TriMet Pedestrian Plan by Alta Planning + Design

JULY 2020

TriMet

Pedestrian Plan

Acknowledgments Project Team

Project Advisors

TRIMET

Special thanks to the:

Eve Nilenders, Project Manager

• Engaged and insightful public sector staff who participated in data collection, draft review, and focus group discussions to support a relevant and useful Plan.

Grant O’Connell, Senior Planner OREGON DEPARTMENT OF TRANSPORTATION

• Community members who provided meaningful input that improved this Plan’s focus and outcomes.

Glen Bolen, TGM Project Manager Hector Rodriguez-Ruiz, Senior Planner

• Stakeholder Forum participants who offered their time and expertise to ground the Plan in the local context.

ALTA PLANNING + DESIGN Jean Crowther, AICP, Project Manager

Project Funding

Katie Mangle, Principal in Charge

The TriMet Pedestrian Plan is funded primarily through a grant from the Transportation and Growth Management (TGM) program, which is a joint initiative of the Oregon Department of Transportation (ODOT) and Oregon Department of Land Conservation and Development.

Mike Sellinger, Assistant Project Manager Grace Stainback, Planner Katie Selin, Planner Philip Longnecker, Planner JLA PUBLIC INVOLVEMENT

Photo source cover, following page: TriMet

Jeanne Lawson

iii

TriMet Pedestrian Plan | Table of Contents

Table of Contents Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . 3 How to Use This Plan . . . . . . . . . . . . . . . . . . . . . . 11 What this Plan Can Do . . . . . . . . . . . . . . . . . . . . . 15 What We Heard from You . . . . . . . . . . . . . . . . . . 23 Mapping Pedestrian Access to Transit . . . . . . . 35 Prioritizing Pedestrian Projects . . . . . . . . . . . . . 47 Moving Forward . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

iiii

Dear partner, Every transit rider, whether they walk or roll,

making that first step aboard transit better. Most recently, in 2011,

is a pedestrian at some point during their

we undertook a Pedestrian Network Analysis that offered practical

transit trip. The vast majority of TriMet’s

suggestions for changes in ten key locations across our region.

riders—about 86% of them—tell us that they walk to their stop or

Grounded in the principles of safety, equity, and demand,

station to begin their journey aboard transit.

TriMet’s Pedestrian Plan takes this work one big step further.

As an agency in the mobility business, we care about whether our

Informed and guided by community members, organizations,

riders can safely, easily and comfortably access our transit service.

advocates, employers, and the cities and counties in our region,

Addressing the barriers to riding transit is part of this effort to

and harnessing new methods and new data, the Pedestrian Plan

make riding transit possible for some and easier for others. In

offers jurisdictions a data-driven and consistent access-to-transit

July 2018, TriMet rolled out a Low-Income Fare program that

lens through which to evaluate future pedestrian projects. We

dramatically reduced the financial barriers to riding transit faced

hope that this document will help inform local, regional and state

by some of our riders. While the Low-Income Fare has chipped

project selection and funding decisions, ensuring that investments

away at financial barriers, we know that many riders, particularly

serve both local and broader regional needs.

low-income riders and riders with disabilities, still encounter

We are excited about how the Pedestrian Plan can move the

physical barriers, such as missing sidewalks and dangerous

conversation on access to transit forward and can lead to real

crossings, on their walk to the bus stop, or MAX or WES station.

change on the ground for people walking and rolling to transit.

We also know that cities, counties and the Oregon Department

Let’s get to work together.

of Transportation care deeply about improving how residents, our customers, can walk safely to transit and other important

Doug Kelsey

destinations. For decades, we’ve been collaborating with them on

TriMet General Manager

TriMet Pedestrian Plan | Dear partner,

Part 1

Executive Summary

Executive Summary SHAPING THE PLAN The TriMet Pedestrian Plan identifies priorities for improving walking and rolling access to transit across the TriMet service area. The service area encompasses 26 cities in three counties in the Portland Metro region. Mapping, analyses, and community and agency input guided the formation of a pedestrian project list and recommended strategies. The Plan better enables TriMet and agency partners to work together to improve the safety and comfort of people walking and rolling to access transit, through a variety of different planning processes:

Transportation Plans

Grant Applications

Project Development and Implementation

Policy and Program Development

Community Engagement

Source: TriMet

TriMet Pedestrian Plan | Executive Summary

VALUES

LISTENING TO THE COMMUNITY The engagement process for the TriMet Pedestrian Plan had two objectives: understanding what issues exist for pedestrians accessing transit and hearing the comunityâ&#x20AC;&#x2122;s ideas about how those issues might be addressed.

Equity including racial equity, ability (ADA), income, and age

TriMet offered multiple opportunities and formats for listening to both transit riders and community members, including stakeholder forums, agency partner working groups, an online survey, and an online open house. The first Stakeholder Forum, held in September 2019, established key shared values and an initial framework for prioritizing pedestrian improvements throughout the TriMet Service District.

SEP

OCT

DEC

Stakeholder Forum #1

Public Survey

Stakeholder Forum #2

2019

Creating opportunities that are responsive to community needs

Collaboration and partnerships

Universal design and accessibility to all

Safety including physical and personal safety

FEB

APR

MAY

AUG

Public Online Open House with Interactive Map

Agency Partner Working Groups

Stakeholder Forum #3

Stakeholder Forum #4

2020

MAPPING PEDESTRIAN ACCESS TO TRANSIT The TriMet Service District contains 26 municipal jurisdictions in three counties, each with their own planning processes or efforts in place to address safety and accessibility for people walking and rolling. The transit network mapping process integrated these efforts into one region-wide inventory of planned improvements that would expand transit walksheds.

Crossing improvements are critical to pedestrian access to transit in the TriMet service area. However, this project’s mapping analysis does not include crossing infrastructure or crossing gaps, because regionwide data do not currently exist for types of crossings. This means that only existing and proposed sidewalk and trail improvements are mapped, and that each of these linear projects must be scoped and funded to include crossing treatments.

For analysis purposes, this plan defined transit walksheds as the area around a transit stop or station that a person can reach by walking or rolling a quarter-mile. Data on existing and proposed networks were used to determine which projects would expand transit walksheds, allowing more pedestrians to access stops and stations.

See Appendix G for full size maps from the five-step mapping analysis.

Figure 1 The Plan’s Five-Step Mapping Analysis Step 1

Step 2

Step 3

Step 4

Step 5

ROUTE ACCESS MAPPING

PROJECT MAPPING

GAP IDENTIFICATION

EVALUATION

PRIORITIZATION

Existing + Future Transit Service

Sidewalk Infill Projects

Safety

Existing Pedestrian Network

Trail Projects

Equity

Destinations

New Road Projects

Demand

TriMet Pedestrian Plan | Executive Summary

Map 1 Projects PROJECTS TRIMET SERVICE AREA

TRIMET PEDESTRIAN PLAN M AR IN

IE UV ND SA LA IS

D A N

DENVER

PO RT L

238TH

242ND

KANE

CIVIC EAST MAN

HOGAN

282ND

PLEASANT VIEW

190TH

162ND

145TH

92ND

252ND PALMBLAD

122ND

82ND

52ND IN G TO N

232ND

RR Y FE

GE R IG

BA KE R

AM IS

135TH

142ND BRADLEY

G EC LEN HO

172ND

147TH

129 TH

LINWOOD

223RD

181ST 182ND

148TH

112TH

CESAR E CHAVEZ

E H SIN ST G N HIL ER UT L LIN W N A SH

HIG

FAIRVIEW

102ND

33RD

37TH

24TH

14TH

RIVER

EV ELMCKINLEY YN

HOOD

SALAMO

RE GN ER

INTERSTATE

MARTIN LUTHER KING JR

7TH 12TH

3RD HARBOR

SOUT H END

WILDCAT MOUNTAIN

RE EK

FOLSOM

EAGLE FERN

FFIN SNU

HENRICI

RIN

BURNSIDE

6TH

RIN SP

MORRISON BELMONT

CANBY

MADISON

12TH

11TH

7TH

GRAND

HARB

DOWNTOWN INSET MAP

For the full 11.5” X 17” map, please refer to Appendix G 7

COUPLAND HAY DEN

ER AT GW

BR OA DW AY

CU R

EEK

PETES MOUNTAIN

65TH

GRAHAMS FERRY

AN D

CR EAGLE

CENTRAL POINT

UP BO PER O FER NES RY

NAIT O

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49TH

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WESTERN

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MURRAY

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BETH 158TH

170TH

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24TH

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ALE UTD

MARTIN LUTHER KING JR

TRO

JENNIFER

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RD GA BU R

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257TH

BLU FF

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ND 152

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UT MIN

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Data provided by TriMet and RLIS Date Saved: 7/10/2020 12:01:59 PM

L AL

Miles

WEST LINN

L MO

AIN NT

OZ E

HAWTHORNE

0 0.5

ROOTS

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Gresham Central Transit Center PO

HAPPY VALLEY

KING

GS NIN

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Rose Quarter Transit Center

LOVEJOY

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ER LOW FERRY NES BOO

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SOUTH SHORE

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KRUS E

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BONITA

HARRISON

MILWAUKIE

Lake Oswego Transit Center

FOSTER

MCDONALD

72ND

GAARDE

PORTLAND

E EV ST

R KE

Tigard Transit Center

outh Line

E RIVERSID

URG

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C BL HE O RR SS Y O M

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17TH

Y RR FE S SELLWOOD TACOMA

R IGE

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175TH

TIGARD

WO O

S LL HO Y SC ERR F

GLISAN

MT TT O SC

OR YL TA

Gateway/NE 99th Ave Transit Center

POWELL

E AV FL

H GARDEN MA NO HOME LT MU Barbur Blvd N SO LE Transit Center

RB U

HIG

CAPITOL

ILL RW TE

BROCKMAN

ROSS ISLAND

BEAVER TON HILLSDA LE

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BELMONT MADISON HAWTHORNE

CL AY AY DW OA BR

ON PATT

ESM

M MACADA

HALL

209TH

KEMMER

WEIDLER L LLOYD EE ST COUCH

BLU LAK E E

SAN DY

Beaverton Transit Center

HART

RIGERT

S NE

Sunset Transit Center

CAMAS

103R

R BA

ON NY CA

WASHOUGAL

MBIA

Parkrose/Sumner Transit Center Hollywood/NE 42nd Ave Transit Center JON

MILWAUKIE

RSE

ALLEN

405

LOVEJOY

CORNELL

W A LK ER KIN S

JEN

AY W D

R A W

FR O

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BANY

EY EL

LE HE

MAR TIN

E GR

BAS ELIN

TONGUE

City Boundary (Various Shading)

MPS ON

COLU

KILLINGSWORTH

GRAND

S EL IU RN

185TH

HEL VET IA

Willow Creek/SW 185th Ave Transit Center

COU

BLOOMING FERN HILL

TriMet Boundary

THO

AN SALTZM

LF GO

Transit Centers

ESS CYPR

MAIN

D KWOO

Hillsboro Central/SE 3rd Ave Transit Center

FERN HILL

FEATURES AND BOUNDARIES

GREE N

BROO

PACIFIC

HILLSBORO

D 173R

T 20

19TH

EVER

25TH

GALE S CREE K

ILLE

SPRINGV

AIR PO RT

LOMBARD

N Lombard Transit Center

RT CORNELIUS SCHEFFLIN

Sidewalk gaps identified through the TriMet Pedestrian Plan

WE UN ST ION

E LIN SKY

OO VERB

E NCO GLE

IDENTIFIED GAPS

S HN

GERMANTOWN

R KAISE

Sidewalk infill, new roadways and new trails identified in existing plans

O NH IVA

PA SS

PREVIOUSLY IDENTIFIED PROJECTS

VANCOUVER

MC NA ME E

TIONS

PRIORITIZING PEDESTRIAN GAPS Based on community, stakeholder, and agency input, TriMet established three overarching prioritization criteria—safety, equity, and demand—to prioritize potential pedestrian infrastructure projects. The results of the online open house and the agency working groups indicated a need to slightly increase the weight of safety when measuring projects’ priority level (as shown below).

30%

40%

Equity

Safety COMPOSITE SCORE

30%

Demand Source: Metro

Map 2 High-Priority Pedestrian Projects HIGH-PRIORITY PROJECTS TRIMET SERVICE AREA IE UV ND SA LA IS

RT LA N D PO

DENVER

238TH

257TH

TROUTDALE

242ND

KANE

282ND

HOGAN

NE R RE G

252ND PALMBLAD

182ND

PLEASANT VIEW

FE R

S BA KE R

AM IS IG GE

135TH

232ND

142ND

172ND

147TH

129 TH BRADLEY

MCKINLEY

LY N EV E HOLLY

190TH

145TH

92ND

LINWOOD

IN G TO LIN N

W A SH

L PLE MA

E AN

WILDCAT MOUNTAIN

FOLSOM

RIN

EAGLE FERN

FF SNU

HENRICI

CU R

CREEK

CENTRAL POINT

223RD

148TH

82ND

52ND

G EC LEN HO ES TN

HIG

SALA MO

CIVIC EAST MAN

122ND

112TH

CESAR E CHAVEZ

GRAND

7TH 12TH

3RD HARBOR

13T H

65TH

181ST

102ND 33RD

24TH

37TH

INTERSTATE

NAIT O

RIVER RUPERT

72ND

HOOD

TERWILLIGER

FE RR Y

NE S

49TH

UP BO PER ON FER ES RY

14TH

OREGON CITY

RE DL AN D

EAGLE

PETES MOUNTAIN

CE D HIL AR LS WATSON

125TH

MURRAY

N O RE G O

GRAHAMS FERRY

KM AN

BO O

158TH

170TH 175TH

K EE CR

HOLCOM B

E KL

LUND GRON

FORSYTHE

TIC

BR O

JENNIFER

ON FERGUS

LADD HILL

BLU FF

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OR LF TE

WEBSTER

BU R

MO ND

BETHA NY

LA IDL AW 174TH

KI C ST U 209TH

IN GT O

RIE

ER ST

FA RM

S RT

WESTERN

RN EL IU

185TH

HEL VET IA

D BR O

OK WO O 28TH

32ND

1ST

MA RT IN

10TH

AN RD

POW EL VALL L EY 11TH

K EE

FM AN

ND 152

CLACKAMAS RIVER

5T H

WARNER PARROTT

TH U D SO EN

Gresham Central Transit Center RO

D AN HL

162ND

HUBBAR

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84 HIST ORIC COLU MB RIVE IA R

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BASA LT CR

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TUALATIN

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KING EV ST

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Lake Oswego Transit Center

COUN TRY CLUB

LAKE OSWEGO

CLATSOP

N IDLEMA

HARMONY SUNNYBROOK

ER LOW FERRY ES

HARRISON

LA KE

IEW

JOHNSON CREEK

FIE AT O

DURHAM

MILWAUKIE

SOUTH SHORE

BEND

KRUS E AN RM CA

DS TO C

MCDONALD BONITA

BEEF

Barbur Blvd Transit Center

R KE

GA AR D

Tigard Transit Center

RB BA

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DE ERSI RIV

TIGARD

UT WALN

BURG GREEN

S LL HO Y SC ERR F

OR YL TA

STARK

DIVISION

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BROCKMAN

outh Line

AH GARDEN OM HOME TN UL N M SO LE O

HA LL

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BURNSIDE

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17TH

KEMMER

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HALSEY

HIG

BEAVERTON

HART

RIGERT

BEAVER TO HILLSDA N LE

UR N

C BL HE O RR SS Y O M

M MACADA

BANY

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ES RN BA

Beaverton Transit Center

ALLEN

GRESHAM

GLISAN

MILWAUKIE

TONGUE

JEN KIN S

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MERLO

Center

ON NY

BLU LAK E E

VIE FAIR

BASELINE

Sunset Transit Center

L LLOYD EE ST COUCH

CAMAS

SAN DY

D 103R

WA LK ER

WASHOUGAL Parkrose/Sumner Transit Center

KILLINGSWORTH

WEIDLER

405

LOVEJOY

OR T

COLU MBIA

VAUGHN

AY W D

NE LL

Willow Creek/SW 185th

HILLSBORO Ave Transit

N T

R A W

ESS CYPR

FR O

NS LE

CO R

MAIN

EY EL

MPS ON

RSE COU

BLOOMING FERN HILL

THO

AIR P

PORTLAND

LOMBARD

N Lombard Transit Center

LF GO

FERN HILL

Hillsboro Central/SE 3rd Ave Transit Center

EEN

SALTZMAN

City Boundary (Various Shading)

EVE RGR

D 173R

TH 20

19TH PACIFIC

25TH

TriMet Boundary

E NCO GLE

GALES CREEK

ILLE SPRINGV

E GR

OO VERB

CORNELIUS SCHEFFLIN

Transit Centers

ST E LIN SKY

WE UN ST ION

FEATURES AND BOUNDARIES

S HN

GERMANTOWN KAISER

2 - High

RIC H

PA SS S

1 - Highest

VANCOUVER

OE NH IVA

PROJECT PRIORITY

GA RD

MC NA ME E

M AR IN E

MARTIN LUTHER KING JR

TRIMET PEDESTRIAN PLAN

TIONS

TriMet Pedestrian Plan | Executive Summary

6TH

COUPLAND

CANBY

0 0.5

Miles

Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

For the full 11.5” X 17” map, please refer to Appendix G 9

ER AT GW RIN SP

HAY DEN

IDENTIFYING NEXT STEPS

• Make more walking and rolling trips to transit possible

As the Portland region’s primary transit service provider, TriMet’s influence over the physical environment generally begins and ends at a transit stop or station. Because partner agencies have more influence over how multi-modal transit riders access their stop or station, it is necessary to define clear roles and collaborate to achieve common goals across all project types.

• Close sidewalk and trails gaps within transit walksheds

Moving forward, TriMet and agency partners, including counties and local jurisdictions, should focus on the following strategies and actions to expand work already underway, increase resources, and improve outcomes:

• Create universally accessible routes to transit

• Prioritize adding marked and enhanced crossings within transit walksheds • Develop local guidance to implement policies regarding the co-location of crossings with transit stops and stations • Make walking and rolling trips to transit safer and more comfortable • Apply current best practices in pedestrian design

• Plan for greater investment in the needs of people walking and rolling to transit

• Include pedestrian-scale lighting within transit walksheds

• Incorporate the TriMet Pedestrian Plan priorities into Transportation System Plans and modal plans

• Design for personal safety and security for people walking and rolling to transit

• Align infrastructure funding with priorities for pedestrian access to transit

• Improve the legibility of navigating on foot or by mobility device to and from transit stops • Better coordinate and communicate on pedestrian improvements

• Collaborate for regional investments in pedestrian access to transit • Track and evaluate improvements to pedestrian access to transit

• Share technical resources for implementing this Plan • Engage each other as stakeholders in project delivery • Generate community awareness of the Plan 10

TriMet Pedestrian Plan | Executive Summary

Part 2

How to Use This Plan

How to Use This Plan Audiences

Plan Resources

The TriMet Pedestrian Plan is a technical resource for TriMet agency staff, County, and City staff, regional partners (ODOT, Metro, and others) who are involved in day-to-day transportation and infrastructure decisions, as well as organizations and community members who are interested in improving access to transit where they live, work, and play.

Different types of planning processes may need different types of information to best support pedestrian access to transit. The following graphic offers a guide for easily finding the most relevant ready-to-use details from the TriMet Pedestrian Plan effort based on likely pedestrian planning use cases. These ready-to-use details range from the specific data used to identify a sidewalk project to resources for developing a new policy.

Use Cases TriMet Pedestrian Plan recommendations can be incorporated into different types of planning processes, including transportation plans, project development and implementation, grant applications, policy and program development, and community engagement. Transportation plans may come in the form of Transportation System Plans (TSPs), modal plans (especially pedestrian and transit plans), small area plans, and corridor studies. These system plans also provide the basis for Capital Improvement Programs and other funding mechanisms.

TriMet Pedestrian Plan | How to Use This Plan

If you are... COUNTY + LOCAL AGENCIES

REGIONAL PARTNERS

For more informationon... about... Working

ORGANIZATIONS + COMMUNITY MEMBERS

Please see... Please see...

Transportation Plans

The Prioritization Approach

Project Development and Implementation

The Project Prioritization Maps

PG. 47

PG. 54

Grant Applications The Project List and Transit Stop Prioritization

Policy and Program Development

APPENDIX E + APPENDIX F

Community Engagement

The Strategies and Actions PG. 73

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TriMet Pedestrian Plan | How to Use This Plan

Ch. 1

What this Plan Can Do

Plan Purpose The TriMet Pedestrian Plan identifies priorities for improving walking and rolling access to transit across the TriMet service area. The Plan’s recommendations: • Provide a common resource for TriMet and agency partners, • Assist in prioritizing local roadway jurisdiction investments in pedestrian infrastructure, • Support funding requests and program development, and • Establish a dynamic tool for agency efforts and future collaboration. As an agency, TriMet provides bus, light rail, commuter rail service, and paratransit service (LIFT). These transportation options connect people with their community, while easing traffic congestion and reducing air pollution. TriMet serves the greater Portland Metro region, which encompasses 26 cities. As shown in Map 3, portions of Clackamas, Multnomah, and Washington counties are included within the service area. Source: Metro

TriMet Pedestrian Plan | Plan Purpose

Map 3 TriMet District Boundary

WA S H I N G TO N COUNTY

M U LT N O M A H COUNTY IE UV ND SA LA IS

M AR IN E

RT LA N D

238TH

257TH

TROUTDALE

KANE HOGAN

252ND PALMBLAD

NE R RE G

282ND

223RD CIVIC EAST MAN

182ND

PLEASANT VIEW

190TH

145TH

92ND

142ND

R AM IS IG GE

S BA KE R

BRADLEY

W A SH

HOLCOM B

232ND FE RR Y

135TH

MCKINLEY

LY N EV E

IN G TO

172ND

129 TH

147TH

LINWOOD

GL EN

UT H HIG

LIN N

ES TN CH

162ND

52ND

242ND

181ST

148TH

122ND

112TH

CESAR E CHAVEZ

7TH 12TH GRAND

HOOD

102ND

82ND

33RD 37TH

24TH

14TH

LUND GRON

RE DL AN D

L PLE MA

E AN

WILDCAT MOUNTAIN

FOLSOM

RIN

EAGLE FERN

EEK

K EE

FF SNU

R RC

HENRICI

CU R CR EAGLE

E AV BE

CENTRAL POINT

65TH

GRAHAMS FERRY

INTERSTATE

13T H

72ND

UP BO PER ON FER ES RY

N O

RIV E

125TH

BOON ES FERRY

49TH

MURRAY

3RD HARBOR

CE D HIL AR LS WESTERN

WATSON

209TH

170TH

RE G

CLACKAMAS RIVER

K EE CR

IDE

E KL

KM AN

JENNIFER

TIC

BR O

OR LF TE

BLU FF

ON FERGUS

LADD HILL

T N

ELWERT

RIE

84 HIST ORIC COLU MB RIVE IA R

POW EL VALL L EY 11TH

IN GT O

S RT

FA RM

ER ST

SALAMO

ANY

LA IDL AW

174TH

BETH

158TH

28TH

ST U

1ST

10TH

32ND

AN RD

STARK

D AN HL

CLACKA MAS

ND 152

HUBBAR

5T H

OREGON CITY

TH U D SO EN

MT TT O SC

N MA

FM AN

D LELAN

HO F

SUNNYS MATHER

FORSYTHE

ON GT LIN AR

WARNER PARROTT

AIN NT

ADVANCE

WILSONVILLE

E UT MIN

WEST LINN

LLA MOLA

U MO

OZ E

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Data provided by TriMet and RLIS Date Saved: 7/17/2020 4:33:07 PM

C L AC K A M A S

For the full 11.5” X 17” map, please refer to Appendix G 17

COUNTY

COUPLAND

This Plan focuses on making pedestrian trips to and from transit a better, safer, and more universally available option. A pedestrian is defined as anyone who walks and rolls (which includes people using mobility devices, strollers, skateboards, or scooters). When we refer to access to transit, we are referring to the physical ability of pedestrians to walk or roll to and from transit on safe, dedicated pedestrian infrastructure that includes complete sidewalks, accessibility for persons with mobility differences, pedestrian crossings, trails connections, lighting, and other streetscape improvements. The area within which a pedestrian is expected to access a transit stop/station is called the

“walkshed” or “access shed.” Ultimately, a successful transit system relies on the ability of people to reach it. While TriMet leads transit service planning, provision, and operations, their jurisdictional partners –the cities and counties that own and maintain the right-of-way- typically lead the planning and provision of street improvements that affect how a person travels to or from their nearest transit stop. The TriMet Pedestrian Plan provides guidance for how these different agencies can work together to create an effective and efficient region-wide transportation network that is accessible for pedestrians.

Source: TriMet 18

TriMet Pedestrian Plan | Policy and Institutional Framework

Policy and Institutional Framework As TriMet and agency partners work to improve pedestrian access to transit, they are advancing a set of common policy goals and transportation planning objectives. The Pedestrian Plan’s policy and planning goals are consistent with state and regional policy, and by extension, underlying policy and planning undertaken by local partners. This policy concurrency helps to ensure that planning, design, and development are carried out in a coordinated, consistent, and comprehensive way across implementing agencies. This plan supports regional and local transportation plans and does not replace them.

staff, County, and City staff, regional partners (ODOT, Metro, and others), and transit riders around the region can work together to address pedestrian infrastructure gaps in the areas with the highest need and take advantage of other roadway projects to implement needed improvements.

While TriMet has always valued the ability and experience of those accessing their services, until recently pedestrian planning at TriMet has largely occurred under a different name or implicitly as part of other efforts. In particular, much of TriMet’s earliest pedestrian-related planning occurred within the context of bus stop planning and focused on the interaction between the pedestrian and the bus stop. The TriMet Pedestrian Plan explicitly highlights the importance of pedestrian access to transit and outlines how TriMet Agency

• Pedestrian Connection Analysis Project, 2002

The TriMet Pedestrian Plan builds upon earlier TriMet agency guidance on transit-pedestrian interactions: • Planning with Transit, 1979 • Planning and Design for Transit: Guidelines for Implementing Transit Supportive Development, 1996 • Pedestrian Network Analysis, 2011 • Bus Stop Guidelines, updated 2010 • TriMet Design Criteria Manual, updated 2017 • Coordinated Transportation Plan for Elderly and People with Disabilities 2020

Many state, regional, and local plans adopted by agency partners relate to the pedestrian and transit systems within TriMet’s service area. Among those, the following three establish goals and performance targets that most closely align with the purpose of the TriMet Pedestrian Plan:

STATEWIDE

• Oregon Public Transportation Plan (ODOT)

• Regional Transportation Plan

• Regional Transportation Functional Plan (Metro)

• Regional Transportation Safety Plan

• Regional Active Transportation Plan (Metro)

COUNTY AND MUNICIPAL (EXAMPLES, NOT EXHAUSTIVE)

• Oregon Bicycle and Pedestrian Plan METRO • Regional Transit Strategy

Chapter 5 identifies the specific policy goals and guidance of those plans that correlate to the recommendations of this effort. A policy nexus is identified for each proposed strategy and action of this Plan.

• Active Transportation Plan, City of Beaverton • Active Transportation Plan, City of Gresham • First/Last Mile Connections to Transit, Washington County • Pedestrian and Bicycle Plan, Washington County

Beyond those three foundational documents, the following plans provide historical references or serve as companions to the TriMet Pedestrian Plan. These plans are examples of agencies and jurisdictions efforts to deliver on the responsibilities and goals outlined in the previous section.

• Active Transportation Plan, Clackamas County • Growing Transit Communities, City of Portland • PedPDX, City of Portland Appendices A and B provide a more detailed summary of the historical background and policy and institutional framework for this Plan.

TriMet Pedestrian Plan | Return on Investment

Return on Investment Research has shown that investing in pedestrian access to transit has a significant positive return on investment.

Multimodal networks provide choice and increase equity. Having a multimodal transportation system provides greater choice for people who rely on transit to get around. Investments in sidewalks for transit access increase the mobility options available to the elderly, young, and disabled. These improvements also specifically benefit people without cars or other means to access stops and stations, providing greater access and saving them money on transportation costs.

Pedestrian improvements are good for business. Research has shown that businesses see financial benefits when co-located with transit and walkable places. For example, a 2019 study1 found that food service employment and other economic metrics improved in several U.S. cities after active transportation projects were completed nearby. A Smart Growth America study2 found that trips by foot, bicycle and transit almost always increased following Complete Streets improvements. This generates more revenue for transit agencies, and increased foot traffic means more customers for area businesses.3

Investments in active transportation infrastructure are both cost-effective and fiscally rewarding.

Pedestrian access means safer streets and better health. After pedestrian improvements are made, collision rates often decline about 40 percent, with corresponding reductions in injuries. 5 This reduction in crashes aligns with shared Vision Zero goals in the region. Vision Zero is a policy adopted by most jurisdictions in the region to provide strategic goals and data to eliminate crashes.6 These investments not only save lives but are also fiscally sound given the high cost of collisions. In a study of 37 communities, Smart Growth America found that Complete Streets projects averted more than $18 million in collision and injury costs in a single year.7 In addition to lowering accident rates, a greater pedestrian mode share also means better air quality, less congestion, and improved health outcomes from more active lifestyles. In particular, a personâ&#x20AC;&#x2122;s walk to access transit increases their ability to meet daily recommendations for physical activity. Individuals who use public transportation get over three times the amount of physical activity per day of those who donâ&#x20AC;&#x2122;t (approximately 19 minutes, rather than six minutes) by walking or rolling to stops and final destinations.8

Active transportation improvements (such as sidewalks, crossings, and bike lanes) make streets more desirable for not only pedestrians but also private investment. Many studies have shown that public investments in pedestrian and bicycle infrastructure lead to economic returns for state and local economies. These benefits include increases in residential property values, tourism, jobs, retail sales, and state and local taxes. In their 2011 study, the Political Economy Research Institute found that bicycle and pedestrian infrastructure projects led to the creation of more jobs than road-only infrastructure projects.4

TriMet Pedestrian Plan | Return on Investment

Ch. 2

What We Heard from You

Listening to Transit Riders and Partners Outreach to agency and jurisdiction partners emphasized process, resources, and collaboration.

The engagement process for the TriMet Pedestrian Plan had two objectives: to understand what challenges pedestrians face in accessing transit and to hear how riders thought the walk to transit could be improved. TriMet offered multiple opportunities and formats for listening to both transit riders and community members. TriMet additionally sought input from agency partners and jurisdictions about the mechanisms through which improvements are made. Public outreach captured extensive feedback from transit riders and a broad swath of stakeholders including elected officials, civic and business organizations, and residents.

SEP

OCT

DEC

Stakeholder Forum #1

Public Survey

Stakeholder Forum #2

2019

Outreach for the plan took place over about nine months (from fall 2019 to summer 2020) and included the following major elements: • Stakeholder Forum • Online Survey • Online Open House • Agency Partner Working Groups

FEB

APR

MAY

AUG

Public Online Open House with Interactive Map

Agency Partner Working Groups

Stakeholder Forum #3

Stakeholder Forum #4

2020

TriMet Pedestrian Plan | Understanding Pedestrian Challenges

Understanding Pedestrian Challenges Overview

KEY FINDINGS

The initial phase of the public outreach process sought to identify the primary challenges transit users face accessing stops and stations by foot or using a mobility device, and to establish shared values to guide the approach for addressing those identified challenges.

â&#x20AC;˘ Equity, safety and universal accessibility are region-wide values that should drive investment in pedestrian access to transit. â&#x20AC;˘ The majority of people accessing transit do so by foot.

TriMet established a Stakeholder Forum, which met four times from fall 2019 through summer 2020 to advance a region-wide conversation about pedestrian access to transit. An online and printed survey allowed the public, particularly transit riders, to provide insights into the barriers they face when walking or rolling to transit and their ideas for improvements. TriMet aligned this public outreach with broader engagement for their Unified Service Enhancement Plan, enabling region-wide promotion online and distribution at in-person open house events.

â&#x20AC;˘ Gaps in existing pedestrian infrastructure and amenities, and concerns over safety are regionwide barriers for pedestrians using transit.

What We Heard representatives from large employers, community colleges, and TriMetâ&#x20AC;&#x2122;s Committee on Accessible Transportation (CAT) and the Transit Equity Advisory Committee (TEAC).

The first Stakeholder Forum, held in September 2019, established key shared values and an initial framework for prioritizing pedestrian improvements throughout the TriMet Service District. The meeting included 18 stakeholders and consisted of staff representatives from cities and counties in TriMetâ&#x20AC;&#x2122;s service district, representatives from organizations serving communities of color, refugees, and immigrants; members of pedestrian advocacy groups; and

Equity including racial equity, ability (ADA), income, and age

Creating opportunities that are responsive to community needs

After discussing in small groups, participants created a list of compiled values and then voted individually for those they felt were most important. Based on this process, the top values or concepts identified were:

Universal design and accessibility to all

Collaboration and partnerships

Safety including physical and personal safety

TriMet Pedestrian Plan | Understanding Pedestrian Challenges

In October 2019, TriMet conducted a survey that asked transit users about their experience walking to transit stops and stations and specific barriers that they face. Respondents provided comments on their transportation habits, concerns about walking to and from stops, and the types of improvements that would encourage them to make these trips on foot.

Figure 2â&#x20AC;&#x201A; Modes Used to Access Transit Walk

86.7% 27.4%

Personal Vehicle 12.4%

Ride Other

This survey collected over 1,300 responses from across the region. As shown in Figure 2, the results illustrate that a large proportion of transit users currently access stops and stations on foot, and an abundance of opportunities exist for enhancing the safety and comfort of these users.

4.7%

Bike or Scooter

2.9%

Ride-Hailing Service

1.6%

Car Share

0.2%

20%

40%

60%

80%

100%

Percent of Respondents

The majority of survey respondents reported that they walk to access their stop, highlighted in Figure 3. Additionally, nearly half of respondents are walking or rolling to and from destinations and transit every day of the week.

Figure 3â&#x20AC;&#x201A; Frequency of Walking to Access Transit 3.7%

2.3%

6.4%

1.5%

14.8%

46.0%

Every few months

At least once a month

At least once a week

Once or twice a year

Never

Almost every day

25.4%

Most weekdays

Percent of Respondents

As shown in Figure 4, the principal concerns emerging from this survey included the need for safer and more complete pedestrian infrastructure (including sidewalks, crossings, and street lighting), the distance required to reach a stop or station on foot, unpleasant walking conditions, the need for enhanced wayfinding and arrival information, and the comfort and safety of the stops and stations themselves. Just over a quarter of respondents reported that they didnâ&#x20AC;&#x2122;t have any difficulty walking to their stop.

Figure 4â&#x20AC;&#x201A; Common Issues Faced when Accessing Transit 38.2% 35.8%

Lack of safe crossings Lack of lighting

32.2%

Lack of sidewalks Distance

27.7%

It is not hard for me

27.3% 22.7%

Unpleasant walking conditions 14.7%

Apps don't have walking info

13.6%

No direct route Other

13.6%

Lack of directional signage Lack of curb ramps

The survey indicated that there is significant opportunity to enhance the experience for pedestrians accessing transit, which survey respondents said would increase their use. While some of these opportunities involve changes to the TriMet system (including higher frequencies, a higher density of stop locations, and enhanced amenities at stops), many were concerned with the accessibility of transit stops by foot and cited a need for safer crossings, better lighting, and sidewalks near transit. In addition to these comments, many respondents indicated that improved pedestrian conditions would encourage more walking to transit and more walking to travel overall.

Disability creates limitations 0%

10.8% 6.2% 2.7% 10% 20% 30% Percent of Respondents

40%

Figure 5â&#x20AC;&#x201A; What Would Prompt More Frequent Walks to Transit 50.5%

Shorter wait 35.4%

Better lighting

35.1%

Safer crossings

30.2%

Closer stops Sidewalks

28.6%

More pleasant walk

24.2%

Better weather

17.1%

Other places along route

15.7%

Other A scooter/bike were available

14.0% 5.9%

I had to pay for parking 2.7% 0% 10%

20% 30% 40% 50% Percent of Respondents

60%

TriMet Pedestrian Plan | Setting Pedestrian Priorities

Setting Pedestrian Priorities Overview

What We Heard

With the challenges identified, the second phase of the outreach process focused on the framework for prioritizing pedestrian improvements through a transit-specific lens. This included a series of Agency Partner Working Group sessions, as well as an Online Open House inviting the public to weigh in on the Pedestrian Plan’s proposed key values of safety, equity and demand.

In February and March 2020, TriMet held an Online Open House to gather input for developing TriMet’s Pedestrian Plan. TriMet advertised the 3-week long Online Open House directly to riders through emails and the Trimet.org website. Participants could learn about the plan, show how they would prioritize the core project values of equity, safety, and demand, and use a virtual map to identify locations where they encounter barriers in accessing transit, shown in Figure 6.

KEY FINDINGS • Safety is the top priority for both agency stakeholders and the public. • There is overlap among the three key values of safety, equity and demand, and many improvements have the potential to address all of them.

The Online Open House received a total of 275 visitors and 240 open ended comments. Portland was the most heavily represented individual city. Below are themes and key takeaways based on the nature and content of participants’ comments:

“ Major gaps in sidewalk and unsafe stretches from the high-density area on SW Broadway Drive from SW 9th Avenue down the hill to any downtown bus or rail stop is a major impediment for folks in this area to use transit.”

• Safety was identified as the highest priority across all three counties. • Equity and demand were both identified as medium-high priority for respondents in all three counties.

– ONLINE OPEN HOUSE COMMENT ABOUT PORTLAND TRANSIT STOP AT SW BROADWAY & LINCOLN

• Safety was also noted as an equity issue because traffic creates a disproportionate risk for people of color and people with lower incomes.

“ Conditions at this and stops further west all have similar safety issues. It’s essentially a four-lane highway that requires community members coming from the north to cross to access the bus to go into the city. It’s incredibly dangerous and even more so without sidewalks and shoulders.”

• Most respondents commented on a specific site but identified multiple barriers faced by pedestrians connecting with transit. • Stops across the counties received similar comments, implying that pedestrians across the region tend to face the same issues in accessing transit. The two most commonly cited barriers to pedestrian access to a transit stop or station were:

– ONLINE OPEN HOUSE COMMENT ABOUT BEAVERTON TRANSIT STOP AT SW CANYON ROAD & 73RD

• Crossings: Unsafe, missing or not clearly marked (164 comments), and • Gaps: Missing sidewalks, long distances between stops, and lack of connection (103 comments) 30

TriMet Pedestrian Plan | Setting Pedestrian Priorities

Figure 6â&#x20AC;&#x201A; The Online Open House provided interactive maps of access to transit projects, including the ability to toggle the weighting of three draft prioritization criteria to see in real-time how prioritization scores would change across the region.

The project team used the results of Online Open House to adjust the prioritization process, in collaboration with project partner agencies. In April 2020, TriMet hosted two Agency Partner Working Group sessions with technical and planning staff from jurisdictions. The project team shared the results from the public outreach along with the updated prioritization process and results. The representatives from three counties and 16 cities who attended the two meetings, along with ODOT and Metro, discussed the effectiveness and local relevance of the prioritization framework.

Participants also recognized that there is considerable overlap between these priorities. For example, areas with high crash rates are often located along transit routes with high ridership, or are located in neighborhoods with higher proportions of low-income residents/residents of color, or communities with limited English proficiency.

Agency Partner Working Group participants worked together to identify factors and issues that inform the decision-making surrounding investment in pedestrian improvements. While the majority of participants emphasized that safety should be the first priority, there was also agreement that equity and demand should be crucial factors in project selection.

• updates and corrections to project mapping data,

Input from agency partners during these working groups led to: • the final confirmation of the prioritization model, • new considerations for calculating the score of long regional trail segments, • new clarifications for projects that cross over jurisdiction boundaries, and • new clarifications and resources related to crossing infrastructure as a priority of this Plan.

TriMet Pedestrian Plan | Setting Pedestrian Priorities

STAKEHOLDER FORUM PARTICIPANT AFFILIATIONS Oregon Department of Transportation (ODOT) Metro

AARP Latino Network Street Trust

Clackamas County Multnomah County Washington County City of Portland City of Tigard

Oregon Walks Immigrant and Refugee Community Organization (IRCO) Committee on Accessible Transportation

City of Gresham

TriMet Transit Equity Advisory Committee

City of Beaverton

Safe Routes Partnership

City of Milwaukie

Providence Health & Services

Oregon City

Portland Community College

Oregon Department of Land Conservation and Development

Adidas Daimler

Source: TriMet 33

AGENCY PARTNER WORKING GROUP PARTICIPANTS MaryJo Andersen, Multnomah County

Reza Farhoodi, Washington County

John Niiyama, City of Wood Village

Ray Atkinson, Clackamas Community College

Will Farley, City of Lake Oswego

Shelley Oylear, Washington County

Arini Farrell, City of Troutdale

Stacy Revay, City of Beaverton

Jennifer Garbely, City of Milwaukie

Dan Riordan, City of Forest Grove

Jay Higgins, City of Gresham

Dave Roth, City of Tigard

Scott Hoelscher, Clackamas County

Jean Senechal-Biggs, City of Beaverton

Katherine Kelly, City of Gresham

Brett Setterfield, Clackamas County

Terry Keyes, City of Cornelius

Dyami Valentine, Washington County

Sheri Markwardt, City of Happy Valley

Michelle Wyffels, TriMet

Michelle Marx, City of Portland

Dayna Webb, City of Oregon City

Ben Baldwin, TriMet Allan Berry, City of Fairview Ben Blessing, City of Estacada Karen Buehrig, Clackamas County Lance Calvert, City of West Linn Andrew Campbell, Multnomah County Taylor Campi, City of Estacada Brad Choi, City of Hillsboro Fiona Cundy, TriMet

Lake McTighe, Metro Tom Mills, TriMet

TriMet Pedestrian Plan | Setting Pedestrian Priorities

Ch. 3

Mapping Pedestrian Access to Transit 35

Overview

Limitations of Crossing Data Crossings are part of any pedestrian network, as pedestrians travel both along and across roadways. The risk factors and potential design solutions of sidewalks and trails (along) are different than those of crossings (across). The presence of safe and convenient crossings is especially critical for people walking and rolling to transit, given the fact that most transit trips are roundtrips, meaning that a transit rider needs to cross the street during at least one leg of the trip.

The need for enhanced access to transit for pedestrians is extensive. Given the magnitude of sidewalk and crossing needs throughout the TriMet Service District, it is important to ensure that TriMet and roadway jurisdictions direct resources to locations with the greatest need first. This chapter describes how TriMet identified priority locations for investment by collecting previously identified projects, identifying new linear gaps, and prioritizing all of the projects with a pedestrian access to transit lens.

While crossing improvements are a priority investment for pedestrian access to transit in the TriMet service area, this projectâ&#x20AC;&#x2122;s mapping analysis, described in detail in this Chapter (Ch. 3) does not include crossing infrastructure or gaps (lack thereof). A regionwide analysis such as the TriMet Pedestrian Plan relies on data that are available for the entire TriMet service area. Regionwide data does not currently exist for the presence of marked crossings or other crossing enhancements such as ADA-compliant curb ramps, signage, or beacons. However, there is an increasing amount of crossing data available in OpenStreetMap. If this data becomes available throughout the region, it will unlock the potential to consistently analyze crossing conditions at and around transit stops within the TriMet Service District.

Benefits of a Data-Based Approach Prioritizing needs using a data-based approach helps ensure we are directing limited resources to locations with the greatest needs first. It aligns our spending priorities with adopted TriMet goals and policies and the publicâ&#x20AC;&#x2122;s stated priorities, and creates a process that is transparent and repeatable. Furthermore, a data-based approach to prioritizing sidewalk needs helps ensure that we provide needed improvements in an equitable manner across the TriMet Service District, and will empower jurisdictions to make small-scale improvement decisions with a service area-wide lens. 36

TriMet Pedestrian Plan | Overview

Additionally, Oregon law recognizes every intersection as a legal “crosswalk” (ORS 801.220), unless prohibited with “crosswalk closed” signage. Analyzing the region’s existing crossing environment must account for marked (versus unmarked) crosswalks and a range of other design treatments that may be applicable or necessary based on the specific roadway context (e.g. rectangular rapid flash beacon). For this reason, only existing and proposed sidewalk and trail improvements are mapped. However, this Plan assumes that every mapped sidewalk and trail improvement may be scoped and funded to include crossing design treatments if appropriate for the project context and if needed to complete the project’s connection to transit (see Chapter 5, Strategy 2). A segment of sidewalk or trail that this Plan identifies as a priority project is also a roadway segment that is a priority for crossing improvements as well.

Source: TriMet

Transit Walksheds Figure 7â&#x20AC;&#x201A; Variations in Transit Walkshed Networks

Since this plan is focused on pedestrian access to transit, it is primarily focused on pedestrian needs near existing or proposed transit stops or stations, also known as transit walksheds. For analysis purposes, this plan defined transit walksheds as the area around a transit stop or station that a person can reach by walking or rolling a Âź mile. The walksheds consider network distances (i.e., an existing, viable route) rather than straight line distances (i.e. as the crow flies). The difference between these two can be considerable, especially in areas without a connected street grid.

Connected Grid

For every existing and future transit stop, a transit walkshed was created using the existing pedestrian network. The process was then repeated using the future pedestrian network, which represents the existing pedestrian network and all of the previously identified projects. By comparing the existing network walksheds to the future network walksheds, a measure of expanded pedestrian access can be calculated.

Disonnected Grid

TriMet Pedestrian Plan | Mapping the Transit Network

Mapping the Transit Network The TriMet Service District contains 26 municipal jurisdictions, each with their own planning processes or efforts in place to address safety and accessibility for people walking and rolling. The transit network mapping process integrated these efforts into one region-wide inventory of potential improvements. Through this lens, TriMet and jurisdictions can identify priority locations for pedestrian investment, both at a jurisdictional level and at a region-wide scale. This two-step process analyzed: • How pedestrians currently access the network of sidewalks to reach transit stops and stations, and • How proposed pedestrian improvements could increase walking and rolling access to transit. Figure 8 The Plan’s Five-Step Mapping Analysis Step 1

Step 2

Step 3

Step 4

Step 5

ROUTE ACCESS MAPPING

PROJECT MAPPING

GAP IDENTIFICATION

EVALUATION

PRIORITIZATION

Existing + Future Transit Service

Sidewalk Infill Projects

Safety

Existing Pedestrian Network

Trail Projects

Equity

Destinations

New Road Projects

Demand

The Route Access Map (Map 4) is the result of Step 1 of the mapping analysis process and provides a snapshot of transit in the region. The Route Access Map consists of three elements described below and in Table 1.

DESTINATIONS

EXISTING AND FUTURE TRANSIT SERVICE

• Top Attractors: Major event/activity-oriented destinations in the region, such as the Arlene Schnitzer concert hall and the Oregon Zoo, and the top destinations entered in TriMet’s Trip Planner.

This includes roughly 2,000 locations throughout the TriMet Service District that together illustrate demand for transit connections. The locations fell into four categories:

This includes existing and planned transit routes throughout the TriMet Service District. Planned routes include the MAX Red Line extension, SW Corridor Light Rail, Division Bus Rapid Transit (BRT), as well as other planned service changes (such as additional routes or improved frequencies) identified in TriMet’s Unified Service Enhancement Plan and thus included in the Statewide Transportation Improvement Fund (or STIF, of Oregon’s HB2017 Transportation Funding Package).

• Services: Key retail/human/social services that are used in TriMet’s Title VI analysis, including grocery stores, nonprofits, health services and more. • Major Employers: All employment locations with 200+ employees.

EXISTING PEDESTRIAN NETWORK

• Institutes of Higher Education: All educational facilities with 400+ students.

A region-wide sidewalk and pedestrian trail/pathway inventory is mapped using data from TriMet’s Mobility on Demand (MOD) Sandbox Project, which supports multimodal trip planning across the region. This inventory was developed in OpenStreetMap and illustrates where pedestrians can currently travel.

TriMet Pedestrian Plan | Mapping the Transit Network

Map 4 Existing and planned (per TriMet’s Unified Service Enhancement Plan) transit routes throughout the TriMet Service Area. ROUTE ACCESS TRIMET SERVICE AREA

TRIMET PEDESTRIAN PLAN

" )

IE UV D SA L AN IS

EXISTING ROUTES

282ND

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238TH 223RD

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181ST

182ND

190TH

172ND

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145TH

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147TH

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DOWNTOWN INSET MAP

For the full 11.5” X 17” map, please refer to Appendix G

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Tigard Transit Center BONITA

Planned Division Transit BRT

0.5

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City Boundary (Various Shading)

) " ) "

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BEAVERTON

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Center Beaverton Transit Center

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LOVEJOY

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CYPR

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! Hillsboro Central/SE 3rd Ave Transit Center

L GO

FERN HILL

Portland Streetcar North South Line

GREE

HILLSBORO

25TH

CORNELIUS

FOREST GROVE

BUS

GLENCOE

PACIFIC

Portland Streetcar B Loop

19TH

" ) 46

N IVA

EVER

CORNELI US SCHEFFL IN

Portland Streetcar A Loop

WE S

U IS

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GALES CREEK

ST N S H

GERMANTOWN

VERB

WES

MAX Yellow Line

VANCOUVER

MAX Red Line

KAISER

MAX Orange Line

MAX Green Line

AM MC N

MAX Blue Line

M AR

RAIL

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Table 1 Route Access Mapping Elements CATEGORY

INPUTS

Existing and Future Transit Service

Existing: • MAX Lines • WES • Streetcar • Bus lines (frequent, standard, time-specific service)

Planned: • MAX Red Line extension • SW Corridor Light Rail • Division Transit BRT • Bus lines (frequent, standard service)

Existing Pedestrian Network

Regionwide existing sidewalk and pedestrian trail/pathway inventory

Destination

Top Attractors Services Major Employers Institutes of Higher Education

SOURCE

TriMet

OpenStreetMap

TriMet

TriMet Pedestrian Plan | Mapping the Future Pedestrian Access to Transit Network

Mapping the Future Pedestrian Access to Transit Network Step 2 of the Plan’s analysis established a Future Pedestrian Network map layer in order to understand how proposed pedestrian improvements could improve access to existing and planned transit service.

Plans, and trail planning documents. Nearly 2,000 projects submitted by jurisdictions and partners for inclusion in this planning process were evaluated and integrated into one map. These projects fall into three categories:

The Future Pedestrian Network consists of pedestrian improvement projects identified by existing plans throughout the TriMet Service District including Transportation System Plans, Active Transportation Plans, Capital Improvement

• Sidewalk construction, extension, or infill • New roadway construction or extension that will include sidewalks • Trail or pedestrian pathway construction or extension

Figure 9 The Plan’s Five-Step Mapping Analysis Step 1

Step 2

Step 3

Step 4

Step 5

ROUTE ACCESS MAPPING

PROJECT MAPPING

GAP IDENTIFICATION

EVALUATION

PRIORITIZATION

Existing + Future Transit Service

Sidewalk Infill Projects

Safety

Existing Pedestrian Network

Trail Projects

Equity

Destinations

New Road Projects

Demand

Gap Identification

The result of this process is an integrated data set of previously identified projects throughout the TriMet Service District. The Future Pedestrian Network illustrates how potential pedestrian improvements relate to one another and to the transit network. This tool can help TriMet and jurisdictions understand how individual improvements might have an impact on connectivity throughout the region and target investments where they are most needed.

The project team analyzed the Future Pedestrian Network (i.e. pedestrian improvements from existing plans) with the regionwide sidewalk inventory (from OpenStreets Map). The Future Pedestrian Network would fill some gaps in walking and rolling access to transit, but not all. Through Step 3 of the mapping analysis, the project team identified those additional sidewalk gaps. The criteria for identifying these gaps were: • Sidewalk absent on both sides of the street • Minimum gap length of 100 feet • Located within a transit walkshed (1/4 mile of an existing transit stop) • Located along a non-residential street This process identified 758 gaps that met these criteria throughout the region. The average gap was 890 feet and the total length of the gaps was 124 miles. Map 5 illustrates the identified sidewalk gaps. It is important to note that these gaps have not been evaluated for potential constraints, project need, or public support. Before moving forward with a project to address these gaps, further evaluation is necessary on a case-by-case basis.

Source: TriMet

TriMet Pedestrian Plan | Mapping the Future Pedestrian Access to Transit Network

Map 5 Pedestrian Projects based on the Future Pedestrian Network and Gap Identification PROJECTS TRIMET SERVICE AREA

TRIMET PEDESTRIAN PLAN M AR IN

IE UV ND SA LA IS

D A N RT L

DENVER

238TH

242ND

KANE

CIVIC EAST MAN

HOGAN

282ND

PLEASANT VIEW

190TH

162ND

145TH

92ND

252ND PALMBLAD

122ND

82ND

52ND

232ND

RR Y FE

GE R IG

BA KE R

BRADLEY

IN G TO N

AM IS

135TH

EV ELMCKINLEY YN

G EC LEN HO

CH E H SIN ST G N HIL ER UT L LIN W N A SH

HIG

172ND

147TH

129 TH

LINWOOD

223RD

181ST 182ND

148TH

112TH

CESAR E CHAVEZ

FAIRVIEW

102ND

33RD

37TH

24TH

14TH

7TH 12TH GRAND

RIVER

SALAMO

RE GN ER

INTERSTATE

3RD HARBOR

HOOD

SOUT H END

65TH

142ND

FOLSOM

RIN

EAGLE FERN

FFIN SNU

HENRICI

BURNSIDE

6TH

RIN SP

MORRISON BELMONT

CANBY

MADISON

12TH

11TH

7TH

GRAND

HARB

DOWNTOWN INSET MAP

For the full 11.5” X 17” map, please refer to Appendix G 45

COUPLAND

HAY DEN

ER AT GW

BR OA DW AY

CU R

CREEK

PETES MOUNTAIN

WILDCAT MOUNTAIN

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13T

FE RR Y

49TH

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GRAHAMS FERRY

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125TH

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VAUGHN

TE STA ER INT

r Light Rail

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IN AT D AL O TU WO AV ERY ER SH

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W VIE

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TFIE OA

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MA IDLE

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R KE

MCDONALD

72ND

GAARDE

E RIVERSID

URG

Tigard Transit Center

outh Line

HARRISON

MILWAUKIE

Lake Oswego Transit Center

FOSTER

MT TT O SC

GRESHAM

DIVISION

DS TO CK

BURNSIDE

C BL HE O RR SS Y O M

PORTLAND

17TH

Y RR FE S SELLWOOD TACOMA

R IGE

GREENB

175TH

TIGARD

FRONTAGE

HALSEY

POWELL

E AV FL

OR YL TA

Gateway/NE 99th Ave Transit Center

WO O

ILL RW TE

H GARDEN MA NO HOME LT MU Barbur Blvd N SO E L Transit Center

RB U

GLISAN

CAPITOL

S LL HO Y SC ERR F

ROSS ISLAND

BEAVER TON HILLSDA LE

VERMONT

BELMONT MADISON HAWTHORNE

CL AY AY DW OA BR

ON PATT

ESM

M MACADA

HALL

209TH

KEMMER

BROCKMAN

WEIDLER L LLOYD EE ST COUCH

BLU LAK E E

SAN DY

103R

Beaverton Transit Center

HART

RIGERT

S NE

Sunset Transit Center

CAMAS

Parkrose/Sumner Transit Center Hollywood/NE 42nd Ave Transit Center JON

MILWAUKIE

RSE

ALLEN

ON NY CA

UT WALN

EY EL

R BA

W A LK ER KIN S

JEN

405

LOVEJOY

CORNELL

WASHOUGAL

MBIA

KILLINGSWORTH

AY W D

MERLO

BANY

R A W

AN SALTZM

D 173R BASE LI

FR O

MAR TIN

E GR

LE HE

MPS ON

COLU

MARTIN LUTHER KING JR

S EL IU CO RN

185TH

IA HEL VET

LOMBARD

N Lombard Transit Center

THO

TONGUE

City Boundary (Various Shading)

FR O

AIR PO RT

GREE N

Willow Creek/SW 185th Ave Transit Center

COU

BLOOMING FERN HILL

TriMet Boundary

ESS CYPR

MAIN

D KWOO

LF GO

Transit Centers

HILLSBORO

BROO

Hillsboro Central/SE 3rd Ave Transit Center

FERN HILL

FEATURES AND BOUNDARIES

25TH

PACIFIC

EVER

E NCO GLE

T 20

19TH

SPRIN

GVILLE

CORNELIUS SCHEFFLIN

Sidewalk gaps identified through the TriMet Pedestrian Plan

GALE S CREE K

WE UN ST ION

E LIN SKY

OO VERB

IDENTIFIED GAPS

S HN

GERMANTOWN

R KAISE

Sidewalk infill, new roadways and new trails identified in existing plans

O NH IVA

PA SS

PREVIOUSLY IDENTIFIED PROJECTS

VANCOUVER

MC NA ME E

TIONS

This page intentionally left blank.

TriMet Pedestrian Plan | Mapping the Future Pedestrian Access to Transit Network

Ch. 4

Prioritizing Pedestrian Projects

Prioritizing Pedestrian Projects The section describes the prioritization criteria that guide the Plan, how they were applied to projects, and displays the results of the prioritization process. For a detailed look at why the criteria were chosen and the methodologies for project evaluation and prioritization, refer to the TriMet Pedestrian Plan Analysis Memo in Appendix C.

Figure 10 The Plan’s Five-Step Mapping Analysis Step 1

Step 2

Step 3

Step 4

Step 5

ROUTE ACCESS MAPPING

PROJECT MAPPING

GAP IDENTIFICATION

EVALUATION

PRIORITIZATION

Existing + Future Transit Service

Sidewalk Infill Projects

Safety

Existing Pedestrian Network

Trail Projects

Equity

Destinations

New Road Projects

Demand

TriMet Pedestrian Plan | Prioritizing Pedestrian Projects

Prioritization Criteria The composite prioritization results were normalized for each jurisdiction. This means that areas within a jurisdiction were given a prioritization score based on how they compare to the rest of the jurisdiction, rather than the region as a whole. Areas located in unincorporated areas were scored against the other unincorporated areas located within that county. Map 6 through Map 11 display the results of applying the composite prioritization score to every roadway and trail within the TriMet Service District regardless of whether a pedestrian project or gap is present. These maps show high-scoring areas for investment in pedestrian access to transit (based on the Planâ&#x20AC;&#x2122;s criteria) before proceeding to the final step of identifying the projects that fall within those high-scoring areas of the network. This allows for a dynamic process that can be updated in the future as pedestrian needs and projects change.

Based on community, stakeholder, and agency input, TriMet established three overarching prioritization criteriaâ&#x20AC;&#x201D;safety, equity, and demandâ&#x20AC;&#x201D;to evaluate potential pedestrian infrastructure projects. Each of these broad categories was measured using the specific components shown in Table 2. Based on feedback from the online open house and the agency working groups that indicated that safety was the highest concern, the safety criterion was given a slightly heavier weighting. It is important to note that, nationally as well as locally, a disproportionate share of pedestrianrelated crashes involve people of color or other vulnerable populations, and occur in communities with higher percentages of historically underserved populations. There is therefore some overlap between safety and equity as criteria. The final weighting of the three categories in the composite score is: 30%

40%

Equity

Safety COMPOSITE SCORE

30%

Demand

Table 2 Prioritization Criteria PRIORITIZATION CRITERION

COMPONENT

METRIC OR DEFINITION

DATA SOURCE

Safety

Dangerous roads

Metro’s High Injury Pedestrian Corridors

Metro

Dangerous locations

Metro’s Pedestrian HighInjury Intersections

Metro

Sidewalks

Sidewalk completion within 1/4 mile of each stop or station

OpenStreetMap

Barrier streets

Higher speed/volume/width, defined in Metro Regional Active Transportation Plan

Metro

Low-income populations

Areas with income less than 150% of the federal poverty level

2018 ACS, Census Tracts

Communities of color

Percent of people who either identify as Hispanic or do not identify as white

2018 ACS, Census Block Groups

Seniors and people with disabilities

TriMet LIFT Paratransit origin and destination locations, and ramp deployments (percent of ramp deployment out of total ridership, by transit stop)

TriMet, RLIS

Population density

People per square mile

2018 ACS, Census Block Groups

Employment density

Jobs per square mile

2016 LEHD, Census Blocks

Current ridership

On/off by transit stop

TriMet

Estimated ridership (for planned future transit lines)

Estimated on/off by transit stop for planned service additions

TriMet

Equity

Demand

TriMet Pedestrian Plan | Prioritized Tiers

Prioritized Tiers

High-Priority Transit Stops

Using the prioritization framework discussed above, a prioritization score was assigned to each project. The projects were then assigned to priority tiers from 1 (high) to 5 (low) using natural breaks in the data. Table 3 summarizes the projects by tier. Map 12 through Map 17 display the high priority projects. For a more detailed explanation of the prioritization process and a map of all of the prioritized projects, refer to Appendix C.

The prioritization scores were also applied to all existing TriMet stops. A list of stops located in the Tier 1 and Tier 2 areas was produced for each jurisdiction and is included as Appendix F. Jurisdictions can use this list to focus on transit stops that emerged as the most important when viewed through the pedestrian access-to-transit framework. Stops and stations located in Tier 1 and Tier 2 areas should be considered high priority locations for assessing crossing gaps at the jurisdictional level.

Table 3â&#x20AC;&#x201A; Projects by Tier TIER

COUNT Y

PREVIOUSLY IDENTIFIED PROJECTS

NEW GAPS IDENTIFIED

ALL PROJECTS

NUMBER OF PROJECTS

LENGTH OF PROJECTS (MI)

NUMBER OF PROJECTS

LENGTH OF PROJECTS (MI)

NUMBER OF PROJECTS

LENGTH OF PROJECTS (MI)

Total

103

21.4

131

25.3

Clackamas

8.2

2.5

10.8

Multnomah

5.9

0.3

6.2

Washington

7.2

1.1

8.3

Total

286

68.7

117

403

83.7

Clackamas

107

26.9

7.3

161

34.2

Multnomah

18.7

6.2

149

24.9

Washington

23.1

1.5

24.6

Total

379

95.6

204

583

125.6

Clackamas

136

33.2

11.4

202

44.6

Multnomah

119

31.8

115

15.2

234

Washington

124

30.6

3.5

147

34.1

Total

420

113.9

252

48.7

672

162.6

Clackamas

141

27.7

19.3

228

Multnomah

138

37.8

153

27.5

291

65.4

Washington

141

48.3

1.9

153

50.2

Total

289

124.4

157

27.1

446

151.5

Clackamas

33.2

38.2

Multnomah

114

121

20.4

235

61.5

Washington

106

50.1

1.7

115

51.9

TriMet Pedestrian Plan | Project Evaluation

Project Evaluation The TriMet Pedestrian Plan not only established a prioritization score for each project, but also evaluated all of the projects based on a number of attributes to help understand how they would impact pedestrian access to transit, if implemented. The results of the evaluation are contained in the TriMet Pedestrian Plan Project List (Appendix E) and each project includes information on the following attributes:

Walkshed Expansion: Some of the projects would create new connections in the pedestrian network that were not previously available. This is true for new trail connections and new roadway projects. These connections expand the areas a pedestrian can access from a transit stop (walksheds). This attribute contains the average percent increase of the future walksheds from the existing walksheds that project is located within.

Project Source: The agency that provided the project data. Stops Served: The number of transit stops and stations within Âź mile walk of the project.

New Destinations Served: This attribute is derived from the results of the walkshed expansion. It records the number of new destinations within a projectâ&#x20AC;&#x2122;s walksheds due to the walkshed expansion.

Regional Destinations: The number of regional destinations near the project. Destinations were counted if they were in a shared transit walkshed with the project.

Crossing Description: This attribute denotes if the project description explicitly states that a crossing element is included.

Map 6 High-Scoring Areas of Network HIGH-PRIORITY PROJECTS TRIMET SERVICE AREA IE UV ND SA LA IS

M AR IN E

VANCOUVER RT LA N D

DENVER

238TH

257TH

TROUTDALE

223RD

KANE HOGAN

NE R RE G

PLEASANT VIEW

190TH

282ND

182ND

242ND

148TH

145TH

92ND

AM IS IG GE

BA KE R

232ND FE RR Y

142ND 135TH

BRADLEY

MCKINLEY

LY N EV E

172ND

147TH

LINWOOD

WEBSTER

IN G TO

RE DL AN D HOLLY

W A SH LIN N

CIVIC EAST MAN

122ND

112TH

82ND

52ND

G EC LEN HO ES TN

HIG

SALA MO

252ND PALMBLAD

181ST

102ND 33RD 24TH

37TH

14TH

GRAND

7TH 12TH

3RD HARBOR

CESAR E CHAVEZ

129 TH

INTERSTATE

NAIT O

RIVER RUPERT

72ND

65TH

HOLCOM B

NE LA PLE MA

WILDCAT MOUNTAIN

FOLSOM

RIN

EAGLE FERN

FF SNU IN

EEK

HENRICI

CU R CR EAGLE

CENTRAL POINT

UP BO PER ON FER ES RY

N O RE G O

GRAHAMS FERRY

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TERWILLIGER

13T H

CE D HIL AR LS WATSON

125TH

FE RR Y

NE S

49TH

BO O

158TH

170TH

MURRAY

175TH

KM AN

LUND GRON

FORSYTHE

K EE CR

JENNIFER

CLACKAMAS RIVER

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LADD HILL

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BETHAN Y

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185TH

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32ND

10TH

1ST

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POW EL VALL L EY 11TH

K EE

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Gresham Central Transit Center RO

D AN HL

162ND

MT TT O SC

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FRONTAGE

RY CHER PARK

HAPPY VALLEY

KING

ER LOW FERRY ES

CLATSOP

N IDLEMA

HARMONY SUNNYBROOK

Lake Oswego Transit Center

COUN TRY CLUB

LAKE OSWEGO

N BOO

LEBEAU

LA KE

NSO JOH

DURHAM

JOHNSON CREEK

FIE AT O

BEND

HARRISON

MILWAUKIE

SOUTH SHORE

BEEF

KRUS E AN RM CA

EV ST

BONITA

DS TO C

MCDONALD

STARK

DIVISION POWELL

RY ER S F SELLWOOD TACOMA

Barbur Blvd Transit Center

R KE

GA AR D

Tigard Transit Center

RB BA

BURNSIDE

WO O

DE ERSI RIV

TIGARD

UT WALN

BURG GREEN

S LL HO Y SC ERR F

OR YL TA

UR N

C BL HE O RR SS Y O M

E AV FL

BROCKMAN

Line

AH GARDEN OM HOME TN UL N M SO E L O

HA LL

TOL

GLISAN

17TH

KEMMER

CAPI

VERMONT

HALSEY

HIG

BEAVERTON

HART

RIGERT

BEAVER TO HILLSDA N LE

GRESHAM

Beaverton Transit Center

ALLEN

CA BELMONT CL AY MADISON HAWTHORNE AY DW OA N BR O ROSS TT PA ISLAND

ES RN BA

BLU LAK E E

SAN DY

Hollywood/NE 42nd Ave JON Transit ESM Gateway/NE 99th Ave OR Center E Transit Center TH O

M MACADA

BANY

ON NY

MILWAUKIE

TONGUE

JEN KIN S

L LLOYD EE ST COUCH

CAMAS

VIE FAIR

MERLO

Center

Sunset Transit Center

WEIDLER

405

LOVEJOY

WASHOUGAL Parkrose/Sumner Transit Center

D 103R

BASELINE

VAUGHN

AY W D

WA LK ER

Willow Creek/SW 185th

HILLSBORO Ave Transit

N T

R A W

NE LL

OR T

COLU MBIA KILLINGSWORTH

FR O

NS LE

ESS CYPR

CO R

MAIN

EY EL

MPS ON

RSE COU

BLOOMING FERN HILL

THO

AIR P

PORTLAND

LOMBARD

N Lombard Transit Center

LF GO

FERN HILL

Hillsboro Central/SE 3rd Ave Transit Center

EEN

SALTZMAN

City Boundary (Various Shading)

EVE RGR

D 173R

TH 20

19TH PACIFIC

25TH

TriMet Boundary

E NCO GLE

GALES CREEK

ILLE SPRINGV

E GR

OO VERB

CORNELIUS SCHEFFLIN

Transit Centers

ST E LIN SKY

WE UN ST ION

FEATURES AND BOUNDARIES

S HN

GERMANTOWN KAISER

2 - High

RIC H

MO ND

BU R

GA RD

MC NA ME

PA SS S

1 - Highest

OE NH IVA

PROJECT PRIORITY

MARTIN LUTHER KING JR

TRIMET PEDESTRIAN PLAN E

ONS

6TH COUPLAND

CANBY

0 0.5

Miles

Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

For the full 11.5” X 17” map, please refer to Appendix G 54

ER AT GW RIN SP

HAY DEN

Map 7 High-Scoring Areas of Network, North + Central Service Enhancement Area HIGH-PRIORITY PROJECTS NORTH-CENTRAL SERVICE ENHANCEMENT AREA

VANCOUVER

TRIMET PEDESTRIAN PLAN PROJECT PRIORITY 1 - Highest 2 - High

N LA IS

M A RIN E

UV SA

FEATURES AND BOUNDARIES Transit Centers

GA RD

TriMet Boundary

5 PO

RT LA N D

BU R

MC NA ME

City Boundary (Various Shading)

MO ND

H LP

DENVER

DE ILA PH

RIC H

A IR

G KIN

INTERSTATE

LOMBARD KAIS

N Lombard Transit Center COLU MBI

outh Line SPRINGVILLE

KILLINGSWORTH

CAPI

TOL

148TH

33RD

102ND

37TH

24TH

14TH

11TH

HALSEY

GLISAN

UR N

WASHINGTON

HAWTHORNE

STARK C BL HE O RR SS Y O M

CESAR E CHAVEZ

12TH

POWELL

FO ST ER

112TH

82ND

DIVISION

52ND

7TH

ER IG TE RW ILL

LS DA LE

GRAND

SC HO LL SF ER RY WESTERN

ILL S CED AR H

WATSON HALL

MURRAY

For the full 11.5” X 17” map, please refer to Appendix G

HIL

DAM MACA

ALLEN

RT ON

UR BARB

BE AV E

BURNSIDE

Gateway/NE 99th Ave Transit Center

BELMONT

MADISON

ROSS ISLAND

JON ESM OR

COUCH

ARTHUR ON TT PA

HOOD

158TH

13T H

CL AY

Hollywood/NE 42nd Ave Transit Center

103RD

170TH

D OY LL

MILWAUKIE

185TH

Rose WEIDLER Quarter Transit Center

MORRISON

SON

ETT CORB Y LL KE

Beaverton Transit Center

L EE ST

MULTNOMAH

ST U

AY W D

R A W

BEAVERTON

Miles

Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

JEF FER

N A IT O

BARNES

OLESON

Sunset Transit Center

W A LK ER

MERLO

0.5

405

ON NY CA JE NK IN S

N T

LOVEJOY

BASELINE

205

FR O

VAUGHN

BRO ADW AY

174TH

NS LE

D 173R

R CO

SALTZMAN

HILLSBORO Willow Creek/SW 185th Ave Transit Center

LL NE

HARBOR

BETHANY

LA IDL AW

EY EL

enstion

SANDY

E GR

THOM PSON

NICOLAI

r Light Rail

Parkrose/Sumner Transit Center

GOING

PORTLAND

E IN YL SK

W UN EST IO N

EVER GREE

122ND

PA SS S NE LIU

S HN

HER LUT RTIN MA

OE NH IVA

WN TO AN RM GE

CO R

TIONS

TriMet Pedestrian Plan | Project Evaluation

Map 8 High-Scoring Areas of Network, Westside Service Enhancement Area VANCOUVER

HIGH-PRIORITY PROJECTS IE

BANKS MARINE

GA RD BU R

NORTH PLAINS

PROJECT PRIORITY

SP AS S

OE NH IVA

NE LIU

1 - Highest CO R

2 - High

ST NS H

KAISER

SPRINGVILLE

174TH

ST U

GLENCOE

28TH

1ST

Willow Creek/SW 185th Ave Transit Center

MAIN

LOVEJOY

CORNELL

SIDE BURN

Sunset Transit Center

158TH

O WO OK

HIL LS

JE NK IN S

GOLF COURSE

MERLO

BARNES

BROADW AY N

O TT PA

HILLSBORO

Beaverton Transit Center

OLESON

WESTERN

BEAVERTON HART

GARDEN HOME

Washington Square Transit Center

RB BA

Tigard Transit Center

D 72N

FE RR Y

KRUSE

UP BO PER ON FER ES RY

ATIN TUAL

NYBERG

H C

S D IL

LAKE OSWEGO

TUALATIN OOD ERW

R PE UP

STA FFO

ROY ROGERS

ELWERT

For the full 11.5” X 17” map, please refer to Appendix G

LEBEAU

ER LOW ES N BOO RY FER

VIE KE LA

PO GE ID BR

65TH

Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

DURHAM

NE S

BONITA

SOUTH SHORE

Miles

FER

COUN TRY CLUB

MCDONALD

HALL

TH 124

KING CITY

LO TAY

Barbur Blvd Transit Center

AN RM CA

BEND BEEF

R KER

135TH

TIGARD GAARDE

TOL

175TH

UT WALN

CAPI

49TH

SC HO FE LLS RR Y

125TH

LSD AL E

NO LT MU

GRE ENB URG

G RE

EN W AY

FA RM

BROCKMAN KEMMER

HIL

H MA

RIGERT

ht Rail

RTO N

VERMONT

N IN GT O

ALLEN

92ND

BANY

BE AV E

HA RT BE

H 209T

170TH

MURRAY

WATSON

E RIV

TONG

185TH

BLOOMING FERN HILL

0.5

ON NY CA

CE DA R

ESS CYPR

W AL KE R

BASELINE

BRO

FERN HILL

32ND

Hillsboro Central/SE 3rd Ave Transit Center

SALTZMAN

10TH

NS LE

CORNELIUS SCHEFFLIN

MARTIN

IO N

CORNELIUS

Line

THOM PSON

NICOLAI VAUGHN

D 173R

PACIFIC

TH 20

19TH

EE N

T ES W

GALES CREEK

RG R

25TH

FOREST GROVE

EV E

LA IDL AW

City Boundary (Various Shading)

PORTLAND

BETHA NY

TriMet Boundary OO VERB

BIA

LOMBARD SKYLINE

Transit Centers

LU M

H LP DE ILA PH

GERMANTOWN

HEL VET IA

FEATURES AND BOUNDARIES

PO RT LA N D

TRIMET PEDESTRIAN PLAN

MC NA ME E

ONS

N LA IS

UV SA

WESTSIDE SERVICE ENHANCEMENT AREA

CESAR E CHAVEZ

For the full 11.5” X 17” map, please refer to Appendix G 57

CENTRAL POINT

181ST AIRPORT

148T H

102ND

182ND

162ND 145TH

92ND

172ND

147TH

142ND

135TH

MCKINLEY

LY N EV E HOLLY

HENRICI

BRADLEY

E ELAN MAPL

EK RE RC

CANBY Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

IN GT O

W AS H

SIN G HIL ER L

H LINN

WARNER MILNE

E AV BE

FM AN

DUNDEE

Miles

129 TH

LINWOOD

HO EC GL EN

UT ES TN CH

5T H

D LELAN

HO F

RE DL AN D

HIG

SOUT H EN D

PETES MOUNTAIN

AIN NT

WILSONVILLE

HOLCOMB

ABERNETHY

OREGON CITY

NEWBERG

112TH 82ND

23 RD RUPERT

10TH

U MO

WARNER PARROTT

LUND GRON

FORSYTHE

PRAIRIE SCHOONER

A LL LA MO

R FE EF

GRAHAMS FERRY

65TH

ILL

O KM A LA N DD H

A H

BR O

S FALL ETTE LAM WIL

ADVANCE

0.5

KAMA S RIVE R

ON FERGUS

TOOZE

MO SALA

N D

JENNIFER

SP RIN GW AT

PLEASANT VIEW

HOOD

N BO

O UP BO PER ON FER ES RY

TH 124

R KE BA

N GSE ELLI

enstion

122ND

37TH

24TH

33RD

MARTIN LUTHER KING JR

7TH

11TH

BR 13T OA H DW AY

3RD

TERW ILLIGE R

FE RR Y

GRE ENB URG

SC HO FE LLS RR Y

N O RE G

O W ER

ST AF FO R

ELWERT

r Light Rail

152ND

97TH

S ER

BASA LT CREE K

S EN

SUNSET

RL A

CLAC

205

MATHER

HUBBAR

ON GT LIN AR

Oregon City Transit Center

HAPPY VALLEY

CLACKA MAS

ND LA RT PO

Y RO

SHERWOOD

WEST LINN

N T

GS NIN EN

SAGERT

OD WO AVERY SHER

ROOTS

J SE M O

CHIL DS

NYBERG

FIE N W LA

N MA

RIV

FIE AT O

ER LOW ES N BOO RY FER RT

THIESSEN OR NC CO

STER WEB

V MC

OAK E GROV

NSO JOH

R PE UP

SOUTH SHORE

VIE KE LA

Lake Oswego Transit Center

E UT MIN

LAKE OSWEGO

TUALATIN

N LATI TUA

HARMONY SUNNYSIDE

COUN TRY CLUB

PO GE ID BR

LEBEAU

Clackamas Town Center Transit Center

EV ST

LA KE

CLATSOP

MAN IDLE

KING

E RSID

KRUSE

AN RM CA

South Line

JOHNSON CREEK OTTY

HARRISON

E RIV

KERR

D 72N

MCDONALD

DURHAM

FOSTER

SUNNYBROOK

BONITA

KING CITY

DS TO C

LUTHER

ALBERTA

MILWAUKIE

49TH

EN W AY

G RE

125TH

TACOMA TENINO

Barbur Blvd Transit Center

FIC PACI

TIGARD

BEND

WO O

T OT SC

175TH

52ND

WESTERN

MURRAY

WATSON

170TH

185TH

IN GT ON

SELLWOOD

RY ER SF

Tigard Transit Center

BEEF

DIVISION

R LO TAY

Washington Square Transit Center

UT WALN

GAARDE

GRESHAM

STARK

POWELL

FA RM

GLISAN

C BL HE O RR SS Y O M

UR N

NO LT

SO LE

City Boundary (Various Shading)

TOL

17TH

TriMet Boundary

CAPI

BE RT H

AN BROCKM

LSD AL E

H MA

GARDEN HOME

HA LL

KEMMER

HIL

VERMONT

BEAVERTON

RIGERT

RT ON

Ave Transit Center

PORTLAND

E AV FL

Transit Centers

HART

ALLEN

HALSEY

HIGHLAND

H 209T

FEATURES AND BOUNDARIES

BANY

BE AV E

HAWTHORNE

MACADAM

2 - High

Beaverton Transit Center

MADISON

ROSS ISLAND

GIL HA M

BURNSIDE

MILWAUKIE

Y LL KE

TONGUE

1 - Highest

COUCH

BELMONT

BARBUR

HIL LS CE DA R

BARNES

N CL

Y ND SA

Hollywood/NE JON ESM OR 42nd Ave Transit E Center Gateway/NE 99th

LLOYD

ON NY JEFFE RSO CA

O TT PA

PROJECT PRIORITY

L EE ST

WEIDLER

12TH

SKYLINE

C KI

CORNELIUS PASS

25TH 28TH

ST U

158TH

W A LK ER

N A IT O

405

Sunset Transit Center

JE NK IN S MERLO

N T

LOVEJOY

D 103R

32ND

1ST

FR O

VAUGHN

ND GRA

Willow Creek/SW 185th Ave Transit Center

CORNELL

TE RSTA INTE

TRIMET PEDESTRIAN PLAN

BASELINE

OOD OKW

CYPRESS

D 173R

MAIN BRO

Hillsboro Central/SE 3rd Ave Transit Center

SALTZMAN

HILLSBORO

ST ENS EL H

SOUTHWEST SERVICE ENHANCEMENT AREA

174TH

HIGH-PRIORITY PROJECTS

BETHANY

Map 9 High-Scoring Areas of Network, Southwest Service Enhancement Area CO N LE G

TIONS

TriMet Pedestrian Plan | Project Evaluation

HIGH-PRIORITY PROJECTS EASTSIDE SERVICE ENHANCEMENT AREA

VANCOUVER

TRIMET PEDESTRIAN PLAN A IR

CAMAS

WASHOUGAL

PROJECT PRIORITY 1 - Highest 2 - High PORT

FEATURES AND BOUNDARIES

LAN D

COLU MBIA KILLINGSWORTH

Transit Centers

Parkrose/Sumner Transit Center

TriMet Boundary City Boundary (Various Shading)

BL UE

SAN DY

MAR INE

LA KE

TROUTDALE

FAIRVIEW

NORTH FRONTAGE FRONTAGE

PORTLAND 148TH

N A RD

WEIDLER

HALSEY

CHERRY

122ND

NS IDE

MAIN

CIVIC

112TH

POWELL

RIC TO BIA HIS UM L R CO RIVE

Gresham Central Transit Center

KANE

182ND

DIVISION

EAST MA N

82ND

BU R

HOGAN

103RD

205

STARK C BL HE O RR SS Y O M

TROUTDALE

GRESHAM

UR N

WASHINGTON

h Line

223RD

PARK

242ND

GLISAN TH

257TH

WOOD VILLAGE

H 238T

181ST

Gateway/NE 99th Ave Transit Center

FAIRVIEW

JON ESM OR

102ND

ght Rail

POWELL VALLEY HIG

DS TO C

190TH

162ND

IDLEMAN

RE G

HAPPY VALLEY 129 TH

MILWAUKIE

172ND

145TH

72ND

92ND

LINWOOD

Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

KING

OTTY

TT O SC

0.5

BL UF F

T M

Miles

CLATSOP K

RIE

LUTHER

CREE JOHNSON

O LF TE

AV FL

ALBERTA

PALMQUIST

252ND

FOSTER

NE R

52ND

11TH

RTS

PLEASANT VIEW

WO O

ROBE

HL AN D

PALMBLAD

282ND

ONS

Map 10 High-Scoring Areas of Network, Eastside Service Enhancement Area

For the full 11.5” X 17” map, please refer to Appendix G 58

KANE HOGAN

282ND

REG NER

252ND PALMBLAD

CIVIC

MAIN

EASTMA N

223RD

145TH

92ND

190TH

162ND

82ND

142ND

AM IS IG GE

BA FE KER RR S Y

H AT TA N

HOLL Y

LINN

BRADLEY

N IN GT O SIN G HIL ER L W AS H

HIG

172ND

147TH

12 9T H

MCKINLEY EV EL YN

WEBSTER

135TH

LINWOOD

HO EC GL EN

UT ES TN CH

TH EN D SOU

PLEASANT VIEW

52ND

EL MAPL

WILDCA T MOUN TAIN

ANE

FOLSOM

EAGLE FER

6TH ER AT GW RIN SP

HAY DEN

CANBY

0.5

Miles

Data provided by TriMet and RLIS Date Saved: 9/1/2020 2:05:06 PM

For the full 11.5” X 17” map, please refer to Appendix G 59

COUPLAND

WADE

FF SNU

K EE CR ER AV BE

HENRICI

nstion

CURRIN

23 RD RUPERT

10TH

HOLCOMB

OREGON CITY

CENTRAL POINT

SANDY E KL K TIC EE CR

ST AF FO R

LUND GRON

LE EAG EK CRE

65TH

242ND

181ST

148TH

182ND

112TH

12TH

122ND

CESAR E CHAVEZ

11TH

102ND

33RD

24TH

MARTIN LUTHER KING JR

7TH GRAND

13T H

HOOD

49TH

ER RY NE SF BO O

HALL

UP BO PER ON FER ES RY

WARNER MILNE

D LELAN

FM AN

ALE UTD

MAS CKA CLA IVER R

REDL AND

5T H

WARNER PARROTT

D 2N 23

LLS E FA

IDE

ON FERGUS

ETT LAM WIL

O LF TE

D 152N

JENNIFER

ABERNETHY

LLA MOLA

ADVANCE

HO F

S EN

MO SALA

EF FE R

PETES MOUNTAIN

PRAIRIE SCHOONER

IN TA UN MO

N GSE ELLI

HUBBAR

FORSYTHE

ON GT LIN AR

205

H A

BLU FF

CLACKA MAS

GLADSTONE

BORLAND

CLATSOP

SUNNYS

MATHER

N MA

N T

97TH

WEST LINN

TUALATIN

outh Line

ROOTS

RIV

SE M O

CHIL DS

NYBERG

GS IN NN JE

SAGERT

NSO JOH

OR NC CO

E UT MIN

V MC

THIESSEN

IE TF OA

LAKE OSWEGO

OA E GROV

SOUTH SHORE

P GE ID BR

ER LOW ES N BOO RY R T FE OR

Lake Oswego Transit Center K

POWELL VALLEY

PALMQUIST

HARMONY

SUNNYBROOK COUNTRY CLUB

GRESHAM

HAPPY VALLEY

EV ST

LA KE

VIE KE LA

DURHAM

ATIN TUAL OOD W SHER

KRUSE

AN RM CA

BONITA

r Light Rail

Clackamas Town Center Transit Center

D 72N

TIGARD MCDONALD

N MA IDLE

Gresham Central Transit Center

OTTY

R KE

City Boundary (Various Shading)

LUTHER ALBERTA JOHNSON CREEK

KING

HARRISON

IDE

Tigard Transit Center

FOSTER

OT SC MT

Barbur Blvd Transit Center

ERS RIV

BU EN

TriMet Boundary

MILWAUKIE

17TH

E GR

FIC PACI

SELLWOOD TACOMA TENINO

PORTLAND

RB BA

WO O

DS TO C

HIST COLUORIC M RIVE BIA R

TROUTDALE

RIE

Washington Square Transit Center

Y RR FE

RY CHER PARK

S OR YL TA

SO LE

Transit Centers

DIVISION

TS ER

BE RT H

H MA NO LT

FEATURES AND BOUNDARIES

STARK

B RO

TO CAPI

E AV FL

2 - High

UR N

LSDA LE

VERMONT

GARDEN HOME

GLISAN BURNSIDE

C BL HE O RR SS Y O M

POWELL

MACADAM

AL LE N

HAWTHORNE

1 - Highest

TRO

TERWILLIG ER

ROSS ISLAND

MADISON

HALSEY

Gateway/NE 99th Ave Transit Center

D AN HL

SC H FE OL RR LS Y

BELMONT

HIG

BEAV

GIL HA M

MILWAUKIE

AY DW OA BR ARTHUR

ON TT PA

ERTO N HIL

CL AY

HARBOR

BARNES

Hollywood/NE 42nd Ave Transit Center

Y ND SA

COUCH

257TH

405

ON NY CA

WEIDLER

YD LLO

L EE ST

238TH

N A IT O

LOVEJOY

Sunset Transit Center

TRIMET PEDESTRIAN PLAN PROJECT PRIORITY

LL NE

ETT CORB

SOUTHEAST SERVICE ENHANCEMENT AREA

R CO

W VIE FAIR

HIGH-PRIORITY PROJECTS

37TH

Map 11 High-Scoring Areas of Network, Southeast Service Enhancement Area

INE SKYL

TIONS

TriMet Pedestrian Plan | Project Evaluation

HIGH PRIORITY PROJECTS TRIMET SERVICE AREA

TRIMET PEDESTRIAN PLAN

RIN

VANCOUVER

N LA RT

DENVER

238TH

257TH

TROUTDALE

223RD

242ND

KANE

CIVI C MA N

282ND

HOGAN

ER GN

252ND PALMBLAD

182ND

PLEASANT VIEW

190TH

162ND

145TH

92ND

142ND

IS IG AM

KE BA

BRADLEY

RR Y

232ND

135TH

EL MCKINLEY YN

N GT O

172ND

129

147TH

LINWOOD HO

EC EN GL

W A

LIN

HIG

ES TN CH

EAST

112TH

122ND

82ND 52ND

RIVER SALAMO

181ST

148TH

37TH

24TH

14TH

CESAR E CHAVEZ

E LA

WILD CAT MOU NTA IN

FOLSOM

14TH

BURNSIDE

OA D

WA Y

6TH

R SP

ITO NA

CANBY

MADISON

11TH 12TH

GRAND

7TH

OR HARB

4TH

DOWNTOWN INSET MAP

For the full 11.5” X 17” map, please refer to Appendix G 60

COUPLAND HAY D

E AT GW

MORRISON BELMONT

TH E

EAGL E FERN

FF IN

CREEK

SNU

RC HENRICI

EAGLE

E AV

PETES MOUNTAIN

102ND

33RD

INTERSTATE

MARTIN LUTHER KING JR HOOD

BOON ES FE RRY

49TH

UPP B O ER ON FE R ES RY

65TH

LELAN

CENTRAL POINT

WESTERN

WATSON 125TH

NAIT O

13T

158TH

CE D HIL A R LS

3RD HARB OR

BETH AN Y

MURRAY

N O G RE

GRAHAMS FERRY

5T H HOLLY

BU RG

PO D

72ND

LA W 174TH

ID LA

I K ST U C

28TH

32ND

209T H

170TH

HOLCOM

LU ND

GRON

RIVER

JENNIFER CLACKAMAS

YSIDE

TIC

LADD HILL

BLU FF

USON

L TE

ELWERT

GT O

RIE

E ST

S RT

W ELL VA LL EY 11TH

FE RG

24TH

Gresham Central Transit Center PO

MARTIN LUTHER KING JR

E UT

NSO

MIN

H 97 T

JOH

MAS

ON GT

OREGON CITY

TH U D SO EN

84 HI ST ORIC COLU M BI RIVE A R

152

SU NN

HUBBAR

FORSYTHE LIN

STARK

HIG

E ST

LLA

CLATSOP

MAN

MAT HER

CLACKA

ROOTS

MOLA

W PO

FRONTAGE

RY CH ER PA RK

HAPPY VALLEY

ET TE

LAM S FALL

IN TA HO F

IDLE

KING

WEBSTE

E SS

WARNER PARROTT

ADVANCE

DIVISION

MT T T O SC

WEST LINN

WIL

OZ E

WILSONVILLE

IE TH

GSE

T FIE OA

ELLI

BASA LT CREE K

AF ST

E AV FL

DE ERSI

205

BURNSIDE C BL H E O RR SS Y O M

JOHNSON CREEK

17T H

RIV

GRESHAM

GLISAN

Y HARMON SUNNY BROOK

OAK E GROV

Data provided by TriMet and RLIS Date Saved: 5/27/2020 2:22:24 PM

SE M

SAGERT

ERY

HAWTHORNE

0.5

A H

RO CH IL

NYBERG

F ER COS ON LU MB IA RK ET

DS TO C

HALSEY

COUCH

Miles

IEW

N SA

D OY

NEWBERG

IL L

ER LOW ES N BOO RY FE R

LAKE OSWEGO

T IN LA AV

TH 124

JEF

SUNSET

ON NY

405

TE S TA

WEIDLER

Rose Quarter Transit Center E ST

O Y S W R O ER ER G SH

SHERWOOD

ion

LOVEJOY

VAUGHN

PORTLAND

INT

ght Rail

A TU

O WO

HARRISON

Lake Oswego Transit Center

SOUT H SHORE

TUALATIN ER

COUN TRY CLUB E

TACOMA

RW TE

R CA

DURHAM

Y RR FE RS SELLWOOD

WO O

KR US

BONITA

LEBEAU

MCDONALD

BEND

YL TA

R KE

BU RG

Tigard Transit Center

GREEN

175TH

TIGARD

MACADA

S LL HO Y SC E RR F

H GARDEN MA NO HOME LT MU Barbur Blvd N O S LE Transit Center

Gateway/NE 99th Ave Transit Center

HAWTHORNE

7TH GRAND 12TH

IU EL RN

185TH

A HEL VE TI 1ST

MA R

10TH

BROCKM AN

OL CAPIT

VERMONT

ROSS ISLAN D

BEAV ER TO HILLS DA N LE

Beaverton Transit Center ALLEN

BELMONT MADISON

AN RD

ON PATT

CL AY Y WA

D OA

MILWAUKIE

ES M

B LU LA E KE

SANDY

W VIE

ON NY

Hollywood/NE 42nd Ave Transit Center JO N

FAIR

L LLOYD EE ST COUCH

WASHOUGAL CAMAS

Parkrose/Sumner Transit Center

WEIDLER

405

10 3R

Sunset Transit Center

HA L

BEEF

U RS

KEMMER

LOVEJOY

CORNELL

BEAVERTON

HART

RIGERT

AY W D

K IN

COLU M BI A

KILLINGSWORTH

VAUGHN

JEN

h Line

A W

WA LN

MERLO

BANY

LF TONGUE

AN SALTZM

17 3R

WA L

BASELINE

Willow Creek/SW 185th Ave Transit Center

KWOO

ES S

M PS

TH O

L HE

MAIN

BROO

CY PR

FERN HILL

Hillsboro Central/SE 3rd Ave Transit Center

BLOOMING FERN HILL

GREE

25T H

HILLSBORO

PACIFIC

19TH

T 20

City Boundary (Various Shading)

EVER

N CO

GALE S CREE K

GLE

CORNELIUS SCHEFFL IN

TI N

OORT

Transit Centers TriMet Boundary

VILLE

N Lombard Transit Center

IN E

VERB

SPRING

L SKY

FEATURES AND BOUNDARIES

WE UN S T ION

AIR

PORTLAND

LOM BARD

KAISER

2 - High

RIC

ST NS H

GERMANTOWN

1 - Highest

AN IV

PROJECT PRIORITY

IE UV SA LAN IS

ONS

Map 12 HighIDENTIFIED PriorityPROJECT Pedestrian Projects PROJECTS GAPS

IED

TriMet Pedestrian Plan | Project Evaluation

IFIED

Map 13 HighIDENTIFIED PriorityPROJECT Pedestrian PROJECTS GAPS Projects, North + Central Enhancement Area HIGH PRIORITY PROJECTS NORTH-CENTRAL SERVICE ENHANCEMENT AREA

TIONS

VANCOUVER

TRIMET PEDESTRIAN PLAN PROJECT PRIORITY 1 - Highest 2 - High

RIN

IE UV D SA LAN IS

FEATURES AND BOUNDARIES Transit Centers

D N LA RT PO

BU RG

City Boundary (Various Shading)

TriMet Boundary

AN IV IA

DENVER

RIC

S PA S S IU RN

IL PH

ING RK

H JO

WN TO

LUT

RT IN

185TH

N Lombard Transit Center

LOMBARD

KA IS

COLU M BI

SPRI NGVILLE

205

YL SK

PORTLAND

IN E

KILLINGSWORT H

Parkrose/Sumner Transit Center

HIL L

SD A

CAPI

For the full 11.5” X 17” map, please refer to Appendix G 61

TOL

33RD

82ND

37TH

24TH

HALSEY

GLISAN

RN STARK

112TH

C BL H E O RR SS Y O M

122ND

14TH

7TH

WASHINGTON

DIVISION

POWELL

52ND

ER LIG IL TE RW

RT ON

HAWTHORNE

CESAR E CHAVEZ

RR FE LS SC HO L

AV E

DA M

WESTERN

LS H IL CE D AR

WATSO N

ROSS ISLAN D

BURNSIDE

BELMONT

MADISON

MILWAUKIE

ARTHU R

MURRAY

MACA

ALLEN

WA Y

12TH

BRO AD

ON TT PA

BARB

Data provided by TriMet and RLIS Date Saved: 5/27/2020 2:22:24 PM

MORRISON

ET C L

ET T

Miles

Beaverton Transit Center

HARB OR

BARNES

CORB Y LL

170TH

BEAVERTON

Sunset Transit Center

COUCH

11TH

W A

Gateway/NE 99th Ave Transit Center

LLOYD

F ER

13T

HALL

KIN

OLESON

0.5

JEF

Rose Quarter Transit Center

Hollywood/NE 42nd Ave Transit Center

103RD

ON NY

L EE

NAITO

MERLO

405 LOVEJOY

BASELINE

WEIDLER

GRAND

FO S

TE R

158TH

SAN

148T

AY W D

17 3R

AN SALTZM

HILLSBORO Willow Creek/SW 185th Ave Transit Center

ST U C

A W

nstion

MULTNOMAH

FR VAUGHN

HOOD

LA W ID

174TH

WES T UNION

NICOLAI

Light Rail

TE INTERSTA

PS ON

L HE

TH OM

GREE

BETHANY

GOING

EVER

102ND

outh Line

HIGH PRIORITY PROJECTS

VANCOUVER

IE UV D SA LAN IS

WESTSIDE SERVICE ENHANCEMENT AREA

BANKS MARIN

AN IV E

SP AS

1 - Highest

IL PH ST NS H

EL RN

2 - High

LA W ID LA

174TH

DE CA

H DA

BROADW AY

K IN

ON PATT

Beaverton Transit Center

HILLSBORO 185TH

BE AV HIL ERT LS D O N AL E

WESTERN

ALLEN 170TH

W A Y N

N LT

F ER

TUALATIN SH ER

ER LOW ES N BOO RY FE R RT

E AK

V IE

P UP

LAKE OSWEGO

D NYBERG WOO

CHILDS

AT IN

DURHAM

TU AL

FE ES

BONITA

UPP B O ER ON FE R ES RY

KING CITY

COUN TRY CLUB KRUSE

72ND

ROY ROGERS

SOUT H SHORE

ELWERT

LO TAY

49TH

MCDONALD

Barbur Blvd Transit Center

EEN

Tigard Transit Center

T 65

For the full 11.5” X 17” map, please refer to Appendix G

LEBEAU

TIGARD

HAL L

Data provided by TriMet and RLIS Date Saved: 5/27/2020 2:22:24 PM

TH 124

Miles

KE R

135TH

WA LN

GAARDE

D BEEF BEN

MURRAY

175 TH

125TH

Washington Square Transit Center

SC HO FE L LS RR Y

R G

KEMMER

IN RM FA

BROCKMAN

ht Rail

N GT O

92 ND

GARDEN HOME

HA RT

HART

RIGERT

TOL

20 9T

BANY

CAPI

VERMONT

BEAVERTON

WAT SON

RIV

ON NY

BARNES

MERLO

GOLF COURSE TO NG

N SI BURN

Sunset Transit Center

JEN

BLOOMING FERN HILL

0.5

LOVEJOY

CORNELL

STA F

32ND

158TH

28TH

1ST

ST U C

BET HAN

WO OK

ES S

W AL

BASELINE

BRO

FERN HILL

CY PR

10TH

GLENCOE

MART IN

NICOLAI VAUGHN

AN SALTZM

Willow Creek/SW 185th Ave Transit Center

MAIN

CORNELIUS

Line

L HE

Hillsboro Central/SE 3rd Ave Transit Center

TH O

17 3R

T 20

PACIFIC 19TH

CORNELIUS SCHEFFLIN

S CREE

GALE

25TH

FOREST GROVE

PORTLAND

City Boundary (Various Shading)

KAISER

SPRINGVI LLE

TriMet Boundary OO VERB

BIA

LOMBARD

SKYL INE

Transit Centers

IA PH

GERMANTO WN

HELV ETIA

FEATURES AND BOUNDARIES

E AD

LU M

BU RG

NORTH PLAINS

PROJECT PRIORITY

TRIMET PEDESTRIAN PLAN

ONS

Map 14 HighIDENTIFIED PriorityPROJECT Pedestrian PROJECTS GAPS Projects, Westside Service Enhancement Area

AIRPORT

102ND

112TH

CESAR E CHAVEZ H

147TH

181ST

152ND

LIN N

H EN D

HO L

MAPL

ELAN

IN TA

SOUT

WARNER MILNE

PETES MOUNTAIN

OREGON CITY BE E AV RC RE

HENRICI

LELAN

CENTRAL POINT

172ND

142ND

MCKINLEY

BRADLEY

N GT O IN SH

REDLAND

5T H

WARNER PARROTT

W A

SIN G HIL ER L

T U ES TN CH

HOLCOM

ABERNETHY

LU ND

PLEASANT VIEW

182ND

162ND 145TH

92ND

12 9

LINWOOD

EL YN

135TH R

FORSYTHE

N TO ING

HIG

10TH

S RI VE

SP R

190TH

52ND 23 R

RD O FF ST A

65TH

ER AN

KAMA

GRON

GRAHAMS FERRY

82ND

33RD

37TH

24TH

12TH 11TH

HARB OR HOOD

IL LI GE TE RW UR

Y RR FE ES ON BO

N O G RE O

L H IL A N LA DD

KM O O BR

G E C LE N HO

UPP B O ER ON FE R ES RY

RUPERT

RG EEN

125TH

49TH

N EE G

ELWERT

JENNIFER

USON

FF FM

MAS

FE RG

ZE TO O

A H

For the full 11.5” X 17” map, please refer to Appendix G

Data provided by TriMet and RLIS Date Saved: 5/27/2020 2:22:24 PM

E UT

SALA

TH 124

CANBY

Miles

T OT

MIN

97 TH

DUNDEE

0.5

HO F

HUBBAR

CLACKA

HAPPY VALLEY

MAT HER

WILSONVILLE

PRAI RIE SCHOONER

ADVANCE

NEWBERG

CLAC

ET TE LAM S FALL

AN D

WIL

W LA

GSE

N VE

WEST LINN

Oregon City Transit Center

ELLI

IN NN

205

BASA LT CREE K

E ST

R STE

SE M

ROOTS

BORL

NSO

WEB

JOH

THIESSEN

O NC

RO CH IL

enstion

OAK E GROV

TF A O

OD WO AVERY

LAKE OSWEGO

SAGERT

SUNNYSIDE

Lake Oswego Transit Center

CLATSOP

SUNNYBROOK

RS SUNSET

or Light Rail

ER LOW ES N BOO RY FE R

HARMONY

COUN TRY CLUB

SHERWOOD

V IE

NYBERG

RO ER N SH LATI TU A

IDL

Clackamas Town Center Transit Center

P UP

FOSTE

KING

HARRISON

TUALATIN

OTTY

SOUT H SHORE

Y RO

South Line

DURHAM

ID BR

LEBEAU

DIVISION

PORTLAND

R CA

DS TO C

LUTHER ALBERTA JOHNSON CREEK

MILWAUKIE

SIDE

KRUSE

MCDONALD

BONITA

KING CITY

SELLWOOD TACOMA TENINO

FIC

72 N

Transit Center

BEND

RIV ER

PACI

TIGARD Tigard

BEEF

Barbur Blvd Transit Center

GAARDE

GLISAN

STARK

C BL H E O RR SS Y O M

WO O

R KE R

GRESHAM

POWELL

17 TH

MURRAY

L TAY

W A

7TH

RY S FE R SC H OLL

WESTERN

WATSON 170TH

W A Y

N GT O IN M

FA R

Gateway/NE 99th Ave Transit Center

AV FL

Washington Square Transit Center

84 HALSEY

TOL

L HA

BEAVERTON

175 TH

City Boundary (Various Shading)

BROCKMAN

HAWTHORNE

M DA

KEMMER

ROSS ISLAN D

TriMet Boundary

O TN UL

MADISON

Transit Centers

GARDEN HOME

HART

RIGERT

CAPI

VERMONT

HIGH LAND

185TH

20 9T

FEATURES AND BOUNDARIES

BE AV HIL ERT LS D O N AL E

122ND

ALLEN

BANY

MILWAUKIE

2 - High

Y WA

Y LL

Beaverton Transit Center

BURNSIDE

BELMONT

3RD

D OA

COUCH

13T

LS H R DA

ON TT PA

BARB

158TH

BARNES

HILLSBORO

1 - Highest

ER S

LLOY

K IN

MARTIN LUTHER KING JR

Y ST U C

CORNELIUS PASS

28TH 32ND

ON NY JEFF

E ST

N SA

Hollywood/NE 42nd Ave Transit Center

148 TH

405 CA

WEIDLER

10 3R

IT O

OKW

W A

LOVEJOY

Sunset Transit Center

JEN

TONGUE

GRA

SKYLINE

CORNELL

BASELINE

MERLO

PROJECT PRIORITY

AN SALTZM

17 3R

BRO

BET HAN

25TH

E CY

TRIMET PEDESTRIAN PLAN

S RE

TE RS TA

Hillsboro Central/SE 3rd Ave Transit Center

Willow Creek/SW 185th Ave Transit Center

VAUGHN

INTE

MAIN

ST NS E EL H

SOUTHWEST SERVICE ENHANCEMENT AREA

174TH

HIGH PRIORITY PROJECTS

TIONS

Map 15 HighIDENTIFIED PriorityPROJECT Pedestrian PROJECTS GAPS Projects, Southwest Service Enhancement Area

1ST

IFIED

TriMet Pedestrian Plan | Project Evaluation

W AT E

Map 16 HighIDENTIFIED PriorityPROJECT Pedestrian PROJECTS GAPS Projects, Eastside Service Enhancement Area HIGH PRIORITY PROJECTS EASTSIDE SERVICE ENHANCEMENT AREA

ONS

VANCOUVER

TRIMET PEDESTRIAN PLAN A

CAMAS

WASHOUGAL

PROJECT PRIORITY 1 - Highest 2 - High

FEATURES AND BOUNDARIES Transit Centers

PORT

LAN

COLU M BIA

KILLINGSWORTH

TriMet Boundary

Parkrose/Sumner Transit Center

City Boundary (Various Shading)

PORTLAND

TROUTDALE

CHERRY PARK

257TH

102ND

23 8T

WOOD VILLAGE

BURNSIDE 103RD

WASHINGTON

C BL H E O RR SS Y O M

HISTO RIC

182ND

82ND

205

GRESHAM STARK

Gresham Central Transit Center

RIVER

112TH

EAST

POWELL

MBIA

KA NE

MA N

DIVISION

COLU

TROUTDALE

HOGAN

223RD

MAIN

Line

CIVIC

242ND

GLISAN

122ND

VIE

HALSEY

IR FA

Gateway/NE 99th Ave Transit Center G

181ST

WEID LER

A D

NORTH FRONTAGE FRONTAGE

MARINE

FAIRVIEW

148TH

SAN

ht Rail

POWELL

HIG

ROBE

VALLE

11TH

RTS

PALMQUIST

190TH

162ND

172ND

BLUF

145TH

72ND

92ND

LINWOOD

CLATSOP

OT TY

T SC TT O

KING

Miles

HAPPY VALLEY

MILWAUKIE

IDLEMAN

12 9

Data provided by TriMet and RLIS Date Saved: 5/27/2020 2:22:24 PM

LUTHER

N JOH NSO CREEK

RIE

0.5

L TE

AV FL

ALBERTA

282ND

PALMBLAD

FOSTER

252ND

96TH

52ND

DS TO C

PLEASANT VIEW

WO O

For the full 11.5” X 17” map, please refer to Appendix G 64

181ST

242ND

223RD 9T H 12

282ND

252ND PALMBLAD

PLEASANT VIEW

GN RE

162ND

145TH

147TH

92ND

LINWOOD

142ND

172ND

152ND

MCKINLEY EV EL YN

SUNNYSIDE

MAS

135TH

JENNIFER

MAS RIV

LU ND

SANDY

IS IG

GRON FORSYTHE

ON GT

W A

HOLCOMB

HOLL Y

ES TN U T H SIN G HIL ER L HIG

END TH SOU

WIL DCA T MOU NTA IN

OREGON CITY

FOLSOM CU

BE AV

EE K

AN D

CENTRAL POINT

LE L

WAD E

IN E AT GW

HAY DEN

Miles

Data provided by TriMet and RLIS Date Saved: 5/27/2020 2:22:24 PM

For the full 11.5” X 17” map, please refer to Appendix G 65

6TH

COUP LAND

R SP

CANBY

EF ER

SNU

0.5

EA GL IN

HENRICI

enstion

PETES MOUNTAIN

LIN N

10TH

ST AF

IN TA

WARNER MILNE

USON

LLA

WARNER PARROTT

LE EAG EK CR E

HO F

5T H

RE Oregon DL A City Transit Center N D

MOLA

ET TE LAM S FALL

ABERNETHY

BRADLEY

G TO

E KL K TIC EE CR

LIN

HO EC GL

CLACKA

GLADSTONE

BA FE KER RR S Y

23 R

RUPERT

190TH

82ND

52ND D

RY F ER ES

ON BO

KANE

CIV IC

EAST MA

112TH

MAIN

102ND

182ND

CESAR E CHAVEZ

HOOD

148T

37TH

24TH

MARTIN LUTHER KING JR

7TH

11TH 12TH

GRAND

HARB OR

13T

ER TERW ILLIG

SC H FE OL R R LS Y

49TH

BLU FF

FE RG

65TH

L TE

A UT D

HALL

TRO

RIE

SALA

A H

WIL

ADVANCE

or Light Rail

HUBBAR

CLACKA

257TH

AN D

South Line

GSE

PALMQUIST

GRESHAM

2N 23

WEST LINN

ST ER

SE M

HISTORIC COLUMBIA RIVER

POW ELL VALLEY

Gresham Central Transit Center R

ROOTS

N EN

TROUTDALE

HOGAN

205

ELLI

238TH

BORL

T OT

E SS

SAGERT

HAPPY VALLEY

97 TH

NSO

MAT HER

E UT

RD A

MIN

ER WEBST

JOH

NYBERG

TUALATIN

N VE

V IE

OAK E GROV

RY CH ER PA RK

CLATSOP

SUNNYBROOK

TF A O

OTTY KING

HARRISON

SOUT H SHORE

AT IN TU AL OOD W SH ER

MILWAUKIE

Lake Oswego Transit Center

LAKE OSWEGO

ER LOW ES N BOO RY FE R

PORTLAND

Clackamas Town Center Transit Center

LUTHER JOHNSON CREEK

TENINO

KE RR

TACOMA

DS TO C

HARMONY

BONITA

SELLWOOD

ALBERTA

Barbur Blvd Transit Center

DURH AM

DIVISION

POWELL

S OR YL Y TA E RR F

KRUSE

MCDONALD

COUN TRY CLUB

72 N

TIGARD

STARK

FIC

Tigard Transit Center

City Boundary (Various Shading)

C BL H E O RR SS Y O M

E ST

TriMet Boundary

DE ERSI

URG

PACI

RIV

GREENB

Transit Centers

WO O

17T H

Washington Square Transit Center

HAWTHORNE

BURNSIDE

TOL

R BA

ROSS ISLAN D

MADISON

FAIRVIEW

HIG

GLISAN HA M TH O RB

122ND

IS O

Gateway/NE HALSEY 99th Ave Transit Center

COUCH

Hollywood/NE 42nd Ave Transit Center

AV FL

2 - High

ARTHU R

MACADA M

CAPI

N LT

SO CL N AY

AY OADW

N SA

MILWAUKIE

BE A HIL V ERT LS DA ON LE

VERMONT

WEIDLER

YD LLO

EE ST

405 F ER

IT O

ET T

ON NY JEF

GARDEN HOME

FEATURES AND BOUNDARIES

ON TT PA

1 - Highest

BARN

PROJECT PRIORITY

VIE

Sunset Transit Center

TRIMET PEDESTRIAN PLAN

LOVEJOY

CORB

SOUTHEAST SERVICE ENHANCEMENT AREA

CORNEL

SK YL

FAIR

HIGH PRIORITY PROJECTS

A W

TIONS

Map 17 HighIDENTIFIED PriorityPROJECT Pedestrian PROJECTS GAPS Projects, Southeast Service Enhancement Area

UPP B O ER ON FE R ES RY

IFIED

TriMet Pedestrian Plan | Project Evaluation

FFIN

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TriMet Pedestrian Plan | Project Evaluation

Ch. 5

Moving Forward

Strategic Framework But what does it take to actually realize safer and more comfortable walks to transit throughout TriMet’s service area?

The TriMet Pedestrian Plan maps linear gaps in pedestrian access to transit across TriMet’s entire service area. Those sidewalk and trail gaps are then prioritized for implementation based on a transit-specific lens. This process offers a tool for measuring how completion of each gap in pedestrian access to transit would advance the guiding principles of Safety (reducing risk of traffic injury or death), Equity (improving access for those who need it most), and Demand (serving the most current and future transit users). This data-intensive analysis, described in Chapters 3 and 4, resulted in a robust list of pedestrian projects across the region.

This chapter provides a suite of strategies to support implementation. It includes guidance for implementing the Plan’s list of prioritized projects and other physical improvements, as well as programmatic and policy actions that support infrastructure investments. Input gained through community engagement, two agency partner working group sessions, and the Plan’s Stakeholder Forum guided the formation of the strategies. The strategies align with the regional policy context for walking and rolling to transit and to the roles that TriMet and local partners can play. The goal of this chapter is to provide unified guidance that better enables TriMet and agency partners to work together to improve the safety and comfort of people walking and rolling to access transit.

TriMet Pedestrian Plan | Policy Nexus

Policy Nexus • Goals 9 and 10 highlight the need for funding, partnerships, and regional collaboration to serve the needs of transit riders, including first and last mile access to transit

As TriMet and agency partners work collaboratively and independently to advance pedestrian access to transit, they are also adhering to common policy goals and transportation planning objectives. At the state level, ODOT’s Oregon Public Transportation Plan establishes multiple goals that have a direct policy nexus with the recommendations of TriMet’s Pedestrian Plan:

Metro’s Regional Transportation Functional Plan (RTFP) codifies the ways in which counties and local jurisdictions plan for all modes of transportation, including transit, walking and rolling. The RTFP requires that each jurisdiction’s Transportation System Plan (TSP) include a transit plan and a pedestrian plan, with a map that shows “pedestrian routes…between essential destinations and transit stops” and “an evaluation of needs for pedestrian access to transit and essential destinations for all mobility levels, including direct, comfortable and safe pedestrian routes” among other requirements (discussed further in Chapter 1 and the Appendix). The TriMet Pedestrian Plan serves as a resource and foundational planning document for the jurisdictions within the service area that are required to have a TSP.

• Goal 1 addresses the importance of enabling transit users of all abilities to access transit safely; • Goal 2 calls upon removing barriers to accessing transit in a variety of built environments, and improving connections between modes; • Goal 4 speaks to addressing the needs of and better engaging with transportationdisadvantaged populations who rely on transit; • Goal 6 recognizes the need to provide a sense of safety and security for transit riders on the entirety of their trip, including those accessing it by foot or using a mobility device for the first and last mile; and

Metro’s Regional Active Transportation Plan (RATP) provides guidance to complement the obligations of the RTFP. TriMet’s Pedestrian Plan advances many of the RATP’s recommended policies and implementing actions, including making the completion of walking and bicycling networks and access to transit a top transportation priority. Moving forward with TriMet Pedestrian Plan priority projects will also contribute to the RATP’s targets for measuring progress in active transportation, including: Source: TriMet

Active Transportation Target: By 2040, triple the walking, biking and transit mode shares for all trips compared to 2015 modeled mode shares within the urban growth boundary compared to 2015 modeled mode shares.

System Completeness (Access to Travel Options) Target: By 2040, complete 100 percent of the regional network of sidewalks, bikeways and trails. Access to Jobs, Community Places, and Transit: There is no target for these measures. The desired direction is to increased the number of low and middle-wage jobs and community places accessible to the average household in equity focus areas compared to the average household in non-equity focus areas, as well as to increase the number

Safety Target: By 2035, elimiate transportation related fatalities and serious injuries for all users of the region’s transportation system, with a 50 percent reduction by 2025 and a 16 percent reduction by 2020 (as compared to the 2015 five-year rolling average.

and share of households and employment near high capacity or frequent transit service by 2040.

TriMet Pedestrian Plan | Roles in Implementation

Roles in Implementation spectrum of project implications from tactical to strategic. Tactical projects are largely localized and improvements to pedestrian access to transit are considered opportunistically, as the opportunity arises. This could include incorporating pedestrian improvements into a larger multimodal roadway project that is being implemented or in conjunction with a new development. Strategic projects are more systemic in nature and allow pedestrian access to transit to be addressed as part of an established local or regional process. Where TriMet has less influence, partner agencies have more. This speaks to the importance of articulating roles in implementation, as well as the necessity of partners collaborating to achieve common goals across all project types. The diagram below provides a framework for identifying appropriate agency roles in the strategies and actions of this Plan.

As the Portland regionâ&#x20AC;&#x2122;s primary transit service provider, TriMetâ&#x20AC;&#x2122;s influence over the physical environment generally begins and ends at a transit stop or station. How a transit rider accesses that stop or station, regardless of their mode, is largely the domain of the roadway authority - a city, county, or the Oregon Department of Transportation. While TriMet does not have control over the street networks, public right-of-way, or adjacent land uses that a pedestrian will encounter, the agency has many ways of collaborating with partners to advance common goals. Figure 11 below illustrates the varying levels of influence that TriMet has in effecting pedestrian access to transit. The vertical axis reflects TriMetâ&#x20AC;&#x2122;s level of influence over project outcomes, from advisory at the bottom to lead decision-making at the top. The horizontal axis refers to the

Figure 11 Illustrating the variations in TriMet agency involvement in projects that influence pedestrian access to transit

Control

Development review for TriMet-owned property, such as with transit-oriented development

Major transit corridor infrastructure planning, design, and construction, such as Southwest Corridor

Improvements at a MAX Station

Tactical (“if...”)

Strategic (“when...”)

Corridor studies, such as Columbia Lombard Corridor Plan, City of Portland

Local Transportation System Plans and modal plans

Local street construction or reconstruction projects

ODOT facility plans

Influence 72

Transit service planning / pedestrian infrastructure partnership Metro’s regional plans, such as the Regional Transportation Plan ODOT STIP, capital improvement program

TriMet Pedestrian Plan | Recommended Strategies

Recommended Strategies Moving forward, TriMet and agency partners, including counties and local jurisdictions, should focus on the following four strategies to expand work already underway, increase resources, and improve outcomes: • Plan for greater investment in the needs of people walking and rolling to transit • Make more walking and rolling trips to transit possible • Make walking and rolling trips to transit safer and more comfortable • Better coordinate and communicate on pedestrian improvements These recommendations are described below, with a series of actions that advance each strategy. For all 15 actions, the regional and state policies that most closely tied to the action are noted, along with anticipated agency roles in implementing the action.

Source: TriMet

STR ATEGY

Plan for greater investment in the needs of people walking and rolling to transit

ACTION COUNTIES + MUNICIPALITIES

METRO

TRIMET

ODOT

Incorporate the TriMet Pedestrian Plan priorities into Transportation System Plans and modal plans

•

Align infrastructure funding with priorities for pedestrian access to transit

•

Collaborate for regional investments in pedestrian access to transit

•

Track and evaluate improvements to pedestrian access to transit

•

Close sidewalk and trail gaps within transit walksheds

•

Prioritize adding marked and enhanced crossings within transit walksheds

•

Develop local guidance to implement policies regarding the co-location of crossings with transit stops and stations

•

Create universally accessible routes to transit

•

Apply current best practices in pedestrian design, designing for safety of all ages and abilities

•

Include pedestrian-scale lighting within transit walksheds

•

Design for personal safety and security for people walking and rolling to transit

•

Improve the legibility of navigating on foot or by mobility device to and from transit stops

•

Share technical resources for implementing this Plan

Engage each other as stakeholders in project delivery

Generate community awareness of the Plan

• • •

Make more walking and rolling trips to transit possible

Make walking and rolling trips to transit safer and more comfortable

Better coordinate and communicate on pedestrian improvements

AGENCY ROLES

•

• • •

• •

TriMet Pedestrian Plan | Plan for Greater Investment in the Needs of People Walking and Rolling to Transit

Strategy 1

Plan for Greater Investment in the Needs of People Walking and Rolling to Transit The ability to walk to transit is a fundamental feature of a well-functioning regional and local transportation system. The needs of people walking and rolling to transit will only be met through intentional planning, and through funding that moves those plans forward.

ACTIONS

POLICY NEXUS

C. Collaborate for regional investments in pedestrian access to transit

A. Incorporate the TriMet Pedestrian Plan priorities into Transportation System Plans and modal plans B. Align infrastructure funding with priorities for pedestrian access to transit

• Metro’s Regional Transportation Functional Plan Transportation System Plan Policies 03.08.120 and 03.08.130

D. Track and evaluate improvements to pedestrian access to transit

• Metro Regional Active Transportation Plan Targets for Active Transportation, Basic Infrastructure, Safety, and Access to Daily Needs

RESOURCES

• Oregon Public Transportation Plan Goal 9: Funding and Strategic Investment and Goal 10: Communication, Collaboration, and Coordination

• Metro Regional Transportation Plan

• Federal Transit Administration Manual on Pedestrian and Bicycle Connections to Transit

“ Adopting clear plans and policies to support active transportation connections to transit is a driver of organizational culture change and gives employees working on these topics the authority to advance them.” Federal Transit Administration Manual on Pedestrian and Bicycle Connections to Transit (August 2017), p 5

Strategy 1, Action A Incorporate the TriMet Pedestrian Plan priorities into Transportation System Plans and modal plans LED BY Counties and municipalities; Metro DESCRIPTION The TriMet Pedestrian Plan provides a list of projects that close gaps in pedestrian access to transit. Each project’s priority score is relative to other projects within that municipality; projects outside municipal boundaries are scored relative to other projects within the unincorporated County. Counties and local municipalities should incorporate the project list into their Transportation System Plan (TSP) during the next update and use the results of this Plan’s analyses to provide data-driven basis for the project’s value. The quantitative measures of value include: • the project’s contribution to Safety, Equity, and Demand related to accessing transit (the prioritization score), • route directness to destinations from transit stops and stations, and • expansions of transit walksheds (as a result of new connections). For Pedestrian Modal Plans, this effort does not offer a comprehensive set of pedestrian needs or recommended projects, but offers an important dataset of access-to-transit projects to incorporate into a larger pedestrian network analysis. Similarly, local Transit Modal Plans can draw upon the recommendations of this Plan when considering access needs and priorities. 76

TriMet Pedestrian Plan | Plan for Greater Investment in the Needs of People Walking and Rolling to Transit

Strategy 1, Action B

“ TriMet typically does not directly provide pedestrian improvements. They do, however, frequently work with the City of Portland to apply for and use grant and other funding for pedestrian access to transit projects.”

Align infrastructure funding with priorities for pedestrian access to transit LED BY Counties and municipalities; ODOT; Metro DESCRIPTION

PedPDX, pg. 318

Aligning available funding with TriMet Pedestrian Plan priority projects (Tier 1 and Tier 2 projects) enables agencies to be proactive and strategic when investing in walking access to transit. Transportation System Plans (TSPs) and Capital Improvement Plans (CIPs) are good places to do this. TSPs (Strategy 1/Action A) are required to include a funding program that uses existing and anticipated revenue sources and project cost estimates to determine what projects can be implemented within fiscal constraints. The TSP project list provides a basis for local capital improvement plans or programs. Across the jurisdictions and partner agencies in TriMet’s service area, a variety of other types of funding programs exist. This could be Safe Routes to School, a voter-approved transportation bond (e.g.,

identify existing funding programs that overlap with the goals of improved pedestrian access to transit. The projects identified in this Plan should also be incorporated into Metro’s Regional Transportation Plan (RTP), which is absorbed into ODOT’s Statewide Transportation Improvement Program (STIP). These documents provide the critical path between project identification and project investment. As part of project implementation, partners may need to evaluate partial property acquisitions or ROW dedications, and strategies for associated funding. To the extent

Tualatin’s Moving Forward), or a program for small-scale project implementation (e.g., Portland’s Pedestrian Network Completion Program). Counties and municipalities should

possible, the design of improvements should be sensitive to impacts on adjacent property, and must include all relevant stakeholders in the development of recommendations. 77

Strategy 1, Action C

“ Collaboration is key. If the goal is to improve safety and maximize the use of walking and bicycling to transit, no single agency or organization can accomplish this on its own.”

Collaborate for regional investments in pedestrian access to transit LED BY TriMet and Metro, with active involvement from counties, municipalities, and ODOT

Federal Transit Administration Manual on Pedestrian and Bicycle Connections to Transit (August 2017), p 5

DESCRIPTION Metro has established regional goals and performance targets that will benefit from a multijurisdictional effort to improve pedestrian access to transit. Through this Plan’s analysis, TriMet has identified transit-specific priorities for pedestrians across multiple jurisdictions. To gain systemwide benefits, TriMet needs all municipalities and counties to make progress in implementation.

TriMet’s 2011 Pedestrian Network Analysis provides a case study. While implementation at the local level varied significantly across the region, collaboration after the study guided regional investments in pedestrian networks and access to transit, including leveraging grant money and partnerships with local, regional, and state jurisdictions. The analysis served as a basis to apply for and secure grant funding for capital infrastructure improvements including new sidewalks, enhanced crossings, rapid flash beacons, medians, signalized intersections, and bus stop improvements. For example, three corridor projects were awarded in the ODOT STIP 2015-2018 Enhance Funds cycle for these improvements, totaling just over $8 million in new capital project infrastructure for OR-8/TV Highway; Barbur/ OR-99W, and Powell-Division corridors.

Collaboration on regional pedestrian investments need not be ongoing or exhaustive but can occur on an ad-hoc basis. Metro and TriMet could act as co-conveners and initiate focused periods of collaboration to pursue external grants or contribute to planning and capital improvement program development. Contributions to grant-writing and planning efforts can include data sharing, data analysis, and additional funding or resources.

TriMet Pedestrian Plan | Plan for Greater Investment in the Needs of People Walking and Rolling to Transit

planning, such as Metro’s Regional Flexible Funds Allocation (RFFA) that is developed every three years or Metro’s Regional Transportation Plan Update every five years.

Strategy 1, Action D Track and evaluate improvements to pedestrian access to transit

Beyond tracking implementation progress, evaluation of that activity can occur on the same schedule as data updates. Evaluation may take the form of any of the following approaches, depending on what measurements are needed to align with regional performance targets and TriMet agency goals:

LED BY TriMet, with active involvement from Metro, counties and municipalities DESCRIPTION TriMet should facilitate the gathering of updates to the GIS database of proposed and completed projects that occur within existing and future transit walksheds. Counties and municipalities will need to be active participants, providing project and network data when requested by TriMet. Metro already serves as a collector and manager of multiple regional datasets (such as for the RTP and RATP maps). Data gathered to track progress specific to this Plan can be shared with Metro for consistency in regional planning, and for inclusion in evaluations of regional targets and transportation performance measures.

• quantifying progress (e.g. miles of sidewalk built, dollars invested, and similar), • a new analysis of outcomes (e.g. estimated number of new users, estimated economic benefit, and similar), or • tallying up the estimated benefits already calculated in the TriMet Pedestrian Plan prioritization analysis (e.g. % increase in transit walkshed). In its periodic surveys of transit riders, TriMet often asks about the mode by which riders access transit. TriMet should continue to regularly ask riders both about how they access transit and what barriers they encounter in their walk or roll to transit. These data can be used to analyze whether there is a relationship between the location of pedestrian improvements and changes in modes used to access transit in those locations.

Given the changing nature of project data across such a large area, this update should occur at established regular intervals consistent with staff’s ability to manage data requests and updates (such as every 2-3 years). This interval could be aligned with existing schedules for regional 79

Strategy 2

Make More Walking and Rolling Trips to Transit Possible A single gap in the pedestrian network can prevent a person from walking to transit. This is also true for barriers that create de facto gaps, such as wide roads, high speeds, and heavy traffic. A 2015 study 9 found that the factors most affecting people’s choice to walk and take transit were the amount of time it takes to walk to transit, perceptions of crime safety, and sidewalk availability. Completing and connecting the pedestrian network is fundamental to making walking trips to transit possible.

C. Develop local guidance to implement policies regarding the co-location of crossings with transit stops and stations

POLICY NEXUS

• ODOT’s Blueprint for Urban Design

• Regional Transportation Functional Plan

• ODOT Highway Design Manual Appendix L Bicycle and Pedestrian Design Guide

D. Create universally accessible routes to transit RESOURCES • NACTO Urban Street Design Guide • NACTO Transit Street Design Guide • U.S Access Board Public Right of Way Accessibility Guidelines (PROWAG)

• Oregon Public Transportation Plan Goal 1: Mobility, Goal 2: Accessibility and Connectivity and Goal 4: Equity

• Metro’s Designing Livable Streets and Trails Guide • TriMet’s Bus Stop Guidelines

ACTIONS

• TriMet’s Design Criteria (esp. Chapter 23, Bus Stops)

A. Close sidewalk and trail gaps within transit walksheds B. Prioritize adding marked and enhanced crossings within transit walksheds 80

TriMet Pedestrian Plan | Make More Walking and Rolling Trips to Transit Possible

Strategy 2, Action A Close sidewalk and trail gaps within transit walksheds

completion. For example, adding a new sidewalk connection may allow a person to walk a continuous path (without any gaps) to five more restaurants and office buildings that were previously inaccessible from a transit stop because there was no safe way to get there.

LED BY Counties and municipalities; ODOT; TriMet; Metro DESCRIPTION Owners of the roadway network, as the chief implementers of new pedestrian infrastructure, have the greatest role in completing network connections. Counties, local municipalities, and ODOT should close sidewalk and trail gaps that currently impede walking trips to transit. Closing a gap provides an immediate return on investment by leveraging the existing pedestrian network. In this Plan, the value of closing a gap is measured by the increase in the distance a person can walk to or from a transit stop or station once the barrier of an incomplete network is removed. This includes any expansion of the transit walkshed (how far a person can go) and any additional destinations that become reachable within the transit walkshed following project

Investing in new sidewalks and trails is primarily accomplished through Capital Improvement Programs, including ODOTâ&#x20AC;&#x2122;s Statewide Transportation Improvement Program (STIP) and Metroâ&#x20AC;&#x2122;s Metropolitan Transportation Improvement Program (MTIP), which is included in the STIP. TriMet should ensure that the capital projects it leads (e.g. new construction of transit facilities or development of TriMet property) prioritize sidewalk and trail connections to the site.

Strategy 2, Action B

“ As traffic speeds and volumes increase, so too does

Prioritize adding marked and enhanced crossings within transit walksheds

the level of protection desired by pedestrians. Where vehicle speeds and volumes are high and pedestrian access is expected at regular intervals, signalized crossings preserve a safe walking environment. Where anticipated pedestrian traffic is low or intermittent, or where vehicle volumes are lower and pedestrian crossings shorter, designers may consider the use of unsignalized crossing treatments such as medians, hybrid or rapid flash beacons, or raised crossings.”

LED BY Counties and local municipalities; ODOT; TriMet DESCRIPTION In Oregon, every intersection is a legal “crosswalk” (ORS 801.220), unless prohibited with “crosswalk closed” signage. A person walking is legally permitted to cross any street at any intersection whether the crossing is marked or not; motorists are required to yield. Providing marked and enhanced crossings that are appropriate for the roadway characteristics can improve safety by increasing the visibility of pedestrians and of motorist compliance, and indicating to pedestrians a preferred place to cross. Crossings that reduce a pedestrian’s exposure to motor vehicle movements and where people feel comfortable crossing are fundamental to making walking to transit a viable choice.

NACTO Urban Street Design Guide, Crosswalks and Crossings

construction of transit facilities or development of TriMet property) prioritize crossing improvements to the site.

To build safe and comfortable crossings, counties,

Municipalities can also evaluate existing crossing conditions within the transit walksheds in their jurisdiction to identify locations where crossing treatments are absent or not consistent with the roadway context. OpenStreetMap, a website for the contribution and editing of geographic

municipalities, and ODOT should design and implement new crossing facilities as part of the project scope of each linear sidewalk and trail project prioritized in this Plan. TriMet should ensure that the capital projects they lead (e.g. new

features, offers crowdsourced information related to crossing conditions in the Portland region. Although this information is not consistent across the region, it may be useful in local analysis. 82

TriMet Pedestrian Plan | Make More Walking and Rolling Trips to Transit Possible

Co-locating marked crosswalks with transit stops is an ongoing process that requires regular communication and coordination with TriMet, including information about transit stop relocations or consolidation and crosswalk placement. All crossing projects should consider the impacts to an existing stop, the need to fund stop improvements necessitated by crossing projects, and should work to ensure that ADA accessibility is preserved. In addition to coordinating stop spacing and locations with TriMet, jurisdictions should continue to work with TriMet to develop strategies for maintaining curb space.

Strategy 2, Action C Develop local guidance to implement policies regarding the co-location of crossings with transit stops and stations LED BY Counties and local municipalities; TriMet DESCRIPTION Section 3.08.120 (Transit System Design) of the Regional Transportation Functional Plan directs cities and counties to “include investments, policies, standards and criteria to provide pedestrian and bicycle connections to all existing transit stops and major transit stops…”

The intent of this action is also to support local municipalities that have already enacted local guidance to implement these policies; in that case, this action entails TriMet and the local municipality partnering, such as on grant opportunities, to address identified crossing needs at transit stops.

Counties and municipalities should establish local guidelines to implement existing policies for co-locating marked crossings with all transit stops and stations. Such guidelines enable jurisdictions to identify specific treatments that complete the walking connection to and from transit, while considering their local context. It also provides the basis for recognizing a transit stop without a marked crossing as a gap in the pedestrian network. The leading example of such guidelines in the region is PedPDX (2019), the City of Portland’s updated Pedestrian Plan, which established new crossing spacing guidelines and identifies crossing gaps. 83

• “Sidewalks and routes to transit nodes must maintain smooth and clear rolling surfaces, accessible curb ramps, and signal times conducive to safe street crossings.”

Strategy 2, Action D Create universally accessible routes to transit

• “Alterations to traffic signals… require noise enhancements to account for the visually impaired. Routes to transit nodes will benefit from the use of tactile wayfinding strategies. “

LED BY Counties and local municipalities; ODOT DESCRIPTION

• “[Mobility scooters] are constantly evolving; they are gaining power, speed, range and stability. New design guidelines to facilitate the changing device should be considered…”

Walking to transit should be an option for all transit riders. Applying universal design principles increases that likelihood by seeking design outcomes that are as usable as possible by as many people as possible regardless of age, ability or situation. This includes adhering to the requirements of the Americans with Disabilities Act (ADA) and accessibility guidelines for public facilities in the right of way (PROWAG), while also expanding that to design for social inclusion that exceeds minimum requirements. Examples of guidance included in the Los Angeles County Metropolitan Transportation Authority (LA Metro) First Last Mile Strategic Plan10 include:

Implementing agencies should design for all users when implementing linear and crossing projects within transit walksheds. Counties and jurisdictions should also identify locations that are not ADA-compliant and could be retrofitted to create a universally accessible route to a transit stop or station. While retrofitting existing sidewalks, trails, and crossings can be difficult to engineer or fund, in some cases, identifying and investing in these spot improvements can eliminate a barrier for transit riders, while also providing a broader community benefit, especially as transit stops are often located near important destinations. Universal design creates a better experience for everyone.

• “Mobility infrastructure must consider the slower speeds of pedestrians using canes, especially at street crossings. Tiered signalization programs that allow for longer crossing times should be considered long transit access routes.”

TriMet Pedestrian Plan | Make More Walking and Rolling Trips to Transit Possible

â&#x20AC;&#x153; Transit users moving under their own power throughout the county have very different use characteristics and functional needs from one another, based both on the physical requirements of chosen mode and personal characteristics including age, ability and personal attitude towards risk and comfort. A healthy 17-year-old skateboarder has very different mobility characteristics and needs from a 91-year-old utilizing a wheeled push-walker.â&#x20AC;? First Last Mile Strategic Plan and Planning Guidelines, Los Angeles County Metropolitan Transportation Authority

Source: TriMet 85

Strategy 3

Make Walking and Rolling Trips to Transit Safer and More Comfortable A 2014 study11 found that â&#x20AC;&#x153;walkable environments, with improved sidewalk amenities and more pedestrianfriendly traffic conditions, street scale, and landscaping, are predictive of people choosing to walk rather than drive to transit.â&#x20AC;? Walking routes to transit should not only be complete and connected but also safe and comfortable. Stakeholders involved in developing this Plan underscored the value of a dignified walking experience. This means human-scale design that indicates a person walking belongs there and that puts the pedestrian first, as the

most vulnerable roadway user. The community survey conducted in the fall of 2019 reinforced this, with crossings and lighting identified as major factors that made it difficult to walk to a stop or station and that would influence their decision to walk to transit more. Investments in safety and comfort will not only provide a better experience for transit riders but also benefit other people walking, recreating, socializing, shopping, or living or working along an improved and vibrant street.

TriMet Pedestrian Plan | Make Walking and Rolling Trips to Transit Safer and More Comfortable

POLICY NEXUS

Strategy 3, Action A

• Metro’s Regional Active Transportation Plan Target for Active Transportation and Safety

Apply current best practices in pedestrian design

• Oregon Public Transportation Plan Goal 1: Mobility, Goal 4: Equity, and Goal 6: Safety and Security

LED BY

ACTIONS

DESCRIPTION

A. Apply current best practices in pedestrian design

When implementing projects within the transit walkshed, agencies should apply current best practices in pedestrian design. National guidelines, such as those offered by the National Association of City Transportation Officials (NACTO) as well as regional guides such as ODOT’s Blueprint for Urban Design and Metro’s Designing Livable Streets and Trails Guide, prioritize the role of safety and comfort for people walking. This includes meeting recommended or preferred design guidance whenever possible, rather than minimum requirements.

Counties and local municipalities; ODOT; Metro

B. Include pedestrian-scale lighting within transit walksheds C. Design for personal safety and security for people walking to transit D. Improve the ease and speed of navigating on foot to and from transit stops RESOURCES • NACTO Urban Street Design Guide • NACTO Transit Street Design Guide • ODOT’s Blueprint for Urban Design • ODOT Highway Design Manual Appendix L Bicycle and Pedestrian Design Guide • Metro’s Designing Livable Streets and Trails Guide • Crime Prevention Through Environmental Design (CPTED)

Strategy 3, Action B Increase pedestrian-scale lighting within transit walksheds LED BY Counties and local municipalities; ODOT; Metro DESCRIPTION Pedestrian-scale lighting addresses multiple objectives identified through this planning process, including a sense of personal security, comfort and “belonging” of pedestrians when accessing transit, and improved safety. No- and low-light conditions increase the risk of pedestrian injuries or fatalities. Pedestrian-scale lighting creates a more enjoyable walking experience and increases visibility of pedestrians at intersections and at crossings. The fall 2019 survey conducted by TriMet found that safe crossings (35%) and lighting (38%) were the two most commonly cited reasons a person’s walk to transit was difficult. They were also at the top of the list of what would influence a person to walk to transit more often (ranking second only to increased transit service frequency). When implementing the projects identified in this Plan, counties, municipalities, and ODOT should include pedestrian-scale lighting in the scoping and design of each. Pedestrian-scale lighting should also be included as part of new crossing investments whenever possible. Jurisdictions should evaluate the need for new investments in lighting on existing streets within transit walksheds.

TriMet Pedestrian Plan | Make Walking and Rolling Trips to Transit Safer and More Comfortable

“ Among bus riders, 33% of female respondents say safety while waiting at or getting to stops is an important area for improvement, compared to 25% of male respondents. Among train riders responding to the same question, 31% of female and 23% of male respondents found safety important. There is not a gender difference regarding safety on transit vehicles.” Transit Center, Who’s on Board? 2019: How to Win Back America’s Transit Riders (February 2019), p 58

Strategy 3, Action C Design for personal safety and security for people walking and rolling to transit LED BY Counties and local municipalities; ODOT; Metro DESCRIPTION The experience of walking in the public right of way can vary significantly depending on a person’s age, race, gender, ethnicity, ability, and income. This can mean increased concerns for personal safety and security for women, people of color, and the LGBTQ community. When asked what factors make walking to transit difficult, community survey respondents referenced their personal safety as a major concern. Designing for safety and comfort is critical to not only providing the choice to walk to transit but doing so in a way that is dignified and enjoyable. When implementing the projects identified in this Plan, counties, municipalities, and ODOT, should incorporate design elements that contribute to personal safety. Street lighting and pedestrian-scale lighting (Strategy 3, Action c) is one element. Crime Prevention Through Environmental Design (CPTED) should be routinely applied to the scoping and design of pedestrian projects within transit walksheds. The CPTED approach uses urban and architectural design and management of the built and natural environment to deter crime and contribute to the sense of community that minimizes crime and fear of crime. Effective investments in design elements that provide a sense of safety can reduce reliance on policing or enforcement as crime deterrent tactics. Increased policing and enforcement can, in some cases, increase a community’s sense of fear and create new concerns. 89

Strategy 3, Action D Improve the legibility of navigating on foot or by mobility device to and from transit stops LED BY Counties and local municipalities; ODOT; Metro DESCRIPTION Expanding wayfinding signage within transit walksheds can improve the legibility of pedestrian routes on both ends of a transit trip. Depending on the local jurisdiction, this may involve expanding an existing wayfinding program to more fully cover transit walksheds, or creating a new wayfinding program. Municipalities should coordinate wayfinding efforts with TriMet to align with existing wayfinding signage at and near stops and stations, as well as established partnerships with interested or affected neighborhood associations and downtown and business associations. An effective signage program will not only provide redundancy with digital route planning tools (including TriMetâ&#x20AC;&#x2122;s Trip Planner, Google maps, and smart phone apps) but also support multimodal tripmaking. Nearly 15% of the community survey participants indicated that digital route planning apps were not well suited for walking and that this affected their walking experience. New investments in wayfinding may be able to leverage new technology, such as dynamic signage with realtime transit updates, and travel time.

Source: TriMet 90

TriMet Pedestrian Plan | Better Communicate and Coordinate on Pedestrian Improvements

Strategy 4

Better Communicate and Coordinate on Pedestrian Improvements Access-to-transit projects directly impact transit service opportunities and yet are provided by and in the purview of government agencies fully outside of TriMet. Effective coordination to initiate and deliver those projects is critical to the goals of TriMet, as well as local jurisdictions.

ACTIONS

POLICY NEXUS

RESOURCE

• Oregon Public Transportation Plan Goal 9: Funding and Strategic Investment and Goal 10: Communication, Collaboration, and Coordination

• Federal Transit Administration Manual on Pedestrian and Bicycle Connections to Transit

A. Share technical resources for implementing this Plan B. Engage each other as stakeholders in project delivery C. Generate community awareness of the Plan

• TriMet Bus Stops Guidelines • ODOT’s Public Involvement in Transportation Planning Guidance • Metro’s Public Engagement Guide • Metro’s Strategic Plan to Advance Racial Equity, Diversity, and Inclusion

“ People will be more likely to walk and bike to transit if they hear about these modes, know people who are trying them, and have positive experiences.” Federal Transit Administration Manual on Pedestrian and Bicycle Connections to Transit (August 2017), p 5

Strategy 4, Action A Share technical resources for implementing this Plan LED BY TriMet, with active involvement from counties and municipalities; Metro DESCRIPTION TriMet should share the work products of the Pedestrian Plan with implementing agencies. The process to plan, fund, and scope proposed projects will be easier and more efficient for staff at every partner agency if they have direct access to datasets, analyses, and GIS shapefiles. With this Plan’s completion, TriMet can provide: • An ArcGIS database of pedestrian access to transit projects with attributes that provide a rationale for project value and relative priority score • An online interactive map that provides a digital, easily accessible reference to identified projects along with project details, and can serve as a platform for ongoing communicating and sharing updates to project information These resources are intended to be easily accessible tools for technical staff who need to develop work plans, inform decision-making, and document anticipated project benefits.

TriMet Pedestrian Plan | Better Communicate and Coordinate on Pedestrian Improvements

Strategy 4, Action B Engage each other as stakeholders in project delivery

As a project stakeholder, TriMet can bring technical guidance related to the specific profile and needs of transit users within each community. This may include sharing information about who in the community uses transit and how they use it, with an opportunity to inform the planning and design questions related to what local transit riders need and how to best serve them with a given project.

LED BY Counties, municipalities, ODOT, TriMet, and Metro DESCRIPTION First-and last-mile access to transit is an explicitly multimodal and multi-agency issue. However, TriMet’s authority is limited to the stop or station; roadway owners and local governments have the authority for planning and building infrastructure to support the experience before or after a transit trip. TriMet and jurisdictions should continue to develop new and better ways to coordinate on project delivery and communicate about transit rider needs. This includes sustained and/or increased involvement of TriMet Planning and Policy staff in: • The development review process when projects fall within transit access sheds • Scoping and design of projects that fall within transit access sheds • Preparation of TSPs and modal plans

Strategy 4, Action C

â&#x20AC;&#x153; People will be more likely to walk and bike to transit if they hear about these modes, know people who are trying them, and have positive experiences.â&#x20AC;?

Generate community awareness of the Plan LED BY Counties and municipalities, with TriMet and Metro

Federal Transit Administration Manual on Pedestrian and Bicycle Connections to Transit (August 2017), p 5

DESCRIPTION Counties and municipalities may benefit from local community outreach to spark interest in and build political will for the projects and actions included in this Plan. Communicating the purpose of the Plan reinforces the message that walking to transit is a valued choice. The recommendations of the Plan may also reinforce existing local policy related to multimodal transportation options and designing complete streets. Local jurisdictions can utilize the work products and informational and graphic materials created through the planning process to illustrate Plan recommendations, or modify existing materials to create locally-relevant descriptions of priorities for pedestrian access to transit.

TriMet Pedestrian Plan | Endnotes

Endnotes

5 SmartGrowth America and National Complete Streets Coalition, Safer Streets, Stronger Economies: Complete Streets project outcomes from across the country, March 2015. Retrieved from: https://www.smartgrowthamerica.org/app/

1 Jenny Liu and Jennifer Dill, Understanding Economic

uploads/2016/08/safer-streets-stronger-economies.pdf

and Business Impacts of Street Improvements for Bicycle and Pedestrian Mobility - A Multi-City Multi-Approach

6 Vision Zero Network. https://visionzeronetwork.org/

Exploration (2019). https://trec.pdx.edu/research/project/1031/

7 SmartGrowth America and National Complete Streets

Understanding_Economic_and_Business_Impacts_of_Street_

Coalition, Safer Streets, Stronger Economies: Complete

Improvements_for_Bicycle_and_Pedestrian_Mobility_-_A_Multi-

Streets project outcomes from across the country, March 2015.

City_Multi-Approach_Exploration

Retrieved from: https://www.smartgrowthamerica.org/app/

2 SmartGrowth America and National Complete Streets

uploads/2016/08/safer-streets-stronger-economies.pdf

Coalition, Safer Streets, Stronger Economies: Complete

8 Health Benefits Of Public Transportation. TransLok. June 25,

Streets project outcomes from across the country, March 2015.

2013 https://blog.transloc.com/blog/6-health-benefits-of-public-

Retrieved from: https://www.smartgrowthamerica.org/app/

transportation

uploads/2016/08/safer-streets-stronger-economies.pdf

9 Tilahun, N., and Li, M. 2015. Walking access to transit stations:

3 Clifton, Kelly; Muhs Christopher; Morrissey, Sara; Morrissey,

Evaluating barriers with stated preference. Transportation

Tomas; Currans, Kristina; Ritter, Chloe, Consumer Behavior

Research Record, No. 2534, pp. 16-23.

and Travel Mode Choices. Oregon Transportation Research and

10 First Last Mile Strategic Plan and Planning Guidelines, Los

Education Consortium. November 2012.

Angeles County Metropolitan Transportation Authority (LA Metro),

4 Political Economy Research Institute (Heidi Garrett-Peltier),

Taxonomy of Mobility Devices Appendix (pages 29, 31, 34, and 40,

Pedestrian and bicycle infrastructure: A national study of

respectively)

employment impacts (June, 2011) https://bikeleague.org/sites/

11 Park, S., Deakin, E., & Lee, J. S. (2014). Perception-Based

default/files/PERI_Natl_Study_June2011.pdf

Walkability Index to Test Impact of Microlevel Walkability on Sustainable Mode Choice Decisions. Transportation Research Record, 2464(1), 126–134. https://doi.org/10.3141/2464-16

Appendices Appendix A: Historic Background Appendix B: Policy & Institutional Framework Appendix C: Analysis Methodology and Results Appendix D: Community Engagement Summary Memos Appendix E: Prioritized Project List Appendix F: High Priority Transit Stops for Further Evaluation of Pedestrian Needs Appendix G: Maps and Prioritization Results

TriMet Pedestrian Plan | Endnotes

Historic Background

Policy & Institutional Framework

TriMet Pedestrian Plan | Endnotes

Analysis Methodology & Results 99

Community Engagement Summary Memos 100

TriMet Pedestrian Plan | Endnotes

Prioritized Project List

101

Transit Stop Prioritization

102

TriMet Pedestrian Plan | Endnotes

Maps & Prioritization Results 103