Category Archives: Infrastructure

Sometimes, a bike route I take a lot falls out of practice for me. Generally, it’s because I stop doing something that I have been doing, like when I graduated from school and stopped going to SW Portland as much, or when I stopped teaching Bike Club and thus stopped biking to various Portland elementary schools.

Bike routes come and go as life changes, I suppose, but one of my favorite things ever is to retrace a well-worn but neglected route and find new and exciting things along it. That’s what happened this weekend when I took a class up in St Johns about three blocks away from one of the places I used to teach Bike Club. I rode up a way I used to go very, very often, and found two new exciting things:

1. A way to turn left across N Greely

The first thing I noticed after the long Greely hill was a big orange sign indicating a “new traffic pattern ahead.” Curious, I proceeded up to N Killingsworth instead of turning left on the street before it like I usually do–and discovered that the new traffic pattern wasn’t for cars, it was for bikes: a left turn box.

(check out the new buffered bike lane, too! If you look carefully, you can just barely see the green paint of the left turn box on the ground across the intersection.)

I guess since it’s an unprotected left on a busy street and there’s no particularly good place to wait for a break in the whizzing cars–I guess because of that they’ve put down a “box” which, by virtue of being green and painted, confers upon it the powers of keeping you safe while you wait. I didn’t actually use it, since at 8am on a Sunday there wasn’t any traffic to worry about; consequently, I’m not sure sure why a left turn box is much better than simply doing what I call “the cross-and-cross”–crossing the street twice, like a pedestrian, to make a two-part left turn. I’m not sure that this is a particularly groundbreaking piece of biking infrastructure. Regardless, it’s nice to see that someone was thinking about how to help cyclists safely turn left here.

2. A better bike boulevard

The next thing I noticed was on an old bike boulevard haunt of mine, N Central Street. This street goes by Roosevelt High School and the St Johns Community Center, and it’s also just a block away from James John Elementary School. Sadly, it also used to have some pretty heavy car traffic, making it one of those neighborhood greenways that’s safer in theory than in practice.

But this time, as I was biking along it, I came across this:

(huh! Not a through street anymore!)

Heck yeah! One of the best ways to decrease car traffic on a street (according to my totally anecdotal personal research;) is to make it a street that doesn’t go through anymore. Cyclists and pedestrians still have unfettered access; for drivers the road suddenly becomes less appealing than the nearby arterials. Which hopefully means that it’s a street more in line with what it’s supposed to be: a safe place for all those kiddos and families going to school and the community center. Awesome!

So I was pretty psyched this weekend to find these two little presents from the keep-people-safe fairy. Especially since when I find stuff like this I also imagine that there are comparable improvements going on for many other roads that I don’t generally frequent. Way to go, Portland:)

There are some excellent multi-use trails in and around Portland. The Springwater Corridor comes to mind, for example: over 20 miles of awesome, paved, off-street path that will take you all the way from Portland to Boring.

The Springwater’s kind of a pathy institution, a sort of jogging-walking-biking superhighway on any nice weekend. But there are tons of other paths around too. Some are also somewhat longish and can provide actual means of getting places (even if they’re not always super pleasant), like the I-205 or the Marine Drive paths; some, like the Fanno Creek Trail, are nice but just too short to do much for real transportation.

Last week, I found myself on the Rock Creek Trail somewhere around Hillsboro, a lovely path I’d never yet explored, and it reminded me how much of a trail’s success (and usefulness) depends on the infrastructure along it.

Before I found the start of the real Rock Creek Trail, I took what I thought was the Rock Creek Trail, a multi-use path that runs north/south between NE Butler Street and Rock Creek Blvd. That trail definitely throws you to the wolves. I was super psyched, biking on a pleasant little path along a creek, and then BAM! Four lanes of very fast traffic to cross!

(the end of the path–until it starts again on the other side, further down the block)

As you can see from the picture there, the path leaves you mid-block, with no safe way to cross other than biking or walking the quarter mile to the next signaled intersection. The other side of the trail actually continues much further down the road to the left of this picture, which means that to get to it, you have to bike the wrong way down the sidewalk until the intersection, wait for the crosswalk there to turn in your favor (which takes a looooong time on these big suburban streets), then bike down the wrong side of the sidewalk on the other side to get back to the path that you had to pass to get to the crosswalk in the first place.

No one really takes that kind of effort. They just wait and run across the street when it seems “safe”–relatively speaking, of course, since traffic is going fast, and there are many lanes of it. That’s certainly what I did. And while it worked out fine for me, I can’t help but think that if the point of a multi-use path is to make space available for families, kids, people out for pleasure, these humongous mid-block crossings that chop a trail into small and disembodied segments make it essentially useless.

On the other hand, the real Rock Creek Trail has lovely intersections like this:

(ahhhh:)

How nice to get to a mid-block crossing and find a crosswalk! No need to make a choice between either walking or biking down to a distant intersection or taking your chances darting across multiple lanes of traffic–just push the button and wait for traffic to wait for you!

This kind of thing makes a path actually useful. You can follow it for more than half a mile without having to spend 10 minutes detouring just to get across to the next segment of trail. You still have to wait for traffic sometimes, but at least the infrastructure reminds you (and the people driving across the intersection) that walking or biking or running is also a viable use of public space. Trails with infrastructure like this can actually be useful for people who want to go further than the next big intersection.

I think Portland (and the Portland metro area) is going the right direction here–more and more there are signaled intersections like the ones on the Rock Creek Trail; there’s definitely a push to connect all the little orphan pieces of trail scattered about the city. Maybe someday I’ll be able to take a trail all the way from Portland to Hillsboro, the way I can go from Portland to Boring. And then maybe I’ll be able to turn around and get to Mt Hood. That’ll be awesome:)

A few weeks ago, I biked out to Oxbow Park for a friend’s birthday. Since it’s so much more lovely, I always take the longer Springwater Corridor out there instead of SE Division St–and this time, when I got to the end of the paved section, I saw this:

I’ve been back since then, and now there’s road equipment, too. I figured they were (finally!) paving the last two and a half miles or so that take you in to Boring, OR, and now that I’ve done some internet sleuthing I’ve decided that’s definitely the case. Though there’s surprisingly little news about it (I guess it’s not that big of a deal, though it seems pretty exciting to me), I did find an article in the Sandy Post from May, back when they were starting the process of deciding to pave it for real.

The article explains how they were deciding on a contractor and whatnot and anticipate the trail to be paved by the end of October. I wonder if that’s still the case? But the really exciting part isn’t even that the trail will finally be all the way paved, but that there’s more to come. From the Sandy Post article:

But finishing the Springwater Corridor Trail is not an end in itself. The trail is part of Metro’s plan of a regional network of trails that eventually will connect.

The Springwater is destined to connect to the Cazadero Trail in Boring, which eventually will cross Deep Creek and lead to the Clackamas River and Estacada.

The Springwater also is destined to connect to the Tickle Creek Trail in Sandy, and eventually a trail will be established beyond Sandy to Government Camp.

I would be so psyched to be able to hop on the Springwater, maybe 2 and a half miles from my house, and then take multi-use trails, car-free, all the way to Government Camp at Mt Hood. I haven’t done any research about how far away this sort of potential trail is (I imagine years and years out), but man, I’m psyched!

In the meantime, it’s going to be pretty sweet to at least get all the way to Boring:)