FOSTER ROAD CROSS SECTION DRAFT ALTERNATIVES

The graphics illustrated below display different cross sectional alternatives for the three representative segments of inner Foster Road. These segments include SE 52nd Avenue to SE 72nd Avenue, SE 72nd Avenue to SE 80th Avenue, and SE 84th Avenue to the Couplet. Each cross section alternative is a typical block for its respective segment and is supported with a table that conveys at a broad level modal tradeoffs as design features within the cross section that are either introduced, removed, moved, expanded, or reduced. Each segment includes at least one cross section option incorporating key values identified by the community and staff, including:           A 4-lane option A 3-lane option A 2-lane option Conventional bike lanes in both directions Separated bike facilities in both directions An option that maintains the existing curb location (sidewalk width is maintained) An option that moves the existing curb location (expansion or reduction of the sidewalk) An option that could support future streetcar An option with parking on both sides of the street An option with parking on one side of the street

Each tradeoff and design feature is indicated with the icons displayed below. Please note that more detailed information and additional tradeoffs may be needed during the alternative analysis process. For the purposes of this exercise, only modal and relative cost tradeoffs are addressed, at a general level.

Nelson\Nygaard Consulting Associates Inc. | 1

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

SE 52nd Avenue to SE 72nd Avenue: Option 1

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized traffic.  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  Existing sidewalk widths are maintained. Curb extensions could be provided.  Enough furniture zone in sidewalks to introduce landscaping, stormwater, and placemaking features.  Cross sections reduces the multiple threat collision potential with motor vehicles. Center turn lane can allow for wider pedestrian refuge islands.  Six-foot bike lanes are provided.  No separation from motorized traffic or on-street parking.  Wider outside travel lane provided for transit (11 feet).  Cross section can support bus bulbs, which could facilitate pull-out/pull-in movements and reduce dwell time.  Eleven-foot wide travel lanes and eight-foot wide parking is compatible with streetcar, if pursued.  Parallel parking is provided on both sides.  Moderately high cost alternative if medians are built; mid to low cost with restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 2

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

SE 52nd Avenue to SE 72nd Avenue: Option 2

Element

Tradeoff  Maintains four travel lanes for motorized traffic.  No center turn lane is provided.  Requires narrowing the sidewalk to 12 feet. Curb extensions could be provided.  Reduces furniture zone and the ability to introduce some types of landscaping, stormwater, and placemaking features.  Cross section maintains multiple threat collision potential.  Six-foot bike lanes are provided.  No separation from motorized traffic or on-street parking.  Wider outside travel lane provided for transit (11 feet).  Limited change to transit operations.  Cross section can support bus bulbs, which could facilitate pull-out/pull-in movements and reduce dwell time.  Eleven-foot travel lanes and eight-foot parking is compatible with streetcar, if pursued  Parallel parking is provided on both sides.  Very high cost alternative including reconstructing the curb, gutter, and sidewalk, relocating utility poles, and restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 3

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

SE 52nd Avenue to SE 72nd Avenue: Option 3

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized traffic, becoming three during peak times (two in the peak direction).  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  Providing additional lane capacity for all modes requires narrowing the sidewalk to 14 feet.  Slightly reduces furniture zone and the ability to introduce some types of landscaping, stormwater, and placemaking features.  Cross section maintains multiple threat collision potential during peak times. Center turn lane can allow for wider pedestrian refuge islands.  Protected bike lanes are provided on both sides of the street with marked buffers.  Ten-foot travel lanes are relatively narrow for buses.  Peak period parking restrictions could improve transit efficiency and reduce travel time.  Travel lane widths cannot accommodate streetcar without further lane reduction.  Protime parking restrictions are provided on both sides of the street.  Parking available during most of the time, except during peak hours.  Very high cost alternative including reconstructing the curb, gutter, and sidewalk, relocating utility poles, restriping, and constructing raised medians. (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 4

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

SE 52nd Avenue to SE 72nd Avenue: Option 4

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized traffic, becoming three during peak times (two in the peak direction).  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  Providing additional lane capacity for all modes requires narrowing the sidewalk to 14 feet.  Slightly reduces furniture zone and the ability to introduce landscaping, stormwater, and placemaking features.  Cross section maintains multiple threat collision potential during peak times. Center turn lane can allow for wider pedestrian refuge islands.  Buffered bike lanes are provided on both sides of the street with marked buffers.  Wider outside travel lane provided for transit (11 feet).  Eleven-foot travel lanes with bikeway buffering is compatible with center-platform streetcar, if pursued.  Protime parking restrictions are provided on both sides of the street  Parking available during most of the time, except during peak hours.  Very high cost alternative including reconstructing the curb, gutter, and sidewalk, relocating utility poles, restriping, and constructing raised medians (Relative cost compared to other alternatives only).
Nelson\Nygaard Consulting Associates Inc. | 5

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

SE 52nd Avenue to SE 72nd Avenue: Option 5

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized traffic.  No center turn lane is provided.  17-foot sidewalks are maintained.  Enough furniture zone to introduce wider range of landscaping, stormwater, and placemaking features.  Cycle track configuration cannot support curb extensions.  Wide cycle tracks are provided in both directions, each with a marked buffers with separation from parking.  Wider travel lanes provided for transit (12 feet).  Twelve-foot travel lanes and eight-foot parking is compatible with streetcar, if pursued.  Parallel parking is provided on both sides.  Moderate cost alternative including restriping and constructing cycle tracks. (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 6

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

SE 72nd Avenue to SE 80th Avenue: Option 1

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized traffic.  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  Requires narrowing the sidewalk to 10 feet, which reduces furniture zone and the ability to introduce some types of landscaping, stormwater, and placemaking features.  Cross section reduces multiple threat collision potential. Center turn lane can allow for wider pedestrian refuge islands.  Bikeway configuration cannot support curb extensions  A buffered bike lane is provided on the WB side of the street and a protected bike lane is provided in the EB direction. Both include bollard-separation and marked buffers.  Wider outside travel lane provided for transit (11 feet).  Eleven-foot travel lanes with bikeway buffering and eight-foot eastbound parking lane are compatible with streetcar, if pursued.  Parking is provided only on one side of Foster Road.  Very high cost alternative including reconstructing the curb, gutter, and sidewalk, relocating utility poles, and restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 7

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

SE 72nd Avenue to SE 80th Avenue: Option 2

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized vehicles.  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  13-foot sidewalks are maintained. Curb extensions could be provided on the side with parking.  Limited furniture zone to introduce landscaping, stormwater, and placemaking features.  Cross section reduces crossing distance, and therefore exposure time, and reduces multiple threat collision potential. Center turn lane can allow for wider pedestrian refuge islands.  Bikeway configuration can support curb extensions on EB Foster Road only.  Five-foot bike lanes are provided.  No separation from motorized traffic or on-street parking.  Wider outside travel lane provided for transit (11 feet) .  Eleven-foot travel lanes are compatible with streetcar, if pursued.  Parking is provided only on one side of Foster Road.  Moderately high cost alternative if raised medians are built; low cost with restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 8

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

SE 72nd Avenue to SE 80th Avenue: Option 3

Element

Tradeoff  Reduces number of travel lanes from four to two for motor vehicles.  No center turn lane is provided.  13-foot sidewalks are maintained. Curb extensions could be provided.  Cross section reduces crossing distance, and therefore exposure time, and reduces multiple threat collision potential.  Bikeway configuration can support curb extensions.  Six-foot bike lanes are provided.  No separation from motorized traffic or on-street parking.  Wider outside travel lane provided for transit (11 feet).  Cross section can support bus bulbs, which could facilitate pull-out/pull-in movements and reduce dwell time.  Eleven-foot travel lanes and eight-foot parking is compatible with streetcar, if pursued.  Parking is provided only on one side of Foster Road.  Low cost alternative including restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 9

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

SE 72nd Avenue to SE 80th Avenue: Option 4

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized traffic, becoming three during peak times (two in the peak direction).  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  13-foot sidewalks are maintained.  Limited furniture zone to introduce landscaping, stormwater, and placemaking features.  Cross section maintains multiple threat collision potential during peak times. Center turn lane can allow for wider pedestrian refuge islands.  No bicycle facilities are provided.  Ten-foot travel lanes are relatively narrow for buses.  Peak period parking restrictions could improve transit efficiency and reduce travel time.  Travel lane widths cannot accommodate streetcar.  Protime parking restrictions are provided on both sides of the street  Parking available during most of the time, except during peak hours.  Moderately high cost alternative if medians are built; lower cost with restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 10

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

SE 84th Avenue to Couplet: Option 1

Element  Maintains four-lane cross section.  No center turn lane is provided.

Tradeoff

 Sidewalks are expanded to 10-feet.  Limited furniture zone to introduce landscaping, stormwater, and placemaking features.  Cross section maintains multiple threat collision potential during peak times.  No bicycle facilities are provided.  Ten-foot travel lanes are relatively narrow for buses.  Ten-foot travel lanes and sidewalk widths cannot accommodate streetcar.  Protime parking restrictions are provided on both sides of the street.  Parking available during most of the time, except during peak hours.  High cost alternative including reconstructing the curb, gutter, and sidewalk, and restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 11

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

SE 84th Avenue to Couplet: Option 2

Element  Maintains four-lane cross section.  No center turn lane is provided.

Tradeoff

 Five-foot sidewalk widths remain unchanged.  No space for a defined furniture zone or the ability to introduce landscaping, stormwater, and placemaking features without dedication of right-of-way from adjacent properties.  Cross section maintains multiple threat collision potential  Narrow bike lanes are provided.  No separation from motorized traffic.  Ten-foot travel lanes are relatively narrow for buses.  Ten-foot travel lanes and sidewalk widths cannot accommodate streetcar.  Parking is not provided.  Low cost alternative including restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 12

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

SE 84th Avenue to Couplet: Option 3

Element

Tradeoff  Reduces number of travel lanes from four to two for motorized vehicles.  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  Five-foot sidewalk widths remain unchanged. Curb extensions could be provided on the side with parking.  No space for a defined furniture zone or the ability to introduce landscaping, stormwater, and placemaking features without dedication of right-of-way from adjacent properties.  Cross section reduces crossing distance, and therefore exposure time, and reduces multiple threat collision potential. Center turn lane can allow for wider pedestrian refuge islands.  Six-foot bike lanes are provided (conventional eastbound bike lanes and raised westbound bike lanes).  No separation from motorized traffic or on-street parking.  Ten-foot travel lanes are relatively narrow for buses.  Travel lane widths cannot accommodate streetcar.  Parallel parking is provided on the eastbound side of Foster Road only.  Moderately high cost alternative if raised medians and raised bike lane are built; low cost with restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 13

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

SE 84th Avenue to Couplet: Option 4

Element

Tradeoff  Reduces number of travel lanes from four to three for motorized traffic.  Center turn lane provides a dedicated space to separate left turning vehicles from through traffic.  Center turn lane offers opportunities for raised medians with landscape and manages land use access.  Five-foot sidewalk widths remain unchanged. Currb extensions could be provided.  No space for a defined furniture zone or the ability to introduce landscaping, stormwater, and placemaking features without dedication of right-of-way from adjacent properties.  Cross section reduces crossing distance, and therefore exposure time, and reduces multiple threat collision potential. Center turn lane can allow for wider pedestrian refuge islands.  No bicycle facilities are provided.  Wider outside travel lane provided for transit (11 feet).  Cross section can support bus bulbs, which could facilitate pull-out/pull-in movements and reduce dwell time.  Eleven-foot travel lanes and eight-foot parking is compatible with streetcar, if pursued.  Parallel parking is provided on both sides.  Moderately high cost alternative if raised medians are built; low cost with restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 14

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

SE 84th Avenue to Couplet: Option 5

Element

Tradeoff  Reduces number of lanes from four to two for motorized vehicles.  No center turn lane is provided.  Five-foot sidewalk widths remain unchanged. Curb extensions could be provided.  No space for a defined furniture zone or the ability to introduce landscaping, stormwater, and placemaking features without dedication of right-of-way from adjacent properties.  Cross section reduces crossing distance, and therefore exposure time, and reduces multiple threat collision potential.  Conventional bike lanes are provided.  No separation from motorized traffic or on-street parking.  Wider outside travel lane provided for transit (11 feet).  Cross section can support bus bulbs, which could facilitate pull-out/pull-in movements and reduce dwell time.  Eleven-foot travel lanes and eight-foot parking is compatible with streetcar, if pursued.  Parallel parking is provided on both sides.  Low cost alternative including restriping (Relative cost compared to other alternatives only).

Nelson\Nygaard Consulting Associates Inc. | 15

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

SUMMARY OF TRADEOFFS BY SEGMENT Segment 1: SE 52nd Ave to SE 72nd Ave
Option Existing Option 1 Option 2 Option 3 Option 4 Option 5 Curb-toCurb Width 60' 60' 70' 66' 66' 60' Sidewalk Width 13' - 17' 17' 12' 14' 14' 17' Bike Facilities (both directions) None Yes Yes Yes, with buffers Yes, with buffers Yes, cycletracks Parking* Allowed both sides Allowed both sides Allowed both sides Protime both sides Protime both sides Allowed both sides Travel Lanes (both directions) 4 lanes 2 lanes 4 lanes 2 lanes (3 peak only) 2 lanes (3 peak only) 2 lanes Center Turn lane None Yes None Yes Yes None Streetcar ready?** No Yes Yes No Yes Yes Moves curb?*** NA No Yes Yes Yes No

*Protime parking: parking is allowed 22 hours a day. Parking lane is a travel lane during peak travel times (7-9 AM Westbound, 4-6 PM Eastbound). ** Streetcar requires an 11' travel lane. If adjacent to parking, the parking lane must be 8' ***Likely to be determined on a block-by-block basis given varying sidewalk widths along the corridor.

Nelson\Nygaard Consulting Associates Inc. | 16

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

Segment 2: SE 72nd Ave to SE 80th Ave
Option Existing Option 1 Option 2 Option 3 Option 4 Curb-toCurb Width 50' 56' 50' 50' 50' Sidewalk Width 13' 10' 13' 13' 13' Bike Facilities (both directions) None Yes, with buffers Yes Yes None Parking* Allowed EB, WB protime Allowed EB only Allowed EB only Allowed both sides Protime both sides Travel Lanes (both directions) 3 lanes (4 peak only) 2 lanes 2 lanes 2 lanes 2 lanes (3 peak only) Center Turn lane None Yes Yes None Yes Streetcar ready?** No Yes Yes Yes No Moves curb?*** No Yes No No No

*Protime parking: parking is allowed 22 hours a day. Parking lane is a travel lane during peak travel times (7-9 AM Westbound, 4-6 PM Eastbound). ** Streetcar requires an 11' travel lane. If adjacent to parking, the parking lane must be 8' ***Likely to be determined on a block-by-block basis given varying sidewalk widths along the corridor.

Nelson\Nygaard Consulting Associates Inc. | 17

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

Segment 3: SE 84th Ave to Couplet
Option Existing Option 1 Option 2 Option 3 Option 4 Option 5 Curb-toCurb Width 50' 40' 50' 50' 50' 50' Sidewalk Width 5' 10' 5' 5' 5' 5' Bike Facilities (both directions) None None Yes Yes None Yes Parking* Allowed EB, WB protime Protime both sides None EB side only Allowed both sides Allowed both sides Travel Lanes (both directions) 3 lanes (4 peak only) 2 lanes (3 peak only) 4 lanes 2 lanes 2 lanes 2 lanes Center Turn lane None None None Yes Yes None Streetcar ready?** No No No No Yes Yes Moves curb?*** No Yes No No No No

*Protime parking: parking is allowed 22 hours a day. Parking lane is a travel lane during peak travel times (7-9 AM Westbound, 4-6 PM Eastbound). ** Streetcar requires an 11' travel lane. If adjacent to parking, the parking lane must be 8' ***Likely to be determined on a block-by-block basis given varying sidewalk widths along the corridor.

Nelson\Nygaard Consulting Associates Inc. | 18

Sign up to vote on this title
UsefulNot useful