TR Circular E-C058_9th LRT Conference_2003.pdf - Florida ...

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for each station worked with the community to develop a theme that represented elements of
each neighborhood’s physical, social, and environmental history. The artist team created
elements at each station that could be individualized by each station artist, including community
maps, paving block outs, and benches. At a number of stations the shelter columns were part of
the artists’ treatment.
Track Treatment The initial assumption of ballast track was not fully accepted by the
community. Through the Lower Albina Industrial Area ballast track was an acceptable treatment.
However, the community resolved that paved track treatment was imperative for the section of
Interstate between Fremont and Argyle. The concrete trackway met two objectives for the
community: higher standard of treatment for the more residential and commercial area of
Interstate, and ability for emergency access around stalled traffic. Other savings had to be found
to offset the additional $2 million for the 2.7 mi of paved track treatment. This process serves as
an example of the close commitment to match community objectives with project cost
restrictions.
Commitment to Existing Uses Interstate Avenue travels through industrial, residential, and
commercial districts. The community strongly valued the existing uses, and pressed the Project
staff to assure that these uses would be maintained and strengthened with the addition of light
rail.
The Lower Albina Industrial Area especially was concerned, as their businesses depend
on access to and from Interstate Avenue for large trucks. This proved to be an area of intense
technical analysis that included study of existing and proposed access and circulation for trucks,
and allowance for future growth of the UPRR Albina Intermodal Yard. More than any area on
Interstate, the Lower Albina area required concurrence that the single through auto lane would be
sufficient for the peak demands for auto and truck access. The result of the Lower Albina Traffic
Study was that a dual right-turn lane for SB Interstate would be required at Russell Street to
provide adequate storage for UPRR Intermodal trucks during UPRR main line train moves
across Russell Street. Additional ROW was required to build the double right turn. A successful
negotiation between UPRR, the City of Portland, and TriMet provided benefit to both throughtraffic
access on Interstate and UPRR Intermodal traffic.
Residents along and directly adjacent to Interstate Avenue required sufficient access to
existing properties. Maintenance of existing on-street parking was critical for properties with no
existing off-street parking. On-street parking again was critical for existing business nodes,
including areas near Skidmore, Killingsworth, Portland, Lombard, and Kenton.
The project team balanced the needs of businesses and residents with the transportation
goals for light rail, autos, and bikes. The resulting reconstructed Interstate Avenue is tailored
specifically for the needs of the adjacent community. The design team remained flexible to
accommodate existing and future patterns of development, without sacrificing the goal of a
successful transportation system.
Project Building with Local Community The activist community challenged the project to
maintain a credible, active community involvement plan. The Community Involvement
Compact, signed by TriMet in October 1999, set commitments to coordinated and collaborative
outreach by TriMet for all aspects of the Interstate MAX activities from design through
construction. For the first time, TriMet began a project with an explicit commitment to