04/01/2015 - Packet Completeness Review
for Boards, Commissions
and Committee Records
CITY OF TIGARD
TTAC -Tigard Transportation Advisory Committee
Name of Board, Commission or Committee
April 1, 2015
Date of Meeting
I have verified these documents are a complete copy of the official record.
Joe Patton,Meeting Secretary
Print Name
(1'-'q XPVpl
Signature
May 7, 2015
Date
City of Tigard
Transportation Advisory Committee Agenda
MEETING DATE/TIME: April 1, 2015 — 6:30 to 8:30 p.m.
MEETING LOCATION: Tigard Library, 2nd Floor Conf. Room, 13500 SW Hall Blvd.
1. CALL TO ORDER Kevin 6:30
Welcome and Introductions
2. CONSIDER MINUTES Kevin 6:35
3. PUBLIC COMMENT Kevin 6:40
4. SOUTHWEST CORRIDOR WORKSHOP Mark 6:45
5. BUDGET UPDATE Carissa 7:15
6. PROJECT UPDATES Mike 7:30
7. OTHER BUSINESS All 8:00
8. ADJOURNMENT Kevin 8:30
Supporting materials/handouts
March 4, 2015 Minutes
TRANSPORTATION ADVISORY COMMITTEE AGENDA—April 1, 2015
City of Tigard 1 13125 SW Hall Blvd.,Tigard, OR 97223 1 503-639-4171 1 www.tigard-or.gov I Page 1 of 1
L\TransportatianAdvirory Committee\2015\04 ApriAttac 20150401_agenda.docx
CITY OF TIGARD
TIGARD TRANSPORTATION ADVISORY COMMITTEE
Meeting Minutes
April 1, 2015
Members Present: Kevin Watkins (Chair),Benjamin Gooley, Elise Shearer, Erik Halstead,Jennifer
Stanfield,Mark Bogert, Stephanie McKee,Joseph Vasicek (alternate),Ravi Nagaraj (alternate),and
Timothy Esau (alternate).
Members Absent: Don Schmidt, Karen Hughart (Vice Chair) and Evelyn Murphy.
Staff Present: Buff Brown, Sr. Transportation Planner; Carissa Collins, Sr. Management Analyst;
Mike McCarthy, Streets and Transportation Sr. Project Engineer;Mark Bernard,Associate
Transportation Planner; and Joe Patton, Sr. Administrative Specialist.
Others Present: City Councilor John Goodhouse,TTAC Liaison.
1. CALL TO ORDER
Chair Watkins called the meeting to order at 6:32 pm. The meeting was held in the Tigard Library,
2"d Floor Conference Room, at 13500 SW Hall Blvd.
2. CONSIDER MINUTES
The March 4, 2015 meeting Minutes were approved.
3. PUBLIC COMMENT
There was no public comment.
4. SOUTHWEST CORRIDOR WORKSHOP
Mark Bernard provided an overview of the Southwest Corridor project.A draft environmental
impact statement is required due to federal funding for the project. Tigard public outreach is
scheduled for April 15 with the Tigard Downtown Alliance,May 6 at the TTAC meeting,May 13
with the City Center Advisory Commission, and May 19 with City Council. The differences between
BRT and LRT, and options for LRT tunnels were discussed. The favorite Tigard alignment is
Beveland to Ash,but there are four other options. Issues to discuss with Metro at the next TTAC
meeting are the percentage of dedicated right-of-way versus merging with traffic, the couplet on 69'
Ave. being inconsistent with a planned pedestrian boulevard, cost breakdown by segment, and the
schedule.
5. BUDGET UPDATE
Carissa stated there are not many differences on the transportation side. There is a need for more
transportation revenue for street maintenance. Funding for sidewalks comes from leftover
transportation funds rather than a dedicated source. Options for funding include an increase in the
street maintenance fee or City gas tax. The consensus of TTAC is to develop a citywide sidewalk
program. Once the costs are known a discussion on funding sources will take place.A public
hearing on a proposed program will take place April 20 at 6:30 pm in the Public Works Auditorium.
Page 1 of 2
TIGARD TRANSPORTATION ADVISORY COMMITTEE
April 1,2015
6. PROJECT UPDATES
A. The Garde/McDonald/Hwy 99W intersection:utility work is done and a new water line is
being installed.Retaining wails are going up and a temporary gravel base walkway is in place.
B. Haines/Atlanta Street between 68th Ave and the I-5 Bridge:work has started to connect the
sidewalks on the south side approaching the 1-5 bridge..
C. Pavement overlays go out to bid next week including Walnut St(99W—Tiedeman),Grant St
(Walnut St—McKenzie St),North Dakota St(121st Ave—Springwood Dr),North Dakota
St (Gallo Ave— 115th Ave),Springwood Dr(Scholls Ferry Rd— 121 st Ave),Nimbus Ave
(Scholls Ferry Rd—end of street),and 92nd Ave Purham Rd—Wave cy Dr).
D. Scholls Ferry Road (Cascade Dive to Hwy 217):CIDOT has begun construction of a safety
project to improve signals and lighting,including left turn arrows for traffic turning from
Cascade onto Scholls Ferry.
E. Costco will be installing right turn lanes on Dartmouth (next to Broadway Furniture) and
78'Ave (along Arby's) at the 99W intersection in preparation for their fuel station.
F. Bonaventure Senior Living Facility on Hall will include the addition of sidewalk.
G. Shady Lane at Greenburg Road: private developers will be constructing concrete`pork chop'
islands that will prohibit left turns out from Shady Lane onto Greenburg to address safety
issues.
H. Citywide System Development Charge (SDC) increases on new construction being proposed
with separate River Terrace overlay to pay for new infrastructure.
7. OTHER BUSINESS
A. Kevin distributed a planning calendar outlifj ig potential meeting topics for the remainder of
the year.
S. ADJOURNMENT
Chair Watkins adjourned the meeting at 8:33 pm.
V 4p4)
Jotbatton,TTAC Meeting Secretary
ATTEST: Kevin Watkins,Chair
Page 2of2
TTAC 2015 Planning Calendar 41,12ois
Month / Cute Actions/Main Points
Jonuary 7 Safe Routes to School overw.e ; paving report -
February 4 Safety workshop wlDr. Takaflou elections,
March 4 Funding so u r res a very e, ,. project updotes
April 1 a rde project review; SW Corridor 'workshop
May 6 SW Corridor update (Metro); traffic calming proposal
June 3 SW Service Enhancement Pars (TriMet),; Walnut St. project review
July 1 (Ten tots vely cancelled)
August 5 FY 2015 budget review
September 2 Safe Routes to School update; 'mash, Co. demographic trend
October 7 6ud'get/project preview
November 4 SW Corridor update; annual report preparations
December 2 Elections preview
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600 NE Grand Ave. www.oregonmetro.gov
Portland,OR 97232-2736
Metro I Agenda
Meeting: SW Corridor Plan Steering Committee
Date: March 9,2015
Time: 9:00am to 11:00 a.m.
Place: Tigard Public Library,the Burgess Community Room
Purpose: Progress update on engagement; Shared Investment Strategy roadway,bike and
pedestrian improvements; and discussion of tradeoffs associated with direct vs.
indirect access to Marquam Hill and Hillsdale.
+4:00 a.m. Welcome and introductions Co-chair Stacey
ACTION ITEM
V§:05 a.m. Consideration of the Steering Committee meeting Co-chair Stacey
summary from December 8,2014 ACTION REQUESTED
DISCUSSION ITEMS
10 a.m. Calendar overview Co-Chair Dirksen
Review three main decision points for the Steering Committee:July 2015,December
2015,and Apri12016.
L20 a.m. Engagement update Noelle Dobson,Metro
Summary of place focused engagement activities in South Portland and Hillsdale,
preview of upcoming opportunities for the PCC area, Tigard and corridor wide.
A0 a.m. Shared Investment Strategy road,bike,ped projects Brian Harper,Metro
Reminder of how the Steering Committee developed the Shared Investment Strategy
project list and next steps for moving the projects towards implementation.
Y:45 a.m. South Portland&Hillsdale key issues Matt Bihn,Metro
Overview of tradeoffs for direct vs indirect access to Marquam Hill and Hillsdale based
on local considerations and corridor wide implications
PUBLIC COMMENT
10:45 a.m. Public Comment Co-Chair Stacey
Opportunity for citizens to provide short testimony(approximately 3 minute maximum
de en nding on number ope=nand/or submit written comments to inform the
Steering Committee.
11:00 a.m. Adjourn
Materials for 3/09/2015 meeting:
• 12/8/2014 meeting summary
• South Portland Key Issues
• Hillsdale Key Issues
• 2015 SWCP Calendar
Winter 2015
4
GREAT PLACES SHARED
INVESTMENT ~
affid&
STRATEGY
Portland•Sherwood•Tigard•Tualatin
Beaverton•Durham•King City
Washington County•ODOT•TriMet•Metro
Making connections for scars, bikes and pedestrians
Walking. Driving. Riding bicycles.Taking
transit. People who live,work or travel through
the Southwest Corridor use many different
transportation types to get around. Having safe
and convenient options through a network of
roads, bike lanes, sidewalks and trails is key to
a quality of life for many residents. This quality
of life is being compromised in the Southwest
Corridor by increasing congestion, unreliable
travel times and much needed improvements for i
walking, biking and transit use.
The good news is that a partnership of city,
county,transportation planning agencies
and local stakeholders are moving forward
on a shared plan to improve and build new
transportation facilities.Approximately 80
projects have been selected as critical projects
to improve connectivity, safety and travel times Strategy in 2013 and recommended a list of
throughout the area and next steps are to identify strategic transit,roadway, bicycle,pedestrian,
funding sources and implementation timelines. park and habitat restoration projects that
These projects are part of the Southwest Corridor help implement local aspirations and goals.
Plan Shared Investment Strategy—a set of The strategy also recommends local policies,
potential investments that support land use, incentives and regulations that local communities
transportation and community building goals can put in place to promote private investment
throughout the corridor.The plan's steering and commits to developing a collaborative
committee adopted the Shared Investment funding strategy.
Next steps
i
• Discussions v,,ith local stakeholders will call out must-have projects to fund and build early on to
provide key multimodal connections and enact the local land use visions.
• Partners from local jurisdictions, ODOT and Metro will identify potential funding sources for specific
projects in a 5-, 10-and 15-year time frame.
• Decisions on narrowing the potential high capacity transit alignments will determine which multi-
modal projects are "corridor connections" and which are "HOT aligned" (see box on next page).
Southwest Corridor Plan Glossary
HCr aligned Roadway, bikeway, sidewalk and trail projects that provide direct connections to a
potential future high capacity transit(HCT)—light rail or bus rapid transit— system, particularly providing
safer, more direct access to stations. HCT-aligned projects are eligible to be included in a federal transit
funding request.
Corridor connections(aka land use supportive) Roadway, bikeway, sidewalk and trail projects that
improve connectivity and mobility across the corridor, beyond the immediate geographic area of a
potential HCT line. Corridor connections fill in gaps in the existing system or provide new access points
to key destinations. Corridor connections are eligible for multiple types of local, regional, state and
federal funding sources.
How we got here x
In 2012,partners collected a wide-ranging list of 1 �
a
more than $4 billion in roadway, bikeway, sidewalk
and trail projects that support the collective land use
vision for the Southwest Corridor.
Through public
g
meetings and online surveys, staff and community
stakeholders filtered this large list through a three-
step screening process that highlighted project goals K
and objectives including cost, land use impact,
access,mobility,connectivity and safety for all
modes.
Step 1: Does the project support the community
and Corridor vision? Does the project meet the
transportation needs? Does the project support land
use goals of the community?
Step 2: Does the project protect or expand on ;
existing facilities? #
Step 3: Can we afford it and when? Are the impacts ,
reasonable?
This process led to a narrowed list of $500 million in
projects for a 15-year time period.The list includes
projects that would be highly supportive of a future 1 k
high capacity transit investment, as well as a strategic
list of Corridor Connections projects that support
each community's land use vision (see box above). F
The list of high capacity transit-aligned projects were - —
further refined in 2014 as alignment options were
removed.
To learn more and sign up for email updates, visit*
www.swcorridorplan.org.
Building our Shared investment Strategy projects
Tualatin River Greenway Gap '
The Tualatin River Greenway hugs one of the
region's most significant and beautiful waterways
along the western and eastern parts of Tualatin. _
But in the middle of this trail, a crucial three-
quarter mile gap has stymied the full potential
of the 4.5 mile trail to be a connector and a
resource for all of the city's 26,000 residents and
throughout the Corridor.
Completing this gap was identified as part of
the broader Southwest Corridor Plan Shared
Investment Strategy. This project will connect
several apartment complexes and single-
family neighborhoods east of the freeway with "This is one of those times [when] there's support
shopping and employment centers to the west. everywhere you turn," said City of Tualatin
The greenway will also provide connections to community services director Paul Hermon.
the Fanno Creek Trail via the Ki-a- Kuts Bridge Indeed, the city's proposal for state lottery
across the Tualatin River—one of the busiest trail dollars included letters of support from elected
bridges in the region. officials, business associations,environmentalists,
apartment owners and park advocates.
Now that gap will finally be filled, opening
new transportation opportunities to residents, The $600,000 cash donation came from
employees and visitors to Tualatin.The $3 CenterCal properties, a commercial developer
million project will be funded by a $1.5 million whose properties in the area include the Nyberg
grant from state lottery dollars, $750,000 from Woods shopping center, Bridgeport Village and
Washington County's major streets improvement the new Nyberg Rivers shopping center.
program, $352,000 from the city of Tualatin CenterCal president Fred Bruning said his
and a unique $600,000 cash donation from a company developed its shopping centers in the
commercial developer whose properties the trail area with the express purpose of protecting
will pass.The construction,currently going to recreational opportunities along the Tualatin
bid for contractors, could be completed by the River, which flows directly behind their buildings.
winter of 2015-2016, though a short section
might be delayed as it awaits the redevelopment Bruning praised local and regional leadership
of a former RV park. for making the trail happen. "Connectivity and
being able to enjoy nature is
u something many communities
dont think about," he said.
The new trail section will
provide access to a surprisingly
peaceful section of the river,
given its proximity to major
shopping centers and residential
developments, Bruning said.
yf 4
"You won't even see our
buildings, he said.
99W and 72nd/Dartmouth
improvements in Tigard ►:
The Tigard Triangle —framed by Interstate S,
Highway 217 and Highway 99W—has become
an important commercial district for the
community, drawing shoppers and workers from
throughout the region, as well as commuters who -
pass through it. But as the area has attracted
new business activity,congestion has strained the
capacity of local roads and made it more difficult
to get around by any mode.
But the City of Tigard is working to fix these P
challenges as the area continues to grow.
Drivers making left turns off Highway 99W _
used to gather in a two-way middle turn lane
before attempting a daring dart across two lanes
of oncoming traffic. On 72nd Avenue,people
walked on the shoulder of a road.A major
intersection at Dartmouth Street was struggling Bernard said the projects are an example of the
to get thousands of cars daily through a four-way City of Tigard working to make its transportation
stop. system safer for everyone. High capacity
Thanks to recent improvements in the city,the transit from the Southwest Corridor Plan could
outdated four-way stop has been replaced with eventually connect the Triangle to the rest of the
a smooth traffic signal.To the south, 72nd Ave region along its eastern edge. But the city isn't
now has plenty of room to handle traffic safely waiting until those decisions and investments are
— as well as new sidewalks, bike lanes and street made to cure transportation challenges. "We're
trees. getting stuff done where we can in the near term
and we're making sure what is done aligns with
Meanwhile,Highway 99W in the Triangle has a future projects," Bernard said.
new,tree-lined median for several of its busiest
blocks. The fixes also reflect two important pieces of
local policy: Tigard's new strategic plan,which
Altogether the improvements make the stretch advances a vision to become the "most walkable
safer and more predictable by limiting turning city in the Pacific Northwest," and a nearly
movements and enhancing driver expectation complete Tigard Triangle Strategic Redevelopment
at key intersections. Sidewalks have also been Plan,which the Tigard City Council will consider
widened and pedestrian crossings were made adopting this summer.
more prominent.
Although roads in the area were already
scheduled for improvements,the recent www.swcorridorplan.org
expansion of a Walmart helped provide a catalyst
to upgrade streets,said City of Tigard planner swcorridorplan.blog.com
Mark Bernard.Walmart contributed several y @SWCorridor
million dollars to mitigate traffic impacts from trans@oregonmetro.gov
the expansion in the area. The city,in turn,
503-797-1756
widened 72nd Avenue.
• ,♦
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3/2/2015 Discussion Draft:Hillsdale Key Issues
weIssues: 11I dale
Contents
Southwest Corridor Plan overview...............................................................................................................1
How to use this Key Issues memo.................................................................................................................2
HillsdaleKey Issues summary.......................................................................................................................3
Hillsdale HCT alignment option descriptions................................................................................................8
Hillsdale analysis and findings....................................................................................... .............................10
Transitperformance...............................................................................................................................11
Communitydevelopment.......................................................................................................................13
Mobility...................................................................................................................................................15
CostEstimates.........................................................................................................................................17
Engineeringcomplexity and risk.............................................................................................................18
CommunityImpacts................................................................................................................................21
Nextsteps...................................................................................................................................................22
Appendix A:Anticipated major project documents and estimated dates of completion..........................A1
Appendix B:Shared Investment Strategy roadway and active transportation projects............................131
Appendix C: Corridor-wide mode considerations.......................................................................................C1
AppendixD: Demographic maps ...........................................................................:....................................D1
3/2/2015 Discussion Draft:Hillsdale Key Issues
Hillsdale Key Issues: introduction and summary
Southwest Corridor Plan overview
The Southwest Corridor Plan is a comprehensive approach to achieving community visions through
integrated land use and transportation planning.The Southwest Corridor Plan incorporates high
capacity transit(HCT)alternatives, roadway, bicycle and pedestrian projects and adopted local land use
visions, including the Barbur Concept Plan,the Tigard High Capacity Transit Land Use Plan, Linking
Tualatin and the Sherwood Town Center Plan. The Plan-is exploring Bus Rapid Transit(BRT) and Light
Rail Transit(LRT) alternatives for several alignments that connect the Portland Central City,Southwest
Portland,Tigard, and Tualatin.
In July 2013,the Southwest Corridor Plan Steering Committee recommended a Shared Investment
Strategy that includes key investments in transit, roadways,active transportation, parks,trails and
natural areas.A refinement study was initiated in August 2013 to narrow HCT options, identify a
preferred alternative and create a subset of road and active transportation projects. In June 2014,the
Steering Committee accepted the recommendation of a narrowed set of HCT design options and
requested additional refinements work from staff.
In December 2014,the Steering Committee directed project staff to use these findings and further
community input to develop a Preferred Package of transportation investments to support community
land use goals.The Preferred Package is anticipated to be defined in spring 2016.
After the Steering Committee approves the Preferred Package,the identified HCT mode, alignment
options, roadway, bicycle and pedestrian projects will receive full environmental review in a Draft
Environmental Impact Statement(DEIS) under the National Environmental Policy Act(NEPA). It is
anticipated that additional roadway, transit, bicycle and pedestrian projects will be further studied,
funded and implemented through other collective federal, state, regional and local efforts.
Desired outcome: Preferred Package
Project partners will work together to develop a Preferred Package by spring 2016 that addresses the
needs and aspirations of Southwest Corridor residents and businesses.The Preferred Package will
include the following components:
HCT Preferred Alternative:Preferred HCT alignments to study further in a DEIS, including mode,
alignments,terminus, and associated roadway, bicycle, and pedestrian projects
• Corridor Connections:Potential funding source and timeframe for each of the roadway, bicycle,
and pedestrian projects identified in the Shared Investment Strategy
• Land use and development strategy:Partnership agreements and other pre-development work to
activate land use and place-making strategies identified in local land use visions
3/2/15 Discussion Draft: Hillsdale Key Issues page 1
31212015 Discussion Draft.,Hillsdale Key Issues
Identifying the Preferred Package: 2 015-2 016 timeline overview
To reach a Preferred Package by spring of 2016,two key Steering Committee decision-making points
have been identified in 2015:July and December.Technical analysis, place-based public outreach,and
partner conversations will precede each Steering Committee decision.A draft recommendation report
will be presented at community forums before each decision-making point, including public comment
gathered during the place-based outreach period and any additional technical analysis compiled.
The July Steering Committee decision will focus on direct versus indirect access to key destinations in
the corridor including Marquam Hill, Hillsdale, and the Portland Community College (PCC)Sylvania
Campus, as well as technical modifications to HCT alignments.The December Steering Committee
decision will focus on the remaining HCT alignments and terminus options as well as an HCT mode
decision between LRT and BRT. In January 2016,the Steering Committee will identify a Draft Preferred
Package, including HCT mode, alignment options,terminus options,and associated roadway and active
transportation projects for further study in a DEIS, a funding strategy for additional priority roadway,
bicycle, and pedestrian projects throughout the corridor, and integrated land use and development
strategies.
Steering Committee decision
enutic Portiant.
Hillsdale Draft Proferred Package
P:C;ylvarna 40 Package
Tigard f.xrider Conna+ainns Funding Srrategies
HCT to-mrval modifieations Lrnd Use A Deveicpn,ent Strategy
2015
JAN FEB MAR APR MAY JUN AUG SEP OCT NOV DEQ FEB MAR APR MAY
JUL JAN
2016
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How to use this Key Issues memo
The Southwest Corridor project partners are taking a place-based approach to understanding the key
issues related to potential HCT and transportation investments as they relate to local concerns and
community aspirations.The place-based key issues will be reviewed by the public and the Steering
Committee in the context of their implications for achieving the multifaceted goals for the corridor as a
whole. Decision makers and the public will have several months to discuss this report through public
meetings and online engagement.Although this memo will not be revised after the March Steering
Committee meeting, information from this report and other Key Issues memos will be combined with
technical evaluation of the options in South Portland, Hillsdale and PCC-Sylvania areas to form a draft
Evaluation Report expected in May 2015.A summary of stakeholder feedback will be incorporated into
the Evaluation and Recommendation Report that will be available prior to the July 2015 Steering
3/2/15 Discussion Draft: Hillsdale Key Issues page 2
3/2/2015 Discussion Draft.Hillsdale Key Issues
Committee decision.The remaining place-based evaluation and recommendation reports will be
available before the December 2015 Steering Committee decision.
This document fits into a broader array of technical information that supports Steering Committee
decision making during this phase of the Southwest Corridor Plan.Appendix A lists the anticipated
major project documents and their estimated dates of completion.
This document includes an overview of the decision making process as it relates to the key issues in
South Portland, a description of the three proposed high capacity transit alignments to serve South
Portland, a summary of technical information and a description of key issues for decision makers and
the public to consider.Appendices contain supplemental information including maps and project lists of
Shared Investment Strategy road, bicycle and pedestrian projects being considered for the South
Portland area,a discussion of general transit mode considerations,and maps highlighting demographic
factors in the study area.
Hillsdale Key Issues summary
The Hillsdale area encompasses the project area between Capitol Highway to the north and Burlingame
to the south and includes three HCT options
under consideration:
High Capacity Transit(HCT)
1. Barbur Boulevard between SW Hamilton Options for Further Study
Street and SW Bertha Boulevard (BRT or ;
LRT) (does not provide direct HCT access
to Hillsdale)
2. Hillsdale Loop using Barbur between
Hamilton and looping through the ,•; ,"0 ==
Hillsdale town center via SW Capitol ;
Highway and Bertha, including a cut-and-
cover tunnel in or near the town center
commercial area* (BRT or LRT) �-
3. Marquam Hill-Hillsdale deep-bored
Tunnel between downtown Portland and
Bertha (LRT only)
In May 2014 the Southwest Corridor Steering :
Committee specified that LRT though Hillsdale �- -
should be studied only with a cut-and-cover
tunnel to avoid property impacts and removal
of traffic lanes in the congested commercial area. In June 2014 the Southwest Corridor Steering
Committee specified that BRT through Hillsdale should be studied only with the cut-and-cover tunnel to
avoid placing buses in mixed traffic where congestion is anticipated.
3/2/15 Discussion Draft: Hillsdale Key Issues page 3
3/2/2015 Discussion Draft: Hillsdale Key Issues
Additional HCT options serving South Portland and Lair Hill are addressed separately in the South
Portland Key Issues memo.
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Major decisions in Hillsdale
In July 2015 the Southwest Corridor Plan Steering Committee will be asked to make a recommendation
on which of the proposed HCT alignment choices for serving the Hillsdale area will advance to further
environmental review through a DEIS that could begin as early as late 2016.This document focuses on
the substantial tradeoffs between options so that the public and decision makers can be confident that
all options that will enter the DEIS are viable and aligned with project goals.
Major decisions in Hillsdale
July 2015:
• Should the DEIS include study of an HCT alignment and station in the Hillsdale town center,or
should the area continue to be served by a high level of local bus service with emphasis on
connections to HCT stations near the town center?
• If HCT should be routed through the Hillsdale town center, should the Marquam Hill-Hillsdale
Tunnel,the Capitol Highway cut-and-cover tunnel,or both be studied in the DEIS?
3/2/15 Discussion Draft: Hillsdale Key Issues page 4
3/2/2015 Discussion Draft.Hillsdale Key Issues
Should the Barbur Boulevard surface HCT alignment and any associated local transit, roadway,
bike and pedestrian projects necessary to link Hillsdale to the HCT system be studied further in
the DEIS?
December 2015:
• Is BRT or LRT the preferred mode for the corridor to study in the DEIS?
• What is the timeframe for designing and implementing local transit service improvements to
enhance connections to and through Hillsdale to the HCT project?
• What is the best implementation approach for corridor connection projects defined in the
Shared Investment Strategy for Hillsdale?
Deliberation and decision making will be driven by how well each element of the proposed project
meets the Southwest Corridor Plan overarching Purpose and Need, including improved mobility and
safety for all users and modes of transportation, efficient and reliable transportation choices, wise use
of public resources, improved access to key places, and equitable distribution of the benefits and
burdens of transportation and land use development.
Evaluation factors
This Hillsdale Key Issues memo outlines data collected through technical analysis, local knowledge and
partners discussions that will influence this decision including:
Transit performance
Community development
Mobility
Capital cost estimates
a Engineering complexity and risk
• Community impacts
3/2/15 Discussion Draft: Hillsdale Key Issues page 5
3/2/2015 Discussion Draft: Hillsdale Key Issues
Hillsdale summary
The following table summarizes evaluation factors, key considerations, and analysis results for consideration in the Hillsdale area.
Key considerations Evaluation Marquam Hill-Hillsdale Tunnel Barbur Hillsdale Loop
factors
Transit Performance 2035 new transit New Transit Trips:23,300 New Transit Trips:22,600 New Transit Trips:21,700
• What are the tradeoffs to consider trips
between transit performance of proposed 2035 line riders Line riders-45,500 Line riders:36,900 Line riders:35,500
tunnel alignments and other factors such (High number of bus transfers to LRT in
as cost,construction complexity and risk, Hillsdale results in high line ridership
and community development impacts? relative to new transit trips)
Travel time(PSU Travel Time:27 minutes Travel Time:30 minutes Travel Time:33 minutes
to Tualatin) _
Community Development Access • Direct HCT service to Hillsdale with • Local bus service improvements to a Direct HCT service to Hillsdale with
Can local transit,road,bike and underground station Hillsdale,Multnomah Village,and underground station
pedestrian improvements effectively . Includes sidewalk/bike improvements Crossroads provide connection to • Includes sidewalk/bike
connect Hillsdale to a surface alignment along to access station HCT improvements along Capitol and to
on Barbur? • Station at Burlingame access station
• Are the positive and negative impacts of • Includes sidewalk/bike
development growth that could occur improvements along Barbur and to
with an HCT investment clearly defined? access station
Redevelopment & Promotes higher intensity mixed use Promotes higher intensity mixed use
potential development in Hillsdale center development in Hillsdale center
• Likely to require consideration of a
transit center in Hillsdale
Mobility Accessibility Includes sidewalk/bike improvements to •.Includes sidewalk/bike Includes sidewalk/bike improvements
• Can a Hillsdale Loop be designed to access station improvements along Barbur and to along Capitol and to access station
mitigate traffic impacts for cars,bikes and access station
pedestrians? • Includes replacement of Barbur
• How do alignment choices impact road, viaducts or provides new parallel
bike and pedestrian improvement pad/bike facility
projects that could serve Hillsdale? Mode M 20 BRT vehicles per hour in the Same as Barbur alignment option
considerations peak in Hillsdale
• 8 LRT vehicles per hour in the
peak
Capital Costs Cast estimates inF Adds$900M-$1.013 compared to Barbur $1.98-$2.4B(LRT) Adds$45M(BRT)compared to Barbur
• Are the trade-offs between cost of a T2014 dollars or Naito alignment $750M-$1.26(BRT) alignment
3/2/15 Discussion Draft: Hillsdale Key Issues page 6
3/2/2015 Discussion Draft:Hillsdale Key Issues
Key considerations Evaluation Marquam Hill-Hillsdale Tunnel Barbur
factors Hillsdale Loop
project and other factors such as
reliability,safety,access and community LRT cost not available but will be
development opportunities clear? higher than Barbur
• How does cost impact the length of the
final high capacity transit alignment?
Engineering complexity/risk Risk • Large area needed for tunnel • Potential right-of-way impacts • Potential right of way impacts
• Are the benefits and risks associated with mining/access for heavy equipment
construction of a deep-bored tunnel and trucks at each portal • Potential traffic and business clear? • Risk of complications with tunnel disruptions during cut-and-cover
• What aspects of each alignment optiontunnel construction
boring resulting in cost overruns • Risk of complications with cut-and—
present noteworthy risk? • Traffic and physical roadway impacts
from hauling excavated materials covertunnel
Community impacts Distribution of . Most direct access to education, • Potential right of way impacts • Potential right of way impacts
• Can the benefits and burdens of an HCT impacts employment and health care services
alignment be equally distributed among on Marquam Hill
all population groups in the corridor? • Limited access to education,health
• Do surface or tunnel alignments offer care,employment and retail services
greater access to key places such as on Naito Parkway,South Waterfront,
education,employment,health care and and local retail centers
retail centers?
3/2/15 Discussion Draft: Hillsdale Key Issues page 7
3/2/2015 Discussion Draft:Hillsdale Key Issues
Hillsdale Issues
There are three HCT alignments in the vicinity of Hillsdale:two underground and one surface.A number
of other HCT alignment options were removed from further consideration by the Steering Committee in
April and June 2014. More information on these options may be found on the Southwest Corridor Plan
website: http•//www oregonmetro gov/public-proiects/southwest-corridor-plan/project-library.
Hillsdale HCT alignment option descriptions
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Surface
Barbur Boulevard HCT alignment
The portion of the Barbur alignment discussed in this memo is between the Capitol Highway ramps and
the Burlingame area.The Barbur alignment is a surface route,which would continue along Barbur
Boulevard from South Portland into the Burlingame area,with a station near Barbur and 13th Avenue,
approximately two-thirds of a mile from the Hillsdale Town Center. Either BRT or LRT would be center-
running in exclusive right-of-way on this stretch of Barbur. With this alignment local bus service would
3/2/15 Discussion Draft: Hillsdale Key Issues page 8
3/2/2015 Discussion Draft.Hillsdale Key Issues
be improved to ensure efficient transit connections between the Hillsdale town center area and HCT
stations on Barbur. It would also improve bicycle and pedestrian facilities on Barbur in this portion of the
alignment. Opportunities for improving bicycle and pedestrian access between the town center and a
Bertha station would also be explored. Further north, a surface Barbur Boulevard or Naito Parkway
alignment would include the Marquam Hill pedestrian/bike access project described below.The
alignment is considering converting 1 of 3 northbound travel lanes north of the Capitol Hwy Barbur on
ramp to minimize impacts to adjacent properties. The lane conversion would be approximately 3500'
approaching Hamilton. At Hamilton about 400'of the third lane would be retained to accommodate
right turns.All lane conversions considered will be analyzed at a higher level of detail in the DEIS phase
to confirm road capacity is available to support conversion without unacceptably impacting traffic.
Tunnels
Hillsdale Loop with cut-and-cover tunnel.under Capitol Highway or fields
A surface alignment on Capitol Highway in Hillsdale would have major impacts to the main street in
order to maintain vehicle lanes and run HCT in exclusive right-of-way;therefore in July 2014 the
Southwest Corridor Steering Committee recommended that only an alignment in a cut-and-cover tunnel
should be considered further. A cut-and-cover tunnel entails excavating along the path of the tunnel,
building the tunnel structure within this excavated trench, and then covering up the tunnel and
rebuilding any disrupted roadways,structures,or fields above.
This option would depart from the Barbur alignment at the Capitol Highway southbound off-ramp. HCT
would fly over the southbound lanes of Uarbur Boulevard on a new structure to land in the center of
Capitol Highway. Due to the slope issues and the need to transition the center running alignment onto
Capitol highway, HCT would continue west on Capitol Highway on structure and retained fill until
reaching Terwilliger Boulevard. Beyond Terwilliger,approaching Hillsdale, HCT would continue on the
surface along Capitol Hwy. Near Sunset Boulevard, HCT would enter a portal to drop under Capitol Hwy
in the cut-and-cover tunnel, and then could either continue under SW Capitol to SW Bertha or sweep to
the south, passing behind the commercial buildings and under the sports fields next to Rieke Elementary
School. HCT would emerge at a portal on Bertha Boulevard near the intersection with Vermont Street.
This alignment,similar to the alignment on Barbur, is also considering converting 1 of 3 northbound
travel lanes north of the Capitol Hwy Barbur on ramp for transit use. It is also looking at the possibility
of converting 1 of 2 westbound lanes between Barbur and Terwilliger on Capitol Hwy to minimize
impacts to the park and adjacent properties. Approaching Terwilliger,the second lane would be
retained to accommodate turn movements at Terwilliger. All lane conversions considered will be
analyzed at a higher level of detail in the DEIS phase to confirm road capacity is available to support
conversion without unacceptably impacting traffic.
The Hillsdale HCT station would be located underground near the.intersection of Capitol and Sunset.The
Burlingame station on Barbur would be located in the vicinity of Barbur, Custer Street, and 13th Avenue.
For an LRT mode in this Hillsdale option,the Burlingame station location is particularly difficult due to
3/2/15 Discussion Draft: Hillsdale Key Issues page 9
3/2/2015 Discussion Draft: Hillsdale Key Issues
the steep grades on 13th and could result in an elevated station above Custer near 13th. For a BRT mode
in this option an elevated station would not be required.
Marquam Hill-Hillsdale Tunnel
This option would tie into the downtown Transit Mall via a new bridge at 4th Avenue connecting to the
PMLR tracks at Lincoln Street.Access to the tunnel portal would be in the vicinity of Hooker Street.The
tunnel would extend under Marquam Hill with a deep station to directly access Oregon Health &Science
University(OHSU)and indirectly connect to the VA Medical Center and Casey Eye Institute through the
OHSU campus.A second deep station would be located under the Hillsdale town center, near the
intersection of Capitol Highway and Sunset Boulevard.The tunnel would exit the hillside in the vicinity of
Bertha Boulevard where it meets Barbur Boulevard.A station in this location (near Custer and 13th)
would likely need to be elevated above Barbur to avoid traffic impacts and to provide a station area in
the desired vicinity.
With this alignment option there would be no surface connections to inner southwest Portland except
those north of 1-405 described above.The Marquam Hill-Hillsdale Tunnel alignment would not assume a
direct pedestrian and bicycle connection between Marquam Hill and Barbur Boulevard,since the area
would be served by an underground station with an elevator.
Roadway, pedestrian and bicycle projects
All options include a range of roadway, pedestrian and bicycle improvements to better connect the
corridor to the surrounding neighborhoods.The specific improvements vary depending on the
alignment and multi-modal needs. Maps and lists of potential roadway, pedestrian and bicycle projects
that would accompany HCT alignments in South Portland are included in Appendix B. One major project,
Marquam Hill pedestrian/bike access,is described in more detail below.
Marquam Hill pedestrian bike access
This connection has been studied at a conceptual level through the Marquam Hill Design Challenge.Two
firms were hired to conceptually render new connections from a Barbur or Naito transit stop up to
Marquam Hill. Options studied included a sky bridge,several escalator options and a pedestrian tunnel.
Connections on the hill were proposed at Terwilliger and/or within the OHSU campus.The project
engaged the surrounding neighborhood groups,adjoining property owners and several health care
providers;these included the Veterans Medical Center, NCNM, and OHSU. It is clear that a well-designed
connection from Barbur to the OHSU campus and beyond to the VA Medical Center is feasible, and it is
assumed this connection would be constructed as part of a Barbur or Naito surface alignment.
3/2/15 Discussion Draft: Hillsdale Key Issues page 10
3/2/2015 Discussion Draft.Hillsdale Key Issues
Hillsdale analysis and findings
Transit performance
Key considerations:
What are the tradeoffs to consider between transit performance of proposed tunnel alignments
and other factors such as cost,construction complexity and risk, and community development
impacts?
Key findings:
• Marquam Hill-Hillsdale Tunnel travel time would be nearly three minutes faster than the Barbur
option between Burlingame and downtown Portland (about 10 percent of the total Barbur
option line time)
• Using a Hillsdale Loop instead of surface Barbur for this segment would be nearly three minutes
slower than the surface Barbur alignment
• Marquam Hill—Hillsdale Tunnel would result in more line riders and system riders than a
surface alignment on Barbur between Burlingame and downtown Portland
• The Hillsdale Loop would result in 1,400 fewer line riders and 900 fewer new system trips
compared to LRT on Barbur.
• With a Marquam Hill-Hillsdale Tunnel there would be 4,800 daily on and offs at a Hillsdale
station, including 2,200 transfers,which would require consideration of a transfer station in
Hillsdale.
Transit performance analysis in the Hillsdale area focuses on differences between LRT operating through
a tunnel under Marquam Hill and Hillsdale, LRT routed through Hillsdale via a cut-and-cover tunnel
under Capitol Highway or the field behind Rieke Elementary School (Hillsdale Loop options), and an
indirect Hillsdale connection with LRT remaining on Barbur Boulevard below Hillsdale, utilizing three
travel demand model runs to reflect these alternatives. Model runs used LRT as the mode for
comparison because a Marquam Hill-Hillsdale Tunnel is not under consideration for BRT. It is assumed
that travel times for BRT for either the loop or the surface option on Barbur are similar to LRT.All model
results at this time should be considered preliminary as refinements of HCT options,traffic analyses
and local bus service assumptions will necessitate updated modeling throughout the DEIS process.
Travel time and reliability
The Marquam Hill-Hillsdale Tunnel would have a slightly shorter alignment than the Barbur alignment
and would be completely separated from cars, pedestrians, and bikes.Therefore it would provide the
fastest and most reliable travel times among HCT options,saving two minutes and 48 seconds over a
Barbur option between Burlingame and downtown Portland, reducing total line time between Tualatin
and Portland by about 10 percent.The Hillsdale Loop options would be the slowest,with two minutes
and 48 seconds additional travel time compared to the Barbur option, due to sharp curves and elevation
3/2/15 Discussion Draft: Hillsdale Key Issues page 11
3/2/2015 Discussion Draft. Hillsdale Key Issues
changes. In total,the Marquam Hill-Hillsdale Tunnel alignment would be five minutes and 36 seconds
faster than a surface Barbur alignment that includes the Hillsdale Loop alternative.
Corridor line and system ridership
Future transit ridership forecasts are largely determined by the speed of the service relative to
competing modes and by the numbers of households and jobs it serves. Ridership is expressed in two
ways: line ridership measures the number of daily riders on the specific HCT line(between the terminus
and downtown Portland)—this includes both new transit riders and those who rode buses in a no-build
scenario (without the HCT project).Change in system transit trips measures the growth of total system
ridership with implementation of the proposed project compared to a no-build alternative—this isolates
new transit riders only. While shifts from buses to HCT in the model reflect riders who mostly benefit
from improved accessibility with a project, new riders represent shifts in mode,,usually from autos to
transit,that are more likely to benefit the transit system as a whole. All measures are for forecast year
2035.
The Marquam Hill-Hillsdale Tunnel option would result in 8,600 more line riders compared to LRT on
Barbur,a 23 percent increase, but only 700 more new system transit trips, a three percent increase.This
disparity results from the difference in access to Marquam Hill between the Tunnel alternative and the
surface alternatives.With HCT on either Barbur or Naito, a direct pedestrian and bicycle connection
between Barbur Boulevard and Marquam Hill is assumed to be built as part of the HCT project.This
connection,whether it is an elevator, escalator,walkway, or other design,would be accessible to HCT
riders and to local bus riders at Barbur Boulevard near Gibbs Street.Approximately half of the projected
users of the pedestrian/bicycle connection would be local bus riders. For the Marquam Hill-Hillsdale
Tunnel alternative,without the direct connection between Barbur and Marquam Hill, local bus riders
instead would transfer to LRT in either Hillsdale or downtown Portland and travel one stop to the tunnel
station under Marquam Hill.These transfers result in higher line ridership for LRT in a tunnel, but a
much smaller difference in net new transit trips compared to the surface alternatives.
The LRT Hillsdale Loop option would result in 1,400 fewer line riders compared to LRT on Barbur,a six
percent decrease, and 900 fewer new system trips,a two percent decrease. While a station in Hillsdale
would add riders,the slower travel time relative to a Barbur alignment would reduce demand at other
stations along the line and result in a net loss in line ridership.
Transfers in Hillsdale
As described earlier,a Marquam Hill-Hillsdale Tunnel option would result in a significant number of
transfers between local buses and LRT in Hillsdale, many by riders destined to or from Marquam Hill,
one stop away. Under both the LRT on Barbur option and the Hillsdale Loop option,these local bus
riders would continue through Hillsdale on their local bus, using the pedestrian/bicycle connection from
Barbur at Gibbs to access Marquam Hill. Under the LRT Tunnel alternative, Marquam Hill-bound riders
of six bus lines (lines 44,45, 54, 55,56, 92)would transfer between local bus and LRT at the Hillsdale
station.There would be nearly 4,800 daily ons and offs at the station, representing a nearly 50 percent
3/2/15 Discussion Draft: Hillsdale Key Issues page 12
3/2/2015 Discussion Draft.Hillsdale Key Issues
increase in usage compared to the Hillsdale Loop option. Of these 4,800 ons and offs in Hillsdale, 2,200
would be transfers, requiring consideration of a transit center in the town center. Changes to the local
bus network resulting from the addition of the HCT project would affect these projections.
Hillsdale mode considerations
Appendix C includes a general discussion of differences between BRT and LRT modes and their corridor-
wide impacts;this section addresses issues particular to Hillsdale.
With the Hillsdale Loop alignment,consideration should be made for the number of transit vehicles
travelling through the town center.Today eight local bus routes travel through the town center,with
over 20 buses on Capitol Highway in the peak hour on weekdays, and service will increase as future
demand grows. Introduction of HCT, regardless of mode, could reduce the number of local buses
operating through Hillsdale as riders would shift to the HCT. However, because of differences in carrying
capacities, more BRT vehicles than LRT vehicles would be needed to carry an equivalent passenger load
(see Appendix Q.The projected 2035 demand would require 20 BRT vehicles per hour in the peak
through Hillsdale or along Barbur, while LRT is assumed to operate with eight vehicles per hour in the
peak with enough capacity still available to accommodate ridership growth beyond 2035. For BRT,
growth above the projected 2035 demand would require yet more increases in service.As detailed in
the Engineering Complexity and Risk section, an LRT or BRT project could impact the park adjacent to
Capitol Highway if both westbound travel lanes are required for autos. With BRT, park impacts could be
avoided by operating in mixed traffic; however,this would likely affect BRT travel time and reliability.
Community development
Key considerations:
Can local transit, road, bike and pedestrian improvements effectively connect Hillsdale to an
indirect surface alignment on Barbur?
• Are the positive and negative impacts of development growth that could occur with an HCT
investment clearly defined?
• Would construction of a cut-and-cover tunnel cause significant disruption to traffic flow and
business access?
Key findings:
• An HCT investment in Hillsdale could spur higher intensity mixed use development due to a
possible increase in markets rents.
• The Marquam Hill-Hillsdale Tunnel and Hillsdale Loop options would require an underground
station near the commercial corridor along Capitol Highway.A surface entry point(e.g. elevator)
would provide access to the station.
The Barbur Boulevard alignment between Burlingame and downtown Portland would have stations at
Hamilton and Gibbs(and Lincoln for the Naito alignment) in South Portland and at Bertha/13th, and
would likely include improved local bus service to connect Hillsdale to downtown Portland and other
destinations. The information presented in this section is meant to highlight the trade-offs between
3/2/15 Discussion Draft: Hillsdale Key Issues page 13
3/2/2015 Discussion Draft.Hillsdale Key Issues
serving Hillsdale directly with a tunnel alignment or indirectly via a surface alignment on Barbur
Boulevard. Hillsdale currently has eight bus lines that run through it during normal weekly service hours,
and experiences high levels of automobile traffic at peak hours. There is a challenge in determining the
investments that will alleviate current concerns at a reasonable cost to the Southwest Corridor project.
Access
Both alignment options providing direct service to Hillsdale would include a tunnel station located in the
commercial corridor of Capitol Highway. This location would offer best access to the heart of the
commercial service district, Wilson High School, Multnomah County Library, and the surrounding single-
family neighborhoods. The station for any alignment through Hillsdale would be underground and
would necessitate construction of a surface entry point,with an elevator system. As detailed in the
Transit Performance section,the volume of existing riders on local transit that are forecasted to transfer
between Hillsdale and Marquam Hill would likely require the addition of a transit center serving bus
transfers. The location of a transit/transfer station relative to the existing transportation system has not
been explored in detail.
A surface HCT on Barbur would not directly serve the Hillsdale town center, but local bus service,along
with bike and pedestrian facilities,could be improved to ensure efficient connections to this regional
system.
Redevelopment potential
The center of Hillsdale along Capitol Highway is almost exclusively one-story retail, consisting mainly of
low-intensity linear developments set back from the roadway with street fronting parking lots. Only a
few of the retail uses front the street.There are redevelopment opportunities along Capitol Highway on
properties that are underutilized. Current zoning would allow existing properties to be redeveloped to a
higher density, if market rents were positively impacted by an HCT line. It is unclear if BRT would have
the same impact on redevelopment as LRT,thus lowering the possible return from redevelopment in the
town center. Initial efforts to understand the impact that an HCT investment might have on market
rents show that the majority of the redevelopment opportunities in Hillsdale would be found on the
north side of Capitol Highway. Most likely,these opportunities would be higher-density multifamily
with ground floor retail or some form of 3-4 story office use. Parcels further from the core retail area
could experience some increased medium-density multifamily housing opportunities along Bertha
Boulevard and Beaverton-Hillsdale Highway. There is also the possibility of scattered townhome
development within some of the existing neighborhoods, depending on how land values respond to the
investment of a new HCT line in the area.
Support of local land use plans
Hillsdale is identified as a 2040 Town Center on the Metro Growth Concept Map.Town Centers serve
local populations with everyday needs and on occasion have specialty and destination retail.Town
Centers are usually connected to regional centers via major road networks and transit,although the
development of Town Centers varies greatly.
3/2/15 Discussion Draft: Hillsdale Key Issues page 14
3/2/2015 Discussion Draft.Hillsdale Key Issues
Forecasts project low to moderate growth in Hillsdale over the next 20 years. Regardless of any HCT
investment, households are expected to grow by about 850 units,while employment forecasts only
show a net increase of 350 jobs. While both figures are significant in terms of Hillsdale's size,the totals
are not large when compared to some other area forecasts in South Portland or along long stretches of
Barbur Boulevard to the south. The Hillsdale Town Center Plan does not expressly state a desire for HCT
service, but it does call out the need for better bus service to the Town Center. Additionally,the plan
does identify commercial properties in the core as opportunity sites for new, mixed-use development.
Mobility
Key considerations:
Can high capacity transit be designed to minimize negative impacts to auto,freight, bicycle and
pedestrian mobility and access?
• How do alignment choices impact road, bike and pedestrian improvement projects that could
serve Hillsdale?
Key findings:
• None of the alignments options overlap with regional or statewide freight routes.
The Barbur Boulevard surface alignment would include design treatments that could improve
road safety for all users on Barbur.
• The Hillsdale Loop alignment would include design treatments that could improve road safety
for all users on Capitol Highway.
• The Tunnel alignment avoids interaction with traffic, and does not include opportunities to
improve access or safety along Barbur or Capitol.
Motor vehicle and freight mobility
The Barbur alignment would pass through the intersection of Barbur and Terwilliger, a key vehicle
capacity constraint on Barbur, necessitating a design that would mitigate impact on traffic operations,
such as an exclusive transitway or grade separation. With the Hillsdale Loop alignment, the route
through Hillsdale along Capitol Highway would require grade separation,envisioned as a cut-and-cover
tunnel, to avoid traffic impacts in the Hillsdale town center. HCT in the Hillsdale Loop alignment would
operate in-street on Capitol Highway east of the town center and along Bertha Boulevard south of the
town center. With the cut-and-cover tunnel the effect on traffic would be limited.The Hillsdale Loop
alignment would avoid the intersection of Barbur&Terwilliger. Barbur and Bertha are both designated
Major Truck Streets by the City,while Capitol is designated a Truck Access Street. Freight stakeholders
have expressed interested in avoiding overlap between HCT and freight routes. None of the alignment
options overlap with regional or statewide freight routes.Transit designs would be required to
accommodate freight trucks including vertical and horizontal clearances for all alignment options.
Initial traffic analysis considered traffic operations on the Hillsdale alignments. The following table
summarizes the intersections analyzed and the initial findings.
3/2/15 Discussion Draft: Hillsdale Key Issues page 15
3/2/2015 Discussion Draft. Hillsdale Key Issues
Meets motor vehicle performance
target?*
2035 No-Build 2035 Build
Barbur Blvd&3rd Ave/2nd Ave No Yes
Terwilliger Blvd &Barbur Blvd No No
1-5 Ramps/Bertha Blvd & Barbur Blvd Yes Yes
*Within permitted margin of accuracy
Source: Final SW Corridor Traffic Analysis and Operations Memorandum, DKS,July 29,2014
During the DEIS phase, more detailed traffic analysis will be performed including queuing analysis, and
mitigation would be developed for intersections not expected to meet the 2035 motor vehicle
performance target.This could include changes in lane configurations,traffic signals, or other mitigation
options. If the Hillsdale Loop alignment is included in the DEIS,detailed traffic analysis of this route
would be needed to determine traffic impacts.
Pedestrians and bicycles
The Barbur surface alignment and Hillsdale Loop alignment would both improve pedestrian and bicycle
facilities along their respective routes.The Barbur route would directly address segments without
sidewalks and bike lane gaps at the Newbury and Vermont structures.The Hillsdale Loop alignment
would improve segments lacking sidewalks and bike lanes just east of the town center.The Tunnel
alignment would not preclude these improvements in the future, but is not anticipated to implement
them.
Safety
Use of the Barbur or Hillsdale Loop alignments would also bring opportunities to improve the roadway
for safety of all modes of travel. Barbur is a designated high-crash corridor, and has been the location of
six fatal crashes between South Portland and Burlingame(adjacent to Hillsdale) between 2007 and
2013.The segment of Capitol Highway in Hillsdale is the location of several high-severity crashes
including one fatal crash between 2007 and 2013. Design treatments to address observed crash types
and improve pedestrian and bicycle facilities could improve safety,with a particular opportunity on
Barbur to address a high-crash location.The Tunnel alignment would not preclude improvements on
Barbur or on Capitol in the future, but would not implement them as part of an HCT project.
Access
Presuming use of center-running transit for the in-street segments,the Barbur and Hillsdale Loop
alignment options would both result in minor changes to motor vehicle access,where there are few
destination and access points. Both options would likely involve elimination of some left-turn accesses,
but changes to circulation patterns to continue to provide access would be evaluated.
Lane conversions
The only places in the corridor that are being considered for lane conversion are sections of roadways
that currently appear to have excess capacity based on early traffic analysis. One of these locations is on
3/2/15 Discussion Draft: Hillsdale Key Issues page 16
3/2/2015 Discussion Draft.Hillsdale Key Issues
Barbur Boulevard between Hamilton Street and Capitol Highway in "the woods."This segment of Barbur
currently has three northbound travel lanes and two southbound travel lanes,so the project team is
looking at the potential to convert one of the northbound travel lanes for LRT in order to reduce cost
and minimize impacts to adjacent properties. If decisions are made to exclude lane conversions, designs
can be modified to maintain existing lane configurations,with the tradeoff of more property impacts.
For BRT, the project team is looking at running the BRT vehicles in mixed traffic in this segment of
Barbur.
As the project progresses,further traffic analysis will look in detail at traffic flows at intersections as well
as in the broader network to confirm whether lane conversions could work and whether additional
mitigations might be needed to allow conversion,such as new turn lanes or signals.Additionally, more
detailed consideration of the property impacts of different lane configurations will allow for a discussion
about the trade-offs between minimizing impacts and maintaining existing auto capacity.
Cost Estimates
Key considerations:
• Are the trade-offs between cost of a project and other factors such as reliability, safety, access
and community development opportunities clear?
a How does cost impact the length of the final high capacity transit alignment?
Key findings:
• BRT estimates range from $750M to$1.213.
• LRT estimates that include a cut-and-cover tunnel in Hillsdale and PCC-Sylvania range from
$1.913 to$2.46.This does not include the cost of a Marquam Hill-Hillsdale bored Tunnel.
• A Marquam Hill-Hillsdale bored Tunnel would add an estimated$900M to$1.013 to the cost of
an LRT project.
Current cost estimates for corridor HCT alignments are based on conceptual designs. Estimates will
continue to be refined during the DEIS process as options are narrowed and designs progress, but are
useful now in demonstrating the relative differences between current options.All figures are in year
2014 dollars,and exclude escalation and finance costs. Cost estimates are not yet complete for all
modes, options, and segments; estimates will be updated and reported as the project progresses.
Corridor-wide costs
Current estimates for a BRT alignment from downtown Portland to Tualatin range from $750M to$1.213.
The range reflects options for cut-and-cover tunneling and for infrastructure improvements to allow BRT
to operate in dedicated transit lanes.
Costs for an LRT alignment extending from downtown Portland to Tualatin would range from $1.9B to
$2.413. The range is inclusive of surface and shallow cut-and-cover tunnel options in Hillsdale and at PCC
but excludes the deep-bored tunnel option under Marquam Hill.The region's funding capacity will
3/2/15 Discussion Draft: Hillsdale Key Issues page 17
3/2/2015 Discussion Draft:Hillsdale Key Issues
impact the final inclusion of expensive HCT alignment choices that provide direct service to important
destinations versus serving more communities to the south.
Hillsdale area costs
BRT or LRT running south from downtown Portland could follow Barbur to the Custer and 13th
intersection,or could loop up through Hillsdale via Capitol Highway returning on Bertha to Barbur at
Custer and 13th. BRT staying on Barbur in this segment is estimated at$61M.This estimate assumes that
BRT operates in mixed traffic through "the woods" and that the Vermont and Newbury viaducts are not
removed, but does include new pedestrian and bicycle facilities on separate structures parallel to the
viaducts.An option for BRT that routes through the Hillsdale town center would include a structure
beginning on Barbur and elevates the guideway to pass over Barbur and meet grade at Terwilliger. BRT
would operate through a cut-and-cover tunnel under Capitol Highway between Sunset and through the
Hillsdale Town Center. Costs are under development for the Hillsdale Loop option for BRT.
LRT costs have not yet been estimated for the Hillsdale Loop alignment option, but are currently under
development. Major cost considerations for the Barbur alignment for LRT include replacement of the
existing Vermont and Newbury Viaducts with new structures for autos,transit, pedestrians and cyclists.
Similar to BRT,the LRT Hillsdale Loop alignment would include a structure beginning on Barbur and
elevating the guideway to pass over Barbur and meet grade at Terwilliger. Short of the Hillsdale town
center,the LRT option would enter a portal and slip underground passing south of the town center
under existing playfields, reemerging near Vermont at Bertha. The option would also require an
elevated station above Custer before continuing south in a center running condition in Barbur.
3/2/15 Discussion Draft: Hillsdale Key Issues page 18
3/2/2015 Discussion Draft. Hillsdale Key Issues
Engineering complexity and risk
Key considerations:
• Are the benefits and risks associated with construction of deep-bored or cut-and-cover tunnels
clear?
What aspects of each alignment option present noteworthy risk?
Key findings:
• The primary risks of an alignment on Barbur Boulevard would be balancing traffic operations
with right-of-way impacts to adjacent properties, and the complex engineering required to build
retaining walls on steep slopes.
• The primary risks of a Hillsdale Loop alignment would be balancing traffic operations with right-
of-way impacts to adjacent properties,the complex engineering required to build retaining walls
on steep slopes,and the risks inherent to tunneling.
• A Marquam Hill-Hillsdale bored Tunnel would have the highest level of engineering complexity
and risk of the three proposed alignments.
Complexity and risk analysis in the Hillsdale segment focuses on differences between LRT operating
through a tunnel under Marquam Hill and Hillsdale, LRT or BRT routed on the surface of Barbur
Boulevard, and LRT or BRT options which connect through Hillsdale via Capitol and Bertha. Complexity
and risk analysis comparisons of these options are at this time a mix of quantitative and qualitative
factors.Additional analysis will be developed in the coming months to further define
geotechnical/structural complexity and risk for tunnels, as well as to identify the potential for impacts to
major utilities.
Marquam Hill-Hillsdale Tunnel
Of the options under consideration,the deep-bored tunnel under Marquam Hill has the highest level of
complexity and risk.Tunnels are inherently risky given the potential for unexpected subsurface
complications to be encountered-and overcome.The West Hills, formed by basalt flows,are geologically
complex and include numerous faults, resulting in a high degree of risk. Many tunnels constructed for
transportation worldwide exceed their estimated costs by substantial amounts. For example,the
Robertson Tunnel,which provides transit access to the Oregon Zoo, ultimately cost 80 percent more
than the original construction bid due to unforeseen complications and related schedule delays. The
deep bored roadway tunnel project in Seattle has had a one year delay due to problems with the tunnel
boring machine.
In the case of a bored tunnel particular consideration must be given to the impacts to the portal areas
near Hooker Street and near the intersection of Barbur and Bertha Boulevards.These include the large
footprint required for the mining operation staging areas, access to these locations for heavy equipment
and trucks,complex sequencing of work and materials delivery as well as materials to be hauled off.A
considerable amount of construction traffic would be generated for hauling off excavated soil and rock.
This would add complexity to the transportation system surrounding the site and the need to mitigate
3/2/15 Discussion Draft: Hillsdale Key Issues page 19
3/2/2015 Discussion Draft: Hillsdale Key Issues
impacts along the haul route,which would likely include phasing reconstruction of roadways damaged
by very heavy trucks continually travelling through. In addition,the northern portal's proximity to
Duniway Park could have Section 4(f) implications and the southern portal's proximity to a busy
commercial area in Burlingame would be likely to impact businesses.
A technical tunneling memo expected in May 2015 will more fully describe the geotechnical issues
associated with tunnel construction.
Barbur
The LRT in this segment would operate in continuous dedicated guideway and,as a result, would have
greater levels of risk due to the need for large retaining walls to accommodate the necessary widening
of roadways and possible geotechnical complications. Due to the added weight of the LRT system, both
viaduct structures on Barbur would need to be replaced, or instead new combined LRT/Pedestrian and
Bicycle structures would be necessary parallel to the existing viaducts which would continue to be used
for auto traffic.This choice includes some risk and complexity related to the potential for phased
replacement of the existing viaducts or construction of new structures nearby, in addition to the
challenges of maintaining traffic movements though the construction zone.The viaduct replacement
option would be a more complicated construction effort with a higher cost and level of risk.
This segment of Barbur has known geotechnical factors,which could complicate widening Barbur for
HCT north of the viaducts.Widening would be necessary to provide an exclusive operating guideway for
HCT while maintaining existing lanes for vehicular traffic.These would require large retaining walls along
the hillside.The topography would also complicate the construction of new parallel pedestrian and
bicycle structures. Much of this segment has relatively free-flowing traffic, even during peak periods,
which would allow the BRT vehicle to not be delayed much when in mixed traffic.Widening between
Miles and Terwilliger could be necessary to accommodate a southbound dedicated lane to reduce
congestion that queues back to Miles Place during peak periods. If this is necessary,there is the
potential for adjacent property impacts and an impact at Fulton Park.
Ilillsdale Loop with cut-and-cover tunnel
With either mode,the Hillsdale Loop alignment would require a new structure on Capitol Highway to
address the steep slope between Barbur Boulevard and Terwilliger Boulevard and to transition the
center running HCT to and from Capitol Highway.This structure would begin on Barbur and would slope
up above Barbur and cross over the lanes below into Capitol Highway. The topography and potential
complexity with large retaining walls on the steep slope would involve considerable engineering
complexity and risk.
The cut-and-cover tunnel, like the bored Tunnel described earlier, is inherently risky given the likelihood
for unexpected subsurface complications to be encountered and overcome.The cut-and-cover tunnel
must navigate and relocate utilities and has potential to encounter sites with archaeological value.
Additionally, a cut-and-cover tunnel would require a complex sequencing plan to maintain traffic on
Capitol and Bertha where the portal and tunnel transition to roadway.
3/2/15 Discussion Draft: Hillsdale Key Issues page 20
3/2/2015 Discussion Draft:Hillsdale Key Issues
Community impacts
Key considerations:
• Can the benefits and burdens of a high capacity transit alignment be equally distributed among
all population groups in the corridor?
* Do surface or tunnel alignments offer the greatest access to key places such as education,
employment, health care and retail centers?
Key findings:
• Based on spatial analysis of demographic maps,there is no significant difference in how each
alignment option runs through areas of non-white or non-English speaking populations.
Based on spatial analysis of demographic maps,there are slight differences in how each
alignment option runs through areas of low-income and senior populations.
• Subsequent analysis and conversations with residents, employees and visitors to the corridor
will further detail the potential for unequal distribution of benefits and burdens of high capacity
transit construction and service.
Demographic maps for non-white, non-English speaking, low-income and senior populations were
overlaid with maps of the proposed HCT alignments (see Appendix D). Subsequent discussions with
residents,employees and visitors to these areas will help us to further understand how different racial,
ethnic and language groups may be impacted by the proposed alignments.
Non-white and non-English speaking populations
Based on spatial analysis of the maps, none of the alignment options would run through areas with
more than average non-white populations; however, disaggregation by ethnicity shows that a Marquam
Hill tunnel alignment would pass under one area of higher than average concentration of Asian
population south of Marquam Hill. Each alignment would run primarily through areas with very low
percentages of non-English-speaking populations,with one exception of a higher than average parcel of
non-English speaking population west of Marquam Hill.
Low-income and senior populations
Based on spatial analysis of the maps,the Barbur Boulevard and Naito Parkway alignments would run
primarily through areas with higher than average low-income populations; the Marquam Hill alignment
would run under a portion of higher than average low-income population and also under below average
areas. Each of the three alignment choices would run through areas with significantly higher than
average populations of seniors 65 years and older.The Hillsdale Loop option would run through areas
with somewhat higher than average populations of seniors.
Access to services
Improvements to the transportation systems throughout the Southwest Corridor aim to improve access
to important community services such as education, health care, retail and employment centers for all
residents.
3/2/15 Discussion Draft: Hillsdale Key Issues page 21
3/2/2015 Discussion Draft:Hillsdale Key Issues
Education centers identified in the Hillsdale study area include OHSU's Marquam Hill campus, Wilson
High School, Rieke and Hayhurst Elementary schools and Hillsdale public library.A Marquam Hill-
Hillsdale tunnel would provide the most direct service to OHSU's Marquam Hill campus via an
underground elevator, but would provide limited access improvements to K-12 schools. K-1 schools
could be served directly by a Hillsdale Loop option,or from a station 2/3 mile away on a Barbur
alignment. Rieke Elementary could potentially be impacted during construction of a Hillsdale Loop
alignment but would benefit from long term improvements to the site.
Health care services identified in the Hillsdale study area OHSU's Marquam Hill campus and the VA
Medical Center.A Marquam Hill-Hillsdale tunnel would provide the most direct service to Marquam Hill
via an underground elevator.With a Barbur Boulevard alignment, riders could access Marquam Hill via
local transit, bicycle and pedestrian connections.
Key retail and employment centers in Hillsdale include the town center along Capitol Highway and areas
along Barbur Boulevard south of Terwilliger.The Hillsdale town center would be most directly served by
HCT with a Marquam Hill-Hillsdale tunnel or Hillsdale Loop tunnel. One of the Hillsdale Loop alignment
options would result in major impacts to retail and employment along Capitol Highway during cut-and-
cover tunnel construction. For HCT riders coming from north or south on the alignment,the additional
2.8 minutes of travel time for a Hillsdale Loop alignment would increase the travel time needed to
access retail and employment centers north and south of Hillsdale.
Property impacts
The options under consideration all have varying levels of impact to adjacent private properties. In many
cases, property impacts are limited to only a narrow strip of area needed to widen the roadway and
sidewalks. In other cases,temporary construction easements may be all that is needed to allow for
construction of new roadway and sidewalks. In extreme cases, large or complete acquisitions may be
necessary when impacts to buildings or other major infrastructure are unavoidable.The project team is
currently quantifying the areas of potential impact on each of the options and will be presenting the
level of impact of the various options relative to one another once the data is assembled. In areas where
converting an auto travel lane to a transit lane is under consideration, property impacts will be
evaluated for scenarios both with and without the lane conversion in order to facilitate discussion about
the trade-offs of minimizing impacts and maintaining auto capacity.
3/2/15 Discussion Draft: Hillsdale Key Issues page 22
3/2/2015 Discussion Draft. Hillsdale Key Issues
Next steps
This Key Issues Memo formally introduces to decision-makers and the public information relevant to a
decision on high capacity transit alignments in South Portland. Between March and July 2015, project
staff will present information on Hillsdale and other Southwest Corridor Plan issues and invite public
comment at numerous public meetings, including a Community Planning Forum and a Community
Technical workshop. An updated calendar can be found on our website:
http://www.oregonmetro.gov/public-projects/southwest-corridor-plan
May 2015:staff will produce a technical evaluation report that will include assessments of options
accessing South Portland, Hillsdale and Portland Community College,followed by staff
recommendations to the Steering Committee.
July 13,2015:the Steering Committee will be asked to consider making decisions on what options in
these three areas should continue to be studied in a DEIS.
December 2015:the Steering Committee will be asked to consider making a recommendation on the
mode,terminus and remaining HCT alignments to be studied further in a DEIS, along with an
implementation strategy for the corridor connection projects defined in the Shared Investment Strategy.
Appendices
Appendix A:Anticipated major project documents and estimated dates of completion
Appendix B:Shared Investment Strategy roadway and active transportation projects
Appendix C: Corridor-wide mode considerations
Appendix D: Demographic map
3/2/15 Discussion Draft: Hillsdale Key Issues page 23
3/2/2015 Discussion Draft:Hillsdale Key Issues
Appendix 4 Anticipated major project documents and estimated dates
of completion
July Steering Committee decision:direct vs. indirect service to Marquam Hill, Hillsdale and PCC-Sylvania
• Key Issue Memos:
o South Portland—March
o Hillsdale—March
o PCC-Sylvania—May
• Draft Evaluation Report—May
• Evaluation Report and Recommendation —June
• Supplementary documents:
o Tunnel fact sheet—March
o Modeling report=May
o Cost estimate report—May
o Tunnel technical memo—May
December Steering Committee decision: remaining HCT alignments, mode, and terminus and SIS
funding strategy
Key Issue Memos:
o Tigard—May
o Tigard to Bridgeport Village—September
o Bridgeport Village to Tualatin—September
o Barbur/Adjacent to 1-5—October
o HCT mode—October
o HCT terminus—October
• Draft Evaluation Report—October
• Evaluation Report and Recommendation —November
• Supplementary documents:
o Modeling report—October
o Cost estimate report—October
o Traffic report-October
• Funding strategy for Shared Investment Strategy roadway, bike and pedestrian projects—
December
2/24/15 Discussion Draft: Hillsdale Key Issues page Al
3/2/2015 Discussion Draft:Hillsdale Key Issues
Appendix Ii: Shared Investment Strategy roadway and active
transportation projects
The information in this appendix will be further developed and presented as a stand-alone document.
The Shared Investment Strategy(SIS) Roadway and Active Transportation Project List includes projects
that improve access to both key places in the corridor and to the high capacity transit(HCT)alignments
currently under consideration:
• HCT-aligned projects are roadway, bikeway and pedestrian projects that were initially identified in
the SIS in July 2013, and then were further refined in July 2014 as the HCT alignments were
narrowed.These projects either run along the HCT alignment(and would be incorporated into
HCT designs and cost estimates)or improve access to station areas.
• Corridor Connections are roadway, bikeway and pedestrian projects that improve connectivity
and mobility across the corridor, beyond the immediate geographic area of a potential HCT line.
These were identified in the SIS in July 2013 as critical for the support of land use goals in essential
and priority places.
Some of the projects identified as HCT-supportive are also critical land use supportive projects, and will
remain on the SIS Roadway and Active Transportation Project List as Corridor Connections projects if
their associated HCT station or alignments are removed from consideration. Other HCT-supportive
projects that do not support key land uses will be removed from the SIS project list as their associated
HCT alignments or stations are removed from consideration.
For all projects on the SIS Roadway and Active Transportation Project List, potential funding sources will
be identified. For HCT-supportive projects,one potential funding approach will be as part of the HCT
package, but other potential funding sources will be identified for each project to support their
implementation whether as part of a transit project or as a standalone project. Some of the projects will
require traffic analysis and evaluation of other impacts prior to project partner support for
implementation.
The following map and list show both the HCT-supportive and corridor connections projects in the South
Portland and Hillsdale areas.
2/24/15 Discussion Draft: Hillsdale Key Issues page 131
3/2/2015 Discussion Draft. Hillsdale Key Issues
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2/24/15 Discussion Draft: Hillsdale Key Issues page B2
3/2/2015 Discussion Draft: Hillsdale Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Barbur Lane Diet-Capitol to Hamilton
(reduce northbound lanes from three to
two with multimodal improvements)
1019 Reduce number of northbound lanes from
Portland three to two from Capitol Hwy(north)to ¢ Bicycle Corridor
ODOT 1/4 mile south of Hamilton to reduce Connections
speeds and improve safety, improve
ped/bike crossing safety and add
protected bike lanes
South Portland Circulation and
Connectivity(Ross Island Bridge ramp
connections)
1044 Adds a new ramp connection between I-
Portland 405 and the Ross Island Bridge from Kelly �$$$ Multimodal HCT HCT With HCT on Naito
ODOT Avenue_ Restore at-grade iumoda
ntersections Supportive Package Parkway- Include
along Naito Parkway, with new signalized
intersections at Ross Island Bridge access
and at Hooker Street. Removes several
existing roadways and ramp connections.
Pedestrian connection from Barbur to
Terwilliger at Gibbs
2999 Construct a new pedestrian walkway With HCT station at
Portland under the tram within the Gibbs right-of- $ Pedestrian HCT HCT
way through the Terwilliger Parkway. The Supportive Package nclud Barbur/Naito &Gibbs:
I
steep grade and forested area will require nclude
lighting and stairs.
Inner Hamilton bikeway-from SW
3028 Terwilliger Blvd to SW Corbett Ave.
Portland Enhanced shared roadway Includes ¢ Bicycle HCT HCT With HCT station at Barbur
connection to Terwilliger on SW Hamilton Supportive Package &Hamilton: Include
Terrace
Multimodal Auto/Freight Bicycle Pedestrian Bike/Ped
Cost: C-up to$500,000;$-up to$5 M; $$-up to$10 M; $$$- up to $20 M; $$$$-More than$20 M page B3
3/2/2015 Discussion Draft. Hillsdale Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Lower SW 1st bikeway-from SW
Barbur Blvd to SW Arthur St.
3038
Multiple bicycle facility types: separated in- HCT HCT With HCT station at
Portland roadway(Corbett. Gibbs-Grover); bicycle ¢ Bicycle Supportive Package Barbur/Naito&Gibbs:
boulevard (all other segments). Includes Include
connection to SW Kelly Ave on SW Grover
St and SW Corbett Ave
Middle Barbur bikeway-from SW 23rd
Ave to SW Capitol Hwy-Barbur Blvd With HCT adjacent to 1-5
3044 Ramp. HCT HCT Include within 1/2 mile of
Portland Separated bicycle route in-roadway. Listed $ Bicycle Supportive Package stations
ODOT as a Regional Bicycle Parkway in the With HCT on Barbur:
Regional Active Transportation Plan Include
(5/9/13).
Terwilliger bikeway gaps With HCT station at Barbur
3093A Separated bicycle route in-roadway. ¢ Bicycle HCT HCT &Terwilliger- Include lower
Portland Eliminate key gaps in the Terwilliger Blvd Supportive Package section near Barbur(50%)
bikeway
Vermont-Chestnut bikeway-from SW With HCT station at Barbur
3101 Capitol Hwy to SW Terwilliger Blvd. ¢ Bicycle HCT HCT &Terwilliger: Include
Portland Bicycle boulevard Supportive Package Include with HCT station at
13th instead of Terwilliger.
Barbur Blvd,SW(3rd -Terwilliger):
Multimodal Improvements
4002 Construct Improvements for transit, bikes HCT HCT With HCT on Barbur
Portland and pedestrians.Transit improvements $:$ Multimodal Supportive Package Boulevard: Include
ODOT include preferential signals, pullouts,
shelters, left turn lanes, sidewalks, and
crossing improvements.
2/24/15 Discussion Draft: Hillsdale Key Issues page 134
3/2/2015 Discussion Draft:Hillsdale Key Issues
Project# Prima
Location/ Title Primary Potential
Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Barbur Blvd, SW(Terwilliger-City
Limits): Multimodal Improvements
5005 Complete boulevard design improvements With HCT adjacent to 1-5:
Portland including sidewalks and street trees, safeInclude within 1/2 mile of
ODOT pedestrian crossings, enhance transit $$$$ Multimodal HCT PCT stations(20%)
access and stop locations, and bike lanes Supportive Package
With HCT on Barbur
(Terwilliger-SW 64th or Portland City Boulevard: Include
Limits).
Barbur Lane Diet: Miles to Capitol
5006 Reduce number of northbound travel lanes
Portland on Barbur from Miles to Capitol Highway Corridor
ODOT (north)from two to one to reduce speed ¢ Bicycle Connections
and improve safety. Adds bike lanes over
Newberry and Vermont bridges.
Naito/South Portland Improvements
(left turn pockets with pedibike and
remove tunnel, ramps and viaduct) With HCT station at Barbur
5013 Reconstruct Naito Pkwy as two-lane road &Gibbs: Include signalized
Portland w/bike lanes, sidewalks, left turn pockets, HCT
8 on-street parking. Remove grade $$$$ Multimodal PCT pedestrian crossing(s)of
ODOT Supportive Package Naito near station (I%)
separation along Naito at Barbur Blvd. With Naito alignment.
(tunnel), the Ross Island Bridge, Include
Arthur/Kelly(viaduct), and the Grover
pedestrian bridge.
6004 Newbury viaduct bicycle and
Portland pedestrian facilities Corridor
$ Bike/Ped
ODOT Construct new bicycle and pedestrian Connections
facilities at/parallel to Newbury St. viaduct
2/24/15 Discussion Draft: Hillsdale Key Issues
page 135
3/2/2015 Discussion Draft: Hillsdale Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
6005 Vermont viaduct bicycle and pedestrian
Portland facilities $$ Bike/Ped Corridor
ODOT Construct new bicycle and pedestrian Connections
facilities at/parallel to Vermont St. viaduct
1-405 Bike/Ped Crossing Improvements
6022 Improve opportunities for bicycles and HCT HCT Consider opportunity to
Portland pedestrians to cross over/under 1-405 on $ Bike/Ped Supportive Package address with HCT crossing
ODOT Harbor Drive_ Naito Parkway, 1st, 4th, 5th, of 1-405
6th and Broadway
Red Electric Trail: Fanno Creek Trail to
Willamette Park-Hillsdale to Shattuk
Provide east-west route for pedestrians
and cyclists in SW Portland that connects
9005A and extends the existing Fanno Creek $ Bike/Ped HCT HCT With HCT station in
Portland Greenway Trail to Willamette Park. Listed Supportive Package Hillsdale. Include
as a Regional Bicycle Parkway and
Regional Pedestrian Parkway in the
Regional Active Transportation Plan
(5/9/13)
Red Electric Trail: Fanno Creek Trail to
Willamette Park-to Hillsdale
Provide east-west route for pedestrians
and cyclists in SW Portland that connects
90058 and extends the existing Fanno Creek. $$$ Bike/Ped Corridor
Portland Greenway Trail to Willamette Park Listed Connections
as a Regional Bicycle Parkway and
Regional Pedestrian Parkway in the
Regional Active Transportation Plan
(5/9/13).
2/24/15 Discussion Draft: Hillsdale Key Issues page 136
3/2/2015 Discussion Draft:Hillsdale Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Slavin Road to Red Electric Trail:
Barbur to Corbett
Build Multi use trail on Slavin Road from
9007 Barbur to Corbett. The Red Electric Trail is Corridor
Portland listed as a Regional Bicycle Parkway and $ Bike/Ped Connections
Regional Pedestrian Parkway in the
Regional Active Transportation Plan
(5/9/13),
2/24/15 Discussion Draft: Hillsdale Key Issues
page 137
3/2/2015 Discussion Draft: Hillsdale Key Issues
HCT-supportive projects in Hillsdale
The HCT-supportive projects in the Hillsdale area would focus on improving bike and pedestrian access
to the Hillsdale HCT station and along the Barbur Boulevard alignment.
The Hillsdale HCT alignment options would have implications for the HCT-supportive projects in South
Portland because the Marquam Hill-Hillsdale tunnel spans both the South Portland and Hillsdale areas.
With the Marquam Hill-Hillsdale tunnel, bike and pedestrian improvements in South Portland on 1St
Avenue and Hamilton, a new pedestrian connection between Barbur and Terwilliger, and Naito/Ross
Island Bridgehead multimodal improvements would not be included with HCT.
%of project included with each HCT alignment option
Marquam
Barbur Barbur Hillsdale Hillsdale Hill-
Tunnel Tunnel Hillsdale
LRT BRT LRT BRT tunnel
# Title LRT
1044 South Portland Circulation and Connectivity 0 to 100 0 to 100 0 to 100 0 to 100 0
2999 Pedestrian connection from Barbur to 100 100 110 100 0
Terwilliger
3028 Inner Hamilton bikeway 100 10.0 100 100 0
3038 Lower SW 1st bikeway 100 100 100 100 0
3093A Terwilliger bikeway gaps 50 50 50 50 50
4002 Barbur Blvd Multimodal Improvements 100 100 30 30 5
5013 Naito/South Portland Improvements 1 to 100 1 to 100 1 to 100 1 to 100 0
9005A Red Electric Trail: Hillsdale to Shattuck 0 0 1.00 100 100
0 not included with HCT alignment
%to% potentially included with HCT alignment,depending on options in other areas
% 1 to 33%of project included with HCT alignment
% 34 to 66%of project included with HCT alignment
% 67 to 100%of project included with HCT alignment
2/24/15 Discussion Draft: Hillsdale Key Issues page B8
3/2/2015 Discussion Draft. Hillsdale Key Issues
Corridor Connections projects in Hillsdale
The Shared Investment Strategy includes several additional bike and pedestrian projects in the Hillsdale
and Burlingame area that would not be directly linked to the HCT alignments, including two different
approaches to improving bike and pedestrian safety along Barbur Boulevard.
The first approach, used by projects 1019 and 5006,would remove one northbound vehicle lane on
Barbur Boulevard to improve safety by reducing traffic speeds and adding protected bike lanes.The
other approach, used by projects 6004 and 6005, is to add bike and pedestrian facilities parallel to the
Newbury and Vermont viaducts on Barbur Boulevard,which currently have no bike lanes and a narrow
sidewalk.The lane reductions would cost less than the parallel structures while providing enhanced
bicycle and pedestrian facilities along a longer stretch of Barbur.
In addition to the Barbur improvements,the Corridor Connections list includes the portion of the Red
Electric Trail that would not be included with an HCT station at Hillsdale and the Slavin Road multi-use
trail that connects the Red Electric Trail to South Portland.
2/24/15 Discussion Draft: Hillsdale Key Issues page B9
3/2/2015 Discussion Draft.Hillsdale Key Issues
Appendix C: Corridor-wide mode considerations
The information in this appendix will be further developed and presented as a stand-alone document.
Two high capacity transit(HCT) modes are under consideration for the corridor:
a Light'rail transit(LRT)
• Bus rapid transit(BRT)
Bus Rapid Transit description
There are currently four operating LRT(or MAX) lines and one under construction in the Portland area.
In 2014, BRT was selected as the preferred mode for the under-development Powell-Division Transit
Development Project, but to date BRT does not operate in the region. Typically, BRT is differentiated
from standard bus service by several characteristics:
• Fifty percent or more of the alignment operate in dedicated transitway lanes to increase speed
and reliability.
Portions of the alignment may have queue bypass lanes, signal priority, or other design
elements to speed travel.
• Vehicles are larger capacity and have multiple doors for entry and exit.
+ Fare payment is made off-board to reduce dwell times.
• Stations are similar to LRT or streetcar stations, and are spaced further apart than local service
bus stops for faster service.
Capital costs
Depending on the percentage of dedicated transitway for a BRT alternative,capital costs to construct
physical infrastructure are more expensive for LRT,which operates in fully dedicated transitway, in large
part due to right-of-way acquisition of property required for construction. It is important that BRT
planning consider the risks of"watering down"a project by deciding to operate BRT in congested
roadways to avoid high capital costs or engineering complexity.This can diminish the effectiveness of
BRT service as the most difficult places to attain exclusive right of way are often the places it is most
needed.
Capital costs are a one-time cost shared by many partners including the federal government,which
usually contributes 50%of a project's capital cost, as well as state and local governments, municipal
planning organizations,transit agencies, and other private partners.
Operating and maintenance costs
The vehicle operator accounts for the largest share of operating costs regardless of mode. Since an LRT
vehicle has greater capacity compared to a BRT vehicle (266 versus approximately 86),fewer LRT
vehicles are required to carry an equivalent passenger load, making LRT less expensive to operate than
BRT. SW Corridor model runs indicate that in the year 2035 the 7.5 minutes assumed peak headway
2/24/15 Discussion Draft: Hillsdale Key Issues page B1
3/2/2015 Discussion Draft:Hillsdale Key Issues
(number of minutes between vehicle arrivals)for LRT is sufficient to accommodate peak-hour, peak-
direction demand. For BRT, however,the peak frequencies would need to be increased to 3 minute
headways to accommodate demand. This would result in higher operating costs for BRT for the lifetime
of the service. On-going operating and maintenance costs are largely locally funded.
Speed,service and ridership
LRT attracts more riders than BRT. Because LRT always operates in exclusive transit lanes and because it
is more likely to be granted signal priority at intersections, light rail is faster and more reliable than BRT.
Stated preference surveys also show that LRT attracts more discretionary riders than BRT, due to speed
advantages but also to better perceived ride quality compared to BRT.
Models indicate that in 2035 the demand for HCT in the Southwest Corridor would require 20 BRT
vehicles per hour in the peak, while LRT is assumed to operate with eight vehicles per hour in the peak
with enough capacity still available to accommodate ridership growth beyond 2035. For BRT,growth
above the projected 2035 demand would require yet more increases in service.
HCT service provides travel time advantages over local buses because of exclusive right of way but also
because of longer distances between stations and signal priority at intersections. The high number of
hourly vehicles required for BRT can be expected to diminish some of the travel time benefit from signal
priority. The more frequently HCT vehicles pass through an intersection,the less likely signal priority
can be given to the transit vehicles over autos. When the frequency of signal priority requests interferes
with auto movement, priority for HCT vehicles is limited. It's expected that traffic would be largely
unaffected by the eight LRT vehicles per hour assumed in the peak in 2035; however,the frequency
required for BRT would likely prohibit full priority.
Development
Both BRT and LRT would leverage private development investment at station areas. Available research
assessing the difference in scale of development by mode is inconsistent and contradictory. Staff will
address development by mode over the course of the next year.
2/24/15 Discussion Draft: Hillsdale Key Issues page B2
3/2/2015 Discussion Draft: Hillsdale Key Issues
Appendix D. Demographic maps
4DCCOridorr • . . Color
Nit
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41
2/24/15 Discussion Draft: Hillsdale Key Issues page D1
3/2/2015 Discussion Draft: Hillsdale Key Issues
IDCOrfldor - , .
ti.
'w
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f
R r
�..�UdmnGr—h9m,Muy TheaverapeparcentapsforAIAN populationfor Mock
groups intersecting the Urban Growth Boundary is 0.91.
hresMAIAN~� 'Scuree;2010 Census
rsY 91% i l
� "hr.a:1 20.•5 ;
2/24/15 Discussion Draft: Hillsdale Key Issues page D2
Asian Population
r� I
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3/2/2015 Discussion Draft:Hillsdale Key Issues
"Corridor ' Black Population
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t)• 1 eft ^- li
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..�.. .,.r..4.�-_-.�.-.�v.v ...r.r...,._..�.r.. ..._....�.........v...-.s.r. --_ � .i.use`.r.�.....w..-�..�„_...�.a.�._..�_...-.-..�...__._....._->
�%=NCT agnmen4 unaarewaderakw - Mliro kegrort � -„
Man 6mwnewndm The averageparcentapePorslackpopulationfor block _ V_...�1.•'.
groups adarseebnp the Urban Growth Boundary Is 3
Pmint aYek4� 5Smroe'2010 Census {• ” 1
1
2/24/15 Discussion Draft: Hillsdale Key Issues page D4
3/2/2015 Discussion Draft. Hillsdale Key Issues
Corridor Hispanic Population
r t�
F a IaY
r
*;.w
ilk
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44
rL7 { lY �
�ncr vgnm�nnuMsreamWemha" 'M.tra ftaglon
Man Oroafi eaundaq Theaverage pwmtwye for Hispanic popubtan forblock
�••' graupc ndersectirq the Urban Growth Boundary is 11 13,
'SourceZOtgCensus � 9, !
9022.3%-33%
2/24/15 Discussion Draft: Hillsdale Key Issues page D5
3/2/2015 Discussion Draft.Hillsdale Key Issues
I
; Corridor Native Hawaiian or Pacific Islander Population '
PJ ,l
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CiHCi�gnmmbunder consfsaawnMrtro Region •~`�
The average percentage fir NHPI populahort for block .
uoean dovra swoon' grows Interseotng the Men Growth Boundary is 0.45
Each block group is labeled with its total NHPI population,
hrwoot aRFl 'Source'2010 Census ..
228- '��
,, tyle,,
2/24/15 Discussion Draft: Hillsdale Key Issues page D6
3/2/2015 Discussion Draft. Hillsdale Key Issues
jCorridor Non-English Speaking Population
'� f
' � "E •_ 'Kia
-- ►may;. �. - - _-�,�, `�;` .. �
r-
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Metro i2601w.. '
.e:ONCT monm.nh und.r cm$Wr tm i
1:"Wbwn Crowe 8murdmy The average percentage for non-English speal ng popuMon j
_ ;or Census Uaets nnterseosog the Urban Gamth Boundary is 4.4. -
•MJerwsn CormwnAy Survey 2005-2009P*mrd Nm4ngsh a=te;-- y
•M.---22% 'FY
22%-4IN
54.4:3-88:•,
:Po8.8%-e65-. n„r.2 l,%", ;
2/24/15 Discussion Draft: Hillsdale Key Issues page D7
3/2/2015 Discussion Draft:Hillsdale Key Issues
l :
CorridorLow Income Population
:t
,``` ,'✓ a••1 / ? �J
eatlCT Yfpnmonh wkvmnuhra6m
Meech k-jion
uaun arosm Owndary The avenge percentage for poy"Tor Census Vada
Intersecting the Urban Growth Boundary is 13 2, ..
hrearrtin Pandy *AMeman Coomundy Survey 2005QW9
a es_13.x3%
13.23%;2 65% �,t+I '�a•
la ea- 0"�. '
{
2/24/15 Discussion Draft: Hillsdale Key Issues page D8
/ I r I r •. '
Senior Papulation
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��'LW lfli9Wiif.4lr:rfq P
— �
a. yhS 4
Southwest Corridor flan
Ivey IssueswSouthPortland
Discussion Draft, Larch 2, 2015
, GREAT PLACES
Portland•Sherwood•Tigard•T6alatir
Beaverton•Durham•King Oy
W�shing:or County•ODOT•TriMet•Met•o
3/2/15 DISCUSSION DRAFT
Key Issues: South Portland
Contents
Southwest Corridor Plan overview...............................................................................................................1
How to use this Key Issues memo.................................................................................................................2
South Portland Key Issues summary....................................... .....................................................................3
HCT alignment option descriptions...............................................................................................................8
South Portland analysis and findings................................................... .....:................................................11
Transitperformance......................................................................................................................... .....11
Communitydevelopment.......................................................................................................................15
Mobility...................................................................................................................................................18
Costestimates.........................................................................................................................................20
Engineeringcomplexity and risk.............................................................................................................22
Communityimpacts................................................................................................................................23
Nextsteps ...................................................................................................................................................25
Appendix A: Anticipated major project documents and estimated dates of completion..........................A1
Appendix B:Shared Investment Strategy roadway and active transportation projects............................61
Appendix C: Corridor-wide mode considerations.......................................................................................C1
AppendixD: Demographic maps ................................................................................................................D1
3/2/15 DISCUSSION DRAFT
South Portland Key Issues: introduction and summary
Southwest Corridor Plan overview
The Southwest Corridor Plan is a comprehensive approach to achieving community visions through
integrated land use and transportation planning.The Southwest Corridor Plan incorporates high
capacity transit(HCT)alternatives, roadway, bicycle and pedestrian projects,and adopted local land use
visions, including the Barbur Concept Plan,the Tigard High Capacity Transit Land Use Plan, Linking
Tualatin,and the Sherwood Town Center Plan.The Plan is exploring Bus Rapid Transit(BRT)and Light
Rail Transit(LRT) alternatives for several alignments that connect the Portland Central City, Southwest
Portland,Tigard, and Tualatin.
In July 2013,the Southwest Corridor Plan Steering Committee recommended a Shared Investment
Strategy that includes key investments in transit, roadways,active transportation, parks,trails and
natural areas.A refinement study was initiated in August 2013 to narrow HCT options, identify a
preferred alternative and create a subset of roadway and active transportation projects. In June 2014,
the Steering Committee accepted the recommendation of a narrowed set of HCT design options and
requested additional refinement work from staff.
In December 2014,the Steering Committee directed project staff to use these findings and further
community input to develop a Preferred Package of transportation investments to support community
land use goals.The Preferred Package is anticipated to be defined in spring 2016.
After the Steering Committee approves the Preferred Package,the identified HCT mode, alignment
options, roadway, bicycle and pedestrian projects will receive full environmental review in a Draft
Environmental Impact Statement(DEIS) under the National Environmental Policy Act(NEPA). It is
anticipated that additional roadway,transit, bicycle and pedestrian projects will be further studied,
funded and implemented through other collective federal,state, regional and local efforts.
Desired outcome: Preferred Package
Project partners will work together to develop a Preferred Package by spring 2016 that addresses the
needs and aspirations of Southwest Corridor residents and businesses.The Preferred Package will
include the following components:
• HCT Preferred Alternative:Preferred HCT alignments to study further in a DEIS, including mode,
alignments,terminus,and associated roadway, bicycle and pedestrian projects
• Corridor Connections:Potential funding source and timeframe for each of the roadway, bicycle and
pedestrian projects identified in the Shared Investment Strategy
* Land use and development strategy:Partnership agreements and other pre-development work to
activate land use and place-making strategies identified in local land use visions
2/24/15 Discussion Draft:South Portland Key Issues page 1
312/2015 Discussion Draft.South Portland Key Issues
Identifying the Preferred Package: 2015-2016 timeline overview
To reach a Preferred Package by spring 2016,two key Steering Committee decision-making points have
been identified in 2015:July and December.Technical analysis, place-based public outreach and partner
conversations will precede each Steering Committee decision.A draft recommendation report will be
presented at community forums before each decision-making point, including public comment gathered
during the place-based outreach period and any additional technical analysis compiled.
The July Steering Committee decision will focus on direct versus indirect access to key destinations in
the corridor including Marquam Hill, Hillsdale and the Portland Community College (PCC)Sylvania
Campus,as well as technical modifications to HCT alignments.The December Steering Committee
decision will focus on the remaining HCT alignments and terminus options as well as an HCT mode
decision between LRT and BRT. In January 2016,the Steering Committee will identify a Draft Preferred
Package, including HCT mode, alignment options,terminus options, and associated roadway and active
transportation projects for further study in a DEIS, a funding strategy for additional priority roadway,
bicycle, and pedestrian projects throughout the corridor, and integrated land use and development
strategies.
Steering Committee Decision
;ayth Fr+tans
WlJ lddle Draft Preferred Package
P"C.5vlvdn a He T Package
Tigard Comdor C'nnnectirimFunding 5tral:Uies
HC T t-Olplwi modrfuatiom Land tisf.&De4elrprnPr't str-ALgy
2015
JAN "Ei MAR APR MAY JUN AUG SEP OCT NOV DEC FEB MAR APR MAY
— —*—* 07
JUL JAN
1- 2016
Steering Committee Decision FL4nrd
erred Package
1iyTrd PackagP
ligord to Bridgeport Whllage mdo: .rnnection%funding Strategies
K,idgewrt.`rill igr.tc Tualatin I 1&Deveinpmt nt:trdtegy
B.mur!Adjacent to i-5
PCT nwdP
PC T tpiminu%
How to use this Ivey Issues memo
The Southwest Corridor project partners are taking a place-based approach to understanding the key
issues related to potential HCT and transportation investments as they relate to local concerns and
community aspirations.The place-based key issues will be reviewed by the public and the Steering
Committee in the context of their implications for achieving the multifaceted goals for the corridor as a
whole. Decision makers and the public will have several months to discuss this report through public
meetings and online engagement.Although this memo will not be revised after the March Steering
Committee meeting, information from this report and other Key Issues memos will be combined with
technical evaluation of the options in the South Portland, Hillsdale and PCC-Sylvania areas to form a
draft Evaluation Report expected in May 2015.A summary of stakeholder feedback will be incorporated
into the Evaluation Report and Recommendation that will be available prior to the July 2015 Steering
3/2/15 Discussion Draft: South Portland Key Issues page 2
3/2/2015 Discussion Draft.South Portland Key Issues
Committee decision.The remaining place-based evaluation and recommendation reports will be
available before the December 2015 Steering Committee decision.
This document fits into a broader array of technical information that supports Steering Committee
decision making during this phase of the Southwest Corridor Plan.Appendix A lists the anticipated
mayor project documents and their estimated dates of completion.
This document includes an overview of the decision making process as it relates to the key issues in
South Portland,a description of the three proposed high capacity transit alignments to serve South
Portland, a summary of technical information and a description of key issues for decision makers and
the public to consider.Appendices contain supplemental information including maps and project lists of
Shared Investment Strategy road, bicycle and pedestrian projects being considered for the South
Portland area, a discussion of general transit mode considerations, and maps highlighting demographic
factors in the study area.
South Portland Key Issues summary
The South Portland area encompasses the project area between the Portland Transit Mall and SW
Hamilton Street, but also includes a tunnel HCT alignment option that extends to the Hillsdale and
Burlingame areas.This memo focuses on the
following three HCT options under consideration for High Capacity Transit(HCT)
Options for Further Study
the South Portland area:
J i..T:h
1. A Marquam Hill-Hillsdale deep-bored tunnel
between downtown Portland and SW
Bertha Boulevard (LRT only)
2. A surface alignment on SW Barbur
Boulevard (BRT or LRT) between downtown
Portland and SW Hamilton Street, including eez
a new pedestrian and bike connection
between Marquam Hill and Barbur
Boulevard
3. A surface alignment on SW Naito Parkway
vet••-:_�� K=OII.?I1444f4f"^YS'Rllnlry
from downtown Portland to the merge point
with Barbur Boulevard and continuing to SW ,
Hamilton Street, including a new pedestrian
and bike connection between Marquam Hill
and Barbur Boulevard, and including
implementation of at least some portions of
the Ross Island bridgehead project
3/2/15 Discussion Draft:South Portland Key Issues page 3
3/2/2015 Discussion Draft:South Portland Key Issues
Additional HCT options in the vicinity of Hillsdale overlap this geographic area but are addressed
separately in the Hillsdale Key Issues memo.The Marquam Hill-Hillsdale Tunnel alignment is addressed
in both the South Portland and Hillsdale Key Issues memos.
—77
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Major decisions in South Porth:
In July 2015 the Southwest Corridor Plan Steering Committee will be asked to make a decision on which
of the proposed HCT alignment choices serving the South Portland area will advance to further
environmental review through a DEIS that could begin in late 2016.
While some distinctions between the Barbur and Naito options are described in this document, a
decision to advance one over the other will require further detailed analysis that will be performed as
part of the DEIS.As a result,a July 2015 decision to forward a surface alignment in South Portland would
include both the Naito Parkway and Barbur Boulevard alignments,as well as local circulation options in
the Ross Island bridgehead area.The Steering Committee will decide in July 2015 whether the Marquam
Hill-Hillsdale Tunnel alignment will also proceed for further environmental review.This document
focuses on the substantial tradeoffs between a tunnel option and the two surface options so that the
public and decision makers can be confident that all options that will enter the DEIS are viable and
aligned with project goals.
3/2/15 Discussion Draft: South Portland Key Issues page 4
3/2/2015 Discussion Draft.South Portland Key Issues
Major decisions in South Portland
July 2015:
• Should the Marquam Hill-Hillsdale Tunnel be studied in the DEIS?
• Should the surface alignments(Barbur and Naito) be studied in the DEIS?Advancement of the
surface alignments would include study of both a Marquam Hill pedestrian and bike connection
and the Ross Island bridgehead project.
December 2015:
• Is BRT or LRT the preferred mode to study in the DEIS?
• What is the best implementation approach for roadway, bike, and pedestrian projects that are
not included as part of the HCT project but are defined in the Shared Investment Strategy in
South Portland?
DEIS(anticipated 2016/2017):
® Should a surface alignment use Naito Parkway or Barbur Boulevard in South Portland?
• If the Marquam Hill-Hillsdale Tunnel is studied in the DEIS:will the tunnel or the surface
alignment be selected for the LPA?
Evaluation factors
Deliberation and decision making will be driven by how well each element of the proposed project
meets the Southwest Corridor Plan overarching Purpose and Need, including improved mobility and
safety for all users and modes of transportation, efficient and reliable transportation choices, wise use
of public resources, improved access to key places, and equitable distribution of the benefits and
burdens of transportation and land use development.
This South Portland Key Issues memo outlines data collected through technical analysis, community
knowledge and discussions with partners that will influence this decision, including:
• Transit performance
• Community development
• Mobility
• Capital cost estimates
• Engineering complexity and risk
• Community impacts
3/2/15 Discussion Draft:South Portland Key Issues page 5
3/2/2015 Discussion Draft:South Portland Key Issues
South Portland summary
The following table summarizes evaluation factors, key considerations, and analysis results for consideration in the South Portland area.
Key considerations Evaluation Marquam Hill-Hillsdale Tunnel Surface Alignments
factors Barbur Naito
Transit Performance 2035 new transit New Transit Trips.23,300 New Transit Trips:22,600 New transit trips expected to be
• How would a Marquam Hill-Hillsdale trips similar to Barbur
tunnel alignment perform relative to a 2035 line riders Line riders:45,500 Line riders:36,900 Line ridership expected to be similar to
surface alignment? (High number of bus transfers to LRT in Barbur
• Do the performance differences justify Hillsdale results in high line ridership
the higher capital costs,complexity, relative to new transit trips)
and risk associated with a tunnel? Travel time(PSU Travel Time-27 minutes Travel Time:30 minutes Slightly slower than Barbur due to
• How would an HCT project affect to Tualatin) service along SW Lincoln and the
Marquam Hill transit and auto usage?
additional station
2035 Marquam . Increases Marquam Hill transit ons& • Increases Marquam Hill transit ons • Ons and offs expected to be similar
Hill station usage offs by 23% &offs by 13% to Barbur
and auto volume • Daily auto volumes on streets • Daily auto volumes on streets Daily auto volumes on streets
impacts providing access to Marquam Hill providing access to Marquam Hill providing access to Marquam Hill
would decline by 3% would decline by 2% expected to decline similar to
Barbur alignment
Community Development Access • Direct access to Marquam Hill • Indirect access to Marquam Hill • Indirect access to Marquam Hill(via
• Do surface or tunnel alignments offer • No connection between Lair Hill and (via new pedestrian connection) new pedestrian connection)
the most desirable redevelopment Marquam Hill Potential stations at Hamilton and • Potential stations at Hamilton and
opportunities for communities in South • No direct station access to South Gibbs in Lair Hill/South Portland Gibbs in Lair Hill/South Portland
Portland? Waterfront(access via tram) • Walk access to South Waterfront • Walk access to South Waterfront via
• Can effective bicycle and pedestrian . Includes sidewalk/bike improvements via Gibbs St ped bridge Gibbs St ped bridge
connections be developed so that a to access station • Includes sidewalk/bike • Transforms the remnant expressway
surface alignment can provide a good improvements along Barbur and to on this stretch of Naito into an
connection for transit riders to access stations urban boulevard with multimodal
Marquam Hill? access to the HCT station
Redevelopment Redevelopment potential dear stations Some redevelopment potential along Most redevelopment potential,
potential Barbur including on land that could become
available with Ross Island Bridgehead
reconfiguration
Support of local Supports Barbur Concept Plan
land use plans
3/2/15 Discussion Draft: South Portland Key Issues page 6
3/2/2015 Discussion Draft.South Portland Key Issues
Key considerations Evaluation Marquam Hill-Hillsdale Tunnel Surface Alignments
factors Barbur Naito
Mobility Accessibility Includes sidewalk/bike improvements to Includes sidewalk/bike •
• Can high capacity transit be designed to / Includes sidewalk/bike
g access station improvements along alignment and improvements along alignment and
minimize negative impacts to auto, to access stations
freight,bicycle and pedestrian mobility to access stations
and access?
• Could include projects that improve
• Do surface or tunnel alignments offer auto access to Ross Island Bridge
and reconnect street grid
more opportunities to improve safety Mode Only LRT would operate in a tunnel • 20 BRT vehicles per hour in the Same as Barbur alignment
for all users? considerations option peak in South Portland
• Can surface alignments on Naito or
Barbur be designed to avoid creating a • 8 LRT vehicles per hour in the
barrier effect for cars,bikes and peak
pedestrians?
Capital Costs Cost estimates in • Adds$900M-$1 OB compared to
p $1.96-$2,48(LRT) $1.96-$2.46(LRT)
• What are the cost differences between 2014 dollars
Barbur or Naito alignment $750M-$1.213(BRT) $750M-$1.213(BRT)
a tunnel and a surface option? • Depending on
• Does overall cost impact the length of regional-funding Additional cost for Ross Island
capacity,could impact terminus Bridgehead modifications
the final high capacity transit project? options to the exclusion of Tigard or
Tualatin
Engineering complexity/risk Risk • Large area needed for tunnel • Right-of-way impacts •
• Are the benefits and risks associated g y p acts Complexity of Ross Island
mining/access for heavy equipment • Potential 4(f)imparts to Duniway bridgehead modification
with construction of a deep-bored and trucks at each portal Park
tunnel clear? construction
• Risk of complications with tunnel • Potential right-of-way impacts if
• What aspects of each alignment option buring resulting in cost overruns
present noteworthy risk? maintaining all travel lanes on Naito
• Traffic and physical roadway impacts • Modification of existing structures
from hauling excavated materials along Naito
• Potential 4(f)impacts to Duniway Park
with tunnel construction
Community impacts Distribution of • Most direct access to education, • Potential right of way impacts • Potential right of way impacts
• Can the benefits and burdens of an HCT impacts employment and health care services •
Provides more direct access to • Most improved access to education
alignment be equally distributed among on Marquam Hill education,employment,health and health care services along Naito
all population groups in the corridor? • Limited access to education,health care and retail services not located Parkway via HCT station areas and
• Do surface or tunnel alignments offer care,employment and retail services on Marquam Hill
greater access to key places such as q road,bicycle and pedestrian
on Naito Parkway,South Waterfront,
education,employment,health care and local retail centers improvements
and retail centers? • Portal may be a visual or potential 4(f)
concern if impacting parks/open space
3/2/15 Discussion Draft:South Portland Key Issues
page 7
3/2/2015 Discussion Draft:South Portland Key Issues
South Portland Ivey Issues
HCT alignment option descriptions
There are three HCT alignments in South Portland:two surface and one tunnel.A number of other HCT
alignment options were removed from further consideration by the Steering Committee in April and
June 2014. More information on these options may be found on the Southwest Corridor Plan website:
http•//www.oregonmetro.gov/public-proiects/southwest-corridor-plan/project.-library.
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Surface
The two surface alignment options in South Portland would both include a pedestrian connection from
Barbur Boulevard to Marquam Hill near Gibbs Street for both BRT and LRT. Either BRT or LRT alignment
options on Naito Parkway could potentially include modifications to the current Ross Island bridgehead
access.
3/2/15 Discussion Draft:South Portland Key Issues page 8
3/2/2015 Discussion Draft.South Portland Key Issues
Naito Parkway surface alignment
This option would connect to downtown Portland via Lincoln Street at Naito Parkway,with LRT tying
into the Portland-Milwaukie light rail (PMLR)tracks on Lincoln and BRT using the new bus-only lanes
between Naito and 1st Avenue on Lincoln. LRT would utilize the PMLR station on Lincoln while the BRT
would stop adjacent to the station at curb side stops near the Lincoln LRT station to facilitate transfers.
Continuing south,the Naito alignment would likely locate a station north of Gibbs Street in the vicinity
of the existing Ross Island Bridge ramps.This location minimizes impacts to adjacent properties due to
the necessary width of the station area and also allows the station to better serve the National College
of Natural Medicine (NCNM)while still providing a connection to the Gibbs corridor with the Hooley
pedestrian bridge connection to South Waterfront.This alignment could convert travel lanes on Naito to
transit only and remove existing grade-separated intersections along the corridor.This alignment would
include the Marquam Hill pedestrian/bike access project and could require inclusion of the Ross Island
bridgehead access project,both described later in this section.
Barbur Boulevard surface alignment
This option would tie into downtown via a new bridge at 4th Avenue connecting to the PMLR tracks at
Lincoln for LRT or would utilize existing bridges on 5th and 6th for BRT in a combination of dedicated
guideway and mixed traffic, making connections directly to the Transit Mall. LRT would utilize the
existing Jackson Street station and would locate a second station on Barbur in the vicinity of Gibbs Street
to the south. BRT would utilize the existing station on the Transit Mall near Mill Street and PSU Plaza and
would likely locate another station near Sheridan Street to the south as well as a third station in the
vicinity of Gibbs Street.This alignment could convert travel lanes on Barbur to transit only and remove
existing grade-separated Naito intersection.This alignment would include the Marquam Hill
pedestrian/bike access project described below.
Tunnel
The LRT tunnel option would run between the downtown Portland Transit Mall and Burlingame,
including direct access to Marquam Hill and Hillsdale.
Marquam Hill-Hillsdale Tunnel
This option would tie into the downtown Transit Mall via a new bridge at 4th Avenue connecting to the
PMLR tracks at Lincoln Street.Access to the tunnel portal would be in the vicinity of Hooker Street.The
tunnel would extend under Marquam Hill with a deep station to directly access Oregon Health &Science
University(OHSU)and indirectly connect to the VA Medical Center and Casey Eye Institute through the
OHSU campus.A second deep station would be located under the Hillsdale town center, near the
intersection of Capitol Highway and Sunset Boulevard.The tunnel would exit the hillside in the vicinity of
Bertha Boulevard where it meets Barbur Boulevard.
With this alignment option there would be no surface connections to inner southwest Portland except
those north of 1-405 described above.The Marquam Hill-Hillsdale Tunnel alignment would not assume a
3/2/15 Discussion Draft:South Portland Key Issues page 9
3/2/2015 Discussion Draft.South Portland Key Issues
direct pedestrian and bicycle connection between Marquam Hill and Barbur Boulevard since the area
would be served by an underground station with an elevator.
Roadway, pedestrian and bicycle projects
All options include a range of roadway, pedestrian and bicycle improvements to better connect the
corridor to the surrounding neighborhoods near stations and along surface portions of alignments.The
specific improvements vary depending on the alignment and multimodal needs. Maps and lists of
potential roadway, pedestrian and bicycle projects that would accompany HCT alignments in South
Portland are included in Appendix B.Two major projects, Marquam Hill pedestrian/bike access and the
Ross Island bridgehead project, are described in more detail below.
Marquam Hill pedestrian/bike access
This connection has been studied at a conceptual level through the Marquam Hill Design Challenge.Two
firms were hired to conceptually render new connections from a Barbur or Naito transit stop up to
Marquam Hill. Options studied included a sky bridge,several escalator options and a pedestrian tunnel.
Connections on the hill were proposed at Terwilliger and/or within the OHSU campus.The project
engaged the surrounding neighborhood groups,adjoining property owners and several health care
providers;these included the Veterans Medical Center, NCNM, and OHSU. It is clear that a well-designed
connection from Barbur to the OHSU campus and beyond to the VA Medical Center is feasible,and it is
assumed this connection would be constructed as part of a Barbur or Naito surface alignment.
Ross Island bridgehead project
The set of projects referred to collectively as the Ross Island bridgehead project is a set of modifications
to the roadway system at the west end of the Ross Island Bridge, in the South Portland/Lair Hill
neighborhood.The modifications are based on previous planning work, including the South Portland
Circulation Study,the Portland City Council-adopted Barbur Concept Plan, and the 1-405 Design
Workshop, and include changes to roadways and ramps intended to improve street connectivity, reduce
the barrier effect of Naito Parkway for the neighborhood, improve pedestrian and bicycle connections,
and modify motor vehicle connections to the Ross Island Bridge.The project involves converting Naito
from an arterial to a collector,converting the complex networks of ramps,frontage roads, and
disconnected streets to a more typical grid street pattern, and providing accommodations for through
vehicles and vehicles accessing the bridge.At a minimum, it would be necessary to implement portions
of the bridgehead project in order for a Naito surface alignment to function safely and effectively.
3/2/15 Discussion Draft: South Portland Key Issues page 10
3/2/2015 Discussion Draft.South Portland Key Issues
South Portland analysis and findings
Transit performance
Key considerations:
How would a Marquam Hill-Hillsdale tunnel alignment between downtown Portland and
Burlingame perform relative to a surface alignment in the same area?
Do the performance differences justify the higher capital costs,complexity and risk associated
with a tunnel?
How would an HCT project affect Marquam Hill transit and auto usage?
How would the lack of a surface connection to inner SW neighborhoods(including South
Waterfront)affect the long-term goals and visions for these areas?
Key findings:
• Marquam Hill-Hillsdale Tunnel alignment travel time would be about three minutes faster than
the surface Barbur option between downtown and Burlingame (about 10%of the line time).
a Marquam Hill-Hillsdale tunnel would result in 8,600 additional line riders but only 700 more new
transit trips in 2035 when compared to the LRT surface alignment on Barbur(line riders and
system trips are defined in the following section).The difference occurs because projections
show that many of the additional line riders would be transferring to LRT from local buses and
riding one stop to a Marquam Hill station.
All three alignment options would increase daily on and off transit boardings at Marquam Hill
from a no-build option by 13-23 percent in 2035. Daily auto volumes on streets leading
providing access to Marquam Hill would decline by a projected two to three percent.
The South Portland transit analysis focuses on differences between LRT operating through a tunnel
under Marquam Hill and LRT routed on the surface on Barbur Boulevard and utilizes two travel demand
model runs to reflect these alternatives.Any transit performance comparisons of the Naito alternative
to these are at this time qualitative. Model runs used LRT as the mode for comparison because the
tunnel option is not under consideration for BRT. Future model runs may be utilized to quantify
differences.All model results at this time should be considered preliminary as developments in HCT
options and local bus service assumptions will necessitate updated model runs throughout the DEIS
process.
Travel time and reliability
The Marquam Hill-Hillsdale Tunnel alignment would be slightly shorter than the Barbur surface
alignment and could travel at a higher speed because it would be completely separated from cars,
pedestrians and bikes.Therefore it would provide the fastest and most reliable LRT travel times of the
options in South Portland,saving 2.8 minutes over LRT on Barbur, or about 10 percent of the total travel
time projected between the Transit Mall and a Tualatin terminus.The Naito alignment would be slightly
slower than the Barbur option due to its longer distance and an additional station at Lincoln Street.
3/2/15 Discussion Draft:South Portland Key Issues page 11
3/2/2015 Discussion Draft:South Portland Key Issues
Line and system ridership
Future transit ridership forecasts are largely determined by the speed of the service relative to
competing modes and by the numbers of households and jobs the line serves. Ridership is expressed in
two ways: line ridership measures the number of daily riders on the specific HCT line (between the
Tualatin terminus and downtown Portland)—this includes both new transit riders and those who rode
buses in a no-build scenario (without the HCT project).Change in system transit trips measures the
growth of total system ridership with implementation of the proposed project compared to a no-build
alternative—this isolates new transit riders only. While shifts from buses to HCT in the model reflect
riders who mostly benefit from improved accessibility with a project, new riders represent shifts in
mode, usually from autos to transit,which are more likely to benefit the transit system as a whole.All
measures are for forecast year 2035.
The Marquam Hill-Hillsdale Tunnel option would result in 8,600 more line riders compared to LRT on
Barbur, a 23 percent increase, but only 700 more new transit riders(system transit trips),a three
percent increase.This discrepancy occurs because of the difference in access to Marquam Hill between
the tunnel alternative and the surface alternatives.With HCT on either Barbur or Naito, a surface
pedestrian and bicycle connection between Barbur Boulevard and Marquam Hill is assumed to be built
as part of the HCT project regardless of the mode selected.This connection,whether it is an elevator,
escalator,walkway, or other design,would be accessible to HCT riders and to local bus riders at Barbur
Boulevard near Gibbs Street.Approximately half of the projected users of the pedestrian/bicycle
connection would be local bus riders. For the Marquam Hill-Hillsdale Tunnel alternative,without the
direct connection between Barbur and Marquam Hill, local bus riders instead would transfer to LRT in
either Hillsdale or downtown Portland and travel one stop to the tunnel station under Marquam Hill.
These transfers result in higher line ridership for LRT in a tunnel, but a much smaller difference in net
new transit riders compared to the surface alternatives.
Marquam Bill transit ridership impact to auto volumes and local transit service
Both the surface and tunnel HCT alternatives would attract higher transit ridership to Marquam Hill
compared to a no-build alternative (without an HCT project),with an increase of 1,850 average weekday
station ons and offs(13 percent) and 3,350 station ons and offs(23percent) respectively(see figure
below).The Tunnel option would result in 1,500 more daily ons and offs at Marquam Hill compared to
the Barbur option, a nine percent increase.
3/2/15 Discussion Draft:South Portland Key Issues page 12
31212015 Discussion Draft.-South Portland Key Issues
Marquam Hill Mode of Access
20000
x i
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No Build LRT on Barbur LRT-Tunnel
LRT Design Option
LRT on LRT in
Mode of Access No Build Barbur Tunnel
Direct Bus 11,250 5,150 2,500
Tram 3,250 1,600 1,350
Bus to Ped/Bike Connection 4,450
Light Rail 5,150 14,050
Transit Riders 14,500 16,350 17,900
Select Line Ridership 36,900 45,500
System Ridership Change 22,600 23,300
Roads accessing Marquam Hill would experience some reductions in auto volumes with the introduction
of HCT, with projected daily auto volumes reduced by approximately two percent with the LRT on
Barbur scenario, and by approximately three percent with the LRT in a tunnel.With or without HCT,
vehicle trips to the hilltop are constrained by parking capacity limits, resulting in latent demand for auto
travel on the three road access points (Terwilliger to the north and south,and Marquam Hill Road to the
west).
HCT service could possibly reduce the number of local buses traveling directly to Marquam Hill as riders
shift to LRT or BRT. Both LRT on Barbur and the Tunnel would reduce the daily direct local bus ons and
offs at Marquam Hill by more than half–a drop of 6,100(54 percent) and 8,750(78 percent),
3/2/15 Discussion Draft: South Portland Key Issues page 13
3/2/2015 Discussion Draft.South Portland Key Issues
respectively, while increasing the total transit ridership to Marquam Hill based on 2035 Regional
Transportation Plan assumed local bus network.
Naito compared to Barbur
While modeling has not been performed to assess a Naito option, its transit performance relative to a
Barbur option can be inferred based on alignment differences.A station near Gibbs would be expected
to perform similarly whether HCT is on Barbur or Naito.An alignment on Barbur would provide slightly
faster travel times due to one less station in downtown and therefore would attract slightly higher
ridership along the entire route.A Naito alignment, however,would serve an additional station at
Lincoln Street and 3rd Avenue, currently under construction as part of TriMet's new Portland-Milwaukie
light rail.This additional stop of BRT or LRT would attract additional ridership destined to and from the
southern portion of the Portland central business district. It can be expected that Barbur and Naito
transit performance would be similar, but further modeling is needed to quantify the differences.
South Portland mode considerations
Appendix C includes a general discussion of differences between BRT and LRT modes and their corridor-
wide impacts; this section addresses issues particular to the South Portland area.
Consideration should be made for the number of transit vehicles traveling through South Portland,with
a project on either Barbur or Naito.Today four bus routes and up to 20 buses travel along Barbur
Boulevard in South Portland in the peak hour on weekdays, and six bus lines and up to 14 buses travel
along Naito Parkway, and bus service will likely increase as future demand grows. Introduction of HCT,
regardless of mode,would reduce the number of local buses traveling through South Portland as riders
would shift to either LRT or BRT. However, because of differences in carrying capacities more BRT
vehicles than LRT vehicles would be needed to carry an equivalent passenger load (see Appendix C).The
projected 2035 demand would require 20 BRT vehicles per hour in the peak in South Portland, while LRT
is assumed to operate with eight vehicles per hour in the peak with enough capacity still available to
accommodate ridership growth beyond 2035. For BRT,growth above the projected 2035 demand would
require yet more increases in service.
HCT service operates faster than local buses because of exclusive right of way but also because of signal
pre-emption or signal priority at intersections.The high number of hourly vehicles required for BRT can
be expected to diminish some of this travel time benefit.The more frequently HCT vehicles pass through
an intersection,the less likely signal priority could be given to the transit vehicles over cars. When the
frequency of signal priority requests interferes with auto movement, priority for HCT vehicles is limited.
Detailed traffic analysis performed in the DEIS will help estimate the effects of transit pre-emption on
traffic and transit performance.The frequency required for BRT and the limitations of existing transit
priority infrastructure would make it less likely than LRT to be granted signal pre-emption or signal
priority.
Today six bus routes and up to 23 buses serve Marquam Hill in the peak hour on weekdays, and service
will likely increase with future demand growth.Since HCT options are either in a tunnel (LRT)or on
3/2/15 Discussion Draft:South Portland Key Issues page 14
3/2/2015 Discussion Draft.South Portland Key Issues
Barbur or Naito(LRT or BRT)with a direct connection to the hilltop,the number of buses serving
Marquam Hill would likely be reduced as demand shifts to HCT, regardless of mode or alignment.
Community development
Key considerations:
• Does a surface or a tunnel alignment offer the most desirable redevelopment opportunities for
communities in South Portland?
Can effective bicycle and pedestrian connections be developed so that a surface HCT alignment
can directly connect transit riders to Marquam Hill?
Key findings:
The Marquam Hill Tunnel alignment would provide the most direct access to OHSU and the VA
Hospital via an underground station with elevator access above ground within the OHSU
campus.This alignment would not provide access to Naito Parkway, Barbur Boulevard or South
Waterfront
• A Barbur or Naito alignment would require multimodal investments to provide pedestrian and
bicycle access from Barbur or Naito to Marquam Hill.
A Barbur or Naito alignment would provide opportunities for enhanced transit travel between
inner SW Portland destinations south of the city limits.
A Barbur or Naito alignment would provide connections between educational campuses at PSU,
OSHU in South Waterfront and Marquam Hill, NCNM,and PCC.
• A Naito alignment would offer the most redevelopment potential of the each of the proposed
alignments, including parcels of land that could become available through the reconfiguration of
the Ross Island Bridgehead.
A Naito alignment would fulfill the goals and visions contained in the Portland City Council-
adopted Barbur Concept Plan, including reconnecting the adjacent neighborhood that was
separated by the Ross Island Bridge connection to 1-405 and Barbur.
A Naito alignment would provide additional transit service in the south end of downtown
Portland via Lincoln.
The key Community Development considerations of each alignment option in South Portland are access,
redevelopment potential, and support of local land use plans.Access relates to the ability of surrounding
land uses to access the proposed transit alignment. Redevelopment potential is the availability of vacant
and underutilized properties to redevelop based on impacts of the implementation of the Shared
Investment Strategy.Support of local land use plans is a reference to how the proposed investment
options fit in the scheme of adopted local land use plans.
The specific Community Development issues surrounding the South Portland area are tied directly to the
three alignment choices in this area.There are different considerations around how each of the
remaining alignments would support local land use goals and regional employers.An important point to
consider is the existing ridership that travels to and from this area on a daily basis on current transit
3/2/15 Discussion Draft: South Portland Key Issues page 15
3/2/2015 Discussion Draft:South Portland Key Issues
lines.The area contains a mix of large employers (OHSU, PSU,VA hospital), educational institutions
(PSU, NCNM, OHSU), established residential areas in Lair Hill and Homestead and a growing residential
population in South Waterfront.Combined with ongoing investment by the City of Portland in the
Education and North Macadam Urban Renewal Areas,these generate strong transit ridership demands
today that will continue into the future.
The choice of HCT alignment will have a direct impact on existing jobs and residents, impacts to the
existing residential neighborhoods and what kind of future growth may occur.The singular point of
convergence for the existing employers, education institutions and future residents is the South
Portland/Lair Hill neighborhood. Bisected by large-scale infrastructure projects over the last 60 years,
the area exists as a "pass-through" neighborhood since it provides the only city street connection of the
northern and southern limits of downtown Portland. It has been a long-held goal of the city to knit the
neighborhood back together. Future investment of a high capacity transit project in the corridor could
profoundly impact the built environment in South Portland for many decades to come.
Mar quam Hill-llillsdale Tunnel
Access:An elevator connection from a tunnel station would offer the most direct connection to
Marquam Hill, which currently employs more than 20,000 people between OHSU and the VA Medical
Center and provides services daily to patients and families. It would not provide direct connections to
South Waterfront or other South Portland neighborhoods.With the projected growth of South
Waterfront from an existing 3,200 residential units today to 11,600 units in 2035,some investment in a
stronger surface connection for pedestrians and bikes for the east/west connection would need to
supplement any tunnel construction.Without a direct HCT connection,the South Portland
neighborhood and other transit riders seeking access to the neighborhood and to South Waterfront
would need a safe and efficient east/west connection that does not currently exist.
Redevelopment potential:The Tunnel alignment would not offer redevelopment potential to existing
properties along Barbur and Naito. Although some natural, market-driven increases in land value based
on proximity to Downtown may occur along the northern portion of Barbur,the remaining
neighborhood would likely see little to no impact to property values from the construction of a tunnel
alignment since no station would serve the neighborhood. This would potentially limit the ability of
some underutilized and undervalued properties to redevelop in the short and medium term.
Support of local land use plans:The tunnel alignment would not support the existing Barbur Concept
Plan,which calls for some form of High Capacity Transit investment along Naito.A key element of the
Barbur Concept Plan is to realign the existing Ross Island Bridge ramps that weave through the South
Portland neighborhood, which would not be addressed with this alignment choice.
Access:Although the Barbur alignment would provide enhanced transit options to a portion of the
South Portland neighborhood,there are significant grade differences between Barbur and Naito that
make full access to areas east of Barbur a challenge.The significant grade drop to the east of Barbur
3/2/15 Discussion Draft: South Portland Key Issues page 16
3/2/2015 Discussion Draft:South Portland Key Issues
poses a challenge to the movement of pedestrians and cyclists from the east up to any proposed transit
station. It is likely that a station along Barbur would necessitate investment in a stronger
pedestrian/bicycle connection to the east.This alignment would also not offer a direct connection to
Marquam Hill, which would necessitate some form of multimodal investment that would allow
pedestrians and cyclists to get from an HCT station along Barbur up to the Hill.
Redevelopment potential:The redevelopment potential of this alignment is primarily focused on
properties along the northern end of Barbur.Although some redevelopment would likely occur in this
area,the fact that very little developable acreage exists along Barbur south of Hooker Street means that
expectations should be tempered regarding redevelopment returns.
Support of local land use plans:The Barbur alignment was not the selected alignment in the Barbur
Concept Plan. It is unclear, at this time, how placing HCT service on Barbur may affect the preferred
land use scenario envisioned in the Barbur Concept Plan.
iVaito
Access: A significant access benefit from this alignment choice is the re-design of Naito Parkway,which
would offer more pedestrian crossings. The current design of Naito Parkway is that of a limited access
highway, with very few crossing opportunities. The proposed redesign that would occur with the HCT
investment would increase opportunities for controlled crossings. This would have the effect of
increasing mobility in the neighborhood and opening up new opportunities for direct east/west
connections from South Waterfront to Marquam Hill. This alignment option would also require a direct
connection to be built to Marquam Hill, but as discussed in the Barbur alignment this connection has
been studied at a conceptual level, appears feasible, and is assumed to be constructed as part of the
Naito alignment.Another access benefit is the ability to serve a station on Lincoln.
Redevelopment potential: Based on work done by the City of Portland on the Barbur Concept Plan,the
Naito alignment produces the most potential for redevelopment of existing vacant and underutilized
parcels within the Kelly Focus Area. Barbur Concept plan work included an assessment of redevelopable
parcels that identified significant opportunity on existing parcels, and on parcels that would be created
through the reconfiguration of the Ross Island Bridge ramps. Either BRT or LRT on Naito would have a
positive effect on property values along the route through the design of a more pedestrian and bicycle
friendly streetscape and the direct access to HCT.The existing Lair Hill historic overlay would serve to
guide the form and intensity of redevelopment in certain portions of the area,which may address some
local concerns regarding the impacts of future redevelopment sites on the character of the
neighborhood.Additionally, redevelopment opportunities would become available in downtown
Portland, as the alignment would move off of the Transit Mall and head east before joining with Naito.
This would activate a portion of downtown currently characterized by lower intensity uses.
Support of local land use plans:The Naito alignment would be the most supportive of local land use
plans, specifically the Barbur Concept Plan.The South Portland neighborhood falls into the Kelly Focus
area of that plan,which identifies Naito Parkway as the spine for HCT, and a potential reconfiguration of
3/2/15 Discussion Draft:South Portland Key Issues page 17
3/2/2015 Discussion Draft:South Portland Key Issues
the Ross Island Bridge ramps, allowing reconnection of the historic street grid in the Lair Hill
neighborhood.These changes would bring new activity and increased housing options to portions of the
neighborhood, while maintaining its unique character.
Key considerations:
• Can high capacity transit be designed to minimize negative impacts to auto,freight, bicycle and
pedestrian mobility and access?
• Do surface or tunnel alignments offer more opportunities to improve safety for all travel
modes?
• Can surface alignments on Naito or Barbur be designed to avoid creating additional barrier
effects for cars, bikes and pedestrians?
Key findings:
a None of the alignment options overlap with regional or statewide freight routes in South
Portland.
• The Naito and Barbur alignments utilize the most heavily-trafficked segment of Barbur
Boulevard in Portland;the Marquam Hill-Hillsdale Tunnel avoids this segment.
• Design treatments for a Barbur or Naito alignment could include addressing observed crash
types and improve pedestrian and bicycle facilities.
• A Naito alignment would remove the barrier within the neighborhood created by the regional
roadway system.
Motor vehicle and freight mobility
The Barbur and Naito alignment options would utilize the most heavily-trafficked segment of Barbur
Boulevard in Portland, between Hamilton Street and Capitol Highway,while the tunnel would avoid this
segment. All of Barbur and a portion of Naito (north of the Ross Island Bridge) are designated Major
Truck Streets by the city, but are not regional or statewide (Oregon Highway Plan)freight routes. Freight
stakeholders have expressed interested in avoiding overlap between high-capacity transit and freight
routes; none of the alignment options in South Portland overlap with regional or state designations, but
care will need to be taken to ensure continued freight mobility on locally designated Major Truck
Streets.Transit designs would be required to accommodate freight trucks including vertical and
horizontal clearances along all alignment options.
Initial traffic analysis considered traffic operations on the South Portland alignments.The following table
summarizes the intersections analyzed and the initial findings.
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3/2/2015 Discussion Draft:South Portland Key Issues
Meets motor vehicle performance
target?*
2035 No-Build 2035 Build
Broadway Ave&1-405 SB Exit Ramp Yes Yes
6th Ave& Broadway No No
5th Ave& Broadway Yes Yes
4th Ave& Lincoln St Yes Yes
4th Ave&Caruthers/Broadway Yes Yes
Barbur Blvd/4th Ave&Sheridan St Yes Yes
1st Ave&Arthur St Yes Yes
Hood Ave&Kelly Ave/Ross Island No Yes
Bridge
Naito Pkwy& Hooker St Yes Yes
Naito Pkwy&Ross Island Bridge No Yes
Naito Pkwy&Gibbs St Yes Yes
Naito Pkwy&Whitaker St Yes Yes
.Barbur Blvd& Naito Pkwy Yes No
Barbur Blvd& Bancroft St Yes No
Barbur Blvd& Hamilton St No No
*Within permitted margin of accuracy
Source: Final SW Corridor Traffic Analysis and Operations Memorandum, DKS,July 29,2014
During the DEIS phase,more detailed analysis will be performed,and mitigation would be developed for
intersections not expected to meet the 2035 motor vehicle performance target.This could include
changes in lane configurations,traffic signals,or other mitigation options.This level of analysis will likely
be required in a decision between surface options Barbur and Naito.
The west end of the Ross Island Bridge provides a major connection point for multiple arterials and
freeways.The project may modify how traffic accesses the Ross Island Bridge. More detailed traffic
analysis will be performed in the DEIS to determine the effects on mobility,throughput, and safety in
this area.
Pedestrians and bicycles
Use of the Naito or Barbur alignments would bring opportunities to improve the roadway for
pedestrians and bicyclists. Barbur between Hamilton Street and Burlingame largely lacks sidewalks,and
the bike lanes have gaps and are not wide enough to comfortably serve most people when accounting
for the speed and volume of vehicle traffic.A transit alignment following Barbur could address these
pedestrian and bicycle gaps and deficiencies. The Marquam Hill-Hillsdale Tunnel alignment would not
preclude these improvements in the future, but would not implement them.
3/2/15 Discussion Draft:South Portland Key Issues page 19
3/2/2015 Discussion Draft:South Portland Key Issues
fl
Use of the Naito or Barbur alignments could bring opportunities to improve the roadway for safety of all
modes of travel. Barbur is a high-crash corridor, and has been the location of high-severity crashes
between South Portland and Burlingame. Design treatments to address observed crash types and
improve pedestrian and bicycle facilities could improve the roadway's safety.The Marquam Hill-Hillsdale
Tunnel alignment would not preclude such improvements in the future, but would not implement them
as part of an HCT project.
Presuming use of center-running transit for the in-street segments,the Naito or Barbur alignment
options would all result in minor changes to motor vehicle access along Barbur south of Hamilton Street,
where there are few destination and access points. North of Hamilton,the Barbur alignment would
result in significant changes in access to the local streets and driveways along the segment, and the
likely elimination of some left-turn access.Access control already exists along the Naito alignment.
Selection of the Naito alignment could modify traffic circulation patterns to and from the Ross Island
Bridge.
The only places in the corridor that are being considered for lane conversion are sections of roadways
that currently appear to have excess capacity based on early traffic analysis. One of these locations is on
Barbur Boulevard between Hooker Street and Naito Parkway. Currently, this segment of Barbur has two
northbound travel lanes,one southbound travel lane, and a two-way center turn lane. On this stretch of
Barbur, the project team is looking at the potential to convert one northbound travel lane and portions
of the middle turn lane in order to minimize impacts to adjacent properties. The project team is also
looking at running BRT vehicles in mixed traffic in this segment. If decisions are made to exclude lane
conversions, designs can be modified to maintain existing lane configurations,with the tradeoff of more
property impacts. On Naito,the project team is looking at a range of potential lane configurations,
including a scenario that incorporates the Ross Island bridgehead access project into the alignment for
LRT or BRT.
As the project progresses,further traffic analysis will look in detail at traffic flows at intersections as well
as in the broader network to assess whether lane conversions could work and whether additional
mitigations might be needed to allow conversion,such as new turn lanes or signals.Additionally, more
detailed consideration of the property impacts of different lane configurations will allow for a discussion
about the trade-offs between minimizing impacts and maintaining existing auto capacity.
Cost estimates
Key considerations:
• What are the cost differences for the entire project between a tunnel and a surface option?
• What are the trade-offs between cost of a project and other factors such as reliability, safety,
access and community development opportunities?
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* How does cost impact the length of the final high capacity transit alignment?
Key findings:
• BRT estimates range from $750M to$1.26.The range reflects options for direct service to
Hillsdale and dedicated transit lanes.
LRT estimates range from$1.913 to$2.413.The range includes direct access to Hillsdale and PCC
Sylvania but does not include the cost of a Marquam Hill-Hillsdale bored tunnel.
A Marquam Hill-Hillsdale bored tunnel would add an estimated$900M to$1.013 to the cost of an
LRT project.
Current cost estimates for corridor HCT alignments are based on conceptual design. Estimates will
continue to be refined as options are narrowed and designs are developed, but current estimates are
useful in demonstrating the relative differences between current options.All figures are in year 2014
dollars,and exclude escalation and finance costs. Cost estimates are not yet complete for all modes,
options,and segments; estimates will be updated and reported as the project progresses.
Corridor-wide costs
Current estimates for a BRT alignment from downtown Portland to Tualatin range from$750M to$1.213.
The range reflects options for cut-and-cover tunneling and for infrastructure improvements to allow BRT
to operate in dedicated transit lanes.
Current estimates for an LRT alignment from downtown Portland to Tualatin range from $1.96 to$2.413.
The range reflects options for cut-and-cover tunnel and surface options in Hillsdale and at PCC but
excludes the deep-bored Tunnel option under Marquam Hill.The region's funding capacity will impact
the final inclusion of expensive HCT alignment choices that provide direct service to important
destinations versus serving more communities to the south.
Marquam Hill Tunnel
The approximately 2.5-mile long Marquam Hill Tunnel, considered only for LRT,would cost an estimated
$1.286.The Marquam Hill Tunnel would increase project costs by$900M to$1.06 over a surface-only
alignment.
Barbur and Naito
Cost estimates for individual Barbur and Naito segments that would allow for a direct comparison have
not been completed. Both options would include one new station in the vicinity of Gibbs Street. For BRT
an additional station could be included near Sheridan Street,since the next closest station on the Transit
Mall would be further north than the Jackson Station,the next closest LRT station. While the Barbur
option for LRT would include a new short transit bridge over 1-405 near 4th Avenue for LRT, costs for the
Naito option could be higher for both modes due to the reconstruction of Naito Parkway necessary for
HCT operations and access,and due to the potential reconstruction of the Ross Island bridgehead.
3/2/15 Discussion Draft:South Portland Key Issues page 21
3/2/2015 Discussion Draft:South Portland Key Issues
Engineering complexity and risk
Key considerations:
Are the benefits and risks associated with construction of a deep-bored tunnel clear?
What aspects of each alignment option present noteworthy risk?
Key findings:
y A Marquam Hill-Hillsdale bored Tunnel has the highest level of complexity and risk of the
proposed alignments.
• The primary engineering risk of an alignment on Barbur would be balancing traffic operations
with right-of-way impacts to adjacent properties.
Construction phasing,traffic control and maintaining access to homes and businesses would be
complex during the construction of a Naito or Barbur alignment
Complexity and risk analysis in the South Portland area focuses on differences between LRT operating
through a tunnel under Marquam Hill, LRT or BRT routed on the surface of Barbur Boulevard and LRT or
BRT routed on the surface of Naito Parkway. Complexity and risk analysis comparisons of these options
are at this time a mix of quantitative and qualitative assessments.Additional analysis will be developed
in the coming months to further define geotechnical/structural complexity and risk as well as to identify
the potential for impacts to major utilities.
NIarquam Bill-Hillsdale Thnnel
Of the options under consideration the deep-bored tunnel under Marquam Hill has the highest level of
complexity and risk.Tunnels are inherently risky given the unexpected subsurface conditions to be
encountered and overcome.The West Hills,formed by basalt flows,are geologically complex including
numerous faults, resulting in a high degree of risk. Many tunnels constructed for transportation
worldwide exceed their estimated costs by substantial amounts. For example,the Robertson Tunnel,
which provides transit access to the Oregon Zoo, ultimately cost 80%more than the original
construction bid due to unforeseen complications and related schedule delays.
In the case of a bored tunnel particular consideration must be given to the impacts to the portal areas
near Hooker Street and near the intersection of Barbur and Bertha Boulevards.These include the large
footprint required for the mining operation staging areas, access to these locations for heavy equipment
and trucks, complex sequencing of work and materials delivery, as well as materials to be hauled off site.
A considerable amount of construction traffic would be generated by hauling off excavated soil and
rock.This would add complexity to the transportation system surrounding the site and the need to
mitigate impacts along the haul route,which would likely include phasing reconstruction of roadways
damaged by very heavy trucks continually travelling through. In addition,the northern portal's proximity
to Duniway Park could have Section 4(f) implications and the southern portal's proximity to a busy
commercial area in Burlingame would be likely to impact businesses.
A technical tunneling memo expected in May 2015 will more fully describe the geotechnical issues
associated with tunnel construction.
3/2/15 Discussion Draft: South Portland Key Issues page 22
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Inner Barbur Boulevard, Tie-in to Naito
The primary engineering risk with an alignment on Barbur Boulevard would be balancing traffic
operations with right-of-way impacts to adjacent properties, including the adjacent Lair Hill Park.
Detailed traffic analysis will be performed in the DEIS to identify or verify feasible configurations.Traffic
control and maintaining access during construction are key short term risks.
Naito Parkway with Ross Island Bridgehead Project, Ue-in to Barbur
The Naito alignment has a number of risks worth mentioning. Initial traffic analysis has been promising;
however,as with the Barbur alignment,a more detailed traffic study will be necessary for evaluating the
project and defining the extent of necessary improvements. It is possible that the extent of
improvements could expand beyond the current scope of the defined project, increasing the cost and
complexity. Complexity would likely be greater for the Naito alignment relative to the Barbur alignment
because of the Ross Island bridgehead modifications. Phasing,traffic control and maintaining access to
homes and businesses will complicate construction, given the existing congestion already experienced in
the area, and many of the connections around the bridgehead would likely be under construction
simultaneously.
Community impacts
Key considerations:
• Can benefits and burdens of a high capacity transit alignment be equally distributed among all
population groups in the corridor?
• Do surface or tunnel alignments offer the greatest access to key places such as education,
employment, health care and retail centers?
Key findings:
• Based on spatial analysis of demographic maps,there is no significant difference in how each
alignment option runs through areas of non-white or non-English speaking populations.
a Based on spatial analysis of demographic maps,there are slight differences in how each
alignment option runs through areas of low-income and senior populations.
a Subsequent analysis and conversations with residents,employees and visitors to the corridor
will further detail the potential for unequal distribution of benefits and burdens of high capacity
transit construction and service.
Demographic maps for non-white, non-English speaking, low-income and senior populations were
overlaid with maps of the proposed HCT alignments (see Appendix D).Subsequent discussions with
residents, employees and visitors to these areas will help us to further understand how different racial,
ethnic and language groups may be impacted by the proposed alignments.
Non-white and non-English speaking populations
Based on spatial analysis of the maps, none of the alignment options would run through areas with
more than average non-white populations; however, disaggregation by ethnicity shows that a Marquam
Hill Tunnel alignment would pass under one area of higher than average concentration of Asian
3/2/15 Discussion Draft:South Portland Key Issues page 23
3/2/2035 Discussion Draft.South Portland Key Issues
population south of Marquam Hill. Each alignment would run primarily through areas with very low
percentages of non-English-speaking populations,with one exception of a higher than average parcel of
non-English speaking population west of Marquam Hill.
Lots-income and senior popidations
Based on spatial analysis of the maps,the Barbur Boulevard and Naito Parkway alignments would run
primarily through areas with higher than average low-income populations;the Marquam Hill alignment
would run under a portion of higher than average low-income population and also under below average
areas. Each of the three alignments would run through areas with significantly higher than average
populations of seniors 65 years and older.The Hillsdale Loop option would run through areas with
somewhat higher than average populations of seniors.
Access to services
Investments in the transportation systems throughout the Southwest Corridor aim to improve access to
important community services such as education, health care, retail and employment centers for all
residents.
Education centers identified in South Portland include National College of Natural Medicine, OHSU
Marquam Hill campus, Portland State University,Wilson High School, Rieke and Hayhurst Elementary
schools. Portland State University would be served by any of the three alignments since all stop on the
Transit Mall.Access to the planned southern expansion of the PSU campus at Lincoln would be served
by a Naito alignment.Access to PSU's life science program in South Waterfront would be served by
either surface alignment.A Marquam Hill-Hillsdale Tunnel would provide the most direct service to
Oregon Health Sciences University Marquam Hill campus via an underground elevator, but would not
provide access to NCNM because it would not include significant roadway, pedestrian and bicycle
improvements to Naito Boulevard or a surface connection from the hill to Barbur.A Naito alignment
would provide the most direct access and improvements to NCNM.
Health care services identified in South Portland include NCNM,the OHSU Marquam Hill and South
Waterfront campuses, and VA Hospital.A Marquam Hill-Hillsdale Tunnel would provide the most direct
service to the OHSU Marquam Hill campus via an underground elevator, but would provide limited
access improvements to NCNM because it would not include significant roadway, pedestrian and bicycle
improvements to Naito.A Naito alignment would provide the most direct access and improvements to
NCNM.The Naito and Barbur surface alignments both provide access to the SOWA campus via the
Hooley pedestrian bridge.
Key retail and employment centers in South Portland include the OHSU Marquam Hill campus,VA
Hospital,South Waterfront, and retail centers along Corbett and in the Lair Hill district.A Marquam Hill-
Hillsdale Tunnel would provide the most direct service to the OHSU Marquam Hill campus via elevator
and indirectly to the VA Hospital from Terwilliger.The Naito and Barbur alignments would provide the
most direct access to South Waterfront and other retail centers in South Portland.
3/2/15 Discussion Draft:South Portland Key Issues page 24
3/2/2015 Discussion Draft.South Portland Key Issues
Property impacts
The options under consideration all have varying levels of impact to adjacent private properties. In many
cases, property impacts are limited to only a narrow strip of area needed to widen the roadway and
sidewalks. In other cases,temporary construction easements may be all that is needed to allow for
construction of new roadway and sidewalks. In extreme cases, large or complete acquisitions may be
necessary when impacts to buildings or other major infrastructure are unavoidable.The project team is
currently quantifying the areas of potential impact on each of the options and will be presenting the
level of impact of the various options relative to one another once the data is assembled. In areas where
converting an auto travel lane to a transit lane is under consideration, property impacts will be
evaluated for scenarios both with and without the lane conversion in order to facilitate discussion about
the trade-offs of minimizing impacts and maintaining auto capacity.
Next steps
This Key Issues memo formally introduces to decision-makers and the public information relevant to a
decision on high capacity transit alignments in South Portland. Between March and July 2015, project
staff will present information on South Portland and other Southwest Corridor Plan issues and invite
public comment at numerous public meetings, including a Community Planning Forum and a Community
Technical Workshop.An updated calendar can be found on our website:
http://www.oregonmetro.eov/public-projects/southwest-corridor-plan
May 2015:staff will produce a technical evaluation report that will include assessments of options
accessing South Portland, Hillsdale and Portland Community College,followed by staff
recommendations to the Steering Committee.
July 13,2015:the Steering Committee will be asked to consider making decisions on what options in
these three areas should continue to be studied in a Draft Environmental Impact Study.
December 2015:the Steering Committee will be asked to consider making a recommendation on the
mode,terminus and remaining HCT alignments to be studied further in a DEIS, along with an
implementation strategy for the corridor connection projects defined in the Shared Investment Strategy.
Appendices
Appendix A:Anticipated major project documents and estimated dates of completion
Appendix B:Shared Investment Strategy roadway and active transportation projects
Appendix C: Corridor-wide mode considerations
Appendix D: Demographic maps
3/2/15 Discussion Draft:South Portland Key Issues page 25
3/2/2015 Discussion Draft:South Portland Key Issues
Appendix A: Anticipated major project documents and estimated dates
of completion
July Steering Committee decision: direct vs. indirect service to Marquam Hill, Hillsdale and PCC Sylvania
• Key Issue Memos:
o South Portland—March
o Hillsdale—March
o PCC Sylvania—May
• Draft Evaluation Report—May
Evaluation Report and Recommendation—June
Supplementary documents:
o Tunnel fact sheet—March
o Modeling report—May
o Cost estimate report—May
o Tunnel technical memo—May
December Steering Committee decision: remaining HCT alignments, mode, and terminus and SIS
funding strategy
0 Key Issue Memos:
o Tigard—May
o Tigard to Bridgeport Village—September
o Bridgeport Village to Tualatin—September
o Barbur/Adjacent to 1-5—October
o HCT mode—October
o HCT terminus—October
a Evaluation Report—October
0 Evaluation Report and Recommendation—November
Supplementary documents:
o Modeling report—October
o Cost estimate report—October
o Traffic report-October
• Funding strategy for Shared Investment Strategy roadway, bike and pedestrian projects—
December
2/24/15 Discussion Draft:South Portland Key Issues page Al
3/2/2015 Discussion Draft.South Portland Key Issues
Appendix B: Shared Investment Strategy roadway and active
transportation projects
The information in this appendix will be further developed and presented as a stand-alone document.
The Shared Investment Strategy(SIS) Roadway and Active Transportation Project List includes projects
that improve access to both key places in the corridor and to the high capacity transit(HCT)alignments
currently under consideration:
• HCT-aligned projects are roadway, bikeway and pedestrian projects that were initially identified in
the SIS in July 2013,and then were further refined in July 2014 as the HCT alignments were
narrowed. These projects either run along the HCT alignment(and would be incorporated into
HCT designs and cost estimates)or improve access to station areas.
■ Corridor Connections are roadway, bikeway and pedestrian projects that improve connectivity
and mobility across the corridor, beyond the immediate geographic area of a potential HCT line.
These were identified in the SIS in July 2013 as critical for the support of land use goals in essential
and priority places.
Some of the projects identified as HCT-supportive are also critical land use supportive projects,and will
remain on the SIS Roadway and Active Transportation Project List as Corridor Connections projects if
their associated HCT station or alignments are removed from consideration.Other HCT-supportive
projects that do not support key land uses will be removed from the SIS project list as their associated
HCT alignments or stations are removed from consideration.
For all projects on the SIS Roadway and Active Transportation Project List, potential funding sources will
be identified. For HCT-supportive projects,one potential funding approach will be as part of the HCT
package, but other potential funding sources will be identified for each project to support their
implementation whether as part of a transit project or as a standalone project.Some projects will need
to undergo traffic analysis and other evaluation to assess impacts prior to project partner agreement on
implementation.
The following map and list show both the HCT-supportive and corridor connections projects in the South
Portland and Hillsdale areas.
2/24/15 Discussion Draft:South Portland Key Issues page B1
3/2/2015 Discussion Draft:South Portland Key Issues
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2/24/15 Discussion Draft:South Portland Key Issues page 132
3/2/2015 Discussion Draft.South Portland Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Barbur Lane Diet-Capitol to Hamilton
(reduce northbound lanes from three to
two with multimodal improvements)
1019 Reduce number of northbound lanes from
Portland three to two from Capitol Hwy(north)to ¢ Bicycle Corridor
ODOT 1/4 mile south of Hamilton to reduce Connections
speeds and improve safety, improve
ped/bike crossing safety and add
protected bike lanes
South Portland Circulation and
Connectivity(Ross Island Bridge ramp
connections)
1044 Adds a new ramp connection between i-
Portland 405 and the Ross Isiand Bridge from Kelly HCT HCT With HCT on Naito
ODOT Avenue. Restore at-grade intersections Multimodal Supportive Package Parkway: Include
along Naito Parkway, with new signalized
intersections at Ross Island Bridge access
and at Hooker Street. Removes several
existing roadways and ramp connections.
Pedestrian connection from Barbur to
Terwilliger at Gibbs
2999 Construct a new pedestrian walkway With HCT station at
under the tram within the Gibbs right-of- $ Pedestrian HCT HCT
Portland way through the Terwilliger Parkway. The Supportive Package Barbur/Naito&Gibbs:
steepInclude
grade and forested area will require
lighting and stairs.
Inner Hamilton bikeway-from SW
3028 Terwilliger Blvd to SW Corbett Ave.
Portland Enhanced shared roadway. Includes ¢ Bicycle HCT HCT With HCT station at Barbur
connection to Terwilliger on SW Hamilton y Supportive Package & Hamilton. Include
Terrace
Multimodal Auto/Freight Bicycle Pedestrian Bike/Ped
Cost: G-u to$500 000 u to 5 M page B3
p � ,$- p $ , $$-upto$10M; $$$- up to $20 M; $$$$ -More than$20M
3/2/2015 Discussion Draft:South Portland Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Lower SW 1st bikeway-from SW
Barbur Blvd to SW Arthur St.
3038 Multiple bicycle facility types: separated in- HCT HCT With HCT station at
Portland roadway(Corbett: Gibbs-Grover), bicycle ¢ Bicycle Supportive Package Barbur/Naito &Gibbs:
boulevard (all other segments). Includes Include
connection to SW Kelly Ave on SW Grover
St and SW Corbett Ave
Middle Barbur bikeway-from SW 23rd
Ave to SW Capitol Hwy-Barbur Blvd With HCT adjacent to 1-5
3044 Ramp. HCT HCT Include within 1i2 mile of
Portland Separated bicycle route in-roadway. Listed $ Bicycle Supportive Package stations
ODOT as a Regional Bicycle Parkway in the With HCT on Barbur:
Regional Active Transportation Plan Include
(5/9/13).
Terwilliger bikeway gaps With HCT station at Barbur
3093A Separated bicycle route in-roadway. Bicycle HCT HCT &Terwilliger: Include lower
Portland Eliminate key gaps in the Terwilliger Blvd Supportive Package section near Barbur(50%)
bikeway
Vermont-Chestnut bikeway-froze S,VWith HCT station at Barbur
3101 Capitol Hwy to SW Terwilliger Blvd. ¢ Bicycle HCT
HCT &Terwilliger: Include
Portland Bicycle boulevard Supportive Package Include with HCT station at
13th instead of Terwilliger?
Barbur Blvd,SW(3rd -Terwilliger):
Multimodal Improvements
4002 Construct Improvements for transit, bikes HCT HCT With HCT on Barbur
Portland and pedestrians. Transit improvements $$ Multimodal Supportive Package Boulevard: Include
ODOT include preferential signals, pullouts.
shelters, left turn lanes, sidewalks, and
crossing improvements..
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3/2/2015 Discussion Draft:South Portland Key Issues
Project# Primary Potential
Location/ Title Frimary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Barbur Blvd, SW(Terwilliger-City
Limits): Multimodal Improvements
5005 Complete boulevard design improvements With HCT adjacent to 1-5:
Portland including sidewalks and street trees, safeInclude within 1/2 mile of
ODOT pedestrian crossings; enhance transit $$$$ Multimodal HCT HCT stations (20%)
Supportive Package With HCT on Barbur
access and stop locations, and bike lanes
(Terwilliger-SW 64th or Portland City Boulevard Include
Limits).
Barbur Lane Diet: Miles to Capitol
5006 Reduce number of northbound travel lanes
Portland on Barbur from Miles to Capitol Hignway Corridor
ODOT (north)from two to one to reduce speed ¢ Bicycle Connections
and improve safety Adds bike panes over
Newberry and Vermont bridges.
Naito/South Portland Improvements
(left turn pockets with bike/ped and
remove tunnel, ramps and viaduct) With HCT station at Barbur
5013 Reconstruct Naito Pkwy as two-lane road &Gibbs: Include signalized
Portland w/bike lanes, sidewalks, left turn pockets, HCT HCT pedestrian crossin s of
ODOT &on-street parking. Remove grade $$$$ Multimoaal p g( )
Supportive Package Naito near station (11%)
separation along Naito at Barbur Blvd. With Naito alignment:
(tunnel), the Ross Island Bridge. Include
Arthur/belly(viaduct), and the Grover
pedestrian bridge.
6004 Newbury viaduct bicycle and
Portland pedestrian facilities Corridor
ODOT Construct new bicycle and pedestrian Bike/Ped Connections
facilities at/parallel to Newbury St viaduct
2/24/15 Discussion Draft: South Portland Key Issues
page 135
3/2/2015 Discussion Draft:South Portland Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
6005 Vermont viaduct bicycle and pedestrian
Portland facilities $$ Bike/Ped Corridor
ODOT Construct new bicycle and pedestrian Connections
facilities at/parallel to Vermont St. viaduct
1-405 Bike/Ped Crossing Improvements
6022 Improve opportunities for bicycles and HCT HCT Consider opportunity to
Portland pedestrians to cross over/under 1-405 on $ Bike/Ped Supportive Package address with HCT crossing
ODOT Harbor Drive, Naito Parkway, 1st, 4th, 5th, of 1-405
6th and Broadway.
Red Electric Trail: Fanno Creek Trail to
Willamette Park-Hillsdale to Shattuk
Provide east-west route for pedestrians
and cyclists in SW Portland that connects
9005A and extends the existing Fanno Creek $ Bike/Ped HCT HCT With HCT station in
Portland Greenway Trail to Willamette Park. Listed Supportive Package Hillsdale: Include
as a Regional Bicycle Parkway and
Regional Pedestrian Parkway in the
Regional Active Transportation Plan
(5/9/13).
Red Electric Trail: Fanno Creek Trail to
Willamette Park-to Hillsdale
Provide east-west route for pedestrians
and cyclists in SW Portland that connects
9005B and extends the existing Fanno Creek $$$ Bike/Ped Corridor
Portland Greenway Trail to Willamette Park. Listed Connections
as a Regional Bicycle Parkway and
Regional Pedestrian Parkway in the
Regional Active Transportation Plan
(5/9/13).
2/24/15 Discussion Draft:South Portland Key Issues page 136
3/2/2015 Discussion Draft.South Portland Key Issues
Project# Primary Potential
Location/ Title Primary Project Time- Funding
Ownership Description Cost Mode Type frame Sources Notes
Slavin Road to Red Electric Trail:
Barbur to Corbett
Build Multi use trail on Slavin Road from
9007 Barbur to Corbett. The Red Electric Trail is Corridor
Portland listed as a Regional Bicycle Parkway and $ Bike/Ped Connections
Regional Pedestrian Parkway in the
Regional Active Transportation Plan
(5/g/13)-
2/24/15 Discussion Draft:South Portland Key Issues page 137
3/2/2015 Discussion Draft:South Portland Key Issues
HCT-supportive projects in South Portland
Most of the HCT-supportive projects in South Portland focus on improving bike and pedestrian
connectivity in South Portland and across 1-405 into downtown Portland.
The Naito and Barbur alignments would both include a pedestrian and bike connection between
Marquam Hill and an HCT station near Gibbs and either Barbur or Naito.This connection, paired with
the Hooley Pedestrian Bridge,would provide a pedestrian and bike connection between Marquam Hill
and the South Waterfront.
The Naito alignment would also include two interconnected projects that modify auto access to the Ross
Island Bridge (1044)and reconnect the street grid across Naito Parkway(5013).The Ross Island
bridgehead modifications would shift bridge traffic from local streets and open up land currently
occupied by bridge ramps. New signals would be added along Naito Parkway, providing crossing
opportunities for cars, bikes, and pedestrians.The west end of the Ross Island Bridge provides a major
connection hub of multiple arterials and freeways.Traffic analysis will be needed to determine the
effects on mobility and safety to the west end of the Ross Island Bridge from these projects.
%of project included with each HCT alignment option
Marquam
Naito Naito Barbur Barbur Hill-
LRT BRT LRT BRT Hillsdale
tunnel
# Title LRT
1044 South Portland Circulation and Connectivity 100 100 0 0 0
2999 Pedestrian connection from Barbur to 100 i00 100 100 0
Terwilliger
3028 Inner Hamilton bikeway 100 i00 100 100 0
3038 Lower SW 1st bikeway 100 100 100 100 0
4002 Barbur Blvd Multimodal Improvements 100 100 100 100 0
5013 Naito/South Portland Improvements 100 100 1 1 0
6022 1-405 Bike/Ped Crossing Improvements 20 20 20 40 20
0 not included with HCT alignment
% 1 to 33%of project included with HCT alignment
% 34 to 66%of project included with HCT alignment
% 67 to 100%of project included with HCT alignment
2/24/15 Discussion Draft:South Portland Key Issues page B8
3/2/2015 Discussion Draft:South Portland Key Issues
Corridor connections projects in South Portland
The only corridor connections project within South Portland is the Slavin Road to Red Electric multi-use
trail between Barbur and Corbett(9007). Paired with the Red Electric Trail(9005A and 9005B),the Slavin
Road trail would provide a new bike and pedestrian connection between Hillsdale and South Portland.
Other corridor connections projects on the South Portland and Hillsdale SIS Projects map and list are
addressed in the Hillsdale Key Issues Memo.
2/24/15 Discussion Draft:South Portland Key Issues page B9
3/2/2015 Discussion Draft.South Portland Key Issues
Appendix C. Corridor-wide mode considerations
The information in this appendix will be further developed and presented as a stand-alone document.
Two high capacity transit(HCT) modes are under consideration for the corridor:
• Light rail transit(LRT)
• Bus rapid transit(BRT)
Biis Rapid Transit description
There are currently four operating LRT(or MAX) lines and one under construction in the Portland area.
In 2014, BRT was selected as the preferred mode for the under-development Powell-Division Transit
Development Project, but to date BRT does not operate in the region.Typically, BRT is differentiated
from standard bus service by several characteristics:
• Fifty percent or more of the alignment operate in dedicated transitway lanes to increase speed
and reliability.
• Portions of the alignment may have queue bypass lanes, signal priority, or other design
elements to speed travel.
• Vehicles are larger capacity and have multiple doors for entry and exit.
• Fare payment is made off-board to reduce dwell time
• Stations are similar to LRT or streetcar stations, and are spaced further apart than local service
bus stops for faster service.
Depending on the percentage of dedicated transitway for a BRT alternative, capital costs to construct
physical infrastructure are more expensive for LRT,which operates in fully dedicated transitway, in large
part due to right-of-way acquisition of property required for construction. It is important that BRT
planning consider the risks of"watering down"a project by deciding to operate BRT in congested
roadways to avoid high capital costs or engineering complexity.This can diminish the effectiveness of
BRT service as the most difficult places to attain exclusive right of way are often the places it is most
needed.
Capital costs are a one-time cost shared by many partners including the federal government,which
usually contributes 50%of a project's capital cost, as well as state and local governments, municipal
planning organizations,transit agencies, and other private partners.
Operating and inaintenance costs
The vehicle operator accounts for the largest share of operating costs regardless of mode.Since an LRT
vehicle has greater capacity compared to a BRT vehicle (266 versus approximately 86),fewer LRT
vehicles are required to carry an equivalent passenger load, making LRT less expensive to operate than
BRT. SW Corridor model runs indicate that in the year 2035 the 7.5 minutes assumed peak headway
2/24/15 Discussion Draft:South Portland Key Issues page C1
3/2/2015 Discussion Draft..South Portland Key Issues
(number of minutes between vehicle arrivals)for LRT is sufficient to accommodate peak-hour, peak-
direction demand. For BRT, however, the peak frequencies would need to be increased to 3 minute
headways to accommodate demand. This would result in higher operating costs for BRT for the lifetime
of the service.On-going operating and maintenance costs are largely locally funded.
Speed,service and ridership
LRT attracts more riders than BRT. Because LRT always operates in exclusive transit lanes and because it
is more likely to be granted signal priority at intersections, light rail is faster and more reliable than BRT_
Stated preference surveys also show that LRT attracts more discretionary riders than BRT, due to speed
advantages but also to better perceived ride quality compared to BRT.
Models indicate that in 2035 the demand for HCT in the Southwest Corridor would require 20 BRT
vehicles per hour in the peak,while LRT is assumed to operate with eight vehicles per hour in the peak
with enough capacity still available to accommodate ridership growth beyond 2035. For BRT,growth
above the projected 2035 demand would require yet more increases in service.
HCT service provides travel time advantages over local buses because of exclusive right of way but also
because of longer distances between stations and signal priority at intersections.The high number of
hourly vehicles required for BRT can be expected to diminish some of the travel time benefit from signal
priority.The more frequently HCT vehicles pass through an intersection,the less likely signal priority can
be given to the transit vehicles over autos.When the frequency of signal priority requests interferes
with auto movement, priority for HCT vehicles is limited. It's expected that traffic would be largely
unaffected by the eight LRT vehicles per hour assumed in the peak in 2035; however,the frequency
required for BRT would likely prohibit full priority.
Both BRT and LRT would leverage private development investment at station areas.Available research
assessing the difference in scale of development by mode is inconsistent and contradictory.Staff will
address development by mode over the course of the next year.
2/24/15 Discussion Draft:South Portland Key Issues page C2
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3/2/2015 Discussion Draft:South Portland Key Issues
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2/24/15 Discussion Draft:South Portland Key Issues page D2
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2/24/15 Discussion Draft:South Portland Key Issues page D4
3/2/2015 Discussion Draft:South Portland Key Issues
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2/24/15 Discussion Draft: South Portland Key Issues page D5
3/2/2015 Discussion Draft:South Portland Key Issues
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2/24/15 Discussion Draft:South Portland Key Issues page D6
3/2/2015 Discussion Draft.South Portland Key Issues
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2/24/15 Discussion Draft:South Portland Key Issues page D7
3/2/2015 Discussion Draft.South Portland Key Issues
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Island no more? NCNM seeks to reconnect
with south Portland neighborhood
Ask nearly anyone at
Southwest Portland's
National College of
Natural Medicine about
their campus, and it won't
be long before you hear
P r
the word "island." ,
i+
And if the campus is an
island, its sea is -
pavement: the fast lanes
of Naito Parkway, the
tangle of ramps at the end
of the Ross Island Bridge, r
busy Kelly Street funneling
tens of thousands cars
from the Ross Island
Bridge to downtown and
Interstate 405 every day. -
"Everyone says, 'I can see it but I don't know to get there,"' said Laurie McGrath,
who has worked at the college for nearly three decades.
As NCNM plans for new growth, it wants to be a place that's easier and safer to access.
But it also wants to remain in its.South Portland home. For all these reasons and more,
the college's leadership is paying close attention to the Southwest Corridor Ilan —which
could bring NCNM's "island" back to the mainland.
A place to grow
Founded in 1956, NCNM has grown into the nation's most prominent college for
naturopathic medicine and research, with more than 600 students and 250 staff and
faculty on a roughly five-acre campus. It might seem unlikely for a college devoted to
natural healing to be in such a constrained urban location surrounded by so many lanes
of busy traffic. But the college's president, David Schleich, sees it differently.
Even Schleich got lost trying to get to his first day at work in 2007. But he.quickly
recognized the opportunity inherent in a location just south of downtown Portland, close
to OHSU and Portland State University. "What an amazing place to grow!" he exclaimed
in a recent interview in the college's administration building. The view from the building
is a chronicle of the college's growth. It looks out over several buildings and properties
NCNM has added since moving here in 1996, including a historic elementary school,
several academic and administrative buildings and a clinic that sees 20,000 patients
annually.
Schleich looks at the campus and envisions yet more change. In particular, he envisions
more greenspaces, perhaps created through vacating dead-end streets and burying
parking lots. He sees the potential for a residence hall, more classroom buildings and a
market that could serve the community with natural foods. But he also recognizes the
need to pair these on-campus changes with improvements that make it safer and easier
to get to campus, including by means other than driving. "With some changes, you
could really change the future in this corner of Portland for the better," Schleich said.
High on the college's agenda: Naito Parkway, which pens the campus in on its west.
Nearly 10,000 cars stream by daily. An old pedestrian bridge, ringed with barbed wire
and accessed via steep ramps, provides the only safe link to the Lair Hill neighborhood
and to a bus stop serving several bus lines.
In its 20-year master plan, adopted in 2012, NCNM envisions a remade Naito, with
fewer auto lanes, new crosswalks and stoplights that allow for easier traffic flow and
enable people to cross safely to the neighborhood beyond.
Students and staff like the idea. "If we had a light somewhere instead of going up and
over that bridge we'd have better access to Lair Hill," McGrath said. The idea also has
support among neighbors.
The college has another vision, too: high capacity transit on Naito, which could directly
support its visions of better connections to the neighborhood and the broader region.
Three high capacity transit alignment options are currently under consideration for the
area. A Naito alignment
would likely bring about the
impetus and funding to fully
remake the busy street. A -�
Barbur alignment might
provide some access and
safety improvements on "
Naito, but likely not to the
same degree. And a tunnel
under Marquam Hill would . �
not contribute directly to
improvements on Naito, so
changing the road would
depend on other funding
sources and timelines.
i ransit service
changing
14
Transit is important to many
NCNM students and staff. Most
commute from Northeast and y. Y
Southeast Portland, many on
three lines that cross the Ross
Island Bridge from Southeast
Portland. The opening of.the
Tilikum Crossing in September
will reroute two of these lines,
the 9-Paiiell and 17-Holgate,
further away from campus — a
sore point with many students
and employees. However, the
college successfully worked with
TriMet to improve service on the
19-Woodstock.
The college will also still be directly served by several buses on Naito and nearby SW
First Avenue, just over the pedestrian bridge. One of the buses that stops there is the
southbound 12-Barbur, providing a link to Southwest Portland and downtown Tigard.
But some students and employees find the current service provided by the 12 hard to fit
with their commutes and personal lives. Spring Kennedy, a student in her fourth year at
NCNM, commutes from Tigard. After trying the bus for her first couple of years, she
said, she found the schedule too hard to align with her classes and family schedule. "I
couldn't just go," she said. "It depended on when the bus was here, and I'd have to walk
to the stop. That timing was difficult to count on."
Kennedy drives today, but timing is still unreliable: because of bad traffic, she regularly
adds 15 minutes to a drive that can take as little as 20 on a good day. A direct high
capacity transit line would be "an excellent option"for her, she said. "It'd be a lot more
straightforward. It'd take you straight to school or close to school."
Bob Jackson, who works in NCNM's accounts payable department and commutes from
Tigard's Progress Ridge neighborhood, agreed with Kennedy's assessment. He drives
when he can get in early to avoid rush-hour traffic. Otherwise, he prefers the bus, which
is at least as slow but less stressful, he said.
A direct high capacity transit line would change his thinking about his commute. "I
would highly consider using that, if there's a direct line to right where I work," he said.
Part of the mission
Getting students, employees and patients to campus without needing to drive is crucial
to the college's growth plans, Schleich said. But it's also a reflection of the principles
that guide its approach to medicine.
Naturopathic medicine incorporates disease prevention as a core part of its approach to
health, Schleich said, counting off the many chronic health problems Americans face
that are influenced by environment, such as diabetes, obesity and chronic stress.
Participating in creating a healthier place is part of how the college is "living our values
so graduates can be better prepared" to help tackle these problems in the communities
where they work, Schleich said. "We're modeling in Portland ways of establishing
communities that are duplicable elsewhere."
It's also part of a spirit of being a good neighbor. The college doesn't want to be a
source of hundreds of new cars in the area. While its master plan does include several
new underground parking structures, NCNM gives every student and employee TriMet
passes,-and will continue to work for better ways of walking and biking to campus, said
Schleich, who is a bus commuter himself.
"We want to do the city proud with what we're up to," he said.
A final decision on where to align high capacity transit in South Portland is likely at least
a couple years off. But as the Southwest Corridor Plan steering committee weighs
options for the future of transit, roadways and active transportation, NCNM will watch
closely, hoping for choices that open up possibilities for its future.
By Craig Beebe:Bylined writers are Metro staff.Stories with a byline do not necessarily represent the opinions of Metro or the Metro
Council.Metro News is committed to transparency,fairness and accuracy.Craig Beebe can be reached at craig.beebe Oregon". 1 o.gov.
Follow Metro on Twitter Qoregmirietro.
A dim tunnel in South Portland: symbol of the past, with an uncertain
future
!r Beneath the busy lanes of Southwest Naito Parkway, a dim
pedestrian tunnel provides an indispensable neighborhood
link and a symbol of decades of transportation projects
dividing the neighborhood.
The dimly lit portal curves slightly, obscuring the light at the
far end. Inside, a cycling display of graffiti resists repeated
efforts to keep its walls clean and clear.
To its neighborhood,though,this tight tunnel is an
indispensible link. Beneath five busy lanes on Southwest
ramps at the west end of the Ross Island Bridge, it provides the only safe place to cross Naito for
hundreds of yards in either direction.
It's also a symbol of the transportation challenges facing residents of the Lair Hill section of
'Zoah Portland, a creation of decades of successive transportation projects meant to move
people quickly through on their way to someplace else.
And its future may depend on choices made about yet another big transportation plan the
region is considering:the Southwest Corridor Plan.
A history of division
First came the streetcars in the 19th century, connecting what was then an overwhelmingly
Italian and Jewish neighborhood with a growing downtown to its north. In the 20th century,
roadway project after roadway project pushed through Lair Hill:the Ross Island Bridge in 1926,
Oregon Highway 99W (of which Naito Parkway is a remnant), Barbur Boulevard in the 1930s,
and interstates 5 and 405 in the 1960s.
Each roadway project, along with a massive urban renewal project in the 1960s,further carved
up the neighborhood and destroyed blocks of homes and businesses. Little thought was given to
the needs of the residents who stayed: how they'd get to former neighbors' houses, or to a
favorite corner grocery.
The pedestrian tunnel under Naito was one consolation.
But today, many pedestrians—particularly at night—avoid its darkness in favor of a quick,
dangerous dash across those busy lanes of Naito traffic.
"I don't do tunnels," said Richard Varner, co-owner of the nearby Lair Hill Bistro, citing the
tunnel's darkness and frequent transient population.
His wife and co-owner, Cheryl Riegler, said she appreciates the tunnel, "when it's kept up."
"But when it's not, it's just sketchy," she said, adding that their daughter wouldn't use it when
she was growing up.
Riegler and Varner are ready to see the tunnel be replaced
by safer ways to cross Naito. So,they say, are many people
in the neighborhood. Alternatives for crossing Naito in this
area are sparse: either an old pedestrian bridge near the
National College of Natural Medicine campus, or a
dangerous dash across the busy lanes of Naito. Many choose
the latter.
Choices and impacts
The Southwest Corridor Plan could be a vehicle for some of the change the neighborhood wants.
Although the plan is about much more than high capacity transit, its steering committee must
make some key choices about where light rail or bus rapid transit could go through South
Portland. Should it go along Naito or Barbur?Or should it use a tunnel beneath Marquam Hill? In
addition to implications for the high capacity transit, each choice will directly affect
development and getting around on a more localized scale in Lair Hill.
A Naito alignment through Lair Hill could provide the impetus to resize the old highway and
reconnect long-interrupted neighborhood streets and sidewalks, as has been envisioned in
several local plans over the decades. It might also allow for changes at the confusing Ross Island
bridgehead, potentially opening up new land for development there while making the area less
confusing for people driving, walking and bicycling.
A Barbur alignment through Lair Hill might be cheaper and more direct from downtown
Portland. On the other hand, it might not directly support a transformation on Naito, and some
worry it would cause greater disruption to neighborhood character.
A transit tunnel, meanwhile, might lead to less permanent change in Lair Hill, and would provide
direct high capacity transit access to employees on Marquam Hill. But it probably wouldn't bring
any changes Lair Hill residents want, either.
Varner and Riegler, who moved to the neighborhood in 1990 and opened Lair Hill Bistro in 1997,
enjoy the neighborhood's quiet feel but also hope high capacity transit could help more people
realize there is actually a neighborhood there.
"What our neighborhood is trying to say is that we've been bypassed forever," Reigler said.
She and Varner prefer a Naito alignment so that it can also support redevelopment of some
vacant or underutilized lands along its route, and attract new services like a grocery store—
something the neighborhood currently lacks.
Longtime neighborhood resident and active neighborhood association member Jim Gardner also
expresses cautious optimism for a Naito alignment for high capacity transit, if it can reconnect
area streets and make the road safer to cross on the surface. But he worries that crosswalks will
be spaced too far apart. "We don't want another wall," he said.
Walls' dual functions
Longtime neighborhood resident Jim Gardner appreciates Lair
W Hill's quiet feel today, a paradox given its proximity to downtown
i Portland. Like others, he hopes that any future change can fit in
with the neighborhood while resolving long-term challenges.
Over the years, roadways and freeways created walls separating Lair
Hill from the river and from downtown.
But as longtime resident Jim Gardner notes, walls have dual effects:they hold you in, but they
also hold other things out. The neighborhood embodies a paradox, Gardner said,with an air of
quiet "backwater" that belies its proximity to the region's urban core.
Redevelopment and dense infill hasn't penetrated here as deeply as in other parts of Portland.
The streets are still lined with small 19th-century cottages and bungalows, many of them
carefully restored. Lair Hill is a National Historic District, meaning new development must fit
strict guidelines. Because of those guidelines, most newer development in the neighborhood,
including the brick offices of Walsh Construction just down the street from Lair Hill Bistro, is
harder to spot.
Many in the neighborhood strongly feel that any new development must not disrupt the
qualities that make South Portland so distinctive. "If it can maintain the integrity of the
neighborhood,that's important to us," Reigler said.
A greater balance
Of course,the Southwest Corridor steering committee must
ultimately balance neighborhood interests with what makes
the most sense for transit in terms of cost, feasibility and
ridership projections across a lengthy and complex corridor
stretching from Portland to Tualatin.
It's something Gardner—a former Metro councilor himself—
keenly understands. Some feel that South Portland is a
necessary if reluctant pass-through for high capacity transit
intended to serve commuters from other areas of the region,
he said.
Inside the tunnel,dim overhead lights guide
Pedestrians around the curve to davlieht.
But Gardner, like Varner, Reigler and others, hopes that the Southwest Corridor could help fulfill
other neighborhood desires—like making it safer to walk and bicycle, reconnecting streets and
supporting development that fits with the neighborhood.
The Southwest Corridor steering committee could narrow high capacity transit alignment
options in South Portland as soon as July.
For now, that tight tunnel beneath Naito continues to perform its duty for those who know it's
there, walking briskly around the curve to get back to daylight.
By Craig Beebe
Bylined writers are Metro staff.Stories with a byline do not necessarily represent the opinions of Metro or the
Metro Council.Metro mews is committed to transparency,fairness and accuracy.
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Southwest Corridor Plan Steering Committee
Monday,December 8, 2014
9:00 a.m.to 11:00 a.m.
Tigard Public Works Auditorium
Committee Members Present
Craig Dirksen,Co-chair Metro Council.
Bob Stacey,Co-chair Metro Council
Marc Woodard City.of Tigard
Steve Novick City of Portland
Lou Ogden City of Tualatin
Denny Doyle pity of Beaverton
Krisanna Clark City of Sherwood
Gery Schirado City of Durham
Al Reu City of King City
Roy Rogers Washli%ton'County
Neil McFarlane TriMet' hz
Rian Windsheimer QDOT
Metro
Maltz Wilkinson,EIissa Gertler,Noelle Dobson,Matt Bihn,Michaela Skiles,Brian Harper,Alan
Gunn,Camille Freestone,-Noah Siegel,Mei Yong
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 1
1.0 Welcome and introductions
Co-chair Stacey called the meeting to order at 9:01 a.m.and welcomed the committee
members and audience to the meeting.He asked that the committee members introduce
themselves,and then gave an outline of the upcoming agenda. He emphasized the meeting's
focus on the Shared Investment Strategy.
2.0 Consideration of the Steering Committee meeting summary from June 9,2014
Co-chair Stacey asked for a motion to approve the meeting summary from the June 9,2014
Southwest Corridor Plan Steering Committee meeting if there were no edits. Commissioner
Steve Novick moved to accept the summary without revisions,and Mr.Neil McFarlane
seconded the motion. The meeting summary was accepted unanimously.
3.0 Public Comment
Ms.Marianne Fitzgerald expressed disappointanent in the speed of the planning process.
She felt that there was a lack of productivity over the summer and fall,and worried that
with the multi-layered planning process,no real progress towards construction would be
made.
Mr.Roger Averbeck,representing l e*hborhoods Inc(SWNI),expressed concern about
the lack of project engagement with'SWNI.He noted that ihe�had not been included in any
of the stakeholder conversations over the surniner and fall,and they would like to be
incorporated in future ement as an important stakeholder in the area.
Mr.Kevin Watkins noted the antount of growth that has taken place in Tigard but explained
that until recently infrastructure had kept pace.He suggested that the committee continue
pursuing an integrated,r iable transportation system for the growing area.He further
explained that the.area win nil better transit and other transportation infrastructure as it
continues to grow.Additionft i e pointed two fallacies which he believed helped pass
Measure 34:light rail would cotfie down Pacilic.'flighway and no public involvement would
be done.
Mr.Doug Allen,representing AORTA,requested that the committee reconsider the AORTA
proposed option,which he believed needed to be included as an alternative.He cited three
reasons that staffhave given regarding why the proposal has not been included:there
would be no acceptable staging.'area for a south waterfront tunnel portal,the cost of
tunneling would be trio high,and the travel time via south waterfront would be excessive.
Mr.Allen refuted each of these reasons and asked that the AORTA alternative be considered
and studied.(See written comments attached to the record.)
Mr.Mike Stevenson,owner of B&B Print Source,discussed the increasing costs of doing
business in the corridor.He explained that previously his company had operated with two
delivery trucks.Recently a third truck needed to be added to make deliveries more efficient
due to the increasing traffic congestion.He felt favorably towards light rail,but also
suggested roadway improvements.He emphasized the ways that traffic negatively affects
businesses in the area.
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 2
Ms.Sue Christenson gave six points in support of the system:all development is due to
innovation,it is important to start now,economics,housing,connectivity,and health and
livability. (See written comments attached to the record.)
Mr.Steve Schopp explained that he has followed the project for some time.He expressed
concern about the vagueness of the process since the DEIS was postponed. He noted that
the design process has been long and the public has been involved,but the process has been
continually changed and the DEIS has been pushed back multiple times.Mr.Schopp
expressed the belief that the public did not support the planning expenditure,and that there
was a lack of trust between the project and the public.He also raised concern over a large
capital expenditure with the lack of funding for basic road maintenance.He asked for
information about the amount spent on the project and the amount that will be spent.He
also asked for a clear and specific description of the prMS%
Mr.Ralph Hughes questioned the stability of a tunnel if a seismic event were to take place.
He suggested that the vote in Tigard not be considered too large an obstacle due to the small
turnout of voters and the slim margin of sucbes$:'He asked that the voters be shown the
facts and allowed to make their own decisions.
Ms.Elise Shearer approached her.comments from.a social justice perspective.She pointed
out the need for better transit in' .gartl,.especially for those that rely on transit as their
main mode of transportation.She noted that there are three major employment centers in
Tigard that need better connections,and there other areas for potential growth in the
city.She also discussed the need for TOD around employment meters.She noted the
average cost of owning a car and the nee4 to make ti-tasportation more affordable.
Mr.Tim Esau explained that he was not total opposed to light rail and mass transit.He did,
however,note that he did not believe light rail Was the right answer for the corridor
currently..He expressed concern about the cha4&g schedule and asked about the project's
overall eftct veness.He also expressed concern abut the availability of funding for the
project.>le asked..th4t instead of light rail,increased local bus service and improved roads
be considered as solutions.(See written comments attached to the record.)
Mr.MAihd Henderson rioted that Tigard is a young city in comparison to many others in
the region.He explained that this lack of history sometimes denotes a lack of processes.Mr.
Henderson discussed Measure�4 and explained that the vote was lost by only a few
percentage points;,and he felt that the measure had been unclear and difficult for the voters
to understand.He asked that infuture votes the explanation on the ballot be made very
clear,so voters knowwhat they will receive for their money.(See written comments
attached to the record.)
Ms.Debi Mollahan pointed out her own commuting experience as a template for commuting
in the region.She noted the high percentage of Tigard residents that commute out of the
city for employment,and the high number of employees who commute into Tigard from
elsewhere.She discussed the need for reliable business delivery and commuting options in
the corridor.She asked that the committee continue exploring innovative solutions that
integrate many modes into an effective system.(See written comments attached to the
record.)
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 3
Mr.Tom Murphy explained that one of Tigard residents'top concerns is traffic congestion,
and noted that high capacity transit is a component of alleviating congestion.He also
explained how high capacity transit could weave Tigard into the regional fabric,and
complements its goal of walkability.He asked that Measure 34 not be considered the final
word,and staff give the citizens a well-reasoned,visionary,comprehensive,and transparent
plan.
Ms.Dianne Cassidy,a citizen of Lake Oswego,noted the impacts this project could have on
Lake Oswego and refuted the previous comment that asserted that transit is beneficial for
social justice.She asserted that automobiles are,in fact,more beneficial to social justice.Ms.
Cassidy also asserted that transit oriented development does not work,as many people do
not live and work in the same area and frequently changejpbs.'She also expressed concern
about the last mile of trips,where the bus and train cannot tike riders into their
neighborhoods or directly to their places of business.
Mr.David Jorling approached his comments from a global warming perspective.He asked
that the committee and audience read"This ch4nge everything,"and consider light rail as a
part of the solution to global warming.
4.0 Southwest Corridor:solving our transportation challenges
Mr.Matt Bihn reviewed the impetu ffor this project and tl e.selection of this corridor as a
priority.He consolidated the reasoning behind its selection pito four main areas.
• High travel demand through and across the corridor paired,with population and
employment growth
• Lack of transportation choices
• Safety issues
• Congestion and reliability problems
He gave an overview of each of these areas,with.special attention on the data that allows for
modeling of travel times and reliability in the corridor.He then outlined the integrated
strategies pulled from the Shared Investment Strategy that offer solutions to some of the
problems in the corridor.
• Roadway projects
• Bike and pedestrian projects
• Local bus seruice improvements
• High capacity transit options
• Park projects
Co-chair Dirksen called for questions from the committee.
Commissioner Roy Rogers inquired about the Powell-Division project and asked if the two
corridor projects will compete at the federal level for funding.Mr.Bihn and Co-chair Stacey
explained that it is unlikely that the two projects will be competing for the same type of
federal funding,and also somewhat unlikely that they will run on the same timeline.
Commissioner Rogers also asked about the total cost of exploring the preferred solutions.
He asked that the committee be transparent with potential costs of projects and planning.
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 4
He explained that he has been asked,if light rail is not selected,to build more roads,but
many people do not understand that there is no money for roads.
S.0 Approach to develop a Preferred Package of Solutions
Mr.Alan Lehto,TriMet,explained the reasoning behind changing the order of the project
process.He noted that when a project enters into a Draft Environmental Impact Statement
(DEIS)it essentially requires that the design be frozen in its current state,and it leaves little
room for refinement and responsiveness.Thus,it is more viable to further refine in a way
that is responsive to everyone's needs before entering the federal process.
He also explained how high capacity transit could allow TrIMet to redeploy local buses to
other places in the corridor and increase local connections.. '
Mr.McFarlane noted his belief that this new process will allow the project to be more
flexible and made more sense in the current situation.Mr.Lehto added that many projects
have been done in this process order throughoutthe country,but none have been done
here.
Per Commissioner Roger inquiries,Mr.McFarlane explained that the region has precedents
for supporting more than one transit project at a time,and Co-chair Stacey noted that this
project was prioritized higher than.other'corridor projects through a process that focused
on areas with the highest potential demand and ridership.
Commissioner Rogers also Inquired about the possibility of this project evolving into a
standalone project on Barbar Blvd that could eventually connect to Tigard and Tualatin.Mr.
McFarlane noted that this waspossible,but the committee could shape the process and
evolution of the project.
6.0 Activating the Shy lyveFstmtut Strategy
A.Proposed Recommendation Timeline
Ms.Malu Wilkinson gave an overview of the timeline handed out.She noted that the
refinementprocess will help resources tor be used most efficiently and will narrow the scope
of work prior to entering the federal process.She explained the project's goal of addressing
transit and transportation needs today while shaping development and transportation in
the future.By 2016 staff plans to have a preferred package ready for steering committee
consideration.
Ms.Wilkinson then outlined the questions given to the staff by the Steering Committee last
June and explained that staff plans to bring back the answers as the geographically relevant
questions come up during place-focused discussions.She also explained that the project will
engage in significant public engagement over the next 18 months.She then went over the
areas covered during each time period of the next year and a half and laid out the overall
needs for the final preferred package.She also noted there needs to be discussion about
how local projects that are not part of the high capacity transit,but are complementary to
the corridor's connections,will be funded.
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 5
Commissioner Novick inquired about the level of flexibility built into the schedule for the
next 18 months and the committee's ability to make decisions as certain technical
information becomes available.Ms.Wilkinson and Co-chair Dirksen pointed out that
conversations can start prior to the committee being prepared to make a decision.
Mayor Denny Doyle asked about staffs confidence in the project's ability to achieve the
timeline.Ms.Wilkinson responded that staff feels confident in the work,but wants the time
to engage with the public and have community conversations.
B.Place-focused development strategy
At this point,this agenda item was deferred to the next meeting due to time constraints.
N-
7.0 Proposed engagement to support decisions
Ms.Noelle Dobson introduced herself to the committee and reviewed:the work she has done
since joining the team in August 2014.She then.gave an overview of the outreach approach
and tools.
The integrated approach will:
• Focus on outcomes and int rated'solutions
• Highlight places
• Aim to capture hearts and minds ,
• Leverage partner expertise and outreach experience
• Two way communication
The tools include:
• Series of local dialogues.
o Storytelling
• Map-based online comment tool
• Online resource/sw'ial media
• Creitive youth engAg6ment
8.0 Direction on SWCP approach
Co-chair Stacey explained that the last direction given to staff was to enter the DEIS,and
that direction must be formally changed.
Mayor Doyle moved to direct project staff to change the sequence of Southwest Corridor
Plan milestones to develop a locally-driven preferred package of transportation solutions by
spring 2016.Councilor Marc Woodard seconded the motion.
Commissioner Rogers inquired about increased costs due to the delay of the DEIS.Ms.
Wilkinson explained that because DEIS level work will aim to be done during this phase or
else delayed until the DEIS is started,the cost should be the same.
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 6
Mayor Schirado expressed concern that Multnomah County was no longer a stakeholder in
the process,and was no longer represented on the committee.Co-chair Stacey explained
that Multnomah County ceded much of their transportation program and responsibility to
Portland and now focuses most of their transportation efforts on maintaining their bridges.
The motion then passed unanimously.
9.0 Adjourn
Co-chair Dirksen noted that the next meeting would be on February 9,2015 and adjourned
the meeting at 11:00 a.m.
Meeting summary respectfully submitted by:
<SIGN HERE FOR FINAL VERSION>
Camille Freestone
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 7
Attachments to the Record:
pi "Agenda 12/08/14 December meeting agenda 120814swcpsc-01
2 Summary 06/09/14 06/09/14 meeting summary 120814swcpsc-02
3 Memo 12/08/14 SW Corridor Plan DEIS timing 120814swcpsc-03
4 Calendar 11/26/14 Meeting topic/Engagement calendar 120814swcpsc-04
5 Document Nov. 2014 Winter 2014 project update 120814swcpsc-05
6 Map 12/01/14 HCT Options for Further Stuffy map 120814swcpsc-06
7 Comment 12/08/14 Public comment: Doug Alien 120814swcpsc-07
8 Comment. 12/08/14 Public comment: Marland Henderson 120814swcpsc-08
9 Comment 12/08/14 Public comment:.Debi Mollahan 120814swcpsc-09
10 Comment 12/08/14 Public comment:Tim Esau 120814swcpsc-10
11 Comment 12/08/14 Public commeft:Sue Christenson 120814swcpsc-11
12 Comment 12/08/14 Public comment Laura Sciortino 120814swcpsc-12
13 Comment 12/08/14 Public comment:Pam Chandler 120814swcpsc-13
14 PPT 12/08/14 SW Corridor Challe sand Opportunities 120$14swcpsc-14
15 PPT 12/08/14 Paropo$ed recommendation timeline 120814swcpsc-15
16 PPT 12/08/14 SWOP Outreach 120814swcpsc-16
12/8/2014 Southwest Corridor Plan Steering Committee Meeting Summary 8