PEARL DISTRICT ACCESS AND CIRCULATION PLAN ADOPTED BY PORTLAND CITY COUNCIL: June 13, 2012 RESOLUTION NO. 36932 Acknowledgments Portland City Council Project Staff Stakeholder Advisory Committee Sam Adams, Mayor Mauricio Leclerc, Project Manager (PBOT) Patricia Gardner (Pearl District Neighborhood Nick Fish, Commissioner Eric Jacobson (PDC) Association) Amanda Fritz, Commissioner Grant Morehead (PBOT) Patrick Gortmaker (Old Town/Chinatown Randy Leonard, Commissioner Lewis Wardrip, PE (PBOT) Neighborhood Association) Dan Saltzman, Commissioner Michael Hall (Pacific Northwest College of Art) Additional assistance from: Rebecca Hamilton (Pedestrian Advisory Committee) Portland Bureau of Transportation (PBOT) Nelson Chi (PBOT) Jeanne Harrison (Northwest District Association) Sam Adams, Mayor Nick Falbo (PBOT) Curt Jantz (JD Madison Furniture) Tom Miller, Director Mark Haines (PBOT) Roman Kultayev (Central Portland Families) Paul Smith, AICP, Planning Manager Jamie Jeffrey, PE (PBOT) Bruce Levy (Pearl District Neighborhood Association) April Keithly (PBOT) Ann Niles (Pearl District Neighborhood Association) Portland Planning and Sustainability Matthew Machado (PBOT) Adele Nofield (Pearl District Business Association) Commission Kirk McEwen (PBOT) Stanley Penkin (Pearl District resident) Andre’ Baugh, Chair Chloe Ritter (PBOT) Michael Powell (Powell’s Books) Karen Gray Cherri Warnke (Portland Water Bureau) Mary Roberts (Bicycle Transportation Alliance) Don Hanson Curtis Yuengen (PBOT) Katie Smith (PREM Group) Mike Houck Ningsheng Zhou, PE (PBOT) Tiffany Switzer (Hoyt Street Properties) Lai-Lani Ovalles Gary Oxman Technical Advisory Commitee Michelle Rudd April Bertelsen (PBOT) Howard Shapiro Nicole Blanchard (PBOT) Jill Sherman Rob Burchfield, PE (PBOT) Chris Smith Ramon Corona (PBOT) Irma Valdez Ivy Dunlap (Bureau of Environmental Services) Roger Geller (PBOT) Portland Design Commission Bob Hillier (PBOT) Guenevere Millius, Chair Ross Kevlin (Oregon Department of David E. Wark, Vice Chair Transportation) Jane Hansen Kurt Krueger (PBOT) Andrew Jansky George Lozovoy (Portland Parks and Recreation) Ben Kaiser Chris Smith (Portland Streetcar) David Keltner Ross Swanson (PBOT) Katherine Schultz Ric Vrana (TriMet) i PEARL DISTRICT ACCESS AND CIRCULATION PLAN The Bureau of Transportation and the Portland Development The Bureau of Transportation and the Portland Development Commission would also like to acknowledge the following Commission are committed to providing equal access to individuals and organizations whose contributions are greatly information and hearings. If you need special accommodation, appreciated: please call 503-823-7700 (TTY 503-823-6868).
• Pacific Northwest College of Art, for generously providing To obtain a copy of the Pearl District Access and Circulation Plan space for Stakeholder Advisory Committee meetings please contact: • Hoyt Street Properties, for generously providing space for Pettygrove Street meetings and public events Mauricio Leclerc, Senior Planner, Project Manager • Pearl District Neighborhood Association Portland Bureau of Transportation • Northwest District Association 1120 SW Fifth Avenue, Suite 800 • Portland Streetcar, Inc. Portland, Oregon 97204 Phone: 503-823-7808 This plan is dedicated to the memory of Ann Niles. Fax: 503-823-7609 Internet: www.portlandoregon.gov/transportation Email: [email protected]
PEARL DISTRICT ACCESS AND CIRCULATION PLAN ii iii PEARL DISTRICT ACCESS AND CIRCULATION PLAN Table of Contents Summary and Recommendations...... 2 Project Overview and Objectives...... 4 Policy and Existing Conditions Summary...... 6 Transportation System Plan Recommendations...... 10 Traffic Circulation and Control...... 18
Focus Areas Broadway Bridge Ramp...... 22 NW Hoyt Street...... 24 North Park Blocks...... 26 NW Naito Parkway...... 28 NW Marshall Street...... 32 NW 14th Avenue...... 34 NW 15th Avenue...... 36 Interstate 405/NW Couch Street Interchange...... 38 NW Glisan Street...... 40 NW 12th Avenue...... 42 NW Pettygrove Street...... 44 Action Items and Project List...... 46 Resolution...... 50
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 1 Summary and Recommendations The Pearl District Access and Circulation Plan is intended to to stakeholders on the SAC were addressed in the plan direct public investment in the right-of-way throughout the recommendations. In addition, there was input from the public Pearl District neighborhood. The plan was developed through via two open houses, direct communication and email. an extensive public outreach process, engaging a diverse group of stakeholders and responding to new challenges that arose SAC meetings during the planning process. March 29, 2010 April 26, 2010 May 26, 2010 June 28, 2010 October 11, 2010 November 20, 2010 The documents, plans, and other materials listed below February 7, 2011 March 14, 2011 June 6, 2011 served as background information and guidance during the September 12, 2011 October 17, 2011 December 5, 2011 development of the Pearl District Access and Circulation Plan. January 13, 2012 May 7, 2012 These documents can be reviewed at the Bureau of Planning and Sustainability’s website: www.portlandonline.com/bps Open House dates: June 23, 2010 November 9, 2011 North of Lovejoy Plan North Pearl District Plan Planning and Sustainability Commission briefing Northwest District Plan Staff briefed the Planning and Sustainability Commission on the Pearl District Development Plan plan recommendations on March 13, 2012. Central City Transportation Management Plan River District Right-of-Way Standards City Council hearing date: June 13, 2012 Central City Plan Transportation System Plan Pettygrove Street right-of-way amendments Staff met four times with property owners, business owners, Public Involvement Summary and neighborhood representatives to achieve consensus on The Pearl District Access and Circulation Plan process included new design standards for NW Pettygrove St: active participation from the project’s Stakeholder Advisory July 22, 2010 October 28, 2010 Committee (SAC), comprised of representatives of the Pearl April 7, 2011 October 13, 2011 District Neighborhood and Business Associations, property owners, residential, business and institutional representatives, The Design Commission was briefed on December 1, 2011. and modal advocates. The SAC generated ideas and provided City Council formally amended the River District Right-Of-Way feedback on staff proposals to ensure that issues important Standards on January 25, 2012 (Ordinance # 185122).
2 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Accomplishments Below is a summary of recommendations in this plan: Several issues identified during the planning process have already been addressed. These include: Changes in street cross-sections • Pettygrove Street right-of-way amendments adopted by • Naito Parkway: reducing travel lanes from 5 to 3 to provide City Council on street parking and bicycle lanes • Everett/Glisan signal timing adjusted to slow traffic and • NW 15th: creating a pedestrian space on the west side increase crossing opportunities • NW Hoyt: providing bicycle lanes while maintaining two-way • Lovejoy one-way operations extended from 13th to 14th operations • Streetcar platform on NW 10th relocated from Marshall to • Broadway Bridge ramp: reducing one northbound travel lane Northrup, to improve visibility at this intersection to provide a buffered southbound bike lane • Traffic signal at NW 1oth and Northrup adjusted to provide • North Park Blocks: providing buffered bicycle lanes streetcar signal phase only when a streetcar is present. • NW Pettygrove: creating a green street design that can be implemented with redevelopment of adjacent properties.
Crossing improvements The plan includes many crossing improvements, from additional traffic signals to facilitate safe crossings and traffic flow, to provision of curb extensions, rapid flash beacons, and bike infrastructure to improve safety in the Pearl: • New traffic signals along Everett and Glisan to fill in gaps • New traffic signals and crossings on NW Northrup St and NW Overton St as the area develops • Enhanced crossings along NW 14th at Johnson, Marshall, Pettygrove, and Raleigh • Semi-diverter at NW 10th and Marshall to direct westbound auto traffic to NW Northup St • Bicycle improvements on NW 14th at Everett and Glisan, and at NW 15 and Glisan.
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 3 Map Subtitle Project Overview and Objectives The Pearl District has changed dramatically from its origin as Figure 1. Plan Area
E G a rail yard and warehouse district since redevelopment began ID R B T N in the mid 1990s. The transportation network has evolved O M E R along with it, including the development of Portland’s first F W I L L modern streetcar line and the removal of the Lovejoy Viaduct, A M among other things. Despite these changes, a comprehensive E T T transportation plan for the District has not been developed until NW RALEIGH ST E now. The Pearl District Access and Circulation Plan identifies R I V NW QUIMBY ST E N multimodal transportation needs and recommends projects W R N A NW PETTYGROVE ST The Fields I to support the vision and continued development of the Pearl TO P K W District (Figure 1). The plan builds on past studies to develop a Y NW OVERTON ST G BR comprehensive multimodal transportation plan, with emphasis AY W NW NORTHRUP ST D on providing improved multimodal access within as well as to OA BR Tanner and out of the Pearl District. NW MARSHALL ST Springs ¨¦§405 NW LOVEJOY ST
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4 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Transportation Planning Division Plan Goals Livability. Develop a plan and recommend transportation The Stakeholder Advisory Committee developed the following projects that enhances livability and supports the unique assets goals early in the process to help identify issues and guide the of the District. development of recommendations: Edges and River. Develop a plan that enhances connections to Balanced transportation system. Develop a multimodal adjacent areas and to the Willamette River. transportation system that accommodates pedestrian, bicycle, transit, freight and motor vehicle users and encourages the Sustainability. Develop a plan that supports the City’s goals of use of non-automobile transportation to meet the mode split reducing carbon emissions from transportation and enhancing targets for the City and District. the natural environment.
Access and Mobility. Develop and maintain a transportation Local and regional plans. Develop a plan that is consistent with system that addresses present and future transportation needs, the City’s Comprehensive Plan and meets City, regional and accommodates future growth and provides practical and state land use and transportation policies. convenient access to, from and within the Pearl District.
Safety. Develop a plan and recommend infrastructure projects that improve safety for all users of the transportation system.
Funding. Develop a plan that prioritizes short-term and long- term transportation improvements and can be implemented over time using a variety of funding sources.
Economic Development. Develop a transportation system that supports sustained economic development and the development targets for the District.
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 5 Policy and Existing Conditions Summary Below is a summary of existing conditions. The full Existing auto modes. While some congestion is to be expected in high- Conditions Report, with data, maps, and a more detailed density, mixed-use environments, gridlock can negatively affect discussion of the transportation issues in the area, is provided in other modes, increase noise and air pollution levels. the Appendix. However, it is possible to increase the transportation system’s Summary capacity to efficiently carry more trips by all modes within The Pearl District has a similar street system and urban form existing right-of-way while maintaining and even enhancing the as the Downtown and Old Town/Chinatown neighborhoods, District’s quality of life and unique features. with a primarily 200-foot by 200-foot block grid and dense, mixed commercial/residential development. However, unlike its Burnside Street to the south, Interstate 405 to the west, and neighbors, much of the Pearl has been almost entirely rebuilt Naito Parkway and the railroad to the east and north present over the last 15 years. Fueled by infrastructure investments and challenges for access and circulation. In addition, signalized a set of policies and development agreements following the crossings for pedestrians and bicyclists are generally farther creation of the River District Urban Renewal Area in 1998, the apart than is typical in Downtown and Old Town/Chinatown Pearl District has experienced rapid residential and commercial and may limit pedestrian and bicycle access to the Pearl District growth. from surrounding neighborhoods. This is particularly true on Naito Parkway, where the lack of crossing opportunities The Pearl displays many of the transportation characteristics of severely limits access to the Willamette River. mature mixed use areas, including high pedestrian and transit use, low reliance on the automobile, and a mix of residential, Policy Overview office, institutional and retail uses. As a result, Pearl residents, Central City land use and transportation policies are codified workers and visitors travel half as much by car as the regional in the Central City Plan District (Title 33.510 of the Portland average, and have lower carbon emissions per capita from City Code), and the Transportation System Plan (TSP). The TSP transportation sources. establishes a hierarchical classification system for City streets, based on mode of transportation. It also provides a 20-year However, at the same time, the success of the Pearl has led to blueprint for capital improvements to the City’s transportation an increase in automobile congestion in the area and increased system. The Central City Transportation Management Plan conflict between different modes as they compete for limited (CCTMP) is the Central City district chapter of the TSP. space. Congestion is expected to increase at several locations, due to the Pearl’s growth despite continued reliance on non-
6 PEARL DISTRICT ACCESS AND CIRCULATION PLAN In addition, the River District Urban Renewal Plan and the River Bicycle and Pedestrian Activity District Right-of-Way Standards guide decision-making for City Bicycle activity is highest on portal streets such as NW policy makers. Mode-specific plans (e.g.,Portland Bicycle Plan Broadway and NW Everett St. Cyclists also utilize NW Marshall for 2030, the Freight Master Plan, and the Pedestrian Master St and NW Johnson St to cross I-405. Pedestrian activity is Plan) inform transportation investment choices. Collectively, concentrated in the southern portion of the District near the these documents comprise the suite of City policies that Brewery Blocks, and along the Portland Streetcar on NW 10th inform the Pearl District Access and Circulation Plan. Detailed Ave, NW 11th Ave, NW Lovejoy and Northrup Streets. Burnside summaries of these documents are provided in the Policy is the main entryway from downtown. These corridors also Framework Report in the Appendix. generally coincide with the areas with the most intense street level retail activity and transit use. Zoning and Land Use The majority of the Pearl District is zoned Central Employment Freight and Railroad System (EX). While this is intended to foster industrial and employment The Post Office is a designated freight facility. It generates centered development, it is among the least restrictive zoning substantial truck traffic in and out of the District. NW 14th designations. Consequently, as the area has redeveloped and NW 16th Avenues serve as main connections from I-405 from its heavily industrial past, residential and small retail to existing industrial uses in the Pearl and to the Northwest developments have become the dominant land use type. Industrial area. Union Station, the City’s intercity passenger rail There are currently approximately 5,000 residents and 13,000 depot, is located adjacent to the Pearl District. Amtrak offers employees in the District. service from Union Station to destinations along the west coast. There is also one daily train to Chicago. Freight traffic uses the Transit Union Station tracks as a bypass. Whenever a train passes, gate The Pearl District is served by the Portland Streetcar and TriMet closures are required at NW Naito Pkwy below the Steel Bridge bus lines 9, 16, 17, 20, and 77. MAX light rail service is available (approximately 14-26 daily closures), and at NW 9th Ave, NW just outside the district on 5th and 6th Avenues. Transit service 15th Ave, NW 17th Ave , and NW Nicolai St (approximately 20- frequency has been cut recently, and restoration of pre-cut 32 daily closures). service levels is a top priority for TriMet. The northern section of the District, including the area around the site of the Centennial Parking Mills redevelopment project, is served by bus line 16, which only The River District, of which the Pearl District is part, has runs during peak times and has 30-minute headways. approximately 18,000 parking spaces. 3,500 are on surface lots, 10,600 are in structures, 3,200 are metered on-street
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 7 Policy and Existing Conditions Summary spaces, and 250 are free on-street spaces. Construction of Crashes off-street parking is regulated by maximum ratios, calculated The number of crashes in the Pearl District (auto-auto, auto- by square footage for different land use types. Since the bicycle, auto-pedestrian) is generally consistent with other current parking maximums were implemented in 1997, in the high-activity parts of the Central City. W Burnside St has a aggregate, residential developments have built about 56% of relatively high number of crashes, including several bicycle and the maximum allowed parking District-wide, and commercial pedestrian fatalities. NW Broadway is also an area of concern developments have built about 80% of the maximum allowed for crashes, particularly the intersection of NW Broadway and parking. NW Couch St. The highest rate of crashes in the District occurs at the I-405 ramps at NW Everett St and NW Glisan St. Travel Behavior Several surveys and analytical techniques have been employed Pavement Condition to assess travel behavior in the Pearl District. While the specific To assess the quality of pavement surfaces, the City uses a numbers vary, the general trend indicates that residents of the pavement condition assessment tool called the Pavement Pearl District are less likely to drive a single-occupant vehicle Condition Index. Within the Pearl District, 94% of the pavement (SOV), and more likely to walk, bicycle or use transit than a has a rating of “good” or better. However, there are some areas typical City resident. Fifty-eight percent of respondents in a of concern in the District, particularly the cobblestone streets 2008 survey indicated that they usually walk, bike or take transit and streets where abandoned rail tracks protrude through the to work. Three out of four residents stated that they drove less asphalt. since moving to the Pearl. Parking availability, congestion and better transit service were respondents’ biggest concerns. Present and Future Travel Demand The Pearl District is expected to experience a high rate of Speed Limits population growth relative to other areas. The number of Speed limits are defined by state law. W Burnside St, NW households will grow from 3,800 to over 14,200 by 2035, a Everett St, NW Glisan St, and NW Lovejoy St are posted at 25 274% increase. Employment in the Pearl is expected to grow mph, NW 14th has a 30 mph limit, and NW Naito Pkwy has a from 13,000 to 20,000 jobs, a 54% increase, compared to a 49% speed limit of 40 mph. increase in the Central City, 45% in the City of Portland, and 74% region-wide.
As a result of this growth, daily travel demand is expected to grow at a high rate relative to other areas: 119% in the
8 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Pearl, compared to 56% in the Central City, 32% in the City of Pearl for transit, bicycles and cars and trucks. Portals include Portland, and 66% region-wide. Vehicle trip demand for the W Burnside St, NW Everett St, NW Glisan St, and NW Lovejoy 2-hour PM peak will grow at a slower pace of 70%, from 8,600 in St, NW Northrup St and the Broadway Bridge in the east-west 2008 to 14,700 in 2035. direction, and NW Broadway, NW 10th Ave, NW 11th Ave, NW 14th Ave, NW 16th Ave, and I-405 in the north-south direction. The auto mode split is expected to decrease significantly by NW Everett and Glisan Streets are a couplet (a pair of one-way 2035, with corresponding increases in the mode splits of transit, streets) to and from the Steel Bridge, and NW Lovejoy and bike, and walk. These trends are predicted to occur throughout NW Northrup Streets are a couplet to and from the Broadway the region, but are particularly pronounced in the Pearl and Bridge. These couplet streets provide access through the Pearl, Central City where there are high density mixed uses, built-out into the Northwest District and to I-405 access ramps. NW pedestrian and transit infrastructure and an expanding bicycle 14th and 16th Avenues are also a couplet, distributing traffic network. to and from I-405 into the Pearl, Northwest and NW Industrial Districts. The Pearl has and will continue to have some of the lowest auto mode split levels in the region. This translates to some Portal streets generally get preference over local streets via of the smallest vehicle miles traveled (VMT) per capita, traffic signalization. Signalization in the Pearl is generally resulting generally in a low “carbon footprint” per capita from farther apart than is typical in Downtown and Old Town/ transportation. Chinatown. Burnside, Everett, Glisan, Lovejoy and Broadway are part of a coordinated traffic signal system. About 75 percent Current auto congestion is relatively isolated to NW Glisan of the green time is given to east-west movement on Burnside. St approaching I-405, and Lovejoy Street approaching the Glisan, Everett and Lovejoy get half to two-thirds of the green Broadway Bridge. By 2035, congestion is predicted to worsen time. Broadway, 14th and 16th each get about half the green along Naito Parkway north of the Broadway Bridge, and in the time. vicinity of I-405. NW 9th and Lovejoy and the Broadway Bridge are predicted to be over capacity by 2035. Most of the local street intersections in the Pearl are controlled by stop signs. Four-way stop signs are prevalent in the heart of Traffic Operations the Brewery Blocks and intersections up to NW Hoyt St. NW Generally, traffic operations in the Pearl can be categorized Hoyt St and NW Johnson St have four-way or three-way stops as a mix of local streets and portal streets. Portal streets between 13th and 10th Avenues. typically provide the main access points in and out of the
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 9 Transportation System Plan Recommendations The Transportation System Plan (TSP) is the 20-year plan for transportation policy in Portland. As the Transportation Element of the City’s Comprehensive Plan, it describes how the transportation system should function and what purpose it fulfills. The street classification descriptions and designations in the TSP describe the types of motor vehicle, transit, bicycle, pedestrian, truck, and emergency response movement that should be emphasized on each street.
TSP classifications are used to determine the appropriateness of street improvements and to make recommendations on new and expanding land uses through the land use review process. Classification descriptions are used to describe how streets should function for each mode of travel, not necessarily how they are functioning at present.
State law requires updates to a city’s Transportation System Plan every 5 years. The next update to the Portland Transportation System Plan is scheduled for completion in 2013. The recommendations outlined on the following pages will not be officially added to the TSP until the next update occurs.*
*Note: These recommendations do not address potential TSP classification changes that may be part of a future conversion ofW Burnside St and NW Couch St to a one-way couplet.
10 PEARL DISTRICT ACCESS AND CIRCULATION PLAN TSP CLASSIFICATION - TRAFFIC Traffic: MPeaaprSl uDbitsitrleict Access and CirculaFiguretion Pla 2.n Recommended TSP Classifications: Traffic
Changing the traffic classification on NW 10th Ave, NW 11th W I L L Ave, and NW Northrup St from Local Service to TrafficNW Access A Traffic Classifications TH UR M MA E N S T will reflect the new one-way operations on Lovejoy and T T Regional Trafficway E R Major City Traffic Street Northrup. Changing NW 14th and 16th from Major City Traffic I V E streets to Traffic Access Streets will reflect that the primary R District Collector Street function of these streets is to distribute trips within the district, Neighborhood Collector Street
N W Traffic Access Street rather than accommodate through trips (Figure 2). N A I TO P K Local Service Traffic Street Y Other Features
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 11 G R Transportation System Plan Recommendations B T N TSP CLASSIFICATION - TRANSIT O M E R Transit: MPeaaprSl uDbitsitrleict Access and CirculatioFiguren PF lan 3. Recommended TSP Classifications: Transit Changing the transit classification on NW 14th Ave and NW W I L L 16th Ave from Local and Community Service Transit Streets, A Transit Classifications NW M THU RM E Regional Transitway respectively, to Transit Access Streets will support the desiredAN T ST T E Regional Transitway & expansion of transit service to redevelopable land in the North R Major Transit Priority Street I V E Pearl area and in Northwest Portland (Figure 3). R Major Transit Priority Street Transit Access Street Community Transit Street N W N Local Service Transit Street AI TO P K Intercity Passenger Rail Y Other Features Plan Area NW OVERTON ST G BR AY Recommended TSP ChaDnWges OA From Local Service (1B4Rth) and
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! 0 1,000 2,000 SW OAK ST I Feet S E W Transportation Planning Division E S V V TA A A RK 12 PEARL DISTRICT ACCESS AND CIRCULATION PLAN ST D H R T 3 8 1 W W S S PROPOSED TSP CLASSIFICATION - BICYCLE Bicycle: MPeaaprSl uDbitsitrleict Access and CirculatFigureion Pla 4.n Recommended TSP Classifications: Bicycle N TILLAMOO N K ST W Figure 4 shows the TSP classifications recommended in FR N O W VAUGHN ST N T Proposed Bicycle AV the Portland Bicycle Plan for 2030 (adopted in 2011). The E E E W
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Bikeway to Local Service Bikeway will reflect the presence E V Recommended TSP Changes A H NW OVERTON ST T of streetcar tracks in both lanes on Lovejoy. Bike lanes were 9 City Bikeway to Local Service G W R
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 13 TSP CLASSIFICATION - PEDESTRIAN Transportation System Plan RecommendationsPearl District Access and Circulation Plan Pedestrian: Figure 5. Recommended TSP Classifications: Pedestrian W I L All of the Pearl District lies with in a Pedestrian District. L A Pedestrian Classifications M E Changing the classification from Local Service to City Walkway T Central City Transit/ T NW THURMAN ST E Pedestrian Street on NW 13th Ave, Pettygrove St, and Couch St will reflect the R I V City Walkway E role these streets have in providing pedestrians access to R NW SAVIER ST Off-street Path recreation, transit, and between neighborhoods (Figure 5). N Local Service Walkway W N A I TO Pedestrian Districts E E P V V K Y A
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14 PEARL DISTRICT ACCESS AND CIRCULATION PLAN TSP CLASSIFICATION - EMERGENCY Map Subtitle Freight: Figure 6. Existing TSP Classifications: Freight Figure 6 shows the existing Freight classifications in the study area. The freeway and ramps are classified as Regional Freight Classifications Truckways, NW 14th Ave is a Truck Access Street, and the Regional Truckway
Broadway Bridge ramp is a Major Truck Street. All other streets Þ Þ
Major Truck Street in the plan area are classified as Local Service Truck Streets. No Þ Þ Truck Access Street changes are recommended to these classifications.
Þ Þ Local Service Truck Street Railroad
Figure 6 also shows the routes approved by the City Traffic Þ Þ Other Features
Engineer for trucks coming from and going to the U.S. Post Þ ^_ U.S. Post Office Þ Office facility at NW 9th and Johnson. Þ Post Office Truck Route - inbound Þ Post Office Truck Route - outbound Þ Þ Plan Area
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 15 Transportation System Plan Proposals TSP CLASSIFICATION - EMERGENCY G R B T MPeaaprSl uDbitsitrleict Access and Circulation NPlan O M Emergency Response: Figure 7. RecommendedE TSP Classifications: Emergency Response R F Changing the Emergency Response classification on NW 10th Ave, NW 11th Ave, and NW Northrup St from Minor to Emergency Classifications ! Major will reflect the new one-way operations on Lovejoy and Portland Fire Stations Northrup (Figure 7). Major Emergency Response Minor Emergency Response
Other Features Plan Area N W N A I TO Recommended TSP Changes P K Y Minor to Major
NW OVERTON ST
G BR AY NW NORTHRUP ST W AD O BR E
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16 PEARL DISTRICT ACCESS AND CIRCULATION PLAN TSP CLASSIFICATION - STREET DESIGN MPeaaprSl uDbitsitrleict Access and Circulation Plan Street Design: Figure 8. Recommended TSP Classifications: Street Design W I L Changing the street design classification on NW Everett and L A M Street Design Glisan Streets from Local Street to Community Main Street will E NW THURMAN ST T Classifications T E encourage design treatments that accommodate motor vehicle R Urban Throughway I V E traffic, with special features to facilitate public transportation, R Regional Main Street bicycles, and pedestrians (Figure 8). Community Main Street N W N Regional Corridor A IT O ! ! ! ! P K Community Corridor Y Local Service Other Features
Plan Area G BR AY NW NORTHRUP ST DW Recommended TSP ChOaA nges BR Local to Community Main St
¨¦§405 NW LOVEJOY ST
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 17 éëìíC éëìíC
N W FR O N T Map SAubtitle VE éëìíC Traffic Circulation and Control éëìíC éëìíC
Figure 9. Existing Traffic Circulation and Control
The Pearl District has complementary systems of access streetsNW VAUG HN STE E G R B and local streets (Figure 9). The access streets are designed T N O
NW UPSHUR ST M E Traffic Circulation & Control E R
to act as portals into the district for motor vehicles, transit éëìíC F
E éëìíC Traffic signal
(buses and streetcar) and emergency vehicles. Portals generally NW THURMAN ST E
carry more traffic than local streets. They connect to freeway E Local street
NW SAVIER STE NW E E E éëìíC NA Access Street - one way ramps, overpasses, and Willamette River bridges. Local streets I 30 TO
(/ P
K
NW RALEIGH ST E W Access Street - two way E primarily serve circulation within the district. E Y
E Walkway
NW QUIMBY ST E E éëìíC Several circulation options were analyzed in the planning Plan Area
E éëìíC
NW PETTYGROVE ST
E process, including extending the downtown system of E éëìíC
alternating one-way streets north through the Pearl District. NW OVERTON ST E
E E E G However, that was determined to be infeasible, primarily due to BR éëìíC
NW NORTHRUP STE AY E E
E E E E E DW E E éëìíCE OA the existing configuration of one-way streets in the Pearl that BR
NW MARSHALL STE E
E E access the bridges over I-405 and the Willamette River. Everett E éëìíC
and Glisan, for example, provide connections to both the Steel
NW LOVEJOY ST E E
E E E E E
E Bridge and I-405 ramps. For this reason, the primary system of éëìíC éëìíC éëìíC éëìíCE éëìíC éëìíC éëìíC éëìíC éëìíC
E éëìíC éëìíC
V
NW KEARNEY ST E A E
E H E one-way streets in the Pearl (Everett-Glisan, Lovejoy-Northrup, E
T
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10th-11th, and 14th-16th) will remain a series of one-way E W E
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couplets, rather than an extension of the grid system found E
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W Burnside St and NW Couch St have been recommended to E
E E E E E
E E E E E E E E E
E E E E NW GLISAN ST E E
E
E E E
E éëìíC E éëìíC become a one-way couplet in previous plans. This plan assumes éëìíC éëìíCE éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC
E E
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E E E E A E the couplet will be implemented, but offers recommendations E
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E that function both with and without it. NW EVERETT ST E E E V
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E E E E E E éëìíC E éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíCE éëìíC éëìíCO éëìíC éëìíC éëìíC éëìíD C éëìíC D éëìíC
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E éëìíC The plan recommends relatively minor changes to the traffic R éëìíC éëìíC H éëìíC éëìíC E T E A
P E 8
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NW COUCH ST E W E E
E N N E system, primarily through the addition of new traffic signals E
E E E E E E E E E éëìíC E éëìíC éëìíC éëìíC éëìíC
and enhanced pedestrian and bicycle crossings. The planéëìí Cwill W N
BURNSI E DE E E E E
éëìíC ST E E E E
éëìíC E E E
EE E
provide a density of signalized intersections on access streets éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíCE éëìíC éëìíC éëìíC éëìíC
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18 PEARL DISTRICT ACCESS AND CIRCULATION PLAN éëìíC éëìíC E E éëìíC éëìíC éëìíC éëìíC E éëìíCE éëìíC éëìíC éëìíC éëìíC E éëìíC éëìíC éëìíC EéëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC éëìíC N W FR O N T A VE éëìíC éëìíC Map Subtitle éëìíC
NW VAUGHN STE E G R B T comparable to Downtown and Old Town/Chinatown (Figure 10). Figure N10. Recommended Traffic Circulation and Control O
M NW UPSHUR ST E E R
Traffic signals, when they are synchronized, also provide the éëìíC F
E Traffic Circulation & Control
NW THURMAN ST E benefit of improving traffic flow while reducing travel speeds. E éëìíC Existing traffic signal
E Access Street - one way
NW SAVIER ST E E N E W éëìíC N Access Street - two way 30 A When traffic volumes do not warrant traffic signals, enhanced (/ IT O
P ì New traffic signal
K éëíC NW RALEIGH ST W E E E crossings (curb extensions, marked crossings, rapid flash Y New enhanced crossing
beacons) are recommended. The plan recommends enhanced NW QUIMBY ST E E Potential traffic diverter E éëìíC crossings on NW 14th Ave at intersections with major bikeways: New bike/ped freeway overpass
(Traffic control treatments to be éëìíC
NW PETTYGROVE EST
E Flanders, Johnson, Marshall, Pettygrove and Raleigh. E éëìíC specified during project design)
¿ Potential change from
NW OVERTON ST E À one-way to two-way E E E
Traffic control for Overton will be G
In addition, the plan recommends extending 2-way operations BR éëìíC
evaluated as the area redevelops AY
E NW NORTHRUP ST E E E E E E E W E E E and traffic conditions change D éëìí³ éëìí³ éëìí³ éëìí³ éëìí³ éëìíC OA on NW 12th Ave in the Brewery Blocks one block south, to NW BR Roadway (unchanged)
NW MARSHALL STE E E E Couch St. E Walkway
Plan Area
NW LOVEJOY ST E E E E E E E éëìíC éëìíC éëìíC éëìíC E éëìíC éëìíC E éëìíC éëìíC éëìíC Recommended Traffic Signals* éëìíC E éëìíC
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NW KEARNEY ST E A E E E Near Term (1-5 years): H E
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1. NW Couch St and NW Broadway E W NW JOHNSON ST N E E E
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éëìíC E 8. NW Flanders St and NW Broadway éëìíC éëìíCE éëìíC éëìíC éëìíC éëìí³ éëìíC éëìíC éëìíC éëìí³ éëìí³ éëìíC éëìíC éëìíC éëìíC
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NW Northrup St: 11th through 15th Aves éëìí³ éëìí³ éëìí³ éëìí³
W BU E R E
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IDE ST E N
éëìíC E E E E E E E E éëìíC E
éëìíC éëìíCEE éëìíC éëìíC éëìíC éëìíC éëìíC éëìí³ éëìí³ éëìíC éëìíCE éëìíC éëìíC éëìíC éëìíC BURNSIDE E
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E E E BRG *Near Term traffic signal locations were ranked by the Stakeholder E
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E E E E Advisory Committee. Long Term locations were not ranked. éëìíC E Note: Burnside-CouchéëìíC couplet improvementsE éëìíC not shown éëìíC
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éëìíC E E éëìíC éëìíC E E E PEARL DISTRICTE ACCESS AND CIRCULATION PLAN 19 20 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Focus Areas Figure 11 shows eleven project areas where changes to street Figure 11. Project Focus Areas cross-section, crossing improvements, and signalization treatments are recommended. The recommendations represent concepts for how to improve specific areas. Some changes or adjustments to the designs are to be expected as NW THURMAN ST part of implementation. NW SAVIER ST
4 1. Broadway Bridge Ramp NW RALEIGH ST
2. NW Hoyt Street 7 NW QUIMBY ST
N W 6 N A I TO P 3. North Park Blocks K 11 W Y 4. NW Naito Parkway NW PETTYGROVE ST
5. NW Marshall Street NW OVERTON ST 6. NW 14th Avenue NW NORTHRUP ST G BR Y A DW OA R 7. NW 15th Avenue B 8. Interstate 405/NW Couch Street Interchange NW MARS5HALL ST
N W S T A N T W L IO NW LOVEJOY ST OVE N JOY C 9. NW Glisan Street T W A Y 10. NW 12th Avenue 7 11. NW Pettygrove Street NW KEARNEY ST
6 NW JOHNSON ST
1 N W IR O N S ID E T E R NW IRVING ST
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 21 Broadway Bridge Ramp The ramp connecting the Broadway Bridge to NW Broadway Figure 13. Existing Broadway Bridge ramp striping has an 8’ sidewalk, a 5’ bike lane directly adjacent to 2 motor vehicle travel lanes, and a left turn pocket at NW Irving St. Leading to the Bridge, there are 2 motor vehicle lanes, and a shared bicycle/pedestrian facility on the sidewalk (Figures 12 and 13). Figure 12. Existing Broadway Bridge ramp cross-section*
Union Station
8’ 10’ 10’ 10’ 10’ 5’ 8’
Figure 14. Recommended Broadway Bridge ramp cross-section* Post Office
8’ 11.5’ 11.5’ 11.5’ 3.5’ 7’ 8’
*Both views above are facing southbound, and do not depict the left turn N pocket at NW Irving St, which would remain unchanged.
22 PEARL DISTRICT ACCESS AND CIRCULATION PLAN The recommended striping plan removes a motor vehicle travel Figure 15. Recommended Broadway Bridge ramp striping plan lane leading to the bridge from NW Broadway, and creates a wider, buffered bicycle lane leading to NW Broadway. The sidewalks, left turn pocket at NW Irving St, the striping on the Bridge, and the ramp leading to NW Lovejoy St will remain Increased unchanged (Figures 14 and 15). turn radius This will have significant safety benefits. The buffer provides Buffered greater separation between cyclists and motorists, and shifts bike lane the two southbound auto lanes to the east. This increases the radius for vehicles turning off the Bridge onto NW Broadway, resulting in a more even transition and less possibility of encroachment into the bicycle lane. Union Station
The Broadway Bridge is a key portal leading into downtown; therefore maintaining system capacity is a key consideration. This recommendation maintains 2 southbound motor vehicle lanes, and while it reduces north/eastbound motor vehicle lanes from two to one, overall system capacity is maintained. First, both NW Broadway and NW Hoyt St feed only one lane Post Office of traffic onto the Bridge ramp at a time. This recommendation extends one lane operations on the ramp only, a distance of approximately 850 feet. Second, capacity in the eastbound direction is metered by the traffic signals on the east side of the Broadway Bridge. Therefore this recommendation is not expected to result in increases in delay or congestion for vehicles crossing the Broadway Bridge.
N
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 23 NW Hoyt Street NW Hoyt St between 9th Ave and Broadway has a 72’ right- Figure 17. Recommended NW Hoyt St cross-section, 9th to Broadway of-way. There are two 11’ travel lanes, parking on both sides, and a dual center turn lane used for customer access to the Post Office (Figure 16). It is classified as a City Walkway, Local Service for other modes, and is a recommended City Bikeway.
Trucks access the Post Office on NW 9th Ave at NW Johnson St. The City Traffic Engineer has designated specific routes for trucks going to and from the Post Office, including this segment of NW Hoyt St (See Figure 6 on page 15). Therefore any changes 12’ 7.5’ 5.5’ 11’ 11’ 5.5’ 7.5’ 12’ to the cross section must maintain turning radii at corners for The recommendation for NW Hoyt St removes the center turn large trucks. lane between NW 9th Ave and NW Broadway, adding bike lanes Figure 16. Existing NW Hoyt St cross-section, NW 9th to NW Broadway in both directions (Figure 17) and mid-block crossings. Parking is retained on both sides of the street. All corner radii and the left turn pocket at NW Broadway would remain unchanged to ensure that truck turns to and from NW Hoyt are not affected. See Figure 18 for striping details.
The Pacific Northwest College of Art (PNCA) has purchased the former Federal office building at 511 NW Broadway, and is planning to open a new academic facility by 2015. A high 12’ 7.5’ 11’ 11’ 11’ 7.5’ 12’ percentage of PNCA students commute by bicycle, and the recommended cross-section will facilitate safe and direct access to the new facility. A new park space is also envisioned for the surface parking lot directly north of the existing North Park Blocks. The current proposal calls for 2-way bicycle and pedestrian access on an extended NW 8th Ave, but no motor vehicle access. Together, these improvements will fill a key gap in the bikeway network between the Broadway Bridge and the North Park Blocks, particularly for northbound bicycle traffic.
24 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Figure 18. Aerial view of recommended NW Hoyt Street striping plan
Post Office
NW Hoyt St
Future Future Open PNCA Space Facility NW 9th Ave NW 9th Ave NW Park (future) Ave NW 8th Only Bike-Ped NW Broadway
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 25 North Park Blocks NW Park and 8th Avenues are recommended Major City Figure 20. Recommended NW Park Ave* cross-section Bikeways. They are classified as Local Service for other Looking North modes. Both streets are one-way, with parking on both sides and sidewalks on the non-park side only. Bicycles and motor vehicles share space in the roadway.
A long-term vision for the Park Blocks is of a continuous north- south bikeway through the Pearl District and Downtown on low-volume streets. This requires improvements to the crossings at major intersections, particularly W Burnside St.
12’ 8’ 11’ 3’ 6’ 8’ N Park Figure 19. Existing NW Park Ave* cross-section Blocks Looking North
The recommended cross section adds a 6’ bike lane with a 3’ buffer separating cyclists from moving traffic. Parking is retained on both sides of the street. Marked crosswalks with rapid flash beacons will be installed at NW Everett and Glisan Streets. This will facilitate north-south bicycle movement through this part of the District. With a future bike-ped extension of NW 8th Ave and the recommended bike lanes on NW Hoyt St, this will provide a direct route to the Broadway P P Bridge.
N Park Figure 21 shows the recommended detail at W Burnside St. Bike 12’ 36’ boxes, contra-flow bike lanes, and new traffic signals combine Blocks to make crossing Burnside safer, improving the connection to *Both cross sections on this page also apply to southbound NW 8th Ave. the South Park Blocks and Portland State University.
26 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Figure 21. Park and 8th Avenues, recommended crossing at W Burnside St P P
Remove Parking P P P
P SW Park Ave P
P P P
SW Oak St Oak SW Remove Parking Parking Remove SW Ankeny St W Burnside St P P P SW 8th Ave P P P N
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 27 NW Naito Parkway NW Naito Parkway is classified as a Traffic Access Street, Figure 23. NW Naito Parkway, existing striping intended to provide access in and out of the district. The River District Right-Of-Way Standards do not define a cross-section for the segment between NW 9th Ave and NW 15th Ave. The NW Naito Pkwy current cross-section in this segment has two northbound travel lanes, two southbound travel lanes, a center turn lane, and a sidewalk on the east side (Figures 22 and 23). Currently, trucks use Naito to access the Post Office on NW 9th Ave. Freight and passenger rail use the right-of-way to the west of the roadway. In this segment, Naito is classified as a City Walkway, Transit Access Street, and is a recommended Major City Bikeway.
Two options were developed to provide bicycle facilities and on- street parking. The rail corridor will remain in place under both options. Implementation will respond to funding opportunities and development patterns in this area. They could be built in a NW 9th Ave phased strategy or as stand-alone projects. Figure 22. NW Naito Parkway, existing cross-section Looking North
Varies 12’ 12’ 12’ 12’ 12’ Varies 28 PEARL DISTRICT ACCESS AND CIRCULATION PLAN
Option A: Figure 25. NW Naito Parkway, Option A striping plan Option A would alter the cross section to provide two 11’ travel lanes, an 11’ center turn lane, 12’ sidewalks on the east side
(the existing sidewalk corridor), and buffered bike lanes in both NW Naito Pkwy directions (Figures 24 and 25). Parking is provided on the east side only. Intersections are designed to accommodate trucks.
The southbound right turn pocket onto NW 9th Ave would be eliminated. Although freight and passenger trains frequently block motorists on NW 9th Ave, video observation conducted during the planning process showed that the turn pocket is not necessary as most motorists tend not to queue at this location when trains are present.
NW 9th Ave Figure 24. NW Naito Parkway, Option A cross-section Looking North
Varies 7’ 3’ 11’ 11’ 11’ 3’ 6’ 8’ 12’
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 29 NW Naito Parkway Option B: Figure 27. NW Naito Parkway, Option B striping plan Option B would move move the curb on the west side a few feet further to the west, to allow construction of a sidewalk and on-street parking on the west side. This option would maximize the amount of on-street parking to support the redevelopment of Centennial Mills. It would add standard 6’ bike lanes in
both directions (Figures 26 and 27). The center turn lane could become a landscaped median with street trees and additional NW Naito Pkwy pedestrian crossings. This option may require additional right- of-way.
Figure 26. NW Naito Parkway, Option B cross-section Looking North
NW 9th Ave
Note: Once driveway locations on the east side have been Varies * 7.5’ 6’ 11’ 11’ 11’ 6’ 7.5’ 12’ determined, the median could be designed with left turn pockets for *Width to be determined in project design southbound vehicles. 30 PEARL DISTRICT ACCESS AND CIRCULATION PLAN
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 31 NW Marshall Street NW Marshall St is a proposed Major City Bikeway and is streetcar phase every cycle. This should encourage motorists to classified as Local Service for other modes. It is intended to be a use Northrup more and rely less on Marshall. primary east-west route for bicyclists traveling to and through the Pearl District. When NW Lovejoy and Northrup Streets were Phase 2: Traffic Diversion at 10th and Marshall converted to one-way operations as part of the streetcar loop If the phase 1 treatments do not reduce auto volumes on project, the intention was for those streets to accommodate Marshall, PBOT will test a semi diverter at the northwest corner auto and transit trips in and out of the district. Bike lanes were of Marshall at 10th (Figure 28). Marshall will remain two-way, removed from Lovejoy, and Marshall was fitted with smooth but motorists will not be able to turn left onto Marshall from areas for cyclists on the blocks paved with cobblestones. NW 10th or cross 10th on westbound Marshall. Parking will be removed from the north side of Marshall between 10th and Traffic counts and citizen feedback have shown that auto traffic 11th. Bicyclists will still be able to travel westbound on Marshall. is higher than desired on Marshall. The street is not intended If the test is successful in lowering traffic volumes on Marshall, to serve through auto trips; however, motorists frequently use the semi diverter will be made permanent. Marshall instead of Northrup to access the Pearl and Northwest Portland from the Broadway Bridge. Prior to re-location (see Figure 28. Potential semi-diverter at NW Marshall St and NW 10th Ave
below), streetcars stopped at the platform at NW 10th Ave and Marshall blocked visibility. As a result, motorists on 10th had a hard time seeing pedestrians and cyclists trying to cross 10th on Marshall; similarly, pedestrians and cyclists had a hard time seeing approaching vehicles. A three-phase process is underway to fix these issues. Parking Removed Phase 1: Streetcar Platform Relocation NW Marshall St The streetcar platform at NW 10th and Marshall was moved one block north in December 2011, eliminating the visibility issues described above. The relocated platform allowed the traffic signal at 10th and Northrup to be re-programmed to detect the presence of streetcar and trigger the special streetcar phase only when a streetcar is present. This is expected to improve traffic operations since motorists no longer have to wait for the Ave NW 10th Note: Figures 28 and 29 are conceptual renderings, not the final designs.
32 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Potential Phase 3: Traffic Diversion at 15th and Marshall If the Phase 1 and 2 treatments do not sufficiently reduce auto volumes on Marshall, then PBOT may test a full diverter at NW 15th Ave and Marshall (Figure 29). The full diverter will not allow motor vehicles to cross 15th. This should encourage car drivers to use Lovejoy and Northrup to travel between the Broadway Bridge and Northwest Portland. Bicyclists and pedestrians will still to be able to cross 15th.
Figure 29. Potential full diverter at NW Marshall St and NW 15th Ave NW 15th Ave NW 15th
5' 3' 5.5'
10' 15' NW Marshall St I-405 5.5' 5'
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 33 NW 14th Avenue Subarea A: NW Everett Street Figure 30. Enhanced bike lane and curb extension at 14th and Everett
NW 14th Ave is a Major City Traffic Street and a City Bikeway.
It is classified as Local Service for other modes. Between NW Davis St and NW Everett St, it is striped for 3 auto lanes, a bike lane, and a parking lane. There is a loading zone on the northern half of the block on the east side, where no parking is allowed.
The I-405 off-ramp merges with NW 14th Ave at NW Davis St. Motorists who want to travel eastbound on NW Everett St have one block to move over to the right lane. Due to the lack
of parked cars in the loading zone, it has become a de facto right turn lane. Motorists are frequently observed crossing Recommended Curb Extension or obstructing the bike lane while making a right turn onto NW Everett St, posing a safety risk for bicyclists continuing
northbound on NW 14th Ave (see photo below).
N
The recommended improvements call for additional speed limit signs on the I-405 off-ramp, a new curb extension on the southeast corner and an enhanced bike lane (Figure 30). The curb extension will prevent motorists from crossing over the bike lane and ensure that right turns are made from the auto lane. The 25’ curb radius will still allow large trucks to turn from 14th to Everett, a key movement for trucks accessing the Post Office and the District.
34 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Subarea B: NW Johnson Street and other cross streets Figure 32. View of recommended improvements from NW 14th Ave NW Johnson St is classified a City Bikeway, and provides the only crossing of I-405 for bicyclists and pedestrians in the middle part of the Pearl District with low auto volumes. REI is Replace and relocate Relocate sign located on the NW corner of NW Johnson St and NW 14th Ave, substandard sign and generates a large number of bicycle and pedestrian trips. In addition, NW Johnson St connects Northwest Portland to Jamison Square and the Ecotrust Building.
The intersection currently has a ladder-bar style marked crosswalk and two signs indicating a pedestrian crossing. Install 4 curb The recommendation adds four curb extensions on NW 14th extensions
Figure 31. Recommended crossing improvements at 14th and Johnson
Ave, decreasing the pedestrian crossing distance and increasing the visibility of pedestrians waiting to cross (Figures 31 and 32). In addition, two new signs will be placed on the southern leg of the intersection to indicate that the intersection is a high volume crossing for pedestrians and bicyclists. A Rectangular Rapid-flash Beacon, activated by persons waiting to cross, will be included if crossing volumes increase to a level that warrants such a treatment. A full traffic signal is not recommended as this will likely result in increased auto volumes on NW Johnson St.
The same treatment is recommended for NW Flanders, Marshall, Pettygrove, and Raleigh as the north Pearl grows.
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 35 NW 15th Avenue North of NW Hoyt St, NW 15th Ave is classified as a City Similar to NW 13th Ave, loading docks are allowed in the right- Bikeway. It is classified as Local Service for other modes. For of-way, on the east side only. On the west side, standard 12’ most of the length of NW 15th, the west curb is 5’ from the sidewalks are required. Both loading docks and sidewalks are I-405 right-of-way with minimal pedestrian improvements required to meet ADA standards. Typically, sidewalks are built (Figure 33). In addition, there are abandoned freight rail spurs when the adjacent property redevelops. However, the presence from NW Savier St to NW Glisan St. of the I-405 viaduct on the west side makes that unlikely. Only one block, between NW Northrup and Overton Streets, has 12-foot sidewalk on the west side, constructed in 2010 as part of the expansion of the Portland Streetcar maintenance facility.
Figure 33. Existing NW 15th Ave cross-section Looking North I-405
Figure 34. Current Right-of-Way Standard Looking North I-405
5’ 43’ 12’
NW 15th Ave is classified as a Special Function Street in the River District Right-Of-Way Standards. The standards call for two-way operations, a 36’ roadway, 12’ sidewalks, optional curb extensions at corners, and parking allowed on both sides (Figure 34). 12’ 36’ 12’
36 PEARL DISTRICT ACCESS AND CIRCULATION PLAN ���������������������� Figure���������� 35. Recommended NW 15th Ave cross-section (north of Johnson) Looking North I-405
� �
��5’ ��7’ ������8’ 10’ ���10’ ��� ������8’ 12’���
The recommendation will alter the striping north of NW Johnson St, adding 7’ of pedestrian space on the west side by moving parking away from the curb (Figure 35). This will improve pedestrian access at minimal cost and preserve parking and loading access adjacent to buildings on the east side of the street. Bicycle sharrows will be striped in both directions. Additionally, the plan calls for removal of the abandoned freight rail tracks and smoothing of the road surface.
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 37 NW Couch/I-405 Interchange Access ramps to and from I-405 terminate at W Burnside St, one • Improving pedestrian visibility and reducing crossing of the primary portals for the Central City. NW Couch St, one distance by constructing new curb extensions and block north of Burnside, crosses both the on- and off-ramps at marked crosswalks on the northeast and northwest grade. NW Couch St is the only non-arterial street to cross I-405 corners of the on-ramp/Couch intersection within one-quarter mile of this intersection. Counts conducted • Adding pedestrian crossing signage in winter 2011 showed 80 pedestrian crossings occur at this • Improving visibility for motorists on Couch by moving location in the PM peak hour. This number is likely much higher the eastbound stop bar forward and modifying in the summer months. However, the current ramp intersection screening on the freeway overpass design prevents NW Couch St from operating efficiently and • Additional street lighting safely as a bicycle and pedestrian connection for the Central City and Northwest Portland. Project Area B: NW Couch St/NW 16th Ave/I-405 off-ramp Currently, NW 16th Ave merges with the I-405 off-ramp at NW The elements of the recommendation are divided into two Couch St. A four-phase traffic signal controls this intersection. distinct areas. Both will work with Couch either as a two-way Improvements at this location would include: street, or as part of a one-way couplet with Burnside. The final design that makes any change to traffic signalization, signage, • Redirecting southbound traffic from NW 16th Ave to W or corner radii will be subject to approval of ODOT’s Region 1 Burnside St by removing the connection from NW 16th traffic engineer. to the freeway off-ramp • Improving off-ramp efficiencies by modifying to a two- Project Area A: NW Couch St/I-405 on-ramp phase signal cycle from the current four-phase Currently, a stop sign controls east- and westbound traffic on • Increasing pedestrian crossing opportunities by NW Couch St as it crosses the I-405 on-ramp. Freeway-bound modifying each signal cycle to include a dedicated traffic merges from two lanes to one lane south of Couch, as pedestrian phase, rather than button-activcated motorists approach the pedestrian crossing. Improvements at • Enhancing pedestrian safety by installing marked this location would include: crosswalks across NW 16th Ave • Upgrading the outdated traffic signal at NW 16th Ave • Moving the on-ramp merge area to the north, past the and W Burnside St to modern equipment standards Couch intersection by modifying striping, to reduce • Removing a slip lane, constructing a new corner driver distraction by multiple driving tasks extension and marked crosswalks at NW 15th Ave and W Burnside St.
38 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Figure 36. Recommended re-configuration of Couch/I-405 interchange
LEGEND Sidewalk/ADA Ramp Rebuild 15th to 16th/Couch Improve Bike/Pedestrian Facilities Landscaping/Planter by Closing Vehicular Access and Removing Two-Leg Crossing Existing Traffic Signal at 15th New Traffic Signal PROJECT AREA B
16th/Couch Improve Vehicular 15th/Couch Operations by Redirecting Improve Motor Vehicular Operations City Traffic from I-405 and Decrease Bike/Pedestrian Wait Off Ramp to 16th & Time by Modifyting Existing 4-Phase Burnside Signal to 2-Phase Signal NW COUCH ST 16th/Couch I-405 On-Ramp/Couch Add Curb Extension to New Curb Extension with Marked Prevent Neighborhood ADA Pedestrian Crosswalk Cut-Through Traffic 14th/Burnside
NW 14TH AVE NW 14TH New Radius to Narrow Road NW 15TH AVE 15TH NW NW 16TH AVE NW 16TH for Traffic Calming
WEST BURNSIDE ST PROJECT AREA A
16th/Burnside 15th/Burnside Add New Signals and ADA New Radius and ADA N Compliant Pedestrian Crossing Compliant Pedestrian Crossing EXHIBIT C Note: The design shown is conceptual. The final design will include bicycle and pedestrian facilities through 15th and 16th Avenues. TCSP GRANT APPLICATION PROPOSAL DOWNTOWN I-405 PEDESTRIAN SAFETY AND OPERATIONAL IMPROVEMENTS PROPOSED IMPROVEMENTS MAP
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 39 NW Glisan Street NW Glisan St is a Traffic Access Street, Transit Access Street, The recommendation for this location has two components City Walkway, and a proposed City Bikeway. Currently, a (Figure 37). First, a left-turn bike box is recommended for westbound bike lane begins at NW 14th Ave and continues bicyclists traveling northbound on NW 14th Ave who want to into Northwest Portland. The intersection at NW 15th Ave also continue west on Glisan. At NW 15th Ave, a curb extension is provides access to I-405 northbound. As a result, there is a very recommended, along with an enhanced (green) bicycle lane wide turning radius, often resulting in right-turning motorists before and through the intersection. The orange lines in Figure obstructing the bike lane, and creating long crossing distances 37 show the path a large semi-truck (WB-67) would make for pedestrians (see photo below). through the intersection while turning right onto NW 15th Ave. This recommendation maintains truck access, enhances bicyclist visibility and safety, and reduces pedestrian crossing distances at a busy intersection. It results in the loss of one on- street parking stall.
40 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Figure 37. Recommended improvements on NW Glisan St at NW 14th Ave and NW 15th Ave.
1 inch = 30 feet
E V
To I-405 NB To Ave NW 15th Ave NW 14th
A
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T
5
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W N
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G L I S A N
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E T
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H 5
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R N A M P BUS BIKE
NW GLISAN ST WB-67
NW Glisan St
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PEARL DISTRICT ACCESS AND CIRCULATION PLAN 41 NW 12th Avenue NW 12th Ave is classified as a City Bikeway, and as Local Service Figure 38. Existing operations on NW 12th Ave for other modes. It is unique in the Pearl District because it is one-way for only two blocks, northbound from W Burnside St to NW Davis St (Figure 38). North of NW Davis St it is two-way. During the planning process, stakeholders expressed the desire to extend two-way operations to W Burnside St to improve
local circulation and provide another street for bicyclists and NW Davis St motorists destined for Burnside and downtown.
W Burnside St is a Major City Traffic Street, and therefore has signal priority (i.e., there is more “green time” for east-west traffic in this corridor). In order to prevent traffic disruptions on Burnside, a limited amount of green time can be given to north- south traffic. The high volume of pedestrians typically crossing Burnside at this location would also reduce the ability of traffic to clear the intersection. NW Couch St
NW 13th Ave NW 13th Ave NW 11th
W Burnside St
SW Stark St
NN
42 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Due to the small number of vehicles that could typically Figure 39. Recommended operations on NW 12th Ave utilize a two-way NW 12th Ave to access Burnside and the cost associated with re-configuring the traffic signal at this intersection, it is recommended not to extend two-way operations on 12th to Burnside. Perhaps as part of a re- configured Burnside/Couch (for example, as a one-way couplet) it may be feasible to extend two-way operations to Burnside. NW Davis St The recommendation for this plan extends the two way system one block south to NW Couch St (Figure 39). Benefits include:
• Improving access for bicyclists traveling south on NW New two- 12th Ave to destinations on NW Couch St (i.e., Whole way Foods, Powell’s) • Increased access to and from the parking garage serving the Brewery Blocks • Relatively easy and inexpensive to implement NW Couch St • No significant negative impacts on motor vehicle flow NW 13th Ave NW 13th Ave NW 11th
W Burnside St
SW Stark St
N
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 43 NW Pettygrove Street These cross sections were developed for NW Pettygrove St Figure 40. NW Pettygrove St Option A from NW 11th Ave to NW 15th Ave. The goal was to create a “green street” connecting The Fields Park with Wallace Park. Wide sidewalks and large street trees will be prominent features, and stormwater facilities will capture and treat runoff from the entire street. The primary difference between the options is the amount of on-street parking. Option A provides three parking stalls on each block face, Option B provides 4, and Option C has no on-street parking.
On January 25, 2012, City Council adopted Ordinance # 185122, adding these designs to the River District Right-of-Way Standards. They will be implemented as properties redevelop. Developers will choose among the three options.
44 PEARL DISTRICT ACCESS AND CIRCULATION PLAN Pettygrove Improve.dgn 11/22/2011 3:32:22 PM Figure 41. NW Pettygrove St Option B Figure 42. NW Pettygrove St Option C
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 45 Pettygrove Improve.dgn 11/22/2011 3:31:35 PM Pettygrove Improve.dgn 11/22/2011 3:31:01 PM Action Items and Project List
No. Type Location Description Timeline Install more bicycle infrastructure, parking and bicycle 1 Bicycle infrastructure Throughout District sharing opportunities, enhanced crossings, markings Ongoing and wayfinding signage. Explore options for providing additional on-street bicycle 2 Bicycle Parking Throughout District Near term, 1-5 years parking at key intersections Work to lower speed limits on Naito, 14th Ave to 30 NW Naito, 14th Ave, Everett, 3 mph or less, and Everett, Glisan and Lovejoy to 20mph Near term, 1-5 years Circulation Glisan and Lovejoy Streets (“business district” designation). Convert 12th Avenue between Couch and Davis two-way 4 Circulation NW 12th Ave Near term, 1-5 years to enhance bicycle and vehicle access in the area. With major changes to Burnside, study extending 12th 5 Circulation NW 12th Ave Long term, 6-10 years as a two-way street to Burnside. Develop new right-of-way standards for Pettygrove. Standards adopted; NW Pettygrove Street, 6 Cross section improvement Work to improve the block under I-405 to provide implementation Fields Park to I-405 features consistent with the new standards. ongoing Create 2-stage left turn at 14th and improve auto/bike 7 Cross section improvement NW Glisan at 14th and 15th Near term, 1-5 years conflicts at 15th/I-405 ramp Broadway Bridge ramp, 8 Cross section improvement Add a buffer to existing southbound bike lane Near term, 1-5 years Lovejoy to Hoyt NW Hoyt St, 9th to 9 Cross section improvement Convert center turn lane to two bike lanes Near term, 1-5 years Broadway 10 Cross section improvement North Park Blocks Add buffered bike lanes Near term, 1-5 years Install left turn bike box, curb extension, enhanced bike 11 Cross section improvement NW Glisan at 14th/15th Near term, 1-5 years lane 12 Cross section improvement NW 14th at Everett Install curb extension/enhanced bike lane Near term, 1-5 years NW 15th Ave, Hoyt to 13 Cross section improvement Re-stripe to add pedestrian buffer on west side Near term, 1-5 years Savier Add on street parking (north side) and bike lanes 14 Cross section improvement NW Naito, 9th to 15th Near term, 1-5 years (Option A)
46 PEARL DISTRICT ACCESS AND CIRCULATION PLAN No. Type Location Description Timeline 15 Cross section improvement NW Naito, 9th to 15th West side sidewalk and crossing treatments (Option B) Long term, 6-10 years* If semi-diverter decreases auto traffic, consider adjusting stop signs on Marshall, to facilitate bicycle 16 Crossing improvement NW Marshall Street Near term, ongoing travel, provided it does not lead to significant additional traffic and is safe and convenient for pedestrians. 17 Crossing improvement NW Couch/Broadway Install traffic signal Near term, 1-5 years 18 Crossing improvement NW Couch/11th Install traffic signal Near term, 1-5 years 19 Crossing improvement NW 13th/Everett Install traffic signal Near term, 1-5 years 20 Crossing improvement NW 13th/Glisan Install traffic signal Near term, 1-5 years 21 Crossing improvement NW Couch/10th Install traffic signal Near term, 1-5 years 22 Crossing improvement NW Couch/12th Install traffic signal Near term, 1-5 years 23 Crossing improvement NW Park/8th and Burnside Install traffic signal Near term, 1-5 years 24 Crossing improvement NW Flanders/Broadway Install traffic signal Near term, 1-5 years 25 Crossing improvement NW14th/Johnson Install curb extension/rapid flash beacon Near term, 1-5 years 26 Crossing improvement NW 14th/Marshall Install curb extension/rapid flash beacon Near term, 1-5 years 27 Crossing improvement NW 14th/Pettygrove Install curb extension/rapid flash beacon Near term, 1-5 years 28 Crossing improvement NW 14th/Raleigh Install curb extension/rapid flash beacon Near term, 1-5 years 29 Crossing improvement NW Couch at I-405 Install curb extensions, new traffic signals, new lighting Near term, 1-5 years Monitor traffic volumes and construct pedestrian 30 Crossing improvement NW Overton, 9th-15th Ongoing crossing improvements as warranted 31 Crossing improvement NW 9th/Glisan Install traffic signal Long term, 6-10 years 32 Crossing improvement NW 8th/Glisan Install traffic signal Long term, 6-10 years 33 Crossing improvement NW 9th/Everett Install traffic signal Long term, 6-10 years 34 Crossing improvement NW Park/Everett Install traffic signal Long term, 6-10 years 35 Crossing improvement NW Northrup/11th Install traffic signal Long term, 6-10 years * This option could be constructed concurrent with Centennial Mills redevelopment)
PEARL DISTRICT ACCESS AND CIRCULATION PLAN 47 Action Items and Project List
No. Type Location Description Timeline 36 Crossing improvement NW Northrup/12th Install traffic signal Long term, 6-10 years 37 Crossing improvement NW Northrup/13th Install traffic signal Long term, 6-10 years 38 Crossing improvement NW Northrup/14th Install traffic signal Long term, 6-10 years 39 Crossing improvement NW Northrup/15th Install traffic signal Long term, 6-10 years 40 Crossing improvement NW Northrup/16th Install traffic signal Long term, 6-10 years 41 Crossing improvement NW Flanders over freeway Construct new bike/ped bridge across I-405 Long term, 6-10 years Strive to allocate funding for recommended 42 Funding Throughout District improvements as they approach their implementation Ongoing timeline or as needed given actual conditions. 43 Maintenance NW Kearney, Marshall Maintain and enhance cobblestone blocks. Near term, ongoing Remove rail spurs at intersections with major bikeways: 44 Maintenance NW 12th Ave, NW 15th Ave Near term, 1-5 years Flanders, Johnson, Marshall, Pettygrove, Raleigh 45 Maintenance NW 12th Ave, NW 15th Ave Remove remaining rail on 12th and 15th Avenues. Long term, 6-10 years Test new on street parking arrangements, including: remove striping to increase the number of spaces; 46 Parking Throughout District Near term, 1-5 years explore new technologies to better manage the supply and provide better information to users.
Increase on street parking along NW 15th Avenue (in 47 Parking NW 15th Ave full blocks on west side between Lovejoy/Marshall, Near term, 1-5 years Pettygrove/Quimby, and in half blocks elsewhere). Redesign streets crossing the Park Blocks with special Davis, Flanders at North 48 Special street design designs and traffic calming to enhance the pedestrian Long term, 6-10 years Park Blocks environment and complement the function of the park. North Pearl and NW 14th Increase accessibility north of Lovejoy, along 14th 49 Transit Long term, 6-10 years Avenue Avenue via additional transit lines and stops. Improve service over time: number of lines, frequency of 50 Transit Throughout District Long term, ongoing service, quality of stops 51 TSP Classification changes Throughout District Recommend new street classifications with TSP update 2013
48 PEARL DISTRICT ACCESS AND CIRCULATION PLAN PEARL DISTRICT ACCESS AND CIRCULATION PLAN 49 RBSOLUTION No. & ffi $ å$ ffi fu¿&sff*¡ll;üxJ
Adopt the recomrnendatior"rs in the Pcarl District Access and Circulation Plan (Resolution)
WHEREAS, on December 5, 2008, by Ordinance No. 182319 and Resolution No. 3ó642, the City Council adopted the North Pearl District Plan, building upon previously adopted plans including the 1998 River District Urban Renewal Plan and the 2001 Pearl District Development Plan; and
WHEREAS, the 2001 Pearl District Devcloprnent Plan anticipates 11,000 aclditional residcnts and 12,000 additionaljobs in the Pearl District; and
WHEREAS, the Pearl District Access and Circulation Plan will contribute to the goals of the North Pearl District Plan and tlie Portland Plan in advancing sustainable conrmunities and the increasecl use of walkirrg, cycling, carpooling and using transit to access and travel withirr the district; and
WHEREAS, the Pearl District Access and Circulation PIan was developecl by the City of'Portland Bureau of Trausportation in cooperatiorr with other City bureaus and with participation fì'on-l property owllers, business persons and other interested citizens; and
WHEREAS, extensive public iuvolvement has included fourteen Stakeholder Advisory Cornrnittee meetings, two open houses, ancl involvement of ncighborhood and community associations; and
V/HEREAS, the Pearl District Access and Circulation Plan supports access for pedestrians by enhancing pedestrian crossiugs and bicyclists by developing and cornpleting bicycle facilities on designated bikeways within and to activity centers, consistent with the Portland Bicycle Plan for 2030; and
WHEREAS, the Pearl District Access ancl Circulation Plan supporls access f'or automobiles and truck traffic by rnaintaining access to regional transportation and fì'eight facilities, and by reducir-rg potential conflicts between tt'ucks, autos, bicycles, and pedestrians at interchanges with regional fàcilities and city streets; and
WHEREAS, the Pearl District Access and Circulation Plan outlines a list of long-tenn and short term transportation projects to support the continued development of the Pearl District neighborhood; and
WHEREAS, the Pearl District Access and Circulation Plan prioritizes the projects to lielp city staff ancl stakeholders f'ocus their efforts el'fectively; and
WFIEREAS, continued developrnent of tlie Pearl District is a high priority ftrr the City of Portland;
NOW, THEIIEFORE, BE lT RESOLVED, that the City of Portland adopts the recommendations of the Pearl District Access and Circulation Plan as Non-Binding City Policy attached as Exhibit A; and 3 6 93 2
BE IT FURTHER RESOLVED, that the Pearl District Access and Circulation Plan will guide the development of transportation infrastructure in the Pearl District neighborhood; and
BE IT FURTHER RESOLVED, that the City Council directs city staff to continue to work with district stakeholders to guide the funding of projects in the Plan; and
BE IT FURTHER RESOLVED, that the City Council directs city staff to update the Transportation System Plan and the River District Right-oÊWay Standards to include the projects and priorities of the Pearl District Access and Circulation Plan; and
BE IT FURTHER RESOLVED, that the City Council directs city staff to make irnplementation of the projects a high priority and to collaborate with district stakeholders to implement the projects; and
BE IT FURTHER RESOLVED, that as the frrst implernenting action City Council directs the Portland Bureau of Transportation to install seven traffic signals in priority locations identified in Figure 10, Recommended Traffic Circulation and Control, to improve access and safety in the plan area; and
BE IT FURTHER RESOLVED, that the City Council gratefully acknowledges both the excellent work and dedication of the Stakeholder Advisory Committee, the Pearl District Neighborhood Association, the Pearl District Neighborhood Association, and participating community members.
Adopted by the Council, JUN I g Z0lz LaVonne Griffin-Valade AUDITOR OF THE CITY OF PORTLAND Mayor Sam Adams By Prepared by: Mauricio Leclerc: JF Date Prepared: May 31,2012 Deputy J í''' 6 7r ' ''
6 I {:,{mendod RESå'Liiñäii *o. I il I Title Adopt the recommendations in the Pearl District Access and Circulation Plan (Resolution)
INTRODUCED BY CLERK USE: DATE FILED Commissioner/Auditor: MAYOR SAM ADAMS
COMMISSIONER APPROVAL LaVonne Griffin-Valade Auditor of the City of Portland Mavor-Finance and Administration - Adams I Position 1/Uiilities - Fritz f
Position 2Mlorks - Fish By: Deputy Position SAffairs - SalÞman
Position zVSafetv - Leonard ACTION TAKEN:
BUREAU APPROVAL Bureau: Bureau of Transportation Division Manager: Paul Smith Other: Prepared by: Mauricio Leclerc:JF. . t oatä Prepaied: June 1,2012 ¡^t- Financial Impact & Public I nvolvement' Statement Completed X Amends Budget n Not Required I Portland Policv Document lf "Yes" requires óity Policyparagraph stated
V$"Tif" No I J Council Meetino Date June 13, 2012-
City Attorney Approval
AGENDA FOUR-FIFTHS AGENDA COMMISSIONERS VOTED AS FOLLOWS: TIME CERTAIN X Start time: 10:30 YEAS NAYS L Fntz 1. Fritz Totalamount of time needed:45 minutes (for presentation, testimony and discussion) 2. Fish lFish
GoNSENT E 3. Saltzman 3. SalÞman
REGULAR X 4. Leonard 4. Leonard Totalamount of time needed: (for presentation, testimony and discussion) Adams Adams