Year: 2023

Job: Processing and Production Manager – Community Cycling Center

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Processing and Production Manager

Company / Organization

Community Cycling Center

Job Description

ABOUT THE COMMUNITY CYCLING CENTER

For nearly 30 years, we have been a nonprofit organization on a mission to broaden access to bicycling and its benefits. Our vision is to continue building a vibrant community where people of all backgrounds use bicycles to stay healthy and connected. We believe that all Portlanders—regardless of income or background—should have the opportunity to experience the joy, freedom and health benefits of bicycling. This is the motivation behind everything we do.

This position operates out of our warehouse work space in NE Portland. Here at the CCC we value and support one another through the work we do and are committed to working collaboratively to meet our goals. We acknowledge and value diversity and its many intersections. We are proud that people of color, women, neuro-divergent, gender non-conforming and LGBTQIA+ folks choose to work at our organization. We encourage more people from varied and diverse backgrounds to join our lively, talented team.

GENERAL POSITION SUMMARY

The Processing and Production Manager is responsible for the smooth and organized intake of donated goods into the organization for production, resale, reuse, or recycle. They supervise mechanics who prepare bikes and goods for sale in our shop or delivery through our programs department; and supervise used inventory processors who sort donated goods. Working collaboratively with the Shop Leadership Team, they will cultivate the delivery of consistent quality, help meet sales goals and support staff working in their department. Experience in a high-volume shop environment, clear communication skills, and proven effectiveness in supporting staff are crucial to the success of this position.

RESPONSIBILITIES

Management of Donated Goods (35%)
– Manage the process and procedure of intake, sorting and processing of donations in the shop
– Adapt procedures as needs and demands of the organization fluctuate through the year
– Continually develop and refine intake and processing procedure to help reduce costs while supplying the shop with quality goods

Management of Production Process (35%)
– Work with the Bicycle Production Coordinator to supervise production mechanics, volunteers, and interns working on new and used bikes for sale or programs.
– Work with Bicycle Production Coordinator and Programs managers to lead quality control efforts to ensure high quality used bikes
– Work with Inventory Coordinator and Membership Coordinator to meet store needs for retail used parts sales and inventory management
– Work with other departments to meet production needs of programs supporting the community. Ex: Earn a Bike and STEM
– Work with shop leadership team to maintain adequate inventory levels of new and used parts to support production needs
– Continually develop and refine the production process to help reduce cost while providing excellent quality bicycles
– Lead by example and work alongside staff to reach production and sales goals
– Management of Staff & Shop Operations (20%)
– Partner with Shop Leadership Team to hire, train, and evaluate staff based on the quality and effectiveness of their work
– Partner with Shop Leadership Team to develop and ensure adherence to policies and procedures governing shop practices
– Other duties as assigned
– Manage staff timesheets and schedules

Strategic Planning and Process Evaluation (10%)
– Leverage quality control process to identify growth areas for mechanics and used part processors to provide support and training as needed to improve outcomes
– Work with the Shop Leadership Team to evaluate opportunities, trends and feedback towards financial growth for the shop and professional development for their team
– Contribute to the Shop’s annual budget process

REQUIRED SKILLS AND QUALIFICATIONS
– 2+ Experience supervising, training and supporting staff
– Strong interpersonal communication skills
– Strong organizational skills including the ability to manage multiple assignments simultaneously
– Ability to meet project deadlines and account for detailed objectives
– Experience and success in creating inclusive work environments where people from diverse backgrounds feel safe and welcome
– Ability to lift, bend, squat, climb and more—this is a physically demanding job but reasonable accommodations can be made
– Experience with online sales
– Experience and familiarity with a wide range of bicycle technology, new and old

PREFERRED SKILLS AND QUALIFICATIONS
– 5+ years of professional bike mechanic experience
– Experience with workflow improvement methods
– Experience in a high-volume shop
– Customer service experience
– Experience with Lightspeed POS, Excel, Microsoft Office Suite, Adobe
– Proficiency in Spanish
– Proficiency with eBay sales

REPORTS TO: Bike Shop Director
UNION/NON UNION: Non Union
HOURS: Full Time (40 hours)
COMPENSATION: Salalried $50K, Exempt
TERM: Permanent
SCHEDULE: 5-day week, workdays may vary, hours may fluctuate, may work nights occasionally
BENEFITS: Health, dental and vision, 401k, 144 hrs of PTO at FT + 69 hrs of sick time

For more info, go to: https://communitycyclingcenter.org/about/jobs/

NON-DISCRIMINATION POLICY

The Community Cycling Center is an equal opportunity employer. We will not and shall not discriminate on the basis of race, religion, sex, age, national origin, gender identity, sexual orientation, citizenship, veteran status, marital status, sensory disabilities, physical disabilities, mental disabilities and/or any other bases protected by state and federal law. We take proactive measures to ensure against discrimination in hiring, compensation, promotions, and termination of staff, selection of volunteers (including board members) and vendors, and provision of services. We are committed to providing an inclusive and welcoming environment for all members of our staff, customers, clients, volunteers (including board members), subcontractors, vendors, and other members of our community.

How to Apply

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

Job: Instructor Mechanic – Community Cycling Center

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Instructor Mechanic

Company / Organization

Community Cycling Center

Job Description

ABOUT THE COMMUNITY CYCLING CENTER

For nearly 30 years, we have been a nonprofit organization on a mission to broaden access to bicycling and its benefits. Our vision is to continue building a vibrant community where people of all backgrounds use bicycles to stay healthy and connected. We believe that all Portlanders—regardless of income or background—should have the opportunity to experience the joy, freedom and health benefits of bicycling. This is the motivation behind everything we do.

The Shop Department of the Community Cycling Center consists of a DIY Workspace and retail storefront, regular salvage sales, and occasional pop-ups and events. This department is a revenue stream to provide funding for community programs.

This position splits time operating out of our warehouse workspace and the retail storefront at our membership based workspace in NE Portland. Here at the CCC we value and support one another through the work we do and are committed to working collaboratively to meet our goals. We acknowledge and value diversity and its many intersections. We are proud that people of color, women, neuro-divergent, gender non-conforming and LGBTQIA+ folks choose to work at our organization. We encourage more people from varied and diverse backgrounds to join our lively, talented team.

GENERAL POSITION SUMMARY

The Instructor Mechanic is responsible for working production shifts which include the refurbishment of used bicycles and teardown of donated bikes for recycling and to harvest used parts. Instructor Mechanics will also work shifts in the Alberta street DIY Bicycle Workshop. Those shifts will involve monitoring the appropriate use of tools, checking out the correct specialty tools for a variety of projects, enforcing safety and cleanliness guidelines, and answering questions and providing guidance to people using the workspace. Based on qualifications, Instructor Mechanics may be selected to lead classes or provide one on one instruction to customers. Seasonally, shop staff will need to provide retail support at pop-ups and events. Staff in all positions at the shop will also be responsible for providing support to the Programs department as needed. This may include working mechanic shifts at one of our free service events or locations, providing ride support at events, or assisting at a learn to ride event.

Working under the direction of the Shop Leadership Team, they will cultivate the delivery of consistent quality of production bikes and used parts, and help meet sales goals and support staff working in their department. Experience in a high-volume shop environment, clear communication skills, and proven effectiveness in supporting staff are crucial to the success of this position.

RESPONSIBILITIES

Production Shifts
– Assess and repair bicycles for retail sale and for use in our programs
– Perform teardowns to harvest parts and recyclable material from donated bikes Workshop
– Monitor member’s use of the shared workspace (proper tool use, follow safety guidelines, cleanup workspace after use, etc.)
– Be prepared and able to answer any mechanical or bike related questions customers may have, guide them to a resource, or be able to help them research the answer
– Observe tool and equipment use and instruct proper use of tools and equipment
– Be able to confidently help customers complete projects from beginning to end if they buy one-on-one time with a mechanic
– Instruct organized classes on a variety of bike related topics including but not limited to brake adjustments, shift adjustments, bike care and maintenance, flat repair, tubeless setup and maintenance, wheel build and truing, etc.
– Make sure members are following all safety guidelines for working in the space Sales and Service
– Assist customers with the purchase of used bikes, and new and used parts and accessories during salvage sales, pop-ups and events, and from the retail store at the workshop
Perform a la carte, on the spot repairs on bikes during salvage sales, at pop-ups and events

Programs
– Provide mechanical support to programs for ongoing projects and programs events as needed throughout the year

General
– Participate with all staff in the ordering process to ensure we have adequate workspace supplies and inventory to support the department’s operation
– Participate in regular tool audits
– Moving & lifting bicycles up to 50 lbs. is a regular part of this job but reasonable accommodation can be made

Other Responsibilities (10%)
– Help advance the mission of the Community Cycling Center across all departments
– Contribute to a standard work environment – answer phones, maintain a safe, clean & organized workspace
– Work as directed by senior staff to contribute to the training and support of less-experienced mechanics, including youth interns and apprentices
– Other duties as assigned

REQUIRED SKILLS AND QUALIFICATIONS
– Customer service experience
– Familiarity and working knowledge of a large variety of new and used bicycle related components
– 3+ years of professional bike mechanic experience
– Strong interpersonal communication skills
– Strong organizational skills including the ability to manage multiple assignments simultaneously
– Ability to meet project deadlines and account for detailed objectives
– Experience and success in creating inclusive work environments where people from diverse backgrounds feel safe and welcome
– Must be available to work at least 2 night shifts (2pm-10:30pm) per week in the Workshop at the Alberta location
– Must be available to work weekends
– Ability to lift, bend, squat, climb and more—this is a physically demanding job but reasonable accommodations can be made

PREFERRED SKILLS AND QUALIFICATIONS
– 5+ years of professional bike mechanic experience
– Attention to detail and a methodical approach to accomplishing tasks
– Experience with workflow improvement methods
– Experience in a high-volume shop
– Valid driver’s license
– Experience with Lightspeed POS, Excel, Microsoft Office Suite, Adobe
– Proficiency in Spanish

REPORTS TO: Shop Director and Processing and Production Manager
UNION/NON UNION: Union – ILWU Local 5
HOURS: Full Time (40 hours)
COMPENSATION: $21
TERM: Permanent
SCHEDULE: 5 day week, workdays may vary, hours may fluctuate, will work nights BENEFITS: Health, dental and vision, 401k, 144 hrs of PTO at FT + 69 hrs of sick time

For more info, go to: https://communitycyclingcenter.org/about/jobs/

NON-DISCRIMINATION POLICY
The Community Cycling Center is an equal opportunity employer. We will not and shall not discriminate on the basis of race, religion, sex, age, national origin, gender identity, sexual orientation, citizenship, veteran status, marital status, sensory disabilities, physical disabilities, mental disabilities and/or any other bases protected by state and federal law. We take proactive measures to ensure against discrimination in hiring, compensation, promotions, and termination of staff, selection of volunteers (including board members) and vendors, and provision of services. We are committed to providing an inclusive and welcoming environment for all members of our staff, customers, clients, volunteers (including board members), subcontractors, vendors, and other members of our community.

How to Apply

Send your resume, cover letter, and (3) references to Jobs@CommunityCyclingCenter.org with the subject line “Instructor Mechanic.” No phone calls, please.

Pedalpalooza Photo Gallery: Murder, She Rode ride

Family of Jessica Fletcher amass in front of her home at 698 Candlewood Lane in Cabot Cove, Maine, (actually the Poulsen House off SE McLoughlin) where the first of two dead bodies were found. (Photos: Jonathan Maus/BikePortland)

The mayor of Cabot Cove, Maine wants to demolish several beloved landmarks in order to make more room for cars — and local crime novelist and amateur detective Jessica Fletcher uncovers a disturbing set of clues that ultimately puts a stop to his dastardly plan.

That was the set-up for the delightful Murder, She Rode Pedalpalooza ride on Saturday. It was an homage to the popular Murder, She Wrote television series starring Angela Lansbury (as Jessica Fletcher) that ran from 1984 to 1996. The ride was led by Madi Carlson and Julie Garner, fans of the show who played nieces of “Aunt Jess” and acted out a murder-mystery that made stops throughout southeast Portland. About 50 other riders and fans joined the tour of Cabot Cove where they uncovered not one, but two dead bodies (that were actually Barbie dolls).

At Cabot Cove Circle (Ladd Circle) we learned the mayor wanted to turn the park into a parking lot. Then at 698 Candlewood Lane (Fletcher’s address in the show, which was played by the historic Poulsen House on SE McLoughlin and Ross Island Bridge), Madi and Julie discovered the body of Amelia Brown. She’d been strangled with a scarf that Madi had given to her Aunt Jess as a gift.

Did Aunt Jess do it?

Ride leaders Madi and Julie.
Taking a call from the sheriff.
Note dead body lower left!

Then it was off to the sheriff’s office (Splendid Cycles) to take the body to the coroner for examination. Sure enough, they found fingerprints of Madi and Aunt Jess on the scarf. They also found bike grease. This was bad because Aunt Jess was the only bike rider in Cabot Cove!

On their way to a fundraiser luncheon to try and stop the mayor’s plan to demolish the city for freeways and parking lots, Madi and Julie found another body. Under a bench in South Waterfront was none other than Joan Fulton — she too was strangled with a scarf and had traces of bike grease on her body.

Then at the Cabot Cove Bicycle Emporium (Clever Cycles on SE Hawthorne, which was to be turned into a car dealership by the mayor) they found a typewritten note (with a jagged edge) that had been stuffed under Fulton’s arm. “I killed them. I killed them all.” It read. So it was off to the typewriter expert (at TypeSpace on SE 49th) to see if he could trace it to a specific typewriter.

Oh no! Ms. Fulton was strangled with a scarf!
Guilty!

In the typewriter store, a note on the mayor’s letterhead was found inside one of the typewriters. And it had the matching set of jagged cuts as the note under Fulton’s Arm! When the TypeSpace owner said he only had one typewriter that matched the ink of the “I killed them all” note and it belonged to the mayor, the mystery had been solved!

Aunt Jess was innocent and the dastardly mayor had been snuffing out any opposition to his terrible freeway expansion plans. Thanks to the nieces Madi and Juli, Aunt Jess could focus on her fundraising campaign to stop the freeway!

Thanks for the great ride Madi and Julie!

There are three weeks of Pedalpalooza left, see the full calendar to chart your course for more bike fun.

Monday Roundup: Climate dads, social isolation, Minneapolis secrets, and more

Welcome to the week. Here are the most notable stories our writers and readers have come across in the past seven days…

More than just fun on bikes: I believe wholeheartedly with this essay by Hillary Clinton that social isolation and loneliness are a ticking time bomb in America and it’s why I am such a supporter of things like Pedalpalooza, open streets events, Bike Happy Hour, and so on. (The Atlantic)

Minneapolis as a model bike city: Portland planners and advocates should pay more attention to how Minneapolis became America’s #1 ranked cycling city and it should be our goal to unseat them. (People for Bikes)

Climate dads: “Like sports dads, grill dads and car dads before them, climate dads are a little bit nerdy, a little bit obsessive and, sometimes, a little bit embarrassing.” Another great piece of publicity for Portland’s bike bus too! (Bloomberg)

Time to get tough on drivers: “We are going to literally force you to slow down by requiring you to install a speed limiter on your car.” This is the type of toughness I’d love to hear out of Portland politicians’ mouths. (Streetsblog NYC)

Latest on auto size abuse risks: It’s heartening to see the tide against car bloat rise to such a high level. This is a good article that summarizes the issue and has links to resources on how to do something about it. (The Conversation)

Protest at Worlds: The Road Cycling World Championships race in Glasgow was forced to stop when environmental protestors entered the course and glued themselves to the road to draw attention to team sponsors they say are responsible for pollution. (BBC)

The real danger: I’m glad someone else is pointing out the tendency of media outlets to blame e-bikes and their operators for dangers and not cars and their drivers. (Electrek)

Track the bastards down: A new alert system in the state of Washington aims to find more hit-and-run drivers. (Washington State Patrol)

Overcoming off-road fear: Pro mountain biker Kate Courtney has worked hard to find zen when it comes to tackling jumps and drops at high speeds. (Red Bull)

Traffic camera troubles: Given the growing role automated enforcement cameras will play in Portland, it’s worth tracking how progress is going to install them up in Seattle. (The Urbanist)

Thanks to everyone who shared links this week!

PBOT announces multi-agency press conference to address rise in traffic deaths

(Photo: Jonathan Maus/BikePortland)

With frustration building following the deadliest traffic month we’ve experienced in over 30 years, the Portland Bureau of Transportation and City Commissioner Mingus Mapps have announced a press conference to talk about it.

The event (intended for news media, but open to the public) will happen Monday morning (8/7), 11:00 am at City Hall. Here’s the announcement just put out by PBOT:

Transportation Commissioner Mingus Mapps and the Portland Bureau of Transportation (PBOT) invite the news media to attend at press conference on the disturbing recent rise in traffic deaths that have taken 43 lives so far this year in Portland, including 13 in the month of July. Multnomah County Chair Jessica Vega Pederson will join Commissioner Mapps at the event, at City Hall, for the release of a new report on traffic deaths as a public health issue. The Portland Police Traffic Division, Multnomah County Public Health and The Street Trust will also be represented at the press conference at the Fourth Avenue Plaza, Portland City Hall.

As I shared earlier today, this isn’t the first time we’ve gathered at City Hall for a press conference in the wake of a spate of traffic deaths. Former mayors and PBOT commissioners made similar announcements in 2007 and again in 2015.

Pressure on Commissioner Mapps has grown in recent weeks after highprofile traffic fatalities piled up. At a meeting of the PBOT Budget Advisory Committee last month, frustration boiled over as one of Mapps top policy advisors and PBOT staff were repeatedly harangued by committee members.

16 of the last 20 traffic deaths in Portland can be directly attributed to people speeding and/or driving under the influence of intoxicants. And the majority of serious crashes and fatalities happen in parts of Portland with a disproportionate number of residents who earn below average incomes and/or are Black, Indigenous or people of color. Because of those factors, the Multnomah County Health Department has become a larger player in local traffic safety conversations in recent years. Their Racial and Ethnic Approaches to Community Health (REACH) program published its first Transportation Crash and Safety Report in 2021.

PBOT said the press conference will focus on the County’s latest report. No other tangible actions were mentioned in the statement.

Stay tuned for a recap of Monday’s event.

A run-in with the ‘Armed Cyclist’

(Photos: Jonathan Maus/BikePortland)

How far would you go to defend yourself while riding your bike? Would you install big red flags off your back rack to make sure drivers give you safe space while passing? Would you mount dozens of high-powered lights on your bike? Would you wear a jersey that says, ‘Armed Cyclist’? Would you carry a gun so they know it’s not a hollow threat?

On the way back from a family vacation in Montana on Monday, I looked up and saw a guy doing all three while riding on the shoulder of Interstate 90 just east of Coeur d’Alene, Idaho.

The multiple flashing lights raised my eyebrows right away. As we zoomed closer, I grabbed my camera and snapped off a few frames from the passenger seat of our minivan. When I looked at the images, I was amazed at what I saw. This guy was not messing around. His purple Co-Motion road bike (which was made in Eugene by the way), was cluttered with electric wires, computer displays, lights, and other adornments. His waist had several packages strapped to it, one of which I assume held the gun he so proudly advertised on his jersey.

When I posted the photos of him on Twitter, several folks recognized this as Florida man James Whelan, aka the “Armed Cyclist.” He’s a minor celebrity for his YouTube channel and Instagram account where he shares videos of his interactions with police. Turns out a lot of drivers are uncomfortable with his set-up and he tends to get pulled over by cops responding to their complaints. In one of the videos I watched, Whelan outsmarts two officers and simply rides away from them mid-questioning. The way Whelan sees it, he’s doing nothing wrong. He has a right to carry a gun and he isn’t required to explain himself to police if they can’t produce any legitimate reason to hold him.

I don’t take the same steps Whelan does to stay safe out there, but I totally understand where he’s coming from.

In Oregon, the law that governs transport of a firearm in a vehicle is covered under ORS 166.250. Unfortunately the language doesn’t refer to bicycles specifically. Therefore we might be able to assume that “vehicle” also applies to a bicycle. However, since bicycles don’t have a “locked glove compartment” or “center console”, we’ll have to assume that a pouch on your hip would suffice as “other container.” All this being said, it appears that the transport of a gun on a bicycle is yet another legal grey area for cycling Oregonians. If any legal experts out there can shed light, please weigh in.

Opinion: Portland must take actions to stop grim traffic toll

(Graphic: BikePortland, using Portland Police Bureau data)

I’ve been thinking a lot about the continuing toll of deaths, damage, and injuries from traffic crashes in Portland. Beyond the clear statistical rise in fatal crashes — including a confirmation I received this morning from the City of Portland that the 13 deaths on our streets in July were the most ever since at least 1993 — my spidey senses have been tingling for months as numerous people have posted about and/or messaged BikePortland about seeing or being involved in a serious crash.

And what’s with all the people who manage to flip their cars on relatively low-speed, neighborhood streets?

Bottom line is this: It’s very scary out there. People can feel it. And we’re on the precipice of a negative feedback loop where fewer people feel safe walking and biking, and more people feel safe driving fast, drunk, and without regard for others, which leads to fewer non-drivers using our streets, and so on.

Part of how I process my sadness and frustration about what’s going on is to analyze the crashes where someone dies. So far, I’ve been pouring over the list of 43 people who’ve been killed using our streets so far this year.

While in previous years alarms rang due to a rise is pedestrian fatalities, so far this year driving and motorcycling is where the most pain is being felt. Of the 43 fatalities, there have been 20 drivers and 8 motorcycle riders — about the same number of deaths from those modes we typically see in an entire year.

Here are a few other takeaways about where things stand:

A very violent summer on our streets

Death toll since June 4th.

Of the 20 people who’ve been killed on Portland streets since the start of summer (June 4th to present), 16 of them died because someone committed a crime while driving. I haven’t done an exhaustive investigation into each crash, but from what I’ve read in Portland Police Bureau crash statements, there were: three hit-and-runs, 10 involved speed, eight involved alcohol, and at least five involved speed and alcohol.

Think about that for a moment. The fact that these behaviors are so rampant underlies the importance of taking a systemic, public health approach to our traffic safety crisis. Yes we need to fortify and defend our streets and public spaces from the scourge of these drivers, but I don’t want to live in a place where we are locked into an arms-race between vulnerable people and cars.

July was absolutely brutal. 13 deaths is the most in a one-month span for over 30 years. There were two multi-fatal crashes where five people died — and four of them were teenagers. Of the nine victims ages we know of, six of them were 21 years or younger. One of the victims in a separate crash was just 11 years old. And it wasn’t just Portland. The Washington County Sheriff’s office issued a special statement about the “particularly dangerous month.”

This should be an all-hands-on-deck moment

A story from Street Roots published Tuesday got it right by centering the leader of the Multnomah County Health Department’s disease prevention and health promotion unit. To get a handle on this epidemic of criminal driving behavior, poor choices, and the tragic consequences they lead to, we’ll need to zoom way out from the Portland Bureau of Transportation and the usual advocacy folks.

We need all-hands-on deck: local, county, regional, state, and federal agencies. And we need more than urban planners, traffic engineers and transportation advocates. We need health officials, law enforcement experts, community leaders, elected officials, and so on to engage and understand the urgency of what’s happening out there.

We need local leaders to step up. ASAP.

When two bicycle riders (and very nearly a third) were killed in two weeks in October 2007, a former Portland mayor called an emergency press conference and invite-only meeting with all the powerful players in city hall. After that event city council immediately coughed up $200,000 which was used for a new bike safety treatment called “bike boxes” (that have since become a PBOT toolbox mainstay).

Then again in June 2015, when several high-profile collisions involving vulnerable road users happened in short succession (including one man whose leg was ripped off by a driver on SE Powell and 26th), a Portland mayor and PBOT commissioner called another emergency meeting in City Hall. Less actionresulted from that one, but it still put the issue of safe streets squarely in front of Portlanders citywide.

What just happened in July must be met with an even stronger response. Despite nearly two decades of commitment to safe streets and 8 years into a “Vision Zero” pledge, we are on course for an all-time record number of deaths. I don’t care if people are dying on bikes, on foot, or in cars; dangerous streets and the selfish, unhealthy people who use them, are sucking the life out of our great city.

The time for plans and promises and pointing fingers has passed. Who will take substantive actions and give me something to write instead of just another op-ed? I’m waiting.

Note: Please keep in mind the number of cycling fatalities has (thankfully) remained very low. There have been zero biking deaths so far this year (knock on wood). And since 2018 we have averaged 2.6 per year. I think because BikePortland covers this issue so closely and tends to be a loud voice in traffic safety conversations, some folks assume incorrectly that bike deaths are spiking too. That is not what’s happening.

Federal funding for Eagle Creek Staircase replacement moves forward

Looking down at the staircase from the State Trail to I-84. Photo: Oregon Department of Transportation)

A set of stairs on the Historic Columbia River Highway State Trail that has been the focus of advocates’ ire for many years, has taken a solid step forward.

Built in 1996, before the Oregon Department of Transportation integrated ADA design requirements into trail projects, the Eagle Creek staircase is the bane of bike riders, wheelchair users, and anyone who can’t walk or carry their gear down the six flights of stairs near the Bonneville Dam.

This barrier has come into sharper focus in recent years as the Historic Columbia River Highway State Trail inches toward completion. Back in June we shared how a trail advocate hosted a prominent disability rights activist at the location as a way to bring attention to the issue.

Now the issue has gained the attention of U.S Senator Jeff Merkley (D-OR). Merkley is Chair of the Senate Interior Appropriations Subcommittee and was able to include $35 million for 22 Oregon projects and programs in the FY24 Senate Interior, Environment and Related Agencies Appropriations bill. The funding includes $1.33 million for three projects that are on the Oregon Signature Trails list: restorations and improvements in the Wenaha sections of the Blue Mountains Trail; new connectors in the Oakridge-Westfir Mountain Bike System, and an analysis for replacing the Eagle Creek Staircase.

The stairs are not ADA accessible. To say the least. (Photo: Jonathan Maus/BikePortland)

As we reported in January 2021, the Oregon Department of Transportation’s Historic Columbia River Highway Advisory Committee has made replacement of the staircase a top priority. Conceptual drawings shared by that committee show a sweeping ramp along the steep hillside. The estimated cost of the project has skyrocketed since first estimates were made in 2009. The project funded in Merkley’s bill would allow ODOT to do more design and scoping work and arrive at an accurate estimate to make the project more “shovel ready.”

Here’s more from a one-pager on the project created by ODOT:

“Replacing the Eagle Creek Stairs with an accessible facility would be a benefit to all State Trail users. This funding request will bring all stakeholders together to review replacement alternatives and identify the most viable option to removing this ADA barrier while balancing the requirements to protect the scenic, natural, recreational, and cultural resources within the Gorge. This funding would help provide a conceptual design that could then be used to apply for grant funding for full engineering and construction.”

In a statement, Oregon Trails Coalition Director Steph Noll expressed gratitude for Senator Merkley and his colleague, Senator Ron Wyden. “This will address major gaps in Oregon’s Signature Trail network and increase access to the outdoors in communities across Oregon,” Noll said.

The Interior bill passed through committee on July 27th and is expected to go to the full Senate later this year.

Family Biking: A cop admonished me for taking the lane

A family taking the lane around a parked car. (Photo: Jonathan Maus/BikePortland)

What is the purpose of laws governing cyclists? Is it to promote safe streets? Or is it to protect the “flow of traffic”? Perhaps it’s both, but sometimes it feels like the scale tips far in favor of faster driving.

After BikePortland publicized plans by the Safe Lane Coalition to repeal the Oregon law (ORS 814.420) which requires cyclists to use the bike lane, I took note of a reader comment that said we should also get rid of ORS 814.430, which requires cyclists to ride as far to the right side of the street as “practicable.” That’s a law I often think about while riding, and sometimes I choose to defy. 

It was this defiance that led me to my first-ever, cycle-related run-in with a cop. And I’m still trying to figure out if I was in the wrong. Part of me wants to call the police station to see if I could have a longer conversation with the admonishing officer, preferably in a context where I’m not worried that my commentary will get me a ticket. 

Here’s what happen…

The interaction came directly after I made a decision to “take the lane,” that is, to intentionally occupy the center of lane used by drivers, rather than riding “as close as practicable to the right curb or edge of the roadway” as required by ORS 814.430. The decision was intentional: we had been riding on a roadway with on-street parking and moving to the right curb whenever there was a long-ish stretch without parked cars. That meant we were constantly coming upon parked cars, and each parked car meant we needed to re-enter the adjacent traffic lane. (The parked cars were spread out enough to make it seem reasonable for us to ride next to the curb, but they were frequent enough to give the feeling of weaving in-and-out of the traffic lane.)

On multiple occasions we moved to the right, and then had to come to a full stop and wait behind a parked car for a chance to safely re-enter the flow of traffic. I worried my son might forget to double-check over his shoulder, that he might re-enter the traffic lane to go around a parked car, only to get hit by a car passing him from behind.

The message was clear: I was the problem. I was in the way. I didn’t have a right to slow people down or get in their way.

For this reason, I had switched our riding order to put my 9 year-old son in front of me. In an urban area, I usually have him ride behind me, since I prefer to judge dangers at intersections and two-way stop signs. On this particular route, I began to think the bigger danger was cars passing us from behind, especially when we approached a parked car and wanted to re-enter the travel lane. However, after moving in front of me, my son was beating me up a hill and we were nearing a busy intersection, so I called him back to ride beside me.

We had taken the center of the lane to pass a parked car and we could have gotten back over to the right, again, for a block or two, until we reached yet another parked car (which I could see). I decided I was tired of the “weave” maneuver. It felt like we were taking on an increased danger to ride to the right and then have to continuously re-enter the flow of traffic, and spend half our ride looking behind us. Since I could already see another parked car about 1.5 blocks ahead, I decided we would just stay in the lane.

At that point, a seemingly angry driver sped past us, using the empty oncoming traffic lane to give us a wide berth. I sighed at the speed of the car, but I was glad they didn’t try to close-pass us, which sometimes happens when I’m riding farther to the right. In this case, since I was occupying the full car lane, the passing car had to go fully around by using the oncoming lane, which I think makes for a safer pass. Since there was no oncoming traffic in sight for blocks, I knew I wasn’t holding up traffic – cars could pass me using the empty oncoming lane, just as if I were a slow-moving tractor. 

But then a police car pulled up from behind and commanded me to “get to the right.” What timing! After all the calculations I had just made, the considerations about rider order, risk mitigation, and taking the lane, I was being ordered back to the right. I felt exasperated and a little surprised. After all, we had just passed a parked car.

So I questioned the officer, “We’re allowed to pass a parked car, aren’t we?” But I looked over my shoulder and knew that we could have gotten back over to the right, and, as I had intentionally decided, we had not done so. My question did not go over well, and I got a much sterner look and the reiteration, “you need to get to the right. We just don’t want to see you get hurt.” And then, the kicker: “that car sped up to pass you–we don’t want to see you get hurt.”

If you don’t want to see me get hurt, protect me! 

That’s right! The driver sped up to race past us, directly in front of a police vehicle! And what did the police do? They told me to get to the right, and implied that I caused the driver to speed up, and that by taking the center of the lane I was endangering myself and my children. In other words, the speeding driver and the danger it posed was really my fault, because I wasn’t riding far enough to the right. It just didn’t make sense to me.

Throughout the interaction, I was intimidated by the police officer, and genuinely worried about getting a ticket. Maybe I was breaking the law about riding to the right?* I asked a frustrated question and had a frustrated tone (while pedaling five kids uphill with an e-bike battery that was about to run out of charge), and the cop’s returned tone gave me the impression he was really saying, “Do you want me to give you a ticket for this? Or are you going to get to the right?” So I shut up, got to the right, had the cop pass me, and then I had to immediately re-enter the center of the lane to go around another parked car (the one I had seen ahead), while worrying the cop would think I was somehow being flippant to get right back in the center of the lane.

What I wish I had said to the officer is, “Why didn’t you go after the speeding car?”

If you don’t want to see me get hurt, protect me! 

But between me riding not-to-the-right, and a speeding, aggressively passing car, the police officers decided to admonish me. The message was clear: I was the problem. I was in the way. My being slow was making people mad and prompting them to drive unsafely. I didn’t have a right to slow people down or get in their way. I needed to stay to the right, stay in my place, stay out of the way.

Maybe that’s part of what Safe Lane Coalition is fighting for. To not just change the law, but that attitude the law encourages — an attitude that makes some cops treat cyclists like second-class road users, when instead, they should be protected, encouraged, and even prioritized. When we create laws and design streets; safe streets and protection of the most vulnerable should take precedent. It’s unfortunate that it often doesn’t work out that way.

*Editor’s note: Like many situations where bike-related laws are unclear, the result is that police yield a tremendous amount of power and discretion in how they are enforced. And since the vast majority of officers don’t understand or respect bicycling, that discretion usually favors drivers. In this case, ORS 814.430 includes a clear exception:

(2) A person is not in violation of the offense if the person is not operating a bicycle as close as practicable to the right curb or edge of the roadway under any of the following circumstances:

(c) When reasonably necessary to avoid hazardous conditions including, but not limited to, fixed or moving objects, parked or moving vehicles … or other conditions that make continued operation along the right curb or edge unsafe…

Weekend Event Guide: Pee Wee Herman, bees, stationery, and more

Explore the Sandy River and cool off on Friday’s Swimming at Sugarpine ride. (Photo: Jonathan Maus/BikePortland)

Welcome to the weekend! Here’s our weekly selection of rides and events worth your time. Please note, it’s Pedalpalooza season. That means there are tons of rides every day. See them all here. (Also note that rides usually leave 30 minutes after the posted meet-up time.)

Friday, August 4th

Swimming at Sugarpine – 11:30 am at Sabin HydroPark (NE)
This geology history-themed ride will venture out to the Sandy River in Troutdale for a swim! The climactic destination is the Sugarpine Drive-in that sits on the shores of the Sandy River. More info here.

Some Sorta Sycling Squad Ride – 5:30 pm at Something Cycles (E Burnside)
If you like fun people, a “sporty pace” and an excuse to ride up to Council Crest Park and then eat a slice of pizza (or two), this is the ride for you. More info here.

Leather & Latex Ride – 7:30 pm at Colonel Summers Park (SE)
“Come dressed to impress in your finest leather, faux leather, latex, or other fun fetish gear for a fun evening ride. Don’t have fetish gear? Put on your party panties!! All are welcome.” More info here.

Saturday, August 5th

PBOT/SW Trails 1st Saturday Stroll – 9:00 am at Little Gabriel Park (SW)
SW Trails is an amazing community group that maintains a vast network of walking paths throughout southwest. Come meet other walking lovers and find enjoy new places at this PBOT-sponsored event. More info here.

The Buzz About Beekeeping – 9:30 am in NE (Register to find location)
Portland Urban Beekeepers will host this 5-mile loop tour of three apiaries where folks will share tips and advice on how to become a beekeeper. More info here.

Murder, She Rode – 12:00 pm at Ladd Circle (SE)
Fans of iconic TV show “Murder, She Wrote” will love this ride. The leader has all sorts of fun tie-ins planned and there might even be a murder to solve! More info here.

Stationery Store Day Ride – 1:00 pm at SE 25th & Clinton bike racks
Geek out on fountain pens and stamps, and stock up on quality school supplies on this tour of local stationery stores. More info here.

Wonder Woman Ride – 7:00 pm at Colonel Summers Park (SE)
Comic book fans rejoice! Get ready to fight evil from the seat of your bicycle. More info here.

Sunday, August 6th

Bread & Butter Ride – 8:00 am at Franz Bakery (NE)
Lovely loafs aplenty will accompany lucky folks who join this ride. Pick up slices of fresh bread from several bakeries as you cycle and spread your way up to St. Johns for a picnic at Cathedral Park. More info here.

Cyclocross Curious – 10:00 am to 12:00 pm at Rose City Park (NE)
Yes it’s time to think about ‘cross. And if you want to sharpen your skills with some very nice folks, swing by this event. There will be racers on hand to share their skills. More info here.

Pee Wee’s Big Adventure – 11:30 am at Laurelhurst Park (NE)
This ride was planned before the tragic passing of Paul Reubens, so it’s likely to be even more full and fun than expected. Get your bow-ties on and come share a love of cycling that was so perfectly embodied by Pee Wee. More info here.

Heavy Bike Hill Climb Challenge – 4:00 pm at Jamison Square (NW)
“Ride your heavy ass bike up a steep ass hill.” That’s the premise of this surprisingly popular annual tradition that’s back for its 11th running. Bikes must weigh 40+ lbs. Not a race! More info here.

Cargo-Palooza! – 5:30 pm at Mt. Hood Brewing (SE)
Cargo bike lovers will come together to trade secrets and tips while testing the limits of their load-hauling rigs. More info here.

City says developer must build wider sidewalk at site of Jeanie Diaz death

The sidewalk where Diaz was struck and killed. (Photos: Jonathan Maus/BikePortland)

43-year-old Portlander Jeanie Diaz was killed while waiting at a bus stop 17 days ago. Her horrific death sent shockwaves through our community.

Diaz, like many of us, was a vulnerable road user who was forced to use infrastructure that put her just a few feet from harm. She was also just trying to get around without using a car. And the location where she was killed — Southeast Cesar E Chavez Boulevard and Taylor — is an intersection many of us know well because it’s on a popular bike route and it’s the location of the Belmont Library.

Below are a few updates I’ve been tracking over the past two weeks…

Community response

Like I’ve already mentioned, I’m a bit surprised by the lack of action and outrage by elected officials and advocacy groups (not only by Diaz’s death, but the fact that she was one of 13 fatalities in July). PBOT Commissioner Mingus Mapps’ office shared a statement that mostly pointed fingers and made promises.

Into that vacuum of action, individual Portlanders are wondering what to do with their anger, grief, and frustration about the state of our streets. 

Lois L. shared on a local bike email list today that just yesterday she watched a driver run a red signal at the same intersection and nearly hit a bike rider. “I screamed,” Lois wrote, “If either of us had proceeded into the intersection when we had the right-of-way without pausing to anticipate the illegal actions of the driver, the time and date on this subject line would be remembered very differently.”

Lois called for groups of bicycle riders to circle-up and block every intersection where a person has been killed by a driver. “I will come to an intersection occupation in the spirit of claiming space for safe streets,” wrote someone in response.

“Is there any planning of actions at this intersection?,” wrote someone else.

So far I’m not aware of any protests or other substantive actions by local advocacy groups. I have, however, heard from people who live in the adjacent Sunnyside neighborhood. They say they’re working on some short-term fixes.

Wider sidewalk in the works

Local independent advocate Betsy Reese has included BikePortland on a series of emails with Portland Bureau of Transportation staff, Commissioner Mapps’ office, and other advocates.

Reese, like many others, is concerned about the extremely narrow sidewalk next to traffic lanes on SE Cesar Chavez. She was able to find out that all three properties along the blockface of Chavez north of Taylor had been cited with nuisance complaints multiple times for overgrown vegetation. There’s also a pending development on the corner property directly adjacent to where Diaz was struck.

According to PBOT Vision Zero Coordinator Clay Veka, PBOT Development Review has determined that the project meets the legal triggers to require sidewalk widening. “In this case we have required the developer to provide the necessary 7-foot ROW [right-of-way] dedication as well as the public works permit requirement to reconstruct the street frontage to provide a 12-foot sidewalk corridor.”

In addition to that one property, there might also be furthering widening to the north thanks to what appear to be existing retaining walls that are encroaching too far into the sidewalk.

As for PBOT making some type of infrastructure intervention (beyond the “$50 million” corridor project Mapps office mentioned in their statement to BikePortland), Veka said a city traffic engineer has done a site visit and is still collecting traffic data, “in order to develop a near-term safety recommendation at this location.”

It could take 2-4 weeks for the City of Portland to make a determination on the overgrown vegetation complaint.

The Jeanie Diaz Library Branch?

A BikePortland reader reached out to say she thinks the library should be renamed to honor Diaz. Multnomah County is currently doing public outreach for a major renovation to the building and the reader says now would be a great time to share this idea with project staff. There’s an open house at the library tomorrow night (8/3) from 5 to 8:00 pm. There’s also an online survey.

A community celebration of her life

On the GoFundMe page for Diaz, her husband Arturo Diaz announced last week that they will host an event August 12th. “A Celebration of Life for Jeanie Diaz” will happen at The Redd (SE 8th and Salmon) from 4-6:00 pm. “Thank you again, from our family to yours,” Arturo wrote. “The overwhelming support and words of love have truly touched us. Now, let us celebrate Jeanie together!”

Stay tuned for more updates.

Oregon Governor signs ‘Bike Bus Bill’ into law

Parking at Alameda Elementary School in June 2022. (Photo: Jonathan Maus/BikePortland)

On Monday, Oregon Governor Tina Kotek signed House Bill 3014.

Known around here as the “Bike Bus Bill,” this piece of legislation gives schools more flexibility in how they spend state transportation funds and opens up the list of eligible expenses beyond traditional yellow school buses.

Once the bill goes into effect next year, schools will be able to apply for reimbursements from the Oregon Department of Education for activities like walking school buses, crossing guards, and — our favorite — bike buses. Currently, schools could only rely on parent volunteers or unpaid staff members to organize, promote, or lead a bike bus. With the new law, they’ll be able to pay staff to do those things (as long as they submit a plan to Department of Education beforehand for approval).

It’s a significant achievement that this bill passed, given that school bus funding has been something of a sacred cow for many years. It’s also a testament to the power of the viral bike bus phenomenon (started right here in Portland by Alameda Elementary School teacher Sam Balto) and the lead sponsor of this bill, House Representative Hoa Nguyen (D-48), who carefully compromised with lawmakers and lobbyists to get it over the finish line.

The tremendous popularity of the bill was also notable. On its four month journey through committees and the House and Senate chambers, it garnered only one “no” vote. And in a supremely polarized legislative body, HB 3014 had three Republicans who joined with 22 Democrats as bill sponsors.

Huge congratulations to all the advocates and elected officials who worked to make this bill a reality! I can’t wait to report on the people and programs this funding is used for.

We’ve covered this bill at length all session, so if you want to learn more about it I strongly encourage you to browse past coverage.

Latest Headlines

Dems squander supermajority as session ends with no transportation bill

The new transportation bill: Here’s what you need to know about HB 3402

The big transportation bill is dead

Transportation bill passes committee (again), now heads to floor vote

From the Archives

How a young urbanist turned a slip lane into Portland’s newest plaza