Steering Committee Meeting #2 Agenda Monday, January 22, 2018 1-3 p.m. ODOT Region 1, 123 NW Flanders, Room 344

Meeting purpose:

Review outcomes of Implementation Plan. Agree on next steps and actions.

1 p.m. Welcome and introductions Rian Windsheimer, ODOT

1:10 p.m. Meeting agenda and purpose Kristin Hull, CH2M

1:15 p.m. Implementation Plan recap and final recommendations

Terra Lingley, ODOT

1:45 p.m. City of Portland actions and recommendations April Bertelsen, PBOT

2 p.m. CAC input and discussion Chabre Vickers and Elliot Akwai-Scott

2:20 p.m. Public comment

2:30 p.m. Steering Committee discussion and decision All

3 p.m. Adjourn and project close out Kristin Hull, CH2M

Project Steering CommitteeJanuary 2018

82nd Avenue of RosesIMPLEMENTATION PLAN

Selected Focus AreasMeeting agenda

• Implementation Plan outcomes and recommendations• City of Portland actions and recommendations• CAC member input and discussion• Public comment• Steering Committee recommendation and discussion

Meeting purpose: Reach agreement on recommendations for Implementation Plan.

Where have we been?

Prioritize project ideas, create improvement scenarios

Summer 2017

Final implementation 

plan

Fall 2017

Brainstorm improvement 

ideas

Winter 2017

Identify and 

understand focus areas

Spring/Summer 2016

Community Advisory Committee meetings throughout project

• Multilingual online survey

• Outreach by community‐based organizations

• Multilingual walking tours• Business canvass and 

online survey

• Open house• Multilingual online 

survey

Decision Making

Selected Focus AreasProject Approach and Focus Areas 

• Identify improvements that ODOT or partners could make in the corridor in the next 5‐10 years.

• Determine the types of improvements community members would like to see made given different funding levels.

• Look in detail at four focus areas but develop ideas that could be applied throughout the corridor.

Harney to Johnson Creek Blvd.

Division to Powell

Burnside to Alder

Prescott to Fremont

Selected Focus AreasPublic Involvement 

• Support from APANO, Latino Network, Russian Speaking Network of Oregon

• Business canvass• Walking tours• Online/print surveys in English, Spanish, Vietnamese, Mandarin, Russian

• Open house• Community Advisory Committee

Funding Scenarios and Project Costs

Low<$1 M

Business‐as‐usual

Medium$1 ‐ $10 M

Some increase in funding from region or state

High>$10 M

Major new funding program or federal grant

• Signal upgrade: $1‐1.5M• Enhanced pedestrian crossing: $100‐150,000• Median (concrete or landscaped: $18‐25 per square foot)

• Sidewalk infill: $10‐15 per square foot• Ongoing maintenance: $750,000 per block• Full roadway reconstruction: $2.8‐3M per block

How much do transportation improvements cost?

Funded Projects and Baseline

Build pedestrian crossings, sidewalk infill as opportunity arises, paving from Foster to Lindy 

Other baseline improvements• Paving from Lindy to Foster including ADA ramps (2018‐2021 STIP)• Sidewalk infill

• With redevelopment that meets PBOT standards • In conjunction with other ODOT projects at same location 

• Other funded projects• Division Multi‐Modal Safety Project (2018)• TriMet‐led Division Transit Project (2020‐2021)• 70’s Neighborhood Greenway Project (2020‐2021)• Halsey Safety and Access to Transit Project (2020‐2021)• Jade & Montavilla Connected Centers Project (2020‐2021)• Brentwood‐Darlington Safe Routes to Schools Project (2020‐2021)

Scenario 1: Less than $1M

Reduce width of driveways and reconstruct sidewalks in areas with unused driveways within focus areas

Scenario 1: Consolidate driveways and reduce driveway width• Many properties on 82nd Avenue have wide driveways or many access points.

• Consolidate driveways to reduce driveway frequency while allowing vehicular circulation.

• Reduce driveway width and rebuild curb.

Why? Creates a more comfortable environment for pedestrians, and improves safety for pedestrians and drivers.

Before

After

Scenario 1: Rebuild sidewalks at unused driveways or where curb is inadequate• Many properties on have driveways that are no longer used. Some sidewalks are barely higher than the roadway.

• Rebuild curb/sidewalk to increase separation from roadway

Why? Creates a more comfortable environment for pedestrians, and improves safety for pedestrians.

Scenario 2: $1 ‐ 10M

Enhanced pedestrian environment adding curbs, sidewalk infill, and improving the crossing at Clatsop Street.

Scenario 2: $1 ‐ 10M

• Within focus areas, build sidewalks where none exist; reconstruct and widen sidewalks to a minimum of 6 feet.

• Prioritize areas without sidewalks• Prioritize access to transit • May require right‐of‐way purchase or minor narrowing of the roadway for the block to widen the area for sidewalk and avoid buildings.

• Only needed in the Prescott Street to Fremont Street and Harney Street to Johnson Creek Boulevard focus areas; sidewalks in the other focus areas are already at least 6 feet

Prescott to Mason, 5 feet wide

Harney to Clatsop, 3 to 4 feet wide

Luther to Gray, currently no sidewalk

Harney to Luther, 4 to 5 feet wide

Gray to Luther, less than 3 feet

Sidewalk gaps in the corridor

Scenario 2: Luther Street/Clatsop Street Improvement Bundle

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• Luther and Clatsop Streets form an offset intersection that serves a transit stop and offers an east‐west crossing for bicycles and pedestrians.  

• Improvement bundle includes:• A sidewalk on the west side of 82nd Avenue linking Luther and Clatsop Streets.

• An enhanced pedestrian crossing at Clatsop Street.

• Relocating the bus stop to Clatsop Street with a new bus pad, ADA ramps, and shelter.

Scenario 3: More than $10M

Corridor‐wide upgrades to support community vision for 82nd Avenue: more frequent pedestrian crossings, upgraded sidewalks, repaving and placemaking elements for each corridor development typology.

Scenario 3: More than $10M

• Corridor‐wide upgrades within 72’ street right‐of‐way:

• Rebuild sidewalks to a minimum of 6’ where constrained or the City standard where feasible through capital projects. 

• Incrementally widen sidewalks with redevelopment to City standard. (12’ and 15’ in Pedestrian Districts)

• Narrow travel lanes within existing roadway 

• Consolidate driveways where possible.• Consider median treatment in place of turn lane where possible.

• Work with City to add pedestrian‐scale street lighting, furniture and other enhancements. 

• Repave street

Scenario 3: More than $10M

All typologies All typologies All typologies All typologies

Sidewalks that meet ODOT standards

Enhanced crossings with refuge islands East‐west bicycle wayfinding‐Landscaped medians for 

short segments

Street trees/furniture Curb bulb outs on side streets Design features to reduce speeds, reduce posted speed limit

Town center typologies Town center and residential Town center typologies Town center typologies

Consolidate driveways

82nd rebuilt section

City Recommendations

Fixing Our Streets Crossings

• $700,000 in Fixing Our Streets funding to build pedestrian crossings:

• First tier (in focus areas)• Beech Street • Ash Street

• Second tier (outside of focus areas)• Thompson Street (near Madison HS)• Harrison Street• Salmon Street • Klickitat Street• Schuyler Street• Pacific Street

Other Funded Crossings

• Ogden/Knapp Streets (Safe Routes to Schools)

• Crossing in Jade District (Connected Centers)

JADE DISTRICT (TBD)

OGDEN/KNAPP

• Anything else to mention?  Setback? Barriers to Development Study? 

668031.01.10

CAC input and discussionBrian Wong and Chabre Vickers 

CAC Overview

• Met 7 times since November 2015• Members who attended at least two meetings:

Elliot Akwai‐ScottBrian BallaKimberly BotterKathryn Doherty‐ChapmanRachel KimbrowJohn MulveyTerry Parker

Cora PotterTraci PriceShayna RehbergPeter ShranerDiane SparksChabre VickersBrian WongLinh Doan

• Reached agreement at key milestones• Supported public outreach

CAC Vision

"We envision a future on 82nd Avenue where people of all ages and abilities feel safe walking along and across the road.“

‐‐ 82nd Avenue of Roses Implementation Plan Community Advisory Committee

CAC Discussion of Recommendations

• Support investment scenarios• Value pedestrian safety improvements including crossings and sidewalk enhancements

• Supports prioritization of crossings within City of Portland• Most members agree that 82nd Avenue should remain a 4 lane roadway

But, CAC Wants Plan to Go Farther

•Most members do not think the scenarios go far enough

•CAC members want:• A more visionary plan to remake the corridor• More funding to implement improvements• Discussion of jurisdictional transfer from ODOT to PBOT to allow for greater flexibility in design changes 

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Steering Committee Meeting #2 Summary 1-3 p.m. Monday, January 22, 2018 ODOT Region 1 – 123 NW Flanders, Portland

Steering Committee Members in Attendance: Senator Michael Dembrow Neil McFarlane, TriMet Chris Warner, City of Portland Rian Windsheimer, ODOT Jen Corbridge (for Representative Keny-Guyer)

Steering Committee Member Unable to Attend:

Representative Alissa Keny-Guyer Community Advisory Committee Members in Attendance:

Chabre Vickers Terry Parker Elliot Akwai-Scott Brian Wong

Staff:

Jon Makler, ODOT Jeff Owen, TriMet Terra Lingley, ODOT Kristin Hull, CH2M

April Bertelsen, PBOT

Welcome and Introductions Rian Windsheimer welcomed the Steering Committee, asked the Steering Committee to introduce themselves and their positions, and then asked other members in the room to introduce themselves.

Meeting Agenda and Purpose Kristin Hull reviewed the agenda and described the purpose of the meeting: to review outcomes of the 82nd Avenue of Roses Implementation Plan and to agree on next steps and actions. She added that ODOT will hold one more Community Advisory Committee meeting before the process concludes.

82nd Avenue of Roses Implementation Plan Recap and Final Recommendations Terra Lingley provided an overview of the 82nd Avenue of Roses Implementation Plan. She discussed the Focus Areas, improvement ideas, and funding scenarios.

Terra described the discussions with community members about the three funding scenarios (Scenarios 1-3) and summarized the public involvement process by mentioning the public involvement team translated materials in Spanish, Russian, Mandarin, and Vietnamese, held walking tours, an open house,

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business canvass, online and print surveys, and engaged the community advisory committee. She also mentioned that APANO, and the Latino and Russian networks were integral in the outreach efforts.

Funding Scenarios Terra began by discussing the three funding scenario cost categories as low (less than $1 million per year), medium (between $1 and $5 million per year), and high (more than $10 million per year). She described the transportation improvements included in each funding scenario and the general cost of improvement types.

Terra said that ODOT and PBOT have invested $35 million on 82nd Avenue in the past 10-15 years. Rian added that ODOT has programmed $9.4 million for paving from Foster Road to Lindy Street.

A member asked what improvements would be included in the Foster to Lindy Street paving project. Terra replied that the project would include sidewalk improvements and ADA ramps as well paving.

Scenario 1: Terra explained that this scenario would reduce driveway frequency through consolidation resulting in improved safety by reducing vehicle and pedestrian conflicts.

Scenario 2: Terra explained that this scenario would construct sidewalks in the corridor and make improvements in the southern part of the study area to improve bus stop access and pedestrian crossings. A Steering Committee member noted that all scenarios build upon on one another. Another Steering Committee member mentioned some sidewalk improvements may require right-of-way purchases. Neil McFarlane noted that the Line 72 is TriMet’s highest ridership bus line and could be a candidate for future transit improvements including articulated buses.

A member of the audience asked for a definition of enhanced pedestrian crossings. Terra said enhanced crossings include a pedestrian refuge island, and could include a beacon or other signal, and/or striping depending on the analysis and state traffic engineer approval.

Scenario 3: Terra described Scenario 3 as including a bigger corridor project including “placemaking elements” appropriate to the land use district and other improvements (narrowing travel lanes, replacing turn lanes with planted medians, coordinating with the City of Portland to improve lighting to pedestrian scale illumination, and paving). Terra noted that some elements would require engineering approvals from ODOT.

City Recommendations April discussed community input on priority crossing locations. She explained that the City will construct some crossings with Fixing Our Streets funds. She said the first tier of crossing improvements includes Beech and Ash Streets and the second tier includes crossings at Harrison, Salmon, Klickitat, Schuyler, and Pacific Streets. She also said that Regional Flexible Funds Allocation (RFFA) will allow the City to develop crossings at SE Ogden, Knapp, NE Halsey, and the Jade District, exact location to be determined.

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April described the Bureau of Planning and Sustainability’s Barriers to Redevelopment Study. She said that the study is focused on a concept of “connecting places” on 82nd Avenue with emphasis on schools and businesses. She distributed a “Challenges/Barriers and Potential Policy Actions” handout.

Senator Dembrow asked if most bus riders were traveling to destinations along the corridor or connecting to other bus routes. A Steering Committee member answered the many riders use the bus to reach locations along the corridor, but many riders also transfer to other buses and MAX. Terra added Division is also a major transfer point.

CAC Input on Focus Areas Kirstin asked the CAC members Elliott Akwai-Scott and Chabre Vickers to discuss the CAC recommendations. Chabre and Elliott shared committee membership and highlighted those members who had attended at least two meetings. Elliot noted that the committee was less diverse than the neighborhood.. He described the meetings as having robust discussions and mentioned the CAC primarily approached the project as a pedestrian improvement project.

Chabre and Elliott told the Steering Committee that the CAC supported the Implementation Plan. They described the need for more investment on 82nd Avenue, and a holistic vision for a corridor that better serves people walking and biking. Chabre said that the corridor has been systemically neglected, and that lack of maintenance is an ongoing issue. Elliott described the plan as being non-transformative and said that improvements do not meet the community’s aspirations for the corridor.

Rian responded there is no money associated with the Implementation Plan but the plan is focused on small, achievable projects. He described the short-term priorities as the pedestrian crossings.

Senator Dembrow asked how maintenance on 82nd Avenue compares to other thoroughfares. Rian explained that ADA ramps need to be installed before paving takes place which makes maintenance like paving much more expensive. He also said that I-205 is a higher priority than 82nd Avenue because it has more trips and travelers. Rian reminded the group about the $9 million paving project and the recent projects on 82nd Avenue.

Senator Dembrow described the cap and invest bill, how the proceeds would support the transportation decarbonization investment fund which could fund pedestrian and bicycle projects. Rian also mentioned the Safe Routes to Schools funding will improve crossings.

Public Comment Brian Wong from the 82nd Avenue Improvement Coalition, described the history of 82nd Avenue. He said that the corridor must change to serve community needs through a jurisdictional transfer to PBOT ownership. He referenced the City Comprehensive Plan and other studies describing the corridor’s positive potential. Brian thanked the project team for spending an extensive amount of time and effort working on the plan. Brian’s comments are attached to this meeting summary,

Terry Parker, CAC member, described single-occupancy motorists as underrepresented in the community and said the City has a reputation for reducing motor vehicle capacity and increasing vehicle

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congestion, and referenced a study quantifying the roadway damage caused by bus travel. He agreed there is a need for better infill sidewalks, beacon protected crosswalks, increased pedestrian lighting, and thanked Terra and ODOT for including motorist representation. Terry’s comments are attached to this meeting summary.

A Steering Committee member asked about the source of the data about how people use 82nd Avenue in his written document. Kristin explained the information originated from an online survey.

Kristin told the group the Implementation Plan included two additional studies: one about cross-section options, and one about jurisdictional transfer. She said that focus groups conducted to discuss cross-section preferred a five-lane roadway with wider sidewalks. Elliott noted that the CAC did not have detailed conversation about roadway cross-section.

Senator Dembrow asked for details about the jurisdictional transfer report. Terra said that the jurisdictional transfer report focused on case studies of other transfers. Chris Warner said that maintaining additional streets would be difficult for PBOT and the agency would need a partnership with ODOT.

Kristin asked the Steering Committee to confirm the Implementation Plan has good short-term actions – the Steering Committee agreed.

Senator Dembrow asked about building ADA ramps if the street might eventually be redesigned. Rian said that ODOT is committed to constructing ADA ramps to make the roadway safer, and that it is a short-term need. A roadway redesign, along with any project is likely to take longer than ODOT is required to address the ADA needs within the corridor.

April explained that the City currently requires a 45-foot building setback from centerline for new development but only asks for right-of-way dedication for sidewalks (12 feet generally, 15 feet in pedestrian districts). In the future, the City could consider asking for the full 45-foot setback as a dedication to allow for the roadway to be designed differently in the future.

Neil McFarlane mentioned ODOT should prioritize ADA improvements to assist transit riders – there are not many State highways with more need. Jon stated ODOT is looking at the ramps during the 2021-2024 STIP cycle. Terra added the cost of each ADA ramp is $50,000 with ROW and other project costs included. The Steering Committee agreed there are more steps and this has been a positive one.

Close and Next Steps Kristin summarized next steps: The City will outline the possible steps to complete a jurisdictional transfer; the last CAC meeting will occur in 2018; and ODOT will communicate additional funding opportunities if they become available. Kristin and Terra thanked the group for their time.

I am Brian Wong and have been participating with the 82nd Ave 

Implementation  Plan  for  the  past  couple  of  years.  I  live  in 

Montavilla and have worked on various issues surrounding 82nd 

Avenue since about 2006. About four – five years ago, I joined a 

group  of  neighbors  to  address  the  various  challenges  in 

reshaping  82nd  Avenue  into  a  street  that  connects 

neighborhoods.  That  group  came  to  be  known  as  the  82nd 

Avenue Improvement Coalition.  

For many years, 82nd Avenue has been a road to drive through. 

However, 82nd Avenue is more than a road, it is a place. A place 

for work. A place to get a bite to eat. A place to call home.  

That  is why  I  am  here  to  specifically  talk  about  Jurisdictional  

Transfer of 82nd Avenue.  

Studying 82nd Avenue is a study of Portland. In the early 1900s, 

82nd  Avenue  was  a  dirt  road  and  moved  farm  supplies  and 

products  farm  to  farm  and  to  market.  Portland  was  young, 

having just been incorporated in 1851. The city of Portland was 

all along  the  river and  the area beyond was mostly unsettled 

and rural – just like 82nd Avenue. 

By  the 1930s,  the City of Portland had grown rapidly and 82nd 

Avenue defined the eastern border of the city. Money poured 

into Portland to build out the shipyards, ship materials for the 

building  of  Bonneville  Dam,  and  move  supplies  for  the  war 

effort. Portland played a key  role  in  shipping materials  in and 

out of the area. 82nd Avenue met that need and was paved and 

turned into a four lane highway.  

Presently, 82nd Avenue is no longer a dirt road or just a highway 

to get you to Portland; 82nd Avenue is literally the geographical 

center of Portland. 82nd has a become a place, not just a road to 

move  through.  As  82nd  Avenue  has  done  in  the  past,  82nd 

Avenue must  change  to  serve  the  needs  of  the  communities 

that depend on  it.  It  is  the  time  for 82nd Avenue  to become a 

city street.  

This  demand  is  exemplified  in  several  recent  studies;  which 

include  the  2008  PSU  “Imagine  82nd  Avenue,”  2014  Jade 

Visioning project, and 2017 UO 82nd Avenue Design Studio. Each 

report  envisions  82nd  Avenue  as  a  place  with  high‐quality, 

pedestrian‐oriented,  green  development  that  serves  as  a 

marketplace for all that connects neighborhoods. This  includes 

a  safer  pedestrian  environment  with  wider  sidewalks,  more 

crosswalks,  street  trees,  and  with  people  living  along  the 

boulevard. Each report showcased 82nd Avenue as a place.  

In my opinion, the findings of the 82nd Avenue Implementation 

study  demonstrate  that  the  current  design  approach  cannot 

meet that vision. This does not mean that the time working on 

the 82nd Avenue  Implementation study has been  for not.  I am 

appreciative and grateful  for  the effort and  the discussions by 

those  participating  in  the  82nd  Avenue  Implementation  Plan. 

This includes those from ODOT (Jon, Terra, Kristen), PBOT (April) 

and PBDS (Radcliffe). It is through my time working on this plan 

and  reflecting  on  the  findings  that  I  have  realized  that  82nd 

Avenue  is not only a road, but  is a place.  It  is my opinion that 

the  findings  in  this  report demonstrate  the maximum  change 

we will  see using  current design  approaches. At best, we will 

get paving (desperately needed), some medians, and some new 

crossings  (most,  if not all, without pedestrian  control or even 

crosswalks).  

We need  to expand our options.  JT needs  to be on  the  table 

and  the  plan  that  stems  from  that  new  study  needs  to  be 

approved by the City of Portland.   

The City of Portland,  in  its  recent Comprehensive Plan,  called 

for  several  nodes  along  82nd  Avenue.  Currently  82nd  Ave  is 

treated as a 7 mile  long  corridor without any defined  spaces. 

The  Comprehensive  Plan  calls  for  creating  places  aka 

“neighborhood centers” or “town centers” along 82nd Avenue. 

We will  refer  to  them  these  as  “nodes.”  These  nodes would 

cluster  development  in  small  areas  at  key  intersections.  This 

would be like what we see on Sandy Blvd in the Hollywood area. 

In the case of 82nd Avenue, we would have several nodes – like 

pearls on a string. This concept takes advantage of established 

neighborhood  boundaries  and  identities,  builds  on  positive 

community  movement,  and  allows  for  incremental 

development.  

I  did  a  driveway  count  between  Ash  and  SE  PCC  campus. 

Roughly  a  one  mile  stretch.  I  counted  62  driveways. 

Generalizing that count to the entire 7 mile stretch of 82nd Ave, 

I contend there is about 430 driveways along 82nd Ave.  

That  is  430  opportunities  for  people  in  vehicles,  on  foot,  on 

bicycle,  and  using  transit  to  connect  to  a  place.  A  place  of 

business.  A  place  to  eat.  A  place  to  recreate.  A  place  to  call 

home. We  can  no  longer  limit  this  place  as  a  road  to move 

through,  as  only  a  highway. We  need  to  expand  our  options 

and see 82nd Avenue as a place, as a grand boulevard – as a city 

street. JT needs to be on the table.  

The  community  has  stated  they want  a  grand  vision  for  82nd 

Avenue  as  seen  in past  studies  (Imagine 82nd Ave, UO Design 

Studio, and Jade Visioning Project). 82nd Avenue has a potential 

to create 430 places to be. Let’s honor the communities stated 

vision and help develop those places to be – transfer ownership 

of 82nd Avenue to the City of Portland. 

 

 

As a member representative on ODOT's 82nd Avenue CAC, I have continually emphasized an essential priority is balancing the need for maintaining throughput that includes two full travel motor vehicle lanes in each direction coupled with improving neighborhood livability. Keeping that in mind, I disagree with a jurisdictional transfer and the city taking over 82nd Avenue. The city has established a reputation of reducing motor vehicle capacity with road diets and increasing congestion on city thoroughfares by design. Motorists who comprise nearly 80% of the trips in the Portland-Metro area and are the primary funding stakeholders for PBOT projects simply don't trust the city anymore.

Even with all the inclusionary speak at City Hall, motorists have no voice, proportionate or specific representation on PBOT advisory committees. In an one on one meeting last February with Mayor Wheeler, he agreed equity was missing on PBOT committees. Matt Grumm, Commissioner Saltzman's Chief of Staff whom I met with directly after the meeting with the Mayor concurred. Now nearly a year later, very little has changed. Motorists continue to be treated as second class cash cows subjected to subsidizing the alternative modes. I applaud Terra and ODOT for the inclusion of motorist representation on the 82nd Avenue CAC. I fully agree there is a need for better and infill sidewalks, and additional beacon protected crosswalks on 82nd; but not necessarily 15 to 18 foot super-sized sidewalks and not a crosswalk every two blocks. There is also a need for better street lighting - possibly pedestrian scale lighting - at crosswalks and in high volume pedestrian areas. The new LED lighting as created a safety issue making the streets appear darker. It maybe the color or that it is cut-off lighting, but it is far more difficult to see pedestrians in dark clothing than with the former lighting. This is especially true when headlight glare is coming in the opposite direction. Instead of constantly profiling motorists for safety issues, pedestrians need to be better educated about looking both ways and making eye contact before crossing streets. Stringent enforcement needs to be aimed at bicyclists who disregard stop signs, disobey traffic signals and otherwise snub the rules of the road. Any dedicated bicycle North-South infrastructure in the 82nd Avenue corridor needs to be parallel to 82nd, and not between the existing curbs. Adult bicyclists also need to charged some type of privilege registration fee to pay for the creation, use and maintenance of dedicated bicycle infrastructure. Having dedicated infrastructure is a privilege! Finally, referencing a City Club study, one two-axle transit bus does as much damage to the streets as 1200 cars. One frequent service bus every ten minutes in each direction on 82nd would require a traffic volume of 12,000 cars per hour to do the same amount of street damage. My point here is that transit service needs to become more financially self-sustainable with passengers paying a larger share of the service costs. Moreover, with self-driving cars on the horizon, universal mass transit service may very well become an expensive dinosaur and there will likely be a need for an expansion of motor vehicle capacity city wide. Respectively. Terry Parker, Northeast Portland