Steering Committee Meeting #2 Agenda Monday, January 22, 2018 1-3 p.m. ODOT Region 1, 123 NW Flanders, Room 344
Meeting purpose:
Review outcomes of Implementation Plan. Agree on next steps and actions.
1 p.m. Welcome and introductions Rian Windsheimer, ODOT
1:10 p.m. Meeting agenda and purpose Kristin Hull, CH2M
1:15 p.m. Implementation Plan recap and final recommendations
Terra Lingley, ODOT
1:45 p.m. City of Portland actions and recommendations April Bertelsen, PBOT
2 p.m. CAC input and discussion Chabre Vickers and Elliot Akwai-Scott
2:20 p.m. Public comment
2:30 p.m. Steering Committee discussion and decision All
3 p.m. Adjourn and project close out Kristin Hull, CH2M
Selected Focus AreasMeeting agenda
• Implementation Plan outcomes and recommendations• City of Portland actions and recommendations• CAC member input and discussion• Public comment• Steering Committee recommendation and discussion
Meeting purpose: Reach agreement on recommendations for Implementation Plan.
Where have we been?
Prioritize project ideas, create improvement scenarios
Summer 2017
Final implementation
plan
Fall 2017
Brainstorm improvement
ideas
Winter 2017
Identify and
understand focus areas
Spring/Summer 2016
Community Advisory Committee meetings throughout project
• Multilingual online survey
• Outreach by community‐based organizations
• Multilingual walking tours• Business canvass and
online survey
• Open house• Multilingual online
survey
Selected Focus AreasProject Approach and Focus Areas
• Identify improvements that ODOT or partners could make in the corridor in the next 5‐10 years.
• Determine the types of improvements community members would like to see made given different funding levels.
• Look in detail at four focus areas but develop ideas that could be applied throughout the corridor.
Harney to Johnson Creek Blvd.
Division to Powell
Burnside to Alder
Prescott to Fremont
Selected Focus AreasPublic Involvement
• Support from APANO, Latino Network, Russian Speaking Network of Oregon
• Business canvass• Walking tours• Online/print surveys in English, Spanish, Vietnamese, Mandarin, Russian
• Open house• Community Advisory Committee
Funding Scenarios and Project Costs
Low<$1 M
Business‐as‐usual
Medium$1 ‐ $10 M
Some increase in funding from region or state
High>$10 M
Major new funding program or federal grant
• Signal upgrade: $1‐1.5M• Enhanced pedestrian crossing: $100‐150,000• Median (concrete or landscaped: $18‐25 per square foot)
• Sidewalk infill: $10‐15 per square foot• Ongoing maintenance: $750,000 per block• Full roadway reconstruction: $2.8‐3M per block
How much do transportation improvements cost?
Funded Projects and Baseline
Build pedestrian crossings, sidewalk infill as opportunity arises, paving from Foster to Lindy
Other baseline improvements• Paving from Lindy to Foster including ADA ramps (2018‐2021 STIP)• Sidewalk infill
• With redevelopment that meets PBOT standards • In conjunction with other ODOT projects at same location
• Other funded projects• Division Multi‐Modal Safety Project (2018)• TriMet‐led Division Transit Project (2020‐2021)• 70’s Neighborhood Greenway Project (2020‐2021)• Halsey Safety and Access to Transit Project (2020‐2021)• Jade & Montavilla Connected Centers Project (2020‐2021)• Brentwood‐Darlington Safe Routes to Schools Project (2020‐2021)
Scenario 1: Less than $1M
Reduce width of driveways and reconstruct sidewalks in areas with unused driveways within focus areas
Scenario 1: Consolidate driveways and reduce driveway width• Many properties on 82nd Avenue have wide driveways or many access points.
• Consolidate driveways to reduce driveway frequency while allowing vehicular circulation.
• Reduce driveway width and rebuild curb.
Why? Creates a more comfortable environment for pedestrians, and improves safety for pedestrians and drivers.
Before
After
Scenario 1: Rebuild sidewalks at unused driveways or where curb is inadequate• Many properties on have driveways that are no longer used. Some sidewalks are barely higher than the roadway.
• Rebuild curb/sidewalk to increase separation from roadway
Why? Creates a more comfortable environment for pedestrians, and improves safety for pedestrians.
Scenario 2: $1 ‐ 10M
Enhanced pedestrian environment adding curbs, sidewalk infill, and improving the crossing at Clatsop Street.
Scenario 2: $1 ‐ 10M
• Within focus areas, build sidewalks where none exist; reconstruct and widen sidewalks to a minimum of 6 feet.
• Prioritize areas without sidewalks• Prioritize access to transit • May require right‐of‐way purchase or minor narrowing of the roadway for the block to widen the area for sidewalk and avoid buildings.
• Only needed in the Prescott Street to Fremont Street and Harney Street to Johnson Creek Boulevard focus areas; sidewalks in the other focus areas are already at least 6 feet
Prescott to Mason, 5 feet wide
Harney to Clatsop, 3 to 4 feet wide
Luther to Gray, currently no sidewalk
Harney to Luther, 4 to 5 feet wide
Gray to Luther, less than 3 feet
Sidewalk gaps in the corridor
Scenario 2: Luther Street/Clatsop Street Improvement Bundle
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• Luther and Clatsop Streets form an offset intersection that serves a transit stop and offers an east‐west crossing for bicycles and pedestrians.
• Improvement bundle includes:• A sidewalk on the west side of 82nd Avenue linking Luther and Clatsop Streets.
• An enhanced pedestrian crossing at Clatsop Street.
• Relocating the bus stop to Clatsop Street with a new bus pad, ADA ramps, and shelter.
Scenario 3: More than $10M
Corridor‐wide upgrades to support community vision for 82nd Avenue: more frequent pedestrian crossings, upgraded sidewalks, repaving and placemaking elements for each corridor development typology.
Scenario 3: More than $10M
• Corridor‐wide upgrades within 72’ street right‐of‐way:
• Rebuild sidewalks to a minimum of 6’ where constrained or the City standard where feasible through capital projects.
• Incrementally widen sidewalks with redevelopment to City standard. (12’ and 15’ in Pedestrian Districts)
• Narrow travel lanes within existing roadway
• Consolidate driveways where possible.• Consider median treatment in place of turn lane where possible.
• Work with City to add pedestrian‐scale street lighting, furniture and other enhancements.
• Repave street
Scenario 3: More than $10M
All typologies All typologies All typologies All typologies
Sidewalks that meet ODOT standards
Enhanced crossings with refuge islands East‐west bicycle wayfinding‐Landscaped medians for
short segments
Street trees/furniture Curb bulb outs on side streets Design features to reduce speeds, reduce posted speed limit
Town center typologies Town center and residential Town center typologies Town center typologies
Consolidate driveways
82nd rebuilt section
Fixing Our Streets Crossings
• $700,000 in Fixing Our Streets funding to build pedestrian crossings:
• First tier (in focus areas)• Beech Street • Ash Street
• Second tier (outside of focus areas)• Thompson Street (near Madison HS)• Harrison Street• Salmon Street • Klickitat Street• Schuyler Street• Pacific Street
Other Funded Crossings
• Ogden/Knapp Streets (Safe Routes to Schools)
• Crossing in Jade District (Connected Centers)
JADE DISTRICT (TBD)
OGDEN/KNAPP
CAC Overview
• Met 7 times since November 2015• Members who attended at least two meetings:
Elliot Akwai‐ScottBrian BallaKimberly BotterKathryn Doherty‐ChapmanRachel KimbrowJohn MulveyTerry Parker
Cora PotterTraci PriceShayna RehbergPeter ShranerDiane SparksChabre VickersBrian WongLinh Doan
• Reached agreement at key milestones• Supported public outreach
CAC Vision
"We envision a future on 82nd Avenue where people of all ages and abilities feel safe walking along and across the road.“
‐‐ 82nd Avenue of Roses Implementation Plan Community Advisory Committee
CAC Discussion of Recommendations
• Support investment scenarios• Value pedestrian safety improvements including crossings and sidewalk enhancements
• Supports prioritization of crossings within City of Portland• Most members agree that 82nd Avenue should remain a 4 lane roadway
But, CAC Wants Plan to Go Farther
•Most members do not think the scenarios go far enough
•CAC members want:• A more visionary plan to remake the corridor• More funding to implement improvements• Discussion of jurisdictional transfer from ODOT to PBOT to allow for greater flexibility in design changes
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Steering Committee Meeting #2 Summary 1-3 p.m. Monday, January 22, 2018 ODOT Region 1 – 123 NW Flanders, Portland
Steering Committee Members in Attendance: Senator Michael Dembrow Neil McFarlane, TriMet Chris Warner, City of Portland Rian Windsheimer, ODOT Jen Corbridge (for Representative Keny-Guyer)
Steering Committee Member Unable to Attend:
Representative Alissa Keny-Guyer Community Advisory Committee Members in Attendance:
Chabre Vickers Terry Parker Elliot Akwai-Scott Brian Wong
Staff:
Jon Makler, ODOT Jeff Owen, TriMet Terra Lingley, ODOT Kristin Hull, CH2M
April Bertelsen, PBOT
Welcome and Introductions Rian Windsheimer welcomed the Steering Committee, asked the Steering Committee to introduce themselves and their positions, and then asked other members in the room to introduce themselves.
Meeting Agenda and Purpose Kristin Hull reviewed the agenda and described the purpose of the meeting: to review outcomes of the 82nd Avenue of Roses Implementation Plan and to agree on next steps and actions. She added that ODOT will hold one more Community Advisory Committee meeting before the process concludes.
82nd Avenue of Roses Implementation Plan Recap and Final Recommendations Terra Lingley provided an overview of the 82nd Avenue of Roses Implementation Plan. She discussed the Focus Areas, improvement ideas, and funding scenarios.
Terra described the discussions with community members about the three funding scenarios (Scenarios 1-3) and summarized the public involvement process by mentioning the public involvement team translated materials in Spanish, Russian, Mandarin, and Vietnamese, held walking tours, an open house,
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business canvass, online and print surveys, and engaged the community advisory committee. She also mentioned that APANO, and the Latino and Russian networks were integral in the outreach efforts.
Funding Scenarios Terra began by discussing the three funding scenario cost categories as low (less than $1 million per year), medium (between $1 and $5 million per year), and high (more than $10 million per year). She described the transportation improvements included in each funding scenario and the general cost of improvement types.
Terra said that ODOT and PBOT have invested $35 million on 82nd Avenue in the past 10-15 years. Rian added that ODOT has programmed $9.4 million for paving from Foster Road to Lindy Street.
A member asked what improvements would be included in the Foster to Lindy Street paving project. Terra replied that the project would include sidewalk improvements and ADA ramps as well paving.
Scenario 1: Terra explained that this scenario would reduce driveway frequency through consolidation resulting in improved safety by reducing vehicle and pedestrian conflicts.
Scenario 2: Terra explained that this scenario would construct sidewalks in the corridor and make improvements in the southern part of the study area to improve bus stop access and pedestrian crossings. A Steering Committee member noted that all scenarios build upon on one another. Another Steering Committee member mentioned some sidewalk improvements may require right-of-way purchases. Neil McFarlane noted that the Line 72 is TriMet’s highest ridership bus line and could be a candidate for future transit improvements including articulated buses.
A member of the audience asked for a definition of enhanced pedestrian crossings. Terra said enhanced crossings include a pedestrian refuge island, and could include a beacon or other signal, and/or striping depending on the analysis and state traffic engineer approval.
Scenario 3: Terra described Scenario 3 as including a bigger corridor project including “placemaking elements” appropriate to the land use district and other improvements (narrowing travel lanes, replacing turn lanes with planted medians, coordinating with the City of Portland to improve lighting to pedestrian scale illumination, and paving). Terra noted that some elements would require engineering approvals from ODOT.
City Recommendations April discussed community input on priority crossing locations. She explained that the City will construct some crossings with Fixing Our Streets funds. She said the first tier of crossing improvements includes Beech and Ash Streets and the second tier includes crossings at Harrison, Salmon, Klickitat, Schuyler, and Pacific Streets. She also said that Regional Flexible Funds Allocation (RFFA) will allow the City to develop crossings at SE Ogden, Knapp, NE Halsey, and the Jade District, exact location to be determined.
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April described the Bureau of Planning and Sustainability’s Barriers to Redevelopment Study. She said that the study is focused on a concept of “connecting places” on 82nd Avenue with emphasis on schools and businesses. She distributed a “Challenges/Barriers and Potential Policy Actions” handout.
Senator Dembrow asked if most bus riders were traveling to destinations along the corridor or connecting to other bus routes. A Steering Committee member answered the many riders use the bus to reach locations along the corridor, but many riders also transfer to other buses and MAX. Terra added Division is also a major transfer point.
CAC Input on Focus Areas Kirstin asked the CAC members Elliott Akwai-Scott and Chabre Vickers to discuss the CAC recommendations. Chabre and Elliott shared committee membership and highlighted those members who had attended at least two meetings. Elliot noted that the committee was less diverse than the neighborhood.. He described the meetings as having robust discussions and mentioned the CAC primarily approached the project as a pedestrian improvement project.
Chabre and Elliott told the Steering Committee that the CAC supported the Implementation Plan. They described the need for more investment on 82nd Avenue, and a holistic vision for a corridor that better serves people walking and biking. Chabre said that the corridor has been systemically neglected, and that lack of maintenance is an ongoing issue. Elliott described the plan as being non-transformative and said that improvements do not meet the community’s aspirations for the corridor.
Rian responded there is no money associated with the Implementation Plan but the plan is focused on small, achievable projects. He described the short-term priorities as the pedestrian crossings.
Senator Dembrow asked how maintenance on 82nd Avenue compares to other thoroughfares. Rian explained that ADA ramps need to be installed before paving takes place which makes maintenance like paving much more expensive. He also said that I-205 is a higher priority than 82nd Avenue because it has more trips and travelers. Rian reminded the group about the $9 million paving project and the recent projects on 82nd Avenue.
Senator Dembrow described the cap and invest bill, how the proceeds would support the transportation decarbonization investment fund which could fund pedestrian and bicycle projects. Rian also mentioned the Safe Routes to Schools funding will improve crossings.
Public Comment Brian Wong from the 82nd Avenue Improvement Coalition, described the history of 82nd Avenue. He said that the corridor must change to serve community needs through a jurisdictional transfer to PBOT ownership. He referenced the City Comprehensive Plan and other studies describing the corridor’s positive potential. Brian thanked the project team for spending an extensive amount of time and effort working on the plan. Brian’s comments are attached to this meeting summary,
Terry Parker, CAC member, described single-occupancy motorists as underrepresented in the community and said the City has a reputation for reducing motor vehicle capacity and increasing vehicle
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congestion, and referenced a study quantifying the roadway damage caused by bus travel. He agreed there is a need for better infill sidewalks, beacon protected crosswalks, increased pedestrian lighting, and thanked Terra and ODOT for including motorist representation. Terry’s comments are attached to this meeting summary.
A Steering Committee member asked about the source of the data about how people use 82nd Avenue in his written document. Kristin explained the information originated from an online survey.
Kristin told the group the Implementation Plan included two additional studies: one about cross-section options, and one about jurisdictional transfer. She said that focus groups conducted to discuss cross-section preferred a five-lane roadway with wider sidewalks. Elliott noted that the CAC did not have detailed conversation about roadway cross-section.
Senator Dembrow asked for details about the jurisdictional transfer report. Terra said that the jurisdictional transfer report focused on case studies of other transfers. Chris Warner said that maintaining additional streets would be difficult for PBOT and the agency would need a partnership with ODOT.
Kristin asked the Steering Committee to confirm the Implementation Plan has good short-term actions – the Steering Committee agreed.
Senator Dembrow asked about building ADA ramps if the street might eventually be redesigned. Rian said that ODOT is committed to constructing ADA ramps to make the roadway safer, and that it is a short-term need. A roadway redesign, along with any project is likely to take longer than ODOT is required to address the ADA needs within the corridor.
April explained that the City currently requires a 45-foot building setback from centerline for new development but only asks for right-of-way dedication for sidewalks (12 feet generally, 15 feet in pedestrian districts). In the future, the City could consider asking for the full 45-foot setback as a dedication to allow for the roadway to be designed differently in the future.
Neil McFarlane mentioned ODOT should prioritize ADA improvements to assist transit riders – there are not many State highways with more need. Jon stated ODOT is looking at the ramps during the 2021-2024 STIP cycle. Terra added the cost of each ADA ramp is $50,000 with ROW and other project costs included. The Steering Committee agreed there are more steps and this has been a positive one.
Close and Next Steps Kristin summarized next steps: The City will outline the possible steps to complete a jurisdictional transfer; the last CAC meeting will occur in 2018; and ODOT will communicate additional funding opportunities if they become available. Kristin and Terra thanked the group for their time.
I am Brian Wong and have been participating with the 82nd Ave
Implementation Plan for the past couple of years. I live in
Montavilla and have worked on various issues surrounding 82nd
Avenue since about 2006. About four – five years ago, I joined a
group of neighbors to address the various challenges in
reshaping 82nd Avenue into a street that connects
neighborhoods. That group came to be known as the 82nd
Avenue Improvement Coalition.
For many years, 82nd Avenue has been a road to drive through.
However, 82nd Avenue is more than a road, it is a place. A place
for work. A place to get a bite to eat. A place to call home.
That is why I am here to specifically talk about Jurisdictional
Transfer of 82nd Avenue.
Studying 82nd Avenue is a study of Portland. In the early 1900s,
82nd Avenue was a dirt road and moved farm supplies and
products farm to farm and to market. Portland was young,
having just been incorporated in 1851. The city of Portland was
all along the river and the area beyond was mostly unsettled
and rural – just like 82nd Avenue.
By the 1930s, the City of Portland had grown rapidly and 82nd
Avenue defined the eastern border of the city. Money poured
into Portland to build out the shipyards, ship materials for the
building of Bonneville Dam, and move supplies for the war
effort. Portland played a key role in shipping materials in and
out of the area. 82nd Avenue met that need and was paved and
turned into a four lane highway.
Presently, 82nd Avenue is no longer a dirt road or just a highway
to get you to Portland; 82nd Avenue is literally the geographical
center of Portland. 82nd has a become a place, not just a road to
move through. As 82nd Avenue has done in the past, 82nd
Avenue must change to serve the needs of the communities
that depend on it. It is the time for 82nd Avenue to become a
city street.
This demand is exemplified in several recent studies; which
include the 2008 PSU “Imagine 82nd Avenue,” 2014 Jade
Visioning project, and 2017 UO 82nd Avenue Design Studio. Each
report envisions 82nd Avenue as a place with high‐quality,
pedestrian‐oriented, green development that serves as a
marketplace for all that connects neighborhoods. This includes
a safer pedestrian environment with wider sidewalks, more
crosswalks, street trees, and with people living along the
boulevard. Each report showcased 82nd Avenue as a place.
In my opinion, the findings of the 82nd Avenue Implementation
study demonstrate that the current design approach cannot
meet that vision. This does not mean that the time working on
the 82nd Avenue Implementation study has been for not. I am
appreciative and grateful for the effort and the discussions by
those participating in the 82nd Avenue Implementation Plan.
This includes those from ODOT (Jon, Terra, Kristen), PBOT (April)
and PBDS (Radcliffe). It is through my time working on this plan
and reflecting on the findings that I have realized that 82nd
Avenue is not only a road, but is a place. It is my opinion that
the findings in this report demonstrate the maximum change
we will see using current design approaches. At best, we will
get paving (desperately needed), some medians, and some new
crossings (most, if not all, without pedestrian control or even
crosswalks).
We need to expand our options. JT needs to be on the table
and the plan that stems from that new study needs to be
approved by the City of Portland.
The City of Portland, in its recent Comprehensive Plan, called
for several nodes along 82nd Avenue. Currently 82nd Ave is
treated as a 7 mile long corridor without any defined spaces.
The Comprehensive Plan calls for creating places aka
“neighborhood centers” or “town centers” along 82nd Avenue.
We will refer to them these as “nodes.” These nodes would
cluster development in small areas at key intersections. This
would be like what we see on Sandy Blvd in the Hollywood area.
In the case of 82nd Avenue, we would have several nodes – like
pearls on a string. This concept takes advantage of established
neighborhood boundaries and identities, builds on positive
community movement, and allows for incremental
development.
I did a driveway count between Ash and SE PCC campus.
Roughly a one mile stretch. I counted 62 driveways.
Generalizing that count to the entire 7 mile stretch of 82nd Ave,
I contend there is about 430 driveways along 82nd Ave.
That is 430 opportunities for people in vehicles, on foot, on
bicycle, and using transit to connect to a place. A place of
business. A place to eat. A place to recreate. A place to call
home. We can no longer limit this place as a road to move
through, as only a highway. We need to expand our options
and see 82nd Avenue as a place, as a grand boulevard – as a city
street. JT needs to be on the table.
The community has stated they want a grand vision for 82nd
Avenue as seen in past studies (Imagine 82nd Ave, UO Design
Studio, and Jade Visioning Project). 82nd Avenue has a potential
to create 430 places to be. Let’s honor the communities stated
vision and help develop those places to be – transfer ownership
of 82nd Avenue to the City of Portland.
As a member representative on ODOT's 82nd Avenue CAC, I have continually emphasized an essential priority is balancing the need for maintaining throughput that includes two full travel motor vehicle lanes in each direction coupled with improving neighborhood livability. Keeping that in mind, I disagree with a jurisdictional transfer and the city taking over 82nd Avenue. The city has established a reputation of reducing motor vehicle capacity with road diets and increasing congestion on city thoroughfares by design. Motorists who comprise nearly 80% of the trips in the Portland-Metro area and are the primary funding stakeholders for PBOT projects simply don't trust the city anymore.
Even with all the inclusionary speak at City Hall, motorists have no voice, proportionate or specific representation on PBOT advisory committees. In an one on one meeting last February with Mayor Wheeler, he agreed equity was missing on PBOT committees. Matt Grumm, Commissioner Saltzman's Chief of Staff whom I met with directly after the meeting with the Mayor concurred. Now nearly a year later, very little has changed. Motorists continue to be treated as second class cash cows subjected to subsidizing the alternative modes. I applaud Terra and ODOT for the inclusion of motorist representation on the 82nd Avenue CAC. I fully agree there is a need for better and infill sidewalks, and additional beacon protected crosswalks on 82nd; but not necessarily 15 to 18 foot super-sized sidewalks and not a crosswalk every two blocks. There is also a need for better street lighting - possibly pedestrian scale lighting - at crosswalks and in high volume pedestrian areas. The new LED lighting as created a safety issue making the streets appear darker. It maybe the color or that it is cut-off lighting, but it is far more difficult to see pedestrians in dark clothing than with the former lighting. This is especially true when headlight glare is coming in the opposite direction. Instead of constantly profiling motorists for safety issues, pedestrians need to be better educated about looking both ways and making eye contact before crossing streets. Stringent enforcement needs to be aimed at bicyclists who disregard stop signs, disobey traffic signals and otherwise snub the rules of the road. Any dedicated bicycle North-South infrastructure in the 82nd Avenue corridor needs to be parallel to 82nd, and not between the existing curbs. Adult bicyclists also need to charged some type of privilege registration fee to pay for the creation, use and maintenance of dedicated bicycle infrastructure. Having dedicated infrastructure is a privilege! Finally, referencing a City Club study, one two-axle transit bus does as much damage to the streets as 1200 cars. One frequent service bus every ten minutes in each direction on 82nd would require a traffic volume of 12,000 cars per hour to do the same amount of street damage. My point here is that transit service needs to become more financially self-sustainable with passengers paying a larger share of the service costs. Moreover, with self-driving cars on the horizon, universal mass transit service may very well become an expensive dinosaur and there will likely be a need for an expansion of motor vehicle capacity city wide. Respectively. Terry Parker, Northeast Portland