2022 Archives

I-5 Rose Quarter update: ODOT’s survey, Tubman relocation, and more

i-5 northbound toward rose quarter — I-5 northbound through the Rose Quarter. (Photo: Jonathan Maus/BikePortland)

Now that the City of Portland and the Albina Vision Trust have both signed onto Oregon Department of Transportation plans to expand I-5 at the Rose Quarter it may seem like smooth sailing for the controversial project. And if Governor Kate Brown gets her wish, pro-freeway candidate Lee Beyer will be the next member of the Oregon Transportation Commission (OTC), which would give the project even more institutional support within the state legislature.

But it’s not exactly a well-paved road ahead. People who oppose the project aren’t going to back down, and there are some thorny issues left to navigate. Here’s a rundown of recent developments:

The Tubman Middle School dilemma

Youth vs ODOT protesters during a demonstration held in the Harriet Tubman Middle School parking lot in March. (Photo: Taylor Griggs/BikePortland)

Last week, the Oregonian reported Portland Public Schools (PPS) has narrowed down its choices for where to relocate Harriet Tubman Middle School. The school currently sits adjacent to I-5 and ODOT’s project will bring lanes even closer to students’ lungs. Tubman Middle School (and its students and staff) has been a pawn in the freeway expansion plan and previous proposals for relocation have drawn a lot of ire.

PPS promised to keep the middle school within the current community boundaries, but it’s been difficult for them to find a suitable site. The two locations the district has its eye on now are: the Jefferson High School campus on NE Killingsworth Street and the current PPS headquarters located right across I-5 from Tubman’s current location.

According to The Oregonian, both of these potential sites have downsides. Adding a middle school to the Jefferson High School campus could result in problems for both middle and high schoolers, who would have to share a limited amount of athletic space. The Jefferson High School campus, located in the Humboldt neighborhood in north Portland, is also a mile and a half walk from Tubman’s current site. The PPS headquarters are much closer, but the location is surrounded by busy roads with equally toxic emissions with few pedestrian accommodations – plus this move would mean the PPS main offices would have to be relocated as well. Either way, the move may trigger another set of difficult and potentially unpopular decisions that ODOT will have to answer for.

Environmental review pressure

Meanwhile, anti-freeway activists continue to push ODOT to complete an Environmental Assessment for the project, which ODOT has attempted to avoid in the past. No More Freeways (NMF) is pushing the transportation department to complete a thorough Environmental Impact Statement (EIS) which includes a 90-day public comment period and public hearing as well as specific information omitted in previous environmental reviews. Last week, NMF and the Eliot Neighborhood Association sent ODOT a letter (PDF) asking them to share an update on their plans for the EIS.

“We are proactively reaching out to you now to ask for this full 90-day public comment period because the 45-day public comment period the agency provided in 2019 during the original Environmental Assessment (EA) was wholly inadequate. We wish to make explicit our desire that the full community, and not just ODOT’s hand-picked boosters, are given a fair and equal opportunity to weigh in about their concerns,” NMF wrote to ODOT.

The group posed several questions to ODOT about the EIS, including:

● Will ODOT commit to releasing all of the traffic modeling data used to produce traffic projections? If so, will ODOT commit to making the data promptly available in an electronic format?
● Will ODOT release detailed plans showing the actual dimensions of the proposed roadway and structures?
● Will ODOT provide a complete and detailed financial plan for the project showing the sources and uses of all funds, including potential toll revenues?
● Will ODOT’s traffic modeling include the impact of the Regional Mobility Pricing Program?
● Will ODOT’s traffic modeling rely on any assumptions, such as the existence of other yet to be constructed or approved projects (including but not limited to the Interstate Bridge)?

As far as we know, ODOT hasn’t yet responded to this email. According to the Rose Quarter project website, the supplemental environmental review process is nearing completion, but the department hasn’t provided an update on their progress since the federal government ordered them to complete a review last year.

ODOT: Everything’s fine!

An I-5 Rose Quarter project booth at the TriMet celebration. (Photo: Adah Crandall)

ODOT is continuing their public relations campaign to rally support for the project. Representatives for the department tabled at the recent TriMet event celebrating the opening of the Division Street FX bus line and even handed out Rose Quarter expansion project-themed children’s activity books and crayons. (This was not received well by anti-freeway activists.)

Yesterday afternoon, ODOT’s Urban Mobility office sent a press release sharing results from a public opinion survey conducted over the summer (PDF), saying that more than 75% of 624 respondents across Multnomah, Washington and Clackamas counties support the project, with 30% “strongly” supporting the project. According to ODOT, survey respondents believe it’s a good idea to include shoulders and auxiliary lanes as a way to relieve traffic congestion.

ODOT shared supporter and opponent talking points with survey respondents, citing opponents as believing the project will “increase demand and bring more cars to the area increasing greenhouse gas emissions and worsening air quality in the area…freeways are also massively expensive, and rob our city, region and state of the funding necessary to build better bus lanes, fix up potholed roads, and invest in more dangerous sections of highways that frequently harm and kill Oregonians biking, walking and driving.”

This argument was evidently impactful, as support for the project dipped by seven points after respondents heard it.

A chart outlining “change in attitudes” before and after hearing from Rose Quarter proponents and opponents. (Source: ODOT)

ODOT explained this lost support by saying the people who changed their mind after hearing the opposing perspective were “persuadable targets” and are unfamiliar with the area and travel through it less often. After Rose Quarter project leaders told them about “specific components and goals” from ODOT’s point of view, support rebounded. Survey respondents indicated strong support for ODOT’s stated project goals to increase mobility and reduce greenhouse gas emissions through expanding the highway, and they also showed support for ODOT’s explanation of auxiliary lanes.

But freeway expansion opponents say ODOT lied about the projects to survey respondents, made unsubstantiated claims (like how lane expansions solve traffic congestion), and defined their plans for the project in a misleading way.

Critics want to make sure the community is aware of all the facts – as well as other ways to mitigate congestion – before ODOT moves forward.

ODOT will present their survey results to the Historic Albina Advisory Board Tuesday afternoon, and you can watch that meeting here. Stay tuned for more as the political situation surrounding this project continues to unfold.

Oregonians mourn death of racing fan and announcer Luciano Bailey

“This cycling community meant the world to him and he meant the world to us.”
– Mielle Blomberg

“Sometimes someone is such a big part of a community that they become a symbol of that community.” That’s how River City Bicycles owner Dave Guettler described Luciano Bailey for a GoFundMe campaign earlier this year after he was diagnosed with cancer back in March.

This morning Luciano’s family announced on Facebook that he has passed away. He was 62 years old.

“It is with a heavy heart that we share that Luciano passed early this morning. He was surrounded by love and we are so grateful that he is no longer suffering. Holding those who knew and loved him close to our hearts,” his family wrote.

Luciano was considered “The voice of OBRA” — the Oregon Bicycle Racing Association, our statewide sanctioning body of competitive racing. He was a dedicated enthusiast of all forms of bike racing — and all forms of bike racers. It didn’t matter if it was elites racing on the track at Alpenrose, beginners racing a cyclocross slog in the wind and rain, or racing mountain bikes at Short Track, Luciano and his voice were there. For many of us, his voice and constant presence was a huge comfort.

In an immediate sense, Luciano offered a brief shot of warmth when he’d say your name or make a supportive remark as you tried to show composure during a grueling race where you could barely breathe or see through the pain in your legs and lungs. And in a broader sense, he represented stability by his many years of service to the community. Our lives can change so much from race season to race season, but there was always Luciano in his trademark cycling cap, holding the mic, and making each one of us feel special.

Condolences and memories about Luciano are pouring in on his Facebook page from racers he touched from all over Oregon. Here are just a few of them:

“I can’t even begin to fathom a world without Luci, a bike race without his unparalleled commentating, jokes, and insight, and that epic playlist that always kept everyone’s spirits high. I know we all have our own unique relationship with him, and that’s what he did – he always made you feel so special and was never too busy for a quick hug or catch-up.”

“We first got to know him when our son and Luciano’s son Clyde were 10 year old juniors. Then I got to spend years hanging out with Luc at finish lines. My absolute favorite time was riding together to work Ski Bowl at Government Camp. Uninterrupted time with Luciano in the car. He had me laughing so hard telling me stories about his own childhood that I was afraid I was going to run us off the road.”

“He was truly one of a kind with so much positive energy to share. His love for the sport and people that surrounded him just radiated. His passion, voice and influence will be missed.”

The last time I bumped into Luciano was at the 2021 Mt. Tabor Circuit Race. He loved that event. And while I didn’t talk with him as much as I would have liked to (the event was cut short due to a bad fall on the hill), I share the clip below so you can hear his voice:

One of the people who knew him very well and shared his deep love of racing and the community around it was Mielle Blomberg. Over the weekend she was asked to be the announcer at the Corn Cross race in Sandy. She posted to Instagram that she became emotional thinking about how Luciano couldn’t be there. I asked Mielle to share a few thoughts after hearing the news about this death:

“Luciano was a true professional. He brought his A game to every race, regardless of how he was feeling or discomfort he had due to injuries. We carpooled to races together over the last 12 years and that is how we became friends. I would drive and he would just start talking, telling me stories of his family, his time building sets for Stevie Wonder videos in the 80’s, his dream to one day have a plot of farm land where he could grow a garden and enjoy the quiet, and we would catch up on OBRA racer news. Many times after cold, wet cyclocross races, he would crawl into my backseat and fall asleep on the drive home. Tired but happy from a long day of calling the plays.
This cycling community meant the world to him and he meant the world to us.”

Rest easy Luciano.

Atop his familiar perch at Blind Date at the Dairy in 2009.

PBOT bans eastbound drivers at tricky 57th and Sandy intersection

Drivers can no longer (legally) do what that Subaru is doing.

This week the City of Portland made a change to a complex, 5-way intersection by prohibiting drivers from going eastbound on NE Alameda at 56th.

As we reported in April 2021, the move comes as part of a larger effort to speed up bus service on TriMet lines 12 and 71. By removing the traffic signal phase from the Alameda leg of the intersection, the Portland Bureau of Transportation can now give more “green time” to NE Sandy and 57th.

“Right now 57th gets a [signal] phase, Sandy gets a phase, the west leg of Alameda gets a vehicle and bike phase, and the east leg of Alameda gets a bike-only phase. So that’s a lot of phases,” was how PBOT Planner Zef Wagner explained the change at a presentation to the Bicycle Advisory Committee last year.

The intersection has a lot of non-car traffic.

While this is being done under the umbrella of the Rose Lane Project as a way to improve bus service, the change also has an impact on bicycle traffic. NE Alameda is a popular greenway route and fewer cars at this intersection will make it less stressful. I use this route a lot and the signal phases never seem to accomodate me very well. Now that PBOT doesn’t need a signal phase for drivers on Alameda, they can program it exclusively for bike users, which should make things work better.

An added bonus is that the change will result in fewer drivers using Alameda as a cut-through route. PBOT noted in a statement Friday afternoon that the Alameda Neighborhood Greenway, “currently has too much cut-through traffic for a safe route to school.”

PBOT has used temporary materials on this project and they will study changes in traffic volume. In six months, they’ll analyze the data and consider other strategies to mitigate traffic issues if necessary. This is supposedly already on the ground. If you’ve experienced it already, let us know how it’s going.

More information on the project here.

Opposition to Governor Brown’s OTC pick strengthens

An unprecedented level of opposition has formed against Oregon Governor Kate Brown’s nomination for a seat on the Oregon Transportation Commission.

The powerful, unelected, five-member body oversees the Oregon Department of Transportation and decides how to spend the state’s $5.1 billion transportation budget.

Brown nominated outgoing State Senator Lee Beyer to a four-year term that would start this coming January. The Senate Committee in charge of commission appointments meets tomorrow (Wednesday, 9/21) and advocates leading the charge against the nomination have kicked their effort up a notch.

A new statement and letter released today by The Street Trust includes a list of 31 organizations and over 175 individuals from across the state who’ve signed onto the opposition effort.

Here’s the list of organizations and their leaders:

1000 Friends of Oregon, Brett Morgan
Better Eugene-Springfield Transportation (BEST), Rob Zako
Climate Solutions, Vee Paykar
Oregon Environmental Council, Sara Wright
Oregon Just Transition Alliance, Joel Iboa
Oregon Walks, Ashton Simpson
Rogue Action Center, Dana Greenblatt
The Street Trust and The Street Trust Action Fund, Sarah Iannarone
Verde, Vivian Satterfield
Coalition of Communities of Color, Taren Evans
Getting There Together Coalition, Ariadna Falcon Gonzalez

Ardelis Inc., Brian Roddy
Bend Bikes, LeeAnn O’Neill
Bikabout, Megan Ramey
Bike Loud PDX, Kiel Johnson
Gorge Pedal, Armando Zelada
Lithic Technology, Robert Galanakis
Mt. Scott-Arleta Neighborhood Association, Matchu Williams
Onward Oregon, Lenny Dee
OPAL Environmental Justice, Lee Helfend
Oregon and SW Washington Families for Safe Streets, Michelle DuBarry

Oregon Physicians for Social Responsibility, David De La Torre
Pedal Bike Tours, Todd Roll
Plugstart, Thor Hinckley
Portland: Neighbors Welcome, Aaron Brown
Portland Youth Climate Strike, Adah Crandall
Safe Routes to Schools, Valerie Rosenberg
Sunrise Beaverton, Amy Johnson
Sunrise PDX, Danny Cage
Sunrise Rural Oregon, Cassie Wilson

Those who oppose the Governor’s nomination say she failed to solicit recommendation and did not consult with stakeholders statewide. “They are also concerned that it does not address climate change or maintain racial diversity on the influential OTC. They note that outgoing Commissioner Alando Simpson is a younger Black business owner from Portland (ODOT Region 1); Brown’s proposed replacement is a retiree from Springfield (ODOT Region 2),” the statement reads.

The Street Trust Executive Director Sarah Iannarone is spearheading the campaign against Beyer’s appointment. “In addition to implementing congestion pricing and tolling, the OTC will be overseeing billions of dollars of investment here in the coming decade,” she said in today’s statement. “To see these major projects implemented effectively and equitably, we need leaders who are connected to our region and representative of its increasing diversity.”

They’re asking for a pause on the process so the next administration can make this important appointment.

The nomination will be considered by the Senate Interim Committee On Rules and Executive Appointments at a meeting Wednesday at 2:30 pm.

View the letter and signatories here.

Checking in on BikePortland comment moderation

The BikePortland comment section is a core strength of this site. Commenters flesh out stories, provide examples, share expertise and historical knowledge, and add heft to our reporting. So thank you for your contributions! We couldn’t do our work as well without you.

Providing a safe platform for discussion and the exchange of differing opinions is also central to BikePortland’s purpose. In early 2021, we responded to community criticism and tightened our approach to moderation. Since then, all comments have been read and approved by either Jonathan or myself (I usually take over on weekends to give him a break), and we feel like it has helped improve the quality of dialogue.

After nearly a year and a half of this new moderation strategy — and 513,362 total comments approved — now might be a good time to talk about how we do it.

What happens to your comments

Here are a few of things you might want to know about what happens to your comment after you click “post”:

Your comment appears to us in a back-end comment queue. We have a short list of things we can do with it. We can either approve it, edit it, send it to the trash or toss it into the spam bucket. Jonathan most often approves comments straight off the queue, and I often look at the thread for context if I need to. We often take context (of the thread, the news cycle, the topic, the subject of the article, and so on) into account when deciding whether or not to approve a comment.
WordPress has its own comment filter that automatically deletes comments according to its spam rules. These are based on an algorithm we don’t always understand. It might reject a comment because of a single word, overall length, use of many links, and other things. The spam filter sometimes makes mistakes, so if you don’t see your comment appear, let us know and we can “un-spam” it. If we haven’t approved your unobjectionable comment within a couple of hours (it might take a little longer nights and weekends) let us know, by either saying something directly in the comment section or contact us. We’ll make it right.
We also maintain a blocklist (also known as a “blacklist” but we don’t like the black/white terminology) of terms and usernames. This list is long and has been added to since 2005. It’s where the really bad actors have been placed and it includes very objectionable terms. If someone repeatedly leaves inappropriate comments and doesn’t heed our advice on how to make them better, they get put on the blocklist and we never have to worry about them again.

Divisive times ahead

Two months out from an election and I’m expecting the volume of comments to skyrocket. Two things happen when we get inundated; comments get approved that maybe shouldn’t be, and we delete more comments than usual. That might seem contradictory, but this happens because we don’t have capacity to keep up and take time required to consider each comment.

You can help us, and reduce the risk of your comment ending up in the trash, by not hugging that fuzzy line between approval and rejection. Take the time to collect your thoughts and write a comment worthy of them, don’t rely on name-calling or insulting other people to make your points.

Judgment calls

This is where we want to make our reasoning more clear. The internet is a harsher, more dangerous place for some groups of people than for others. Women, ethnic, racial and sexual minorities, and other vulnerable people more easily become targets of internet-fueled aggression and bullying than, say, straight white men.

It’s not that those groups can’t handle it, or that they need to get a thicker skin, it’s that they are treated worse.

It is important that BikePortland not only avoid fueling disrespect or mob behavior, we want to avoid the appearance of fueling it, including vigilantism. This means that we are particularly sensitive to name-calling and insults directed at vulnerable people.

We try to balance this sensitivity with our desire to provide a forum for lively discussion and to pierce the bubbles people comfortably select for themselves. You can help by debating constructively, and avoiding name-calling or personalizing arguments.

Watch out for “welfare queen in a Cadillac” type images. These include tropes like “rich boomers from the west hills who drive Subarus to Neil Diamond concerts.”

When I go in to edit out insults and cliches in an attempt to “save” the substance of a comment, I sometimes find that there is nothing to save, the whole comment disappears. Self-regulate. Is what you are wanting to say so important that thousands of other people should turn their attention to it?

BikePortland is a business, we work hard to provide information daily to readers, most of whom never comment. The comments at the bottom of our posts are an important part of our content, by moderating them we try to guard against the descent into ugliness that has wiped out the comments sections of other news outlets.

BikePortland is biased

Yes it is. But I’m not Jonathan’s mini-me. We vote for different candidates, we have different sensitivities, and we sometimes do not agree about whether something is objectionable in a comment. Our frequent discussions (many of them about whether to accept or reject one of your comments) are a good model for the BikePortland comments section as a whole — animated, productive and respectful.

You can join in too. If you don’t like the way something is moderated, keep letting us know. Our moderation evolves, just like your comments do.

Candidates for Oregon governor sound off on freeway expansion projects

Christine Drazan (Photo: Christine Drazan campaign)

We have several elections here in Oregon that are being closely-watched across the country, but none more so than the race for governor, in which unaffiliated candidate Betsy Johnson and Republican candidate Christine Drazan both stand a chance at beating Democrat Tina Kotek and ending Oregon’s decades-long streak of blue leadership.

Drazan, Johnson and Kotek’s platforms vary widely on many issues, and their climate policies are no exception. Oregon Public Broadcasting reporter Dirk VanderHart recently interviewed the three candidates on the important topic of climate change.

Although Oregon’s biggest environmental pressure point has historically been the timber industry, the climate impacts of our transportation system have more recently come into the spotlight as a top issue for Oregon voters. (After all, the transportation sector is the largest contributor to greenhouse gas emissions in Oregon.)

Here’s how each candidate responded when asked, “Do you support widening highways as a strategy to ease congestion? What specific steps will you take as governor to decrease greenhouse gas emissions from vehicles?”

Christine Drazan:

With respect to transportation, consumers should have the option to purchase an electric vehicle, it shouldn’t be a requirement and our current energy grid cannot support a prohibition on gas or diesel-powered vehicles. I support widening our highways, by building more lanes. I believe we can both reduce traffic times and reduce emissions from idling engines. But this is an incomplete solution unless we address jobs. We need to ensure that people can access work within a reasonable distance from the home that they can afford. As long as we place housing and jobs at opposite ends of the metro area, we will face congestion challenges, we must take a more holistic approach and provide economic opportunity to all communities.

Betsy Johnson:

Of course I would increase highway capacity when necessary to more efficiently move vehicles through our highways. The more we maintain efficient flow, the less emissions will be released. I believe vehicle emission standards must be addressed federally to keep Oregon businesses competing on a level playing field.

Tina Kotek:

When investing in transportation infrastructure, we should be ensuring our roads and bridges are safe. We should also be adding transit options and improving bike and pedestrian access. I don’t think this is an “either/or” conversation. I believe we can have safe roads that aren’t clogged with traffic all day long and smart strategies to reduce pollution from cars and trucks.

You can find out more about the three candidates’ climate policies in the full OPB interview. And thanks for asking this question Dirk!

NE 7th Ave residents to PBOT: Keep cars out of our neighborhood

(Photos: Inset, Eliot Neighborhood Association; background, Jonathan Maus/BikePortland)

There’s been a flurry of activity around the Northeast 7th and Tillamook project since the City of Portland met with a large group of concerned residents last Wednesday night.

As expected (and as requested by some neighbors) the Portland Bureau of Transportation followed up quickly with a new proposal that offers more traffic calming features. PBOT says that if the 60 or so people in the ad hoc neighborhood group let their crews begin construction on a project to remove the existing traffic circle and restripe the intersection with bike lanes, they’ll add two new speed bumps and a concrete planter to help slow drivers down.

As of Monday morning, it appears many neighbors and safe streets advocates aren’t satisfied. So far, three letters have been fired off to PBOT and City Hall offices. They’ve come from the Eliot Neighborhood Association, the nascent “Safe on 7th” group, and nonprofit advocacy group Bike Loud PDX.

The three letters have two big things in common: They want more dialogue with PBOT before changes are made and they want the City to implement a project that will move us more quickly to adopted goals of less driving and more biking.

The Eliot NA and Safe on 7th both make it crystal clear that they want PBOT to install traffic diverters that drastically reduce the number of cars on the street (there’s even a petition to gather more support). Despite seeing around 4,000 to 6,000 cars per day, Tillamook is designated as a local street and city bikeway in PBOT’s Transportation System Plan. PBOT has said that ideally, 7th Ave would have just 1,000 car trips per day, but so far they haven’t been willing to do what it would take to achieve that goal.

Now they (once again) have strong support from some neighborhood groups to do that.

In 2018 when PBOT did the initial outreach for this Lloyd to Woodlawn Neighborhood Greenway project, they also had strong support from many neighbors (and biking advocates). But that support ran into severe pushback from some Black residents and leaders of the organizations who serve them. Faced with a choice of pushing back against Black residents saying the plan would “whitewash” and further gentrify the neighborhood, PBOT shifted the greenway alignment to NE 9th.

“The City is proposing a design that will work with the existing traffic volumes instead of trying to change the traffic volumes to meet the City’s published policy goals,” The Eliot NA letter states. “Our request is that PBOT only reopen NE 7th Avenue to vehicle traffic after traffic diverters blocking North-South through traffic are on the ground.”

“After just one week of closure…The environment has already shifted and our neighborhood actually feels like a neighborhood.”
– Safe on 7th

And the letter from Safe on 7th says, “The traffic island has been the finger in the hole of the dam. Removing it exposes the underlying design flaws on Lower 7th Avenue. This inevitably will result in a flood of high speed traffic through our neighborhood… the concern of this neighborhood is to reduce the speed and volume of cars at the intersection.”

Both the Eliot NA and the Safe on 7th group also urge the City to maintain the calm that their construction project closures have created. “The construction fencing has brought NE 7th much closer to meeting the City’s goals for the street and we would like to make sure we do not revert to the old condition,” says the Eliot NA letter. “After just one week of closure… very few cars are trying to use our neighborhood as an alternative throughway to MLK. Our community members and school children and passing cyclists are safer, and something special is happening – long-time neighbors are congregating on the street in the evenings and making connections we’ve never made before. The environment has already shifted and our neighborhood actually feels like a neighborhood,” says Safe on 7th group.

Bike Loud says they want PBOT to launch a Northeast In Motion planning process, which would, “Have the resources to begin with a robust community engagement process that brings in many diverse interests from the start and can better acknowledge the damaging history of past racist policies.”

Meanwhile, PBOT crews were at the intersection this morning doing initial surveys and inspections, but a project manager said they haven’t broken ground yet.

We’ll keep you posted as things develop.

UPDATE: 6:45 pm: PBOT has just released a statement saying construction will begin this week. They’re calling it “Phase 1” and will include removal of the traffic circle and the addition of the speed bumps and concrete planter outlined in their revised plan in light of recent resident concerns. PBOT’s statement also says they’ll monitor traffic volumes and speeds and “may include follow-up mitigation if necessary” and that if any future changes are made on NE 7th PBOT would be required to “re-engage the broader community to ensure that such an outcome would work for users along the entire corridor and reflect the priorities of historically disadvantaged communities.”

TriMet opens new FX line on Division to much fanfare

TriMet’s long-awaited Frequent Express (FX) line on SE Division Street is finally here. On Saturday, the transit agency celebrated the occasion with multiple events along the bus line, and eager transit lovers showed up in droves to ride the new “bendy buses” and mark the historic opening.

We took a more in-depth look at the new bus service recently, but I’ll outline a few highlights of the buses themselves.

You’ll notice the first one right away: the buses just look really cool. They’re 60-feet long and articulated (or “bendy”), with an accordion extender in the middle so they can fit more passengers. Articulated buses aren’t new by any means – they were included in TriMet’s fleet in the ’90s – but the Division FX buses’ bright green color gives them a modern, sleek look. The other cool thing about the bus design is that each bus has three sets of doors, which TriMet hopes will reduce delays at the bus stops because people will be able to get in and out quicker.

At least one bus was blocked by a freight train on Saturday, which really dampens the whole “express” idea of the bus service.

At the celebration on Saturday, people with bikes were very eager to test out the FX line’s internal bike racks, which replace the front racks that you’ll see on other TriMet buses. There are two racks on the ground of each bus for people to store their bikes, and there’s no major lifting required to get them into place. Though I think the bus drivers may be a little stricter in the future, operators let us take more than two bikes on the bus on Saturday (it was a special occasion!), which was a good way to test out how crowded these vehicles can get. The verdict? Even with three or four bikes, there was plenty of room to get around. (Check out our how-to guide for some tips for bringing your bike on the new Division buses.)

The other big selling point of the FX bus system is its speed and frequency. The new bus stops along the line were built to speed up passenger loading times, and the buses are set to run every 12 minutes as opposed to the 15 minute headways on other popular TriMet routes. On Saturday, however, it seemed like they were figuring some kinks out. The buses took a bit longer than 12 minutes to show up, and there were delays at the stops. An operator on the bus line I was on acknowledged the problems, saying “we’ll get better the more we do it!” which garnered a round of applause from passengers, most of whom were in no hurry and just came to enjoy the event.

One problem that might be out of TriMet control: the rail crossings in inner southeast that intersect with the new bus line. At least one bus was blocked by a freight train on Saturday, which really dampens the whole “express” idea of the bus service. The city is making some moves to try to fix this problem, but it seems like it will present some unfortunate impediments for the foreseeable future.

Beyond getting to check out the new infrastructure, my main takeaway from Saturday’s event was how cool it is that so many people are willing to come out to celebrate a new bus line. And with all the stops TriMet pulled out, it’s clear they’re aware they have some transportation nerds in their audience. (Those who were willing to travel to Gresham had the chance to get a Division FX bus LEGO set – need I say more?)

The gathering at Division and 82nd Ave featured an Asian food market and a traditional Japanese drumming show from Portland Taiko, a Portland Chinese Women’s Group fashion show and a performance from Mexican youth dance group Ballet Paplotl, among other acts intended to showcase east Portland’s cultural diversity. I think this was a perfect encapsulation of how good public transit can bring communities together and truly connect people from all over the city.

It will be interesting to see how people respond to the new FX service. Overall TriMet ridership is just starting to recover from the big dip seen during the pandemic, but the agency has fallen on more hard times with its operator shortage. With luck (and hard work on TriMet’s part), this new line can herald a public transit renaissance in Portland.

Cathy Tuttle was one of the first people to anoint the FX bus by bringing her bike on board.

Guest Opinion: Here are some low-car design options for NE 7th Avenue

NE 7th looking south from Tillamook. (Photo: Jonathan Maus/BikePortland)

This guest opinion is by Paxton Rothwell.

“NE 7th fails to be either a vehicle through route or a bike-friendly neighborhood street. And yet it remains popular as both.”

Traffic issues on NE 7th Avenue are once again in the spotlight. As BikePortland reported, the neighborhood meeting held September 14^th did more to ignite additional concerns about the safety of the street than it quelled. PBOT has suggested new traffic calming measures in the vicinity of NE 7th and Tillamook to try and make peace with this coalition of neighbors. From the looks of it though, the larger conversation about the safety of NE 7th is back on the table.

I have lived in the King neighborhood for almost four years. During that time, I have become intimately familiar with NE 7th Ave. But, like some of the concerned neighbors I met at the meeting with PBOT this week, I did not live in this area of the city when discussions about the Lloyd to Woodlawn greenway were being held back in 2018.

The political temperature of Portland has changed a lot in the last four years. Those opposing the changes proposed to 7th back in 2018 may have had a change of heart. The only way to know is if PBOT continues the larger conversation about 7th.

In anticipation of that conversation, I want to present 7th Ave as it is today and some design options that would make it a safer street for cycling, walking, and driving.

Current Conditions

I frequently use 7th as a biking route, walking route, and even as a driving route. As a cyclist I often fear the uphill (northbound) ride, especially at night, because of poor lighting, many potholes, and close passes from drivers. As a driver on 7th, I feel out of place. The street has the feel of a neighborhood street that I should not be on for too long. But it also has traffic signals at major intersections and a defined center line. The design of NE 7th fails to be either a vehicle through route or a bike-friendly neighborhood street. And yet it remains popular as both.

NE 7th parallels MLK Jr. Blvd (a state highway) for its entire length. Since it is only 400 feet away, MLK ought to be the sole through route for drivers. But the current design of 7th welcomes drivers and offers an alternative to congestion on MLK. Keeping this vehicular redundancy flies in the face of the City’s own goals of reducing vehicle trips and increasing cycling trips by 2030.

The second the Blumenauer Bridge opened 7th Avenue became a de facto north-south bike route from Alberta to Division. There are city projects in the works to improve the 7th greenway from Sandy to the Bridge. There is also a Metro funding decision (pdf) in progress to see if 7th through the Central Eastside will be rebuilt into a complete street. To make this street a true biking thoroughfare, PBOT must discourage drivers from using 7th between Alberta and Broadway.

Here are some ways to do that.

1) One Way Vehicles, Two Way Cycle Track

Similar to Better Naito, this design would provide a continuous two way cycletrack from Broadway to Alberta. Vehicle traffic would be one way but could alternate in direction to discourage through travel. Some on street parking would be lost. A section of 7th near Irving Park would remain two way for vehicles due to the break in the street grid caused by the park. This design could face pushback because of its boldness, but would do the most to make 7th a world class bike boulevard. Below are cross sections of 7th for the configuration north of Fremont St.

2) Two Way Vehicles with Advisory Bike Lanes and Diverters

Advisory bike lane on NE 53rd. (Photo: Jonathan Maus/BikePortland)

Similar to recent installations in northeast Portland, this design would remove the center line of NE 7th, narrow the driving lanes, and place an advisory bike lane on both sides of the street. Minimal on street parking would be lost. This design would also add diverters at key intersections to keep traffic volumes low. This design would provide a reasonable compromise between local drivers interested in keeping driving possible on 7th and non-vehicle users who want a safer street.

3) Two Way Vehicles, Sharrows, and Diverters

(Source: PBOT initial plan for NE 7th from 2018)

Similar to the Clinton Street greenway, this design would remove the center line of NE 7th, add sharrows to the roadway, and place frequent diverters to direct vehicle traffic off of the street. Minimal on street parking would be lost. This design would be the most similar to how NE 7th is today and would provide little dedicated cycling space. But with frequent diversion, the hope would be to discourage drivers from using 7th. When the Lloyd to Woodlawn greenway routing was still in talks in 2018, PBOT released diversion concepts for a few intersections (see below).

Continuing the conversation about 7th Ave seems likely. Let us hope that PBOT boldly engages the community this time around.

Update on NW Pettygrove Neighborhood Greenway Project

The Portland Bureau of Transportation (PBOT) plans to install a traffic diverter at NW 9th Ave and NW Overton Street as part of the NW Pettygrove Neighborhood Greenway project on Saturday, September 17. This traffic pattern change will prevent westbound vehicle turns onto NW Overton St from NW 9th Ave. Bike sharrows and an eastbound bike lane will also be installed on NW Overton between NW 9th Ave and NW 10th Ave.
No on-street parking will be allowed on NW Overton between NW 9th Ave and NW 10th Ave when installation is taking place. Business deliveries and the Encore parking lot will remain open during installation. Please follow on-street signage and flaggers.
Work hours are 5am to 3pm. Construction noise should be minimal. PBOT’s Maintenance Operations crews are performing the work of NW Pettygrove Neighborhood Greenway Project. All work is weather and resource dependent and the schedule may change.
What’s next 
The diverter is being installed using low-cost, temporary materials that can be easily moved or modified. PBOT will collect area data including vehicle speeds, vehicle volumes, and area on-street parking utilization in spring 2023 (approximately six months after installation). We will monitor the benefits and impacts of the diverter and share the results of the monitoring, community feedback, and any resulting changes that need to be made.
Additional speed bumps, sharrows, and neighborhood greenway signage will be installed on NW Pettygrove in the fall or winter as weather allows. At the conclusion of the project sharrows and neighborhood greenway signage will be removed from NW Overton St west of NW 14th Ave.
About the NW Pettygrove Neighborhood Greenway Project 
The traffic pattern change at NW 9th and Overton is a part of the new low-stress walking and biking route along NW Pettygrove St, connecting Chapman Elementary School, the growing Slabtown area, the North Pearl District, and Fields Park. The route briefly transitions to NW Overton and NW 9th Ave to connect to protected bike lanes on NW Naito Pkwy. This neighborhood greenway will replace the one currently on NW Overton Street in the Northwest District.
PBOT will build new speed bumps, change traffic patterns to limit cut-through traffic, and make pedestrian crossings safer. These improvements will make these streets safer for pedestrians and people biking while preserving the ability of people driving to access area homes and businesses. 
The project was identified by the Northwest in Motion Plan, which represents over two years of analysis, community outreach, and problem-solving to improve walking, biking, and public transit in the Northwest District and surrounding area. 
View the project map with illustrations of the planned enhancements and other information about the project on the project web page.  

The Monday Roundup: Nondrivers, cargo bike PR, Ian’s ride, and more

Welcome to the week.

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

Ian’s amazing ride: Former bike rider Ian Mackay broke the Guinness World Record for most miles in a motorized wheelchair on Sauvie Island this past summer and this article captures all of its beauty. (Sports Illustrated)

People love carfree streets: The mayor of São Paulo, Brazil faced opposition from business groups for banning cars on a major street every Sunday; but now it’s overwhelmingly popular and people want even more. (Next City)

Better Google Maps: Google has the data and the programmers needed to make much safer and lower-stress biking directions. (Protocol)

We’re the worst!: Check this data visualization that illustrates how the mighty and rich US of A has become one of the most dangerous places to drive, bike or walk in the world. (League of American Bicyclists)

Not everyone can (or wants to!) drive: Anna Zivarts lays out the case for why “nondrivers are the future” and says the fact that 1/3 of Americans don’t have a driver’s license should increase urgency for low-car policies and projects. (The Stranger)

Portland cargo bike PR: The Disaster Relief Trials event has received some well-deserved attention via a profile feature in a national magazine complete with a professional photo layout. (Wired)

Unequal pay: There’s a massive pay gap in professional women’s cycling and nearly a quarter of WorldTour riders don’t get paid to race at all. (Cycling Weekly)

Boondoggles: Keep up-to-date with America’s wasteful spending on highway expansion projects with this seventh annual report. (US PIRG)

RIP bike share: Bike share in Salem has died because it was starved for funding and its operators (a nonprofit) couldn’t keep up with maintenance. (OPB)

Power of walking: We can never have too many inspirational essays about the remarkable power of simply going for a walk. (NY Times Opinion)

Find your ride: This cool new website can help you discover which vehicle is right for you — as long as it’s not a car.

Thanks to everyone who sent in links this week!

Ditch your car for ‘Week Without Driving’, World Carfree Day

Hawthorne Bridge traffic observations-5.jpg — Will you take the no-driving challenge? (Photo: Jonathan Maus/BikePortland)

In a society where driving everywhere is the norm, people who don’t drive very often – or at all – are seen as strange or radical. But what’s truly radical is not even trying to do something else.

Disability Rights Washington (DRW) is promoting a statewide ‘Week Without Driving’ challenge starting Monday, and many of the state’s elected officials – including Governor Jay Inslee – have committed to participate. Inslee issued a proclamation to make the observance official.

“Going a week without driving is great way to understand how we can improve our current transportation system to better meet the needs of Washingtonians and improve and enhance transportation options such as transit, light rail, biking, and walking pathways as key strategies in our decarbonization efforts,” Inslee’s proclamation states.

It’s notable that a disability rights organization is leading this charge for carfree mobility in Washington. Disability advocates have been at the front of many transportation reform efforts, but it’s still a common misconception that encouraging noncar transportation options is ableist or that getting around without a car is exclusive to able-bodied people. This narrative neglects to consider the many disabled people who can’t drive and rely on alternative transportation to get around.

Noncar transportation can be accessible to all people if we make that a priority, and hopefully DRW’s carfree challenge will encourage people to apply that lens to their thinking about our transportation system.

I know from experience that challenging yourself to temporarily shake up your traveling habits can result in a permanent paradigm shift. Even a single day without driving could trigger the realization that it might actually be manageable to go a lot of places without ever stepping foot in a car – and it’s amazing to avoid sitting in traffic for hours or coughing up a small fortune on a regular basis to pay for gas.

The Street Trust. Take the pledge, be the change. Thursday, September 22nd. World Car Free Day 9.22.2022. The image has illustrations of Earth, a bus stop, and people of all ages and identities walking and rolling. — The Street Trust is promoting a carfree challenge next week.

Many people who now happily lead carfree lives (myself included) were once unthinking participants in car culture. While it would now take a concerted effort for me to have a day with driving, it wasn’t always this way! I could go on forever about how being carfree has substantially improved my life, but I’ll just urge you to try it out for yourselves, even if it’s only for a day.

It would be nice if our political leadership in Oregon would follow Washington’s lead and rally around a carfree challenge, too. But just because it’s not an official statewide event doesn’t mean Oregonians can’t participate in a no-driving challenge. Portland transportation advocacy non-profit The Street Trust is promoting International Car Free Day on September 22, inviting people to try a new form of transportation for a day, so if you want to align with a local group, you can take their pledge here.

I would love it if “carfree day” didn’t have to be commemorated at all because it was just the way most people lived their lives. But maybe challenges like this will be the first step in getting there.

Hope to see you out on your bike (or scooter, or the bus) next week!