What to search for in PBOT’s forthcoming Pedestrian Design Information


(Supply: Pedestrian Design Information Plan and Coverage Evaluation, Toole Design through PBOT)

In Portland we drink from the punch bowl referred to as Planning — the 2035 Complete Plan, the Bicycle Plan for 2030, PedPDX, and the assorted “in Motions” (north Portland being the most recent). The Portland Bureau of Transportation (PBOT) Planning division additionally has a hand in giant capital initiatives funded by the general public which showcase our transportation values, just like the Ned Flanders pedestrian and bike bridge and the SW Capitol Freeway Mission simply to call just a few.

So it’s comprehensible that many people assume Portland’s transportation community will get constructed with capital initiatives guided by Planning.

However there’s one other essential PBOT division which will get much less consideration from transportation activists, it’s referred to as Actuality Verify — I imply, Growth Evaluation. They work with non-public builders to make sure that non-public right-of-way and frontage work meets code and varied tips and requirements. Metropolis ordinance requires frontage enhancements as a part of improvement, and most of the metropolis’s sidewalks and frontages have been constructed privately, so Growth Evaluation is a crucial group that may move underneath the radar.

The parents at Growth Evaluation have a anxious job. They’re the interface between transportation advocates and neighborhood associations (who’ve suckled on the regular circulation of aspirations from Planning) and personal builders who might not wish to be on the hook for the invoice.

Trying the issues square-on is step one to fixing them.

This pure stress between Planning and Growth Evaluation is one lens via which to view the long-awaited Pedestrian Design Information (PDG) replace, which is due any day now. The PDG is the town’s “major steerage on how sidewalks ought to be constructed all through Portland to make sure they’re context-appropriate and accessible to folks of all ages and skills,” and it was final up to date 23 years in the past. Since that point, Portland has grown by 100,000 folks and “further plans, insurance policies and procedures . . . make implementing the PDG complicated for workers.” Therefore the present replace.

Whereas awaiting the PDG launch, I’ve discovered myself buried in an enchanting memorandum on the mission web site titled, the Pedestrian Design Information Focus Group & Peer Metropolis Evaluation Memo. It’s a simple doc written by the transportation consultants Toole Design for the planners tasked with updating the PDG. If you’d like an unadulterated view into the thoughts of a forms, that is it.

The doc falls into two sections: focus group summaries from the assorted in-house customers of the PDG, and evaluations of 5 peer cities (Seattle, Washington DC, Denver, Boston and Austin), “to get a way of how different cities are working to create their ideally suited sidewalk corridors.”

Growth Evaluation is the first buyer of the PDG, and their focus group lays naked the tight house they navigate between transportation beliefs and what enhancements they will ask builders to make. They request the town “make a aspect effort to ‘sundown’ any outdated guidelines or insurance policies to make sure that there wouldn’t be any conflicts that might be cited by builders.”

The underside of SW Broadway Drive, a steep drop-off to the left, and a crumbling basalt cliff to the best.

In addition they ask for “flexibility” when trade-offs must be made. Growth Evaluation typically finds itself between a tough place (like a basalt rock face) and a gulch, the place the ROW is “constrained,” particularly in southwest Portland. The cliff/gulch topography characterizes and constrains most of SW Portland’s fundamental corridors. In follow, the “flexibility” to take care of native situations typically results in lowering lively transportation necessities to professional forma nods towards security, which don’t really make the roadway safer for folks using or strolling.

The questions are: What’s going to the brand new Pedestrian Information advocate in these constrained conditions? How dedicated is Portland to creating positive that everybody can use the right-of-way safely and comfortably, together with these on foot and bike? What’s going to it advocate for slender residential roadways?

I’m optimistic. It’s a welcome step ahead to learn paperwork that don’t draw back from the massive problems with stormwater administration, authorized vulnerability, exceptions to ADA necessities and want for context-sensitive design. Trying the issues square-on is step one to fixing them.

Lisa Caballero

— Lisa Caballero, lisacaballero853@gmail.com
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