End Goal
The previous page showed the bare minimum that is necessary to create the city's first North-South bike-way on the Park Blocks.
What would an ideal N/S route through downtown look like? This route needs to be not only direct, but safe for all types of riders. That is, people on bikes require their own right-of-way for fast and slow people on bikes as well as dedicated traffic signals to cross major thoroughfares such as Burnside. This list is by no means exhaustive, but here are some options for a potential Green Loop down the Park Blocks.
What would an ideal N/S route through downtown look like? This route needs to be not only direct, but safe for all types of riders. That is, people on bikes require their own right-of-way for fast and slow people on bikes as well as dedicated traffic signals to cross major thoroughfares such as Burnside. This list is by no means exhaustive, but here are some options for a potential Green Loop down the Park Blocks.
The Best of All Possible Worlds
- The exit off of Broadway
- Parking spaces -> bike lane
- Crossing Everett/Glisan
- The figure 8 (Burnside transition to South Park Blocks)
- Crossings at major streets
- Painted Bike paths in pedestrian zones
- Diverters
1. Broadway Exit
The West Quadrant Plan shows a planned bridge from the Broadway bridgehead at Lovejoy and Broadway, through the existing Post Office and down to NW Johnson and the Park Blocks. This would alleviate the existing right-hook problem at Hoyt and Broadway as well as prove a great start to a non-existent Johnson green way. Currently, NW Johnson has no dedicated bike facilities and is tied up with auto traffic during rush hour. Hoyt has very little traffic, but a dedicated crossing signal (as with all other intersections ideally) would make traffic more predictable for people in cars as well as bikes.
Here's an article from the O concerning a potential redevelopment of the Post Office site downtown.
The West Quadrant Plan shows a planned bridge from the Broadway bridgehead at Lovejoy and Broadway, through the existing Post Office and down to NW Johnson and the Park Blocks. This would alleviate the existing right-hook problem at Hoyt and Broadway as well as prove a great start to a non-existent Johnson green way. Currently, NW Johnson has no dedicated bike facilities and is tied up with auto traffic during rush hour. Hoyt has very little traffic, but a dedicated crossing signal (as with all other intersections ideally) would make traffic more predictable for people in cars as well as bikes.
Here's an article from the O concerning a potential redevelopment of the Post Office site downtown.
In addition to this, for people heading down the existing Broadway bike path (if they are going to NW for example), two solutions present themselves.
One, limit car traffic to no right turns. Glisan is one block South, and handles much more auto traffic. This would not significantly impact traffic patterns, as comparatively few cars turn right on Hoyt.
Two, have a merging lane for right-turning cars and bikes much like that on our one (and only) protected bike lane Multnomah Ave. Signs and paint that make it clear that bikes have the right-of-way would help make this intersection safe.
One, limit car traffic to no right turns. Glisan is one block South, and handles much more auto traffic. This would not significantly impact traffic patterns, as comparatively few cars turn right on Hoyt.
Two, have a merging lane for right-turning cars and bikes much like that on our one (and only) protected bike lane Multnomah Ave. Signs and paint that make it clear that bikes have the right-of-way would help make this intersection safe.
2. Parking spaces -> bike lane
The parking spaces that are immediately adjacent to the Park, as well as several more feet of space, can be acquired for a buffered cycle track. This gives people on bikes a wide view of oncoming pedestrians and people in automobiles. The space between any car traffic on Park and bicycles also offers safety and can be augmented with things like "candlesticks," such as what the county installed on the East end of the Hawthorne Bridge.
The parking spaces that are immediately adjacent to the Park, as well as several more feet of space, can be acquired for a buffered cycle track. This gives people on bikes a wide view of oncoming pedestrians and people in automobiles. The space between any car traffic on Park and bicycles also offers safety and can be augmented with things like "candlesticks," such as what the county installed on the East end of the Hawthorne Bridge.
3. Crossing at Major streets
There are several crossings that would be safer with new traffic signals. Automobile traffic and bike traffic alike would ideally have full signals. Crossing streets such as Everett and Glisan, which have heavy traffic during rush hour, would be served best with timed signals and/or stop signs to group bikers and dissuade people from crossing against the signal.
There are several crossings that would be safer with new traffic signals. Automobile traffic and bike traffic alike would ideally have full signals. Crossing streets such as Everett and Glisan, which have heavy traffic during rush hour, would be served best with timed signals and/or stop signs to group bikers and dissuade people from crossing against the signal.
4. The figure 8 (transition to South Park Blocks)
The Park Blocks can have several motorized-vehicle-free zones. One such area where this is fairly necessary for safety and congestion reasons is near Burnside. If all people on bicycles (including some people on foot) are routed through one narrow street, this may create some congestion. Adding auto traffic on top of this may prove dangerous or just annoying for anyone involved.
A carless section of Park between NW Couch and SW Stark may be one easy solution to offer a safe route through downtown. These blocks have virtually no auto traffic anyway. Still another problem with this route is the intersection of Stark and Park. Stark travels one way Eastbound.
One solution requires altering the O'Bryant Square at Stark. O'Bryant Square can be redeveloped to allow cyclists to travel first across Stark, and then through a small section of this park.
The Park Blocks can have several motorized-vehicle-free zones. One such area where this is fairly necessary for safety and congestion reasons is near Burnside. If all people on bicycles (including some people on foot) are routed through one narrow street, this may create some congestion. Adding auto traffic on top of this may prove dangerous or just annoying for anyone involved.
A carless section of Park between NW Couch and SW Stark may be one easy solution to offer a safe route through downtown. These blocks have virtually no auto traffic anyway. Still another problem with this route is the intersection of Stark and Park. Stark travels one way Eastbound.
One solution requires altering the O'Bryant Square at Stark. O'Bryant Square can be redeveloped to allow cyclists to travel first across Stark, and then through a small section of this park.
One of the streets that demonstrates the success of pedestrian-only design, Ankeny Alley, is very similar to another part of Ankeny between Park and Broadway. This street, adjacent to the new Green Loop, a park, and several bars and restaurants, could have a design like the current Ankeny Alley.
A potential section that would allow expansion of a very crowded space for pedestrians is at SW Washington. During midday, this section of sidewalk is nearly impassible.
The lunchtime crowd at the carts could have a place to eat if this section of Park were bike and pedestrian only. The Street Seats program recently approved seating at 4th avenue near the carts at PSU. The carts at 10th have many times the foot traffic and minimal seating. This would be an ideal place for a pedestrian zone for people during lunch. Please tell PBOT and any food carts you frequent that you would like seating near your favorite cart.
The lunchtime crowd at the carts could have a place to eat if this section of Park were bike and pedestrian only. The Street Seats program recently approved seating at 4th avenue near the carts at PSU. The carts at 10th have many times the foot traffic and minimal seating. This would be an ideal place for a pedestrian zone for people during lunch. Please tell PBOT and any food carts you frequent that you would like seating near your favorite cart.
Yet another section of Park that is already fairly pedestrian friendly, Director's Park between Yamhill and Taylor, could easily make room for both bike facilities and an expanded area for pedestrians. Limiting car traffic to deliveries only would expand the available park area, which is used intermittently for cars.
5. Crossings at Major streets
The most difficult parts of this route have been solved. What remains are crossing signals or stop signs on major streets, for both people on bikes, people on foot as well for as people in cars. As mentioned before dedicated bike signals installed at each intersection would likely generate fewer dangerous crossings, give people on bikes a reason to act lawfully at crossings as well as make these crossings safe for slower bikers. Crossings could be timed to ensure bikers cross in large groups, particularly during rush hours.
The most difficult parts of this route have been solved. What remains are crossing signals or stop signs on major streets, for both people on bikes, people on foot as well for as people in cars. As mentioned before dedicated bike signals installed at each intersection would likely generate fewer dangerous crossings, give people on bikes a reason to act lawfully at crossings as well as make these crossings safe for slower bikers. Crossings could be timed to ensure bikers cross in large groups, particularly during rush hours.
- Crossings at Washington/Alder
- Crossings at Jefferson/Columbia
- Crossings at Clay/Market
6. Painted Bike routes in pedestrian zones
In places such as the new PNCA building left, or the PSU park blocks where there is no dedicated bike path, the striping can continue through accompanied by "yield to peds"' signs.
In places such as the new PNCA building left, or the PSU park blocks where there is no dedicated bike path, the striping can continue through accompanied by "yield to peds"' signs.
7. Diverters
One important solution that PBOT has been reluctant to implement widely are diverters. The Park blocks are fairly short, but they would still benefit from a diverter or two. Diverters dissuade people in cars to drive continuously down a green way. This is a problem on Clinton, Ankeny, Michigan, pretty much all the neighborhood greenways without diverters every few blocks.
By adding a divertor to Director's park. for instance, the city could break up the Park blocks such that cars would use it only in short parts (to drop someone off at PAM for example). Another potential diverter location could be where the Park blocks start at Salmon. This would be a fantastic place since many delivery trucks already block the entrance to Park during farmer's market, so more permanent space for delivery vehicles could be acquired.
One important solution that PBOT has been reluctant to implement widely are diverters. The Park blocks are fairly short, but they would still benefit from a diverter or two. Diverters dissuade people in cars to drive continuously down a green way. This is a problem on Clinton, Ankeny, Michigan, pretty much all the neighborhood greenways without diverters every few blocks.
By adding a divertor to Director's park. for instance, the city could break up the Park blocks such that cars would use it only in short parts (to drop someone off at PAM for example). Another potential diverter location could be where the Park blocks start at Salmon. This would be a fantastic place since many delivery trucks already block the entrance to Park during farmer's market, so more permanent space for delivery vehicles could be acquired.
Maybe if we start small, with your help it could turn into this.
If you have any ideas concerning this or similar issues, please feel free to comment or email using the comment button above. My purpose in doing this is to find out how to advocate for a safer bike lane through downtown. Maybe someone has an answer to this. Thanks for visiting.