Joint Neighborhood Task Force Report & Recommendations
From Capitol Highway to the County Line
Ashcreek / Crestwood Neighborhood Associations
December 2004
Michael Harrison, Transportation Liaison
Commissioner Jim Francesconi’s office
Jay Mower, Editor
Tom Schaper, Photography
Staff Advisors, City of Portland Office of Transportation:
Alex Bejarano
Don Gardner
John Gillam
Mark Lear
Brant Williams, Director
Special thanks to Commissioner Jim Francesconi for his support and encouragement.
Thanks also to the SWNI staff: Sylvia Bogert, Ginny Stromer and Leonard Gard, and to Jere Retzer for stormwater management expertise.
Taylors Ferry Road is an important route in Southwest Portland. We see Taylors Ferry Road with improved facilities for walking, biking, public transit and cars. Pedestrians, bicyclists and drivers travel safely. Traffic calming features help motorists obey the speed limit. Enhanced crossings afford pedestrians safe connections to various destinations, transit stops and homes. The physical aspect of Taylors Ferry Road matches its transportation designation. Streetscape facilities such as paved paths, sidewalks, bike lanes, trees, lighting, benches and bus shelters tie the environment together with a language of common elements. Stormwater is managed with sustainable “green” techniques. Taylors Ferry Road becomes a place that strengthens the community it serves.
“A community that is designed to support walking is livable and attractive.”
City of Portland Pedestrian Master Plan
The Taylors Ferry Road Vision Plan has been reviewed & approved by:
Ashcreek NA
Crestwood NA
SWNI Board of Directors
SWNI Transportation Committee
Southwest Trails Group
from Capitol Highway to the County Line
Joint Neighborhood Task Force
Report and Recommendations
Even though SW Taylors Ferry Road (TFR) west of Capitol Highway is designated a Neighborhood Collector Street it remains inhospitable to pedestrians and bicyclists. It has never been upgraded to modern standards.
TFR remains what it originally was, a paved county road with ditches on the side. There are no sidewalks, no bike lanes and no bus shelters. Traffic moves too fast. It does not serve well as the area’s “main street.”
The City of Portland is not unaware of these facts. The problem is there is no money to build the upgrades.
The number and scope of transportation needs throughout the city far exceeds the funds available. Projects like TFR are put off into the future.
The City’s Transportation System Plan (TSP), adopted in 2002, is meant to guide and coordinate the City’s transportation investments over the next 20 years. The TSP includes: “Project #90064 Taylors Ferry, SW (Capitol Hwy - City Limits): Bicycle & Pedestrian Improvements. Provide bicycle lanes, including shoulder widening and drainage, and construct sidewalk for access to transit (40th - 60th). Portland $3,000,000 (Years 6 - 10).” Again, there is simply no money to implement this project.
In 2003 citizens from Ashcreek and Crestwood Neighborhood Associations formed a task force to address these conditions. They worked with City staff to explore alternatives and lower cost options that could be implemented in phases over time.
Overall Concept:
Phase One (easy):
Phase Two (not so easy):
Phase Three (more challenging; longer term)
HISTORY OF TAYLORS FERRY ROAD
Taylors Ferry Road was originally built as a wagon road over the West Hills to connect loggers, farmers and dairies in the west hills and the Tualatin Valley with the Willamette River and Portland. According to historian Eugene Snyder the road led to a ferry across the Tualatin River. The ferry was on the property of, and operated by, John A. Taylor, an Oregon pioneer of 1852. That year he took up a Donation Land Claim along the Tualatin River about ten miles southwest of Portland. Taylor was born in New York State in 1825. For a time he was a County Judge of Washington County1. No one knows when the road was paved. After World War II suburbanization brought a wave of home building throughout Portland. Two highway projects cut through Taylors Ferry Road. The first time was in the 1933 when Barbur Blvd was built. Then again when the Interstate 5 freeway was built in the 1960s. Cars dominated suburban development and streets were typically built without curbs, gutters or sidewalks. Taylors Ferry Road reflects this legacy. It remains a paved country road with ditches on the side.
TRANSPORTATION CHALLENGES IN SOUTHWEST PORTLAND
Southwest Portland is topographically challenged. It’s hilly. Much of the area was developed when sidewalks were either not required or seen as impractical or unnecessary. A high percentage of streets in Southwest have no sidewalks and no bike lanes. Many of Southwest’s inter-neighborhood routes do not even have shoulders wide enough for safe walking. Many streets are unpaved. The hilly terrain and stormwater management costs make street improvements in Southwest expensive. Housing density in Southwest is lower compared to other parts of the city. When Metro allocates money for transportation projects in the region projects located in areas with higher density typically score more points. This is not unreasonable. But this keeps Southwest at a disadvantage. In addition, re-development monies are often applied to transportation projects in urban renewal areas. Again, Southwest cannot qualify for these funding sources.
In recent years most new development in Southwest has occurred on vacant lots scattered throughout established neighborhoods. The City often requires developers to install full street improvements at the site. The result is in a patchwork of well-done but isolated street improvements. We believe full City standards are not always applicable, cost effective, or practical for many Southwest streets.
An approach must be found which gives some flexibility to street design standards in Southwest Portland. The goal is to see Southwest transportation projects go further in order to link the community and make it more walkable, more livable.
CITY TRANSPORTATION PLANNING
Portland’s Comprehensive Plan, adopted by ordinance October 1980 and last revised July 2004, calls for better pedestrian facilities throughout the city. Policy 6.22 of the Transportation Element of the Plan states: “Plan and complete a pedestrian network that increases the opportunities for walking to shopping and services, schools and parks, employment, and transit.”
The complete Comprehensive Plan is available online at the City’s Web site: http://www.planning.ci.portland.or.us/pl_comp.html
The State-mandated Transportation Planning Rule (TPR) implements statewide Planning Goal 12: Transportation. The TPR requires State, regional, and local jurisdictions to develop Transportation System Plans (TSPs) that comply with TPR provisions. These provisions include reducing vehicle miles traveled (VMT) per capita by 10 percent over the next 20 years, improving the modal share of pedestrian travel, reducing parking spaces per capita, and improving opportunities for alternatives to the automobile. Objectives include providing direct pedestrian facility connections between residential development and transit service, neighborhood activity centers, schools and parks.
The City of Portland’s Transportation System Plan (TSP), adopted in 2002, is the long-range plan to guide transportation investments in Portland. The TSP meets State and regional planning requirements and addresses local transportation needs for cost-effective street, transit, freight, bicycle, and pedestrian improvements. The TSP calls for a balanced transportation system to support neighborhood livability and economic development.
The complete TSP is available online at the City’s Web site: http://www.portlandtransportation.org/Planning/TSPSummary.htm
The TSP categorizes all streets throughout the city under seven different service categories: Traffic, Transit, Bicycle, Pedestrian, Freight, Emergency and Street Design.
The big problem is that transportation projects are severely underfunded. Many of the reasons for inadequate funding, such as the gas tax, are outside the City’s control. Suffice it to say PDOT has never had enough money to adequately maintain the existing system, let alone build new facilities such as improvements to Taylors Ferry Road. The City develops two-year budgets. Given the competition for capital dollars, it seems unlikely that the TFR project will get funded anytime soon.
FORMATION OF JOINT NEIGHBORHOOD TASK FORCE
In 2003 members of the Ashcreek Neighborhood Association became aware that the City of Portland Office of Transportation (PDOT) was requiring the developer of a new flag-lot house to install a full street improvement of sidewalks, curbs and bicycle lanes in front of the existing house on Taylors Ferry Road. While the NA supported this requirement, members were concerned that without a plan piecemeal improvements like this one would result in a patchwork of features that might not fit together as a whole for years to come. They thought it would make better sense if a plan was in place to coordinate infrastructure development on TFR as it occurred over time. The developer asked the City to modify its requirement and instead let him build a simple asphalt bike and pedestrian path as interim an improvement until such time as full street improvements along a significant portion of TFR is possible. The NA supported this proposal as did the City. This experience led to the formation of a joint neighborhood committee to explore other interim options that could be done to improve conditions on TFR.
The committee expects that by developing a Taylors Ferry Road Vision Plan it might become a prototype for other neighborhoods in Southwest with similar R-O-W conditions. Crestwood Neighborhood Association, Ashcreek’s neighbor to the south, was also interested in participating. A joint neighborhood task force was formed, led by chairperson Patty Lee. The first meeting was held on February 23, 2004.
TASK FORCE GOALS FOR TAYLORS FERRY ROAD
INFORMATION GATHERING
The Task Force reviewed City transportation policies and plans, learned the history of Taylors Ferry Road, and conducted an on-site walking tour of existing conditions.
City planning documents categorize Taylors Ferry Road as a:
These designations have definitions, standards and objectives. For more information see the Appendix for excerpts from the Comprehensive Plan and TSP.
The TSP includes: “Project #90064 Taylors Ferry, SW (Capitol Hwy - City Limits): Bicycle & Pedestrian Improvements. Provide bicycle lanes, including shoulder widening and drainage, and construct sidewalk for access to transit (40th - 60th). Portland $3,000,000 (Years 6 - 10).”
SITE INVENTORY
A site visit was made on April 17, 2004. The Task Force walked the study area, took photographs, noted conditions such as right-of-way variations, transit stop locations, shoulder widths, stormwater drainage ditches, topography and vegetation encroachment into the ROW.
STUDY AREA PHOTOGRAPHS
(Photographs Omitted)
Site Visit Photos by Tom Schaper, Task Force member
Looking west on Taylors Ferry Road from Capitol Highway intersection, the only portion with sidewalks. This is where traffic exits Interstate 5 southbound, Capitol Hwy Exit.
Looking west across the “land bridge” over a deep ravine. The existing footpath is wet and muddy. The narrowness of the fill is problematic. Widening the space to make room for bike lanes and sidewalks will require engineering and construction.
Looking east on Taylors Ferry Rd. to the intersection with Capitol Highway. The off-ramp from I-5 is on the right.
Looking west from “land bridge” up the existing path. The guardrail on the north side of the road offers protection from a steep drop off. There is no room on the north side for peds or bikes. The public ROW is 59 ft. from Capitol to 48th Ave.
Looking directly north from the land bridge path at new development. After this photo was taken two new houses have been built similar to those on the left.
Looking east toward the land bridge. The asphalt pedestrian path was installed in 1988 using funds from a grant obtained by the Crestwood NA.
Looking west up the footpath toward 48th and the traffic signal.
View west approaching the crest of the hill and the traffic signal at 48th Ave.
Task Force members inspect a stormwater drain at 48th Avenue intersection. The asphalt pedestrian path ends here.
Looking northwesterly across intersection at 48th Avenue.
Looking west from the edge of the 48th Avenue intersection. The ROW on TFR varies a great deal. See aerial photographs with lot lines and ROW. For example, in this view the ROW is 73 feet for 1/2 block. From that point west it narrows to 58 ft. to 49th Ave. From 49th Ave. it widens to 72.5 ft. for one block to 50th Avenue, and so forth.
View of a culvert at 49th Avenue.
Looking east toward 49th Ave. (on the right) and in the distance, the 48th Ave. intersection beyond (cars). Note the overhanging laurel that crowds the narrow shoulder. Not only is the laurel planted in the public right-of-way, it is not maintained in way that could benefit pedestrians.
Looking northeasterly across Taylors Ferry Road at 50th Ave.
Looking west on Taylors Ferry Road towards 51st Ave. in the distance. This shows the crowding of pedestrians by the laurel hedges planted and growing in public right-of-way. The actual public ROW is 56 ft.
Looking west on TFR towards 52nd Avenue.
Looking west on TFR towards 52nd Avenue.
Looking west on TFR approaching 52nd Avenue.
Looking east on TFR from 52nd Avenue.
Looking east on TFR from 52nd Avenue on the left and right.
Looking west on TFR from 53rd Avenue.
Looking west on TFR toward 54th Avenue on the right. The “Little Store” is ahead in the distance on the right at 55th Avenue.
Looking east on TFR from 55th Avenue.
Looking across Taylors Ferry Road at “The Little Store” at 55th Avenue.
Looking west on TFR from 55th Avenue. Note the deep stormwater ditch on the left.
Looking east on TFR from 56th Ave. toward the little store on 55th.
Looking east on TFR at 56th Avenue (on right). Note the stormwater ditch.
Looking west on TFR from 56th Avenue.
Looking east on TFR from 57th Avenue.
Looking west on TFR towards 59th Avenue (in the distance just before the white picket fence on the right).
Looking east on TFR toward 59th Avenue (just past the white picket fence).
Looking west on TFR from 60th Avenue.
Looking west on TFR going down the hill toward 62nd Avenue.
Inspecting stormwater facility at TFR and 62nd Avenue.
Looking east on TFR up the hill from 62nd Avenue.
Looking west on TFR from 62nd Avenue toward the County line at 65th.
SUMMARY OF EXISTING CONDITONS
Taylors Ferry Road serves cars and trucks almost exclusively. It does not function well for pedestrians, bicyclists or transit riders for a number of reasons. The most important and obvious deficiency is the lack of adequate facilities. Since TFR was built several facilities have been added that have had a detrimental effect such as the I-5 Capitol Highway freeway exit, and the absence of a left turn lane when a stop light at 48/45th was installed.
PEDESTRIAN FEATURES
Taylors Ferry was never built as a place for people to walk. The road was designed for wagons and then automobiles. The result is a lack of places for people to walk safely along the road. There is one pedestrian asphalt path going west from the “land bridge” to 48th which is a safe place to walk, but it goes no further.
Sections of TFR right-of-way has dense, overhanging vegetation encroaching onto the shoulder area making walking difficult. This forces pedestrians to hug the white stripe. These stretches are acutely unsafe and uncomfortable and it discourages walking.
BICYCLE FEATURES
Taylors Ferry Road has no bike lanes, narrow shoulders and fast moving traffic. The Bicycle Transportation Alliance rates Taylors Ferry Road an “F” and does not recommend using the Road. The potential for bicycle facilities to play an important part in Southwest Portland is great.
The Comprehensive Plan’s Transportation Element acknowledges the inadequacy of Southwest Portland’s pedestrian and bicycle facilities, and specifically recommends enhanced access for bicyclists. This Plan will include provisions for improving bicycle accessibility.
TRANSIT FEATURES
Taylors Ferry Road is served by one bus line, TriMet #43, which runs from Washington Square shopping mall, along Taylors Ferry Road to downtown Portland. It runs hourly during off-peak times from 6 AM to 7 PM. There is no night service. Weekend service is hourly (Sat. 8 AM – 5 PM; Sun. 9 AM – 5 PM). There are no bus shelters. TriMet reports that boarding counts do not yet warrant transit shelters.
STORMWATER FACILITIES
A hodge-podge of features comprise the stormwater management system on TFR. The dominant feature is several sections of long, grass-covered ditches. Once stretch of TFR is culverted and has no ditches. There are no curbs or gutters.
After reviewing plans and existing conditions these are the challenges facing TFR:
Taylors Ferry Road is designated as a Neighborhood Collector Street, a City Walkway, a City Bikeway and a Community Transit Street. These designations by policy would indicate the need for urban standard sidewalks and bike lanes for both sides of the street to separate and protect non-motorized modes from traffic and provide access to bus services.
The Task Force realizes it will be many years, perhaps decades, before we could expect to see the full improvements needed to upgrade TFR to meet its planning category. In the meantime, what can we do to make it work better?
The Task Force believes that we could live without the full street improvements if we could move forward on making it safer, more useable now with less ambitious projects.
For example, one travel lane in each direction is adequate.
The Task Force recommends left turns lanes be added on TFR at the signal at 48th.
Allocating right-of-way for on-street parking does not seem necessary given the zoning and development patterns.
Due to large, deep lots it is likely there will be more flag-lot style land divisions over time. There is not much potential for extensive new development.
Generally these conditions would require a roadway width of 34 to 40 feet and a right-of-way width of 60 to 70 feet.
There are some real issues however, one of them is the existing right-of-way is severely encroached by property owners who have planted laurel hedges in the ROW and are now overgrown. Neither the County or the Office of Transportation have insisted the right-of-way be properly maintained, hence there is no room for six feet pedestrian pathways, much less a bicycle lane. Topography also plays a part in having a proper ROW as well as the ditches and swales along both sides of the road.
Another significant issue is the right-of-way width. It varies a great deal. The paved roadway is 22 feet wide. The ROW from Capitol Highway west to 48th is 59 feet. From 48th to 49th the ROW is 58 feet. From 49th to 50th the ROW is 72 feet with 19 feet on the north side and 31 feet on the south. From 50th to 55th the ROW is 56 feet. From 55th west to the county line at 655th the ROW is 70 feet with 29 feet on the south side and 19 feet on the north. The roadway is straight east and west. It goes downhill through Woods Creek from Capitol Highway then uphill to 49th and continues a gradual downhill slope until 61st when the decent becomes very steep as the road continues west into Washington County.
Cars travel very fast on this straight roadway, particularly from 61st west as the roadway is steep. Traffic calming is urgently needed to reduce the number of accidents occurring at the intersection of 62nd and TFR. Our committee recommends a four-way stop at this intersection, though we understand this intersection may not meet City four-way stop standards. The intersection of TFR and 62nd St. is busy because this is the main route south to Tigard, 99W and the I-5 Freeway entrance.
There would be room for a bicycle path, a ditch or swale and a good six foot pedestrian pathway if the proper right-of-way were established on the south side of Taylors Ferry. The laurel bushes are expendable and the trees should be saved for environmental and aesthetic benefits.
This section of TFR is not built to current, urban standards, which will make it very difficult to make the road wider for bike lanes. Until the roadbed is upgraded adding asphalt to the current edges of the road is unfeasible.
Another issue is the narrow bridge over Woods Creek. The bridge issue must be dealt with as soon as possible to ensure emergency vehicles, automobiles, pedestrians and bicycles can negotiate this area. Cantilevering could widen the bridge but there are a number of restraints that will require professional engineering.
Another issue is the problem of Washington County. PDOT has always dismissed the affect of the growth patterns of Washington County on Taylors Ferry Road. However, residents are well aware of the high traffic volume from Washington County to get to and from the I-5 freeway, especially during the morning and evening rush hours. Washington County is like a shotgun pointed at Taylors Ferry Road.
Overall Concept:
Phase One (easy):
Phase Two (not so easy):
Phase Three (more challenging; longer term)
The Task Force identified four planning segments along the road, each with its own characteristics.
Planning Segments (from east to west)
In developing the Taylors Ferry Road Vision Plan the Task Force identified two side routes for pedestrians and bicyclists. These parallel routes are on quiet local streets on both the north and south sides of TFR. The only thing stopping the realization of these routes are a few blockades of overgrown vegetation and some grading work to be done in a few ROW sections. The side routes are less expensive options that can be done sooner and with low cost. The side routes are on local streets with low traffic. They would provide a quieter, less congested setting for both cyclists and pedestrians. Both routes begin at the intersection of Capitol Highway and Taylors Ferry and end at SW 65th Avenue (the County line). See map and text for details.
South Side Route
The south side route begins on Taylors Ferry going west from Capitol Highway following the existing path on the south side of the road. Go west to the signal at SW 48th Avenue and turn left (south) onto SW 49th. Continue on 49th, which turns into SW Alfred St. overlooking the freeway. Proceed on Alfred to SW 55th Avenue. Turn right on 55th, go up a moderate hill to Wilbard St. Turn left onto SW Wilbard St. and go to SW 61st. At 61st turn right for one block to Evelyn St. Turn left onto Evelyn St and go to SW 65th. Turn right at 65th, go one block north to Taylors Ferry Road. This links to the north side route.
North Side Route (Brugger Street)
The north side route begins on Taylors Ferry heading west from Capitol Highway following the existing path up the hill to SW 48th Avenue. Turn right on 48th and go one block north. Turn left onto Brugger Street. Brugger Street runs parallel to Taylors Ferry Road all the way to SW 65th. Turn left on 65th for one block to Taylors Ferry. This links to the south side route.
Notes
Benefits of Parallel Side Routes (In Comparison To Taylors Ferry Plan)
Disadvantages of Alternative Routes (In Comparison To Taylors Ferry Plan)
Parallel Side Routes Map
(Map Omitted)
TFR Proposed Cross Section Drawing
(Drawing Omitted)
TFR Proposed Plan View Drawing
(Drawing Omitted)
The TFR study area includes two important tributaries in the Fanno Creek Watershed that the neighborhoods have been actively working to protect and restore, namely: Woods Creek and Ash Creek. Any improvements based on the TFR Vision Plan should be consistent with the goals of the Fanno Creek Watershed Plan, River Renaissance, and the BES Stormwater Management Manual.
Portland has built several sustainable, “Green Street” projects around the City to reduce the negative impacts of stormwater runoff. Green Streets allow stormwater management within the right-of-way and provides environmental, aesthetic and cost benefits. Here are some interesting facts:
The Task Force is interested to work with BES to develop innovative “Green Street” projects along Taylors Ferry Road and/or the North and South Parallel Side Routes.
The City’s Endangered Species Act Program has the following vision statement that bears repeating:
“Portland’s urban form supports both a thriving economy and natural processes that maintain healthy ecosystems. Portland protects and restores properly functioning habitat conditions throughout its watersheds to support abundant, self-sustaining populations of native fish and wildlife. These efforts enhance the livability and vitality of Portland for its citizens and help meet the City’s obligations under the Clean Water Act, the Endangered Species Act, Superfund, Safe Drinking Water Act and other laws.”
The wide ROW and old-style ditches on Taylors Ferry Road make this a great location for enhancing stormwater management features while we also improve ped and bike conditions.
No man is an island,
Entire of itself.
Each is a piece of the continent,
A part of the main.
If a clod be washed away by the sea,
Europe is the less.
As well as if a promontory were.
As well as if a manner of thine own
Or of thine friends were.
Each mans death diminishes me,
For I am involved in mankind.
Therefore, send not to know
For whom the bell tolls,
It tolls for thee.
As this famous poem implies, we are not a neighborhood that is self-contained or self-sufficient. What lies outside our borders affects us and what lies insides our borders affects others. As we dealt with the issues of Taylors Ferry Road, we came to realize that several issues will require coordination with those around us.
I-5 Off-Ramp
On the east end of the study area, Taylors Ferry has the I-5 South-bound off-ramp. This off-ramp has been the source of many problems. Many attempts have been made to make pedestrian movement through this area safe. Pedestrian trying to gain access to Capitol Highway along the south side of Taylors Ferry Road must cross the off-ramp. There have been many close calls as pedestrians have tried to dodge the cars turning east towards Capitol Highway. Because of the large volume of cars using the off-ramp at rush-hour, the intersection of Taylors Ferry Road is virtual grid-lock. Recent re-striping and re-signing attempted to make the off-ramp more efficient for vehicles.
(Photo Omitted)
As past attempts have not addressed the issues around this intersection, we have identified three alternatives.
First, require a full stop at Taylors Ferry Rd, rather than a free flowing lane. Second, move the sidewalk to the north side of Taylors Ferry Road between S.W. 48th and S.W. Capitol Highway. This would remove the pedestrian traffic from the off-ramp area while still allowing pedestrian and bicycle access to Capitol Highway. But this requires expensive re-engineering of the land bridge that is too narrow for sidewalks and bike lanes on both sides. Plus, this does not address the congestion caused by neighborhood and freeway traffic merging together on Taylors Ferry Road.
(Photo Omitted)
A third alternative would to close this ramp and build a new I-5 off-ramp eastward off of As past attempts have not addressed the issues around this intersection, we have identified three alternatives.
First, require a full stop at Taylors Ferry Rd, rather than a free flowing lane. Second, move the sidewalk to the north side of Taylors Ferry Road between S.W. 48th and S.W. Capitol Highway. This would remove the pedestrian traffic from the off-ramp area while still allowing pedestrian and bicycle access to Capitol Highway. But this requires expensive re-engineering of the land bridge that is too narrow for sidewalks and bike lanes on both sides. Plus, this does not address the congestion caused by neighborhood and freeway traffic merging together on Taylors Ferry Road.
Barbur where Taylors Ferry Road used to exist before I-5. See map below.
(Photo Omitted)
This is already a public road. It would provide access to Barbur Blvd where a lighted intersection could be added that is not too near existing stop lights and would provide a much needed cross walk for pedestrians to cross Barbur Blvd. The freeway could utilize the existing shoulder, possibly with an accompanying retaining wall at the back of the business property adjacent to the I-5 right-a-way. This off-ramp would be as long as the existing Capitol Highway off-ramp. Access to existing businesses along Taylors Ferry Road could be accommodated with a divided street that would separate off-ramp traffic from local traffic.
Traffic headed to PCC could turn left onto Barbur Blvd and then turn left again at Babur onto Capitol Highway. Because the I-5 traffic headed for Capitol Highway south of Barbur Blvd would no longer be Capitol Highway, the left turn lane off of Barbur Blvd at Capitol Highway, currently restricted to buses, would be opened up to all traffic.
We believe that moving the off-ramp would be the preferable alternative. Having the freeway exit traffic directly exiting onto Taylors Ferry effectively and inappropriately upgrades the nature of Taylors Ferry. Also, this would remove freeway exit traffic from the already overloaded TaylorsFerry/Capitol Hwy/Barbur Blvd. As a result, only neighborhood traffic would be entering the intersection from Taylors Ferry Road.
48th Street Bridge
(Photo Omitted)
This pedestrian bridge idea was conceived during the planning of the Southwest Community Plan as an idea to connect our neighborhoods, especially for the children who attend Markam Elementary School. This is a project that would help connect the neighborhoods torn apart by the I-5 Freeway and allow good pedestrian access.
80th Outlet to Pacific Highway
On the western side, we are connected to Washington County Citizen Participation Organization (CPO) # 3 north of Taylors Ferry Road, and CPO # 4M south of Taylors Ferry Road. These two CPOs share Taylor Ferry Road with Ashcreek and Crestwood as a means for residential traffic accessing downtown Portland. Currently there is only Taylors Ferry Road and 80th, north to Oleson Road, provide access to transit streets that will provide access to downtown Portland.
(Photo Omitted)
The City of Portland needs to maintain a dialog with Washington County to mitigate resulting traffic issues. For example, the new extension could be made one-way to only allow traffic movement from Taylors Ferry to Oleson Road.
Goal 6 TRANSPORTATION
GOAL: Develop a balanced, equitable, and efficient transportation system that provides a range of transportation choices; reinforces the livability of neighborhoods; supports a strong and diverse economy; reduces air, noise, and water pollution; and lessens reliance on the automobile while maintaining accessibility.
6.5 Traffic Classification Descriptions
Maintain a system of traffic streets that support the movement of motor vehicles for regional, interregional, interdistrict, and local trips as shown. For each type of traffic classification, the majority of motor vehicle trips on a street should conform to its classification description.
Objectives:
E. Neighborhood Collectors
Neighborhood Collectors are intended to serve as distributors of traffic from Major City Traffic Streets or District Collectors to Local Service Streets and to serve trips that both start and end within areas bounded by Major City Traffic Streets and District Collectors.
6.6 Transit Classification Descriptions
Maintain a system of transit streets that supports the movement of transit vehicles for regional, interregional, interdistrict, and local trips.
D. Community Transit Streets.
Community Transit Streets are intended to serve neighborhoods and industrial areas and connect to citywide transit service.
6.8 Pedestrian Classification Descriptions
Maintain a system of pedestrianways to serve all types of pedestrian trips, particularly those with a transportation function.
C. City Walkways
City Walkways are intended to provide safe, convenient, and attractive pedestrian access to activities along major streets and to recreation and institutions; provide connections between neighborhoods; and provide access to transit.
6.11 Street Design Classification Descriptions
Street Design Classification Descriptions identify the preferred modal emphasis and design treatments for regionally significant streets and special design treatments for locally significant streets.
Objectives:
Community Corridors
Community Corridors are designed to include special amenities to balance motor vehicle traffic with public transportation, bicycle travel, and pedestrian travel.
PEDESTRIAN AND BICYCLE POLICIES:
Pedestrian Transportation
Plan and complete a pedestrian network that increases the opportunities for walking to shopping and services, schools and parks, employment, and transit.
Objectives:
A. Promote walking as the mode of choice for short trips by giving priority to the completion of the pedestrian network that serves Pedestrian Districts, schools, neighborhood shopping, and parks.
B. Support walking to transit by giving priority to the completion of the pedestrian network that serves transit centers, stations, and stops; providing adequate crossing opportunities at transit stops; and planning and designing pedestrian improvements that allow adequate space for transit stop facilities.
C. Improve the quality of the pedestrian environment by implementing pedestrian design guidelines to ensure that all construction in the right-of-way meets a pedestrian quality standard and by developing special design districts for Pedestrian Districts and main streets.
D. Increase pedestrian safety and convenience by identifying and analyzing high pedestrian collision locations; making physical improvements, such as traffic calming, signal improvements, and crossing improvements in areas of high pedestrian use; and supporting changes to adopted statutes and codes that would enhance pedestrian safety.
E. Develop a citywide network of pedestrian trails that increases pedestrian access for recreation and transportation purposes and links to schools, parks, transit, and shopping as well as to the regional trail system and adjacent cities.
Bicycle Transportation
Make the bicycle an integral part of daily life in Portland, particularly for trips of less than five miles, by implementing a bikeway network, providing end-of-trip facilities, improving bicycle/transit integration, encouraging bicycle use, and making bicycling safer.
Objectives:
A. Complete a network of bikeways that serves bicyclists' needs, especially for travel to employment centers, commercial districts, transit stations, institutions, and recreational destinations.
B. Provide continuous bicycle facilities and eliminate gaps in the bike lane system.
C. Install bicycle signage along bikeways where needed to define the route and/or direct bicyclists to a destination or other bikeway.
D. Increase bicyclist safety and convenience by making improvements, removing physical hazards such as dangerous storm grates, and supporting changes to adopted statutes and codes that would enhance the safety of bicyclists.
E. Provide short-term and/or long-term bicycle parking in commercial districts, along main streets, in employment centers and multifamily developments, at schools and colleges, in industrial developments, at special events, in recreational areas, at transit facilities such as light rail stations and park-and-ride lots, and at intermodal passenger stations.
F. Encourage the provision of showers and changing facilities for commuting cyclists, including development of such facilities in commercial buildings and at ‘Bike Central’ locations.
G. Increase the number of bicycle-transit trips.
H. Promote bicycling as safe and convenient transportation to and from school.
October 13, 2004
Held at the West Portland United Methodist Church
I own property on Taylors Ferry Road and like the idea of an asphalt walk way; bike path on both sides of the road and think they should be maintained by land owners just as sidewalks are in the other parts of the city.
Do have a question about the trees in the right-of-way. Will the city allow those to be removed if completely in the way of an asphalt path?
They need to get rid of the traffic calming “hump” on the I-5 off ramp – and redesign this for pedestrians with a walk/dont walk light to stop traffic on the off ramp.
I think all or one or two or three would be fantastic! Great job – thank you. Can we close Capitol Highway off ramp - moving it to Taylors Ferry – the Barbur exit could be closed as well – then too! Thanks! Cant wait to ride bikes to the new StarBucks!
Great job! Lets adopt it!
Here are some comments. I love the idea of 4-way stops where you requested, the low-impact/low cost pedestrian ways as well as the swales. We need to beef up the environmental benefits of the swales. I suggest we get the Crestwood environmental Headwaters Group and some other environmental advocates involved. (The project swale program is in the Plan report)
Some additional thoughts: Concerning the I-5 off ramp, we need to get rid of the traffic calming “hump” as it causes an obvious conflict with traffic coming off the freeway, which is told it does not need to stop and with traffic traveling east on Taylors Ferry as they clearly have the tight of way, or so they think. Ped access needs to be redesigned here and we need a walk-dont wait light with the ability to temporarily hold traffic on the off ramp.
We really need a way to fund this low cost proposal. It makes sense but we’ll never get there with natural evolution.
We also need the city to work with us and with Washington County to resolve this permanent disagreement over the role of Taylors Ferry. Washington County has major improvements in the STIP that are going to dump traffic on our neighborhoods. The obvious solution is to punch 80th through to Pacific highway so that all traffic can easily get to the I-5 Tigard interchange, which is designed for that purpose. We need the citys support to get an intelligent solution.