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7/29/2019 Foster Road DRAFT Cross-Section Alternatives Evaluation 2.19.13
1/21
FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
Portland Bureau of Transportation
DRAFT FOSTER ROAD CROSS SECTIONALTERNATIVES EVALUATION
As part of the process of selecting potential cross section alternatives, PBOT staff, with assistance
from the projects Stakeholder Advisory Committee (SAC) and the Technical Advisory Committee(TAC), developed a range of options for different segments along Foster Road. This report
summarizes the recommended cross section options to be further evaluated using a multimodal
evaluation framework. This framework is designed to narrow the range of alternatives based on
goal-oriented metrics and determine the combination of alternatives that provide the greatest
benefit to the corridors users.
RECOMMENDATIONSStaff proposes the following alternatives for further analysis. This range allows a wide range of
options to be analyzed and for potential refinements as the process moves on.
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East Segment: 80th to 90th
Existing configuration:Four general travel lanes (with generally unused protimeparking), 5-ft sidewalks, on street parking on one side, and no bicycle lanes
Option 2: Four general travel lanes, 5-ft sidewalks, no parking, and bicycle lanes Option 3: Three general travel lanes instead of four, 5-ft sidewalks, parking on one side, and
bicycle lanes Option 7 (under development for future evaluation): Four general travel lanes (with
protime parking on both sides), 5-ft sidewalks, and buffered bike lanes
To reiterate the methodology were using, these are typical cross sections that would apply
generally for much of a particular segment. At intersections and other locations with unique
design challenges (e.g., driveways, areas with limited sightline, etc.), special designs and
modifications may be needed to address issues of road geometry, adjacent land uses, traffic
volumes and other characteristics.
West Segment
WEST SEGMENT EXISTING CROSS SECTION
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
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WEST SEGMENT OPTION 1
Three general travel lanes, 17-17.5-ft sidewalks, on-street parking on both sides andbicycle lanes
WEST SEGMENT OPTION 2
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
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WEST SEGMENT OPTION 6(NEW)
Four general travel lanes, on street parking on both sides, and 17-17.5-ft sidewalks withbicycle facilities
WEST SEGMENT OPTION 7(NEW)
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
Portland Bureau of Transportation
WEST SEGMENT OPTION 8(NEW)
Four general travel lanes (protime parking on both sides), 17-17.5-ft sidewalks, andbuffered bike lanes
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
Portland Bureau of Transportation
Central SegmentCENTRAL SEGMENT EXISTING CROSS SECTION
Existing configuration with four travel lanes (with generallyunused protimeparking),13-15-ft sidewalks and on street parking on one side, no bicycle lanes
CENTRAL SEGMENT OPTION 2
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CENTRAL SEGMENT OPTION 5(NEW)
Four general travel lanes instead of four, 13-15-ft sidewalks, no parking and bicyclelanes
CENTRAL SEGMENT OPTION 6(NEW)
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
Portland Bureau of Transportation
East Segment
EAST SEGMENT EXISTING CROSS SECTION
Existing configuration with four travel lanes (with generallyunused protimeparking), 5-ft sidewalks and on street parking on one side, no bicycle lanes
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
Portland Bureau of Transportation
EAST SEGMENT OPTION 3
Three general travel lanes instead of four, 5-ft sidewalks, parking on one side, andbicycle lanes
EAST SEGMENT OPTION 7(NEW)
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ALTERNATIVES EVALUATION
Portland Bureau of Transportation
EVALUATION OF CROSS SECTION OPTIONSFoster Rd for each of the three segments (west, center, east)
How to interpret the results
At the last SAC meeting in December 2012, City staff and stakeholders agreed to advance 11options (including existing conditions) for cross sections for Foster Rd. The SAC also agreed to ageneral set of criteria to evaluate them. Staff has applied relevant measures to each criterion. Themeasures include quantitative and qualitative information. The information has beenstandardized using a ranking from 0 to 2 to provide a total score.
A table on page 13 is provided with some generalized information about each measure used. Itincludes a score at the bottom, to be compared with the maximum score possible. Note that thehigher the number between 0 and 2, the better the option performs under a measure/criteria.
Finally, the evaluation analysis and its results are to be used as guidelines to help us developfull corridor length alternatives, from west to east. The results indicate general tendencies and
are not to be interpreted as showing the preferred option or the worst option since the crosssections for each segment ultimately need to work together.
Summary of results
Below is a summary of the results. Given the number of options and measures, it is not practical
to address all measures.
Total score
The options with three lanes of traffic consistently score the highest number of points in allthree segments.
The existing conditions option scored lowest in the west segment and higher in the othersegments It received high scores for cost and traffic and scored lowest on providing bicycle
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ALTERNATIVES EVALUATION
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Cost
Cost for each option varied significantly. The existing condition options had the lowest cost.The options with three travel lanes had the second lowest estimated cost (up to $600,000 forthe west segment, the longest.) Option 2 in the west segment, which moves the curb backfrom 17 ft to 12 ft was the most expensive option (over $4 million). The cycle track costestimate is about $2 million. Note: these are rough preliminary figures subject to change.
Safety
Options that narrow the crossing distance and number of travel lanes scored better. Options with three lanes scored better than options with four lanes. National studies indicate
that a change in a corridor having four travel lanes to three generally decreases incidents forall modes by about 30%.
Pedestrian
The east segment options scored lowest due to the narrow sidewalks and lack of bufferbetween pedestrians and moving traffic.
West segment options scored highest due to the wide sidewalks and bigger buffers providedby on-street parking and bicycle lanes.
Wider sidewalks allow for larger trees and stormwater management. The east segment is themost limited in this regard.
Motor vehicles
Existing options and options with four lanes scored highest in terms of higher speed of trafficand less traffic delay and congestion at intersections.
Options with three lanes scored lowest, as the effects of going from four to three lanes aresignificant, lowering travel speeds and increasing travel times and delay.
The options with three lanes lead to significant diversion of traffic that otherwise would be onFoster to Rd onto other roads. The impact on other roads is not large, with the exception ofHolgate that would see a doubling of traffic during the PM peak hours. Holgate would stilloperate under traffic capacity.
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Nelson\Nygaard Consulting Associates Inc. | 13
3-laneNarrow sidewalk
to 12ftCycletrack
Parking one
side
3-lane
parking one
side
No parkingNo
parking
3-lane parking
one side
0 1 2 Opt 1 Opt 2 Opt 6 Opt 7 Opt 2 Opt 5 Opt 2 Opt 3
Streetscape,
Business Street furniture, improvements to
the business environment
Sb1 Adequate clear space for sidewalk cafes and lingering
(8' for 17ft sidewalk, 6' for 12ft sidewalk or less)
D oe s no t co mp ly C om pl ie s on ly a t
corners/curb extensions
Complies
2 2 2 1 2 2 2 2 0 0 0
Pk1 Amount of parking loss All parking lost One third to half parking
lost
No parking loss2 2 2 1 1 2 1 0 2 0 1
P k2 E ff ec t o f p ar ki ng lo ss on ex is ti ng la nd us es P ar ki ng lo st in
high/moderate use area
Parking lost in low use
area
No parking loss2 2 2 0 0 2 1 1 2 1 1
Pk3 Effect of parking on future land uses based on current
zoning/comp plan designations
Removes parking in
high growth area
Removes parking in
moderate growth area
No parking loss2 2 2 0 0 2 1 1 2 0 0
C
ost Estimated costs and funding
feasibility
C1 Pla nning- level cost estimat e > $3 million $1 - $3 million < $1 million2 2 0 1 2 2 2 2 2 2 2
S1 Likelihood of type and severity of all types of crashes
(from AASHTO report on effect of change from 4 to 3
lanes)
No change N/A 30% decrease in
injuries 0 2 0 0 0 0 2 0 0 0 2
S2 C ro ss in g d is ta nc e a nd nu mb er o f l an es > 60 ft wi th 4 l an es 5 0- 60 ft wi th 4 l an es 5 0- 60 ft wi th 3 l an es1 2 0 1 1 1 2 1 1 1 2
Pd1 Sidewalk width per Pedestrian Design Guideline Does not comply (5 ft or
less)
Partially complies
(between 6 and 11.5ft)
Complies (12ft and
over)2 2 2 2 2 2 2 2 0 0 0
Pd2 Buffers from auto lanes from pedestrian through zone 8ft or less on one or
both sides
9-14ft for both sides of
the street
More than 14ft on
both sides of the
street
2 2 2 2 2 1 1 1 0 0 0
Pd3 Opportunities for stormwater management, large trees
and other green features
N one Only wit h curb ext ensions I n plant er st rip and
curb extensions2 2 2 2 2 2 2 0 0 0 1
Pd4 Allows median islands No Yes, but with parking loss Yes, using center
turn lane and
without parking loss
1 2 1 1 1 1 2 0 1 0 2
M V1 C ha ng e i n t ra ve l s pe ed ( MP H, P M p ea k) S ig ni fi ca nt d ec re as e M od er at e d ec re as e N o c ha ng e/ in cr ea se 2 1 2 2 2 2 1 2 2 2 1
M V2 T ra ff ic div ers io n a s p erce nt ag e o f t ot al tra ff ic M od era te to hi gh Lo w t o mo de ra te N o ch an ge 2 0 2 2 2 2 0 2 2 2 0
M V3 I ncr ea se d/ de cre as ed ac ce ss vi a l ef t t ur n N o c en te r l an e a nd tw o
opposing lanes
Center turn lane and one
opposing lane
N/A0 1 0 0 0 0 1 0 0 0 1
MV4 Level of Service for signalized intersections (level of
traffic delay)
Does not comply (over
acceptable congestion
levels)
Marginally complies (close
or at limit for acceptable
congestion levels)
Complies
2 1 2 2 2 2 1 2 2 2 1
T1 Tra vel lanes accommodate st reet car (11' min) D oes not Could with some
modifications
Does2 2 2 2 1 2 2 0 2 0 1
T2 Corridor speed effect on transit reliability and
scheduling
May require more buses
or longer headways
Longer travel time but
mitigation may be
No change2 1 2 2 2 2 1 2 2 2 1
T3 Allows for enhanced transit stops via wide sidewalk at
bus stops
Narrow sidewalk and no
curb extension possible
One side using standard
sidewalk/no curb
extension, or narrow
sidewalk/curb extension
Both sides using
wide sidewalks plus
potential for curb
extension
2 2 2 2 2 2 2 2 1 0 1
B 1 B icy cl e f acil it y a nd de gre e o f s ep ara ti on D oe s n ot co mp ly (n o
facility)
Complies minimally (5ft
bike lane)
Complies (6 ft bike
lane or
buffered/separated)
0 2 2 2 2 0 1 1 0 1 2
B2 Increased cyclists on Foster Rd at key locations 2010-
2035
U p to 1/ 3 g ro wt h 1 /3 t o 2 t im es gr ow th 2 t im es t o 8 t im es
growth0 2 2 2 2 0 2 2 1 2 2
B3 Connections into existing bicycle network Zero fewer than 3 3 or more 0 2 2 2 2 0 2 2 0 2 2
B4 Change in bicycle travel distance No change < 30% decrease 30% or more
decrease0 2 2 2 2 0 1 1 0 2 2
Max score: 46 30 38 35 31 32 29 32 26 22 19 25
Existing 3-laneNarrow sidewalk to
12ftCycletrack
Parking one
sideExisting
3-lane parking
one sideN o pa rk in g E xi st in g N o pa rk in g
3-lane parking one
side
Key
Existing Existing Existing
West Segment
Transit
Accommodates present and future
transit, including Streetcar per the
Portland Streetcar System Concept
Plan
Pedestrian
MotorVehicles
Provides smooth travel for vehiclesand access opportunities
Improves the pedestrian
environment, including crossings
and sidewalk conditions
Middle Segment
Provides adequate on-street
parking for commercial patrons and
loading uses
East Segment
Bicycle
Implements bicycle facility along
the Foster corridor per the Portland
Bicycle Plan for 2030
DRAFT
Specific Measure
On-streetparking
Safety
Provides safety improvements
Criteria
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FOSTER ROAD STREETSCAPE AND TRANSPORTATION PLAN UPDATE | DRAFT CROSS SECTION
ALTERNATIVES EVALUATION
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CORRIDOR-WIDE CROSS SECTION OPTIONSThis section summarizes the proposed cross section options applied across the Foster Road
corridor in plan view as unique corridor design options. These corridor design options are based
on dimensional constraints and right-of-way demands at major commercial nodes. The graphics
on the following pages summarize these options.
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Plan view of cross section options
Four lane cross section (withprotime parking) from SE 52nd
Avenue to SE 72nd Avenue
includes 17-17.5ft sidewalks
and buffered bike lanes
Cross section from SE 72ndAvenue to SE 80th Avenue to be
developed and evaluated
Cross section from SE SE 80thAvenue to SE 90th Avenue to bedeveloped and evaluated
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Plan view of cross section options
Three lane cross section from SE52nd Avenue to SE 72nd Avenue
includes 17-17.5ft sidewalks,
bike lanes and parking on both
sides
Three lane cross section from SE72nd Avenue to SE 80th Avenue
includes 13-15ft sidewalks, bikelanes and parking on one side
Three lane cross section from SESE 80th Avenue to SE 90th
Avenue includes 5ft sidewalks,
bike lanes and parking on one
side
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Plan view of cross section options
Four lane cross section from SE52nd Avenue to SE Holgate
includes 17-17.5ft sidewalks,
cycle tracks and parking on both
sides
Three lane cross section from SEHolgate to SE 72nd Avenue
includes 17-17.5ft sidewalks,
bike lanes and parking on both
sidesThree lane cross section from SE
72nd Avenue to SE 80th Avenue
includes 13-15ft sidewalks, bike
lanes and parking on one side
Three lane cross section from SESE 80th Avenue to SE 90th
Avenue includes 5ft sidewalks,
bike lanes and parking on one
side
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Plan view of cross section westsegment sub-options
Between SE 52nd Avenue to SE72nd Avenue, cross sections may
shift interchangeably based on
competing demands for
sidewalk space and economic
activity using two four-lane cross
sections variations, including a:
Four lane cross section with17-17.5ft sidewalks, cycletracks and parking on both
sides
Four lane cross section with12ft sidewalks, bike lanes,
and parking on both sides
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Plan view of cross section options
Four lane cross section from SE52nd Avenue to SE 72nd Avenue
includes 17-17.5ft sidewalks,
bike lanes and parking on one
side
Four lane cross section from SE72nd Avenue to SE 80th Avenue
includes 13-15ft sidewalks, bike
lanes and no parkingFour lane cross section from SE
SE 80th Avenue to SE 90th
Avenue includes 5ft sidewalks,
bike lanes and no parking