McCaleb, Iris
From: Birdshill CPO/NA
Birdshill CPO / NA (BHCN) located within the Lake Oswego Urban Growth Management Area (LO_UGMA) in NE quadrant, of Lake Oswego (LO) Oregon (OR), Co-Chair 2016-2017 Charles Ormsby (Skip) transmits rapidly compiled documents relative to congestion and transit service on OR43 (State Street in LO). Lake Oswego is likely to impose its will upon
LU 17-0075 EXHIBIT G-2/PAGE1 1 OF 54 the OR43 corridor and Metro region with impunity by ignoring all attributes of bus routes servicing existing Transit Center Lake Oswego until a time after the North Anchor project is built. Construction of North Anchor buildings precludes constraint bottle neck relief that has become feasible for first time since 1970. Links below provide access to website(s) and documents along with attached documents.
2018 Jan 02 Tuesday 14:00 U [ 2:00 PM PT]
Charles B. Ormsby (Skip) Co-Chair Birdshill CPO / NA 2016 – 2017 A joint Clackamas County Community Planning Organization (CPO) and City of Lake Oswego Oregon Neighborhood Association (NA) Phn: 503.636.4483 Residence E-mail: [email protected] Background Info wrt Birdshill CPO / NA See: 2012 Sep BH PAKT BH Statistics Post: BH Cntr Concepts, Site: BH Cntr Smry
Multiple people associated with management of roads and traffic in OR43 Corridor and Lake Oswego.
1.00 – Include as public testimony for WO-172 – North Anchor and LU 17-0075 – OR43 Setbacks 1.01 – Forward As you see fit
Subject: BHCN Request of 45 day suspension WO-172, LU 17-0075
Good Afternoon:
City of Lake Oswego (LOCC) is forecasted to approve to projects at a meeting this evening 2018 Jan 02 Tuesday 6:30 PM PT. Links to documents and reports Link LOCC Webpage : LOCC_Mtng_LORA_018_2018_Jan_02_Tue_18:30_U
Link Agenda Interactive: AGIN_LOCC_2018_Jan_02_Tue_18:30 U
Item 10.1: Hearing on LU_17-0075 - OR43 (State St) Setbacks
Council Report: 2017_Dec_LOPL_CNRP_LU_17-0075_(Ordn 2768)
Size: 1,200 kb, Page(s): 39
Item 16: Hearing on WO_172 - North Anchor (LORA Rslt 18-02)
Council Report: 2017_Dec_LOCM_CNRP_WO_172_(Rslt_18-02)
Size: 17,000 kb, Page(s): 103
Lake Oswego City Council actions on agenda items 10.1 and LU 17-0075 EXHIBIT G-2/PAGE2 2 OF 54 16, will preclude consideration of constraint relief at the intersection of OR43 (State St) (LO) / B Ave at ODOT Mile Point 6.04. Until after the North Anchor Project – a “boutique hotel with conjoined age restricted apartments” is built.
Construction of this project precludes as currently configured an inclusion of a large corner turn radius to facilitate standard 40 ft TriMet buses and evolving specifications for both electric battery buses of 40ft (standard) and 60ft (articulated) sizes.
City of Lake Oswego mayor, council members, engineers, planners and City Manager have not communicated let alone coordinated with their counterparts in any government entity at the municipal, county, OR43 corridor, regional, state and federal levels. On any aspect or potential ramifications of the North Anchor renewal project at OR43 / B Ave to OR43 congestion mitigation or relief. This includes partners in the recently approved Stafford IGA. What does exclusion mean for future coordination let alone cooperation.
Further groups like neighborhoods when providing public testimony in regards to the project, public discussion schedule and bus movements have been systematically put down and put in their place and treated as uniformed wastewater flotsam at best. Communication is abysmal and on a level of systematic disdain.
This morning I spoke with Shirley Block, President and Business Representative of Amalgamated Transit Union Divison 757. In that phone conversation she reported to me that bus drivers are only brought when problems arise with a bus route if at all. Drivers are seldom if ever brought forth in the early project planning stages. Her recommendation for bus planning routing is to have existing bus routes, with respect to project sites and constraints be evaluated by both drivers and training supervisors. She is aware of issues of accessing the Transit Center Lake Oswego (TCLO) via Line 35 – Macadam / Greeley buses from OR43 both northbound to Portland Transit Mall (PTTM) originating at Transit Center Oregon City via West Linn through the TCLO. AND primarily southbound from Portland Transit Mall to the TCLO. Significant concerns for bus safety at OR43 / B Av have not been systematically compiled, visualized, identified, labeled, delineated, described, defined or publicly discussed since start of TCLO operations circa 1984 January – 34 years ago in the past.
Perchance, I ask when might this be done? Likely never if it interferes in any way shape or form with the current and undisclosed planning – construction schedule of the North Anchor project.
This inclusion of bus drivers evaluating traffic circulation of present TriMet buses and any articulated buses in the near future needs
LU 17-0075 EXHIBIT G-2/PAGE3 3 OF 54 to be, in my opinion, done immediately by suspending the North Anchor project approval (WO-172) and OR43 Setbacks (LU 17-0075) for a minimum of 45 to 90 days. Much as is being done with the Tryon Creek Wastewater Treatment Plant alternatives study being conducted through the City Managers Office, cost $150,000. Date of start of 90 day suspension circa 2017 October.
Please state in writing the clear and objective criteria with reference to all laws, administrative rules, policies and agreements (LARPA) why a 45 day suspension cannot take place. Comments should include sources including but not limited to the Lake Oswego City Attorney, in conjunction with the City Manager, City Engineer, and Director of Planning and Council members. Prior to conducting likely votes of approval this evening of 2018 Jan 02 Tuesday 6:30 PM PT, under agenda items 10.1 and 16. To commence the North Anchor Project along with OR43 Setbacks.
Questions, or comments, appreciated please call Charles Ormsby (Skip) most any time. Phone 503.636.4483 or Email: [email protected]..
Thanks
Skip
Charles B. Ormsby (Skip) Birdshill CPO / NA, Co-Chair 2016 – 2017 A Joint Clackamas County Community Planning Organization City of Lake Oswego Oregon Neighborhood Association (NA) Locale (Centroid = Approximate Geographic Center) See: G_CC_BHCN-Underhill Rd / Midvale Rd (Street + Images) See: A_CC_BHCN-Underhill Rd / Midvale Rd (Topo) Clackamas County & Lake Oswego UGMA 170 SW Birdshill Road Portland Oregon 97219-8502 Phn: 503.636.4483 Residence E-mail: [email protected] Note Prep time of this email with research = 15.0 hours.
LU 17-0075 EXHIBIT G-2/PAGE4 4 OF 54
Infographic (INGF or IGPA): Time Tolling of TriMet Transit Riders for LO North Anchor (LNAP) Project Date Rels: 2018 Jan 01 Monday 23:00 U [11:00 PM PT] Date Anot: 2018 Jan 01 Monday 23:00 U [11:00 PM PT] Inert Link Label: 2018_Jan_BH_IGPA_Time_Toll_LNAP Post: BH Ingf OR43 A Site: BHCN Infographics Problem(s): City of Lake Oswego Project(s) (LO) Lake Oswego (LO) projects to the right fail to correct Case File: WO_172 – North Anchor Site (Redevelopment) Boutique hotel with conjoined age restricted apartments constrained intersection of OR43 (State St) / B Av in LORA = Lake Oswego Redevelopment Agency (LO) that has impeded TriMet bus movements since aka Lake Oswego City Council (LOCC) 1984 if not 1970. Bus riders in 2018 and forward will Case File: LU_17-0075 – OR43 Setbacks Special State Street setback provisions to enable “Boutique hotel” be subject to delays thus discouraging transit use. LOPL = Lake Oswego Planning Department 1970 Jan (circa) = Begin of TriMet operations (TriMet_History) Contrast with NACTO Design Guides: 1984 Jan (circa) = Begin of Transit Center LO operations (TCLO_wkpd) Discourage video : 2017_Jun_STFM_AVRT_Truck (60 sec)
MP_nn.00 = ODOT Road way Mile Points, See Hwy_Locale_wkpd CRef 03: (MTRO): 2018_ZEv_MTRO_RTP WSL = Willamette Shore Line (WSL_wkpd) CRef 04: (MTRO): 2014_Sep_MTRO_RTP WDBL = Willsburg District Branch Line (Opr: PWRR / Own: UPRR) CRef 05: (MTRO): 2009_Jul_MTRO_Plan_HCT_Plan, (MT_RSLT_2009-4052) CRef 06: (TMET): 2010_Jul_REPT_TMET_Bus_Stop_Gd TriMet Bus Fleet Change
LUPage 17-00751 of 1 Produce File: IGPA_BHCN_OR43B_Tm_EXHIBIT G-2/PAGEToll_LNAP_2018_01Jan_01Mo_2300U.doc 5 OF 54 Status: Release BHCN – Infographic Release File: IGPA_BHCN_OR43B_Tm_Toll_LNAP_2018_01Jan_01Mo_2300U.pdf Date: 2018 Jan 01 Monday
LU 17-0075 EXHIBIT G-2/PAGE 6 OF 54
Infographic (INGF or IGPA): Configuration – OR43 (MP_06.04) / B Av, (1987-2017) <(State St / B Av) [Lake Oswego (LO)]> Date Rels: 2018 Jan 01 Monday 22:00 U [10:00 PM PT] Date Anot: 2018 Jan 01 Monday 22:00 U [10:00 PM PT] Inert Link Label: 2018_Jan_BH_IGPA_OR43B_1987_2017 Post: BH Ingf OR43 A Site: BHCN Infographics View NW: PAST – 1998 ??? Date: 1998 ???
Link BHCN: Imag LLIB 6002 / 7238 OR43 / B Av View NW (1998)
View West: PRESENT – 2017 Sep Date: 2017 Sep
Link BHCN: 501 N State Street, Lake Oswego OR 97034 (2017 Sep) See: 2017 Dec TMET BREF Fleet Strategy 3. See: 2018_Jan_BH_IGPA_NACTO_OR43_B_Av View NW: Future Proposed – 2019(?) Forward Date: 2017 Oct 17 Tue 15:00 U ( 3:00 PM PT) Locale: OR43 (MP_06.04) (State St) / B Ave View NW See: G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street + Images) See: A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo) Source: BHCN Edited presentation packet, See: 2017_Oct_LNAP_PPDA_S05F35 (Sheet 05 of 35) Post: BH Kn WO_172_NAchor_PS01 (Subpage Plan Set 01s) Page: BH Kn WO_172_North_Anchor Site: BH Knw LOWO Projects Source: Lake Oswego City Council (LOCC) Meeting Page: LOCC_Mtng_LORA_001_2017_Oct_17_Tue_15:00_U AGIN: AGIN_LOCC_2017_Oct_17_Tue_15:00 U (Interactive Agenda) Item: 6.0 – Study Session, 6.1 North Anchor Project Design
Boutique hotel with conjoined age restricted apartments Council Report: 2017_OCT_LOCM_CNRP_North_Anchor (LNAP) Source: Lake Oswego City Council (LOCC) Archive (Discourage transit riders as residents in downtown LO) See video : 2017_Jun_STFM_AVRT_Truck (Time 60 sec)
Date: 1987 Nov 18 Wed ??:00 U
Link BHCN: Imag LLIB 6558 / 7831 OR43 Aerial View NE (1987 Nov 18 Wed) 3. 2018_Jan_BH_IGPA_OR43_Turn_Radii_DnB Source: Lake Oswego Library Historical Photo Collection (LLIB_HsPhoto)
LUPage 17-00751 of 1 Produce File: IGPA_BHCN_OR43B_1987EXHIBIT G-2/PAGE_2017_2018_01Jan_01Mo_2200U.doc 7 OF 54 Status: Release BHCN – Infographic Release File: IGPA_BHCN_OR43B_1987_2017_2018_01Jan_01Mo_2200U.pdf Date: 2018 Jan 01 Monday
LU 17-0075 EXHIBIT G-2/PAGE 8 OF 54
Infographic (INGF or IGPA): Contrast Turn Radii – OR43 (MP_05.86) / D Av and OR43 (MP_06.04) / B Av <(State St) LO> Date Rels: 2018 Jan 01 Monday 21:00 U [ 9:00 PM PT] Date Anot: 2018 Jan 01 Monday 21:00 U [ 9:00 PM PT] Inert Link Label: 2018_Jan_BH_IGPA_OR43_Turn_Radii_DnB Post: BH Ingf OR43 A Site: BHCN Infographics View: OR43 (State St) / B Av at MP_06.04 to Terwilliger Bv at MP_05.74, NE Aerial View – 1987 Nov 18 Wed ??:00 U
Date: 1987 Nov 18 Wed ??:00 U
Link BHCN: Imag LLIB 6558 / 7831 OR43 Aerial View NE (1987 Nov 18 Wed) Source: Lake Oswego Library Historical Photo Collection (LLIB_HsPhoto)
View NW: Aerial View – 1987 Nov 18 Wed ??:00 U Large Radius Corner Turn at D Av See: G_LO_FAnFH-OR43 (MP_05.86) / D Av (Street + Images) See: A_LO_FAnFH-OR43 (MP_08.86) / D Av (Topo) Date: 1987 Nov 18 Wed ??:00 U
Questions for NW corner of OR43 (State St) MP_05.86 / D Av: 1. What were the conditions / attributes of OR43 / D Av prior to State Street rejuvenation circa 1987? 2. Who paid for the rejuvenation of State St circa 1987? Link BHCN: Imag LLIB 6558 / 7831 OR43 Aerial View NE (1987 Nov 18 Wed) 3. Why was large radius turn designed into OR43 at D Av? Source: Lake Oswego Library Historical Photo Collection (LLIB_HsPhoto)
View West: Aerial View – 1987 Nov 18 Wed ??:00 U Short Radius Corner Turn at B Av See: G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street + Images) See: A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo) Date: 1987 Nov 18 Wed ??:00 U
Link BHCN: Imag LLIB 6558 / 7831 OR43 Aerial View NE (1987 Nov 18 Wed) 3. What notice and input from TriMet planners, and drivers has Source: Lake Oswego Library Historical Photo Collection (LLIB_HsPhoto) taken place since 2016? Date Lake Oswego acquired property. CRef: See: 2018_Jan_BH_IGPA_NACTO_OR43_B_Av 4. What criteria prohibits a large radius turn at OR43 / B Ave, to TriMet Bus Fleet Change
LUPage 17-00751 of 1 Produce File: IGPA_BHCN_OR43_Radii_EXHIBIT G-2/PAGED_B_2018_01Jan_01Mo_2100U.doc 9 OF 54 Status: Release BHCN – Infographic Release File: IGPA_BHCN_OR43_Radii_D_B_2018_01Jan_01Mo_2100U.pdf Date: 2018 Jan 01 Monday
LU 17-0075 EXHIBIT G-2/PAGE 10 OF 54
Infographic (INGF or IGPA): NACTO – Transit Street Design Guide, Extract Bus Turn Radii For OR43 MP_06.04 / B Av Date Rels: 2018 Jan 01 Monday 20:00 U [ 8:00 PM PT] Date Anot: 2018 Jan 01 Monday 20:00 U [ 8:00 PM PT] Inert Link Label: 2018_Jan_BH_IGPA_NACTO_OR43_B_Av Post: BH Ingf OR43 A Site: BHCN Infographics 1.00. Title: Transit Street Design Guide Source: NACTO = National Association of City Transit Officials Doc access, Visit: NACTO_DG_Trnst_St Doc purchase; Visit: Island_Press_NACTO_DG_Trnst_St Date Doc ….: 2016 Apr Format – Hardcover: ISBN: 9781610917476, Cost: $50 (2018) Format – E-book …: ISBN: 9781610917490, Cost: $49.99 (2018) Page(s): 260, Illustrations: 70 Note: 1. PBOT = Portland Bureau of Transportation is a member of NACTO
Abstract of Cross References (CREF) 1.01. CREF:
Image 01: NACTO – Bus negotiating short turn radius intersection, akin to TriMet Bus on Line 35 – Macadam / Greeley at OR43 (MP_06.04) (State St) / B Av 1.01. Locale: New York NY
OR43 (MP_06.04) (State St) / B Av See: G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street) See: A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo) GMDM: 45°25'13.9"N 122°39'45.5"W, Elev: 110 ft ASL GMDD: 45.420531, -122.662636, Nbhd: FAFH / LNLS / LOGV GMap max: 500 North State Street, Lake Oswego (max res) G Map cord link: 45.420531, -122.662636
NOTE 1: Bus crosses over center line of street
NOTE 2: Source: Car attempts to avoid turning bus NACTO_DG_Transit_Isec_Design_Elements_Corner_Radii
LUPage 17-00751 of 2 Produce File: IGPA_BHCN_NACTO_DG_TrEXHIBIT G-2/PAGEan_OR43B_2018_01Jan_01Mo_2000U.doc 11 OF 54 Status: Release BHCN – Infographic Release File: IGPA_BHCN_NACTO_DG_Tran_OR43B_2018_01Jan_01Mo_2000U.pdff Date: 2018 Jan 01 Monday
Image 02: NACTO Turn Radius of 40 ft bus, applied to NW Corner of OR43 (MP_06.04) (State St) / B Av (Existing 2018) 1.02. Locale: OR43 (MP_06.04) (State St) / B Av – View SW:
OR43 (MP_06.04) (State St) / B Av See: G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street) See: A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo) GMDM: 45°25'13.9"N 122°39'45.5"W, Elev: 110 ft ASL GMDD: 45.420531, -122.662636, Nbhd: FAFH / LNLS / LOGV GMap max: 500 North State Street, Lake Oswego (max res) G Map cord link: 45.420531, -122.662636
TriMet Stop ID at NW Corner State St / B Av See: TM_035_S_5506_N State & B Ave (TriMet SID)
Image BHCN: (Modified NACTO DG Transit) TriMet Stop ID at NE Corner State St / B Av Imag_NCBH_40ft_bus_Rt_Turn_2018_01Jan_01Mo_1400U See: TM_035_N_5505_N State & B Ave (TriMet SID) Source: NACTO_DG_Transit_IIntersections_Turn_Radii
Image 03: NACTO Turn Radius of 60 ft bus, applied to NW Corner of OR43 (MP_06.04) (State St) / B Av [Contemplated 2018-2024, TMET(Fleet Strategy)] 1.03. Locale: OR43 (MP_06.04) (State St) / B Av – View NE: TriMet Stop ID at NE Corner State St / B Av See: TM_035_N_5505_N State & B Ave (TriMet SID)
TriMet Stop ID at NW Corner State St / B Av See: TM_035_S_5506_N State & B Ave (TriMet SID)
OR43 (MP_06.04) (State St) / B Av See: G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street) See: A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo) GMDM: 45°25'13.9"N 122°39'45.5"W, Elev: 110 ft ASL GMDD: 45.420531, -122.662636, Nbhd: FAFH / LNLS / LOGV Image BHCN: (Modified NACTO DG Transit) GMap max: 500 North State Street, Lake Oswego (max res) Imag_NCBH_60ft_bus_Rt_Turn_2018_01Jan_01Mo_1400U G Map cord link: 45.420531, -122.662636 Source: NACTO_DG_Transit_IIntersections_Turn_Radii TriMet Briefing: 2017 Dec TMET BREF Fleet Strategy
Image 04: NACTO Turn Radius Effective Turn Radius, applied to NW Corner of OR43 (MP_06.04) (State St) / B Av 1.04. Locale: OR43 (MP_06.04) (State St) / B Av – View Plan OR43 (MP_06.04) (State St) / B Av See: G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street) See: A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo) GMDM: 45°25'13.9"N 122°39'45.5"W, Elev: 110 ft ASL GMDD: 45.420531, -122.662636, Nbhd: FAFH / LNLS / LOGV GMap max: 500 North State Street, Lake Oswego (max res) G Map cord link: 45.420531, -122.662636
TriMet Stop ID at NE Corner State St / B Av See: TM_035_N_5505_N State & B Ave (TriMet SID)
TriMet Stop ID at NW Corner State St / B Av Image BHCN: (Modified NACTO DG Transit) See: TM_035_S_5506_N State & B Ave (TriMet SID) Imag_NCBH_60ft_bus_Rt_Turn_2018_01Jan_01Mo_1400U Source: NACTO_DG_Transit_IIntersections_Turn_Radii
LUPage 17-00752 of 2 Produce File: IGPA_BHCN_NACTO_DG_TrEXHIBIT G-2/PAGEan_OR43B_2018_01Jan_01Mo_2000U.doc 12 OF 54 Status: Release BHCN – Infographic Release File: IGPA_BHCN_NACTO_DG_Tran_OR43B_2018_01Jan_01Mo_2000U.pdff Date: 2018 Jan 01 Monday
Gmail - Unknown Impacts to OR43 due to City LO Case LU 17-0075 https://mail.google.com/mail/u/0/?ui=2&ik=0e9f2fd092&jsver=1QCYKm...
Birdshill CPO/NA
Unknown Impacts to OR43 due to City LO Case LU 17-0075
Birdshill CPO/NA
2017 Dec 05 Tuesday 14:55 U (2:55 PM PT)
Charles Ormsby (Skip) Co-Chair Birdshill CPO / NA
ODOT / ORG1 = ODOT Region 1 Portland OR Metro TriMet LO Neighborhoods wrt OR43
Circa 13:45 U (1:45 PM PT) today 2017 Dec 05 Tuesday walked to mailbox and received a mail piece from the City of Lake Oswego.
Included was a public notice of Legislative Hearing before Lake Oswego Planning Commission (LOPC).
City of Lake Oswego Case File LU 17-0075 Case ID: LU 17-0075 Title ...... : Community Development Code Amendments to Special Street Setbacks and Review Procedures for North and South State Street Webpage: LU 17-0075
Date of hearing: 2017 Dec 11 Monday 18:30 U ( 6:30 PM PT)
Is this adequate time to formulate a response to a case file? Why is the response time so short? Why the need for speed?
Briefly I am extremely concerned with the movement of TriMet vehicles (40 ft / 42 ft standard transit buses) on following TriMet lines: 35 - Macadam / Greeley (TM_Bus_035_Macadam / Greeley) 36 - South Shore (TM_Bus_036_South_Shore) AND lack of coordination of gov bodies, along with administrative, planning and engineering disciplines in multiple government entities along with advisory bodies.
With respect to changes of Lake Oswego Municiple Code (LOC / LOCM) Article(s): LOC 50.04 ..... - Dimensional Standards LOC 50.04.002 - Special Street Setbacks LOC 50.07 ...... - Review and Approval Procedures LOC 50.07.003 - Review Procedures
Key attribute of vehicle movement concern is vehicle turn radius. Question(s): 1. Will proposed street setback provisions affect movement of TriMet buses through the mid line loop to access the Lake Oswego Transit Center? Locale Safeway block east side. 2. Will proposed street setback provisions affect ability LU 17-0075 EXHIBIT G-2/PAGE 13 OF 54
1 of 2 2018-01-02 11:28 Gmail - Unknown Impacts to OR43 due to City LO Case LU 17-0075 https://mail.google.com/mail/u/0/?ui=2&ik=0e9f2fd092&jsver=1QCYKm...
of TriMet bus drivers to SAFELY comply with published schedules during peak travel times? Especially in light of STA (Special Transportation Area) provisions for roadway congestion, evolving application of tolls on I-5 and I-205 and known physical constraints (ODOT report circa 1995). Plus changes to LOS (Level of Service) definitions by FHWA (Are LOS A-B-C-D-E still used?) as applied to NHS - National Highway System (OR43 south of A Ave). 3. How will proposed street setback provisions be vetted (disclosed), visualized, validated and verified (in the field) to insure understanding to a state of collaboration between all disciplines and TriMet drivers?
More questions to be addressed as formulated.
Along the affected roadway segment of OR43 aka State Street in Lake Oswego aka Riverside Drive in Clackamas and Multnomah Counties. Landmarks: Sellwood Bridge south to Marylhurst University.
Notable intersection: OR43 / B Av at ODOT mile MP_06.04 G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street + Images) A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo)
Notable project: WO_172_LORA - North Anchor
Just initial thoughts.
Thanks
Skip
Charles B. Ormsby (Skip) Birdshill CPO / NA, Co- Chair 2016 – 2017 A Joint Clackamas County Community Planning Organization City of Lake Oswego Oregon Neighborhood Association (NA) Locale (Centroid = Approximate Geographic Center) GMDM: 45°25'42.3"N 122°39'41.6"W, Elev: 200 ft ASL GMDD: 45.428405, -122.661563, Nbhd: BHCN (CCCI) (LNLS) GMap: G_CC-BHCN-170 SW Birdshill Rd ACME: A_CC-BHCN-170 SW Birdshill Rd Clackamas County & Lake Oswego UGMA 170 SW Birdshill Road Portland Oregon 97219-8502 Phn: 503.636.4483 Residence E- mail: [email protected] Web: Birdshill CPO / NA
LU 17-0075 EXHIBIT G-2/PAGE 14 OF 54
2 of 2 2018-01-02 11:28 From: Charles B. Ormsby (Skip), Birdshill Co-Chair (2016-2017)
2017 Dec 05 Tuesday 14:55 U (2:55 PM PT)
Unknown Impacts to OR43 due to City LO Case LU 17-0075
Charles Ormsby (Skip) Co-Chair Birdshill CPO / NA
ODOT / ORG1 = ODOT Region 1 Portland OR Metro TriMet LO Neighborhoods wrt OR43
Circa 13:45 U (1:45 PM PT) today 2017 Dec 05 Tuesday walked to mailbox and received a mail piece from the City of Lake Oswego.
Included was a public notice of Legislative Hearing before Lake Oswego Planning Commission (LOPC).
City of Lake Oswego Case File LU 17-0075 Case ID: LU 17-0075 Title ...... : Community Development Code Amendments to Special Street Setbacks and Review Procedures for North and South State Street Webpage: LU 17-0075
Date of hearing: 2017 Dec 11 Monday 18:30 U ( 6:30 PM PT)
Is this adequate time to formulate a response to a case file? Why is the response time so short? Why the need for speed?
Briefly I am extremely concerned with the movement of TriMet vehicles (40 ft / 42 ft standard transit buses) on following TriMet lines: 35 - Macadam / Greeley (TM_Bus_035_Macadam / Greeley) 36 - South Shore (TM_Bus_036_South_Shore) AND lack of coordination of gov bodies, along with administrative, planning and engineering disciplines in multiple government entities along with advisory bodies.
With respect to changes of Lake Oswego Municiple Code (LOC / LOCM) Article(s): LOC 50.04 ..... - Dimensional Standards LOC 50.04.002 - Special Street Setbacks LOC 50.07 ...... - Review and Approval Procedures LOC 50.07.003 - Review Procedures
LU 17-0075 EXHIBIT G-2/PAGE 15 OF 54
Key attribute of vehicle movement concern is vehicle turn radius. Question(s): 1. Will proposed street setback provisions affect movement of TriMet buses through the mid line loop to access the Lake Oswego Transit Center? Locale Safeway block east side. 2. Will proposed street setback provisions affect ability of TriMet bus drivers to SAFELY comply with published schedules during peak travel times? Especially in light of STA (Special Transportation Area) provisions for roadway congestion, evolving application of tolls on I-5 and I-205 and known physical constraints (ODOT report circa 1995). Plus changes to LOS (Level of Service) definitions by FHWA (Are LOS A-B-C-D-E still used?) as applied to NHS - National Highway System (OR43 south of A Ave). 3. How will proposed street setback provisions be vetted (disclosed), visualized, validated and verified (in the field) to insure understanding to a state of collaboration between all disciplines and TriMet drivers?
More questions to be addressed as formulated.
Along the affected roadway segment of OR43 aka State Street in Lake Oswego aka Riverside Drive in Clackamas and Multnomah Counties. Landmarks: Sellwood Bridge south to Marylhurst University.
Notable intersection: OR43 / B Av at ODOT mile MP_06.04 G_LO_FAnFH-OR43 (MP_06.04) / B Av (Street + Images) A_LO_FAnFH-OR43 (MP_06.04) / B Av (Topo)
Notable project: WO_172_LORA - North Anchor
Just initial thoughts.
Thanks
Skip
Charles B. Ormsby (Skip) Birdshill CPO / NA, Co-Chair 2016 – 2017 A Joint Clackamas County Community Planning Organization City of Lake Oswego Oregon Neighborhood Association (NA) Locale (Centroid = Approximate Geographic Center) GMDM: 45°25'42.3"N 122°39'41.6"W, Elev: 200 ft ASL GMDD: 45.428405, -122.661563, Nbhd: BHCN (CCCI) (LNLS) GMap: G_CC-BHCN-170 SW Birdshill Rd ACME: A_CC-BHCN-170 SW Birdshill Rd Clackamas County & Lake Oswego UGMA 170 SW Birdshill Road Portland Oregon 97219-8502 Phn: 503.636.4483 Residence E-mail: [email protected] Web: Birdshill CPO / NA
LU 17-0075 EXHIBIT G-2/PAGE 16 OF 54 Department of Transportation Region 1 Headquarters 123 NW Flanders Street Oregon Portland, Oregon 97209 Kate Brown, Governor (503) 731.8200 FAX (503) 731.8259
December 8, 2017
ODOT Case No: 8081
Attn: Scot Siegel, Lake Oswego Planning and Building Services Director
From: Marah Danielson, ODOT Senior Planner
Subject: LU 17-0075: Lake Oswego Special Street Setbacks Procedure
We have reviewed the City’s proposal to granting the city engineer authority to reduce the special street setback for state street- procedure. State St is a state highway facility and ODOT has permitting authority for this facility1 and an interest in assuring that the proposed legislative amendment is consistent with the identified function, capacity and performance standard of this facility.
This action would allow the City to vary from the cross section adopted in the Transportation System Plan to address particular site specific constraints relating to development. The decision should ensure consistency with the Transportation System Plan including TSP project #69 to construct a southbound right turn lane at State St/B Ave. To better address the characteristics of properties along State St and transportation needs, we recommend that the City program the TSP project #232 to do a Highway 43 Refinement Plan.
Thank you for providing ODOT the opportunity to participate in this land use review. If you have any questions regarding this matter, please contact me at 503.731.8258.
C: Avi Tayar, P.E., Katherine 'Katie' Bell, Jon Makler, ODOT Region 1 Planning
1 OAR 734-051 website: http://arcweb.sos.state.or.us/rules/OARS_700/OAR_734/734_051.html
LU 17-0075LU 17-0075 EXHIBITEXHIBIT G-2/PAGE F-1/PAGE 17 1 OF 154 LU 17-0075 EXHIBIT G-2/PAGE 18 OF 54 Fleet Strategy
Board Briefing December 13, 2017
Doug Kelsey Chief Operating Officer
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1 HB2017 – From Bill to Implementation
Key Fleet Considerations • Appropriate mix of… • service and capital • service types • diesel and electric • traditional and articulated • 4th operations center • Enhanced Transit Concept (ETC) partnership investments
…Great opportunity with complex delivery
LU 17-0075 EXHIBIT G-2/PAGE 20 OF 54
2 HB2017 “Ramp Up”
Five year ramp up of new service – fastest that supply of mechanics and bus maintenance facility availability will allow. Additional ~$30M/ year for service HB 2017 ≥2.1% growth/year Increment
Base Mechanics
FY2018 FY2019 FY2020 FY2021 FY2022 FY2023 Forecast Shortfall to Increment Shortfall to HB2017
…mechanics requirement of 50+ by FY2023 LU 17-0075 EXHIBIT G-2/PAGE 21 OF 54
3 Key Service Impacts
FY2019 - FY2023 only: • 11,500 additional weekly vehicle hours = +26% • 135 additional buses = +21% • 360 additional Bus Operators = +31% • 52 additional Bus Mechanics = +37%
Scenario may vary with options for articulated and/or electric buses
LU 17-0075 EXHIBIT G-2/PAGE 22 OF 54
4 Current Bus Facility Capacity & Growth
Yard Capacity After Current Maximum Yard Capacity During Powell Construction Yard Capacity Powell Construction Complete in 2024 Center St 290 290 290 328 Powell 240 180 (includes 60’ articulated buses)
Merlo 270 270 270
Totals 800 710 858
… Powell expansion helps … Temporary and long-term facility space strategy underway
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5 Buses and Facility Capacity Base, Increment and HB 2017 Need 4th 1,100 Need interim garage solution 1,000 950 955 923 929 908 900 847 HB 2017 800 788
Buses 733 713 Increment 700
600 Base
500 2017 2018 2019 2020 2021 2022 2023 2024 2025 Capacity for buses each period Bus parking capacity shortfall before HB2017 Additional buses for HB2017
LU 17-0075 Scenario projectionsEXHIBIT G-2/PAGE for 24all OF-40’ 54 bus fleet 6 “Ramp up” Service Concept
New Frequent Service Lines 16% New Lines (21 buses) Span - earlier & 14% later service (22 buses) 3% (No additional buses needed) More Frequency on existing lines Route Changes 38% 4% Capacity & (24 buses) (11 buses) Reliability 25% (30 buses)
LU 17-0075 EXHIBIT G-2/PAGE 25 OF 54
7 Electric Buses • TriMet electrification review in final stages • Range of economic scenarios • Range of fleet/operating scenarios • Initial takeaways include: • Slow Charge cheaper for capital and net costs • Facility space implications will add cost • Costs vary significantly across key scenarios • Battery improvements expected to extend operating range and add flexibility
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8 Bus Electrification
• Early Candidate lines: • Focusing on shorter, less frequent lines or express services that could be fully electrified with available technology (examples include Lines 16,62,73,87,99) • Next Steps: • Review results in detail • Refine cost assumptions and operating scenarios • Develop preferred approach and integrate with overall Fleet Strategy (Q1/2 2018)
LU 17-0075 EXHIBIT G-2/PAGE 27 OF 54
9 Articulated Buses – Why? • Overloaded trips need more capacity to carry more passengers • Avoiding customer pass-ups • Provide more capacity with less risk of bus bunching • Cost-effective per passenger with high-ridership trips • Drive more ridership • Improved customer experience … planning to add articulated buses to fleet within 3-4 years
…LU procurement 17-0075 strategyEXHIBIT to G-2/PAGEbe developed 28 OF 54
10 Candidate Lines • Timing: • At least 2 years • Individual lines need work at bus stops for access, which will impact timing and implementation • Top candidate lines: • 72 – Killingsworth/82nd Ave • 12 – Sandy/Barbur Blvd • 15 – Belmont/NW 23rd • 9 – Powell Blvd • 14 – Hawthorne (and Foster) • 94 – Pacific Hwy/Sherwood • Fleet impact: • Up to 128 articulated buses between FY2022-FY2025 • Facility implications (bay redesign, overall capacity) LU 17-0075 EXHIBIT G-2/PAGE 29 OF 54
11 Electric Articulated Buses?
• Electric buses • Battery-powered available from at least one manufacturer now and more are considering • Overhead-wire electric buses run in Seattle and San Francisco, but high capital cost • Hydrogen has long-term potential, but still too early
LU 17-0075 EXHIBIT G-2/PAGE 30 OF 54
12 Potential Enhancements: Year 1
• FY 2019 proposed service improvements • Electric buses running on pilot line LU 17-0075 EXHIBIT G-2/PAGE 31 OF 54 Potential Enhancements: Year 3
• More illustrative service improvements • Electric buses running on additional lines LU 17-0075 EXHIBIT •G-2/PAGEDivision 32 OFTransit 54 Project • Articulated buses on one other line Potential Enhancements: Year 5
• Even more illustrative service improvements • Electric buses running on multiple lines LU 17-0075 EXHIBIT• G-2/PAGEDivision 33 Transit OF 54 Project • Articulated buses on more lines LIFT Fleet Strategy • 268 LIFT cut-aways, with 5 more added this year • Opportunities to tailor fleet to need? • Facility implications • “Deadhead” increases as population moves • Current review of future demands
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16 Beyond HB2017 Light Rail and Commuter Rail Fleet Strategies
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17 Number of Light Rail Vehicles Over Time
180 Need to Replace Type 1’s + add 8 LRV’s for Red Line + ? future growth* 160 * Type 6 projection does not include any vehicles for Southwest Corridor operations 140
120
100
80
60
40
20
0 1986-1997 1998-2004 2005-2008 2009-2014 2015-2020 2021-? Type 1 Type 2 Type 3 Type 4 Type 5 Type 6 LU 17-0075 EXHIBIT G-2/PAGE 36 OF 54
18 Type I Light Rail Vehicles • Parts no longer available • 26 high-floor cars with no ADA access, so have to be connected to another car to make an accessible train
LU 17-0075 EXHIBIT G-2/PAGE…Time 37 OF 54 for replacement! 19 LRV Storage and Maintenance
Elmonica Yard - 54 LRVs Ruby Junction Yard - 85 LRVs
• Ruby Junction has no storage track, but has space to make room for vehicles needed for another project after Red Line • Elmonica has no space for expansion
LU 17-0075 EXHIBIT G-2/PAGE 38 OF 54
20 WES Commuter Rail
• Current fleet: • 4 DMU’s which began service in 2009 • 2 retrofitted historic RDC’s (originally built in 1953) • Retrofitting 2 more RDC cars for spares • No expansion anticipated
Diesel Multiple Unit (DMU) Refurbished cars for spares LU 17-0075 EXHIBIT G-2/PAGE 39 OF 54
21 Future Needs and Next Steps
• Bus garage – Near-term need, plus long-term addition • LIFT – Fleet mix and location needs deeper review • Light rail yard – Growth in demand, plus new projects • WES – Continue to maintain current fleet
Key Takeaway: HB2017 requires significant organizational (and partner) attention in the near term
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22 Thank You
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23 LU 17-0075 EXHIBIT G-2/PAGE 42 OF 54 Make public transit more convenient. We recommend:
• Community Groups partner with TriMet, Metro, Clackamas County and/or others to triple public transit ridership by 2025.
o Support TriMet outreach efforts to help local businesses provide transit passes to employees.
o Explore, develop and (if appropriate) test innovative on‐demand transit programs (see Page 6: Implementation).
• The City petition TriMet to construct additional bus shelters where needed (including upgrades to the Lake Oswego Transit Center on 4th Street) and increase the frequency of service on the primary Lake Oswego commuter bus (#35) to a minimum of 15‐minute headways during the weekdays.
• The City (with Lake Oswego Chamber of Commerce and other business groups) study the potential benefits of a demand‐responsive circulator or shuttle service, as proposed in the Lake Oswego Transportation System Plan.
• LOSD work with parents and Community Groups to facilitate at least one field trip (per school per year) via TriMet.
LU 17-0075 EXHIBIT G-2/PAGE 43 OF 54 Transit Actions ‐‐ Assumptions & Analysis Worksheet
Climate Action Assessment, Lake Oswego Climate Action Plan Proposed Climate Triple public transit ridership in ten years or less Action Timeframe Medium (with some short term and long term aspects) (near, medium, long term) Date June 24, 201 7 Submitted by (Name) Bob Sack
Criteria for Assessment: Climate Impact: GHG emission reduced by 17,105 tons over ten years Community Benefits: In addition to reduced GHG emissions, reduced traffic congestion . Financial Implications: Increasing public transit ridership is overall financially neutral. Compatibility with the Doubling bus ridership will require converting about 900 current single-vehicle Lake Oswego lifestyle: commuters into daily TriMet bus commuters. Implementation Issues: A number of actions are recommended aimed at increasing the attractiveness and convenience of public transit for current non-riders to incentivize them to leave their cars behind and become regular bus commuters. Proposed Timing: Near and medium term
Introduction
A census survey done in 2012 found that 38 percent of employed Lake Oswego residents (approximately 8,600 people) commute to Portland for their work (Metro News, Sept. 6, 2012). Currently, only about 300 - 400 commute by bus. Buses operate regularly even though average occupancy is about 25%. Thus, converting single vehicle commuters to public transit riders is an effective and pragmatic measure for reducing carbon emissions and is a logical feature for the climate action plan.
It will take a number of actions to incentivize people to leave their cars behind and to ride the bus (or in the future, light rail). In the accompanying document, we list 12 measures that would make public transit a more attractive alternative for Lake Oswego residents.
Financial Information How much will this action cost? Increasing public transit ridership is overall financially neutral. Bus riders pay fares but save on parking, fuel, and vehicle maintenance. Employers currently pay a TriMet tax and would like to see that money put to good use. The City of L.O. could invest some funds to make public transit more attractive.
Some future projects may involve tax increases to support public transportation. The payback in reduced traffic congestion is immediate The carbon offset benefits of increased bus ridership would be immediate. What is the cost/benefit analysis? Promoting public transit ridership is an effective and pragmatic measure for reducing carbon emissions and is a logical feature for the climate action plan.
Who will pay? The city of Lake Oswego will need to fund some of the transit amenities described in the appendix, but public transit is primarily a function of TriMet that is funded from a variety of tax revenues.
LU 17-0075 EXHIBIT G-2/PAGE 44 OF 54 Impact Information What is the impact on greenhouse gas reduction?
CO2 emissions Total Travel passenger pounds per Number pounds pounds per year Distance miles per passenger tons per year per day (300 days) day mile *
Current solo car commuters 90 24 2160 0.96 2073.6 622080 311.04 converted to riding bus
*Data from: Public Transportation’s Role in Responding to Climate Change www.transit.dot.gov/sites/fta.dot.gov/files/docs/.
Cumulative Year Riders Tons per year (tons) 1 90 311 311 2 180 622 933 3 270 933 1866 4 360 1244 3110 5 450 1555 4665 6 540 1866 6531 7 630 2177 8708 8 720 2488 11196 9 810 2799 13995 10 900 3110 17105
How does this action help Lake Oswego meet its climate goals? Transportation accounts for 31% of Lake Oswego's GHG emissions, almost all from automobiles. Thus, promoting public transit ridership is an effective and pragmatic measure for reducing carbon emissions and is a logical feature for the climate action plan.
What are the community benefits of this action? In addition to reducing GHG emissions, a vibrant public transit system provides alternatives for people who cannot drive (youth, elderly, disabled). It reduces the need for parking. It is safer. Traffic congestion is decreased.
Actions Describe your proposed action in more detail with specific targets about what will be achieved.
The following actions are aimed at increasing the attractiveness and convenience of public transit in order to recruit non-riders to leave their cars behind and become regular bus commuters. These measures will also improve the experience for current regular bus riders.
LU 17-0075 EXHIBIT G-2/PAGE 45 OF 54 1. Collaborate with TriMet to construct a new bus shelter at the Lake Oswego Transit Center on 4th Street. This will be part of the 4th Street remodel, currently in the planning stages.
2. Petition TriMet to increase the frequency of service on the primary Lake Oswego commuter bus (#35) to a minimum of 15-minute headways during the weekdays. This is a stated goal for TriMet, so the only question becomes when and how to accomplish this goal.
3. Have the City of L.O. provide bus passes for any city employees who desire to use TriMet's Employer Program. Encourage businesses in L.O to do the same.
4. Create a bike garage in the parking structure of the new city hall. This will provide a secure place for bus riders to park a bicycle before boarding the bus. Riding a bicycle from home to the transit station can reduce the "first and last mile problem" that inhibits public transit use.
5. A Park-and-Ride facility near the transit center would be an ideal amenity, but previous studies by the city have determined that it would be an unwarranted use of precious downtown property. However, if bus service frequency were increased on Country Club Road, the congregation at the Riverwest Church (across from Lake Oswego High School) might allow their large parking lot to be used as a Park-and-Ride.
6. Work with the L.O. Senior Center to provide education and assistance for senior citizens who would like to ride the bus. Make sure that seniors avail themselves of TriMet's special transport services.
7. Review the current bus route structure with TriMet officials and a committee of current bus riders to determine if efficiency and accessibility could be improved. For example, we might propose that #35 begin and end at the Tualatin Transit Center, rather than Oregon City Transit Center. This would provide a regular link between the east and west sides of the city, and link the primary commuter bus with a Park-and-Ride facility at the Riverwest Church (see above).
8. Bus #96 is essentially an express service line from Tigard Park and Ride to Portland. A more frequent feeder service on the west side of L.O. with a stop on Kruse Way would make this bus a convenient way for residents of Lake Grove to commute to Portland.
Long term
1. The Southwest Corridor Light Rail project (if built) will provide an exciting new public transit alternative for L.O., especially for people living on the west side. Proposed stations at Bonita Road, Upper Boones Ferry Road, and Bridgeport Village will be close by. After the light rail is operating, the bus system in L.O. will undoubtedly be reorganized to provide "feeders" to the Max stations. Businesses in the Kruse Way complex may provide private shuttles to the Max stations during rush hours. Amanda Owings, Traffic Engineering Technician for the city currently represents Lake Oswego on the Draft Environmental Impact Statement (DEIS) committee.
2. All-electric buses are becoming a reality and TriMet should be encouraged to take the lead to convert to this technology. The city may want to offer a re-charging station site near the transit center. All-electric school buses are also becoming to be available and the L.O. school district should consider this option for their next generation of school buses.
3. Low ridership buses drag down the average CO2 emissions for the transit system. Very different alternative transit services may someday need to replace the low-ridership service on Bus Lines #36 and #37. For example, a flexible route that could deviate from a fixed route would provide more convenient service and possibly increase ridership in less dense neighborhoods. Such a service has been operating in Salem for several years; however, it is scheduled to revert to regularly scheduled service in the near future. This kind of local demand-responsive circulator service was proposed in the 1997 Lake Oswego Transportation System Plan. Alternatively, it is possible that collaboration with a ride service such as Lyft would attract more riders that the current 36 and 37 bus service. Eventually autonomous vehicles may be available for these low-density routes.
4. A proposal to build a streetcar on the current excursion trolley line was rejected in 2012. However, substantial support remains for this concept.
Describe how the action meets the guiding principles related to consistency with the Lake Oswego lifestyle. LUAs an affluent suburban town, Lake Oswego is currently oriented 17-0075 EXHIBIT G-2/PAGE 46 to the automobile for most OF 54 transportation. Nevertheless, the significant proportion commuters who work in Portland constitute a large potential market for public transit if it could be made more attractive.
Implementation The time frame of the action – some proposals can it be accomplished by the end of 2018 Action item 1 is already in progress and will be monitored by the SAB. Quite a number of the action items above can be accomplished by the end of 2018; namely, 2, 3, 4 and 6. The rest will need to more time. A 100% increase in ridership by 2027 is ambitious but may be achievable given the large "market" of current single vehicle commuters; thus this goal will need to be re-evaluated every three years. How will this action be implemented? City Council action is required for items 1,2,3 and 4. The city has a representative on the DEIS committee for the Southwest Corridor Project (item 9); at some point, a citizen committee should be appointed to provide input regarding Lake Oswego interests in this project.
The Lake Oswego Sustainability Network may be able to provide significant citizen involvement to gather public support for these items. Is there a person who is responsible for implementation, an “owner” who is willing and available to carry out the action? There is presently an opportunity for a passionate advocate for public transportation to become a champion. In fact, a public campaign to raise awareness of the action items listed above, and to bring excitement to public transit will be necessary to overcome the bias against public transit.
Is there a person who is passionate about this action, a “champion”? So far, the interest in public transit in Lake Oswego is modest. The mounting traffic congestion may stimulate more interest in finding solutions.
LU 17-0075 EXHIBIT G-2/PAGE 47 OF 54 LU 17-0075 EXHIBIT G-2/PAGE 48 OF 54
Note: Birdshill CPO / NA <(BH) Neighborhood organization> has reformatted this article from source website below to preserve original hyperlinks. Plus fit article onto whole pages for archival, conversion to PDF format, page reduction and printing. Changes made to captions, type font, image sizes and other features. Yellow dialogue balloon in upper left corner may contain meta-data for document annotation and cross reference (BH CR). Click on balloon to open, use Adboe print options to print if desired.
Publish Date: 2017 Aug 24 Thursday 01:00 U (1:00 AM PT) BH Archive Date: 2018 Jan 02 Tuesday 13:00 U [ 1:00 PM PT] Lake Oswego Review (LORV) Article: URL PTRB: https://portlandtribune.com/pt/9-news/369859-252150-traffic-jams-undermine-essential-bus-service Link PTRB: http://cni.pmgnews.com/ Link(s) BHCN:
Traffic jams undermine essential bus service
City studies ways to relieve congestion on TriMet routes to help meet future growth goals.
Motorists aren't the only ones getting caught in Portland's increasingly congested traffic — so are TriMet buses, causing headaches for operators trying to maintain schedules and riders needing to get to work on time.
At their most recent board meeting, TriMet directors learned that average bus speeds on five of the busiest lines fell an average of 5.6 percent between 2009 and 2014. The biggest decline was on Line 14 between downtown and Lents, where the average speed fell 8 percent over those six years.
"Buses are getting stuck in congestion and traffic, delaying trips. For transit to be attractive, it needs to be more dependable and faster," April Bertelsen, a senior Portland Bureau of Transportation planner, told the board at its Aug. 9 meeting.
Portland is concerned about the problem because so much of its future growth plans are based on a robust regional transit system. An additional 260,000 people are expected to live here by 2035. But the streets cannot handle the additional traffic if most of residents drive to work, shopping and recreation. Numerous reports document the long delays being caused by the current level of congestion, and Portland has no plans to increase street capacity.
"Transit is vital to our growth management and carbon reduction goals. Buses are the workhorses of the transit system, and TriMet and the city both have roles to play to ensure they stay moving," said PBOT spokesman Dylan Rivera.
Portland officials became so concerned about problems caused by increasing congestion a few years ago that they applied for a Transportation and Growth Management grant from the Oregon Department of Transportation to study the problem and develop solutions in 2015. The grant was awarded and, when matched by the city, funded a $200,545 study that resulted in the "Enhanced Transit Corridor Plan" presented to the TriMet board by Bertelsen. It was discussed during an overview of transit projects being proposed for the update of Metro's Regional Transportation Plan that currently is underway.
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The study identified four relatively inexpensive ways to move buses more quickly through congested streets. As explained by Bertelsen, they include:
n Full-time, dedicated, curbside, bus-only lanes.
n Rush hour-only dedicated bus lanes (available for parking other hours) and bus-only turn lanes.
n Signal controls that allow buses to use a curb lane to jump ahead of cars at intersections.
n Consolidating bus stations to increase the distances between them and reduce the number of stops on a line.
Bus-only lanes already are used on the downtown Transit Mall and other versions exist in other parts of town, inlcuding Southeast Madison Street and Southwest Barbur Boulevard.
All of the ideas were discussed by Metro and TriMet planners working on the Powell-Division Bus Rapid Transit Project, which dropped the Southeast Powell Boulevard portion before being submitted to the federal government for partial funding. The final design — including the number and location of station stops — has yet to be determined.
Bertelsen told the board the plan identified three other corridors in Portland where such projects are being considered. They include Northeast Sandy Boulevard, 82nd Avenue and 122nd Avenue. Of the three, 122nd Avenue is especially intriguing because TriMet already has agreed to provide frequent bus service along it in exchange for city-funded improvement projects, such as new curbs and sidewalks. Several projects already are underway or being designed.
According to Jamie Snook, a principal Metro planner who was part of the presentation, 122nd Avenue could be "a model" for future corridors.
"We are really excited about what we can do with enhanced transit," Snook said.
In addition, Bertelsen said three other potential enhanced transit corridors are being studied further. They include downtown, Martin Luther King Jr. Boulevard and outer Stark Street.
City documents list additional potential corridors in Portland as Belmont Street, Cesar Chavez Boulevard, Columbia Boulevard, Foster Road and Lombard Street. Potential corridors outside Portland include the Beaverton-Hillsdale Highway and the Tualatin Valley Highway.
TriMet is hopeful such corridor improvements can improve bus service, despite the growing congestion.
"Based on experience in our region and around the world, TriMet believes that the types of transit priority treatments noted in the presentation can make a significant difference in travel speed and reliability, though the effectiveness and applicability of these treatments are context-sensitive," said TriMet spokesman Tommy Moore.
The study also found that station and onboard amenities can speed up boardings, such as the recently introduced electronic Hop Fastpass.
Cost estimates are very preliminary. City documents say upgrading the first three corridors could cost between $23 million and $108 million. Despite the uncertainty, PBOT has submitted them and the others to Metro to be considered for the Regional Transportation Plan that prioritizes transit, transportation and
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alternative transportation spending in the tricounty region. Metro is in the process of updating the RTP, as required by the federal government for projects to qualify for federal funding.
Bertelsen said costs will likely vary between the corridors, with some only requiring work on bottlenecks and others needing the complete "toolbox" of options.
"It's too soon to tell what the costs might be," she said.
The concept already has been discussed by two Metro advisory committees — the Joint Policy Advisory Committee on Transportation and the Metropolitan Policy Advisory Committee — and the elected Metro Council, which is scheduled to finalize the update next year.
The proposal comes at the same time PBOT is decreasing its estimate of how many people will commute to work on bikes in the future. The Climate Action Plan had predicted that while only 7 percent of commuters biked to work in 2015, that number would increase to 25 percent by 2030. But in a June 13 presentation to the Planning and Sustainability Commission, PBOT predicted that just 15 percent of workers will commute by bike in 2035, saying the previous figure was not realistic.
Two recent reports have documented the increasing congestion in the Portland area.
On Aug. 2, the Oregon Department of Transportation released a report which said in-migration and the state's greater than average economic prosperity has exacerbated congestion, crashes and delays in six Portland-area highway corridors. Traveling the same distance took about 2.5 percent longer in 2015 than in 2013, according to the analysis.
Then on Aug. 4, the Portland Business Alliance released a survey that found almost all city residents— 97 percent — consider congestion the city's most serious transportation problem. Eighty percent of respondents said they have altered their travel behavior because of congestion, with the largest block, 38 percent, changing their travel times.
The PBA survey found that most respondents prefer their transportation dollars be spent on road projects, however, not transit enhancements.
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