April 2017 NEWS The Southwest Portland Post • 3 Community Advisory Committee ponders light rail alignment, station issues SOUTHWEST CORRIDOR PLAN By Erik Vidstrand The Southwest Portland Post The Metro sanctioned Southwest Corridor Light Rail Community Advisory Committee met for the second time on March 6. The group of community stakeholders provides feedback and recommendations to project staff and the steering committee during the Draft Environmental Impact Statement process. The purpose of this evening was to learn more about the light rail alignment, potential stations, and park-and-ride locations being considered in the federal study. In a packed classroom at the Multnomah Arts Center, brief public input was scheduled before members got down to business. Many handouts lined the tables including Metro reports, minutes, and a variety of articles from an organization called Debunking Portland. One article in particular reviewed why many Americans don’t ride mass transit. Project manager Matt Bihn began with a current presentation of the project. “The rail line is 12 miles long and begins in downtown Portland,” Bihn said. “It then makes its way through Tigard with a variety of routes, and ends in Bridgeport Village. “We’ve divided the line into three segments: inner Portland, outer Portland, and Tigard.” Bihn described one scenario of where the light rail would travel connecting the MAX line near Portland State University, traveling over a new light rail bridge over Interstate 405, and make its way south along Barbur Boulevard. The other choice being examined connects the MAX line by the Tilikum Crossing, connecting neighborhoods near the Ross Island Bridge, and making its way down Barbur Boulevard or parallel to Interstate 5, and connecting to Barbur Boulevard at Hamilton Street. A committee member asked about the various cost considerations of each alignment. Another asked about whether there would be a station near some low-income apartments on Barbur Boulevard, and wondered whether the project would address homeless camps in the woods. “All these issues will be addressed in the DEIS,” Bihn replied, “and this committee will have a chance for input when the time comes.” According to Bihn, “Gibbs Street is a crucial crossroads, as it accesses the Southwest waterfront as well as up to Marquam Hill.” Having the line parallel the freeway, Bihn explained, would not provide improvements to bike trails, add sidewalks, or make road improvements for that section of Barbur Boulevard. “It would connect various pathways to the raised tracks, there would be less expense to the alignment, and would not compete with traffic along Barbur,” said Bihn. On the other hand, he remarked, alignment down Barbur Boulevard would be easier to build, there would be sidewalk and roadway improvements, and include U-turn lanes for business access. Both the Newbury and Vermont viaducts along Barbur Boulevard w o u l d b e re c o n s t ru c t e d , a n d widened, as well as the Capitol Highway bridge. Committee member Roger Averbeck requested that the group review the vision and goals that the elected officials already promised. “We must also address mitigating impacts,” Averbeck said, “as well as The Barbur Transit Center will eventually undergo major renovations, including additional parking, once the light rail project gets underway. (Post photo by Erik Vidstrand) improving business redevelopment.” “The vision and goals clearly state the community’s desires for Barbur Boulevard as a destination rather than a major thoroughfare,” replied Bihn. A question came from a Portland Community College student in the audience. He wondered if some bus lines would disappear. Bihn responded that TriMet does not want light rail to compete with bus lines. “There will be some changes and eliminations,” he said. “Some buses will merge, and some will share light rail tracks at times then branch out to destinations such as Hillsdale and the community college.” Some proposed stations include Gibbs, Hamilton, Custer, and Spring Garden streets. The current Barbur Transit Center would be remodeled and expanded. An additional transit center is also projected for 53rd Avenue near PCC Sylvania. The lots are projected to hold 850 and 950 parking spots respectively. A 53rd Avenue park-and-ride also may be a hub with shuttles and possible autonomous vehicles up to the college. As the two-hour meeting neared its completion, Eryn Kehe, the project’s (Continued on Page 7) Our Best Deal Ever! UNABLE TO WORK? • DENIED BENEFITS? • WE CAN HELP! 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