Eva Frazier and I are back with another episode of “In The Shed.” This episode was recorded earlier today in the BikePortland Shed as rain pelted the roof and Eva dreaded having to bike back home in it.
As usual, we had a really great chat about a wide range of stuff.
We have the technology to offer listener call-ins! Who will call into (503) 706-8804 next Friday between 1:10 and 1:30?
Gravel clean-up gossip
Eva’s fascination with traffic signals
Diversion on greenways and propagandizing about it to political candidates
How D4 candidate Sarah Silkie got educated about parking protected bike lanes
Fixing Our Streets 3 (local gas tax) quiz (funner than it sounds!)
Good answers to the question: No one is biking, so why should we spend money on it?
Bad faith BP commenters pushing narratives for political gain have been uncovered by Lisa Caballero.
Does Jonathan prefer internal hubs or derailleurs? Find out in the lightning round.
Travel in the BP time machine to 2014 when a railroad official bullied a Portland bike rider on the fabled “Cement Road” of Swan Island, The Oregonian was wrong about bike share, we made our first-ever mention of Green Loop.
What do the Unipiper and former mayor Bud Clark (R.I.P.) have in common?
And more!
Thanks to Brock Dittus of Sprocket Podcast fame for our fantastic theme music. Listen in the player above or wherever you get your podcasts. Thanks for listening!
Next Saturday (February 3rd) Portland will welcome two members of the Navajo Nation who will be in town to promote a screening of the new documentary film, In the Dirt. The film tells the story of a group of Native American cyclists who bring mountain biking to a reservation in New Mexico, and then watch how a community flourishes around it.
A local screening is being organized by Ruandy Albisurez. Roo is founder of Warpaint, a nonprofit that fosters community for Black, indigenous and people of color who love the outdoors. Roo is also community manager for Northwest Trail Alliance, an off-road cycling advocacy group based in Portland.
In a recent interview (watch below or on our YouTube channel), I asked Roo to update us on what he’s been up so since we last checked-in with him about a year ago, how he got connected to the Native American MTB scene, to share more about the documentary and the people behind it, and what he’s got planned for the big screening event next Saturday.
Check out our interview below and scroll down for links about the film and to grab tickets to the local screening.
Tell us about Rezduro:
“Rezduro is the first enduro mountain bike race organized by indigenous people. All the organizers are Diné and they’re from the Navajo Nation in Hard Rocks, Arizona. It’s the first of its kind. When I first heard about it, I wanted to immediately connect and see how I could help and make it out there. We become pretty close friends with the organizers.
It’s just an awesome event. Just the amount of growth that’s been going on with the youth development. There’s so many more kids out there on bikes now, which is great. And it’s definitely something that influences what we want to accomplish out here as well locally.”
Do you think there’s something specific about riding in the dirt that appeals to indigenous people?
“I think from what I’ve talked with my friends that are Native — at least ones on the Navajo Nation — is that for their ancestors, horses were a big thing. And, you know, while not everybody’s out there running around on a horse right now, they view the bicycle as a similar experience. And then connecting with the land and going out and trail building helps you connect even more.”
Tell me about the film coming to Portland next weekend.
“It’s called “In the Dirt”. I met the producer T.C. [Johnstone] at the first Rezduro that we went to in 2022. Scott Nydam who runs Silver Stallion Bicycle & Coffee, he realized that there was a need for a bike shop out there and started helping the community get kids out on bikes and teach people how to work on bikes and stuff like that. And then it’s just kind of blown up.
We’re going to be premiering the film over at Clinton Street Theater, and two of the cast members are going to be coming out to join us. We’re in the works of trying to plan some kind of ride or event with them either that morning or the day before on Friday. So that other people can get to meet them.”
Are you hoping this film can inspire people here? Where does Portland fit in to this whole conversation?
“Well, the reservations aren’t very far from here, and we’ve definitely been working on trying to gain ground at establishing relationships with the local tribes. It’s understandably a slow process. And I hope, that maybe, seeing this film will inspire some people to help support getting programs like that going here.
With Warpaint, one of our goals is to do youth programming, do youth mountain bike clinics, trail building clinics, and just to build those relationships and help have a healthy outlet for kids. Who doesn’t like riding their bike out in the woods, going fast and, hitting jumps and stuff! We definitely would love to be able to do something like that.”
Anything else you want to share?
“We’ll probably be releasing some more details soon… but this is exciting for us: We’re in the early stages of getting what I assume would be the Northwest’s first, all BIPOC-built mountain bike trail.
I just love the community building side of this. And I’m really stoked to do the film premiere and excited about getting to build a trail and use that trail to hold some clinics teach people how to come out and get their hands in the dirt — and hopefully make more connections with the local indigenous community and get more people out there on bikes.”
Thanks Roo! Good luck with the event and can’t wait to ride that new trail.
Local bike advocate Joe Perez rolled up to Bike Happy Hour Wednesday night flying his flags and towing the Bike Lane Sweeper. (Photo: Jonathan Maus/BikePortland)
Happy weekend everyone! I love putting these guides together because nothing builds community like rides and events. Just want to remind you that I try my best to track everything, but I always appreciate an email or other message about the event you’re hosting or ride you’re leading.
Thanks and have a great weekend.
Saturday, January 27th
Rain Coat Ride – 9:30 am at Lents Park (SE) Join Portland Bicycling Club’s wonderful Ann Morrow as she leads you on an intermediate-paced journey of a large swathe of the city. More info here.
Forest Park Off Road Ride – 10:00 am at Fat Tire Farm (NW) Join the FTF crew for a casual loop on Leif Erikson through Forest Park that will get you in the dirt and in a great mood for the rest of your weekend! More info here.
This Ride’s For You, Bud – 12:30 pm at Pioneer Courthouse Square (SW) Portland legend Bud Clark (RIP) will be honored in a very Portland way: with a bike ride led by the Unipiper to celebrate the new Bud Clark Coffee Stout that will be unveiled Saturday by Gigantic Brewing at the Goose Hollow Coffee Beer Fest. More info here.
Light Your Bike Pre-Fest Party – 3:30 to 6:30 pm at Lloyd Center (NE) You weren’t going to show up to PDX Winter Light Fest without a radly illuminated bike were you? Show up to this event and get your bike ready for the fun — and have a great time doing it. Expect a DJ, covered area (an underground parking lot) that’s cool to hang out in, vendors, snacks, drinks, and more! Also at this event will be a free reflector giveaway and install. But these aren’t just any reflectors, they’re handmade by a Portland maker out of recycled bike parts. More info here.
Sunday, January 28th
Southerly Ladies Ride – 10:00 am at Trolley Trail Trailhead (SE/Milwaukie) Roll with wonderful women on a flat, 10-mile ride (maybe more if the weather holds), led by the inimitable Maria “Bicycle Kitty” Schur. Meet-up spot is very close to end of Orange Line MAX if you want to multi-modal your way there. 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, or just email me at maus.jonathan@gmail.com if it’s easier.
Detail from PBOT’s new gravel clean up map. View it here.
Gravel in bike lanes has been a thorn in the side of Portland cyclists for many years. I realized today that as far back as 2007 BikePortland has shared stories of woe from Portlanders concerned that the gravel sprayed onto the road by the Portland Bureau of Transportation after snow or ice storms becomes a hazard long after the storm (and the need for the gravel) has passed.
One of the issues we struggle with is a lack of transparency about how long it will take PBOT to sweep it back up, and where they are focusing efforts to do so.
I’m happy to report that this year, PBOT has taken a great step forward in not only transparency, but in having focused attention on clearing gravel from bike routes. They’ve published a new map that shows a live view of where gravel pick-up is happening. As of 10:30 am this morning, PBOT had swept 299.4 miles of roads. Of those roads, 17.9 miles of protected bike lanes have been swept.
Video of a PBOT sweeper on the N Rosa Parks Way protected bike lane posted by The eBike Store on Wednesday. (Sped up 2X).
Protected bike lanes have become a source of particular concern because they their plastic flexi-posts and curbs tend to corral gravel and debris that would otherwise be whisked away by passing car tires and traditional sweepers.
From the looks of PBOT’s new map, they’ve already made several passes of the protected bike lanes on North Rosa Parks Way between Willamette and Martin Luther King Jr. Blvd, NE Multnomah between N Interstate and 16th, SW 2nd between NW Everett and SW Washington, NW Broadway between Burnside and NW Flanders, and a few other spots.
According to data compiled by local bike advocate and BikeLoud PDX Board Member Joe Perez, PBOT manages 31 total miles of protected bike lanes — so the city is a little over half-way through.
PBOT Communications Director Hannah Schafer tells BikePortland they are upping their game this year when it comes to cleaning bike lanes. “We’re focusing on bike routes,” Schafer shared in an email a few minutes ago. “With our bike coordinator working in partnership with Maintenance Operations to prioritize high volume bike routes first, in recognition of the fact that post-storm gravel on the streets is particularly dangerous for people on bikes.”
(Photo: Kiel Johnson)
The sweeper at Bike Happy Hour last night (Photo: Jonathan Maus/BikePortland)
That’s great news! Not only does gravel pose a serious slippage hazard, but it also grinds away pavement markings many bike riders rely on for safety. The sooner it gets picked up, the better.
On that note, Schafer says they’ve got crews working on this day and night citywide and that, “We do ask for people’s patience, as our sweepers can only move at about 3 mph.”
When can we expect PBOT to finish the job? “It depends on a lot of factors,” Schafer said. “Assuming equipment, staffing, and weather are in our favor, we think we’ll be able to do a first pass on all our routes in about a month.”
In a related effort, BikeLoud PDX is putting a lot of miles on their Bike Lane Sweeper. BikeLoud vice-chair Kiel Johnson shared a video on social media this week that showed him towing the innovative gadget behind his bike. It worked so well he ended up with a large yard bag full of gravel to use for home projects. And Perez showed off the sweeper at Bike Happy Hour last night.
It’s great to see everyone working together to get this gravel cleaned up as soon as possible. Go team!
Makeshift memorial on Wallace Rd in Polk County where Adam Joy died. (Photo sent in by a reader)
“He said, ‘I have been troubled by this case and have been thinking about it and I’ve decided the right thing to do is to present this case to the grand jury.'”
– Larry Sokol, Joy family lawyer, recalling a phone call from Polk County DA
The driver of a large truck who had several prior speeding tickets and hit and killed Adam Joy while he and his young son were on a bike ride in rural Polk County last summer would have gotten off with only minor traffic citations if not for the work of the family’s lawyer, a story on BikePortland, and a change of heart from a district attorney.
Joy, a beloved teacher who lived in Portland, and his 15-year-old son, were bicycling on Wallace Road about 10 miles southeast of McMinnville on June 10th, 2023. The pair were training for the Seattle-to-Portland bicycle ride. Robert Weeks was driving his 2011 Ford F-350 truck behind them and was involved in a collision with Joy. Joy died at the scene.
The initial police report claimed Joy, “fell over into the travel lane” and that, “even though the [driver] slowed when passing, the rider of the bicycle was run over” — phrases that Oregon State Police Communications Director Capt. Kyle Kennedy told me during a phone call on June 22nd were, “intentionally vague on the details, but not misleading or inaccurate.”
But those words were absolutely clear, and they might have been untrue.
On December 19th, Weeks was indicted by the Grand Jury of Polk County and now faces a charge of criminally negligent homicide.
Indictment of Weeks for causing the death of Adam Joy.
Weeks’ indictment came three months after the Polk County District Attorney’s office said there was insufficient evidence to charge Weeks for any crimes.
What happened? Why the shift from the DA? It appears to be a mix of things: pressure from Joy’s family, media attention, a lack of confidence in Weeks’ story (a source said it shifted throughout the investigation), questionable steps in the OSP investigation, the prospect of citations being dismissed in traffic court and being left with no justice while a family and community grieved an immense loss. Those all might be factors that convinced DA Aaron Felton to bring the case to trial.
You’ll recall that, a few days after the collision, a woman who was driving the other way and witnessed the entire incident, contacted BikePortland and shared her version of the story — which differed strongly from what OSP relayed in their initial media statement. She said Weeks and his “big fricking truck” were “going pretty fast” and that Weeks never moved over as he approached the riders in front of him. The witness read the police statement and told BikePortland that, “It bothered me. Why would they say that? I feel like they’re protecting the driver.”
It took 11 days for OSP to take a statement from the crash’s main witness.
“[The police] released Mr. Weeks’ truck back to him before I had a chance to look at it — even though I had written and said I wanted to have my engineer inspect the truck.”
– Larry Sokol, Joy family lawyer
Larry Sokol, the lawyer for the Joy family’s wrongful death lawsuit against Weeks, expressed concern at how the investigation was carried out. As an example, Sokol shared that, “[The police] released Mr. Weeks’ truck back to him before I had a chance to look at it — even though I had written and said I wanted to have my engineer inspect the truck.”
In emails to BikePortland, members of Joy’s family also expressed frustration over the lack of transparency regarding the investigation. As just one example, they say the OSP never inspected the damage to Joy’s bicycle. Adam’s ex-wife and representative of his estate, Narumi Joy, was desperate for information about what happened to her sons’ father; but the only point of contact they were given was a victim’s assistance hotline. The family reached out to Oregon State Representative Travis Nelson to share their concerns and were told to be patient. A promised meeting with Narumi and DA Felton scheduled for early October was cancelled at the last minute. When Felton called Sokol to cancel the meeting, he declined to speak with Narumi about the police investigation and refused to explain why he would not seek criminal charges against Weeks.
In late September, OSP declined BikePortland’s request for a police report, saying it was part of an ongoing investigation.
Left with no information and after being told the case was referred to traffic court where Weeks would only face two citations, Joy’s family was outraged. Joy’s sister-in-law Gina Wilson said she felt the DA and police were “treating Adam like roadkill.”
It wasn’t until November 13th — five months after Adam’s death — that Narumi and Sokol finally met DA Felton.
I’m not sure what happened between September, when we reported that the DA would not press criminal charges, and October; but for some reason, DA Felton appears to have had a change of heart. According to Sokol, Felton called him on Friday, October 27th with some good news: “He said, ‘I have been troubled by this case and have been thinking about it’,” Sokol recalled during our conversation yesterday, “‘and I’ve decided the right thing to do is to present this case to the grand jury.'” (Felton declined to comment on this story, citing an ongoing prosecution.)
Weeks, a 47-year-old construction company owner, is scheduled to appear at the Polk County Courthouse in Dallas, Oregon on March 27th. His charge of criminally negligent homicide is a Class B Felony, punishable by up to 10 years in prison, a fine of up to $250,000, or both. It’s a pittance for the loss of Adam Joy, but Sokol believes it’s a fair shot at justice.
“It’s not a win for me. The only thing that puts me at ease is the driver getting jail time.”
– Narumi Joy
Sokol said he has nothing but respect for DA Felton and Capt. Kennedy. Sokol also believes the witness who came forward through BikePortland is the reason the case shifted. “Things started moving after her statement came out,” Sokol shared with me yesterday, “If not for that article you published, nothing would have happened in this case. I shudder to think what would have happened if that witness had not come forward.”
“Now a jury will decide what is right and what’s not,” Sokol continued. “Weeks is going to have to face the charges and I hope that it slows him down.”
For Narumi Joy, she can take some solace in the fact that Weeks will face a trial. She will also have help raising her two fatherless boys thanks to settlements Sokol won from Weeks’ insurance.
“Money was never my focus, though it’s nice I don’t have to worry about the boys,” Narumi said. “It’s not a win for me. The only thing that puts me at ease is the driver getting jail time.”
Instructor Mechanic
Status: 40 hours/week
Pay: $21 per hour
Union/Non-Union: Union, ILWU Local 5
Location: Portland, Oregon
Benefits: Includes health & dental, PTO, SICK time
Reports to: Shop Director and Processing and Production Manager
Start date: Monday March 4th
Organizational Overview
We love Portland and bikes. So, we put our two passions together nearly 30 years ago, creating a nonprofit organization on a mission to broaden access to bicycling and its benefits. Our goal is to help create a healthy, sustainable Portland for all community members. Our vision is to help build 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.
In addition to delivering dynamic programs that benefit underserved communities, we operate a storefront space in NE Portland offering a DIY workspace, retail shop, and community classroom. We also collaborate with community partners to generate pathways to numerous supports to meet the needs of the people we serve.
The Community Cycling Center (CCC) is an equal opportunity employer and strongly values diversity, equity and inclusion. Individuals with diverse backgrounds, abilities and experiences are encouraged to apply.
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
START DATE: MONDAY MARCH 4th
How to Apply
Please submit a cover letter and resume with “Programs Mechanic Coordinator” as the subject line to jobs@communitycyclingcenter.org
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
Please submit a cover letter and resume with “Programs Mechanic Coordinator” as the subject line to jobs@communitycyclingcenter.org
A truck driver encroaches into the buffer zone of a bike lane on North Skidmore Ave. (Photo: Jonathan Maus/BikePortland)
In recent years, the Oregon Department of Transportation has slowly but surely added buffer zones to create wider bike lanes on many road projects. In some cases, they’ve implemented road diets and narrowed the existing lanes to make more room for bike riders. These shifts represent progress from ODOT to build a system more accessible to walkers and bikers. They also follow a general consensus among safety and road design experts that wider driving lanes lead to higher speeds, that more space is needed to make cycling attractive to more people, and that lanes used for driving have historically been wider than necessary.
But for trucking industry representatives and other ODOT advisors, concerns about narrower lanes have been percolating for years. As we reported in September 2022, tensions between ODOT advisory groups that represent trucking and active transportation interests revolved largely around the lane width debate. For people who drive large freight trucks (and their advocates), every inch matters. They say their vehicles simply don’t fit on some Oregon lanes and drivers are forced to steer into the buffer zone of bike lanes to avoid oncoming traffic.
When they encroach into buffer zones, they not only risk striking a bicycle rider, they are also concerned about lawsuits if a crash happens.
Now trucking advocates want to change Oregon’s bike lane law to make driving on the buffered portion of a bike lane legal. They also want to add a definition of “buffer space” into the Oregon Vehicle Code. Two members of ODOT’s Mobility Advisory Committee (a group that focuses on how road projects impact freight routes), Oregon Trucking Association Government Relations Policy Advisor Mark Gibson and Associated General Contractors Board Member Walt Gamble, shared a presentation on the issue at a meeting of ODOT’s Bicycle and Pedestrian Advisory Committee on Tuesday.
Slides shown by Gibson and Gamble.
Mark Gibson, Oregon Trucking Association
“A lot of this has to do with designated freight routes throughout the state,” Gibson said at the meeting. “Which unfortunately, today those freight routes go through the middle of a lot of urban areas and a lot of times there are no other options for trucks… That’s really what we’re trying to solve. There’s a great deal of stress, being a truck driver in an urban environment.”
And Gamble added, “We’re trying to provide safety for all users… We’re the ones delivering all the rock pavement concrete through all of these urban urban contexts. And that’s why we get so passionate about it, because for our drivers it’s very difficult for them to make that make that happen.” (Gamble also said later in the meeting that, “We’re all suffering from the road diet era.”)
To make his point, Gibson shared a slide that showed the width of a typical freight truck as 10 and-a-half feet wide (with side mirrors). “In an 11-foot lane, we have three inches on each side,” the slide stated. “Our margin of safety has clearly been reduced.”
Walt Gamble, Associated General Contractors
To trucking advocates, it’s an untenable situation to have Oregon’s urban design guidelines (adopted in 2020) call for 11-foot wide lanes, when truckers (and other vehicles like buses and box vans) need more than 11 feet to operate. Freight advocates in Oregon have long said they’re prefer to either have no bike traffic adjacent to trucks or have it physically separated with concrete, not a painted buffer. (“I think that’s good for everybody, but unfortunately funding doesn’t allow that to happen,” Gibson said at the meeting.)
Gibson and Gamble are members of a special ODOT advisory group subcommittee called the Travel Lane Widths Work Group, which formed in March 2023 and met monthly through November to tackle this issue. Also among the group’s members was the leader of automobile advocacy group AAA Oregon/Idaho, the ODOT Pedestrian and Bicycle Program manager, and a captain from the Oregon State Police. After seven months of meetings they sent a proposal for the ORS changes to the Oregon Department of Justice for Review. What Gibson and Gamble presented yesterday was what they hope is the final product that will now be forwarded to the Oregon Legislature for consideration in the upcoming short session.
Their proposal would change two existing statutes — ORS 811.370 (Failure to drive within a lane) and 814.430 (Improper use of lanes) — and add the new “buffered space” definition into the Oregon Vehicle Code.
The text highlighted in yellow below would be added to 811.370:
The text in yellow below would be added to 814.430:
The proposed definition of “buffer space” would be:
A buffer space means a neutral space between a bicycle lane and a motor vehicle lane delineated by two longitudinal stripes and is intended to be used for the circumstances described in ORS 811.370 (3), and in ORS 814.430 (2g).
In a public comment at the meeting, The Street Trust Executive Director Sarah Iannarone questioned the reasoning, intent and timing of the changes. “It is not clear to us what problem this proposed revision is seeking to address,” Iannarone said. “In our opinion, the above proposed change is superfluous and unnecessary.”
Iannarone pointed out that the statute as currently written says drives must stay in their designated lane only “as nearly as practicable” and that if drivers do need to leave their lane they are allowed to, as long as “the movement can be made with safety.” Iannarone said her organization would rather ODOT adopts the Safe Systems approach to inform policy changes. Iannarone made it clear The Street Trust does not support the proposed changes and wants the issue studied further.
It’s notable that this law change wouldn’t just apply to freight carriers. If this proposal succeeds, all motor vehicle operators will have clearer, legal right to encroach into buffer zones.
The legal standing of bike lane buffer zones have always been a bit squishy. Currently, the law is vague in terms of where a bike lane ends and its buffer zone begins — or whether a buffer zone is legally a bike lane or some other type of space. In my experience, drivers are much more likely to drive and/or park in a buffer zone than a bike lane and I’ve long been curious about whether or not they’re violating the bike lane law when they do so.
A source at the Portland Bureau of Transportation said they generally consider buffer zones to be part of the bike lane. But they also shared it’s accepted that larger vehicles will sometimes intrude into buffer zones on heavy traffic roads. However, the outside paint stripe is 8-inches wide, which designates it as a bike lane in the State of Oregon (as opposed to the four-inch wide stripe for a shoulder). Suffice it to say, the current law is vague and there appears to be no right answer.
The question now is, is the proposal from these trucking interests the best way to remedy the situation.
We’ll hear much about this in the coming weeks as a bill to change these laws should be filed by the time the session begins February 5th.
Kevin Schmidt in his PedalPT office, showing off the Portland Bike Stand. Watch interview with Schmidt below. (Photos: PedalPT)
46-year-old South Tabor resident Kevin Schmidt has been a licensed Physical Therapist for over 20 years. When he stopped a driving a car in 2005 and began to ride his bike into work everyday, neck pain got him down. He didn’t know anything about bike fit, so his first stop was a local bike shop. When changes to his bike didn’t help, his frustration grew.
“Then I had my lightbulb moment,” he recalled during an interview with BikePortland Tuesday (watch it below). “I asked the guy at the shop what the heck was wrong with my neck, and he said, ‘How the hell should I know, I’m not a Physical Therapist’.” Schmidt realized his PT training didn’t include anything about bike fitting or cycling, so he learned everything he could. Then in 2012 he opened PedalPT, a bike-specific physical therapy office on the cycling thoroughfare of Southeast Clinton and 25th, and never looked back. “A lot of people laughed at us initially, but here we are, 12 years later, we’re crushing it and it’s been great.”
Now Schmidt is about to embark on another new journey. Early next month he’ll receive the first batch of a new product he’s spent six years developing: the Portland Bike Stand, a trainer he says is the highest-quality on the market.
(Watch or listen to an interview I did with Schmidt on Tuesday.)
At PedalPT, Schmidt and his staff put most clients on a trainer — one of those things that clamps into your rear axle and allows you to sit on your bike and pedal. Inspiration for the Portland Bike Stand came when trainers they were using would break, not be able to handle heavier riders, and could not fit the diverse range of bicycles that rolled down SE Clinton St. and into the office.
The trainers used at PedalPT didn’t fit full-suspension bikes, e-bikes, tall bikes and other freak bikes, and could only handle about 200 pounds of weight. Schmidt says they’d break about three high-end trainers a year.
A chance conversation with a client who just happened to be a bike builder with fabrication skills, led to the first prototypes. When word got out, other bike fitters wanted one. Schmidt knew he was onto something. Then he got a fateful phone call in December 2022.
“One of the largest outdoor retailers in the U.S. contacted me. They noticed our trainer and wanted to put one in every one of their stores for their bike fitters,” Schmidt recalled. It was an exciting proposition, but when they asked for 180 units, Schmidt knew his current fabricator (a garage-based hobbyist), couldn’t handle it.
The wide range of bikes the stand can fit, and a close-up of the brass axle attachment.
Another chance meeting at the MADE Bicycle Show in Portland back in October connected Schmidt with folks from Onyx, a bicycle hub manufacturer based in Minneapolis, Minnesota. One thing led to another and Onyx took over fabrication for the Portland Bike Stand. It was the break Schmidt needed to finally launch the product for real.
Now he’s got 20 of the “St Johns Bridge green” units (Schmidt loves the bridge and had his personal bike painted that color) on the way to Portland in the next few weeks and he’s giddy with excitement.
If you’re wondering why he’ll open worldwide sales with just 20 units, it might be because retail price is $2,499. That’s a lot more than existing, wheel-on trainers ($400) or the smart trainers popular with riders who use online training software like Zwift ($600-$800). The higher price reflects its U.S. manufacturing, medical-grade quality, and all the parts (like the custom lathed brass clamps that attach to your axle) are fully serviceable and replaceable. In the near future, customers will also be able to order custom colors and finishes.
“What I’m really trying to tap into is; we’ve got custom bikes, beautiful, boutique bikes, but no one’s ever tried to go after this boutique-y high-quality, made in the USA bike trainer market.” “This is a tool, not a toy,” Schmidt continued. “The one I’ve got here at the office I’ve used for the past six years and have done over 6,000 bike fits on and it still looks brand new. It’s just bulletproof.”
After being cooped up all last week, and having to cancel Bike Happy Hour for the first time in 40 weeks, I’m ready to get out and see your beautiful faces. I hope you’ll consider joining us tomorrow (Wednesday, January 23rd) at Ankeny Tap & Table (2724 SE Ankeny) for our weekly gathering.
We have two special guests who will be joining us: Portland City Council candidates Sarah Silkie from District 4 (Sellwood and west Portland) and Jesse Cornett from District 3. Both candidates reached out to BikePortland and want to learn more about bicycling. Sarah, a Portland Water Bureau employee and mom to three young kids, asked specifically about my opinion on parking-protected bike lane designs and whether I preferred them over standard bike lanes or a sidewalk-level facility. And you already know about Jesse from his recent interview on the BP Podcast. This is a great chance to bend their ears and make sure they understand how important cycling is to our city. Each candidate will share a short stump speech and then will be available for questions. As per usual we’ll open the mic around 5:00.
And of course Bike Happy Hour is open to everyone and you don’t need to be a special guest to just show up. Other council candidates are always welcome.
Also this week I’m happy to have fresh name tags and Regulars Club cards for everyone who needs one. I also plan to bring some BikePortland postcards so folks can write out notes of thanks to PBOT for all their hard work this past week dealing with the storm.
What else? Our hosts at Ankeny Tap have a new menu and I encourage folks to grab dinner or heavy snacks. They make great food and part of what we’re doing with BHH is supporting local businesses.
One other thing… Is anyone reading a good transportation-related book? I’ve been stewing on how to do a Bike Happy Hour Book Club for a few weeks now and it just hasn’t crystalized yet; but maybe we can start by giving some time during open mic to anyone who’s reading a good book and has insights to share about it.
See you tomorrow!
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Bike Happy Hour – Every Weds All Year Long 3-6 pm at Ankeny Tap & Table, 2724 SE Ankeny Street $2 off drinks from Ankeny Tap, Gorges Beer, and Crema Coffee
In this video you’ll get a close-up view of what some of Portland’s bikeways looked like after the Great Storm of 2024. Sunday was the first day I felt safe enough going for a proper ride, so I grabbed my cameras and did a loop from my house near Peninsula Park, down to the Pearl District via Broadway Bridge, then back up on the N Greeley path and Rosa Parks Way.
Listen to my narration or read the captions for more details.
Bike lane conditions on N Rosa Parks near I-5 ramps on Sunday, January 21st. (Photos: Jonathan Maus/BikePortland)
Many transportation bigwigs came together around a table inside the EcoTrust building in the Pearl District this morning for a meeting of the Regional Tolling Advisory Committee. On hand were RTAC members including: a VP of the Portland Metro Chamber, the director of the Oregon Trucking Association, the directors of the Oregon and Washington transportation departments, several Metro councilors, commissioners from Multnomah and other counties, etc.
The Street Trust Executive Director Sarah Iannarone, also an RTAC member, was only able to attend via Zoom. Why? Here’s how she opened one of her comments:
“I’m sorry I’m not there today. The bike lanes aren’t quite as clear as the motor vehicle lanes, so it’s not super safe for me to be commuting down there. So I appreciate you allowing me to Zoom in.”
Yes, the good news is this tragic and terrible storm is behind us. But the bad news is — just like the trauma and damage this storm inflicted on many Portlanders will linger — so too will terrible bike lane conditions and dangerous roads that put everyone outside of a car at risk.
N Greeley AveNW LovejoyN Rosa Parks WayN InterstateN Broadway
“It’s really dangerous for people cycling on streets right now,” Iannarone shared from her personal X account a few minutes ago. “A lot of pent up demand and frustration from motor vehicle operators, plus seriously hazardous bike lanes, still quite icy and strewn with debris.”
I rolled out for a loop from north Portland down town the Broadway Bridge on Sunday to document conditions. Thankfully, much of the snow and ice I biked through has mostly melted away by now, but the debris and gravel remain. People who are out on bikes are forced to make difficult decisions: brave huge puddles, slippery gravel, branches and clumps of snow — or share adjacent lanes with other road users.
One of our readers, Carlosb_music, shared via an Instagram comment today that, “I was forced out of the bike lane and into the traffic lane due to the gravel and ice and was almost side-swiped twice this morning.”
Portland bike riders like Carlosb_music, Iannarone, and many others are so desperate for cleaner and safer travel lanes that one local activist went so far as to tell us about the sale of an old PBOT street sweeper at auction. Turns out it’s the same Ravo sweeper I wrote about on here 10 years ago when PBOT first added it to their fleet. In that story I shared how PBOT purchased it specifically for its small footprint and ability to sweep inside narrow, protected bike lanes.
PBOT’s old mini sweeper listed at an auction site.
When I saw it pop up over the weekend, some local riders said they wanted to purchase it. The current bid is $1,300 — a fraction of what a similar model would sell for (new or used). According to the listing, the sweeper has 34,291 miles on it and its sweeper has been run for 1,958 miles. Whether someone wins the auction and whether they follow through with using it to clean public right-of-ways (which would open up a whole other issue and not be appreciated by PBOT I’m sure), remains to be seen.
For their part, PBOT says the old Ravo sweeper is “at the end of its usable life” and they’ve already got a replacement ready to go. Hopefully, once they’ve caught up with the vast amount of work created by this major storm, they’ll get the new one out on the road to suck up all the gravel, twigs, and other debris that makes riding in bike lanes more dangerous than it should be.
Whatever happens, from the look of some of our city’s bike lanes, I’m not surprised folks are putting in bids to buy an old sweeper. Every time PBOT lays down gravel, it takes a very long time to clean it up. The gravel is deployed just to make sure drivers can continue to use the roads for a few days — but the impact to bicycle (and other mobility device) users can last months.
This year, I plan to more than just watchdog PBOT’s response. Like other Portlanders who’ve literally taken this issue into theirown hands, stay tuned for BikePortland to help organize some mass deployments of citizen sweeping brigades citywide. Got a broom?
Attorney (and BikePortland advertiser) Chris Thomas of the Thomas, Coon, Newton & Frost law firm, shared his expertise on liability in the comments section of our recent post about a case involving Oregon’s recreational immunity law: “In fact, recreational immunity is alive and well,” wrote Thomas.
Thomas reminds readers of the meat-and-potatoes of how civil trials work, and explains what is happening behind the scenes.
Thanks Jonathan for your coverage here. This is a complex issue and I want to share a few thoughts and points of clarification.
The plaintiff in this case, Ms. Fields, has not received any compensation for her injuries. Her case is set for trial, and she will lose if a jury decides either 1) she was walking for recreation, not transportation, at the time she fell, or 2) she was more than 50% at fault for causing her injuries.The appeals court in Fields said that a jury, not a judge, should decide whether Ms. Fields was using the trail for recreation (creating immunity) or transportation (no immunity) at the time she fell.
Based on the Fields case, an insurance company for small towns in Oregon, CIS, put a memo out declaring that the court had “effectively ended recreational immunity.” In fact, recreational immunity is alive and well, but CIS wishes that the judges had decided Ms. Fields was recreating at the time she fell and thrown her case out on that basis. In our civil justice system, questions of fact are decided by juries, not judges, which is why the Fields court said the issue should go to the jury. Again, a jury could still decide that Ms. Fields was recreating and she would lose on that basis.
Unfortunately, the CIS narrative that recreational immunity no longer exists has gained traction, causing many small towns to close trails.
Why does Ms. Fields’ purpose in using the trail–transportation or recreation–matter? Imagine she was walking to the beach not to enjoy the scenery, but rather to work at her job as a lifeguard (or picking up trash, or as a park ranger, etc.). If she fell on an extremely slippery bridge on a City-owned path, and that was the only way for her to access her job, shouldn’t she be entitled to bring a case against the City for poor infrastructure? Of course, she could still lose that case if a jury found the City acted reasonably, or that she didn’t walk carefully enough, but should her case be tossed out at the outset because she happened to be walking on a public trail where people often recreate?
An analogy for Portland bicyclists: If I am riding to work on the Springwater corridor, and a City worker accidentally left a big pile of lose gravel on the path, causing me to crash and sustain injuries, should I not be allowed to sue the City because I was on a path commonly used for recreation? Again, if a jury later found that I rode for recreation, or that I wasn’t riding carefully enough, I could still lose for either of those reasons.
I agree that private landowners who open their property up to the public for recreational use should not have to worry about being sued. But there are many public facilities, like the Springwater corridor, where I think it is good for the City to have an incentive to keep them safe, as they are not only used for recreation but are also an important part of our transportation network. And I worry that the reaction to Fields case will be to say there is immunity on any “recreational” facility, regardless of why or how it was being used, which could have unintended consequences that uniquely affect vulnerable users.
Thank you Chris Thomas! This is the first of several comments Chris wrote, he also responded to a couple of other commenters. We’re so grateful to have subject-matter experts contributing to our comment section. Read the whole thread here.
