EXISTING CONDITIONS REPORT

Transcription

1 Gateway / NE 99th Avenue Transit Center: Bicycle and Pedestrian Access Improvements EXISTING CONDITIONS REPORT Prepared by: GTC GENERIC TRANSPORTATION CONSULTANTS Autumn Hewitt Michelle van Tijen Josh Hyrkas Ben Weber

2 GENERIC TRANSPORTATION CONSULTANTS Introduction The project team of Generic Transportation Consultants is working with Portland s public transportation agency, TriMet, to improve pedestrian and bicycle access to the Gateway/NE 99th Avenue Transit Center (Gateway TC). Gateway/NE 99th Avenue Transit Center is located in outer east Portland, at NE 99th Ave. and Pacific Ave. It provides access to three light rail (Metropolitan Area express or MAX) routes and six bus routes. The study area extends mostly south and east of the transit center, focusing on immediate connections directly to the Transit Center. MAX stations at 8nd and nd Avenues collect passengers from the west and east. Two primary interstates, I-0 and I-84, run along the western and northern edges of the Transit Center. Gateway/NE 99th Ave Transit Center provides roughly 000 Park & Ride spaces within several blocks of the station, typically filling by :0am. Currently, automobiles are the primary mode by which MAX and bus passengers access the transit center. The City of Portland envisions the Gateway District as a second downtown, anchoring the east side of the city, and although numerous development and transportation plans already exist for the area, only a small collection of projects have been realized. Providing additional bike and pedestrian access to the transit center and surrounding developments will allow higher volumes of people to contribute to the economic growth forecast for the area. The existing pedestrian and bicyclist environment to, and through, Gateway TC has varying degrees of accessibility. Interstates to the west and north severely restrict access between many surrounding neighborhoods and the Gateway TC. Many streets lack sidewalks, surround uninviting superblocks, or dead-end. Unimproved streets also prohibit bicycle travel.the I-0 Multi-Use Path runs along portions of the I-0 right-of-way, connecting Vancouver, WA to Oregon City, OR.

3 GATEWAY TRANSIT CENTER - EXISTING CONDITIONS Rocky Butte State Park Study Area PARKROSE HEIGHTS MADISON SOUTH WOODLAND HALSEY 84 Commercial Area Multnomah University Gateway Transit Center 0ND GLISAN HAZELWOOD ND MONTAVILLA BURNSIDE 0 Mall 0 Adventist Medical Center MILL PARK DIVISION Feet 0,0,00 in =,000 ft

4 4 GENERIC TRANSPORTATION CONSULTANTS Existing Conditions Walking and cycling are potentially significant modes of access to the transit center. A series of small but significant pedestrian and bicycle network improvements along 99th Ave., a connection of the I-0 Path with 0nd Ave. via a pedestrian and bicycle thoroughfare through the Gateway Shopping Center and northward of the transit center will increase the attractiveness of these modes. Improved connectivity will ease access to the transit center for regular commuters and will also bolster the attractiveness of the Gateway District for visitors and businesses while promoting needed stimulus to the area. Transportation System Characteristics Gateway/NE 99th Avenue Transit Center (GTC), located at NE 99th Ave. and Pacific Ave., provides access to three light rail routes and six bus routes. The north-south oriented MAX tracks serve over 0 trains per hour during peak periods on three boarding platforms. Over 00 daily MAX and bus boardings occur at Gateway TC. While there will always be a need for local service bus routes to connect passengers between their homes and primary transit corridors, the presence of these routes into otherwise transitdeficient neighborhoods suggests that there is a population within reach that may be enticed to use bicycles or walking to access the Transit Center. Many streets in the Gateway area are main arterials or highways, such as 0nd Ave., Halsey St., Glisan St., Burnside St., I-0 and I-84. Other streets provide access to local neighborhoods and shopping districts. Still others, such as 9th Ave. in particular, are slightly disjointed but could be made to provide access for pedestrians and cyclists. 4 Fremont Parkrose San Rafael 9 Woodstock/Glisan Glisan/Rockwood Belmont Bus and MAX service within three miles of Gateway TC. Of the six bus routes terminating at Gateway TC two operate along routes that serve neighborhoods within three miles of the station.

5 GATEWAY TRANSIT CENTER - EXISTING CONDITIONS Street Characteristics within the Gateway District Traffic Volumes Daily traffic volumes exhibit the high throughput of automobiles accommodated on many roads surrounding Gateway TC. Such high volumes inhibit bicycle and pedestrian accessibility. Relatively lower volumes on NE 9th and NE Multnomah could provide opportunities for neighborhood greenways or other biking and walking routes. Location Date Daily Bi-directional Traffic Volume NE NE Glisan Nov 004,8 NE NE 0nd May 998,89 E 9th October 998 9,68 NE NE 0nd May 998,89 Vehicle Speeds: Posted vehicle speed limits in the area (typically -mph) are often surpassed but with the addition of traffic calming and signalization many of the streets could be made more accommodating for bicycle and pedestrian traffic. Right-Of-Way Widths: Numerous streets in the area, including NE 9th, NE 99th, and NE Multnomah have enough spare ROW capacity that road diets could be employed, freeing up space for sidewalk and bike lane addition and/or expansion. Road Segment Road Width Auto Lanes / Bike Lanes Width of Lanes (feet) ROW Width NE 9th Ave feet / feet NE 99th Ave 4 feet plus parking feet NE 0nd Ave 6 feet / E Burnside St. 80 feet (4 feet in center are MAX tracks) 9 feet / --(4)-- 00 feet NE Glisan St 8 feet 6 / 0-96 feet NE Halsey St feet 6 / feet NE Multnomah St 0 feet at Oregon Clinic - / 0 Indeterminant 0-64 feet

6 6 GENERIC TRANSPORTATION CONSULTANTS Bicycle, Pedestrian and Trail Connections Gateway TC is served by a network of bicycle, pedestrian, and trail infrastructure that varies widely in its connectivity and amenability. Just to the west of the transit center the I-0 Multi-Use Trail runs intermittently for 8 miles from the Columbia River to the Clackamas Town Center. Portions of the trail, particularly south of Gateway TC along the Green Line MAX route, have been recently upgraded but the section running adjacent to Gateway is poorly maintained and presents many barriers to user comfort and safety. Some cycling traffic was observed during various field surveys but trail use is generally low along this stretch. Weidler and Halsey, to the north, have multi-directional bike lanes but the connections end at the west-end intersection with I-84. Burnside features bike lanes throughout the area but they are infrequently used, as evidenced by shrubbery-based impediments. NE 99th Avenue has bike lanes and recently upgraded sidewalks along some portions. Recent streetscape improvements to 0nd Avenue saw the installation of bike lanes and sidewalk widening. Pedestrian connections through the region are poor. Although sidewalks exist on Glisan and Burnside, crossings of I-0 on these streets is hazardous and unwelcoming due to heavy traffic, wide intersections, low pedestrian visibility, and inadequate wayfinding. An existing sidewalk through the Fred Meyer parking lot provide connections to Gateway TC but do not provide connections through to NE 0nd Avenue. Aside from the dedicated sidewalk to Fred Meyer, pedestrian and bike access through the Gateway Shopping Center and northward across Halsey and 0nd is severely constrained. Stretches of Pacific Avenue, which serves as a major multi-modal connector to Gateway TC, lack sidewalks and other amenities such as signage and adequate intersection markings. Numerous opportunities for improvements within just a few blocks of Gateway TC could significantly increase the number of people accessing the station via non-automotive modes. Land Use Characteristics To the west of Gateway TC, land use is predominantly single family housing. However, access to these neighborhoods is limited for pedestrians and bicyclists because of the I-0 freeway which runs north-south on the western edge of Gateway TC. Immediately surrounding Gateway TC and to the east of the station, the land is mostly zoned for commercial uses along with some residential mixed in. This area currently contains businesses such as Fred Meyer, Winco, Kohl s, Staples, and provides abundant parking. Some of the land in this area is currently under development; namely, improvements are being made to the Fred Meyer store and property. To the south is residential land, mostly single-family homes with some higher density condominiums and apartment complexes. One mile south of the transit center is a large employment area containing the Adventist Medical Center and Mall 0, a shopping center further south along 99th Avenue. In addition to residential and commercial properties, there are some educational facilities in the area including the Eastside Education Center on NE 0nd Ave. and Azbuka Academy on NE Glisan.

7 GATEWAY TRANSIT CENTER - EXISTING CONDITIONS Demographics According to the 000 Census, the median income in Woodland Park, the neighborhood containing the transit center, is 6% below the median income of the city as a whole. Approximately 4% of the population is under the age of, and % is over 6. The area is.8% White, 8.% Hispanic,.8% Asian, and.% Black. Residential areas are prevalent around Gateway TC and numerous multi-family housing developments are withing walking and biking distance of Gateway TC. Lower income and minority populations are typically more transit-dependent, making Gateway TC a vital amenity for the area s population. A diverse crowd uses Gateway TC to meet many of their daily transportation needs Urban Renewal The City of Portland has designated Gateway TC and its surroundings as the Gateway Urban Renewal Area. The Portland Development Commission s (PDC) Gateway Regional Center Urban Renewal Plan, which established tax-increment financing mechanisms, was approved by the Portland City Council in June of 00. The PDC envisions the Gateway Regional Center as Portland s second downtown because of its superior multi-modal transportation network and potential for business incubation. The PDC s plan includes a Street Master Plan to handle more auto traffic, and to enhance bicycle and pedestrian access throughout the Urban Renewal Area. The redevelopment strategy also envisions new housing, employment, and development of public institutions. The Portland Development Commission s Opportunity Gateway Concept Plan relies on the creation of tree-lined streets as a unifying design feature throughout the area. In the southern part of the Gateway area, several new streets are planned to break up existing fields of parking and superblocks. The emphasis in the plan is on creating a more traditional city block system and to bring the Gateway area into compliance with the street spacing guidelines issued by Metro to maximize performance of local street networks. Survey Results A informal survey of MAX passengers, conducted in fall of 00 at the Gateway Transit Center, revealed that its proximity to Fred Meyer and other retail establishments is a great asset for Gateway TC users and is seen as a time saver when running errands on the way home from work. A pedestrian path through the Fred Meyer parking lot leads from Gateway TC directly to the Fred Meyer entrance; survey respondents found this to be a useful station-area amenity. However, majority of respondents also mentioned that the area around the transit center is difficult to navigate. One respondent noted, I know there s more stuff around, but I don t know how to get there.

8 8 GENERIC TRANSPORTATION CONSULTANTS Existing conditions Initially our team conducted analyses of the traditional -mile bicycle and -mile pedestrian transit service catchment areas surrounding Gateway TC. Because of the proximity of other MAX and bus stations and freeway barriers limiting access it was prudent to reduce our study area size to the neighborhoods most likely to use Gateway TC as an access point for bike/ walk/transit travel. Difficult wayfinding and connections to I-0 multi-use path 6 Challenging crossing of Glisan and difficult wayfinding along I-0 Path Underutilized service road between Fred Meyer and Kohl. Serves as ad hoc bike/ped route Long crossing distance across Glisan west of I-0 (90+ feet) Desire path along 99th between Gateway TC and Fred Meyer parking lot 8 I-0 Trail segments are unwelcoming and unmaintained 4 Desire path along Pacific Ave. where sidewalk is missing 9 I-0 Trail and sidewalk crossing of Burnside and MAX tracks are hazardous Connection between residential street and direct Gateway TC access prevented by fencing 0 Wayfinding to connect -0 trail across Burnside overpass of I-0 is unclear

9 BROADWAY GATEWAY TRANSIT CENTER - EXISTING CONDITIONS BELL 0ST TH WEIDLER HALSEY 9ND 0 Office Depot CLACKAMAS HASSALO MULTNOMAH Oregon Clinic Kohl s WASCO Winco Foods Fred Meyer TAMERA Gateway / NE 99th TC HOLLADAY 80 OREGON 9TH 99TH 4 PACIFIC 9ND 9RD 94TH OREGON HOYT 0 I-0 Multi-use Trail 6 IRVING GLISAN 00TH Legend 0ST Transit MAX Lines N MAX Stations Æ Bus Stops Park and Rides EVERETT 8 Bicycle routes and trails Multi-Use Path Bike boulevard Bike lane 0RD 9ND Low traffic through street Planned bike lane 90 Proposed Multi-Use Trail 0ND Pedestrian Facilities Corners - Improved DAVIS Sidewalks Multi-family Housing ANKENY 9RD 0 9TH 9TH 9 BURNSIDE ANKENY Taxlots 0 Foot Contours Feet RD in = 00 ft

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11 GATEWAY TRANSIT CENTER - EXISTING CONDITIONS Opportunities and Constraints Section : Multnomah Bicycle/Pedestrian Corridor The Gateway District Street Master Plan calls for the construction of several new roads, reducing the size of the grid and allowing for better connections between destinations. A part of the plan envisions NE Multnomah St as a bicycle and pedestrian corridor linking the Transit Center between the Park & Ride and Oregon Clinic and past Fred Meyer and Kohl s to 0nd Avenue. Because the route has only been outlined at the conceptual level, our team has identified opportunities for developing physical improvements to the corridor and establishing permanent connections Opportunities: NE Multnomah has low vehicle traffic and provides continuious, if slightly unwelcoming pedestrian and bicycle connections between Gateway TC and 0nd. Recent street improvements to NE 99th feature crosswalks and curb cuts Street improvements along 0nd including wide sidewalks, marked crossings, street plantings, and street lighting 4 Existing regional bike path connecting north and south along the I-0 corridor Existing at-grade crossings over the MAX alignment reduce the need for major infrastructure construction Constraints: 6 MAX tracks pose an impediment to bicycle crossings Existing crosswalk across 99th leads to a dead-end and ADA access is blocked by fire hydrant; desire paths cut through planting strips. 8 Fences and barriers block direct access from Gateway TC to Multnomah Street 9 Connection from Fred Meyer to 0nd is through a parking lot with no sidewalks

12 GENERIC TRANSPORTATION CONSULTANTS Section : Gateway TC Station Area The construction of the Oregon Clinic and the Park & Ride garage to the north of NE Multnomah St. marked the completion of Phase I of the Gateway Redevelopment Plan. Further phases envision additions to these new structures, high-intensity development of the parking lots and underused parcels near the Transit Center, and potential future transit development with a light rail line extending to Clark County, Washington. This development will alter existing routes to Gateway TC and will increase the appeal of the District as a major retail and commercial hub. Maintaining and improving bicycle and pedestrian access under these conditions will be vital to the mobility and accessibility needs of the area and its users. Improvements directly within the station area could help provide safe and accessible routes to and from Gateway TC. 4 Opportunities: Some dense housing units within less than a ½ mile from station serve as generators for MAX trips The Gateway Shopping Center and other businesses are major commercial attractors. Existing pedestrian pathway through the Fred Meyer parking lot Room for more bike parking in station platform area 6 Constraints: I-0 and -84 present barriers for pedestrian and bicyclist access to GTC 6 Bike path is often blocked by smokers in an unofficial spot 4 Pedestrians must cross bus station zone to access MAX platforms. Pedestrians do not tend to use the few crosswalks provided No official bike access from Pacific Ave. to station. Many bicyclists use sidewalk to enter station Pacific Ave. is used as a Kiss & Ride area for the station, with many cars making U-turns during rush hour

13 GATEWAY TRANSIT CENTER - EXISTING CONDITIONS Section : Glisan/Burnside Corridor 4 Our team identified numerous opportunities for improvements to bike routes between the station and Burnside, allowing it to provide safe and easy access to and from the station. The I-0 Multi-Use Trail could benefit from improved wayfinding, beautification and routing, particularly at major road crossings. Low traffic volume and spare ROW width on NE 9th Ave. could provide an opportunity to develop bicycle corridors and improvements to sidewalk conditions. Opportunities: I-0 Multi-Use Trail is an established neighborhood connector to and from the MAX station NE 9th Ave. has low vehicle traffic MAX tracks are at grade Constraints: NE Glisan has very high levels of vehicular traffic volume Bikepath crossing at NE Glisan and NE 9nd Ave. is difficult to navigate as a bicyclist. Bicyclists are forced to merge onto narrow sidewalk with pedestrians Existing bike path is narrow with some dark, isolated corners that can feel unsafe 4 Signage for the bike path is difficult to find and read NE 9th Ave does not have sidewalks or bike lanes 6 MAX crossing on E Burnside and NE 9th Ave has low visibility to pedestrians and cyclists 6 There are some narrow existing bike lanes on Burnside made unusable by overgrown bushes