Garrison Christian is a 20-year-old undergraduate student at Portland State University. He is studying urban planning with dreams of becoming a professional transportation planner.
As many of you may already know, 82nd Street will be redesigned by the Portland Bureau of Transportation (PBOT) in the coming years. This is your chance to improve it even further. In this post, I will share my ideas on how to achieve a safer and fairer 82nd place.
Streets face many challenges to achieve safe traffic. 82nd Street is prone to crashes and has seen multiple pedestrian fatalities in the past five years, including one in southeast Froebel on Monday morning, and one of the most fatal pedestrian crashes this year alone. This was the second case. The sidewalks along the corridor are particularly narrow, and power poles often block the right of way. Many sidewalks do not have ADA curb ramps, and 82nd serves TriMet bus line 72, the busiest line in the entire Portland metropolitan area.
PBOT is currently implementing “significant amendments” in line with 82 years. These will be implemented over the next few years and will address some, but not all, of the concerns listed above. This will be followed by a comprehensive redesign over the next few years, perhaps with adjustments to how street space is allocated. The current street width is five lanes, with one left-turn lane in the center, flanked by two general-use lanes on each side. In January, I served on Metro’s 82nd Street Transit Project Advisory Committee. The agency is tasked with determining how to best conduct traffic along the corridor. The installation of bus-only lanes is being considered, but there are concerns about how this will be implemented.
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PBOT staff said the 82nd would likely choose Business Access Transit (BAT) lanes. BAT lanes are fine in a vacuum, but require proper design and enforcement to best serve buses.Here are the changes I would like to see implemented: First, bus-only lanes. Must be implemented on the 82nd! I propose keeping the center right-turn lane, one general-purpose lane in each direction, and a bus-only lane along the curb. However, simply installing bus lanes is not enough to improve bus service. The limited bus lanes around town are frequently clogged with cars using the lanes illegally, slowing down buses. This is due to poor design and lack of enforcement.
Design measures should be taken, such as physical barriers, along Route 82 to prevent cars from driving in bus lanes. Other cities use jersey barriers, concrete curbs, and even flex posts as barriers. An issue that needs to be addressed is access to the driveways of many businesses along Route 82. Barriers between buses and general traffic lanes may have gaps that allow for conversion to the roadway. If planners refuse to use physical barriers, automated camera enforcement is another option. Cameras could be installed to fine people who drive in bus lanes, except for cars that turn to enter or exit the road.
Bus passengers should not be hampered by cars clogging bus lanes, and with proper design this collision can be prevented.
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When it comes to pedestrian safety, there are a number of design treatments that can be used to improve the 82nd. First, sidewalks must be widened to accommodate pedestrians and people using mobility devices. The minimum standard for sidewalks is 6 feet, but I suggest 8 to 10 feet of sidewalks, which can increase separation from traffic and reduce congestion. Elevated crosswalks are also a great tool for improving pedestrian safety. The speed limit is 30 mph, but because of the wide lanes on No. 82, cars can go more than 40 mph. Collisions between cars and pedestrians at this speed almost always result in the death of the pedestrian. Elevated crosswalks force cars to slow down, which gives drivers more time to react and significantly reduces the chance of death in the event of a collision.
The posted speed limit on the 82nd is supposed to be 25 mph. Steps can be taken to enforce this behavior through design, such as 10-foot lanes. 10-foot lanes lead to more careful driving. By comparison, many roads use 11- to 13-foot lanes, which have been proven to create high and dangerous speeds. Elevated crosswalks are especially helpful in preventing vehicles from turning at high speeds. A right turn at 15 mph is much safer for both drivers and pedestrians than a right turn at 30 mph.
In conclusion, we have a once-in-a-generation opportunity to change #82 for the better. We can improve safety along corridors for all road users, reduce emissions by improving bus services and create a more comfortable environment for pedestrians. When the public participation process for this project begins, please be sure to let him know to PBOT that he would like to make the above changes to better serve 82 Days and the community as a whole.
— Garrison Christian, [email protected]