Year: 2023

The morning after: A look at media coverage of 33rd Avenue

24 hours ago I was on my bike, racing over to Northeast 33rd after seeing a video online of a PBOT contractor in a truck removing the bike lane. What ensued was an unprecedented direct action that saved the bike lane and stories and social media videos that have been viewed by hundreds of thousands of people around the country (thanks TikTok algorithm!).

Unlike the Southwest Broadway scandal, PBOT’s decision to remove a new bike lane due to what they say was a bungled public outreach process, has led to widespread media attention. To many in the local media, Broadway seemed like a “bike community” thing and the story barely transcended BikePortland. Now PBOT’s bad decisions are (unfortunately) a trend. And in the news business, trends get attention.

Three local TV stations had relatively good coverage of yesterday’s protest. All three sides — protestors, residents, and PBOT — were given airtime. Voices of protestors, especially Cully neighborhood resident and veteran bike advocate Kiel Johnson, dominated the stories.

KOIN (CBS affiliate) said PBOT’s rationale for the removal of the bike lane was an “internal error.” To me, one of the interesting takeaways from KOIN’s coverage (and other stations) was that it mentioned Broadway and its possible connection to the 33rd removal plans.

Here was KOIN’s (CBS affiliate) lead-in: “… This also is the second bike lane that the city’s transportation bureau is planning to take out… PBOT says those two bike lane removals are unrelated, but cyclists tell me they don’t believe that.”

KGW (NBC affiliate) story was short. They said the bike lane was “mistakenly installed without public outreach,” and shared an interview with Johnson.

KPTV (Fox affiliate) did a particularly solid job on the story. They framed opposition to the bike lane in terms of how it impacted parking in front of homes (this jibes with what I’ve learned from various sources in the past day, that the genesis of PBOT’s decision is from complaints about parking loss).

“People living on a four block stretch of Northeast 33rd Avenue are dealing with parking problems after they say changes were made without their input,” the KPTV reporter said. Then continued: “Neighbors say there’s already a greenway route two blocks over from Northeast 33rd Avenue and the bike lanes are not necessary in front of their homes.”

The reporter then interviewed a Black woman who has lived on NE 33rd for 30 years.

“We were surprised to say the least,” the woman said. “These bold, vibrant, thick white lines glaring at us Sunday morning… This had no respect. It was a slap in the face… To me it’s the height of privilege, because when you disregard people’s livelihoods and their feelings.”

So here we are.

Given what PBOT told other news outlets yesterdays, it’s clear that the removal is paused for now. From here, I’d expect some sort of communication from PBOT to the neighbors about a meeting where the bike lane plans will be vetted out a bit more. It’s hard to say what might come of that, or what might come of anything at this point.

After what happened yesterday, and what happened on Broadway, we are in uncharted territory with current PBOT leadership. Stay tuned.

Video: Giving NYC’s bikeways the crosstown test

It’s one thing for a city to have a marquee bike project here or there — but it’s another thing entirely to get people across town by bike on a connected network that is legible and safe.

During my recent trip to New York City, I had to get to Williamsburg, Brooklyn for a story. I was staying in the Flatiron/Chelsea area (W 24th and 6th). I figured this would be a good crosstown test, so I filmed the entire thing. The video above shows the highlights. It gives you a sense of what it’s like to bike about 5 miles through Manhattan, over a bridge, and then into a borough.

My route.

You’ll see a very wide variety of bikeways. I rode through: pedestrianized streets with world-class bikeways; old-school, door-zone bike lanes; shared, low-volume streets; dedicated paths, and more. Overall, I was impressed with NYC’s bike network, despite its chaos and rough edges.

In my opinion (which might be different than yours, given my experience and love of urban riding), NYC passed the test.

Watch the video to see if you agree. And then ask yourself… Does your city stand up to the crosstown test?

See you at Bike Happy Hour later today

It rained last week and we still had a great turnout! Note that tonight we’ll be across the street at Ankeny Tap & Table.

Hell yes we are still having Bike Happy Hour today. Given the weather, we’ll gather on the ground floor of Ankeny Tap & Table, across the street from the usual spot on the patio. Come over to SE Ankeny and 27th to find great people, open hearts and minds, and good food and drinks.

With the unbelievable shenanigans happening at PBOT, we have a lot to talk about.

If nothing else, we can compare rainwear and winter gear recommendations.

I also have a new a-frame sign that will make its debut. And of course I’ll bring the speaker and mic in case anyone feels like sharing to the group. Any city council candidates out there want to show your bona fides by showing up to a rainy Bike Happy Hour?

Hope to see you there!

Bike Happy Hour – Every Wednesday All Year Long
3:00 to 6:00 pm
Gorges Beer Co / Ankeny Tap – SE Ankeny & 27th (On the “Rainbow Road plaza!)
$2 off drinks (includes non-alcoholic and coffee from Crema)
BikeHappyHour.com – “See you Wednesday!”

Portlanders stand in front of truck to prevent bike lane removal

Cully resident Kiel Johnson in front of a lane-striping truck on NE 33rd this morning. (Photos: Jonathan Maus/BikePortland)

A group of concerned Portlanders stepped in front of a moving truck this morning to defend a bike lane. The truck was being driven by a contractor hired by the Portland Bureau of Transportation to grind off a recently installed bike lane on Northeast 33rd Avenue in the Concordia neighborhood.

As we reported yesterday, PBOT said the bike lane — that was installed as part of a repaving project in late September — was installed by “mistake” because they didn’t do enough public outreach.

The removal was not announced publicly, and we only found out because PBOT staff warned BikePortland anonymously that it was imminent.

Local bike advocacy nonprofit BikeLoud PDX responded by telling members to show up at the site this morning. The idea was to take a closer look at the bike lanes in advance of a planned strategy session later this morning. However, crews had already begun removing the bike lane as the activists showed up. One of them, former BikeLoud PDX Chair Kiel Johnson, rolled up to the scene and immediately stopped his bike in front of the oncoming truck. The truck driver stopped and Johnson stood there with his arms crossed.

A group of people blocked this truck at the corner of NE 33rd and Holman. (Photos: Jonathan Maus/BikePortland)

As several other people rolled up, they massed along with Johnson in front of the truck and a stalemate ensued as contractors whipped out phones to try and figure out what to do.

One of the contractors told the group they were simply there to modify the bike lanes, not remove them. But that contention doesn’t square with PBOT’s statements.

It is clear that PBOT wanted this bike lane removed. Their statement to BikePortland yesterday was unambiguous. It said, “This segment of bike lane was installed by mistake and will be removed.”

And a nearby resident shared with BikePortland this morning that just this morning a letter from PBOT was placed on their door. It read:

“Dear Northeast Portland Neighbor,

I am writing to notify you of construction beginning tomorrow, Wednesday November 1, 2023 on NE 33rd Avenue from NE Holman to NE Dekum streets. The Portland Bureau of Transportation (PBOT) will deploy contractors to remove lane striping in this section and return this section to its original condition.”

If people didn’t show up this morning, the bike lane would be gone.

Once the truck operator left the corner of NE 33rd and Holman, he simply moved to another section of the bike lane a few blocks south and started the grinding-off process again. Activists then hopped on their bikes and stood in front to stop forward progress.

Several minutes passed and the truck left once again.

Eventually the contractors left for the day, but BikeLoud volunteers are still there. They’re staying in shifts to make sure the trucks don’t return.

This bike lane closes a key gap in the bike network and it’s called out as a planned “city bikeway” in the Transportation System Plan. It was also recommended as a high priority in the Columbia/Lombard Mobility Plan passed by Portland City Council in 2021.

Commissioner Mingus Mapps, who leads PBOT, voted in support of that plan.

Reached for comment today, his Deputy Chief of Staff Cynthia Castro said, “PBOT is not continuing with removing the bike lane today, but we do need to have further conversation about this particular stretch.”

Asked if Mapps’ office authorized the order to remove the bike lane, Castro said, “I would say that I’m on the same page with the [PBOT] director as far as saying, ‘We need to have more conversation about this particular stretch,’ and obviously there’s a lot of lessons learned here about outreach.

But PBOT Director Millicent Williams isn’t on that page. Based on PBOT statements and that letter given to residents this morning, Director Williams did not plan to have any further conversation. The order was to remove the bike lane and it would be gone if not for the timely protest organized by BikeLoud PDX.

Stay tuned.

PBOT plans to remove new bike lanes on NE 33rd

New bike lanes striped on NE 33rd at NE Holman. (Photos: Jonathan Maus/BikePortland)

New buffered bike lanes on Northeast 33rd Avenue that have only been installed for about one month are slated for removal by the Portland Bureau of Transportation. That’s according to a source who works at the bureau and who shared the information with BikePortland anonymously because they aren’t authorized to speak to the media.

In addition to the source I’ve had direct contact with, the news has spread into the community from other sources and is widely known internally at PBOT. I’ve asked PBOT to confirm or deny the tip, but they have not yet responded.

Here’s the backstory and what I know right now…

PBOT repaved NE 33rd Avenue between NE Knott and Columbia Blvd this summer. As part of that project, they restriped the road and added bike lanes in several sections. We’ve reported on the new bikeway on 33rd between Skidmore and Mason*, but I hadn’t been able to get to the new bike lanes between NE Holman and Dekum (just south of Columbia Blvd overpass) until this morning. (*Keep in mind, this story is only about the northern section of new bike lanes between Holman and Dekum, not the new crossing at Mason-Skidmore. That went through a robust neighborhood process and appears to be safe.)

I was motivated to finally go see the new lanes because a source at PBOT said they plan to be removed sometime this week.

The reason? Apparently it stems from bureau leadership saying that proper neighborhood notifications had not been sent out.

Looking north on 33rd from southwest corner of NE Holman.
Looking north from middle of Holman.
Riding south on new bike lanes near Rosa Parks Way.
Sign warns of crews on the street this week.
New bike lane on NE 33rd with Lomboard/Columbia overpass in the background.

My source at PBOT says crews could come out and remove the new bike lanes as early as tomorrow (Wednesday, 11/1).

I saw “No Parking” notifications on the blocks in question during my visit today. The signs say crews will be on hand November 1 through November 3rd.

These new bike lanes were celebrated by some when they were installed in late September. Holman is a major, east-west neighborhood greenway route, and 33rd is a vital gateway to the Marine Drive bike path. The bike lane gap between Holman and the bike lanes on the Lombard/Columbia overpass (and Marine Dr) was always a stressful spot. The new bike lanes closed that gap and created a safer street. This section of 33rd is also classified as a “City Bikeway” in the Portland Transportation System Plan (adopted in 2020).

Detail from Columbia/Lombard Mobility Plan showing recommendation of these bike lanes.

Bike lanes on this section of NE 33rd were also recommended in PBOT’s Columbia/Lombard Mobility Corridor Plan adopted by City Council in 2021. Bike lanes between Holman and the bridge were called out as a “high readiness” recommendation (see graphic at right).

Parking doesn’t seem to be in particularly high demand on these few blocks (although I’ve noticed at least one person who’s parked in the new bike lane every time I’ve been by). It’s zoned single-family and nearly all the houses have driveways. There are two businesses on the northeast corner of Holman and 33rd; a quickie-mart and a restaurant, but both are served by a relatively large parking lot. I’m not aware of any simmering neighborhood revolt or pushback to the project. That being said, these bike lanes did go in relatively quietly and I don’t recall any specific messaging or notice from PBOT about them.

Even if proper public notice wasn’t given, it’s unclear why PBOT would resort to taking the bike lanes out. If this story is confirmed, it would be another cause for concern given that it comes just about five weeks after PBOT Director Millicent Williams was forced to apologize after a plan hatched by Transportation Commissioner Mingus Mapps to roll back the design of the Broadway bike lanes was met with outcry by the community.

I’ve asked PBOT to clarify what’s going on and will update this story when I hear back. I decided to publish this story before hearing back because I have reason to believe the removal of the bike lane could begin as soon as tomorrow (Wednesday, 11/1). Stay tuned.

UPDATE, 5:11 pm: PBOT has confirmed the removal and Communications Director Hannah Schafer just shared this statement:

“This segment of bike lane was installed by mistake and will be removed. A change of this magnitude would only come after significant public outreach, which did not happen as part of this maintenance project. PBOT is investigating and reevaluating its work process to make sure this costly mistake does not occur again.”

UPDATE, 11/1: BikeLoud PDX has sent out an action alert. They will meet for a ride to inspect the bike lane and then have a strategy meeting this morning on how to respond. Read the action alert here.

UPDATE, 11/1: Just posted this video of the bike lane to give you a better sense of what is at stake:

Blumenauer not worried about legacy, says city is poised with policy and political potential

Blumenauer at a press conference in southeast Portland this morning. (Photos: Jonathan Maus/BikePortland)

U.S. Congressman Earl Blumenauer walked slowly into an office building on Southeast 7th Avenue this morning, about one mile south of the carfree bridge that bears his name, and answered questions from reporters for about 30 minutes.

We showed up on short notice after Blumenauer announced yesterday he would not seek another term in office and that his nearly 50-year political career will be over at the end of 2024.

The congressman donned his customary neon bike lapel pin and wore a large white bow-tie with black bikes stenciled on it. He didn’t make a speech and instead opted to simply open it up to questions from about a half-dozen cameras and local reporters.

At the entry to the event there were three stacks of issue papers: “Bikes”, “Cannabis”, and “Livability.” To say Blumenauer was the biggest bicycling champion on Capitol Hill is so obvious it almost doesn’t need to be said.

Given the notable decline in two of three of those high priority issues in Portland in recent years, I wanted to ask Blumenauer if he’s worried his legacy was being squandered — and whether he planned to help Portland get back on track. Before I even got a chance to ask my question however, Blumenauer brought up the subject himself. “I’ve spent a lifetime working on livable communities. And I’m proud of what we did in Portland,” he said. “But the last few years, no one’s going to confuse us with the most livable city in America. And I want to work with people here to change that.”

When I asked him to expand on that and share his thoughts on his legacy being damaged by a lack of local political champions for the issues he cares most about, he said, “I’m not going to abandon bike-partisanship, whether it’s here or around the country.” Then he continued:

“I think what we’ve done in this community is establish a bike culture, and you can’t avoid it. Walking or biking or — God forbid — driving around Portland, it’s pretty firmly embedded. And we’ve got some people who are strong advocates and the infrastructure here is good and it’s getting better.

We’ve got opportunities in a way that we’ve never had before… This last Congress produced more money for biking, for transit, for Amtrak, than ever before; and a very ambitious agenda to reduce carbon emissions. So we’ve got these pieces in place with federal policy.

We’ve got some amazing advocates here. I think it’s a matter of putting the pieces together. I think in the next election there’ll be more people who are willing to embrace and move it forward. So I think it’s it’s just a little below the surface.

We’ve got tremendous opportunities in cycling and transportation infrastructure. Extending the streetcar one mile to Montgomery Park opens up 5,000 housing units! What we’re doing on 82nd Avenue, the number one transit street in the entire system, and the commitment to improving traffic safety, which I hope becomes a higher priority for the general public. And I’m sure it will be for the people who run for office this next year.”

When I chatted with Blumenauer privately before the event he gushed about a recent trip to Bentonville, Arkansas, a city that has fully embraced bicycling and the mantle of America’s most bike-friendly city thanks to a huge infusion of cash and enthusiasm from Walmart.

In many ways, Bentonville is doing what Blumenauer — and many of us in local advocacy circles — were trying to do in Portland before the wheels fell off around 2014 or so.

It would have been impossible to imagine Portland losing its cycling stride back in those heady days in 2008 when Blumenauer was pumping his fists on the House floor after we were named a “Platinum” bicycle-friendly city. It will be just as hard to imagine Portland losing its bicycling champion in Congress.

Bell lap for Blumenauer: 2024 will be his last year in Congress

Blumenauer biking on Pennsylvania Avenue on his way to speak at the 2008 National Bike Summit. (Photos: Jonathan Maus/BikePortland)

In bike racing parlance, “bell lap” is the final lap of a race. Congressman Earl Blumenauer has been in the race for nearly 50 years and 2024 will be his last time around the course.

14 months from now Earl Blumenauer will no longer represent Portland on Capitol Hill. The Democrat who represents Oregon’s third congressional district announced Monday we will not seek reelection next year.

Blumenauer has served in the U.S. House of Representatives for 27 years. Before that, he was the City of Portland’s transportation commissioner where he presided over the creation of Portland’s first Bicycle Master Plan.

For nearly three decades, Blumenauer has been the most vocal and active cycling champion in American politics. He founded the Congressional Bike Caucus in 1996 and helped secure billions in funding for cycling, walking, and transit investments nationwide.

Talking bikes at Velo Cult bike shop in 2013.
Blumenauer with former PBOT Bicycle Coordinator Mia Birk at 2019 groundbreaking of Blumenauer Bridge.
Riding in rural Washington County on a century ride in 2013.
At a Bike to Work Day event near his office in the Lloyd in 2009.
Speaking in his office during a 2014 interview.
Leading a tour of Portland for former NYC DOT Commissioner Janette Sadik-Khan in 2016.
Riding the Eastbank Esplanade in 2009.

In a statement yesterday, Blumenauer appeared to hint that he won’t disappear from the public eye once he’s permanently resettled back home in Portland:

“I have dedicated my career to creating livable communities where people are safe, healthy, and economically secure… There will be time later to reflect on our many accomplishments and where we go from here. Suffice it to say I am looking forward to my next chapter, which includes being a champion of making our community more livable. Portland is broken and I want to help fix it.”

Blumenauer will host a press conference this morning. On the way there I’ll bike over the carfree bridge that bears his name. Stay tuned for more coverage.

Correction and Update: A short take on big changes to city government

Regulations require that developers post a sign about proposed developments. (Photo: Lisa Caballero/BikePortland)

Two upcoming votes — about the City of Portland’s future org chart and a slew of amendments that roll back certain housing regulations — will have broad impacts on Portland development and governance. Here’s the lowdown:

Probably no bureau has been more battered by the inefficiencies of Portland’s antiquated commissioner form of government than the Bureau of Development Services (BDS). The bureau is charged with coordinating the review of building permits across several other permitting bureaus: Environmental Services, Transportation, Water, Forestry, Fire.

City audits going as far back as the 1980s have repeatedly pointed out that BDS is responsible for herding cats across multiple bureaus and commissioners—without having authority over any of them. This disorganization has led to developers complaining for years about delayed applications, inconsistency, unresponsive service and lack of accountability. By 2021, city auditors were blunt about the situation:

The commission form of government and fragmented permitting authority across seven bureaus has resulted in no one entity empowered to resolve these long-standing Citywide problems. This is exacerbated by leadership turnover – both with bureau directors and Commissioner assignments – that results in changed priorities, focus areas, and funding decisions. As a result, each bureau director and their Commissioner-in-charge remains focused on their own bureau and not on the City permitting process as a whole.

It’s been a long time coming, but the development review process — and Portland — may finally be getting the reorganization they need thanks to charter reform. Last week, The City of Portland Charter Transition Team released their final draft proposal for the City’s organizational structure, and this morning the City Council is holding a Charter Transition Work Session to go through it.

Tomorrow, November 1st, Council votes on the reorganization of city bureaucracy.

Here’s my question: Given that the development review process has underperformed for 40 years because of Portland’s commission form of government, how much are local building regulations responsible for our housing supply crisis?

I ask because another vote happening soon is the November 14 Planning Commission’s vote to forward Housing Regulatory Relief amendments to the City Council for a December decision about eliminating or temporarily suspending 16 different building regulations, including rules about bike parking. This is being done in an effort close the big gap between the current rate of housing production and the city’s projected needs.

But consider the possibility that the charter reform changes to city government, specifically how they will affect BDS, might more successfully increase housing production than the regulatory rollbacks being contemplated.

I’ve read many of the city reports on these issues. I’m not close to being an expert, but I’m reasonably informed. I still haven’t been convinced, however, that regulation is a big driver of our housing shortage, or that lessening the regulations will result in more shelter being built.

Depending on the outcomes, Portland might be closer to walking back some of its most innovative building regulations, even though its new governance structure might provide a stronger solution to building more housing.

Correction: The post initially reported that the Planning Commission vote on the Housing Regulatory Relief was on November 1st. That is incorrect. The vote will be held on November 14. We apologize for the confusion.

Update, October 31: The Planning Commission has scheduled a 2nd session on Housing Regulatory Relief for November 7th, “to more thoughtfully and deliberately consider the proposals and public feedback.” The work session will be held virtually and broadcast live (and available after the meeting) via YouTube.

ODOT grant will connect Lombard bike lanes to N Denver Ave, and more

N Lombard looking just east of Delaware. Note the bike lane ends and there are two general purpose lanes ahead.

The Oregon Department of Transportation (ODOT) announced today they will award a $9 million grant for the Portland region allowing us to extend the North Lombard bike lanes to Denver and redesign the Denver intersection. The project will make significant changes to a major Kenton neighborhood intersection and close a key gap in the north Portland bike network.

ODOT added bike lanes to Lombard (aka Highway 30) on a 1.2-mile segment from N Fiske to Delaware last summer as part of a major repaving project. One of the problems with the new lanes is that they stopped short — by about 10 blocks — of the major bikeway on N Denver.

Now ODOT says they’ll use a portion of the $36 million remaining in their Great Streets program budget to fund protected bike lanes between Delaware and Denver. In addition to the bike lanes, the project will close a slip lane at Denver and replace it with a pedestrian plaza. The City of Portland says they’d like to depave the lane and plant trees. Final designs aren’t ready yet, but we shared details of PBOT’s plans back in June (below). They plan rebuild the signals at Denver and Lombard, depave the southwest corner, and fully connect the bike lanes at the intersection.

PBOT plans shown to Bicycle Advisory Committee in June 2023.

Portland’s project is one of four selected statewide and will now be further engineered for final design in 2024. Stay tuned for more opportunities to weigh in as they are announced.

ODOT kicked off the Great Streets program (aimed at making their orphan highways less terrible) with $50 million in total funding via the federal infrastructure bill in 2021. Demand for the funds far outstripped supply and a coalition of advocates pushed lawmakers in the 2023 legislative session to add $100 million to the pot. While major freeway expansions received hundreds of millions, the legislature’s last-minute budget bill included a paltry $1 million for Great Streets.

Hopefully the program gets a big budget boost in the 2025 session when a major transportation funding bill is expected to be passed.

Family Biking: Mobile bike repair to the rescue!

(Photo: Shannon Johnson/BikePortland)

Imagine this: your family bike needs repairs. Maybe you need your whole fleet of family bikes tuned up. Or maybe you have a heavy cargo bike or e-bike that needs some serious TLC. But how? When? How do you get broken bikes lugged to the shop? If you have multiple bikes, a large box bike, or a heavy e-bike (plus toddlers), it’s extra tricky.

I was swapping stories of bike maintenance woes with another mama e-biker the other day. For both of us, getting our large cargo e-bikes to a specialized e-bike repair shop is a huge errand. It means making an appointment and biking a long distance (on an in-need-of-service bike), then getting a ride or using public transit to get home, likely with a cranky kid along for the ride on an errand that can take half a day, with another half-day to do the pickup. And the worst part is being bike-less for the indefinite time in-between.

As a result, I was avoiding the needed bike doctor. I had a burned out motor and was limping along on a worn-out e-bike, with a box of replacement parts waiting in my living room, but getting all my ducks in a row to take the bike into a far-off shop was just too hard, and I loathed the idea of being bike-less for a week or more. 

That’s when someone finally told me about mobile bike repair. How didn’t I know about this wonderment? Like old-fashioned doctor house calls, these bike repair folk will bring their repair kit to your house or nearby park, and they will doctor-up your bike right there, on the spot. No need to hobble to the shop. No need to walk yourself home. No need to wait an unknown time period for the bike to be repaired. They come, they fix, they leave. Fantastic.

And you can watch! Which is kind of fun, especially if you are the protective type and don’t like letting your beloved steed out of your sight. You can also troubleshoot with the mechanic (ride around the block and say, “yeah, it’s still making a weird clicking sound”), and learn as they fix it. (Oh! That’s what that is! Now I see.) You might get to have some useful conversations like, “you could get a new X now, or you could leave this until next year’s tune-up” or “this would be really expensive to change, but it’s safe to ride” or “have you noticed this problem? This needs to be fixed right away.” 

So, it is with great delight that I can tell you that I had a mobile bike mechanic come all the way out to my house and fix my big family e-bike. A big thank you to Eric from The Bikeologist for making the trip! In just a few hours (the time it would have taken me to lug my whole family to a repair shop, and maybe still be waiting for the bus ride home), Eric replaced the rear wheel with motor, got a new back tire for me, adjusted the brakes, checked the chain, tightened up my seat, and took a look at a second bike that had some quirks. My kids got to continue running around us in circles outside. And I got to sip my coffee in the driveway.

Best of all: I never had to leave my bike behind and it was fixed in a jiffy. It’s the bike repair game-changer that I never knew existed. Yay for bike mechanic house calls!

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