2022 Archives

Comment of the Week: The Alameda Bike Bus

“I keep hearing and seeing the ‘if this solution doesn’t work for everyone, then it’s not a solution’ response to these bike bus videos and I just can’t believe how that logic can dismiss so many great ideas.”

– nic.cota

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.

One of our most uplifting stories last week was about Sam Balto and the Alameda bike bus. The Bike Bus program that Balto started has doubled to 170 participants since BikePortland checked in on it last spring.

Commenter nic.cota made a subtle point: not everything works everywhere for everyone, but why should a good idea have to?

Here’s what nic.cota wrote:

I keep hearing and seeing the ‘if this solution doesn’t work for everyone, then it’s not a solution’ response to these bike bus videos and I just can’t believe how that logic can dismiss so many great ideas for some (albeit not all) folks.
I know there’s a lot of places this doesn’t work as easily. But that being said, I think there’s a huge swath of schools in Oregon (and the rest of the US) that have optimal conditions for this that could really benefit from a bike/walk bus program.
Way to go Sam Balto for taking the leadership to take this to the policy level, too! I’m excited to see this conversation and movement grow:)

Thank you for the comment Nic! You can read nic.cota’s comment and all the comments in the thread in the original post.

A special Alice Awards marks The Street Trust’s 30th anniversary

Saturday night’s Alice Awards at Lloyd Center Mall were a mix of old and new, in more ways than one.

The annual awards gala and fundraiser for The Street Trust took on a historical note on what was the nonprofit’s 30th anniversary. There was a display of old photographs, and a trove of documents from those fateful first years when a group of activists came together in 1992 as the Bicycle Transportation Alliance with the goal of making bicycling better in Portland.

Actually, I learned Saturday night there was a precursor to the BTA called the Portland Area Bicycle Coalition that formed in spring 1991, “to promote and defend bicycling as a convenient, energy-efficient and environmentally friendly means of transportation.” One of the leaders of the PABC was Rex Burkholder, who would go on to be one of the founders of the BTA (and ultimately a Metro Councilor). “Initially we were going to call it the Bicycle Transportation Authority,” Burkholder shared with me at the event. “I actually liked that better, but we ended up with Alliance.”

The organization Burkholder spearheaded in the early 1990s looked a lot different than one we celebrated Saturday. The Street Trust has moved far beyond its roots as a local, grassroots, bicycle-centric organization.

L to R: Randy Miller (The Street Trust board member), Rex Burkholder (The Street Trust co-founder), Karen Frost (The Street Trust first executive director).

In a speech Saturday night, with The Street Trust’s first Executive Director Karen Frost sitting right up front, current Executive Director Sarah Iannarone expressed gratitude for the leaders who came before her. “They gave us a lot of tools for organizing. They helped transform Portland into a premier bicycling city. And we’re going to take those tools and really try to transform the greater Portland metro region into a place where you can live without having to own your own car,” Iannarone said. “A lot of the lessons for making Portland a bicycling-forward city, we can carry around the region.”

Among those tools were the good, old-fashioned printed “Cycletter” newsletter that served as the BTA’s main form of communication in the early years. With limited reach and resources, the Cycletter reached a relatively large list of Portlanders (their first big campaign — to get TriMet to allow bikes on transit — garnered 5,000 signatures in just five months). The BTA at that time was laser-focused on central city issues. Their “Bicycle Friendly Portland” campaign launched in March 1992 aimed at making the Willamette River bridges more bike-friendly.

Iannarone said their new strategy since taking the helm in January 2021 has been to broaden the geographic and demographic reach of their work. “If you don’t see The Street Trust busy in central Portland, as we once were, please know, that is very strategic on our part,” she explained. Here’s a longer excerpt from her speech:

The Street Trust Executive Director Sarah Iannarone.

“This past year, we have been busy rebuilding trust, innovating partnerships and forging new alliances across the region and beyond. We’ve been educating a wide range of people from elementary students to elected officials on transportation principles and options. And we’re executing an inclusive model of organizing that takes us to the edges, the margins into the communities that for too long have been left out of transportation, decision making and investments. Many of the folks we’re engaging in our work don’t have extra capacity to volunteer at the street trust, and many are not even aware that they have a say in how transportation decisions are made, or how dollars are spent. And we are actively connecting with them to better understand their needs and empowering them so that they can move with autonomy and authority where they live, work, worship and play…
What we’re hearing from this work, though, is there’s a deep trauma in our communities from the lack of safety, intense need for targeted investments, and a sense of frustration that their voices are not heard.”

Washington County Commissioner Nafisa Fai’s presence at the event was evidence of The Street Trust’s new approach. Commissioner Fai, a refugee from Somalia, thanked the group for their help and partnership that led to lighting and transit improvements on Farmington Road, about eight miles from downtown Portland.

Charlene McGee (Multnomah County REACH) and family.

Another illustration of The Street Trust’s current direction is Charlene McGee, the winner of the Elizabeth Jennings Graham Award, given to a person who is, “actively championing transportation justice and equity.” McGee is the manager of Multnomah County’s Racial and Ethnic Approaches to Community Health (REACH) program, whom you might recall was behind a groundbreaking 2021 report on the racial inequities of traffic crashes. In her acceptance speech, McGee was clearly torn between celebrating her accomplishment and the knowledge that there’s so much more work to do.

“The rate of traffic crash deaths among the county’s black population is nearly twice the rate among our non-Hispanic whites and the rate of years of life lost from traffic crashes in east County is double the rate of the west side and inner east Portland,” she reminded the crowd.

“With data going in the wrong direction. The fierce urgency of now is upon us,” McGee continued. “Let’s prioritize immediate and long term policy systems and environmental changes. Let’s co-create better streets… regardless of the mode of transportation.”

Josh Laurente (cap) and Portland Streetcar Rider Ambassador Program leaders. OPAL Environmental Justice Oregon Executive Director Lee Helfend is on the right.

The winner of the Alice Award is also working to address systemic problems.

Josh Laurente, who accepted the award on behalf of the Portland Streetcar Ambassador Program in partnership with OPAL Environmental Justice, said in his speech that, “We are a completely new approach to community safety on public transit, an approach that focuses on and prioritizes the needs of people first. When we go to work, we’re not armed with anything else than a backpack full of water, snacks, supplies and knowledge of the supportive services and resources available to people in our city, a helping hand and a desire to just be there for other people.”

“And I think given the flack that our city has gotten in recent years, we can use a little more of that in our community. A little more being there,” Laurente continued over applause from the crowd. “Because this is our city, these are our streets, and the people suffering outside are our people.”

These award winners reflect not just a new approach for The Street Trust, they reflect a new Portland.

The Street Trust was founded in 1992 because one guy (Jim Ferner) couldn’t take his bike on transit. That singular frustration spurred Portland’s vibrant, nation-leading bike advocacy movement. Today that movement is a bit quieter than it was a few years ago — but it’s also broader, deeper, and more diverse than it’s ever been.

As the event ended, the photo booth was the place to be. I fielded a request from TikTok star Jenna Phillips (Jenna Bikes) to take a photo with PBOT Director Chris Warner; a photo that was then bombed by BikePortland’s Taylor Griggs and Bike Loud PDX’s Nic Cota. It was that sort of night! And it didn’t end there. The Street Trust was in cahoots with Secret Roller Disco who hosted a massive skating session a few doors down in the empty shell of a former Marshalls store (see photos in gallery below).

The founders of The Street Trust could never have imagined their passion for better bicycling and the organization to fight for it would be alive and well 30 years later — much less that it would be celebrated with a party organized by people who didn’t even exist in 1992, in a nearly-dead mall, where the post-party ride happened on roller skates.

But there’s been a through-line all these years: The Street Trust. And for a few hours Saturday night there was a tangible bridge between old and new, with smiles and grateful applause on boths ends.

Relive the party and see who was there in the gallery below:

Andre Lightsey-Walker (The Street Trust) and Phil Ross (B-Line Urban Delivery)

The Monday Roundup: 15-minute cities, housing, media muzzled, and more

Welcome to the week.

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

Throttle kids in So Cal: The city of Carlsbad, California is another place that is grappling with new traffic safety concerns related to kids (and others) on electric bikes. (Bicycle Retailer & Industry News)

Right-on-red ban: A bill proposed in Washington D.C. aimed at improving cycling would ban right-turns on red for drivers and allow bike riders to slow-and-go. Seems fair! (The Washingtonian)

Was that really necessary?: Size inclusion activist Marley Blonsky has put together a helpful guide on what to say — and what not to say — when you pass someone on a ride. (All Bodies on Bikes)

Buses are like parks: There have been mixed results in mode shift behaviors in places where public transit has been made free. It’s also not surprising at all that researchers found the impact of free fares is stronger in places with excellent transit service. (Euronews.next)

Beyond Paris: Having seen the light by transforming Paris into a cycling city, the French government will expand its bike infrastructure initiative into rural areas with a $250 million investment. (Reuters)

That scary video: A video of a child nearly being hit by a driver while in a crosswalk has made headlines and spurred a debate over traffic safety (and lack of accountability for the driver!). (ABC News)

Good money after bad: If US DOT Sec Pete Buttigieg allows “Reconnecting Community” grant funds to go to projects like the I-5 Rose Quarter —which will widen a freeway — it would seriously undermine the credibility of the entire program. (Streetsblog USA)

Charter reform: The “winner takes all” form of elections favored by City Commissioner Mingus Mapps is very likely to reduce the number of housing units built, says an authority on getting more housing units built. (Sightline)

15 minutes of fame: The pandemic seems to have thrust the oldie-but-goodie concept of “15 minute cities” back into the forefront and it couldn’t come at a better time. (Bloomberg)

House humans, not cars: It’s a watershed moment for all humans as California has passed a bill that will remove parking minimums! And it’s the home state of Donald Shoup — the man who started it all with his seminal book, “The High Cost of Free Parking”. (Mother Jones)

Muzzled: A cycling journalist says he’s been targeted by the UCI (world governing body of bike racing) and barred from the World Championships event because of his critical reporting on a World Tour team owner and UCI commissioner with ties to Russia. (The Guardian)

Thanks to everyone who sent in links this week!

First Look: There’s a new neighborhood greenway on NW Pettygrove!

Step aside, Overton Neighborhood Greenway – there’s a new designated bike route in Portland’s Pearl and Slabtown neighborhoods. The Portland Bureau of Transportation has installed fresh paint and traffic diverters on NW Overton and Pettygrove to create a new east-west greenway connection between Naito Parkway and Wallace Park.

PBOT’s work on Pettygrove extends from NW 11th to 25th Aves, but the bulk of the changes were made east of NW 18th. Some blocks of Pettygrove now permit car traffic one-way only, which PBOT hopes will encourage drivers to take a different street and reduce car volumes on the greenway. They’ve also made dramatic changes to NW Overton between 9th and 10th by adding plastic-protected bike lanes in both directions and making it one-way only (eastbound) for car users.

Overview of the NW Pettygrove Neighborhood Greenway project (Source: PBOT)

The NW Pettygrove Neighborhood Greenway project is part of the Northwest in Motion plan to vastly improve cycling rates and active transportation in northwest Portland. NW Overton was the designated greenway in this area, but because it’s one of the few ways for drivers to access Naito Pkwy from the west and is a major emergency response route, PBOT decided to switch the bike route to Pettygrove.

PBOT says the Pettygrove greenway will “provide a connection to the growing Slabtown and northern extents of the Pearl District” and be a “low-stress walking and biking route” connecting major parks within the district.

I rode over Thursday to get a closer look.

The project isn’t entirely complete – there’s still work to be done on Pettygrove in between 11th and 12th – but there was still plenty to see. The two big changes that PBOT has already made to Pettygrove are between 18th and 19th and between 15th and 16th.

Pettygrove between NW 15th and 16th is now open only to eastbound auto traffic. Meanwhile, the street only allows one-way westbound auto traffic in between NW 17th and 18th. These alternating one-ways are similar to what PBOT has recently installed on NE Hancock in the Hollywood District.

Looking east on NW Pettygrove at NW 18th before PBOT worked on the greenway

The other big change is on NW Overton in between 9th and 10th (below). There’s now a traffic diverter on NW Overton at NW 9th to prevent drivers from going westbound and new bike lanes on both sides of the street. PBOT has removed all but a few auto parking spaces on this block, including all of them on the south side to make room for the bike lane.

Looking east on Overton in between NW 9th and 10th

If there’s something missing from this greenway project as it is now, it’s a sense of cohesiveness between the intersections. I think these new traffic diverters and bike lanes will do a good job of keeping car traffic off Pettygrove itself, but there is still a lot of traffic on perpendicular streets, and many intersections don’t have crosswalks.

It’s also currently not very clear to people biking west on Overton that PBOT wants them to move north to Pettygrove at NW 11th. Hopefully more signage will be implemented to make this apparent once the changes are complete.

PBOT says they’ll finish up the project before the end of this year. Another one-way only for drivers is coming to Pettygrove between 11th and 12th (see before and after below). Once the project is complete, they’ll remove the sharrows and other greenway signage from Overton.

Overall, I think these changes will be very good for reducing car traffic on the northwest Portland neighborhood greenway. On a Bike Loud PDX policy ride back in February, PBOT Bike Coordinator Roger Geller said the transportation bureau has had a hard time decreasing car volumes on greenways in this part of town, and they were going to take more drastic measures – like significant traffic pattern changes – in order to make these streets safer for people biking, walking and rolling.

Let us know what you think of the changes, and stay tuned for an update when the project is complete.

Mayor Wheeler reinstates Old Town carfree zone to reduce violence

Starting tonight, a 12-block section of downtown Portland will be off-limits to cars two nights a week.

It’s part of an effort from Mayor Ted Wheeler’s office to improve safety and reduce gun violence in Old Town Chinatown’s entertainment district. Wheeler hosted a press conference Tuesday at Kells Irish Pub to announce the plan. “As we emerge out from the pandemic, the crowds in Old Town have returned by the tens-of-thousands. The streets are jamming up — particularly on weekends — and people need more room to spread out,” Wheeler said. “We need bigger sidewalks. We need more room for pedestrians. In lieu of that, we’re going to close lanes and streets to give people the elbow room they need to move around more freely and enjoy themselves.”

If this sounds like deja-vu, that’s because the City of Portland first made the connection between crime and cars in this area in 2009 and then expanded it further in 2012 at the behest of former Mayor Sam Adams. Last summer, Adams found himself working on the issue again as a top Wheeler advisor. According to The Oregonian, when the carfree zone and added security detail lapsed during the pandemic, safety in Old Town plummeted. After a back-and-forth with the transportation bureau and local business owners over permitting of barricades to prevent the violence, a temporary solution was found.

Wheeler’s announcement this week marks a more permanent solution to the ongoing concerns.

The new entertainment district will be twice the size of the previous version. Wheeler has given authority to the Portland Police Bureau to ban vehicles between NW 1st Avenue and NW 5th Avenue and West Burnside to NW Everett on Friday and Saturday evenings. The carfree zone will likely be in effect from around 9:00 pm to 3:00 am (I haven’t heard back on requests to clarify the exact times).

In addition to not allowing vehicles into this 12-block area, Wheeler said the PPB will deploy a “small” team of officers to patrol the area and will install additional lighting. It also “builds upon work to remove problematic encampments that block the right-of-way,” Wheeler said Tuesday. They also hope the new carfree zone will encourage people to ride transit into the area instead of driving.

Missing from the story so far is any word of involvement from City Commissioner Jo Ann Hardesty, who oversees the Portland Bureau of Transportation. The effort seems to perfectly align with several of her top priorities, including the use of street-based interventions to reduce gun violence and the creation of carfree zones downtown.

Back in July, Wheeler’s office validated some aspects of Hardesty’s approach to street-related violence when he announced a new gun violence reduction plan. His new plan also echoes an approach endorsed by the Old Town Community Association in September 2021 to do more public space activations of streets and sidewalks in the area.

Previous iterations of the entertainment district did not allow bicycle riders through the zone. Now that it’s twice as large, and would impact major cycling routes like SW 3rd and 4th avenues, we’re curious if bike traffic will be permitted. We’ve reached out to Hardesty and Wheeler’s office to find out more and have yet to hear back.

Weekend Event Guide: Corker appreciation, Alice Awards, and more

Who’s ready for the weekend? Here’s our hand-picked selection of the best rides and events coming your way. For more suggestions, see the BikePortland Calendar.

Friday, September 23rd

Corker Appreciation Ride – 6:30 pm at Ladd Circle Park (SE)
Corkers (people who stop cross traffic during large group rides) put their lives on the line for us. This ride is your chance to say “thanks” (and get a cool sticker). More info here.

Saturday, September 24th

Sorella Forte Women’s Group Road Ride – 9:00 am at River City Bicycles (SE)
The Sorellas are one of Portland’s largest cycling clubs and they welcome all female-identifying riders on this long-running weekly ride. More info here.

Free Basic Bike Repairs – 11:00 am to 3:00 pm at Main City Park in Gresham
Nonprofit Bikes for Humanity will do free basic bike fixes. All you’ve got to do is show up to the park. If you have a bike to donate, you can also drop it off with them at this event. More info here.

Rocky Point Trails Ride – 4:30 pm at Rocky Point (Scappoose)
Join NW Trail Alliance for this beginner-intermediate group ride on the fun singletrack out at beautiful Rocky Point riding area. Must be NWTA member and register to take part. More info here.

Alice Awards – 5:00 to 7:30 pm at Lloyd Center (NE)
Help raise money for The Street Trust and cheer on local transportation leaders at this annual gala event. Stay late for a special edition of Secret Roller Disco on the smooth floors of the old Marshalls store! More info here.

Sunday, September 25th

Harvest Century – All day at McMenamins Grand Lodge (Forest Grove)
Choose from 25, 30, 35, 40, 55-mile looped routes from Washington County Fairgrounds in Hillsboro. Registration includes breakfast, lunch & dinner, tasty rest stops every 15 miles, custom rider bib, maps + well-marked courses, medical and mechanical support, SAG vans, live music and 2 McMenamins beers, ciders or wines! More info here.

NE 7th & Tillamook Block Party – 4:00 pm
The neighbors who are fighting for a safer lower NE 7th want to bask in the calm vibe of their temporarily carfree street and talk about how to make it permanent. More info here.

Ride Leader & Volunteer Appreciation Soirée – 6:00 pm at Peninsula Park (N)
If you led one of the 800 or so (!) Pedalpalooaza rides this year or helped make Bike Summer happen, show up and be treated to a wonderful night of friends, food, drinks, and other surprises. More info here.

Promoting an event? Know about something we should boost? Please let us know and we’ll get it on the calendar.

Job: Bike Tour Guide – Trek Travel

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Bike Tour Guide

Company / Organization

Trek Travel

Job Description

Ambassador, leader, concierge, bike mechanic, host-with-the-most, friend, team player. If these words inspire you, see if you have what it takes to be a TREK TRAVEL GUIDE!

Is your idea of an office more like the view from a bike?

Do you have a passion for sharing epic adventures with others?

Do you make challenging situations look easy?

If you answered yes to above questions, then let your adventure start here! TREK TRAVEL is hiring vibrant, adventurous, & hospitality-focused people to join our team in leading guests on world-class cycling vacations around the globe. If you have a passion for travel and cycling, are proficient in bike mechanics and fluent in English, apply today!

During a typical day, we are extremely organized and flexible. We master trip logistics, manage trip finances and represent Trek Travel with subcontractors. We educate our Guests on safe biking techniques, enrich their cultural understanding, motivate those who wish to challenge themselves, pamper those looking for the ultimate in luxury, and provide vacations of a lifetime for all. This is simply the beginning. Do you have what it takes?

How to Apply

Visit our website

ODOT’s ‘Innovative Mobility’ grant program now open to applications

Interested in using federal infrastructure funds for a cool active transportation project? You’re in luck, because the Oregon Department of Transportation’s Innovative Mobility Program (IMP) is now accepting grant applications, and organizations across the state can get up to $5,000 for project ideas that align with the IMP’s goals.

The IMP is a new statewide initiative funded by the President Biden’s Infrastructure Investment and Jobs Act (IIJA) that “aims to improve access to public transportation, reduce the number of trips Oregonians make by car, and reduce greenhouse gas emissions.” Applicants can include local governments, public transportation providers, Tribes and certified nonprofits who can demonstrate their project idea will “support historically excluded groups and increases social equity.”

“The IMP has a special focus on equity and helping historically excluded groups to get to where they need to go more quickly, cheaply and safely,” ODOT states.

Screen Shot 2022-03-30 at 9.15.36 AM — An ODOT slide explaining the IMP.

ODOT says these IMP grants could fund projects like bike/scooter lending libraries and share programs, community events like Sunday Parkways, safety education and awareness programs and more.

The IMP is the last big contribution to Oregon’s transportation department from outgoing transportation commissioner Alando Simpson, who came up with the idea for the program when the OTC was deciding how to divvy up IIJA money. Simpson was able to negotiate $10 million in federal funds for the IMP, and thanks to state contributions, they’ll have $20 million for the program for 2022-2025.

Transportation and climate advocates wanted to use the rare influx of flexible funding the IIJA offered to fund programs that would reduce Oregonians’ reliance on fossil fuels. Policymakers and activists pushed the OTC to avoid using IIJA funds for freeway expansion projects or other car-oriented projects. But ultimately the Commission allocated about an eighth ($50 million) of the flexible federal money to “complete a number of highway and interchange improvements to streamline the movement of goods,” a.k.a. freeway expansions, which Simpson was supportive of.

“I just need to come up with something more creative and trigger a new market opportunity for us to get into cleaner forms of transportation,” he said at a meeting back in March. “Like alternative forms of transportation that can address our climate and social challenges.”

The existence of this program shows how important just one member of the OTC can be in shaping Oregon’s transportation system, and why there’s so much attention on Governor Kate Brown’s most recent pick.

There’s no deadline for the applications, as grants will be awarded on a rolling basis over the next three years. You can find the application and more information on the IMP program website.

Despite opposition, Senator Lee Beyer sails through OTC nomination meeting

Senator Lee Beyer (bottom right) at the virtual Rules Committee meeting on Wednesday. Committee Chair Rob Wagner (D-Lake Oswego) is in the upper left and Senator Kathleen Taylor (D-Milwaukie) is on bottom left.

“I’m concerned about the roads for Oregon’s economy… I like to say that Oregon’s economy moves on wheels and those wheels need something to roll on.”
-Lee Beyer

Yesterday afternoon, the Oregon Senate Interim Committee On Rules and Executive Appointments heard from the more than 60 of Governor Kate Brown’s nominees to various state boards and commissions. Among those nominees was outgoing state Senator Lee Beyer, who Brown has nominated to one of the five spots on the Oregon Transportation Commission much to the chagrin of many concerned Oregonians.

The OTC is a powerful body that oversees the Oregon Department of Transportation and their $5 billion budget.

Some leaders from prominent transportation and environmental groups see Beyer’s appointment as a step in the wrong direction, with some opponents saying Beyer’s appointment will “double down on the past” instead of looking to the future with “more inclusive, representative transportation decision-making.”

“In these divisive times, it is imperative that we continue to support and celebrate leaders like Senator Beyer.”
– Andrew Hoan, Portland Business Alliance

Beyer will replace Alando Simpson, a much younger, Black member of the commission. In the Portland Mercury yesterday, Beyer brushed off those concerns. “Transportation is transportation,” Beyer told the Mercury. He also said opposition to the I-5 Rose Quarter freeway expansion is “baffling” and “noted he is ‘not a complete believer’ in induced demand.”

Despite this surge of opposition, no senators on the Rules Committee took up concerns with Beyer’s appointment, and nobody spoke up in opposition to him at the meeting’s public comment period. After Beyer had a chance to introduce himself to the committee, they moved forward with his nomination as standard procedure.

One group did show support for Beyer in response to community backlash over his nomination: the Portland Business Alliance (an organization activists have deemed one of Portland’s ‘climate villains’). President and CEO Andrew Hoan submitted a letter of support for Beyer’s nomination, stating the senator is “perhaps the most prepared Oregonian to serve on the OTC,” having “proven to possess a deep knowledge of the transportation needs of the entire state and will collaborate with his colleagues and stakeholders to advance the balanced transportation solutions we will need in the 21st century.”

“Senator Beyer has unquestionably been one of Oregon’s most effective leaders advancing multi-modal transportation infrastructure, and modernization policy and funding proposals in Oregon. He has successfully worked to find the right balance between expanding transportation access, supporting the movement of goods, maintaining our infrastructure, and reducing carbon emissions,” Hoan writes. “In these divisive times, it is imperative that we continue to support and celebrate leaders like Senator Beyer.”

Advocates say Beyer’s “balance” between transportation objectives has been heavily weighted toward driving-centric infrastructure. Over his time in the Oregon senate, Beyer supported projects like the Interstate Bridge Replacement Program plan to expand I-5 from Portland to Vancouver and its failed predecessor, the Columbia River Crossing. He also shot down a bill to increase state funding for biking and walking infrastructure.

When speaking at yesterday’s Rules Committee meeting, Beyer addressed community apprehensions that he’s “only concerned about roads,” saying that claim is not true.

“I would draw people’s attention back to what we did in 2017,” Beyer said, referring to the transportation legislature House Bill 2017, which he was a primary champion of. Beyer said this bill included the “largest infusion in the state’s history in expanding transit,” a “solid commitment” to Safe Routes to Schools infrastructure and “dedicated funding to off-road bicycle paths.”

Though HB 2017 was a landmark transportation bill in Oregon that gave an unprecedented amount of funding to public transit and active transportation infrastructure ( a very low bar), it was overwhelmingly focused on freeway expansions and highway projects.

In his remarks (read them in full below), Beyer said he thinks roads are important for the state’s economy.

“One point that I would make – I am concerned about the roads and I’m concerned about the roads for Oregon’s economy. Oregon is an exporting state. A lot of the products that we use and find in our stores get there on a truck,” he said. “I like to say that Oregon’s economy moves on wheels and those wheels need something to roll on.”

Beyer is the second OTC pick from Governor Brown since November 2021 that doesn’t meet the demands of Sunrise PDX and the Youth vs. ODOT movement. The governor also didn’t heed the demands of over thirty organizations statewide that asked her to hold off on this selection.

That push was led by The Street Trust Executive Director Sarah Iannarone who posted her reaction to Twitter this morning. “Governor Brown dismissing out-of-hand concerns from 30+ leading advocacy orgs and coalitions on this matter is really disheartening,” she wrote. “If she’s not listening to us, who’s she listening to?”

Beyer’s full comments to the committee are below:

The Alameda bike bus has more than doubled in size in just four months

Sam Balto, a PE teacher at Alameda Elementary School, captains this morning’s bike bus down NE Klickitat Street. (Photos: Jonathan Maus/BikePortland – Full Gallery Below)

“Every school should have this.”
– Danny Cage, Oregon Environmental Justice Council

We were impressed by how many kids and parents showed up to the Alameda Elementary School bike bus when we covered it back in April. But now it’s more than twice that size!

This morning Taylor and I rode with Alameda Physical Education Teacher Bike Bus Leader Sam Balto and we’re happy to report that it’s alive and well. Balto estimates about 170 people now take part each week. He’s even heard about some kids who’ve dusted off bikes and practiced their pedaling just so they could join the bike bus. “That to me is the best compliment to this whole thing,” he said. “This thing has really taken off. And it just kind of goes to show the joy that bikes create and the importance of being consistent, doing this every week, and promoting it.”

We met near Wilshire Park on NE 37th. The group was big at the start, but it grew bigger as we absorbed more kids and their parents with each block we passed. Two huge groups came together at NE Alameda and Klickitat and by the time we made the final descent west to the school on NE 27th, the bike bus took over several blocks with curb-to-curb kids.

(Left to right: Danny Cage, Sam Balto, Bryonie McMahon)

“The bike bus is climate action. If you were to do this every day and fund it properly, you’d see really incredible environmental benefits.”
– Sam Balto, Alameda Elementary School bike bus leader

Riding with the group this week were two high school seniors who I think we’ll be hearing a lot about in the coming years. Danny Cage, fresh off his appointment to the board of the Oregon Environmental Justice Council; and Portland Public Schools Board Student Rep Byronie McMahon both loved what they saw. “This is such an awesome way to get to school. I know there are many other schools that can use something like this,” McMahon said. “I’m going to fight at the state to make this happen.”

“Every school should have this,” Cage added.

And that’s what will happen if Balto’s plan comes together. He’s already working on a bill this coming legislative session that would significantly raise the bike bus profile. “Right now, school districts can only spend student transportation funds on school buses, and we want to give school districts the choice and give them more options to be able to fund things like walking school buses or bike buses,” Balto said.

McMahon said with the legislative session coming up, she’s starting to think about what priorities PPS should focus on. “Let’s make it happen!” she said with enthusiasm. “The joy in the kids is so great to see. Sometimes as a high schooler you kind of lose sight of that. That’s why this is so awesome.”

It’s also awesome for the environment. Balto surveyed parents of bike bus riders at the beginning of summer and asked how they got to school on non-bike bus days (it only happens once per week currently). Over 35% of the parents surveyed said they normally drive their kid to school. “That really goes to show that the bike bus is climate action and that we’re removing car trips from the road. If you were to extrapolate that out and do this every day and fund it properly, you’d see really incredible environmental benefits.”

Balto’s viral TikTok video is inspiring people around the world to start bike buses at their own schools. He says if you want to get started, just find another family to ride with, make a map with meeting times, then share it with everyone you can. “Be inclusive and be consistent,” Balto added. “People are going to come. Bikes sell themselves.”

@bikeportland The Alameda Elementary School #bikebus has more than doubled in size since we covered it back in April! @Coach Balto has done fantastic work building this into not just a healthier way to get to school, but into a movement that could transform school transportation as we know it. 👏 Everyone should be able to hop on a bike bus! #saferoutestoschool #biketoschool #cycling #fyp #portlandoregon #portland ♬ Lo-fi hip hop – NAO-K

NP Greenway among 11 projects pegged for Metro flexible funding

The North Portland Greenway project will get $4.8 million to build a paved path through “Baltimore Woods” north of Cathedral Park.

“We believe the needs of our marginalized voices are being ignored. The disparity of funding that is coming out to Washington County is stark.”
– Steve Callaway, Mayor of Hillsboro

Last spring, we looked at some of the projects transportation agencies in the Portland metro area asked Metro to fund through their 2025-2027 Regional Flexible Funds Allocation (RFFA) cycle. Now, Metro’s Joint Policy Advisory Committee on Transportation (JPACT) has selected 11 of these projects to recommend Metro fund, split up between various jurisdictions in the region.

Regional flexible funds – deemed “flexible” because local jurisdictions have discretion over how the money is spent, unlike with many other prescribed federal funding programs – consists of federal transportation money distributed to transportation agencies via Metro. This flexibility “allows for greater focus on local priorities and innovative solutions to transportation challenges”– a.k.a. not car-oriented highway projects.

Metro received public comment for the projects and the Metro Transportation Policy Alternatives Committee (TPAC) took several months to decide which were the right picks to receive funding. Some of the projects not approved for funding through the RFFA process will receive money through the Parks Bond measure, which Metro Council will sign off on at the end of this month.

Some policymakers outside Portland are disappointed about projects left unfunded in their areas and are using this process as an opportunity to start a larger conversation about fairness in regional investment fairness.

“Washington County is the most diverse county in the state. But we believe that a lot of the needs of our marginalized voices are being ignored. The disparity of funding that is coming out to Washington County is stark,” Hillsboro Mayor Steve Callaway said at the September 15th JPACT meeting. “It is also worth noting that there are cities in Washington County that did not even bring projects forward because they knew that they would not receive any votes that would increase their standing.”

One project in Washington County that TPAC did not initially approve funding for is the Allen Blvd Complete Streets project in Beaverton. But during last week’s JPACT meeting, policymakers opted to move some of their allocated money around to ensure they could begin work on the project.

“We can’t leave Allen Blvd unfunded. We have the most diversity in Beaverton concentrated in Allen Blvd. It’s a corridor in a community that has been historically underfunded when it comes to transportation improvement,” Washington County Commissioner Nafisa Fai said. “We’re going to fight among our small crumbs and make an amendment to move $500,000 of the Fanno Creek funding to Allen Blvd. Then we’ll make up the difference and figure out how we can get both projects up and ready in Washington County.”

Washington County received about $9 million in RFFA funds compared to the more than $33 million designated for Multnomah County/City of Portland projects. That left about $4.5 million for two projects in Clackamas County. Representatives from Washington and Clackamas Counties asked to have a discussion about regional parity in funding allocation in the next RFFA cycle, which won’t begin talks until 2024.

Since Metro plans how to spend this funding so early, we’ll have to wait until at least 2025 to see any real action on these projects. But after they sign off on them on October 13th, at least the first step will be done.

Below are the projects JPACT has approved for Metro Council to sign off on. Since not all of these received the full funding they requested, their descriptions may be subject to change.

City of Portland

The City of Portland applied for funding for nine projects and received funding for three, leaving six unfunded. The biggest are the SE 7th Ave Complete Street Project and the SW Taylors Ferry Walkway & Bikeway project, which Portland wanted about $11 and $10 million for respectively. Now the city will need to come up with a new source of funding if they want to build those projects. Portland received funding for three projects, outlined below:

148th Ave Safety and Access to Transit ($7,100,335)

NE/SE 148th Ave (Halsey – Powell). Improve existing bike lanes, add enhanced crossings and support planned new TriMet bus line. Addresses high priority PedPDX crossing needs throughout the corridor.

NE Cully Blvd / NE 57th Ave Complete Street Project ($7,643,201)

NE Cully Blvd / 57th Ave (Prescott – Klickitat) Fill sidewalk gap on west side of 57th and widen narrow sidewalk on east side of 57th from Fremont to Failing. Provide protected bike lanes from Klickitat to Prescott. Add transit islands at Mason and new crossings at Failing and Skidmore.

North Portland Greenway – Columbia Bl to Cathedral Pk ($4,860,647)

N Columbia Blvd, N Bruce Ave, N Reno Ave, and N Catlin Ave. Bike and pedestrian bridge at N Columbia Blvd at Chimney Park, paved multi-use path at Baltimore Woods, and connections to and improvements throughout N Portland greenways in St Johns area.

Regional

NE 162nd Avenue Complete Street plan – City of Gresham ($7,575,882)

The project will construct continuous and ADA-compliant sidewalks, curbs, curb ramps, and buffered bicycle lanes from NE Glisan Street to NE Halsey Street. Improvements at the NE 162nd Avenue and NE Holladay Street intersection will include construction of sidewalks, ADA-compliant curb ramps, signal backer plates and more protection for bicyclists at the intersection. To support access to transit, the project will construct a Rectangular Rapid Flash Beacon crossing at NE Holladay Street to access the bus stops adjacent to the new affordable housing constructed on the Albertina Kerr campus.

Beaverton Creek Trail – Tualatin Hills Parks & Rec ($2,055,647)

The project will include final engineering, permitting and construction of a 1.5‐mile, 12-foot wide regional trail segment which will provide a critical and direct connection to transit, employment, commercial centers, and existing THPRD facilities.

Council Creek Trail – Washington County ($5,511,000)

The proposed project would design and implement 20 street and driveway crossings along the Council Creek Regional Trail corridor between Adams Avenue in Hillsboro and Douglas Street in Forest Grove. These crossings would facilitate safe, convenient, and comfortable connections for people walking, biking or rolling between the centers of Forest Grove, Cornelius and Hillsboro. The project includes enhanced crossings at 13 arterial and collector roadways, and minor investments at 7 additional local street and driveway crossings, including associated traffic calming elements.

Fanno Creek Trail – City of Tigard ($1,106,705

The proposed project would provide critical site analysis to prepare for funding, easement acquisition, design, and construction of the most technically challenging trail gap between SW Bonita Road to SW Durham Road. The trail alignment moves users south from SW Bonita Road, along the east bank of Fanno Creek, through the Bonita Natural Area, and connects to existing bike lane and sidewalk on SW Durham Road. The trail will be 12 feet wide with shoulders (as shown in the cross section). Bridges and boardwalks will be 14 feet wide.

I-205 Multi-Use Path – Clackamas County ($1,094,858)

The I-205 Multiuse Path (205 MUP) provides a near continuous off-street facility from Vancouver, Washington to Gladstone with the exception of a one-mile gap between Hwy. 212 and Hwy. 224 in Clackamas County. This project will develop a community-backed design solution for a preferred route within the one-mile gap in order to facilitate non-vehicle transportation and improve safety and accessibility.

NE Sandy Boulevard Complete Street: Gresham City Limits to NE 230th Avenue – Multnomah County ($6,500,000)

The purpose of this project is to transform NE Sandy Boulevard from Gresham City Limits to NE 230th Avenue into a complete street. This designated active transportation and freight corridor will be improved to increase the safety, comfort, and connectivity for multimodal users by filling in critical network gaps and implementing proven safety countermeasures to reduce fatal and serious injury crashes. The project is aligned with the regional investment priorities, including safety, equity, climate, and congestion relief.
The proposed design maintains two (2) through lanes, adds a center turn lane/turn lane at strategic locations, and fills the pedestrian and bicycle and facility gap(s) along NE Sandy Boulevard between Gresham City Limits and 230th Avenue. In most locations, sidewalks will be buffered with a landscape strip and bicycle facilities will be buffered to provide additional separation.

Willamette Falls Drive Multimodal Project – City of West Linn ($3,497,580)

This regionally significant multimodal and safety improvements project will greatly enhance bike, pedestrian, and transit mobility along Willamette Falls Drive between 16th St. and Ostman Rd. The proposed project will result in the continuation of uninterrupted, grade-separated protected bicycle paths and sidewalks with a consistent two lane vehicle cross section. The project is focused on multimodal safety and largely fills a gap in this regional bike corridor that parallels I-205. In addition to safety improvements, the project will improve equitable access to dedicated bike and pedestrian facilities providing a direct connection to the City’s Historic Main Street business center.

Allen Blvd Complete Street Plan – City of Beaverton ($500,000)

The Allen Boulevard Complete Street Plan project will undertake a planning process to identify transportation investments with community input and engagement in alignment with the City’s adopted Context Sensitive Design policy. The project will develop a plan to create a multimodal corridor that prioritizes mobility and access for people with a range of needs and physical abilities. Design alternatives will consider wider sidewalks with street trees, pedestrian crossing treatments, protected bike lanes, improved transit stops, and street lighting. The project will also consider new traffic signals, signal timing changes and transit signal priority to help keep buses on schedule. The roadway’s existing constrained right of way will prompt the project to explore right of way acquisition, as well as narrowing travel lanes and a three-lane cross-section.

A memorable night at Portland Trophy Cup cyclocross race (Photo Gallery)

All racers took part in a ceremonial “Lap for Luciano”. (Photos: Jonathan Maus/BikePortland)

The Portland Trophy Cup cyclocross race series is always a special event. It’s held at a venue so close to where many folks live (Portland International Raceway, just north of downtown Kenton), that it draws just as many spectators as racers. That gives it more of a community hang-out vibe than most other races. And there’s just something about an after-work, weekday race that hits the spot (same goes for Mt. Tabor Circuit Race, MTB Short Track, and others great local events). Add in the darkness that shrouds the final races and a course that goes right through the team tent area and you’ve got a great recipe for fun.

But last night there was something more than just copious amounts of dust hanging in the air. The death of local racing fan and devoted announcer Luciano Bailey was made public earlier in the day and his presence was dearly missed. Many Portlanders can easily conjure the image of Luciano perched somewhere near the start/finish line, serenading the crowd and racers with his signature heartfelt banter. He was a regular at PIR and it wasn’t the same without him.

“As you ride, talk about him. Talk about bikes. Talk about bike racing. Just celebrate Luciano and enjoy what he gave to OBRA and to all of us. We just want to remember him.”
– Dave Roth, OBRA

OBRA official Dave Roth addressed the crowd.

Midway through last night’s races, the Oregon Bicycle Racing Association held a ceremonial lap around the course to honor Luciano. OBRA official Dave Roth addressed hundreds of riders before the lap. “As you ride, talk about him. Talk about bikes. Talk about bike racing,” Roth said, fighting back tears. “Just celebrate Luciano and enjoy what he gave to OBRA and to all of us. We just want to remember him.”

And remember him, they did!

The lap for Luciano was part of a wonderful night of racing. There were so many smiles and even more hugs and high-fives than usual.

Trophy Cup has seen huge field sizes this year as Portland’s racing scene springs back to life after the lean Covid years. Our local bike racing scene has always had a strong, close-knit community vibe, and being separated by the pandemic and losing people we love has reminded us all how lucky we are to share these experiences together.

I cannot think of a better way to honor Luciano than to keep building a fun, competitive, inclusive racing scene. Thanks to organizer Clint Culpepper, all the teams and all the sponsors that make Trophy Cup possible! Stay tuned for a video of the action. For now, check out more images below.