The Portland and Eugene regions are transforming road space into places that make communities more livable, while balancing the interests of multiple stakeholders. Presenters: Anthony Buczek Tom Schwetz Rob Inerfeld Terra Lingley Luke Pelz Ben Baldwin Zef Wagner Nick Falbo

1. Streets of
Agreement
Thepathto
multimodalarterials…

3. Streets of
Agreement
Thepathto
multimodalarterials…

4. Our panel…

5. Anthony Buczek, PE (Metro)
Our panel…

6. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Our panel…

7. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Our panel…

8. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Luke Pelz (Beaverton)
Our panel…

9. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Luke Pelz (Beaverton)
Ben Baldwin (TriMet)
Our panel…

10. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Luke Pelz (Beaverton)
Ben Baldwin (TriMet)
Zef Wagner (Portland)
Our panel…

11. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Luke Pelz (Beaverton)
Ben Baldwin (TriMet)
Zef Wagner (Portland)
Nick Falbo (Alta Planning + Design)
Our panel…

12. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Luke Pelz (Beaverton)
Ben Baldwin (TriMet)
Zef Wagner (Portland)
Nick Falbo (Alta Planning + Design)
Our panel…

13. Our agenda…

14. Our agenda…
1. Presentations

15. Our agenda…
1. Presentations
2. Table Questions

16. Our agenda…
1. Presentations
2. Table Questions
3. Panel Discussion

17. Our agenda…
1. Presentations
2. Table Questions
3. Panel Discussion
4. Closing

18. Anthony Buczek
Metro

19. Context-sensitive Arterials
A collection of images of arterial roadways that balance user
needs, including before/after photos where available.
Part I: Principles
Part II: Examples with photos and available information

20. 15 MPH
30 MPH
As speeds increase, “cone of
vision” shrinks and driver pays less
attention to surroundings.
Courtesy: Michael Ronkin
Guiding Principles
1. A street that is safe for pedestrians
is a street that is safe for all users.
2. People, including drivers and
bicyclists, are rarely killed in walkable
environments.
3. Walkable environments can still
accommodate vehicle traffic.
Accommodating all users safely:
Managing Speeds
Part I: Principles

21. A raised
intersection
provides
vertical
deflection to
manage
speeds on a
busy arterial.
Photo:
AECOM.
A textured
intersection
surface
provides cues
to the driver to
slow down.
Photo: Kimley-
Horn.
Urban form:
buildings and
trees
communicate a
slower speed
to the driver.
Median also
provides for
ped crossings.
Photo: AECOM.
A gateway
treatment can
reduce traffic
speeds
entering a
walkable area.
Photo:
Iteris/Meyer.
A raised
crosswalk
manages
speeds at the
pedestrian
crossing.
Photo: City of
Beaverton.
Accommodating all users safely:
Managing Speeds
Part I: Principles

22. Photo: MLK In Motion.
Accommodating all users safely:
Safe Crossings Bicycle facilities on arterials
Part I: Principles
Photo: Jonathan Maus.
Photo: Jonathan Maus.

23. • Downtown street with frequent ped crossings
• Road diet, improved crosswalks, bike lanes and parking
• Traffic signal converted to roundabout
• Cross-section at intersection reduced from 6 lanes to 2
Asheville, NC – College Street
Before After
Source: Anthony BuczekSource: Anthony Buczek
Part II: Examples

24. New median w/
13th Street ped
cut-thru
New on-street
parking
• Downtown arterial with limited ped crossings
• Retained 4 lanes; added median, sidewalk, parking, ped crossings
• ADT: 26,000±
Oregon City, OR
Before After
Source: Anthony BuczekSource: Anthony Buczek
Part II: Examples

25. Portland’s Road Diets
NE Multnomah: 53
+buffered bike lanes
Part II: Examples
SE Division: 43
+bike lanes
NE Glisan: 43
+parking
Source: City of Portland
Source: City of PortlandSource: City of Portland
Source: City of PortlandSource: City of Portland
Source: City of Portland

26. • Before Condition: business closures; traffic delays; lack of pedestrian
and ADA provisions; and a divided community.
• After Condition: a livable, united community; business enhanced;
developers beginning to invest; improved parking; pedestrian, ADA,
and bicycle provisions; and landscape enhancements.
San Diego, CA – Bird Rock
Before After
Source: FHWASource: FHWA
Part II: Examples

27. Other 4-lane multimodal arterials
West Vancouver, BC University Place, WA
Arlington, VA
Part II: Examples
Lake Oswego, OR

28. Tom Schwetz
City of Eugene
LTD
Rob Inerfeld

30. Making Cities Work is an
Ongoing Process of Change
“The die will be cast for or against the
building of a city here in the acceptance
or rejection of the proposal now pending
before the council”
– Editorial Board of the Eugene Weekly Guard
regarding the Eugene Council’s consideration
of an electric railway (streetcar). July 5, 1906

32. Project Approach Overview
System-level, multi-modal, integrated
“What role does transit play in the
community’s vision for the corridor?”
“How will we construct BRT in your corridor?”

33. Multi-Modal Context
Safe and accessible
transportation for people
riding the bus, walking,
biking, or driving
11

34. Land Use-Transportation Integration
Envision Eugene

35. River Road Community Engagement

36. River Road
Current Conditions
Alternative Cross-Sections

37. Coburg Road
Current Conditions
Alternative Cross-Sections

38. Main Street East Option B2:
Mixed Traffic-Left Lane - 7-ft
Sidewalks and 12-ft Median
Fig 21

39. High Level
Assessment
and Team
Recommendation

40. Questions and Discussion

41. Terra Lingley
ODOT

42. Working Towards a Multimodal
N Lombard Street

44. Potential Future Lombard Cross Sections

45. Luke Pelz
City of Beaverton

46. COMMUNITY DEVELOPMENT DEPARTMENT B e a v e r t o n O r e g o n . g o v / C D D
SLIDE
TITLE
Subtitle
PRESENTATION/PROJECT Audience
Date
Key Points….

72. Ben Baldwin
TriMet

73. Better Together
Transit and Active Transportation

74. MULTIMODAL HOPE
• Collective experience
incorporating pedestrian,
bike and transit needs
• Allocation of limited
space is often
challenging
• Work to create an
atmosphere of
compromise that
accommodates each
mode

75. Variety of Approaches

76. Bikes aren’t always accommodated well

77. Sometimes Buses aren’t either
TCRP SA35

78. When we focus on our preferred mode we sometimes overlook the needs of others

79. We Can Do Better
• Recognize all users
• Be inclusive
• Work to create an
atmosphere of
compromise that
accommodates each
mode
NACTO Transit Street Design Guide
FHWA

80. Zef Wagner
City of Portland

82. Foster Road at 85th

83. Foster Road at 85th (funded design)

89. Nick Falbo
Alta

90. CALL TO ACTION
BUILDING THE WORLD WE WANT

91. FORM is FUNCTION

92. Photo by Complete Streets via Flickr (CC BY-NC 2.0)

93. Arterial Street Design:
“Up to 4 through lanes with turn lanes”
Metro. Regional Transportation Plan. 2014.

94. Bike Boulevards
Civic Corridors

95. MEASURES OF
SUCCESS

96. Mobility – Automobile
Safety
PERFORMANCE MEASURES

97. Mobility – Automobile
Safety
Access/Mobility – Multimodal
Public Health
Economy & Equity
Environment & Resiliency
Livability/Quality of Life
+
PERFORMANCE MEASURES

98. FROM INDUCED
TRAFFIC TO
REDUCED TRAFFIC

99. Adapted from Litman, T. Generated Traffic and Induced Travel. VTPI. 2015.

101. Sally Cairns, Stephen Atkins and Phil Goodwin (2002),
“Disappearing Traffic? The Story So Far,” Proceedings of
the Institution of Civil Engineers; Municipal Engineer, Vo.
151, Issue 1 March 2002, pp. 13-22;

106. CONCLUSIONS
When road space for cars
is reallocated, traffic
problems are usually far
less serious than
predicted.
Sally Cairns, Stephen Atkins and Phil Goodwin (2002), “Disappearing Traffic? The Story So Far,” Proceedings of
the Institution of Civil Engineers; Municipal Engineer, Vo. 151, Issue 1 March 2002, pp. 13-22;

107. Overall traffic levels can
reduce by significant
amounts.
Sally Cairns, Stephen Atkins and Phil Goodwin (2002), “Disappearing Traffic? The Story So Far,” Proceedings of
the Institution of Civil Engineers; Municipal Engineer, Vo. 151, Issue 1 March 2002, pp. 13-22;
CONCLUSIONS

108. Traffic reduction is partly
explained by recognizing
that people react to a
change in road conditions
in much more complex
ways than has
traditionally been
assumed in traffic models.
Sally Cairns, Stephen Atkins and Phil Goodwin (2002), “Disappearing Traffic? The Story So Far,” Proceedings of
the Institution of Civil Engineers; Municipal Engineer, Vo. 151, Issue 1 March 2002, pp. 13-22;
CONCLUSIONS

109. Modified from Litman, T. Generated Traffic and Induced Travel. VTPI. 2015.

110. Adapted from City of Vancouver, Transportation 2040: Moving Forward. 2012.

111. What if … ?
Group Discussion

112. Streets of
Agreement
Thepathto
multimodalarterials…

113. Anthony Buczek, PE (Metro)
Tom Schwetz (LTD) & Rob Inerfeld (Eugene)
Terra Lingley,AICP (ODOT)
Luke Pelz (Beaverton)
Ben Baldwin (TriMet)
Zef Wagner (Portland)
Nick Falbo (Alta Planning + Design)
Our panel…

116. The city is measured by the
character of its institutions

117. The street is…
its first institution…

118. …a room of agreement

119. "If you can change the street,
you can change the world."

120. Thank you.