2022 Archives

Bicycle Advisory Committee ride surveys new east Portland infrastructure

Roger Geller using an advisory bike lane on San Rafael Street.

“A lot of the infrastructure out in east Portland is better now than it was in the central city 20 years ago.”
-Roger Geller, PBOT Bicycle Coordinator

It has traditionally been the case that east Portland’s active transportation infrastructure has lagged far behind the central city. But while the amenities for people biking, walking and riding transit east of 82nd Avenue are still lacking compared to what can be found closer to the Willamette River, the area has recently seen some substantial developments.

On Saturday morning, Portland Bureau of Transportation (PBOT) Bicycle Coordinator Roger Geller led the city’s Bicycle Advisory Committee (BAC) on a ride to check out some of these developments. Geller tries to take BAC meetings to the streets for a more hands-on experience at least a few times a year in order to demonstrate the real-world impact of the topics the group talks about at monthly meetings. This time he chose a route robust with new infrastructure in east Portland, taking participants to territory largely unseen by those of us who live close-in.

We started at SE 82nd Ave and Division Street and rode all the way to 157th Ave on Division’s new bike facilities, built to accompany TriMet’s new Frequent Express (FX) service on the corridor. This was new for me — in the past, I’ve only gone as far as 122nd Ave — and it was helpful see more of the project and hear some behind-the-scenes info from Geller along the way.

These bike lanes aren’t without issues. The most blatant problem is the fact that many people who work at or visit businesses along Division use them as a free-for-all parking zone and there are few preventative measures to stop them from doing so. There are also maintenance concerns on the bikeway, but that’s not specific to these facilities: you’d be hard-pressed to ride anywhere in the city without running into a pothole, puddle, or massive pile of leaves these days.

Riders navigate around shards of broken mirror in the Division bike lane.

Still, it’s far from ideal to navigate around shards of broken glass — especially when you have to deal with the other hazards more specific to east Portland, where people driving cars are generally less aware of people biking and can even be downright hostile.

At 157th Ave, we swung a left up into the 150s greenway system. The calm streets made me realize how much tension I’d been holding onto while riding on Division, even though I didn’t think it was so bad at the time.

The 150s greenway has just recently come into its own, and PBOT is continuing to add new infrastructure to the neighborhood to beef up the facilities. In August, the city hosted its final Sunday Parkways event out here to show off their work. The streets are pretty calm, although you do have to cross several large streets in order to travel the length of the route. We crossed Stark, Burnside, Glisan and Halsey without much trouble. But even with the new crossing treatments on the greenway, I can imagine a less comfortable bike rider feeling nervous about those crossings — especially if they were by themselves and not riding with a group of confident bike advocates.

One interesting — and somewhat perplexing — element of the 150s greenway is on NE Couch in between 154th and 156th. This stretch of Couch is very narrow, so in order to accommodate people biking, westbound car traffic has been blocked off. However, it appears the contractor placed the one-way traffic sign facing the wrong direction, causing some confusion. This part of the greenway is very residential and quiet, so the mistake probably won’t have catastrophic results, but it does highlight some of the problems people might have navigating the greenway as it jogs from one street to the next across almost four miles.

East Portland advocate Jim Chasse and BAC chair Ally Holmqvist.

Finally, we made it up NE San Rafael, which features some buzzy infrastructure new to Portland’s streets: advisory bike lanes. We’ve explained this type of street design before, but essentially what they do is create shared space between people biking and driving on a street too narrow for traditional bike lanes. Geller said in Portland they’re essentially an alternative to turning a low-traffic street into a neighborhood greenway, but instead of just a sharrow they actually feature a carved out space for people biking. Amongst Saturday’s ride participants, these advisory bike lanes were a hit. And they’re likely to be coming to many more streets in the future if PBOT succeeds in getting federal sanctional to install them.

Overall, this was an educational ride, giving participants a glimpse into east Portland’s cycling network and how it’s changed over the years.

“A lot of the infrastructure out in east Portland is better now than it was in the central city 20 years ago,” Geller said.

This statement earned agreement from Jim Chasse, who joined the BAC ride as a notable guest, being one of east Portland’s strongest bike advocates for many years. Chasse’s advocacy was a big impetus for the East Portland in Motion project — a framework that was then replicated in other parts of the city — which brought active transportation infrastructure to areas severely lacking. Geller talked up Chasse as an important figure in east Portland’s transportation history. His presence on the ride was a good demonstration of the kind of working relationships many advocates have with PBOT staff, even when they don’t hold back their criticism of the bureau.

Chasse seems cautiously optimistic about the future of active transportation in east Portland. He acknowledges there have been improvements, but maintains there’s a lot more work to be done and thinks city planners still put too much of their effort in the central city.

“East Portland would be a great place for biking if there was more infrastructure,” Chasse said, referring to the area’s naturally flat landscape and fairly standard street grid system. (I was also struck by the unique houses and neat parks that I hadn’t seen before.)

It can be difficult to strike a balance between appreciating progress and continuing to hold planners’ feet to the fire. But as Chasse waved goodbye and zipped off through east Portland’s streets alone, he appeared to be a good example of what that can look like.

Lawmakers get first look at Interstate Bridge freeway project price tag

After only hearing about “a new bridge” for years, some lawmakers might have been shocked to see the truth about this project.

State legislators from both Oregon and Washington didn’t raise many eyebrows at the news that the five-mile expansion of I-5 between Portland and Vancouver could end up being over $2.5 billion higher than previous estimates. The Interstate Bridge Replacement Program team fielded questions Monday from a joint legislative committee, but faced relatively few questions about the new $5 to $7.5 billion cost estimate, which is primarily blamed on inflation and workforce shortages.

On one level, this isn’t surprising since lawmakers are getting updates about how cost increases are impacting all sectors of state government, large construction projects perhaps most of all. But it raises the question of whether there’s any cost estimate that would lead to lawmakers calling for a significant reassessment. Much of the conversation Monday centered on a relatively small element: how long term operations and maintenance for the extension of the proposed TriMet light rail line into Vancouver will be funded.

On one side, Washington Senator Lynda Wilson (WA-17) pushed back on light rail ridership projections made by the project in what appeared to be an attempt to pick apart the transit expense. “I think this is pie in the sky in order to justify having light rail come over this bridge,” Wilson said.

But she received pushback from IBR Program Administrator Greg Johnson over light rail’s inclusion in the project. “We know the highway mode can’t continue to be the only mode in this corridor,” he countered.

Oregon Representative Khanh Pham (OR-46) repeatedly brought up the issue of light rail operating costs, pointing to a need to identify long-term funding to qualify for federal transit grants. All of the dollars that have been secured for the project so far are one-time capital costs, including $1 billion allocated by Washington that’s expected to be matched dollar-for-dollar by Oregon in 2023.

With the departure of Portland Commissioner Jo Ann Hardesty from the city council later this month, Pham will likely become the highest-profile elected official on the project’s advisory boards with an inclination toward questioning some of its baseline assumptions. Pham told the project team she was concerned with the latest cost increase announcement, bringing up the potential for costs to come in even higher than the upper estimates. She pointed to the I-5 Rose Quarter project in Portland, now projected to cost more than $1.25 billion compared to the original $500 to $700 million estimate.

Pham suggested that if the project were “right sized” to include only the replacement of the Columbia River bridge and the extension of MAX service, transportation dollars could be freed up for badly needed projects, like improvements to “orphan highways” like Tualatin Valley Highway.

Now that the Interstate Bridge project has been given the go-ahead by every area government and agency, those involved appear to be more comfortable admitting the project is much more than a “bridge replacement”, despite the name. The legislators saw a graphic (above) depicting all of the interchanges in the project area, clearly demonstrating the immense scope of the project. “People focus on the cost of the bridge, but a lot of the cost is not the bridge, but it’s things that make the freeway work,” committee co-chair Senator Lee Beyer (OR-6) said after years of project team obfuscation about that exact issue.

During the meeting, Johnson noted that the planned enormous interchange at Portland’s Marine Drive would likely be the second most expensive element of the project behind the river crossing. But Assistant Program Administrator Ray Mabey couldn’t answer a question from Rep. Pham about how easy to use the interchange would be for people who are trying to access the multi-use path across the river.

So far, it looks like even a 50% increase in potential costs isn’t enough to break the stride of this mega-project as they continue to eye a 2025 start date for construction. In part, those cost increases are justifying that timeline, with legislators told that any additional delay could cause those costs to go up even more. Oregon and Washington residents are going to be paying those costs no matter what.

And many of them will not be happy. Of the 20 or so people who spoke up during the public comment period today, all were opposed to the cost and scope of this project. Most of those who testified were representing Just Crossing Alliance, a coalition group that wants to right-size the project.

Cassie Wilson with Sunrise Movement Rural Oregon said, “We want this crossing to prioritize climate goals, clean air, and connected communities, and that means public transit needs to be at the center of this project. Do away with the rebuilt interchanges and additional lanes and you’ll also be doing away with a huge chunk of the cost, as well as emissions.”

And Portlander Michelle DuBarry with Families for Safe Streets shared the story of her son being killed just a few blocks from I-5. “What good is a shiny new bridge when our kids can’t safely cross the street in our neighborhoods?” she asked lawmakers.

To learn more, browse the presentation shared with lawmakers today:

IBR-program-presentation-ORLEG Download

10 weeks after fatal collision, ODOT installs new pedestrian signals along Powell Blvd

The Oregon Department of Transportation has installed leading pedestrian intervals on five crossings of Southeast Powell Blvd (Hwy 26). Known as LPIs, the signal technology flashes a green “Walk” signal for people using the crosswalk several seconds before other road users are allowed to proceed. They are a proven method to significantly reduce right-hook and other turning-related collisions.

For Sarah Pliner, this attempt to improve safety on the SE 26th Avenue crossing comes about 10 weeks too late. It was Pliner’s death on October 4th that focused ODOT’s attention on these crossings, which now join numerous other safety updates and design changes citywide — pavement markings, signage, and median islands — that were installed only after someone was killed by a driver.

In a statement Friday ODOT said LPIs are now operational on crossings at 21st, 26th, 33rd, and between 42nd and 43rd. They called it, “an important new milestone to implement safety improvements… near Cleveland High School.”

Taylor Griggs visited the site earlier today to take a closer look. She reported that the LPI only activates when a button is pushed (some of them have an always-on default) and that it does not trigger for bicycle users unless the rider rolls up to the sidewalk to push the button (and no, you are not allowed to go early if you are in the adjacent lane).

For crosswalk users, the “Walk” signal stays green for six seconds prior to the 20-second countdown timer. That’s within the range of best practice according to the National Association of City Transportation Officials (NACTO) Design Guide, although they also say, “Intervals of up to 10 seconds may be appropriate where pedestrian volumes are high or the crossing distance is long.” NACTO also recommends curb extensions at high volume, high conflict corners like this one.

We don’t yet know for sure if this head start into the crosswalk would have saved the life of Sarah Pliner, but any increase of priority for non-drivers crossing Powell is a step in the right direction.

The Portland Bureau of Transportation has several LPIs currently in use. The first one in the city was installed on NE Broadway at Victoria in 2012.

The new LPIs at these four crossings on Powell Blvd are part of a raft of changes from ODOT and PBOT as a direct result of Pliner’s death. They’ve already established a school zone around Cleveland High and have erected new “Turning Vehicles Stop for Pedestrians and Bicycles” signs on 26^th northbound and southbound. Still to come in 2023 are speed limit “feedback signs” (that flash drivers’ speeds), photo radar enforcement (“may take a year or more because of equipment availability” says ODOT), and a study to see if a lane reconfiguration on Powell is possible.

Track ODOT’s progress on these and other changes on this section of Powell on their website.

Comment of the Week: Road rage, the Heathman and citizen reporting

Welcome to the Comment of the Week, where we highlight good comments in order to inspire more of them. You can help us choose our next one by replying with “comment of the week” to any comment you think deserves recognition. Please note: These selections are not endorsements.

Last week’s guest article about a road rage incident on Vancouver Ave involving the threat of a gun was deeply disturbing and it prompted an outpouring of sympathy and story-sharing from BikePortland readers. The whole thread was heartfelt, and I hope it brought some comfort to our guest author.

One comment stood out to me because it offered the added insight of connecting the Vancouver road-rage incident with one of our other stories, about KGW’s divisive reporting on the newly completed SW Broadway protected bike lane.

I’m writing from Paris right now, nine hours ahead of Portland. I had already selected qqq’s comment and written this post about it when I woke up in the morning (around midnight your time) to discover that qqq had written even more comments about the protected bike lane in front of the Heathman.

Qqq had visited the site, analyzed the situation, and documented it with photos. In short, overnight qqq had transformed into a citizen-journalist. And isn’t that one of the strengths of a blog like BikePortland, with an active and moderated comment section? If you put in the good work, we can amplify it.

So I have featured the qqq comment that originally caught my eye, below. After it, I have put a link to qqq’s more recent comments about the embarrassing condition of the bike lane in front of the Heathman, the lack of an ADA ramp, the junk both the Heathman and PBOT have placed in the buffer zone, and the comment’s exhortation that PBOT and the Heathman work together to improve this sub-par situation.

First, here is qqq’s original comment about the Vancouver Ave road-rage incident:

That’s horrible.
I’m reading this right after reading the skewed reporting about the Heathman drop-off. It’s not that the driver who confronted you read that Heathman article, and jumped in his car to look for someone on a bike to confront. But it couldn’t hurt to have some more positive press about bikes. What if the Heathman article had talked to some bike riders for their experiences with people leaving luggage in the bike lane, parking in it, etc. or how the lane encouraged them to bike instead of drive to work? Or what if we saw some articles showing that gas taxes and vehicle registration fees only cover a portion of road costs? What if some articles about new bike or transit lanes included talking to people that like them, instead of only to business owners who don’t?
The violence problem goes way beyond what people see in the media, but it would be nice if the media at least didn’t fan the flames.

After visiting the Heathman site on Sunday, qqq wrote this informative comment.

Went there tonight, and it made me much less sympathetic to the Heathman, and PBOT.
The bike lane is strewn with leaves. If PBOT isn’t going to keep it clean, the Heathman could easily have someone sweep it long before it looks like this. If PBOT and the Heathman want people to stay in the lane and ride predictably, at least keep the lane in a condition that allows that.
Similarly, the hatched door zone is actually deep enough that people should be able to load and unload, set down luggage, etc. without wandering into the bike lane except when crossing it – IF IT WERE CLEAR.
But the Heathman has a large parking rate sign right in the way, and PBOT has several cones and barricades strewn in it. I realize some are related to the work in front of the adjacent Schnitzer, but (Heathman and PBOT) don’t create conditions where hotel guests have to stray into the bike lane to maneuver around the barriers you’ve created in it.
Finally, there’s no curb cut, so the loading isn’t ADA compliant, and there’s no sign indicating any alternative accessible loading area. That’s a serious violation, and dangerous because a person needing a curb ramp has to get out of a vehicle amidst the cluttered hatched area, then work their way south the the intersection’s curb ramp, but the barricades make that impossible without using the bike lane or traffic lane. The curb also means guests are in the bike lane that much longer trying to roll luggage over the curb.
I think this MIGHT work with an island separated from the bike lane with a railing, and a defined crossing area with no curbs, per my earlier comment. But as it is, it’s an illegal, dangerous embarrassment.
I’d love to see the Heathman and PBOT respond to this.

Thank you for your reporting, qqq, for being the dog with a bone to pick. qqq’s featured comment can be found under the original post.

Three Portlanders earn top spots at US Cyclocross Championships

Portlander Clara Honsinger made it clear that she is the fastest female cyclocross racer in America. For the third year in a row. And she was just one of 33 riders who represented Oregon at the USA Cyclocross National Championships event held this weekend in Hartford, Connecticut.

Honsinger, who rides professionally for EF Education TIBCO-SVB, is an employee at Sellwood Cycle Repair when she’s not training or dominating cyclocross courses around the globe. According to reports, she won easily on Sunday on a snowy, slippery course. Here’s a dispatch from CyclingNews:

As the snow fell harder and began to stick on the grass, the two-time elite national champion hit the throttle as she extended her lead on the final two circuits. Most of the riders were clocking laps at 10-plus minutes while Honsinger had consistent laps between 9:33 to 9:55 after the opening round.

This makes it a three-peat for Honsinger, who got her first crack at the national elite field as a rider with Sellwood’s Team S & M.

Honsinger’s dominance wasn’t the only history-making moment for a Portlander at the event. Summer Newlands became the first-ever winner of the new Non-Binary category. Newlands, who you might recall from our interview with them from the 2021 Red R Criterium, lined up with three other riders and battled a difficult course to bring home the stars-and-stripes jersey.

Newlands, who also races for Team S & M, told Bicycling Magazine, “I’m looking forward to seeing more nonbinary competitors join this race in the future, as well as coming back next year to defend the title.”

UPDATE, 12/13: And we forgot to mention the third Portland-based national champion… Jenna Lingwood! Jenna, who we met over the summer, won the Women’s 40-44 category. Congrats Jenna!

Jenna at the OBRA State Championship criterium. (Photo: Jonathan Maus/BikePortland)

Monday Roundup: Carfree and covid, Dutch drivers, and more

Use code bikeportland22 and save 20% off at ShowersPass.com!

Welcome to the week.

The Monday Roundup is made possible by Showers Pass, makers of quality waterproof rainwear and gear that’s proudly designed and tested right here in Portland!

Here are the most notable stories our writers and readers came across in the past seven days…

Good drivers: It’s not just quality infrastructure that makes Dutch roads safer for cycling, it’s the fact that drivers are highly skilled due to the rigorous test all of them must pass before getting behind the wheel. (Streetsblog)

To free, or not to free: To stoke the ongoing debate about free transit, here’s an excellent article that argues eliminating fares would rob transit systems of the ability to fund themselves at the level required to make them functional and thus appeal to more people. (The Atlantic)

Kill stroads, blame engineers: A 10-year old book on walkability is out with new text that includes a scathing indictment of multilane “stroads” and the people who design them. (Bloomberg)

Covid’s carfree count: Only a few of the roads made carfree during covid will stay that way, but overall we made small strides to being a less car-centric country. (NPR)

E-car research: Electric car boosters might want to track this new research that says the emissions reductions gains some people dream about might be constrained by lack of availability of batteries. (Science Direct)

Winter riding: A snowy and cold city in Finland manages to keep 10% of its residents riding through winter in large part because bikeways get priority from snow plows. (We Love Cycling)

Festive without fear: Manhattan visitors are reveling in a carfree space on Fifth Avenue near the iconic Rockefeller Center tree — which makes me think we should do something similar around Pioneer Square. (Streetsblog)

It’s official! Ian Mackay (who we profiled in 2016) now owns the Official World Record for “greatest distance in 24 hours by mouth controlled motorised wheelchair,” after traveling over 180 miles on the roads of nearby Sauvie Island this past summer. (Guinness World Records)

Thanks to everyone who shared links this week.

Bow ties, butterflies, and bikes adorn new Lloyd mural

“The Lloyd District has been seen as less vibrant than it really is…we wanted to create a new entrance to our district.”
-Joshua Baker

If you’ve biked across the new carfree Blumenauer Bridge (and hopefully you have by now), you’ve probably noticed a huge, colorful mural welcoming you to the Lloyd neighborhood on the north side of the bridge. The mural — which covers a large swath of a Metro-owned parking garage on NE 7th and Lloyd Blvd — was done in collaboration between Metro, the Portland Street Art Alliance, the Lloyd Community Association and local artist Jeremy Nichols. It was completed earlier this fall, and we finally got a chance to find out a little more about it.

Joshua Baker, a Lloyd Community Association board member and Outreach Program Manager for the Lloyd EcoDistrict organization, shared some insights about the mural. He said organizations in the Lloyd neighborhood wanted to use the construction of the Blumenauer Bridge as an opportunity to collaborate on a project to represent the neighborhood and its many unsung virtues.

Muralist Jeremy Nichols stands in front of his piece. (Photo: Portland Street Art Alliance)

“The Lloyd District has been seen by the rest of Portland as less vibrant than it really is,” Baker told me. “We wanted to create a new entrance to our district.”

One of the reasons the Blumenauer Bridge installation was so exciting and prompted so much fanfare is because it provides a vital link between the Central Eastside and Lloyd neighborhoods across I-84. Now that people walking and biking have this new connection, it opens up many more opportunities for revitalization in both districts, which are currently lacking in some amenities compared to other inner Portland neighborhoods. Since the bridge opened in August, NE 7th has cemented itself as one of Portland’s most critical north-south bikeways and a major player in the Green Loop initiative.

One of the Lloyd’s most notable virtues is the presence of diverse public transportation options. The mural highlights the Lloyd’s status as a Portland transportation hub, featuring bikes — both upright and recumbent — and a TriMet map, as well as a white cane to represent transportation accessibility.

A September press release for the mural quoted Metro’s Capital Asset Management Director Ryan Kinsella discussing the transit elements of the mural:

“It’s fitting that the Metro Regional Center can be a canvas for a mural that resonates with our goals and values of conserving natural areas and planning for the region’s long-term transportation needs! With this new mural, we look forward to inviting our communities across the Blumenauer Bridge, into the Lloyd District and their Metro Regional Center.”

Beyond the transit illustrations, the most prominent elements of this mural are all the depictions of flowers and pollinators — like bees, monarch butterflies and a lovely giant hummingbird. The Lloyd EcoDistrict organization has led a ‘pollinator corridor’ initiative, putting native plants in green areas on NE Multnomah street to create an environment where pollinating animals can thrive. (And in placing these plants along Multnomah, the street became the first ‘pollinator corridor’ bikeway in the country!)

These are just a few mural highlights — if you have a few minutes to look at it, try to spot some other more hidden elements. (My favorite are the Earl Blumenauer-inspired bowtie butterflies.)

It’s great to see the Lloyd district experience new life thanks to all the organizations invested in making it a hub for Portland coolness. This mural is emblematic of its rebirth, so make sure you check it out and brighten up a gloomy winter day.

Interstate Bridge freeway expansion could cost up to $7.5 billion

(Source: Interstate Bridge Replacement Program)

As expected, the cost of a project to widen Interstate 5 between Portland and Vancouver and replace the Interstate Bridge has ballooned in costs

What started as the $3 billion Columbia River Crossing project more than a decade ago, is now estimated to cost between $5 and $7.5 billion according to a new estimate just released a few minutes ago. Here’s more from the project:

The new projected cost identified an estimate range of $5 to $7.5 billion, which was created by internal and independent experts, including a rigorous process that considers cost escalation and inflation factors affecting transportation projects across the country. Those factors include historically high inflation rates, workforce shortages, materials cost increases due to supply chain issues, and other market conditions.
“Construction projects across the country are experiencing unprecedented cost increases due to supply chain issues and increasing material and labor costs as well as other factors, and our program is no exception,” said Johnson. “We are confident that the program will land within the projected cost estimate range, and we are actively working to secure funding and manage cost escalation risks.”
The previous conceptual cost estimate identified a high end of $4.8 billion when it was developed in 2020, based on the scope of the previous Columbia River Crossing project. The new cost estimate for the IBR program covers the components of the Modified Locally Preferred Alternative, which in July 2022 was discussed with the Bi-State Legislative Committee and endorsed by the regional program partners of the Executive Steering Group.

If it ever gets built, the project would include a new bridge, more freeway lanes, extension of light rail over the Columbia River, three new rail stations, two new smaller access bridges (North Portland Harbor and a Hayden Island access bridge) and two interchanges.

The new estimate comes as lobbyists, policymakers, and project staff from Oregon and Washington gear up for the legislative session where the first funding commitments are expected to be made. A detailed financial plan is “anticipated” to be released early next year. The $6 billion price tag doesn’t appear to change the $1 billion funding request the project will make from both state legislatures. Here’s where they say the money will come from (from a fact sheet released today):

Existing state funding – $100 million
Connecting Washington transportation package – Mill Plain Interchange – $98 million
Move Ahead Washington transportation package – $1 billion
Anticipated Oregon funding – $1 billion
Toll funding – $1.25 to $1.6 billion – This range is consistent with toll revenue estimates for the prior program. A Level 2 Traffic & Revenue analysis for IBR will be reviewed by both states.
Federal grants – $860 million to $1.60 billion
Federal Transit Administration New Starts Capital Investment Grants – $900 million to $1.1 billion

In their statement today, the IBR project attempts to stave off concerns from elected officials who might balk at the high cost. Under the headline on their cost estimate fact sheet that reads, “The benefits of acting NOW” they warned: “With the recent passage of a historic federal
infrastructure package, our region has a once in a generation opportunity to receive an infusion of potentially billions of dollars of federal funds through the IBR project. These funds are highly competitive, and if not spent in our region, they will go to other infrastructure projects in the U.S.”

This coming Monday (12/12) at 9:00 am at a meeting of the Joint Interim Committee On The Interstate 5 Bridge, IBR project staff will present updates on the cost estimate and financial plan to members of the Oregon Legislature.

UPDATE, 3:18: Just Crossing Alliance, a coalition of 32 nonprofits pushing for a “right sized” project has issued a statement about the new cost estimate:

“The Just Crossing Alliance supports a seismically resilient crossing for Interstate 5, but ODOT is once again demonstrating they do not have this highway expansion project under financial control, which could jeopardize the potential of replacing the bridge and adding needed public transit options… The multiple billion dollars in freeway expansion represent a huge opportunity cost to our state that could go towards green and accessible transportation investments instead of concrete.”

Review: Showers Pass rain gear from head to toe

The author and her Showers Pass fit. (Photos: Jonathan Maus/BikePortland)

— Note: This post is part of a paid advertising partnership.

If you want to stand a chance at biking year-round in the Pacific Northwest, at some point you’ll have to face up to the fact that you need some quality rain gear. This was something I put off for years as I mistook light windbreakers for sufficient rain gear to get through Oregon’s rainy winters. I had simply come to terms with the fact that anything more than a few drops of rain would render my jacket completely useless.

So imagine my surprise when I found out that some people actually stay dry through winter! With the help of Portland-based rain gear company Showers Pass, I got to see what that experience is like.

When I first heard about Showers Pass (whom it turns out we first profiled way back in 2006) I didn’t really understand why it might be important to wear gear specifically tailored for biking. It seemed to me that any old raincoat and waterproof pants would do the trick. I expressed this skepticism to the staff when I visited their headquarters on SE 6th Ave, and they kindly explained why I was wrong.

While I’m a proponent of the idea that you can bike wearing whatever you want (you will not find a single piece of lycra in my wardrobe), I have to admit, clothing meant for cycling offers clear benefits when the weather’s miserable.

While I’m a proponent of the idea that you can bike wearing whatever you want (you will not find a single piece of lycra in my wardrobe), I have to admit, clothing meant for cycling offers clear benefits when the weather’s miserable.

First, there’s the matter of safety. The Showers Pass jackets are designed to prioritize visibility, with a bright color selection and reflective features. The reflective accents on all of their clothing are specifically placed to make you more visible to people driving. And then there’s the hoods, which are roomy enough to fit a helmet underneath and are fashioned not to extend past your face so you can maintain peripheral vision, which is very important while biking. Plus, the hoods are removable with velcro, so you can choose to abandon them entirely if you want.

Second is comfort. Biking can requires some physical exertion that can quickly heat you up. This makes it hard to regulate your temperature, especially when it’s both frigid and rainy. You might start out a ride shivering and shaking and then feel yourself starting to sweat and overheat after just a couple miles of pedaling. Showers Pass gear is designed to mitigate that discomfort with ventilation and breathable, light fabrics. Many of the jackets are also designed with a subtle “tail” that will keep your whole back covered when you’re in a seated position instead of riding up.

So how does their stuff work in the real world?

The Jacket

Let’s start with the EcoLyte Elite Jacket ($299), which I got in the color “Glacier,” a bright teal. (It also comes in a goldenrod called “Harvest.”) I am naturally inclined toward all-black outfits, but I will say I like sporting such a bright color — it makes me feel safer and more visible to drivers during the day. (However, the Showers Pass staff told me that the reflective accents are more important for visibility than the color, and they stock darker colors in other styles.)

Along with the nice ventilation and hood design I already mentioned, I’m a big fan of the pockets on this jacket. There’s one on the left side positioned near the chest that keeps your stuff nice and snug without drooping down uncomfortably. I found that you can’t really even feel the weight of what’s in the pocket while you’re riding, which made me nervous at first, but eventually I grew to trust it. There’s also a roomier back pocket (kind of like a reverse kangaroo pouch) — which actually doubles as a little stuff sack for the jacket if you turn it inside out.

The jacket (both the face fabric and lining) is made of 100% recycled polyester. It’s sturdy enough to keep you dry during a downpour but isn’t bulky. The downside of this, though, is that it’s not an extremely warm jacket. If you get cold easily like I do, I’d recommend sizing up enough so you can fit a heavier sweater underneath.

The Pants

Next up are the Timberline pants ($175), which I have in black. These are surprisingly easy to get on and off over your other pants, with a zipper at the base of the legs so you can get them off over your shoes. The legs are tapered enough that they won’t get caught in your chain. These pants consist of a 3-layer waterproof Artex fabric with nylon face fabric, and I found that even when it’s not raining, they’re really helpful to wear over your pants to keep you warm on a cold and windy day.

The employees at Showers Pass suited me in the men’s sizes for both the jacket and pants because I’m tall (5’10”). Other than the sizing, I don’t think there is a difference in the styles between the men’s and women’s jackets and pants — but I can at least vouch that in the men’s sizes, the arms of the jacket and legs of the pants were both long enough for my lanky limbs.

Base layer, Gloves, Socks

I also tried out the Apex Merino Tech long-sleeve shirt — a nice, breathable base layer. At $89, this t-shirt is definitely a splurge, but merino wool is a very high-quality material that will last you a long time and provides a lot of benefits as a base layer in rainy and cold weather.

Last — but certainly not least — for the hands and feet: potentially the most important parts of your body to keep warm during the winter. I think gloves are possibly the most important item of clothing for biking in the winter, and I have tried out a lot of different kinds over the years. My Showers Pass gloves are the the Crosspoint waterproof knit wool gloves ($47), which are slim and stylish and allow you to get a good grip on your handlebars. They function well in drizzle and dry off quickly, but these gloves will definitely get wet during a torrential downpour. They’re not necessarily warm enough for the really frigid temperatures we’ve been experiencing lately, but that’s a difficult feat to accomplish — when it gets below freezing, I usually have to opt for my bulky ski mittens.

I also tried the Crosspoint waterproof socks ($29), which would serve you nicely if you had to bike during an atmospheric river, especially if you weren’t wearing the most durable boots. These socks feel a little stiff to wear at first, but that feeling goes away after a while once you’re wearing them.

Final thoughts

Overall, I really like my Showers Pass rain uniform. And while some of their products are on the higher end of the price range than what some budgets may allow, they actually offer a pretty large price range. You can find their jackets from $139-$325 and their pants range from $95-$245. These are high-quality items that are designed and sold by a Portland-based company, which I think is pretty cool. And since having the right apparel makes such a difference for biking through the winter, I definitely recommend doing your research and giving Showers Pass a look.

And thank to Showers Pass for helping me achieve my Pacific Northwest winter style goals! If I can do it, I’m confident that even the most winter-averse riders can embrace the rain with gear like this.

— ShowersPass.com

Jobs of the Week: eBike Store, Clever Cycles, Trek Travel, the CCC

Need a new job? Want a better job?

We’ve got four fresh opportunities for you to consider. Learn more about each one via the links below…

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These are paid listings. And they work! If you’d like to post a job on the Portland region’s most popular bike and transportation news platform, you can purchase a listing online for just $75. Learn more at our Job Listings page.

Job: Service Manager – Community Cycling Center

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Service Manager

Company / Organization

Community Cycling Center

Job Description

General Summary:
The Service Manager is responsible for the improvement and maintenance of the Community Cycling

Center’s Service Department. Working collaboratively with the Shop Leadership Team, the Service Manager will cultivate the delivery of consistent quality in repair services for our customers. Experience in a high-volume shop environment, clear communication skills, proven effectiveness in training staff, and the ability to develop and adapt systems are crucial to the success of this position.

For more information on the position, please visit https://communitycyclingcenter.org/about/jobs/service-manager/

How to Apply

Send your resume, cover letter, and (3) references to Jobs@CommunityCyclingCenter.org. No phone calls, please.

Podcast: BikePOC PNW Co-Founder Will Cortez

Will Cortez is a community leader who knows how to work the inside-outside advocacy game better than almost anyone I’ve come across. He moved to the Portland region from the Philippines and became a U.S. citizen at the age of seven. When his parents got him a bike as a teenager (sort of as a punishment, which he talks about in the episode), Will caught the cycling bug and has never looked back.

Since his youth days in Hillsboro, he’s become a dedicated transportation advocate and an activist for inclusivity in all its forms — from helping Metro make ADA-accessible off-road trails for his day job, to volunteer racial justice organizing. A self-described “professional committee member”, Will has devoted countless hours to make sure government agencies around the region create infrastructure and policies that are not only good for bicycle riders, wheelchair users, and other non-drivers; but do it in a way that intentionally welcomes Black, Indigenous, and all people of color.

Will (center) with BikePOC PNW co-founders Silas Sanderson and Sukho Viboolsittiseri at the 2021 Alice Awards ceremony.
(Photos: Jonathan Maus/BikePortland)

“Don’t speak about marginalized communities without asking them exactly what they need. Because we’ve seen examples of communities that we will deem historically marginalized, push back against having bike lanes… that is low on our list. We need these other things to happen first, right?”

After Will read our recent coverage of the BikeLoud PDX lawsuit, he sent me a message saying he was disappointed in the way the group framed one of the key rationales for wanting to force the City of Portland to build more bikeways: That neighborhoods with more lower income residents of color stand to gain the most from a legal victory. I wanted to understand more about why this concerned him, so we talked on the phone and I felt the conversation was worth taking more time to fully flesh out.

Will didn’t know it at the time, but it had been on my list to talk with someone about whether or not Portland’s cycling and transportation advocacy community has made substantive progress toward more racial diversity in the nearly three years since the George Floyd protests. As a news person, I know how issues and stories fade quickly once they’re not longer in the headlines. And with so much rhetoric in Portland about racism and racial equity the past few years, I wondered if folks had fallen back into the comfort of the status quo.

Will joined me for an interview in the BikePortland Shed on Tuesday (12/6) to talk through it all. We touched on not only the BikeLoud PDX lawsuit but also his experience as a volunteer on the Oregon Bicycle Racing Association’s Diversity, Equity, and Inclusion committee, his role as co-founder of BikePOC PNW and what its long-term goals are, why so many government advisory committees are still so white, and more.

If you want a better understanding of how racial inequity works in practice, why it’s so hard to make progress in Portland, and what it takes to be not just a person of color, but someone brave enough to step forward and be a community leader for racial justice and inclusivity, you do not want to miss this episode.