FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

DRAFT FOSTER ROAD CROSS SECTION ALTERNATIVES EVALUATION
As part of the process of selecting potential cross section alternatives, PBOT staff, with assistance from the project’s Stakeholder Advisory Committee (SAC) and the Technical Advisory Committee (TAC), developed a range of options for different segments along Foster Road. This report summarizes the recommended cross section options to be further evaluated using a multimodal evaluation framework. This framework is designed to narrow the range of alternatives based on goal-oriented metrics and determine the combination of alternatives that provide the greatest benefit to the corridors users.

RECOMMENDATIONS
Staff proposes the following alternatives for further analysis. This range allows a wide range of options to be analyzed and for potential refinements as the process moves on. West Segment: 50th to 72nd       Existing configuration: Four general travel lanes, 17-foot sidewalks, on-street parking on both sides, and no bicycle lanes Option 1: Three general travel lanes, 17-ft sidewalks, on street parking on both sides, and bicycle lanes Option 2: Four general travel lanes, 12-foot sidewalks, on-street parking on both sides, and bicycle lanes Option 6 (new): Four general travel lanes, 17-ft sidewalks with bicycle facilities, and on street parking on both sides Option 7 (new): Four general travel lanes, 17-ft sidewalks, on street parking on one side only, and bicycle lanes Option 8 (new): Four general travel lanes (with “protime” parking on both sides), 17-17.5-ft sidewalks, and buffered bike lanes Existing configuration: Four general travel lanes (with generally unused “protime” parking), 13-15-ft sidewalks, on street parking on one side, no bicycle lanes Option 2: Three general travel lanes instead of four, 13-15-ft sidewalks, parking on one side, and bicycle lanes Option 5 (new): Four general travel lanes, 13-15-ft sidewalks, no parking, and bicycle lanes Option 6 (under development for future evaluation): Four general travel lanes (with “protime” parking on both sides), 13-15-ft sidewalks, and buffered bike lanes Nelson\Nygaard Consulting Associates Inc. | 1

Central Segment: 72nd to 80th    

FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation East Segment: 80th to 90th     Existing configuration: Four general travel lanes (with generally unused “protime” parking), 5-ft sidewalks, on street parking on one side, and no bicycle lanes Option 2: Four general travel lanes, 5-ft sidewalks, no parking, and bicycle lanes Option 3: Three general travel lanes instead of four, 5-ft sidewalks, parking on one side, and bicycle lanes Option 7 (under development for future evaluation): Four general travel lanes (with “protime” parking on both sides), 5-ft sidewalks, and buffered bike lanes

To reiterate the methodology we’re using, these are “typical” cross sections that would apply generally for much of a particular segment. At intersections and other locations with unique design challenges (e.g., driveways, areas with limited sightline, etc.), special designs and modifications may be needed to address issues of road geometry, adjacent land uses, traffic volumes and other characteristics.

West Segment WEST SEGMENT EXISTING CROSS SECTION

Existing configuration with four travel lanes, 17-17.5-ft sidewalks, on-street parking on both sides and no bicycle lanes

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WEST SEGMENT

OPTION 1

Three general travel lanes, 17-17.5-ft sidewalks, on-street parking on both sides and bicycle lanes

WEST SEGMENT

OPTION 2

Four general travel lanes, 12-foot sidewalks, on-street parking on both sides, and bicycle lanes

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WEST SEGMENT

OPTION 6 (NEW)

Four general travel lanes, on street parking on both sides, and 17-17.5-ft sidewalks with bicycle facilities

WEST SEGMENT

OPTION 7 (NEW)

Four general travel lanes, 17-17.5-ft sidewalks, on-street parking on one side only and bicycle lanes

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

WEST SEGMENT

OPTION 8 (NEW)

Four general travel lanes (“protime” parking on both sides), 17-17.5-ft sidewalks, and buffered bike lanes

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Central Segment CENTRAL SEGMENT EXISTING CROSS SECTION

Existing configuration with four travel lanes (with generally unused “protime” parking), 13-15-ft sidewalks and on street parking on one side, no bicycle lanes

CENTRAL SEGMENT

OPTION 2

Three general travel lanes instead of four, 13-15-ft sidewalks, parking on one side and bicycle lanes

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

CENTRAL SEGMENT

OPTION 5 (NEW)

Four general travel lanes instead of four, 13-15-ft sidewalks, no parking and bicycle lanes

CENTRAL SEGMENT

OPTION 6 (NEW)

UNDER DEVELOPMENT FOR FUTURE EVALUATION

Four general travel lanes (with “protime” parking on both sides), 13-15-ft sidewalks, and buffered bike lanes

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East Segment EAST SEGMENT EXISTING CROSS SECTION

Existing configuration with four travel lanes (with generally unused “protime” parking), 5ft sidewalks and on street parking on one side, no bicycle lanes

EAST SEGMENT

OPTION 2

Four general travel lanes, 5-ft sidewalks, no parking, and bicycle lanes

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

EAST SEGMENT

OPTION 3

Three general travel lanes instead of four, 5-ft sidewalks, parking on one side, and bicycle lanes

EAST SEGMENT

OPTION 7 (NEW)

UNDER DEVELOPMENT FOR FUTURE EVALUATION

Four general travel lanes (with “protime” parking on both sides), 5-ft sidewalks, and buffered bike lanes

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

EVALUATION OF CROSS SECTION OPTIONS
Foster Rd for each of the three segments (west, center, east)

How to interpret the results
At the last SAC meeting in December 2012, City staff and stakeholders agreed to advance 11 options (including existing conditions) for cross sections for Foster Rd. The SAC also agreed to a general set of criteria to evaluate them. Staff has applied relevant measures to each criterion. The measures include quantitative and qualitative information. The information has been standardized using a ranking from 0 to 2 to provide a total score. A table on page 13 is provided with some generalized information about each measure used. It includes a score at the bottom, to be compared with the maximum score possible. Note that the higher the number between 0 and 2, the better the option performs under a measure/criteria. Finally, the evaluation analysis and its results are to be used as guidelines to help us develop full corridor length alternatives, from west to east. The results indicate general tendencies and are not to be interpreted as showing “the preferred” option or the “worst” option since the cross sections for each segment ultimately need to work together.

Summary of results
Below is a summary of the results. Given the number of options and measures, it is not practical to address all measures.

Total score
   The options with three lanes of traffic consistently score the highest number of points in all three segments. The existing conditions option scored lowest in the west segment and higher in the other segments. It received high scores for cost and traffic and scored lowest on providing bicycle facilities and safety. The west segments scored higher, reflecting the more opportunities provided by the wider right-of-way and wide sidewalks. On the other hand, the east segment options scored much lower, due primarily to its deficient pedestrian and streetscape environment and parking loss.

Streetscape
  Options that retain wide sidewalks (12ft or wider) scored highest. The cycle track option partially provides space, primarily at the corners where the bicycle facility leaves the sidewalk. The east segments scored lowest since they don’t provide sidewalks wide enough to allow sidewalk cafes and lingering (though it would be provided with redevelopment.)

Parking
  Options that provide parking on both sides of the street scored highest. Options that don’t provide parking scored lowest (option 5 in the central segment and option 2 in the east segment). The cycle track option could take out as much as a third of the available on-street parking; no parking on one side removes roughly half the parking supply.

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Cost
 Cost for each option varied significantly. The existing condition options had the lowest cost. The options with three travel lanes had the second lowest estimated cost (up to $600,000 for the west segment, the longest.) Option 2 in the west segment, which moves the curb back from 17 ft to 12 ft was the most expensive option (over $4 million). The cycle track cost estimate is about $2 million. Note: these are rough preliminary figures subject to change.

Safety
  Options that narrow the crossing distance and number of travel lanes scored better. Options with three lanes scored better than options with four lanes. National studies indicate that a change in a corridor having four travel lanes to three generally decreases incidents for all modes by about 30%.

Pedestrian
   The east segment options scored lowest due to the narrow sidewalks and lack of buffer between pedestrians and moving traffic. West segment options scored highest due to the wide sidewalks and bigger buffers provided by on-street parking and bicycle lanes. Wider sidewalks allow for larger trees and stormwater management. The east segment is the most limited in this regard.

Motor vehicles
   Existing options and options with four lanes scored highest in terms of higher speed of traffic and less traffic delay and congestion at intersections. Options with three lanes scored lowest, as the effects of going from four to three lanes are significant, lowering travel speeds and increasing travel times and delay. The options with three lanes lead to significant diversion of traffic that otherwise would be on Foster to Rd onto other roads. The impact on other roads is not large, with the exception of Holgate that would see a doubling of traffic during the PM peak hours. Holgate would still operate under traffic capacity.

Transit
   Options that provide 10 ft travel lanes do not accommodate streetcar. Options that provide 10ft travel lanes and 6 ft bicycle lanes could be converted to 11 ft travel lanes, but at the expense of cyclists. Several options accommodate a potential future streetcar. The three lane options, by increasing travel time along Foster, may have impacts on transit performance, though they may be mitigated. Options that provide wide sidewalks or curb extensions could allow for transit stop amenities such as bus shelters.

Bicycle
   Options that provide bicycle facilities (bicycle lanes or cycletracks) scored better than the existing cross section options as they meet bicycle policy and provide safer and more convenient options for cyclists. Providing bicycle facilities lead to a significant increase in the number of cyclists riding on Foster Rd and the study area. Bicycle facilities allow for a shorter way to travel (instead of zigzagging through the neighborhood), and a more complete bicycle network in the area, with multiple connections to adjacent bikeways.

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West Segment

Middle Segment

East Segment
No parking Opt 2 0 0 1 0 2 0 3-lane parking one side Opt 3 0 1 1 0 2 2

DRAFT

Criteria

Streetscape, Business

Street furniture, improvements to Sb1 the business environment Provides adequate on-street Pk1 parking for commercial patrons and Pk2 loading uses Pk3 Estimated costs and funding feasibility Provides safety improvements C1 S1

3-lane FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION one Key Narrow sidewalk Parking 3-lane Cycletrack parking one No parking Portland Bureau of Transportation Existing to 12ft side Existing Existing side 0 1 2 Opt 1 Opt 2 Opt 6 Opt 7 Opt 2 Opt 5 Adequate clear space for sidewalk cafes and lingering Does not comply Complies only at Complies (8' for 17ft sidewalk, 6' for 12ft sidewalk or less) corners/curb extensions 2 2 2 1 2 2 2 2 0

Specific Measure

On-street parking

Amount of parking loss Effect of parking loss on existing land uses Effect of parking on future land uses based on current zoning/comp plan designations Planning-level cost estimate

All parking lost

Cost

One third to half parking lost Parking lost in Parking lost in low use high/moderate use area area Removes parking in Removes parking in high growth area moderate growth area > $3 million $1 - $3 million N/A

No parking loss No parking loss No parking loss < $1 million 30% decrease in injuries 50-60ft with 3 lanes

2 2 2 2 0

2 2 2 2 2

2 2 2 0 0

1 0 0 1 0

1 0 0 2 0

2 2 2 2 0

1 1 1 2 2

0 1 1 2 0

2 2 2 2 0

S2 Improves the pedestrian environment, including crossings and sidewalk conditions Pd1 Pd2

Likelihood of type and severity of all types of crashes No change (from AASHTO report on effect of change from 4 to 3 lanes) Crossing distance and number of lanes > 60ft with 4 lanes Sidewalk width per Pedestrian Design Guideline Does not comply (5 ft or less) Buffers from auto lanes from pedestrian through zone 8ft or less on one or both sides Opportunities for stormwater management, large trees None and other green features Allows median islands No

Safety

50-60ft with 4 lanes Partially complies (between 6 and 11.5ft) 9-14ft for both sides of the street

1 2 2 2

2 2 2 2

0 2 2 2

1 2 2 2

1 2 2 2

1 2 1 2

2 2 1 2

1 2 1 0

1 0 0 0

1 0 0 0

2 0 0 1

Pd3 Pd4

Complies (12ft and over) More than 14ft on both sides of the street Only with curb extensions In planter strip and curb extensions Yes, but with parking loss Yes, using center turn lane and without parking loss Moderate decrease No change/increase No change N/A Complies

Pedestrian

1 2 2 0 2

2 1 0 1 1 2 1

1 2 2 0 2 2 2

1 2 2 0 2 2 2

1 2 2 0 2 1 2

1 2 2 0 2 2 2

2 1 0 1 1 2 1

0 2 2 0 2 0 2

1 2 2 0 2 2 2

0 2 2 0 2 0 2

2 1 0 1 1 1 1

Motor Vehicles

Provides smooth travel for vehicles MV1 and access opportunities MV2 MV3 MV4

Change in travel speed (MPH, PM peak) Traffic diversion as percentage of total traffic Increased/decreased access via left turn

Significant decrease Moderate to high No center lane and two opposing lanes Does not comply (over acceptable congestion levels) Does not

Transit

Accommodates present and future T1 transit, including Streetcar per the Portland Streetcar System Concept T2 Plan T3

Low to moderate Center turn lane and one opposing lane Level of Service for signalized intersections (level of Marginally complies (close traffic delay) or at limit for acceptable congestion levels) Travel lanes accommodate streetcar (11' min) Could with some modifications Corridor speed effect on transit reliability and May require more buses Longer travel time but scheduling or longer headways mitigation may be Allows for enhanced transit stops via wide sidewalk at Narrow sidewalk and no possible using standard One side bus stops curb extension possible sidewalk/no curb extension, or narrow sidewalk/curb extension Bicycle facility and degree of separation Does not comply (no facility) Up to 1/3 growth Zero No change Complies minimally (5ft bike lane) 1/3 to 2 times growth fewer than 3 < 30% decrease

Does No change Both sides using wide sidewalks plus potential for curb extension Complies (6 ft bike lane or buffered/separated) 2 times to 8 times growth 3 or more 30% or more decrease Max score: 46

2 2

2

2

2

2

2

2

2

2

1

0

1

Bicycle

Implements bicycle facility along B1 the Foster corridor per the Portland Bicycle Plan for 2030 B2 B3 B4

0 0 0 0 30

2 2 2 2 38

2 2 2 2 35 Narrow sidewalk to 12ft

2 2 2 2 31 Cycletrack

2 2 2 2 32 Parking one side

0 0 0 0 29 Existing

1 2 2 1 32 3-lane parking one side

1 2 2 1 26 No parking

0 1 0 0 22 Existing

1 2 2 2 19 No parking

2 2 2 2 25 3-lane parking one side

Increased cyclists on Foster Rd at key locations 20102035 Connections into existing bicycle network Change in bicycle travel distance

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

CORRIDOR-WIDE CROSS SECTION OPTIONS
This section summarizes the proposed cross section options applied across the Foster Road corridor in “plan view” as unique corridor design options. These corridor design options are based on dimensional constraints and right-of-way demands at major commercial nodes. The graphics on the following pages summarize these options.

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Plan view of cross section options  Four lane cross section (with protime parking) from SE 52nd Avenue to SE 72nd Avenue includes 17-17.5ft sidewalks and buffered bike lanes  Cross section from SE 72nd Avenue to SE 80th Avenue to be developed and evaluated  Cross section from SE SE 80th Avenue to SE 90th Avenue to be developed and evaluated

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Plan view of cross section options  Three lane cross section from SE 52nd Avenue to SE 72nd Avenue includes 17-17.5ft sidewalks, bike lanes and parking on both sides  Three lane cross section from SE 72nd Avenue to SE 80th Avenue includes 13-15ft sidewalks, bike lanes and parking on one side  Three lane cross section from SE SE 80th Avenue to SE 90th Avenue includes 5ft sidewalks, bike lanes and parking on one side

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Plan view of cross section options  Four lane cross section from SE 52nd Avenue to SE Holgate includes 17-17.5ft sidewalks, cycle tracks and parking on both sides  Three lane cross section from SE Holgate to SE 72nd Avenue includes 17-17.5ft sidewalks, bike lanes and parking on both sides  Three lane cross section from SE 72nd Avenue to SE 80th Avenue includes 13-15ft sidewalks, bike lanes and parking on one side  Three lane cross section from SE SE 80th Avenue to SE 90th Avenue includes 5ft sidewalks, bike lanes and parking on one side

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Plan view of cross section west segment sub-options  Between SE 52nd Avenue to SE 72nd Avenue, cross sections may shift interchangeably based on competing demands for sidewalk space and economic activity using two four-lane cross sections variations, including a: – Four lane cross section with 17-17.5ft sidewalks, cycle tracks and parking on both sides – Four lane cross section with 12ft sidewalks, bike lanes, and parking on both sides

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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION ALTERNATIVES EVALUATION Portland Bureau of Transportation

Plan view of cross section options  Four lane cross section from SE 52nd Avenue to SE 72nd Avenue includes 17-17.5ft sidewalks, bike lanes and parking on one side  Four lane cross section from SE 72nd Avenue to SE 80th Avenue includes 13-15ft sidewalks, bike lanes and no parking  Four lane cross section from SE SE 80th Avenue to SE 90th Avenue includes 5ft sidewalks, bike lanes and no parking

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