January 2018 Update: 30% Plans, Specifications, and Estimate Complete
The combined PBOT/BES 30% plans were completed and distributed on January 24, 2018. These plans, downloadable here, are essentially the same in content as the plans shown at the November 29, 2017 open house. The associated cost estimate for the features in this plan set, including “hard costs” (construction of bid items) and “soft costs” (design, project management, construction management, contingency, overhead) is approximately $20.9 million. The design and cost estimate will now be refined further based on feedback received from interested parties, resulting in a 60% design by summer 2018. Please contact Steve Szigethy with any questions about transportation features or Becky Tillson with any questions about stormwater features.
November 2017 Open House Update
PBOT and BES have completed a preliminary design for the project that will be shared at the November 29, 2017 open house. Key elements of the plan sheets are downloadable here, including the typical cross sections and street plan sheets that show the horizontal footprint of the project and proposed locations of stormwater planters and retaining walls. This design is considered a pre-30% design and will be updated with official 30% plans in December 2017.
Please contact the Project Manager if you need help interpreting features shown on the plans.
The project design concept has been developed based on earlier plans, 2016 community feedback, current pedestrian/bicycle design practices and available budget. SW Capitol Highway between Garden Home Road and Taylors Ferry Road will be reconstructed with the following features:
- Continuous sidewalk on the east side of the road. Community feedback revealed a preference for the east side of the roadway because people walk there today on an informal pathway leading to the Multnomah viaduct.
- Protected bike lane on the east side of the road. The volumes and speeds of vehicles on SW Capitol Highway, and the desire to attract cyclists with a broad range of comfort levels, calls for a bike lane that is separated from the roadway by a curb and planter strip. Careful design will address bike lane crossings at streets and driveways.
- Multi-use path on the west side of the road. To reduce project costs and property impacts on the steeper west side of the roadway, a shared path will accommodate southbound biking and bi-directional walking.
- Pedestrian crossings. PBOT is working with TriMet to consolidate stop locations for the #44 bus and to improve pedestrian crossings at those locations.
- Stormwater improvements. The project will construct facilities to manage runoff from existing and new roadway surfaces. Portland Bureau of Environmental Services is a key partner on this project and is designing a multi-faceted stormwater management system.
- A small pocket of on-street parking where properties have no other option for vehicle parking –north of Alice Street on the east side of the roadway; Context-sensitive design to reduce impacts to property frontages and mature, healthy trees.
Typical Cross Sections
The typical preferred cross section is pictured below. This cross section fits within available right-of-way, which is typically 60 feet wide. However, actual widths of features will vary throughout the corridor based on context, with this cross section as a starting point. For example, the pedestrian and bicycle facilities on the east side may move closer to each other in locations where stormwater planters must be provided next to the roadway.