The Southwest Vermont Street paving project stands as a key initiative within the Fixing Our Streets program, which is locally funded through a gas tax increase. Vermont Street, a vital neighborhood collector road, runs east to west through a suburban residential area of Portland. Serving approximately 8,000 vehicles daily, it also accommodates Trimet bus routes 1, 45, and 64. Reflecting the design characteristics of many Southwest Portland roadways, segments of Vermont Street exhibit a more rural layout, featuring discontinuous pedestrian and bicycle facilities along its length. Responding to community advocacy, the project team is committed to addressing these infrastructural gaps within the project’s defined scope, potentially augmented by System Development Charges.
Addressing Existing Deficiencies on Vermont Street
A primary concern for residents is the fragmented bike and pedestrian connectivity along the Vermont Street corridor, specifically between SW Idaho Drive, west of SW 45th Avenue, and SW 52nd Avenue. While a recent capital improvement project enhanced the area east of SW 45th Avenue with continuous bike lanes and a south-side sidewalk (another significant neighborhood collector with a signalized Vermont Street intersection), this sidewalk extension only reached two blocks westward to SW Idaho Drive. Furthermore, bike lanes ended abruptly at SW 45th Avenue. Neighborhood advocates are strongly pushing for better pedestrian and cyclist connections to the existing neighborhood greenway that branches north from Vermont Street at SW 50th Avenue and south at SW 52nd Avenue. The core challenge for the project team is to devise a design that effectively meets neighborhood needs within the constraints of limited project funding.
Project Components for Vermont Street Improvements
To tackle pavement maintenance needs, the project has repaved Vermont Street from SW 30th Avenue to the Portland city limits near SW 65th Avenue. This proactive paving work is crucial for cost savings, addressing issues early before they escalate into more expensive repairs, benefiting Portland taxpayers. Additionally, all ramps along this stretch of Vermont Street that did not meet current ADA accessibility standards have been upgraded to ensure inclusivity and compliance.
Vermont Street Enhancements: Alternatives for SW 45th to 52nd
To improve pedestrian and bicycle infrastructure along Vermont Street between SW 45th and SW 52nd Avenues, three distinct alternatives have been proposed, each with varying features and benefits.
Alternative 1: In-Street Southside Multiuse Path on Vermont Street
This initial, cost-conscious alternative proposes an in-street solution on the south side of Vermont Street. Given the existing continuous sidewalk west of this segment’s location on the south side, maintaining the pedestrian facility on the same side minimizes pedestrian crossings. This plan extends the multi-use path westward from the current sidewalk end to connect with the neighborhood greenway at SW 52nd Avenue. Bike lanes are introduced to bridge the gap between SW Idaho Drive and SW 45th Avenue. Westbound cyclists from these lanes would use the frontage road to access SW 50th Avenue. With a pavement width of 36 feet, and considering TriMet bus traffic, the recommended minimum travel lane width is 21 feet for two-way traffic. The eastbound lane, adjacent to a buffer zone, is allocated 10 feet, while the westbound lane, next to the pavement edge, gets 11 feet. A one-foot shoulder marks the pavement edge. A minimum three-foot buffer separates the eastbound lane from the multi-use path, which occupies the remaining 11 feet.
Advantages: This is the most economical option and centralizes neighborhood greenway crossings at a single intersection.
Disadvantages: It offers the least separation between pedestrians and vehicular traffic, creates the longest shared space for bikes and pedestrians, and lacks designated shoulder space for pedestrians on the north side of Vermont Street.
Alternative 2: Extended Southside Sidewalk and Added Bike Lanes on Vermont Street
With a slightly increased investment, this alternative aims for full separation between cyclists and pedestrians along Vermont Street by extending the south-side sidewalk westward to SW 52nd Avenue. Widening the cross-section to 39 feet accommodates this separation. The existing six-foot curb-tight sidewalk would be extended, and the remaining 33 feet of pavement would be divided into 10.5-foot travel lanes and six-foot bike lanes in each direction.
Advantages: Pedestrians are completely separated from both cyclists and car traffic throughout the entire corridor.
Disadvantages: This is a more expensive solution and doesn’t provide a seamless 8-to-80 connection between the two sections of the neighborhood greenway. It also necessitates two separate crossings for cyclists to access the greenway and doesn’t effectively manage crossing movements from bike lanes to greenway streets. Furthermore, there is no dedicated pedestrian space on the north side of Vermont Street, requiring pedestrians to use the bike lane.
Alternative 3: Hybrid Multi-use Path and Sidewalk/Bike Lane Extension for Vermont Street (Design Team Recommended)
Recognizing the drawbacks of Alternative 2, a hybrid approach combining the strengths of the first two options emerges as a feasible solution at a slightly higher cost. In this recommended alternative, the sidewalk corridor is widened between 50th and 52nd Avenues to function as a multi-use path, similar to Alternative 1. East of SW 50th Avenue, the cross-section from Alternative 2 is maintained, allowing cyclists and pedestrians to use the existing frontage road, avoiding Vermont Street itself. Accommodating two-way bike traffic on the multi-use path segment frees up space for a four-foot shoulder along the north side of Vermont Street where the frontage road is absent.
Advantages: This option delivers an 8-to-80 connection between neighborhood greenway streets and consolidates greenway crossings at one intersection. It also improves crossing movements between Vermont Street and greenway streets and provides adequate shoulder width for pedestrians on the north side. The north-side shoulder also offers design flexibility, potentially reducing the need for retaining walls.
Disadvantages: This is the most expensive alternative, and it involves shared use between cyclists and pedestrians for a two-block segment of Vermont Street.
Conclusion
The Vermont Street paving project is set to significantly enhance infrastructure for all users. While each alternative for the SW 45th to 52nd Avenue segment presents unique trade-offs, the hybrid approach (Alternative 3) is recommended by the design team for its balanced approach to safety, connectivity, and community needs, despite being the most costly. This option best addresses the project goals of improving pedestrian and bicycle infrastructure on Vermont Street while integrating seamlessly with the existing neighborhood greenway network.
