Kiel Johnson stood in front of a truck to prevent it from removing bike lanes on 33rd Ave on November 1st. (Photo: Jonathan Maus/BikePortland)
As news broke this week that the Portland Bureau of Transportation would remove the new bike lanes on Northeast 33rd Avenue, many of the responses I heard online were, “When is the protest?!”
While PBOT’s first attempt to erase the bike lanes was meant with aggressive tactics, this time around the same person who stood in front of a striping truck and stared down its driver, is calling for calm. “I do not support blocking next week’s striping removal, and anyone doing so are not acting in the best interest of promoting biking for all communities,” wrote BikeLoud PDX Vice Chair Kiel Johnson in a letter to members sent out today.
Johnson said Portland bike advocates are justifiably angry, but that — unlike the initial protest when no one knew what was going on — “we need to acknowledge the multitude of truths; we need to recognize the truths of others in order to navigate and be inclusive of a city full of people with many different lived experiences.”
Here’s how Johnson framed the situation on 33rd and its “multitude of truths”:
Johnson at a New Year’s Day ride in 2022.
“At BikeLoud we believe a city where everyone feels safe riding a bike is a more equitable city. The people in it are healthier and more connected to each other, the streets are safer and quieter, and the air is cleaner. Currently, too many of our streets remain dangerous places to walk, roll, ride a bike, and simply exist. Portland is also a city where people of color have been and are currently excluded from wealth and power – and that must change. All of those things are true and sometimes they come into conflict. This time, that conflict happened on NE 33rd, but it is not an isolated instance, and is in fact an ongoing experience for our neighbors of color, particularly Black people. Being able to acknowledge all of these truths does not make us weaker, as a community, it makes us stronger.”
Johnson is worth listening to because he’s been an independent, dedicated, and honest leader of bike advocacy in Portland for nearly 15 years. Put another way, Johnson has a lot of skin in this game and this is not his first rodeo.
After PBOT proposed major changes to the street in front of his home on NE 7th Avenue in 2018 that would have made it one of the most bike-friendly streets in America, Johnson and other residents swung into action to make sure the city knew the project had enthusiastic support. Then when PBOT heard opposition to the idea from some Black residents, they dropped the proposal and switched the entire bike route two blocks over. Johnson was disappointed, but he didn’t regret meeting neighbors, listening to Black residents who disagreed with him, and learning important lessons about what it means to build a community.
On 33rd Avenue, Johnson blames “PBOT’s failure” to do proper notification before installing the bike lane and he still feels residents will suffer because of the faster driving that returns when the bike lane is gone.
Burkholder campaigning at the Sellwood Bridge opening in 2016. Novick at Better Naito kickoff in 2016. (Photos: Jonathan Maus/BikePortland)
We’re less than one year out from what will be the wildest race for Portland City Council this city has ever seen. And in the past week or so, two new candidates with serious transportation bona fides have declared their candidacy: Rex Burkholder and Steve Novick.
Keep reading to find out who they are, why they’ll shake up the race, and what you can expect if they win…
Rex Burkholder
At a ride to save Washington County farmland in 2009.
Burkholder founded the Bicycle Transportation Alliance (now known as The Street Trust) in his kitchen in 1990. At least that’s how the story goes. The story took a big turn five years later when the BTA filed a lawsuit against the City of Portland alleging they weren’t building bike lanes on main streets as required by the Oregon Bike Bill. The BTA won that lawsuit, and it helped set Portland on a trajectory to become the best bicycling city in America for the next two decades.
Now Burkholder thinks Portland is, “Once again at a crossroads, struggling to fulfill our vision of being the most livable city in America” and he wants back into local politics.
Burkholder served 12 years on Metro Council before being term-limited out. He ran for Metro Council President in 2010 and lost in the primary to Tom Hughes and Bob Stacey. Burkholder finished a mere 600 votes behind Hughes, who would go on to win in the general election.
Some BikePortland readers might recall that Burkholder’s political fate likely rested on his controversial transportation views that belied his reputation as a progressive activist. In 2008 he came out in support of the controversial Columbia River Crossing (CRC) project (now known as the equally misleading Interstate Bridge Replacement). In an interview with BikePortland in 2008, he said he supported the project because it would come with light rail and cycling infrastructure. He had faith in project modeling that showed additional freeway lanes wouldn’t lead to induced demand and said, “I consider the CRC a tree in the forest,” and that, “We have todo something and this is the smartest thing to do… Doing nothing is not an option.”
Burkholder was also an early believer in open streets and was well-versed in Mexico’s “ciclovia” events that helped inspired Portland Sunday Parkways.
Burkholder left politics in 2012 and has spent the last decade as a nonprofit consultant, strategist and climate change activist. In 2014 he founded the Oregon Outdoor Education Coalition and spearheaded a successful effort to win $22 million in annual state funding for Outdoor School.
Is 2024 a good time for Burkholder to re-try his moderate stances among an electorate that’s weary of extreme views and desperate for progress and a functional government? Or will he look to be even more progressive this time around, realizing that it might have cost him dearly in his last campaign? A lot has changed in Portland since 2010, and adapting to the new environment won’t be easy. Connect to Burkholder’s campaign at RexforPDX.com.
Steve Novick
Novick outside City Hall after passage of Biketown agreement in 2015.
Novick is another known quantity to many Portland voters. He ran for U.S. Senate in 2008 (narrowly losing to Jeff Merkley) and then won a seat on City Council in 2012 with a whopping 76% of the votes. He served one term and lost to Chloe Eudaly in 2016.
Trained as an attorney and a former Department of Justice litigator, Novick is known for his quick, candid, and sometimes controversial wit. During a bruising effort to pass a local transportation street fee in 2014, Novick said, “If the voters are really mad at us… They can throw us out.” And they did.
Novick was a capable steward of the Portland Bureau of Transportation, an assignment he was given in June 2013. Three weeks into his tenure he showed up to a Breakfast on the Bridges event to mingle and mix with bike riders on the Hawthorne Bridge. He battled hard for two years to make biking safer on SW Barbur, but was never able to make a major breakthrough.
Better Naito was the largest feather in Novick’s cap as PBOT Commissioner. He was around when the idea for a wider cycling path on Naito Parkway first came up in 2015 and casted a vote to fund a seasonal version of it before he left council in late 2016.
Novick is known as a policy wonk who loves digging into details (like the time he made a speech about how economics could beat the bike backlash), so it’s no surprise his campaign website offers detailed positions on his priorities.
In a press release announcing his campaign, Novick jumped onto the centrist train and called out how “both the left and the right” need to “get more realistic about the homelessness crisis.” The lack of housing, “Doesn’t mean we need to allow unlimited, unregulated camping,” he said. “We need to get people off the streets and into places that are safe.”
The entry of both Burkholder and Novick into the District 3 race is likely to shake up an already competitive field. The other eight candidates already vying for one of the three seats includes young progressive TikTok star and top fundraiser Angelita Morillo, former council candidate and City Hall staffer Jesse Cornett, and former policy director for Oregon State Rep Khanh Pham, Robin Ye.
Scenes from the past few weeks. (Photos: Jonathan Maus/BikePortland)
Been a minute since I chimed in about Bike Happy Hour. Just want to say it’s been really to see such a healthy group of folks show up each week — even through this chilly and (sometimes) wet winter weather! Keep reading to find out how it’s been going lately and what to expect if you come out.
Last night was week 37 and I had a wonderful time. If you haven’t come out since the big summer blowouts on the Gorges Beer patio, you’ll notice a bit different vibe at our winter location across the street at Ankeny Tap & Table. We’ve been outside on Ankeny plaza next the pub almost every week and it’s a much more convivial gathering as we huddle around in our coats and naturally come together seeking warmth (we go inside if it’s unbearable and/or wet). The crowd is smaller so it’s more relaxed and we’ll often be all together in one big group.
Owing to all the big news this week, last night we had an impromptu, spirited, roundtable chat. People shared opinions about how best to frame advocacy arguments and I ranted about a few things. I’m always open to debates and conversations… it’s one of my favorite aspects of Happy Hour! I loved how the group last night heard from different voices and even folks who showed up for the first time got in on the conversation (hi Camilla, Jupiter, Craig, Neil, Forrest, Mark and others!).
Bike Happy Hour isn’t owned by anyone, so everyone is welcome to come and use the space however they see fit (within reason of course, I do reserve the right to manage the space as the main organizer).
The last few weeks we’ve had folks set up and sell crafts on the dining tables. Max from Flat Tire Creations was there with her amazing items made from recycled bike parts. And Nando of Chronic Carry fame shared his very cool beverage holsters and various smoking-related accessories. A few weeks ago one of our regulars named Sabs started a ride from the pub toward the end of Bike Happy Hour. She made a speech about how she, as a Jewish person, wants a ceasefire in the war between Israel and Palestine.
We’ve also continued our tradition of having local candidates swing by. Two weeks ago we had City Council District 2 (N/NE) Candidate Joseph Emerson stop by. He took the mic and shared his view of what he wants Portland to look like (more walkable and safe for little ones, including his one-year-old daughter). It was so cool to sit in a small group and have a conversation with someone running for office! Joseph joins council candidates Steph Routh (D1), Timur Ender (D1), Robin Ye (D3), Daniel DeMelo (D3), Chad Lykins (D4), and Chris Olson (D2) on our esteemed list of Happy Hour guests.
It’s also been great to see families come out. Every week we’ve got at least a few little ones running around. Last night I let Odin and Athena (regulars who come with mom and dad Melissa and Chris) help me with the event sign. I just love the energy little people bring.
I’ll leave you with a tease… You’ve got to try the new churro waffles on the Ankeny Tap menu! I’ve been buying several plates of them each week just to sweeten things up. I love seeing everyone’s smile when they try it. They’re warm and a bit crispy with all that churro goodness, drizzled with chocolate syrup. And of course the rest of their menu is really good (I tried the BLT last night and loved it!).
So whatever reasons brings you out. Thanks! With your help and support, we’ve created a space that’s welcoming and fun, and continues to draw new faces each week.
See you on Wednesday! Don’t forget your name tags!
NE 33rd Avenue, where bike lane striping will be removed next week. (Photo: Jonathan Maus/BikePortland)
“It’s 3:00 am on a Sunday morning and what sounded like a [street] sweeper was not a sweeper — it was a striping crew getting an early jump before the rain and putting in a bike lane on fresh pavement on 33rd with no prior notice or notification. Pause and imagine that moment and imagine the emotions that would bring forth.”
That was how Portland Bureau of Transportation Policy, Planning and Projects Group Manager Art Pearce described the context of what happened when city crews installed a new bike lane on NE 33rd Avenue back in September. Pearce attended a meeting of the PBOT Bicycle Advisory Committee (PBAC) Tuesday night to explain why he decided to move forward with removal of the bike lane. Pearce was at the same meeting last month to explain how PBOT erred when they installed it in the first place and that they’d pause a planned removal to get more feedback from adjacent residents.
At Tuesday’s meeting Pearce shared more about what PBOT staff heard in those conversations over the past month. His comments and a pointed exchange with a member of the PBAC help explain the city’s frame of mind and shed light on their controversial decisions.
“Despite our best intentions, we triggered, I think, emotional harm to the adjacent neighbors,” Pearce told the committee. And then continued a few minutes later:
Screengrab of Pearce at Tuesday’s online meeting.
“We triggered and connected to a perception that Portland is intentionally trying to ostracize and push out certain members of our community through these improvements, and are connecting to a narrative that is not true, that this is all part of the master plan to really disregard the needs of a whole set of Portlanders.”
David Stein, a member (and former Chair) of the PBAC and the PBOT Budget Advisory Committee, responded with frustration. Stein shared that the conduct of PBOT makes it increasingly difficult for him to support the agency.
“It just seems like there are so many ways to get out of building bike infrastructure,” Stein lamented. “And we always talk about we have these plans and policies that are great. And then we have all these great ways of just getting around them, or not handling them in a way in which we can actually build the infrastructure we’re supposed to build.”
“… we don’t seem to have the language, or the skill-set, or something, to the navigate these conversations to build what needs to be built.”
Stein said what happened on NE 33rd is part of what he sees as a troubling trend for projects that end up in controversy and delays when certain voices object (like on North Williams Avenue, 7th/9th Greenway, SW Broadway, NE/SE 28th) then said PBOT’s record these past few months is “wearing on me” as a member of the budget committee who’s being asked to advocate for more city transportation funding. “I have to ask myself, ‘For what?!’… I don’t want the general funding to go into this and then it be used to just circumnavigate any placement…”
At that point, Pearce interjected forcefully:
“PBOT has continued to build a number of bicycle facilities all over the city during the same period that we had process missteps on Williams, and a really challenging conversation around 7th, and now 33rd. I think you’re producing a narrative that is not accurate. So I guess I would caution you from that.”
“I know that this is frustrating. I know that you feel that way,” Pearce continued. Then he shifted to a new explanation for why PBOT is more prone to mistakes in recent years:
“We have 120 Quick Build projects we are frantically working on trying to get ready to deploy and budget reductions have been happening year-after-year on my team. This is what happens when we end up with less staff spread more more thinly across our portfolio while trying to still deliver these projects. There’s a direct connection to your role on the BBAC [Bureau Budget Advisory Committee] and our ability to invest in the amount of process to be able to do city transformation correctly.”
Another bit of new information we learned at Tuesday’s meeting is that PBOT has come up with a new, “middle path” design of the bikeway on 33rd that Pearce feels, “Is the right answer”. The only thing needed for it to be installed is a “real respectful conversation to occur,” and Pearce believes that conversation is impossible as long as the bike lane is on the ground.
“The answer is not putting in bike lanes in the dark of night,” Pearce said.
There’s never a wrong time of year to explore the amazing winery roads in Yamhill county. (Photo: Jonathan Maus/BikePortland)
Welcome to the weekend.
The annual Peacock Lane holiday lights display starts tomorrow and the first three nights are carfree! Find out about a group ride to that event and much more in this week’s guide. And remember, we list meet-up times and rides usually leave about 30 mins later (always best to check website ahead of time for latest info).
Friday, December 15th
Techno Christmas Peacock Lane Takeover – 6:30 pm at Lloyd Center (NE) It’s the first of three carfree nights on Peacock Lane, one of the best places to revel in holiday light magic in Portland, and this ride is an invite to get out there and get funky w’ cha dance moves. More info here.
Saturday, December 16th
Family Trail Day – 9:00 am to 12:00 noon at Gateway Green (NE) Northwest Trail Alliance and Warpaint host this event where you’ll get to dig and scoop and make Portland a nicer place by helping maintain the bike park at Gateway Green. More info here.
Inn Between Holidays Ride – 12:30 pm at Goose Hollow Inn (SW) What better way to mark the holidays than with a jovial jaunt to pubs that have the word “inn” in the name? More info here.
Clue Murder Mystery Ride – 1:00 pm at Irving Park (NE) A whodunnit bike ride the likes of which you have never experienced. Come dressed as your fave Clue character! More info here.
Artisan Show and Peacock Lane Ride – 3:30 pm at Ankeny Rainbow Rd Plaza (SE) Come to the Bike Happy Hour location and browse gifts and crafty wares from local makers before a group ride to see the lights at Peacock Lane (leaves 4:30). More info here.
Sunday, December 17th
Wine Country Out West – 8:30 am at St. Honoré Bakery (Lake Oswego) Join PDX Long Rides for a 84-miles of chill-paced riding to get into gorgeous wine country east of Lake Oswego. Route loops out around Yamhill and back. More info here.
CycleCats Do Tualatin and Lake Oswego – 9:30 am at Vera Katz Statue on Esplanade (SE) A just under 40-mile jaunt that will take you up and over Riverview Cemetery and beyond with a group of fun-loving, not-too-serious serious riders. More info here.
Southerly Ladies Series – 10:00 am at Trolley Trail Trailhead (SE) Lady-powered bikes only says veteran ride leader Maria “Bicycle Kitty” Schur. She’ll lead you on an excursion south to find hidden gems in and around Milwaukie. More info here.
Nomad Patches Pop Up Market – 12:00 noon to 4:00 pm at Golden Pliers Bike Shop (N) Check out the cool and affordable patches and stickers made by a local artisan. Perfect gift possibilities and added bonus of a visit to Golden Pliers where they’ve got loads of nifty things to ogle and often nice drinks and snacks to enjoy. More info here.
— Don’t see an event? Please tell us about what’s going on in your neighborhood by filling out our contact form!
The plan would spend $2 million a year (for five years) on sweeping bike lanes six times per year. (Photo: Jonathan Maus/BikePortland)
It’s been a roller-coaster week for the Portland Bureau of Transportation (PBOT). On Tuesday they announced controversial plans to remove a new bike lane, and on Wednesday we learned a judge ruled against them in a lawsuit that could expose the city to major liability for not complying with the Oregon Bike Bill.
But also yesterday there was very, very good news: City Commissioner Carmen Rubio announced a plan that would inject $112 million into PBOT as part of $540 million in unanticipated revenue from the city’s Clean Energy Surcharge (CES), a 1% tax on retail gross revenue earned within Portland on tax filers with a total gross income of $1 billion or more, and a Portland gross income of $500,000 or more. The CES is the revenue source for the Portland Clean Energy Fund (which Rubio oversees as commissioner-in-charge of the Bureau of Planning & Sustainability) which was created to fund projects and programs that help low-income and people of color fight climate change.
The funds pegged for PBOT would be spread over five years and would be used to: buy new streetcars, sweep bike lanes, build small bike/walk/transit projects, continue community programs like Safe Routes to School and Sunday Parkways, and purchase LED streetlights. This funding would be in addition to the $20 million PBOT received from the PCEF Capital Investment Plan passed by City Council in September.
The largesse is possible because forecasted revenue from the CES is expected to be $540 million over initial estimates. The City Budget Office chalked up the higher forecast to a strong retail sales growth trend, weakening inflation, and more e-commerce sales which tend to be concentrated in corporations that pay the tax.
The funding for PBOT could not come at a better time. The bureau’s finances are floundering as agency leaders plan a cut of $32 million (one-third) from their already-dwindling annual discretionary funds. PBOT’s budget has been battered for years by a loss of revenue from parking fees, limitations from the State Highway Fund, and inflation that has driven projects costs way up. Pandemic-related shifts in travel behavior would be the nail in the coffin if PBOT doesn’t find some sort of lifeline.
“This funding will help PBOT fulfill a key priority of our bureau, the city, and PCEF: making low-carbon travel options safe, accessible, and convenient for all Portlanders,” PBOT Communications Director Hannah Schafer shared in an email to BikePortland this morning. “We are currently assessing how this will impact our overall budget shortfall. We anticipate this funding will help us keep jobs and programs that otherwise would have been cut.”
Below are the five PBOT projects that would receive funding (taken from document shared by Rubio’s office). Keep in mind these figures are spread over five years:
Streetcar Capital Replacement – $30 million: Replacement of the Portland Streetcar fleet to ensure continued operation, affordable and efficient service. Continued operation of transit system that carries over 9,000 passengers per day, including high percentage of priority populations. Thirty-nine percent of all affordable housing in Portland is directly on the Streetcar line.
Active Transportation Operations – $10 million: Sweep and maintain almost 400 miles of bike lanes, approximately 6 times annually. Direct benefit to people using active transportation in providing safe, clean and accessible bike lanes to use throughout the year.
Small Active Transportation Capital Investment Program – $20 million:Deployment of small capital projects that complete biking and walking networks and make transit work better, providing community members with safe, convenient ways to get around while reducing greenhouse gas emissions. Prioritized benefit in building projects in areas that are identified as equity areas using PBOT’s equity matrix. Projects come from plans prepared in partnership with community and allow City to deliver on commitments made in those processes.
Community Programming, Education and Encouragement – $15 million: Continued community programs including Sunday Parkways, Safe Routes to School, bike, pedestrian and neighborhood greenway system coordination and outreach, citywide climate mobility encouragement. Programs use PBOT’s Equity Matrix to determine program focus areas, and also include funding for community partner organizations. Direct benefit to over 100 schools, making it safe, convenient and fun for children of all abilities to bicycle, walk, and roll to school and around their neighborhoods. Sunday Parkways events deliver community benefits throughout Portland, providing a safe, car free space for people to walk, bike and roll.
LED Streetlights – $37 million: Support conversion and installation of LED streetlights and associated green energy costs. Indirect benefits of better illumination & safety in neighborhoods.
This $112 million for PBOT is a portion of $282 million spread across five other bureaus. A second tranche of $258 million will go toward five specific projects that includes $100 million for production of “green affordable housing”, $100 million for protection and maintenance of 240,000 street trees, and other clean energy projects.
Rubio’s plan must still jump a few hurdles before it becomes official. The PCEF Committee will weigh in on it at their next meeting in January. The committee will then make a recommendation to Portland City Council who will have the last word before it’s fully adopted. The timing of a final council vote could be around when Rubio announces her mayoral candidacy — a decision that could influence this funding plan because two of her colleagues on council, Rene Gonzalez and Mingus Mapps, are already campaigning for that job.
Come help us build out our private, on-prem cloud. Do you love modern container tooling but long for the days where costs mattered and hardware was appreciated? If so, come join us in building out the next iteration on our scalable, redundant infrastructure powering our website and mobile apps.
This position requires you to be within 2 hours of downtown Portland, Oregon. This is not a datacenter job, however the occasional management and updates to our physical machines is essential to the job. Historically, this is less than 10 days per year of actual datacenter related work (the bottom of the stack), with the bulk of the job being the middle (Linux and Kubernetes) and top of the stack (containers, services). This is a fully remote position aside from the datacenter work, though we have a small office we maintain in Portland to let people escape their home environment on occasion.
About Us:
Ride with GPS is on a mission to help people go on better bike rides, more often. We have a website and mobile apps that help riders discover the best places to ride, and provide tooling for them to build and distribute their own great bike rides, complete with cycling friendly turn by turn navigation. While our product is predominantly focused on cycling, we support all types of outdoor recreation. We are all about the journey and experience, not the time or athletic achievements.
Responsibilities:
The following lists a significant surface area of responsibility. It is a list of TEAM responsibilities, not individual responsibilities. For this hire, it is important we have someone to take ownership of the bottom layer, while participating as a team in various aspects of the middle and top layers of the stack. We don’t expect unicorns, rather we rely on well distributed team responsibilities, and finding the right person to complement our existing skills. Additionally, we are strong believers in finding people who have the ability to learn, rather than trying to just find people with existing skills. Don’t treat the below as a hard filter, reach out and talk to us if you think you are a good fit but might be light on relevant experience.
The bottom layer:
– Maintain our rack of Ubuntu Linux machines hosted at the Pittock in Portland
– Spec, order, and deploy new hardware as needed
– Occasional networking changes and work
The middle layer:
– Linux system administration
– Kubernetes deployment and administration
The top layer:
– Deployment and monitoring of various databases (you don’t have to be a DBA). MySQL, Superset, Redis
– Various DevOps related software (Jenkins, Docker + docker-compose, Helm, etc) that we use to deploy our services
– Satellite services (Open Street Map based tile, routing, and geocoding services, custom microservices for a variety of tasks, etc)
Qualifications:
Be an enthusiastic, engaged professional who wants to do great work and work with great people.
Email careers@ridewithgps.com with a cover letter including a brief description of relationship to the outdoors, if any, as well as your resume. Being a cyclist or active outdoors oriented person is not a requirement, though we do find it helps make the job more enjoyable, and lets people have greater autonomy to make decisions.
Email careers@ridewithgps.com with a cover letter including a brief description of relationship to the outdoors, if any, as well as your resume. Being a cyclist or active outdoors oriented person is not a requirement, though we do find it helps make the job more enjoyable, and lets people have greater autonomy to make decisions.
Remember a few years ago when the Portland Bureau of Transportation decided there were just “too many cars” on NE Tillamook near Grant High School to keep the neighborhood greenway route on that street? That realization led them to shift the route one block south the NE Hancock east of 33rd Avenue and they’ve since made significant changes to turn it into a bike-friendly street.
The big challenge with this route is how to get greenway users from Hancock and 42nd across Sandy Boulevard at 43rd. Sandy is a stressful street to cross (illustrated by a recent serious injury collision involving a very experienced bicycle rider) because it’s on a diagonal and has four lanes of drivers with no shoulder and a 30 mph speed limit. Adding to the equation is Kelly Plaza, a one-block section on the north side of Sandy between 42nd and 43rd that meets Sandy at an oblique angle.
BikePortland hinted at the Kelly Plaza issue back in early 2021 and now PBOT has released detailed plans for how they’ll make the crossing work.
Green marking is western entry to Kelly Plaza from 42nd.New path along north side of Sandy adjacent the plaza.Connect to Hancock on south side of Sandy View through Kelly Plaza eastbound from 42nd & Hancock.View through Kelly Plaza westbound from Sandy..
According to newly released drawings (above), PBOT will build a new cycling path on top of what is now an on-street parking lane. That path will then orient riders to cross Sandy with a bike-only signal that will help make the east-west connection onto Hancock. PBOT will add green striping to help guide bike riders across and warn other road users of the presence of a cycling route.
When it comes to getting bicycle riders through Kelly Plaza. A now outdated PBOT graphic showed striped bike lanes along the southern edge of the plaza that would connect to the new path along Sandy; but I didn’t see those stripes in the latest plan drawings. When I asked PBOT to clarify what they plan to do in the Plaza, spokesperson Hannah Schafer said, “Initial concepts considered striping bicycle facilities through the plaza, but after considering existing uses and community feedback, the design shifted to focus on improving accessibility to Kelly Plaza and how best to help people bicycling cross NE Sandy Boulevard.”
What PBOT means is that bicycle users will be encouraged and welcome to ride through the plaza, but it will be a shared-space environment with no striping or dedicated space so folks need to ride with caution and courtesy for others. That makes sense given that the plaza is more like a park than a transportation facility.
Construction on this project will start early next year and is expected to be complete before spring. More info on the project website.
Starting pay is 35,000 a year with 15 days of PTO. Health benefits are offered. Product stipend.
MVC USA is seeking someone for our warehouse in NE Portland. The position performs various warehouse functions (picking, packing, shipping, receiving, etc.). Applicants should be highly motivated with an attention to detail and a team player. The position is full-time Monday through Friday 8-5.
ESSENTIAL DUTIES AND RESPONSIBILITIES
Picking and packing orders correctly, quickly, and efficiently
Shipping orders using UPS/FedEx shipping software
Receiving inbound products and putting away on shelves
Keeping warehouse neat and clean
Helping with physical inventory counts
Processing returns from customers
Other duties as assigned
QUALIFICATIONS
Must be detail oriented and organized
Must have a positive attitude and be highly motivated
Must be punctual and keep a good attendance record
Comfortable working in a fast-paced work environment
Ability to multi-task
EDUCATION & EXPERIENCE REQUIREMENTS
High School Diploma
Warehouse experience preferred
Basic PC skills, Word, Excel, Outlook
Use of UPS WorldShip/FedEx Ship Manager a plus
Our office/warehouse is in the Hollywood/Laurelhurst district of NE Portland and close to MAX and bike routes. Full-time positions offer competitive salary, health care, 401k, profit sharing, PTO, and a generous product allowance.
MVC is a premium cycling apparel manufacturer its world headquarters in Italy. The US headquarters in Portland OR represents two cycling brands: Castelli and Sportful. We have a history of product innovation and performance that goes back over 75 years. Our products have been used by Tour de France winners, World Champions and Olympic Gold Medalists.
The Castelli/Sportful team strives to create an inclusive workplace that promotes and values diversity. Companies that are diverse in age, gender identity, race, sexual orientation, physical or mental ability, ethnicity, and perspective are proven to be better companies. More importantly, creating an environment where everyone, from any background, can do their best work. We welcome all applicants.
How to Apply
Please send your resume to tgonzales@castelli-us.com . Inquiries without a resume will not be answered.
Multnomah County Circuit Court Judge Christopher Ramras ruled Tuesday that a lawsuit filed against the City of Portland for lack of compliance with the Oregon Bike Bill can move forward.
The decision could have vast implications on how the 1971 law, that requires a minimum investment in bicycling and walking infrastructure in tandem with major road projects is applied going forward, and could result in the City of Portland being mandated to build dozens of bike facilities.
The two law firms representing the plaintiffs, Forum Law Group and Thomas, Coon, Newton & Frost (TCN&F)*, have a long history of cycling and transportation-related experience and expertise. Reached for comment today, lawyers from both firms told BikePortland they are eager to move forward into the discovery phase where they’ll be able to interview City staff about project decisions and compel them to produce detailed documentation.
“I think [Judge Ramras] got it right. It’s nice to finally get past this preliminary legal question and get into the the merits,” said Chris Thomas with TCN&F. “We are now entitled to learn exactly what’s been happening at the City with respect to these allegations.”
And Scott Kocher with Forum Law Group said, “I’m really thrilled. We’ve got an opportunity now to have real accountability about whether the City has complied with the Bike Bill or not. It’s no longer like ‘Pretty please, pretty please,’ it’s an equal playing field, we’re at the table, and we’ve got a judge calling balls and strikes — instead of us just begging for scraps.”
Lawyers for the plaintiffs say their clients suffer because the City of Portland has not adequately invested in bike-specific infrastructure. Oregon Revised Statute (ORS) 366.514, aka the “Bike Bill”, states that, “reasonable amounts shall be expended as necessary to provide footpaths and bicycle trails,” on streets that have been “constructed, reconstructed, or relocated.” There are exceptions, but the decision-making process for when the law is triggered is opaque and even challenging for agency staff to follow. It is often difficult for the public to verify if a road authority like the Portland Bureau of Transportation or Oregon Department of Transportation is following the law and why they might choose to ignore it for a specific project.
City of Portland attorneys urged the judge to dismiss the case based on three arguments: The plaintiffs don’t have a “legally recognized interest” or “standing” to bring the case because they can’t prove a specific safety interest beyond what any other Portland road user experiences; the plaintiffs’ alleged injuries are (according to court filings) “not imminent or concrete because they are based on their subjective fear that it is unsafe for them to bicycle on certain City streets”; and that the proper mechanism to enforce the Bike Bill is the State Highway Transportation Fund.
In his ruling Tuesday, Judge Christopher Ramras disagreed on all three fronts.
In his five-page decision, Ramras cited a 2016 case (MT & M Gambling. 360 Or 544) where the Oregon Supreme Court found that, “a person who… is the statute’s intended beneficiary, has standing to seek a declaration as to the statute’s validity, meaning or effects.” Ramras wrote that the plaintiffs in this case, “belong to the class of people that the [Bike Bill] was intended to benefit, i.e., citizens of the state of Oregon who have an interest in safe paths to access via bicycle for work and recreational purposes.”
And Ramras appeared to agree with lawyers for the plaintiffs that the City’s alleged failure to comply with the Bike Bill exposes these bicycle riders to greater harm because they are forced to take alternative routes or accept an, “increased risk for collision with a car that would be lessened if the city complied with the statute.”
On the matter of whether or not BikeLoud itself has legal standing, Ramras pointed to filings from the plaintiff’s lawyers that includes the fact that a high percentage of their members ride bicycles regularly compared to the general public. “This… shows that a ruling will impact BikeLoud’s members in a manner distinct from the general public,” Ramras wrote.
From here, it’s very likely the case goes into discovery where evidence from both sides will be used to litigate the facts of each location (the plaintiffs will also be allowed to add additional locations if they choose). If the judge ultimately decides in favor of BikeLoud, there could be a number of different outcomes. Those might include: a negotiated settlement where the City of Portland dedicates a certain amount of funding to mitigate harms experienced by the plaintiffs, a requirement by the judge for the City to add bicycling and walking facilities at specific locations, or some other remedy that satisfies the plaintiffs.
It’s still very early in the process, but regardless of what happens next, Kocher and Thomas both agree this is a step forward.
“We just cleared the first hurdle, and the first hurdle was the biggie,” Kocher said.
“The more court decisions we have that interpret this important law and provide guidance about how it how it can be used, is helpful for cycling, advocacy and state,” Thomas said. “It’s absolutely an important step in clarifying who has the right to bring cases under the Bike Bill, and I think that alone should be celebrated.”
*Disclaimer: Forum Law Group and Thomas, Coon, Newton & Frost are financial supporters of BikePortland.
People who live along Northeast 33rd Avenue in the Concordia Neighborhood received a flyer on their doorstep earlier today. The flyer states that the City of Portland plans to remove bike lane striping between Dekum and Holman on December 18th and 19th. (Note: The flyer is not on Portland Bureau of Transportation letterhead because it comes directly from S-2 Contractors, the firm PBOT has hired to do the work.)
The flyer was delivered before PBOT made any announcement about the project but I have just confirmed with the city that the removal will happen. ***Scroll down for updates and comments from PBOT staff***
The first time these bike lanes were slated for removal (November 1st) people stood in front of the contractor’s truck and prevented the driver from moving forward. The spontaneous protest came as bike advocates were caught off-guard and sought to defend a vital link in the bike network between the Holman neighborhood greenway and existing bike lanes over NE Columbia.
The protestors were successful. PBOT paused the removal and chose to do more direct outreach to nearby residents. The reason PBOT claimed they needed to remove the bike lanes in the first place was because of an administrative error. The agency manager in charge of the project, Art Pearce, said people who live on 33rd were told about the new bike lanes only on the morning they were striped. He chalked it up to PBOT simply “dropping the ball.”
In addition to what PBOT says was an oversight in their outreach process, the fact that some of the people strongly opposed to the bike lane are longtime Black residents, loomed over their decision.
For the past month or so, PBOT has left the bike lane in a state of limbo. They’ve left the striping alone, but decided to not enforce parking rules. They have also held individual talks with residents to help inform how best to move forward. According to PBOT, two staffers, Capital Project Manager Scott Cohen and Quick Build Program Delivery Manager Lisa Patterson were the staffers who did the one-on-one outreach. PBOT also hosted a community meeting in early November that they say 16-18 residents attended.
BikeLoud PDX, the nonprofit advocacy group whose members and leaders stopped the removal last month, has also reached out to residents. They passed out a flyer with an invitation to discuss the issue to every house in the project area.
With this new flyer delivered today, it now appears PBOT has made their decision. I have not yet learned why PBOT decided to remove the bike lane but am scheduled to chat with their spokesperson soon. I’ll update this post as soon as I can.
UPDATE: In a phone call with BikePortland a few minutes ago, PBOT Policy, Planning and Projects Director Art Pearce, Capital Project Manager Scott Cohen, and Communications Director Hannah Schafer explained the rationale behind their decision.
Art Pearce:
“We had worked on some additional design options and were hoping that we could navigate some sort of mid-level change [to keep the bike lane in place and satisfy concerns], but in the work of doing the direct outreach, have discovered — I think even more so — the degree to which this un-notified and un-consulted change has touched on a degree of rawness and sensitivity from community members — in particular, the multi-generational Black families that live adjacent to this location.
We believe the only respectful answer at this point is to take a step back, acknowledge the impact (despite our good intentions), remove bike lanes, give this conversation a little bit of time to cool off and then figure out what a path forward should be. But we’re really just not able to have a respectful conversation while we have those facilities still in front of all those homes.
… The plan is that we need to do the removal, but we need to let neighbors know that there’s still an unmet transportation need so we still have to come up with a resolution. But we need to give this a little bit of time.”
Hannah Schafer:
“We still see a need to identify a way to improve the connection in this area, so that’s not off the table, it’s just that we can’t move forward with a constructive conversation with community while the existing bike lanes that were put in without notification are on the ground.
It’s important to emphasize that yes, there is a component of this that is tied to historic disenfranchisement of members of the Black community, but that’s not entirely what this is about. That’s just one component of it. We didn’t just hear from members of the Black community who were opposed to this and were taken aback by the fact that we had put in a bike lane without any notification. It’s really important that this is not a ‘bike versus Black community’ issue.”
Scott Cohen:
“The pain and frustration and anger with the City over past decisions were definitely communicated as part of this and were frankly seen as a line of decision making, not something you know — how we felt — we made a one-off mistake. That was not how it was received.”
The contours of conversations about how much space should be given to various users of the new Hood River-White Salmon Bridge are quickly coming into focus. Members of the Columbia River Gorge Commission where given an update on the project this morning and some of them see a red flag in the lack of space initially allocated toward non-car users.
Washington and Oregon have decided to spend an estimated $520 million to replace the current bridge because it’s over 100 years old, is quite narrow, and has no dedicated space for bicycling or walking.
Planning work began in earnest in 2018 and BikePortland first covered the project in 2020 when it reached a major planning milestone. From the get-go, some advocates worried that the conceptual design language called for only one 12-foot-wide path to serve two directions of cycling, walking, and other non-car users. That one path would be adjacent to 40 feet for drivers who would have two, 12-foot lanes and two 8-foot wide “breakdown” shoulders (so people could move aside and let traffic get by in the event of a fender-bender or other emergency).
Screengrab of Columbia River Gorge Commission meeting 12/12/23.
The Gorge Commission was shown a presentation by Michael Shannon, a project manager with HTNB Corp, an engineering consulting firm. Shannon shared a new digital video of a conceptual rendering of what the future bridge could look like.
After seeing the presentation, Commission member (and former Metro Councilor) Robert Liberty raised his hand. He highlighted the management plan for the project that mandates the new bridge, “shall include facilities for pedestrians and bicyclists that are be wide enough to safely accommodate and encourage walking, bicycling and other uses.” Liberty then explained that a standard width for bike lanes on bridges is five feet in each direction and another five-to-six feet for pedestrians.
“So that’d be 15 to 16 feet, but the rendering and the cross-section state 12-feet. When the [Historic Columbia River Highway] bike trail on the [Oregon] side is completed, the volume of traffic is going to be considerable,” Liberty said. He then painted a picture of bike riders mixing with walkers and groups of people posing for a family photo.
In response, Shannon said it’s a challenge to balance all the needs of the project with a fixed budget. He added that the width of the bike path has been a “topic of discussion” and he assured Liberty that the designs shown today are merely at an early, 5-10% level of detail. “There will be more design refinements to look at on that,” Shannon promised.
Shannon also acknowledged that bridge engineers have flexibility when it comes to lane widths. He said they could consider adjusting the width of the shoulders to give more room to the path. Another option he mentioned was creating a bike lane on the main bridge deck that’s, “More geared toward e-bikes or the professional road users who don’t really like to be mixed in with the pedestrians and casual recreational users.”
It’s unclear why Shannon referred to some cyclists as “professional road users.”
The project currently has $119 million in the bank ($80 million from Washington, $25 million from Oregon, $14 million from federal government) and needs $400 million more — including $105 million from Oregon.
The current estimate for the bike/walk path is about $50 million.
While Liberty appears to be ready to champion a significant increase in the width and quality of the path, two members of the public who spoke during the open comment period shared a different perspective.
“The main purpose of this bridge is to move cars. It’s not to move people and bikes and everything else,” said a commenter named Mary (who also objected to the planned tolls that will help maintain the bridge). “It’s a crossing that is needed for economic reasons, but its main purpose is moving cars and trucks to keep commerce going.”
Another woman agreed with Mary, saying, “The principal responsibility of the bridge is to move traffic, it’s not to be the Golden Gate Bridge or whatever… it is for the most movement of transport and commerce and people who want to move from one side of the Gorge to the other for purposes of returning home from shopping or moving visitors to the area from one side to the other. I can’t imagine that a lot of people are going to be stopping at one side of the bridge or the other to take a photo.”
Shannon said the project hopes to have a final environmental impact statement and official “record of decision” from the federal government by spring of next year. Construction would then begin in fall 2025 with the final design in place by the end of 2026. The new bridge is expected to open in late 2029.
