Take PBOT’s survey if you want better bike access on North Rosa Parks Way

Your phrase “We’re tired of having to advocate for what should be common sense updates to streets where auto users are given way too much priority.” reminds me of my elderly curmudgeon neighbors when I was a child, complaining about government in general, but especially about anything they normally argued against, such as taxes and the opposing political party.

It’s not that I disagree with you, I don’t, but that the whole point of advocacy in a free democracy is that everyone, including you, me, and our SUV-owning gun-toting live-free-or-die neighbor, has an equal opportunity to voice their opinions. I feel your frustration and I recognize your right, and even obligation, to state your own opinions in your blog, but I do question the need for you to make that statement.

As for the project itself, my biggest complaint about any city that adds either parking-protected bike lanes or buffered bike lanes is the total ignorance by city agency staff of how much angst is generated each time a delivery truck blocks the lane, be it UPS, FedEx, Postal Service, or a local food delivery. The delivery needs to be made, but the driver often has no choice but to double-park, and naturally parks at the location “of least resistance”, the bike lane. What they do in downtown areas is a simple solution – they create “loading zones” at likely busy areas. Why they, including PBOT, cannot do this in suburban areas like Rosa Parks is beyond me.

So, no, I neither like the current configuration nor the new plan. They need to add loading zones, which will further take away parking, but help prevent large trucks from blocking the views at corners as cyclists and pedestrians are trying to cross the street.

In addition, I’d reduce the bike lane and buffer to reduce the opportunity for a drunk or otherwise misguided car driver, and a desperate delivery driver, from using the protected bike lane as a parking lane. The distance from the candlesticks to the curb should be no more than 6 feet, so the bike lane + buffer = 7 feet total on each side. Next I’d reduce the parking lane to 7 feet, since half the bike lane buffer can be used for parking delivery vehicles. I’d also reduce both travel lanes from 11 feet to just 10 feet. The savings ought to allow for a parking lane on the other side of the street, better protecting cyclists on that side.

Portland Boulivard/Rosa Parks, like a plague, while on the bike in North Portland.
Since the late 50’s I have always taken Ainsworth from Willamette to Vancouver. In the 60’s Ainsworth was more or less designated as the bike throughway from Willamette to NE 47th or 50th. How come nobody ever mentions Ainsworth as having bike friendly lights where present and nice intersection sight lines where signals are not present.
Of course before I learned that Vancouver/Williams were pretty bike friendly, I used Greely/Interstate to get to and from the Broadway bridge riding from Kenton to the Zoo.

I like Ainsworth too. But it always seemed like impatient drivers where there as well. Is that still the case?

Your “dangerous and outdated” road design pictured is the ‘road diet’ configuration many of us elsewhere are still fighting to get to. Good luck!

I find riding a bike on this stretch of Rosa Parks to be fine. What is not fine is crossing Rosa Parks, as pedestrian or cyclist.