David R. got his bike stolen in the wee hours of Saturday morning. We’re posting this not only to help spread the word in hopes of getting it back, but also to share David’s story. He’s learned an important lesson. See if you can spot it in his email below.
The Sprockettes perform at the 2008 Tour de Fat. (Photo: J.Maus/BikePortland)
Total comments this week: 883
We can see change happening. We can accept that change has to happen. We can even appreciate parts of it.
But that doesn’t always make change feel good, and it doesn’t mean that change is good.
Responding to other readers’ pro-housing-supply comments beneath Tuesday’s post about low-impact infill projects, BikePortland reader rachel b (who is, according to other posts, a Portlander since childhood) shared a take on the city’s development that was deeply personal, charmingly self-deprecating and a little bit heartbreaking, too.
Though a few remaining bills have yet to be paid, the combination of far more cost-efficient track and systems construction than expected and persistently low interest rates has been so large that TriMet has been searching for new ways to spend some of the unexpected surplus locally.
Happy 10th Birthday to the Dropouts! (Photo by Brian Smith)
Welcome to your menu of weekend rides and events, lovingly brought to you by our friends at Hopworks Urban Brewery.
Do you plan on riding this weekend? It looks like it might rain a bit, but you’re tough and that shouldn’t change any of your plans. If you need a bit of help deciding what to do, we’ve got a fun slate to choose from. It all starts with a big night of partying from the tony Pearl District to the low-down and dirty southeast.
Friday, March 20th
NW Women’s Race Summit Ladies Night – 7:30 to 9:30 pm at Ecotrust (721 NW 9th Ave)
Where you at Portland? (Photo J. Maus/BikePortland)
The Oregon Department of Transportation just announced that the City of Eugene has been awarded a $909,066 grant for its bike share project. That means bikes could be on the ground and rolling in about a year, according to the city’s Transportation Planning Manager Rob Inerfeld.
The grant comes from the Connect Oregon, a Lottery-backed program dedicated solely to “non-highway projects.” This was the first cycle of the grants that where biking and walking projects were eligible to compete for the funds.
This grant will pay for nearly all of Eugene’s bike share project, which has a total cost of $1,136,333. The remainder of the needed funds will be paid for through urban renewal dollars the city has already committed to. Once up and running the entire system will have 28 stations and and 210 bikes, which includes integration with a four station, 40-bike system already up and running that is planned at University of Oregon.
Here’s more about the system from the official project description:
Now, PDW has stepped up to be the official sponsor of our Ride Along series! That’s the regular feature we’ve been doing for just over three years now where I meet up with a reader at their house and join them for their ride into work. Along the way, we get to know the person and we see their ride — the good, the bad, and the ugly parts — from their perspective.
AASHTO President Jon Cox before a congressional committee Tuesday. (Screen capture via Rep. Rick Larsen)
Vision Zero is maybe the hottest subject in American street advocacy right now, but there’s still quite a lot of disagreement about what exactly it means.
As Portland adopts an official policy to prevent all road deaths and safety advocates begin a push for state and other local governments to follow that lead, we’ve just gotten a couple very clear examples of what Vision Zero doesn’t mean.
One comes from a hearing Tuesday in Washington D.C. The other comes from a state engineer quoted yesterday in The Oregonian.
Portland-area streets described by ODOT as “highways to be transferred to local jurisdictions” are marked in pink. The blue line, Cornelius Pass Road, is a request from ODOT for a transfer in the other direction. (Image: ODOT testimony on SB 117.)
Barbur Boulevard, Powell Boulevard, Tualatin Valley Highway, Lombard Street, 82nd Avenue and Macadam Avenue could all be lined up for gradual transfer from state to city control under a bill before Oregon’s legislature.
We are writing to express our concern with the recent decision to prohibit bicycle use in the River View Natural Area. Any decision to exclude bicycles is disappointing to our organizations as we truly believe that bicycles are an amazing tool for progress. They provide efficient and cost effective transportation, a family friendly form of recreation, and in the case of off road bicycling, a valuable connection to the natural environment. Yet despite that passion we know that sometimes other priorities for funding or even land use take precedence and bicycles are not given priority. We can generally accept those decisions. However, when those decisions are made in an arbitrary and capricious manner that cuts off due process, we must object.
A few miles up the road, Portland’s big-sister city is doing something Portland hasn’t yet: charting a viable path to paying for its transportation goals.
The nine-year, $900 million “Move Seattle” property tax levy proposed Wednesday by Mayor Ed Murray would include (among many other things) 50 miles of protected bike lanes and 60 miles of neighborhood greenways over nine years. That’s about half of the projects that Seattle’s 20-year bike plan refers to as parts of the “citywide network.”
For comparison’s sake, Portland’s “paused” street fund proposal included, at one point, an estimated 14-20 miles of protected bike lanes and 40-50 miles of greenways over 10 years. But the possible lessons here for Portland aren’t just about scale (Seattle is bigger by most measures, after all) and the story here isn’t just that Seattle is succeeding where we aren’t (Seattle has a long way to go, after all).
Riders in Gateway Green, a future bike park. (Photo J Maus/BikePortland)
Portlanders itching for more places to ride bikes in the dirt will now have to work extra hard, thanks to a report from the City Budget Office (PDF) that recommends zero funding for two Portland Parks & Recreation projects we’ve been following very closely: Gateway Green and the Off-Road Cycling Master Plan.
Does this mean those two projects won’t be funded? No. The report is just one factor Mayor Hales and City Council will use to decide where money should be spent. But the CBO recommendation does underscore the difficult politics around these two projects and it means anyone who wants to see them become reality will have to make sure their voices are heard in the coming weeks and months.
We reached out the Budget Office, Commissioner Fritz’s office, and supporters of these projects to learn more about what this all means…
Eugene area State Senator Chris Edwards wants to make it easier to go after after bike thieves. His Senate Bill 861 would require a judge to include “electronic location information” of a stolen bicycle to be considered probable cause when issuing a search warrant.
(5)(a) A judge shall consider electronic location information, indicating that a bicycle reported as stolen is located in the place to be searched as described in the warrant affidavit, as probable cause that the place to be searched contains evidence concerning the commission of a criminal offense.
(b) As used in this subsection, “electronic location information” means location infor- mation obtained from an electronic location tracking device.
Mia Birk of Alta Planning + Design is one of four speakers. (Photo: J.Maus/bikePortland)
The Portland Bureau of Transportation’s monthly bike-themed lunchtime speaking series has a particularly intriguing agenda this Thursday.
Four local women who’ve been riding the city for quite some time will be sharing stories about Portland’s biking history. The panel includes Anndy Wiselogle (founder, in 1976, of the Bicycle Repair Collective, among other things); Mia Birk, Portland’s first bicycle coordinator and an early principal at pioneering bike-infrastructure firm Alta Planning and Design; Jessica Roberts, an onetime Bicycle Transportation Alliance employee and more recent principal at Alta; and Barb Grover, a onetime Bike Gallery marketer who cofounded cargo-bike specialty shop Splendid Cycles.
Looking west toward South Waterfront from the eastern end of the new bridge. (Photos by J. Maus/BikePortland)
There are just 179 days until the new Tilikum Crossing Bridge opens. This exciting new piece of infrastructure will grab a ton of headlines not just because it’s the first new bridge to be built across the Willamette in over 40 years — but because it’s one of the only spans in America where every mode will be allowed except for private cars.
Townhomes, like these on SE Ankeny, are currently the most common middle ground between apartments and single-family homes. Some neighborhood leaders want Portland to provide more options for moderate levels of density. (Photo: M.Andersen/BikePortland)
A slate of ideas for increasing Portland’s housing supply with fewer visual changes to its central-city neighborhoods is getting warm reviews from influential neighborhood association leaders.
The list of policy proposals, compiled by local indie developer Eli Spevak last month after a conversation with Tamara DeRidder of the Rose City Park Neighborhood Association, includes concepts such as legalizing internal divisions of existing houses and scaling transportation, sewer and parks fees based on home size.
The general theme of the proposals: allowing more housing in Portland that offers more density than single-family houses but less than four-story apartment buildings.