It was a short comment, but it had the urgency of an epiphany. And it was thought-provoking.
I spent a lot of minutes wondering if the comment was just simple, or if it crossed over into being simplistic. I mean, did these stroads ever work well? Maybe when they were first built? I ask because the neighborhood I grew up in, in another city, half a century ago, is silly with four-lane roads, and they were safe for a kid to walk and even bike on. I walked to school on them, crossing at the light was not a problem. Drivers stopped at red lights, driving like an idiot was unusual.
Here’s the comment that sent me down memory lane. Fred wrote it, in response to another commenter, under last week’s comment of the week:
What you’re missing here is how the street design affords – and actually rewards – aggressive driving behavior.
Because four-lane urban highways are ubiquitous in Portland and the USA generally, many drivers today expect to be able to speed around cars that are obeying the speed limit – and there are absolutely no repercussions for bad behavior. In fact, there are rewards: drive dangerously, with no regard for anyone outside of your vehicle, and you get where you’re going faster.
The design of Naito and other four-lane urban highways creates the conditions that promote anti-social behaviors.
What’s your take?
Thank you Fred, and also to those commenters who worked overtime last week. We appreciate your contributions and they are an important part of BikePortland.
Here are the most notable stories our community came across in the past seven days…
Blazing a trail for US cycling: American crit racing owes a huge debt to teams like the Miami Blazers, who are adding excitement and fresh energy to the sport, and who also happen to be the most diverse team in professional cycling. (Rouleur)
Dead weight on cities: It gives me warm fuzzies to know that the elimination of minimum car parking rules has become a mainstream idea and now cities that don’t do it are the weird ones. (NPR)
The present and future of Vancouver, WA: Excellent deep dive into the transformation of the ‘Couve from urbanist punchline to popular destination thanks to amazing waterfront development. (The Urbanist)
Vision Zero isn’t the problem: When it comes to preventing traffic deaths, VZ advocates say cities need to do more (and do it faster), and must stop letting “failure” define the narrative. (Vision Zero Network)
“Strategic misrepresentation”: With news that the Interstate Bridge Replacement and I-5 widening project will soon announce another cost increase, activist and economist Joe Cortright accuses DOTs of a bait-and-switch. (Clark County Today)
Freeway anxiety: A fascinating window into a condition that apparently many Los Angelenos suffer from: Fear of driving on freeways. The fact that this is considered a bad thing (to be cured) tells you how much driving is woven into the life of many. (LA Times)
Gravel grumblings: The SBT GRVL, one of the largest gravel races in America, is facing pushback from ranchers who say some cyclists don’t respect the land and the economic boost isn’t worth the trouble. (Colorado Sun)
We are the bad example: In case you’re one of the dozen or so people who have yet to listen, one of America’s most popular podcasts took on the issue of pedestrian deaths and they used Portland’s stroads as an example of why so many people are dying. (NY Times – also a transcript via Happy Scribe)
Daylighting: California gets a lot of sun, but officials there still want more light at intersections because they know it makes roads safer. And now they’re starting to enforce an intersection daylighting law. Question is: Where is Portland’s enforcement of this issue, which is also law in Oregon? (SF Chronicle)
Novel bullying tactic: A cyclist who was passed dangerously was threatened with legal action by the company of the driver since a logo appeared in a video the rider uploaded to YouTube. Seriously. (Road.cc)
Eva Frazier and I are back with another episode of “In The Shed.” This episode was recorded earlier today in the BikePortland Shed a few blocks from Peninsula Park in north Portland.
As per usual, Eva and I had a fun chat about a wide range of stuff:
Book: The Power Broker: Robert Moses and the Fall of New York
Street takeovers on NYE and an idea to prevent them
Coming soon: The Portland who has walked every street in the city
New paved bike paths being built in Troutdale near Sandy River
Thanks for listening. Hope you enjoyed it. Thanks to Brock Dittus of Sprocket Podcast fame for our fantastic theme music. Listen in the player above or wherever you get your podcasts.
Better bike lanes coming soon! (Photo: Jonathan Maus/BikePortland)
The much-anticipated North Willamette Boulevard Active Transportation Corridor project won’t be finished until 2026. While it’s a buzzkill to wait a few more years for three new miles of physically-protected bike lane between North Rosa Parks Way and Richmond Ave, we don’t have to wait much longer to realize many of its benefits.
The reason for the long timeframe between public outreach (summer 2021) and completion (2026) of this project is because it was mostly funded ($4.5 of its $6.1 million price tag) from federal grants. All that US DOT red tape takes a long time to cut through. But the Portland Bureau of Transportation (PBOT) often tries advance projects like this as quickly as possible, and in this case their opportunism means we’ll actually be riding on new, safer bike lanes before the end of this year!
PBOT says they’ll take advantage of a repaving project slated for this spring on Willamette from Portsmouth (at the Chiles Center) to N Carey (entrance to Peninsula Crossing Trail at “the cut”) to re-stripe the road in the way that mimics the dimensions for the 2025 project. In other words, instead of the narrow, door-zone bike lane we have now, they’ll replace the striping with a 10-foot wide bike lane (seven-feet and a three-foot buffer) and two, 10-foot wide general lanes. Doing this now means they won’t have to grind off paint and damage the new pavement later on.
And PBOT will also add the wider bike lanes to another important section of Willamette: between Alma (where the bike lanes currently end) and Richmond (the northern terminus of the project in St. Johns). The city’s rationale for doing this as a “quick build” in advance of the larger project is because, “this missing piece of the bike network was identified as a strong community desire during the North Portland in Motion planning process.”
In both cases, PBOT will return in 2025-2026 and add concrete traffic separators in the bike lane buffer zones.
And in case you hadn’t figured it out yet, this means lanes of on-street car parking on both sides of a 1.4 mile stretch of Willamette Blvd will be removed to make room for the wider bike lanes.
When all is said and done, on-street parking will be removed from the entire project area (except for a one-block cut-out near University of Portland student housing north of Portsmouth). Before you start to worry about neighborhood opposition to this large-scale ban on on-street parking, consider that PBOT has already completed a parking occupancy study (see above). “The parking study indicates that the number of cars currently parking along Willamette Blvd can be easily accommodated on the side streets on the adjacent blocks,” reads a study summary. “In other words, there is substantial spare on-street parking capacity on the closest streets to Willamette Blvd. This means most residents on Willamette Blvd will only need to park roughly one block further away than they are accustomed to currently.”
How’s that for excellent news to start off the new year? Stay tuned for an updated schedule on when we can expect these first two pieces of new bike lane striping to be installed and check the PBOT project website for more information.
The first day of the new year following a regular Oregon legislative session is always fun because that’s typically when new laws go into effect. In 2023, several notable transportation-related laws were passed and are now laws of the land. I’d been meaning to round them up when, lo and behold, the Oregon Department of Transportation sent out a press release today with a handy summary.
ODOT framed the new laws as important progress for road safety. And I agree with them! Three of them in particular are safety-related laws you should be aware of. And a fourth is more of a technical policy change that will have safety implications down the road.
Below (via the ODOT press release) are four noteworthy new laws now in effect in Oregon that will impact our streets:
HB 2095 – Gives all cities in Oregon the authority to use mobile photo radar for traffic enforcement – as long as they pay their own operational costs – and removes limits on the number of hours it can be used. The bill also allows cities to lower the speed limit on certain streets at up to 10 miles below the statutory speed (but not less than 20 mph).
HB 2316 – The bill changes definitions and potential penalties for driving under the influence of intoxicants. An “intoxicant” now includes any substance, or combination of substances, that can cause mental and physical impairment. Previously, the definition included only alcohol, cannabis, psilocybin, and controlled substances. Some fines are reduced for people convicted of DUII while riding a bicycle.
HB 2099 — The bill makes a variety of changes to transportation laws but notably updates ODOT’s Safe Routes to School program. The bill increases the eligibility radius for Safe Routes to School projects from one mile to two miles, ensures projects serving high schools are equally considered with elementary and middle schools, and allows greater flexibility in determining the grant match requirement for individual projects.
SB 895 – Allows drivers to pass in a no passing zone if the driver encounters an obstruction, including a bicycle or other vehicle traveling at a speed of less than half the posted speed limit. The driver must ensure there are no oncoming vehicles and stay at least 5 mph under the posted speed limit while passing.
I really like the bicycling under the influence law changes. Whenever the legislature recognizes the vast difference between cars and bicycles in terms of their respective ability to do harm to others, it’s a win for everyone. A similar line of thinking applied to the fight to change the stop sign law for bicycles (a.k.a. “Idaho Stop”). Since bicycle riders have such a different vehicle and operational context, the thinking went, why should they be required to do the same behavior as car drivers at stop signs?
As for the safe passing law, I really hope ODOT makes a concerted effort to educate the community (police, the public, the media) about it. While I think the changes to the law are excellent news, I worry that it will be something hardly anyone understands or knows about.
And of course not mentioned here is HB 3014, the “bike bus bill,” that also passed in 2023. We covered that one in depth and it remains to be seen how/if it has a big impact on how schools spend education funds. I look forward to tracking it and reporting back.
A ride in Portland on Saturday will be a show of support for Palestinians and their ongoing struggle against Israel. The Gaza Sunbirds Solidarity Ride will coincide with dozens of similar rides across America and the globe. The rides are being coordinated by Native Women Ride: Indigenous Cycling Collective and were inspired by Gaza Sunbirds, a team of para-cyclists based in the Gaza Strip who are raising money for war victims.
Albisurez says the idea behind the ride is to, “Bring people together in a peaceful manner in solidarity with the Gaza Sunbirds and the Palestinian people, as we continue to advocate for a permanent ceasefire, and an end to the occupation.” The ride will also aim to raise funds for three Palestinians living in Portland who are helping families flee Gaza.
Saturday’s ride is billed as an easy, family friendly event open to everyone. The route will leave from Irving Park in northeast Portland and take participants on a 5-6 mile loop. The ride meets up at the south end of Irving Park at 1:00 pm and rolls out at 1:40 pm. Expect about an hour ride at a family pace where no one gets dropped. For more information, see Warpaint’s post on Instagram or the Shift Calendar listing.
By Matt Kalinowski. Matt is a writer and publicist who lives in Portland. He bikes for fun, exercise and convenience — very slowly and safely — on a hulking, 1965 Sears Spaceliner.
Over a dozen European countries require pedestrians wear reflectors at night. When implemented, statistics universally show a 30–50% reduction in pedestrian fatalities.
There are certain statistical constants in human behavior. Worldwide, pretty much 75% of pedestrian traffic deaths occur at night, for obvious reasons — people are difficult to see at night. Of course, that 75% rate will vary depending on how many pedestrians are typically out at night, how many streetlights are installed, speed limits, area of sampling, etc. In Portland, a notoriously early town with low speed limits, around 50% of pedestrian fatalities happen at night or low-light conditions (and every Portlander knows “low light conditions” can mean high noon).
The go-to solution to improving pedestrian visibility is to add more streetlights. In Portland’s case, there’s a mind-boggling lack of streetlights. The city has been in violation of its own rules for decades which require “two sided lighting” on any street wider than 48-feet. By the city’s own estimates, only 61% of high-crash streets citywide have lights, and on the east side, a mere 22% of high-crash streets have adequate lighting. This neglect happened for decades and it will take a long time to remedy at extraordinary cost.
(Source: City of Portland)
Specific costs to install a streetlight vary depending on a number of factors (light style, dedicated or shared pole, wiring underground or overhead, etc.) but generally speaking, in the U.S., each new streetlight installed in an urban area costs $3,000 — $5,000. Portland currently has 50,000 streetlights, yet it’s pretty obviously underlit. Let’s make a general estimate and say we need to add 25% more streetlights citywide (12,500). That would cost roughly $37 million — $62 million and take many years to complete.
But there is one very simple, practically instant and essentially free solution to improving pedestrian visibility at night that many European nations have used for decades with excellent results — pedestrian safety reflectors.
In the dark, pedestrians can only be seen by car headlights about 50 meters (164 feet) away, but with a reflector it’s 350 meters (1,150 feet). It takes almost 100 feet to stop a vehicle traveling 30 mph and 140 feet at 40 mph (in dry conditions). That means a jaywalker starting across the street from over 1,000 feet away and not wearing a reflector will likely be hit, because they’re literally invisible until the car is within 200 feet. But with a reflector, the pedestrian can be seen almost 10x farther away and the driver can brake accordingly with awareness.
The graphic below from the Finnish Road Safety Council illustrates it quite well.
And best of all is this video from Texas A&M University demonstrating the stark difference between reflectors and non-reflectors in a variety of road situations.
It’s a matter of physics. No matter how careful and aware a driver is — pedestrians will be rendered invisible by the glare of oncoming headlights. Pedestrians will blend in with the dark environment until a car is right on top of them. Portland has spent over $1 million every year since 2018 to add new pedestrian flashing crosswalks — but as the Texas A&M video demonstrates — at a flashing crosswalk, a driver can barely discern which side of the street a person is on without a reflector.
Pedestrian Reflectors in Europe
The invention of the personal reflector is credited to Finnish farmer Arvi Lehti in 1955. They were quickly adopted and are now a basic part of culture, with hundreds of designs available, although there’s a great preference for the “snowflake” pattern, which was created in 1973 by product designer Kalervo Suomela. Even though no Finn would think of leaving home without their reflector, the Finnish Road Traffic Code imposes a 20 Euro ($22 USD) fine if a pedestrian is walking at night without one. They also observe “National Reflector Day” on October first every year as a reminder and an opportunity for the government to distribute hundreds of thousands of free reflectors.
The concept of pedestrian reflectors spread quickly to the other Nordic countries, where every child grows up with a reflector attached to them before they’re even old enough to walk. Regardless, many nations still remind their citizens about reflector use. Sweden has declared the third Thursday in October as “National Reflector Day,” roughly coinciding with the end of Daylight Savings Time. Other countries that celebrate their own National Reflector Day include Norway, Denmark, Poland, Lithuania and Estonia.
The reflectors are yet another fashion statement, available in every shape and color to express the wearer’s personality and style, or to boost their favorite activities, sports teams or cartoon characters.
Modern 3M technology allows reflectors to be any color but still reflect bright white light. You might say it’s a great time in the world of pedestrian reflectors, as the one complaint that people used to have has been solved by the newest soft vinyl materials — no more annoying click-clack while walking.
Of course, medallion-style reflectors aren’t the only legal option. Many garments — hats, sweaters, pants — have reflective threads woven into them making it even easier to stay safe, visible and law-abiding.
However, studies show that medallion-style reflectors are among the most effective options because they’re typically worn at belt-level, in line with headlights, and they swing back and forth to catch attention. It’s been observed that if the reflector stays more static without obvious motion, there’s a chance that drivers will mistake it for a stationary road reflector and not a human.
The other most effective visual is extremities in motion; think reflective bands on ankles and cuffs.
Newer European Adopters and Statistics
While it’s impossible to extract before-and-after metrics in the Nordic countries due to so many generations using pedestrian reflectors as a way of life beginning at birth, there are some nations that more recently adopted the practice and can provide data. Among the latest countries to mandate pedestrian reflectors are Poland, the Czech Republic, Lithuania, Belarus, Latvia, and Estonia.
Poland mandated pedestrian reflectors in 2009. Before that, 60% of pedestrian deaths occurred in low-light conditions. Since implementation, they’ve experienced a 21% reduction in overall accidents in street-lighted areas and a 40% reduction in non-lighted areas. Fatalities specifically went down 33% in lighted areas and 37% in rural areas. Poland imposes a $25 fine if any pedestrian crosses a street without wearing a reflector. (There’s also a $76 fine if a pedestrian crosses a street while talking on the phone.)
Czech Republic
The Czech Republic made pedestrian reflectors mandatory in 2015. They have since experienced a 33% reduction in pedestrian fatalities, while at the same time, deaths in the other categories (drivers, passengers, motorcycles) stayed about the same — giving clear evidence that the reflectors were the variable responsible for the change. There’s a 2,000 Koruna fine ($90 USD) for not wearing a reflector at night.
Estonia
In 1992, Estonia first made it mandatory for everyone in a rural area to wear a reflector. After nearly 20 years of data proving effectiveness, in 2011 the country expanded the law to include cities as well. In the city, as in the country, pedestrian fatalities dropped 75%. There is a 40 Euro ($44) fine for not wearing one.
Lithuania
As the newest adopter aiming to modify public behavior, Lithuania currently imposes a heavy 140 Euro fine ($154 USD) for not wearing a reflector at night. The country celebrates “National Reflector Day” on the last Thursday of October. For 2018’s National Reflector Day, the police launched a PR stunt of handing out candles instead of fines to pedestrians caught not wearing reflectors — a grim symbol of their potential death.
A key component of Lithuania’s Vision Zero plan is educating citizens on the proper use of reflectors and reminding them to only use EU-approved reflectors, rather than rely on backpack charms or other objects that seem “shiny” but are inadequate for safety.
European Union pedestrian reflector standards require a surface area of at least 15 cm2 and a reflective capacity of CE EN 13356.
Back to Portland
Okay, you’re saying — so even though half of pedestrian fatalities happen at night and low-light conditions in Portland, you can’t compare us to those “dark winter places” so we wouldn’t have the same results.
Well, here’s some astronomical reality. In Portland, on Winter Solstice, the darkest time of the year, sunrise is officially at 7:48am and sunset at 4:30pm. Compare that with Warsaw: 7:44am and 3:24pm sunset. Or Prague where the sun rises at 8:00am and sets at 4:04pm on Solstice.
Portland winters are just as dark as Poland and the Czech Republic — where they each cut their pedestrian deaths by over one-third after mandating reflectors.
But, But, But, Civil Liberties and Freeeedom!
It’s weird and invasive to make Portland pedestrians wear a reflector at night, you might say.
Oh, come now.
There are numerous safety devices and behaviors that society requires of people in the name of public health and safety — all of them argued against as infringements of freedom. Seatbelt laws, motorcycle helmets, bicycle helmets, bike reflectors and lights, gun safes and trigger locks in private homes, cell phone bans while driving. And of course, most recently, Covid masks and 6-foot social distance requirements.
As for penalties, were fines ever truly assessed in Portland during Covid masking time? Social pressure is strong in Portland. There were no citations needed and even anti-maskers begrudgingly wore them while complaining.
Covid masks are a great example of how quickly, in real-life, habits can change. Masking became second-nature very fast, as it would with pedestrian reflectors. This has been the same with all new safety requirements, in every culture.
Besides, “infringement on liberty” is practically a cornerstone of what we call “public health policy.” There were years of battles, legal challenges, mass protests and angry death threats when U.S. states first started forcing motorcyclists to wear helmets. There was the same inevitable resistance to every other required safety policy we all take for granted now, like banning passengers from the back of pickup trucks and laws requiring seatbelts and bike helmets.
California passed its mandatory motorcycle helmet law in 1992, and it was preceded by endless roiling, divisive media coverage and angry protests. Surveys leading up to the measure’s passage showed only 46% of riders wore helmets, but within just one month of the law’s implementation, that had risen to 99%. Today, I doubt even a Gypsy Joker would get on the streets without a brain bucket.
Pedestrian Reflectors Open a Whole New Avenue for Entrepreneurs
Remember how many people launched a business manufacturing or importing all manner of Covid masks? Pedestrian reflectors offer the same potential. And naturally, prime use as a bit of corporate swag. Small business owners can jump on a wild new retail opportunity, with a potential 650,000 units sold (Portland’s population). Think medallion style reflectors in the shape of Oregon or a Doug Fir tree or the Cascadia Flag. Clothing retailers could add knit beanies and other garments with reflective threads to their inventory.
Reflector laws can open a whole new retail channel and contribute millions to the economy. I’d totally love to have a pair of trousers with reflective pinstripes.
Here’s the bottom line: if Portland wants to reduce its pedestrian deaths by a substantial amount, if they are truly dedicated to Vision Zero and trying all options in an effort to reduce traffic fatalities — then evidence proves personal reflectors are an excellent way to do it.
The detour means bike riders will need to merge across these lanes on Highway 30 into that left turn lane to get up to the St. Johns Bridge.
The Oregon Department of Transportation (ODOT) plans to close NW Bridge Avenue for six months starting Monday, January 8th. The closure will impact bicycling and other vehicle access to the St. Johns Bridge and will increase freight truck traffic on N Lombard between Kenton and St. Johns.
The closure of the southern section of NW Bridge between the west end of the St. Johns Bridge and Highway 30 will allow ODOT crews to address a persistent problem of landslides on the hillside above the road. We covered a rockfall that closed the street for a few months back in 2022. ODOT says there’s been about one major rockfall a year for the past five years.
The planned detours (see maps below) will impact bicycle riders in two major ways.
Local detourRegional detour
First, if you are riding north on Hwy 30 and want to get up onto the St. Johns Bridge, instead of using the signal south of the bridge to get onto the southern section of NW Bridge Ave, you’ll have to bike one additional mile north. The detour will take you under the St. Johns Bridge and then you’ll need to merge over two lanes of Hwy 30 (and its 45 mph speed limit) to use the left-turn signal that will get you onto the northern side of NW Bridge. (And similarly, if you’re on the St. Johns Bridge and want to go south (toward downtown) on Highway 30, you’ll be routed north on NW Bridge Ave and will need to ride an additional mile.)
This intersection is a bit more dangerous than the one of the southern side because sight lines are not as clear. You might recall that in May 2020, an experienced Portland bike rider was injured in a collision with a truck driver at this location.
ODOT says they will create “accessible detours” for bike riders. Hopefully the longer closure will come with signage and markings that will calm traffic and make people more cautious.
The other traffic impact we’ll be tracking during this six-month closure will be the increase in freight traffic on N Lombard between I-5 and St. Johns. ODOT striped new bike lanes and added other safety features to this section of Lombard in 2022 and the new conditions have drawn more bicycling traffic. Hopefully the presence of more trucks doesn’t create a safety hazard and/or scare people away from riding there.
This closure of NW Bridge is expected to last from January 8th to July 2nd. Learn more and find ODOT contact information on the project website.
I’m trying really hard to look back at 2023 with a smile, like this person did on the Cat Ride during Pedalpalooza on June 29th. (Photos: Jonathan Maus/BikePortland)
Turmoil and turnover at the transportation bureau, a change in Portland’s bike-friendly narrative, advocacy to be reckoned with, a stronger community — these are just some of the phrases that describe 2023 from my perspective.
After going through the past 12 months of Front Page stories (all 750 of them), I’ve got a pretty good sense of where we were. Where we’re going? That’s anyone’s guess; but this recap of the big stories and ideas should at least make your guess an educated one.
So settle cozy up and settle in for a look back at my big takeaways from 2023…
Just three months into the year we received data from the Portland Bureau of Transportation that validated hunches: bike traffic counts were down significantly in 2022 compared to previous years. Even though the decline mirrored other cities and reflected historic shifts in work commutes, it was no easier to stomach. It was also not easy to explain. I had my explanation, PBOT’s chief bike planner had his, and we heard from hundreds of readers. There’s simply no simple explanation, and we can only hope the changes needed for a riding rebound aren’t nearly as complicated.
Even as we weathered difficult headlines that fueled cycling skeptics, the same inspiring activism that made us #1 for all those years was evident. We saw record crowds during Pedalpalooza, and fun events like The Ladds 500 reached even greater heights of popularity. The national movement of kids riding bikes to school that began in northeast Portland with Sam Balto’s “bike bus” (which itself was inspired by bike buses in Barcelona, Spain) grew up and matured in 2023. There was a bike bus that supported the big teacher’s strike, the “bike bus bill” legislation passed in Salem, and a new local advocacy coalition was formed to push the concept even further.
Yes, 2023 proved that we can still do big bike things, but if we want to be the best cycling city in America, it’ll take even better coordination and collaboration between individual Portlanders, dedicated advocates (paid and volunteer), elected officials, and policymakers.
Let’s start with our friends at PBOT.
To say 2023 was a tumultuous year for PBOT is like saying 2024 will be a memorable national election year in America. Never in my 18 years on this beat have I seen the bureau so demoralized, underfunded, and adrift. PBOT has weathered repeated blows to its reputation: record deaths despite an entire team dedicated to Vision Zero; declining bike traffic despite vestiges of staff and experiences from halcyon days of the previous decade; a failing budget despite success in getting fewer people to drive; compromised infrastructure projects that manage to annoy those who should be natural allies and those who want streets to never change.
It certainly didn’t help that PBOT got assigned to a new commissioner-in-charge, saw its director leave, and weathered a strike from its maintenance division all in the first month of the year.
PBOT Director Williams and Commissioner Mapps were all smiles at Sunday Parkways Southwest in September — just days before their plans for SW Broadway would create a firestorm.
While the 2023 dice were unlucky for PBOT, my usual sympathies for the bureau were tempered because some of their biggest wounds were self-inflicted. As I rode alongside a smiling PBOT Commissioner Mingus Mapps and PBOT Director Millicent Williams at a Sunday Parkways event in mid-September, I had no idea they were already planning to rip out the protected bike lane on SW Broadway. What made that episode even more galling was that Williams rejected her own staff’s clear (and correct) advice that the move would be a political loser, would erode trust of allies, and would endanger bike riders. It was a bike lane betrayal the likes of which Portland has never seen and I hope we never see again.
While the Broadway bike lane survived, trust between the community, PBOT, and Mapps’ office did not.
That’s why when, about one month later, PBOT contractors tried to remove newly installed bike lanes on NE 33rd Avenue, many reacted with anger. The fact that it was framed by PBOT as an unrelated “mistake” might have saved the reputations of agency leaders, but it was another crack in an already fraught community relationship.
The context of controversies on Broadway and 33rd was one of growing unrest by Portlanders — many of whom were already at a boiling point after one of the deadliest summers in history. In July alone we suffered 14 traffic deaths in Portland. 10 of them involved a driver that committed a crime. One of them involved a southeast Portlander named Jeanie Diaz who was waiting at a bus stop across the street from the Belmont Library on July 15th when an out-of-control driver jumped the curb and killed her.
July’s tragedies all but forced Commissioner Mapps to respond. But it was clearly not enough to assuage frustrations. At a press conference to discuss road safety held on the steps of City Hall in August, he was repeatedly shouted down by protestors.
The electricity in the air sparked again when we released video of a woman being hit by a car driver head-on while bicycling in a “protected” lane on NE 21st Avenue. This led to increased calls for protected bike lanes and created ripe conditions for outrage when news of removing protection on Broadway came out shortly after.
The nonprofit BikeLoud PDX inserted themselves into all these stories. 2023 was the year this group came of age. Forged by the fire of traffic deaths and threats of rolling back progress, the all-volunteer BikeLoud punched way above their weight. The group now has valuable and active communication channels, regular events, merchandise, and a leadership structure that feels durable. To cap off a big year, last month BikeLoud’s lawsuit that seeks to force the City of Portland to abide by the Oregon Bike Bill won a major victory. The one thing BikeLoud is missing is a paid staffer; but I won’t be surprised if they reach that milestone this year.
The Street Trust, Portland’s more well-established transportation advocacy group, reached a milestone of their own in 2023. Their director Sarah Iannarone has molded the group into a regional powerhouse that has transcended their Portland and cycling roots. Now seven years since leaving the name “Bicycle Transportation Alliance” behind, and just four years into Iannarone’s tenure, we’re seeing fruits of their new direction and her leadership. TST’s new Ride2own e-bike lending library program and their yeoman’s work on the new Regional Transportation Plan are two shining examples of how the group has moved far beyond usual geographic, demographic, and political bicycling bubbles.
There was also news last year that Portland itself is ready move beyond its recently-acquired reputation.
With word on the street that Portland’s 2023 bike counts will show an increase over 2022, we’ll need all the safe streets we can muster. We’ll also need more money to keep PBOT in the black. Last year we learned the depths of the disaster that is PBOT’s budget. Despite Commissioner Mapps first foray into fixing it got laughed out of the room by business interests, the year ended on a positive note as Bureau of Environmental Services Commissioner Carmen Rubio threw Mapps a $112 million lifeline via the Portland Clean Energy Fund — a tax on corporate retail sales that had already boosted bicycling and earth-friendly transportation by about $80 million as part of its first-ever Climate Investment Plan that passed last year.
I’ll also remember 2023 as the year we turned the corner on our journey back to being a relevant cycling city. We entertained big ideas like the Urban Trails Network and a “passoire filled” Portland. We also hosted one of the largest gatherings of the handmade bicycle industry ever assembled as over 5,000 attendees made the inaugural MADE Show a huge success.
On a smaller scale, we also established a new weekly event called Bike Happy Hour, that — perhaps more than anything — makes me excited for 2024. Like a social and sedentary version of Critical Mass, BHH is where all types of bike-minded people come together to trade ideas, make connections, and build community. It’s also where we met a bunch of the future leaders of Portland who will represent us on our expanded city council in 2025.
With the historic Portland City Council election just 10 months away, our conversations at Happy Hour last year with promising, optimistic, transportation reform-minded candidates like Robin Ye, Daniel DeMelo, Timur Ender, Chris Olson, Chad Lykins, Steph Routh, Joseph Emerson and Angelita Morillo — give me hope that the work we all did in 2023 meant something and will begin to pay off in 2024.
Thanks for reading. What big things did I forget? If you have an important takeaway from 2023, please share it below… or bring it to Bike Happy Hour tonight (Weds, January 3rd). I’ll be at Ankeny Tap on SE Ankeny between 27th & 28th from 3:00 to 6:00 pm and would love to meet and chat!
2019 rendering of skate park and plaza as seen from NW Everett. (Image: DAO Architecture)
“The skatepark near the Steel Bridge will be a world class attraction.”
– Ryan Hashagen, Steel Bridge Skatepark Coalition
The Portland Parks & Recreation (PP&R) bureau will use $15 million in Parks System Development Charges (fees paid by developers) to build a skatepark near the Steel Bridge just west of Waterfront Park. The news was announced this morning by Parks Commissioner Dan Ryan, who said the investment will be enough to “fully fund” the Steel Bridge Skatepark.
The site has been eyed by advocates since 2001 when Portland’s first skatepark was built at Pier Park in St. Johns. The idea for a park in the 35,000 square-foot parcel bound by NW 1st, Everett, and Naito Parkway was first formalized as the “crown jewel” of 19 facilities in Portland’s 2008 Skatepark System Plan. In 2011, Portland-based DAO Architecture developed a plan for the site (available here) under the guidance of the City of Portland and an advisory committee. BikePortland has covered this project several times since an effort to re-launch the idea was first announced in early 2019.
Renderings and maps from DAO Architecture.
At least two previous attempts to build this park fell through, but it seems the urgency around downtown revitalization — combined with growing popularity in skating since the pandemic — was enough to finally get it over the hump this time around. Beyond the need for funding, the project is additionally complex because of overlapping jurisdictional boundaries. The Portland Bureau of Transportation (PBOT) manages the city streets, TriMet light rail vehicles use one of the overpasses, Union Pacific Railroad operates a line nearby, PP&R is in charge of the riverfront paths, and the Oregon Department of Transportation owns the ramps on and off of the Steel Bridge.
Three years after skateboard and Old Town neighborhood advocates coalesced around a renewed push for the skatepark, a diverse group of advocates held a symbolic groundbreaking at the site. Among them were staff from The Street Trust, who strongly support the project because of how it will encourage non-motorized transportation. The location is also a key link in the bike network that has long been eyed as a gap by PBOT. Once the skatepark is complete, improved connections between paths in Waterfront Park, Naito, and the NW Flanders neighborhood greenway will finally be realized.
The design of the park includes a roof so that it can be used during rainy weather. Here’s more about the vision for the site from DAO Architecture:
The park’s design creates a unique urban landscape, weaving together skatable and non-skatable fingers of terrain. These intertwined, traversing fingers create a public realm that’s dynamic and challenging for skaters, yet contains safe havens for pedestrians and spectators, thus blurring the line between a traditional, segregated skatepark and an urban plaza. The park is a sculptural urban space, optimized for skating, which integrates infrastructure, architecture, landscape, and art.
The roof canopy’s origami-like form emerged from the folded nature of the site’s groundplane and connects symbolically to the district’s Asian cultural history. Long-span, folded-truss structural frames are supported by a minimal number of unobtrusive supporting columns constructed of COR-TEN plates and wire mesh, recalling the industrial appearance and lightness of the adjacent Steel Bridge. Long-span, translucent-fiberglass roof cladding provides natural light to the surface below. An integral, thin-film photovoltaic membrane provides a measure of shading, while capturing solar energy to power the park’s lighting and electrical systems. The inverted-canopy roof-forms serve as stormwater gutters, leading to columnar downspouts that empty into engineered planter boxes, which retain stormwater on site. A remnant freeway-ramp remains as an artifact but is repurposed as an additional pedestrian overlook for viewing the action in the skating bowls beneath.
In his statement today, Commissioner Ryan said, “When we have more places to play, there is a better quality of life for our city. Transforming part of Old Town into a citywide recreation destination will be a tremendous asset for our businesses, neighbors, and visitors from all over.”
And Ryan Hashagen, director of Steel Bridge Skatepark Coalition promised the new park would be a “world-class attraction. “It will breathe life and energy into Old Town,” and, “will activate the area by providing a recreational space for people, inclusive of all backgrounds and abilities.”
PP&R Director Adena Long echoed those sentiments by calling the project, “an appealing way to enliven and improve this area of downtown.”
From here, PP&R says they’ll begin property acquisition, public outreach, and a design process this coming spring. Stay tuned to learn about opportunities to share your feedback.
Video below is a short interview with Ryan Hashagen at Bike Happy Hour on Wednesday, January 3rd that was posted to Instagram Friday January 5th:
Portland’s motor vehicle menace spread to someone’s living room in the Lents neighborhood in the early morning hours of December 30th. According to a post on Nextdoor shared by Portlander Lucy Dao yesterday, her family is now homeless because a driver piloted their Mercedes SUV into the front of their home.
“A drunk driver and three passengers drove their SUV through our fence and a tree into our living room, bathroom and barely missing my brother’s bedroom right where the head of his bed lay. Luckily no one was injured and no one was in the living room when it happened,” states a post on GoFundMe where the family has raised over $3,200 so far.
Photos show that the car came to rest inside the home and did extensive damage to several walls. The driver and passengers allegedly fled the scene and the family faces thousands of dollars in repairs and months of alternative housing.
According to the Portland Police, the home is located at the corner of SE Harold and 99th in the Lents neighborhood (see above). Given the photos, it’s likely the SUV driver was headed eastbound on Harold prior to slamming into the house. There’s a concrete, planted median (home to tiny Mill Lents Park) one block east of the house and the speed limit on this section of SE Harold is 25 mph.
The victims of this vehicular assault are left with trauma, their lives in disarray, and so far, there’s been no justice for the person who did this to them. “The negligence of their actions is abhorrent,” Dao wrote on Nextdoor. Her brother and his girlfriend were inside the home when it happened and she feels they are lucky to be alive.
“I believe there needs to be justice served here for the cowards that ran away from this disaster. So if you or anyone you know hear anything at all about this incident that would help us locate these people, please please reach out.”
Police responded to the scene and officers towed the car and helped Dao find a contractor to board up the house. The Portland Police Bureau told BikePortland this morning the car was not reported stolen and the case remains under investigation. If you have information about this, call PPB non-emergency at (503) 823-3333 and reference case number PP23-335352.
Eva Frazier and I are back with another episode of “In The Shed.” This episode was recorded December 30th in the BikePortland Shed a few blocks from Peninsula Park in north Portland.
As per usual, Eva and I had a fun chat about a wide range of stuff. In this video we talked about:
The burden of unanswered emails and BikePortland’s very long story idea list
What Eva’s new bike fragrance will smell like now that she’s a retired “mogul”
and more!!
Thanks for listening. Hope you enjoyed it.
This episode was recorded Friday, December 29th at BikePortland HQ – aka “The Shed.” Thanks to Brock Dittus of Sprocket Podcast fame for our fantastic theme music. Listen in the player above or wherever you get your podcasts.
