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Originally Posted by NJD
Apparently, the project in its current form is dead, and its back to the drawing board... why? the proposed BRT line will be slower than existing service!
The story continues with alternatives at bikeportland
Please take note Southwest Corridor Steering Committee of the political failures of BRT |
First, it is a very good indicator that they looked at data and reported to the public it would be slower than the current buses. Now it will be even more telling if they continue on the path of a predetermined outcome based on the definition of the corridor, or if they finally take into consideration the effects of changing not simply one narrow, linear and arbitrary route, but inner and outer SE Portland itself.
Given their traditional approach, the corridor was defined first and objectives were made from it. The SW corridor was given a broad swath of land, indicating that they wanted to have an effect on many different neighborhoods (and essentially allowing the possibility of LRT). Powell-Division had a relatively skinny corridor, omitting any potential improvements, however small, that might lie outside the border.
The planning committee essentially precluded any consideration of designs other than BRT, which as we now know (perhaps knew then) won't make the 4 and 9 any faster. But if they had considered integrating the current transit system in their analysis, a lot of other possibilities might have happened.
The corridor as defined seems benign until you consider other designs. I understand the project was given a financial limit, and they were essentially trying to get a federal funding match for new busses. But this has always appeared very superficial and short-sighted.
Once you considered a MAX for SOME of the corridor, the effects multiply. A station at 39th/Powell creates a salient and predictable walkable connection to Division, a station at 50th integrates the 14 and 71, making it more likely these buses will be used. Right now only the diehard transit users tend to transfer buses, but they are that much more likely to walk to a MAX station or use a connecting bus if it's FASTER than driving.
Now imagine a station at 82nd and I-205. Riders from East Pland and Gresham have an impetus to transfer (because a MAX is faster and more reliable) from the 4, 9, 10 17, 14, 72. TWO new MAX lines, one from Clackamas and one from Gresham, can travel the corridor having effects from across the entire East side of the Portland metro area, lessoning the load on the Steel Br, making the trip from Clackamas 10 minutes faster, giving Gresham riders the option of two ways into the city, instantly making foster-powell, 82nd, and lents "inner neighborhoods" etc.
Compare the development near Interstate and near Powell.
There is no getting around the most basic problem: traffic on inner Powell. No bus however vast and "express" can avoid being just a bus. The corridor itself needs to be redefined, or the project needs to admit it is there to create two express routes on the 4 and 9 (not BRT), and then just do it.
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is the half-mile of tunnel that is required for any feasible line up Powell IMO. This tunnel along with street improvements (I imagine similar to outer Burnside or N Interstate) would go a long way to redesign Powell as a 25 mph city street, and not the current death magnet it is under ODOT.
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