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City gives in to state demand to remove bike lanes from SE 26th Avenue

Posted by on January 6th, 2016 at 11:32 am

26th powell crowd in bike box

10 a.m. southbound bike traffic at 26th and Powell.
(Photos: M.Andersen/BikePortland)

Two of southeast Portland’s most-ridden bike lanes are slated to be removed at the insistence of the state of Oregon.

The bike lanes on each side of Southeast 26th Avenue near Powell draw something like 600 to 800 people per day (even in winter) and run in front of Cleveland High School. They will be paved over sometime in the coming months and not replaced, the Oregon Department of Transportation said last week.

The decision comes five months after the city’s top biking expert said he thought it would reduce safety on the street.

In an email late Wednesday, the city said it expects any lane removal to be more than a year away.

The City of Portland’s decision to accept the change comes five months after its top biking expert publicly cited four studies showing, he said, that even a narrow bike lane like the one on 26th improves road safety compared to no bike lane.

ODOT spokeswoman Kimberly Dinwiddie said Tuesday that removing the bike lane would improve safety by reducing the number of people biking through that intersection. Many, she predicted, will switch to using 28th Avenue when a new traffic signal and neighborhood greenway are installed there in the coming months. (28th avenue runs along the back of Cleveland High School, which is home to its largest bike parking area.)

Dinwiddie could not identify any evidence, beyond the state’s judgment, that this combination of changes would improve overall safety. She said she was trying to find the information but wasn’t sure when she might.

The change is necessary, Dinwiddie said, because “the intersection of SE Powell at SE 26th is already over capacity for the sheer number of users across all modes: bicyclists, pedestrians, vehicles and buses.”

Dinwiddie said Tuesday that she was unable to say what the “capacity” of the intersection is.

She said the state will “revisit” its decision if large numbers of people keep biking on 26th after the lane is removed and the nearby signal added.

26th Avenue has bike lanes, and is marked for having them in the city’s 2030 bike plan, because it is the flattest and most direct connection between several Southeast Portland commercial nodes. TriMet’s No. 10 bus also runs on 26th once every 30 minutes or so.

Decision follows major collisions, safety demonstrations
Powell protest ride-53.jpg

A May 11 protest of Powell Boulevard. The street is also U.S. 26, a state-run highway.
(Photo: J.Maus/BikePortland)

The state seems to be reacting in part to two high-profile collisions last year at SE 26th and Powell.

In one, a man in a truck turned left from 26th to Powell on a yellow light just as a man biked south through the intersection, also on a yellow light. The left-cross collision severed Alistair Corkett’s leg.

In the second incident, three weeks later, a man driving a Jeep ran a red light on Powell just as a man biked north across it. The collision broke Peter Anderson’s leg.

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The incidents became a focus for continuing anger about Powell Boulevard from people who live nearby, who say that typical speeds on Powell exceed the 35 mph limit and that the state has refused measures, like narrower lanes, that would reduce those speeds. During the 10 years to 2013, the state-run road saw 381 traffic injuries and three fatalities on the 12 blocks of Powell surrounding Cleveland High School.

Aside from the point where they cross Powell, the 26th Avenue bike lanes don’t seem to show a particular bike safety problem.

Aside from the point where they cross Powell, the 26th Avenue bike lanes don’t seem to show a particular bike safety problem, though they are uncomfortably narrow and run in the door zone at some points. Out of 17 bike-related injuries between Holgate and Division in that period, eight were at the Powell intersection.

About 100 people joined a May 11 protest by legally walking and biking back and forth across Powell in a crosswalk near 26th Avenue during the evening rush hour. Two days later, two dozen people joined a die-in outside ODOT headquarters.

Hours after the second collision, on May 29, ODOT said it would add a new left-turn arrow phase to the signal at 26th Avenue, a change that lengthened the traffic signal cycle. This also lengthened the red light facing Powell.

Meanwhile, the state was reviewing an unrelated request from the Portland Bureau of Transportation. The city had asked for permission to add a new signal at 28th Avenue for the new neighborhood greenway that had been planned as part of the 20s Bikeway — designed to be a less direct but lower-stress alternative to 26th Avenue’s bike lanes.

The state agreed to allow a new biking/walking traffic signal, but on one unusual condition: that the city remove the bike lanes from 26th.

State says it will “revisit” decision if substantial bike traffic remains on 26th
students biking in crosswalk 26th powell

Some people who bike on 26th already don’t bother with the bike lanes.

In an undated memo by the City of Portland, city staff projected that removing the northbound bike lane from 26th in order to widen the southbound bike lane there (which was another scenario discussed) would divert 90 percent of northbound bike traffic over to 28th.

That memo apparently inspired the state’s proposal to remove bike lanes from 26th Avenue completely. BikePortland received it in August after a public record request.

In an email last week, ODOT spokeswoman Dinwiddie wrote that if the bike lanes are removed from 26th Avenue but bike traffic falls less dramatically than the city expects, then ODOT “would be willing to revisit the agreement to remove bike lanes from SE 26th Avenue.”

“Encouraging bicyclists to use the new crossing at SE 28th Avenue or opt to use the travel lane on SE 26th Avenue will raise the visibility of the cyclist in the roadway as well as increase the likelihood they will be seen.”
— ODOT Spokeswoman Kimberly Dinwiddie

“We recognize some cyclists will continue to use the intersection, which is perfectly legal,” Dinwiddie wrote. “Removing the bike lanes on SE 26th Avenue and encouraging bicyclists to use the new crossing at SE 28th Avenue or opt to use the travel lane on SE 26th Avenue will raise the visibility of the cyclist in the roadway as well as increase the likelihood they will be seen by bike and vehicles using other approaches at the intersection. … SE 28th Avenue crossing at Powell has fewer conflict points for bikes and pedestrians than a traditional signal and provides a safe and comfortable location for bike to cross. The City will be installing bicycle wayfinding signs on 26th to encourage bicyclists to cross at the safer location two blocks away rather than using the intersection at 26th and Powell where we have seen a number of serious bicycle crashes in the past year.”

Rich Newlands, the city’s project manager for the 20s Bikeway, confirmed on Dec. 23 that the state had approved the signal at 28th but said he couldn’t comment on the decisions surrounding 26th Avenue. Newlands referred questions about 26th Avenue to city spokesman John Brady, who couldn’t find time in the next two weeks to answer any questions about the city’s decision.

(Brady did send a text message Wednesday saying “we appreciate that there seems to be room to revisit the issue after the much needed signal at 28th is installed.”)

As a result, it’s currently unclear when the city expects to remove the bike lanes, or why it agreed to do so despite its policy to prioritize bike traffic over auto traffic, its designation of 26th Avenue as a future bikeway and the four studies that it had said showed that removing the bike lane would make the street more dangerous.

In August, the state said it feels those studies do not support such a conclusion, but declined to say why.

Update 7:30 p.m.: City Spokesman Dylan Rivera got in touch late Wednesday to answer the question of when any lane removal is expected: a year or more after the 28th signal is installed.

Rivera also offered, for the first time, a description of the city-ODOT agreement that differs from ODOT’s description. He said the city has agreed that “a year or more after the new signal at 28th is installed, we will revisit the need for bike lanes on SE 26th based on the data we gather after the 20s Bikeway signal at 28th has been installed.” Expect further coverage of this developing story.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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Joe
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Joe

way bummed 🙁

Paul Atkinson
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Paul Atkinson

Will the city be on the lookout for aggressive drivers who buzz, harass, or threaten cyclists who use the full lane on 26th once they remove that bit of infrastructure?

I’ll be taking video…I always do. When that happens — and I’m confident it will — where would the city like the video sent so that citations can be delivered in a timely fashion?

alankessler
Subscriber
alankessler

*this comment has been self-moderated*

KD
Guest
KD

Although it isn’t the route that always feels the safest, it is one of the fastest and most direct ways to get north and south in this area. The loss of the bike lanes here is huge for those of us that live and commute daily through here.

Also, it wasn’t clear to me that they planned for the traffic light at 28th to be installed before the lanes are removed from 26th, so that could create a major problem for those that need to cross Powell.

Greg Haun
Guest
Greg Haun

I lived just a few blocks from 26th and I am ready to celebrate good riddance to one of the worst residential bike lanes in Portland. With guests or kids I’d rather ride 28th and when going fast I’d rather ride 26th without bike lanes. There simply isn’t enough room for bike lanes there and riding through Cleveland High School is a nightmare. 28th is a great route, try it! (you’ll have to imagine the new crossing at Powell).

realworld
Guest
realworld

“Dinwiddie said Tuesday that removing the bike lane would improve safety by reducing the number of people biking through that intersection.”

A better “safety Strategy” would be to remove all the auto traffic lanes if you really want to “Improve Safety”!

**portion of comment removed – personal insults are not tolerated **

Keviniano
Subscriber
Keviniano

Thanks for reporting on this Michael. I can only imagine the self-control it took to write this.

soren
Guest
soren

Newlands referred questions about 26th Avenue to city spokesman John Brady, who couldn’t find time in the next two weeks to answer any questions about the city’s decision.

Platinum.

Granpa
Guest
Granpa

This is my commute route. Although change (of any sort) frightens me, it will not be an inconvenience to use 28th. I have had conflicts with moms dropping off their little darlings in front of the high school.

My question, how is the speed limit allowed to be so dangerously high on Powell in a school zone?

Paul Wilkins
Guest
Paul Wilkins

While it will add about 6 miles to my 6-mile commute, I’m thinking of working 26th and Powell into my route to work.

Adron Hall @ Transit Sleuth
Guest

Just continued failure…

…I’ve so given up on this city at this point. I’m just honestly not sure what to even attempt anymore. ODOT seems to have no clue or act purposely hostile and with malicious intent. PBOT seems powerless, the mayor (Hales) doesn’t seem to actually care. He faux biked to work a few times then withdrew and is now even more lame duck then before.

…Portland used to be a shining light amid the darkness of America’s dystopian auto-dependent transportation system. Now it’s fading into that dystopia one bike lane at a time it seems. 🙁

Champs
Guest
Champs

Realistically, how many tears will be shed? The popularity of 26th is practically in spite of its quality.

I guess the thing that upsets me is that PBOT’s trade comes with no commitment statement about the rest of 28th. The Gladstone Jog will not be missed, but the route between it and Holgate is ambiguously marked. And this is just a small stretch of the larger 20s Bikeway.

EricIvy
Subscriber

HANDS SHAKING WITH ANGER

Pete
Guest
Pete

May I suggest notifying the Oregonian and explaining that the state’s solution to the traffic problems on 26th is to take the bicyclists from beside the motorists and put them in front of them instead?

Brad
Guest
Brad

The state will revisit its decision if large numbers of people die on 26th after the lane is removed.

Adam
Subscriber

The bike lane was terrible, to the point of being essentially useless. This was the narrowest bike lane in the city and really just serves as minor traffic calming for drivers by narrowing the lanes instead of as real bike infrastructure.The facility is really being moved two blocks over instead of removed entirely, so it’s not quite on the level of Rob Fordism. Painted bike lanes fail for safety anyway, and a design that aims to reduce auto traffic (e.g. Neighborhood Greenways) are far more effective for safety.

As a consolation prize, there should be diverters on the route over to 28th so that the street is a car-free as possible. There should also be a bikes-only phase crossing Powell that holds all drivers in all directions to a red. Either that or install a full-blown protected intersection on Powell. Something needs to be done since the problem of crossing Powell hasn’t really gone away, it’s just been moved two blocks east.

paikiala
Guest
paikiala

Take the lane. Invite PPB to do the same, on a bike, they do for pedestrian crosswalk enforcements.

davemess
Guest
davemess

Here’s to hoping the timing of the new signals at 28th are set up a lot better than anything around the Tilikum bridge!

axoplasm
Subscriber

So much for my New Year Resolution to not get so het up about crappy local politics

mpop
Guest
mpop

“draw something like 600 to 800 people per day”

Those riders should start using the main travel lanes now, ideally in large clusters, so everyone can get a taste of how traffic will be affected before they take out the bike lanes.

J_R
Guest
J_R

There are multiple problems with 28th that make it less than desirable for a bike route. The section between Powell and Francis is fully parked with cars almost all the time and it has pretty high motor vehicle volumes. The intersection of 28th and Rhone has really poor sight distance because of a huge hedge in the SE quadrant and cars parked along Rhone. Maybe some of those issues can be “fixed,” but with Portland’s refusal to inconvenience motorists, I rather doubt it.

Since ODOT insists that PBOT remove the bike lane on 26th, I guess I’ll be taking the lane.

ODOT hates bikes!

El Biciclero
Guest
El Biciclero

“ODOT spokeswoman Kimberly Dinwiddie said Tuesday that removing the bike lane would improve safety by reducing the number of people biking through that intersection. Many, she predicted, will switch to using 28th Avenue when a new traffic signal and neighborhood greenway are installed there in the coming months.”

Of course you can reduce the number of injuries while doing a thing by reducing the number of people who do that thing. But that’s backwards. If the injuries suffered while doing Thing A are mostly the result of other people doing Thing B in a less-than-competent fashion, then it makes sense from an ethical perspective to see what can be done about those people doing Thing B. Maybe discourage Thing B somehow. Why can’t the removal of bike lanes come with the addition of sharrows and a lowering of the speed limit to 25, which is the statutory speed limit for a residential street anyway.

Does increasing “safety” at this intersection by discouraging bicycle use lead to increased safety at other locations that are assumed to absorb those displaced from 26th?

I hope at the very least that the improvements to 28th will be completed before the removal of these bike lanes. It would be interesting to study bicyclist preference after the addition of the 28th improvements, but prior to the 26th pave-over. Which of these routes would be truly preferred?

Keviniano
Subscriber
Keviniano

Maybe PBOT could throw up “Bicycles May Use Full Lane” signs when they take out the bike lanes.

Dan A
Subscriber
Dan A

Hmm, new strategy emerges from drivers who want to get rid of bike lanes on their favorite roads…..

Bald One
Guest
Bald One

Where to start… I have mixed opinions.
1) It is never good to lose an important part of existing bike infrastructure.
2) If the new bike route along 28th is actually better than 26th, it will go a long way to building some trust in this process. But, they will have to do more than just put up a light and a couple of signs. I am skeptical they will dress up this 28th route enough to make it an equal or better exchange.
3) The existing bike lanes on 26th (from Gladstone to 1 block south of SE Clinton, where both bike lanes on both ends disappear) are too narrow and too poor quality to shed a lot of tears about losing the crossing. But, will the “new” facility on 26th simply have disappearing bike lanes several hundred feet from Powell? Or, will they erase them all the way along the stretch of Gladstone to Clinton? Many bike users come and go from 26th south of Holgate, and they will be left out in the cold to find another route. I still think the City can improve 26th all along this whole section in order to widen the bike lanes – this would involve some curbing changes, non-native tree removal, but are these things really that expensive? (we see the constant city investment in ADA curb cuts all over the city as evidence). An improved 26th should be the goal, not swapping it for 28th.
4) I attended some of the meetings for the 20’s bikeway. The one at Cleveland high last year had several members of the freight community there. I expect ODOT wants to see more 53′ semi-trailers using SE 26th from Holgate and Gladstone to Powell. The continued expansion of the enormous trucking facility at 22nd and Gladstone and the Brooklyn yard is an egregious stomping on all livability and sustainability issues in this neighborhood. SE 26th needs to have 5-axle truck/trailers BANNED from it, and the international railroad tycoons need to invest some money in this facility to improve truck flows in/out of Portland of their international trans-loading cargo facility – there is almost no local neighborhood economic impact of this facility, yet it dominates the local community and transportation flows (and congestion).
5) I have used SE 26th as a bike route for over 25 years. I have used it much less since the new Powell overpass along the Orange line at 17th. I expect many other SE commuters have also used this route less in the past year, but there are still many users there. I will give 28th a try. There will still be conflicts with the High School on 28th north of Powell – not necessarily from cars crossing the bike lane in drop-off like on 26th, but from students milling about and hanging around and crossing anywhere along this 1-block stretch on the east of the HS before and after school. And there are drop-offs on that side of the school, also.
6) The guinea pig problem. When the new light goes up on Powell, which is on a hill where folks are really gunning their cars up to speed (50 mph) when there is not gridlock (think: night times, mid-day, weekends, etc), a lot of drivers will run this new red light during the first few months before they realize it’s there. Do you want to be the one crossing when that happens?
7) I’m sure there will be an inappropriate amount of gold-plated traffic control signals here: beg buttons, bike traffic lights, etc. It’s hard to imagine they don’t blow their whole budget on these extra bells and whistles. And, I’m sure these are great, but I would like to see the money spread out for 1/2 mile on either side of this new light to improve the overall route: parking changes, stop-sign turns, improved street conditions, visibility issues, pavement changes and markings, etc. At some point, this route may connect back with SE 26th and have to go through SE Clinton intersection – where the bike lane completely disappears in favor of on-street parking. This intersection needs improving as part of this project.

ECW
Guest
ECW

PDOT’s also caving because it suits their masters at Union Pacific who run their huge container trucks on 26th. Same folks who brought you that joke of a bike lane on Gladstone west of 26th that’s actually on the truck route where the trucks have to swing clear to the curb to turn the corner. These clowns don’t care and they never have. Sorry this if this is news to anyone who thought they did

VTRC
Guest
VTRC

You gotta be kidding me.

SD
Guest
SD

It is bad policy to discourage cycling on a city street like this one and to designate special routes that all cyclists are “supposed to ride on.”

The next bicycle rider injury at this intersection will be accompanied by a description that states the cyclist was taking unnecessary and irresponsible risks by not riding on 28th. This statement will be made regardless of the nature of the injury.

Joe
Guest
Joe

yes i ride this! and still will, i can just see the amount of bad drivers getting their way now. getting zipped etc…. its a black eye for Portland if you ask me.
HAS ANYONE REALLY seen what has happend in the last 4 years? so many disconnects.. * what if you get caught on this at a bad time of the day ? *

Paul
Guest
Paul

So, if that street must accommodate cars, then why not make it a one-way street (with one auto lane) and there will be room for bike lanes going both ways. You don’t need to be able to drive a car in every inch of of space in the city whichever direction you want. It’s just not necessary.

Greg Haun
Guest
Greg Haun

Just to make everyone’s day, ODOT is also planning a safety project along Powell from SE 20th to 34th. From the meeting I attended, the main safety features will be widening the intersection at 26th to allow faster truck turns, removing street trees to improve visibility, and prohibiting red light cameras to prevent rear-end collisions on Powell. I kid you not. http://www.oregon.gov/ODOT/HWY/REGION1/Pages/Powell-Boulevard-Safety-Project–SE-20th-to-34th.aspx

Josh Chernoff
Guest
Josh Chernoff

I want to know what if anything the community can do to change this? Its our street, we should have a say. This is not how the system works. I want to know how many of at Odot or PDot uses 26th for their commute. Why is their opinion greater than the people who really use the road?

Joe
Guest
Joe

I agree you can’t give something and take it away, shows major failure in the system..

Paul Atkinson
Guest
Paul Atkinson

Serious question, as I’m not clear on the whole plan for 28th:

One of the advantages to using 26th is that from Gladstone to Clinton there is only one stoplight (at Powell). This makes my ride relatively fast (I use that connection both northbound and southbound). 28th is not, as near as I know, a through street.

So what’s the plan for 28th? Will I have more stop signs / stop lights to deal with? Will auto traffic be discouraged from using 28th even as bicyclists are discouraged from using 26th?

This could literally be life and death information for me.

Clark in Vancouver
Guest
Clark in Vancouver

This really shows that the problem is systemic on both state and city levels.

sarah gilbert
Guest

This is the ODOT/PDOT thought process:

“Too many bicyclists are using this street. WAY too many. It’s unsafe! Let’s do everything we can to make it less safe.

“If they still use it, we’ll go back to the current levels of poor safety. Maybe.”

COMPLETELY ignoring that many commuters (like me) prefer 26th over other nearby options, like 33rd or 28th, because of the steep hills and crazy-fast speeds at those other two intersections. Dozens of kids use this route to get to Cleveland and Hosford — this just baffles me.

Kyle in Creston Kenilworth
Guest
Kyle in Creston Kenilworth

I ride northbound on SE 26th every morning. The light update on Powell has made that intersection a lot safer. But I try to avoid SE 26th southbound coming home. At night cars turn right onto Powell without paying much attention to the lane. And turning left from the bike lane onto any of the streets between Powell and Gladstone on a busy day is sketchy.

Instead, I use SE 22nd and ride past the Fred Meyer and up Gladstone from there. The light changes pretty quickly at 22nd/Powell and tends to have fewer motorists waiting to make hasty right turns.

If they eliminate the bike lane on SE 26th, I wonder if they would consider making that stretch of 22nd a bike corridor?

Ed
Guest
Ed

I’m truly shocked at the mostly docile response I’m seeing on this blog so far. The “bike community”–That’s us–has absolutely got to respond to this.
First, someone from the City has to find the time to clarify crucial facts. Don’t have the time? Then you’re fired and replaced by someone who does.
Second, what’s the planned sequence of events? We absolutely should not accept any consideration of removing those lanes before 1) The changes on 28th Ave are completed and 2) Enough time has passed to know that they work as an equivalent or superior replacement for the 26th Ave route. The ODOT spokesman could not make a credible case for removing the old bike lanes at all, let alone doing so before we’re sure that the new route has really proven itself. If the new route turns out to be a real “carrot,” they wouldn’t need to close the old route as a “stick” to force people away from 26th and Powell, after having failed to show evidence that they even needed to do that. And is the maintenance of all those white stripes that forms the bulwark of this platinum city’s renowned bike infrastructure so burdensome that we can’t have a few blocks that some bureaucrats find redundant?
This is just one more reason to let Kate Brown know that she has to purge ODOT, starting at the top. And we should expect at least an apology from someone at City Hall at how they’ve approached this. Yes, you do have time to talk to us, within 2 days, not 2 weeks, and you’re so sorry that none of us have been approached about a decision that affects how thousands of us get around this city every day. If we accept anything less, then we really have no self respect and deserve to be treated like shit.

rick
Guest
rick

great leadership?

Lukas
Guest
Lukas

Seems like ODOT is asking us all to take the lane on 26th to calm traffic speeds down to bike speed. I love a challenge. How big of a campaign donation would it take to get a city commissioner to ride along.

Chris Anderson
Guest

This is why we need to convert 26th and Clinton to a pedestrian plaza. That will cut down on car traffic throughout the neighborhood and increase livability and foot traffic to local businesses.

Eric Leifsdad
Guest
Eric Leifsdad

Why not full-sized bike lanes and remove the center stripe? And a 20mph speed limit. That would be safer for everyone.

Todd Hudson
Guest
Todd Hudson

PBOT should re-stripe 26th once ODOT installs the signal at 28th. U mad ODOT? Well I guess we can daydream.

yashardonnay
Guest
yashardonnay

Et tu, PBOT?

charlietso
Subscriber
charlietso

“removing the bike lane would improve safety by reducing the number of people biking through that intersection” – That is like saying we will improve road safety if we remove all the roads so no one will injured on roads because no one will be able to use them.

“the intersection of SE Powell at SE 26th is already over capacity for the sheer number of users across all modes: bicyclists, pedestrians, vehicles and buses.” – and who is taking up most of the capacity here? Cars.

As Michael points out, the 26th Avenue bike lanes don’t seem to show a particular bike safety problem. There is no logic (or evidence) in ODOT’s argument that removing the bike lanes will encourage people using the new signals on 28th and Powell. Bike lanes and signals are different things and serve different purposes. One cannot substitute another.

Removing existing and functional bike infrastructure does not improve safety and eliminates travel choices. And yet every state or city transportation planning document talks about improving safety and providing choices.

I am surprised that the PBOT gave in to ODOT’s request. I am sure they had their reason but it makes me wonder what PBOT’s reason was.

eli bishop
Guest
eli bishop

So if ODOT’s terms are onerous, can we get a light installed the way we did on N. Cook, with local business support?

Lenny Anderson
Subscriber
Lenny Anderson

Clearly SE 26th needs to be closed…to motorized traffic! And ODOT needs to surrender their ROWs with the City of Portland to local control…hmm what am I sounding like here!

Mark Dawson
Guest
Mark Dawson

ODOT spokeswoman Kimberly Dinwiddie makes about $70,000 per year.

ODOT Director Matt Garrett makes about $180,000 per year, one of the top-five highest paid DOT directors in the nation.

Why doesn’t Bike Portland demand to speak to the ODOT Director instead of a spokeswoman? Dinwiddie can’t answer questions about capacity or volume or relative safety measures unless ODOT technical staff provide them to her in talking points. ODOT will continue to roll out spokespeople so long as Jonathan and Michael accept it.

One last, key point is Garrett is one of the longest-tenured state government directors in Oregon, having just reached his 10th anniversary last month. With an external audit of ODOT pending at Governor Brown’s request, the time is nigh to apply political pressure on the agency. Change, much less improvement for the bicycle community, won’t happen under the current regime.

Charley
Guest
Charley

It’s so bass ackwards: this intersection is unsafe to cyclists because of cars. . . and the solution is to make it less safe for cyclists. I don’t get it.

resopmok
Guest
resopmok

There must be a lot of noseless people walking around at ODOT.