening’s Bicycle Advisory Committee assembly, PBOT Planner Zef Wagner shared an early have a look at a fledgling new program throughout the company that would dramatically enhance the standard of our transportation community with bike lanes on main industrial streets and neighborhood collectors. They’re calling it the “paving leverage program” and it might institutionalize what has thus far been an advert hoc strategy by opportunistic, forward-thinking employees.

A few of the initiatives on PBOT’s radar are game-changers and will carry protected bike lanes to streets together with: internal NE Broadway, NE Sandy Blvd, N Interstate, SE Milwaukie, and plenty of others.

The concept is to work carefully with PBOT’s Upkeep Operations (MO) division to do lane reconfigurations, striping modifications, and avenue design updates as a part of repaving initiatives. BikePortland readers are conversant in this idea since you’ve examine it occurring a number of occasions lately on initiatives like SE Predominant, SE Hawthorne, and most just lately (as in, yesterday) NE Killingsworth. In every of these examples, PBOT leveraged a deliberate paving undertaking to take a broader look and think about whether or not bike lane (and associated) updates might be added. When MO crews grind off the highest layer of a avenue for a paving undertaking, they don’t have any obligation to interchange it with the identical lane striping as earlier than.

It’s so simple as benefiting from a clear slate to create a avenue that extra carefully aligns with PBOT’s targets and imaginative and prescient. Now PBOT needs to make that strategy commonplace working process.

Map proven by PBOT final evening.

“Within the outdated days, paving initiatives had been simply paving initiatives and it was very exhausting to do any of those enhancements,” Wagner stated on the assembly final evening. “However now we’re working a lot nearer with our pavement crews and planning this stuff collectively. They usually’re being they’ve been very gracious and type of entertaining our wild concepts for avenue redesigns.” Wagner stated up to now, MO would solely launch their avenue paving undertaking listing one yr upfront, which didn’t give PBOT planners time to evaluate the feasibility of modifications. Now, for the primary time ever, the MO Division has launched a five-year listing of paving initiatives. “Now we are able to actually plan forward and take the time we want,” Wagner stated.

On that notice, Wagner requested BAC members on the assembly to share suggestions on which particular initiatives PBOT ought to pursue (see the listing beneath). Wagner highlighted a number of initiatives he feels are particularly promising candidates for main bike lane upgrades (the initiatives may additionally include non-bike stuff like transit upgrades, avenue timber, crossing enhancements, and so forth).

As you look by the initiatives, understand that PBOT approaches them with an understanding that the final word scope of the modifications is restricted by funding and employees capability. “We have to work throughout the limits of the paving undertaking and timeline… we’re not going to do a bunch of shifting curbs, raised cycle tracks, all these sorts of like issues which are bigger capital initiatives,” Wagner cautioned. In his view, the thought is to say the house for the bikeway now, and search extra funding to improve it sooner or later.

The initiatives beneath (listed by yr of development with graphics from PBOT’s presentation) are those Wagner stated PBOT employees have already recognized as “actually good and clear alternatives”:


The initiatives beneath are already design and deliberate. There’s no skill to affect them, so Wagner didn’t share any idea designs.

NE thirty third from NE Brazee to NE Liberty: This undertaking will embody an offset bike crossing at Mason and Skidmore and buffered bike lanes north of Holman! That is nice information as a result of NE thirty third is a key connection to the favored Marine Drive bike path and this quick hole between Holman and Lombard was at all times probably the most sketchy a part of the trip.

NW St Helens Rd from Lakeview to Yeon: PBOT plans to slim current normal objective lanes and add buffers to widen the bike lanes.

NE Alderwood Rd from 82nd to a hundred and fifth: PBOT plans to slim current normal objective lanes and add buffers to widen the bike lanes.

SE Stark St from 86th to 117th and SE Washington St from 82nd to Stark: PBOT plans so as to add and enhance bike lanes on each streets by Montavilla and Gateway


The initiatives beneath are set for paving in 2024. Wagner stated there’s nonetheless time to affect their design however we’ll have to maneuver comparatively quick when it comes to design debates and public course of.

NE Broadway from eleventh to twenty fourth Avenue

This may be an incredible addition to the bike community, particularly if we are able to get protected bike lanes all the way in which to current ones on NE seventh and ultimately tie it into the modifications coming as a part of the I-5 Rose Quarter. Wagner stated there’s sufficient room to do a wider, parking-protected bike lane simply by narrowing the present normal objective lanes. “That will be the least impactful to the neighborhood and site visitors,” he stated. However holding all three lanes for drivers would imply it stays unsafe. One choice he shared could be to create a diagonal parking lane on the south aspect. “This may assist mitigate the lack of plenty of parking on the north aspect… And so this is likely to be an choice that the enterprise group may get behind though it’s eradicating a journey lane… Diagonal parking may also have a site visitors calming impact as a result of it’s important to drive fairly fastidiously subsequent to it.”

NE Weidler St: fifteenth to twentieth

PBOT may slim journey lanes to buffer and widen the present bike lane. Including bodily safety like curbs or flex posts may occur, however extra funding could be wanted.

SE 52nd Ave: Flavel St to Duke St

There’s a possibility at this location to take away parking on one aspect and widen current bike lanes. One choice could be to have the parking protected bike lane on one aspect and only a protected bike lane on the opposite aspect, which might require eradicating parking on one aspect of the road.

NE Halsey St: 119th Ave to 132nd Ave

PBOT has already really useful eradicating on-street parking and widening the present bike lanes right here of their East Portland Arterial Streets Technique (EPASS) plan.

NE 122nd Ave: Glisan St to Broadway

Wagner stated they really useful eradicating on-street parking on this part as a result of it’s not well-used. That will give them house for huge buffered bike lanes, or one thing extra protected if they might discover further funding.


Tasks slated for 2025 give PBOT much more time to do evaluation and discover funding to ensure the road is changed with a significantly better design.

SE eleventh Ave: Caruthers St to Mill St

Already known as for within the Central Metropolis in Movement Plan, PBOT would repurpose an current lane for a buffered bike lane. Design would really feel much like N Williams or N Vancouver (parking-protected bike lane not potential right here on account of emergency response wants).

NE Glisan St: 84th Ave to I-205

PBOT would repurpose current lanes to create protected bike lanes from the 80s bikeway to the I-205 path and ultimately current bikeways on 102nd Ave.

N Interstate Ave: Killingsworth St to Dekum St

Wagner known as this a possibility to swap on-street parking as a way to “fill a important bikeway community hole.” Planning has already begun for this undertaking by the North Portland in Movement Plan. As a consequence of current curb extensions, left-turn lanes, and MAX platforms, the bike lane would get squeezed at intersection. That’s only one purpose this may be a difficult undertaking. “It requires plenty of parking elimination in an space that’s seeing much more housing development and so we all know that this one will get plenty of considerations from the encompassing group,” Wagner stated.

N Portsmouth Ave: Lombard St to Willamette Blvd

PBOT would swap on-street parking on one aspect of the road for a parking protected bike lane, which might additionally create house for extra median islands to make crossings safer.

N Willamette Blvd: Carey Blvd to Portsmouth Ave

PBOT sees this paving undertaking as a possibility to get a leap on the federally funded Willamette Energetic Transportation Hall which is slated for 2026. The concept is to put in buffered bike lanes one yr early, in 2025, then come again and add the concrete separation with federal funding one yr later.


NE Sandy Blvd: 14th to twenty seventh

This may be large! Wagner stated it’s good this isn’t slated till 2026 as a result of it might require plenty of planning and juggling of assorted wants given Sandy’s significance for thus many individuals. He additionally stated it’s a possibility to increase this to the west to attach with the brand new bus/bike solely lanes on NE twelfth and Sofa after which east to the 20s Bikeway. One choice is to repurpose current lanes and add parking-protected bike lanes in each instructions. Or to take away one aspect of parking and add a middle flip lane.

SW 2nd Ave: Columbia St to Alder St

This undertaking would give PBOT the chance to increase the present west aspect parking-protected bike lane south from Alder to Columbia.

SE Morrison St: Grand Ave to thirteenth Ave

Wagner is hopeful this undertaking would give PBOT the prospect to satisfy the advice from the Central Metropolis movement plan and additional scale back driving house whereas making an excellent higher bus and bike lane.

SE Milwaukie Ave: Bush St to Powell Blvd

This undertaking offers PBOT an opportunity to make main modifications to Milwaukie proper by the guts of the Brooklyn neighborhood. To create bike lanes, the on-street parking would should be eliminated in some sections. The cross-section varies extensively on this stretch of Milwaukie so Wagner didn’t share any design ideas. He did say nevertheless, “I feel that is such an essential avenue to the Brooklyn neighborhood and I feel there’s a number of totally different concepts individuals have about what they need that avenue to appear and feel like. I feel some individuals would actually need curb extensions reasonably than bike lanes, for instance. Or extra timber, issues like that. So it’s one thing that we’d should have plenty of group conversations about however we have now plenty of time for this one.”

Subsequent Steps

From right here, Wagner and his staff will attempt to whittle down the paving undertaking listing and concentrate on those with probably the most potential. PBOT may also attempt to get a pot of set-aside funding by the Fixing Our Streets (gasoline tax) program to create the brand new Paving Leverage Program. This can permit employees to place collectively a multi-year schedule to plan and develop initiatives and create a piece program going ahead.

If in case you have suggestions on these initiatives or questions for Wagner, he may be reached through e mail at zef.wagner@portlandoregon.gov



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