Month: March 2024

PBOT ponders safe bike route from SW Terwilliger to 4th

SW Terwilliger on the left, to new left-side bike lanes on 4th on the right.

In the next month or so, the Portland Bureau of Transportation (PBOT) will break ground on a $17 million investment into Southwest 4th Avenue. The project will rebuild and repave this key northbound corridor through downtown from Lincoln to Burnside and add a protected bikeway and many other upgrades. Once complete, PBOT Bicycle Coordinator Roger Geller said, “The 4th Avenue protected bike lane is going to be the premier northbound bike lane through downtown.”

But a high quality bikeway is only as good as the connections to it. And as PBOT staff heard loud and clear last night, if the city is not willing to battle the car-centric status quo to create a high-quality connection, projects like the one planned on SW 4th Avenue will not reach their potential.

At the first in-person meeting of the Bicycle Advisory Committee in four years (!) on Tuesday night, PBOT Planner Corrine McQueen asked for feedback on six different options the city has sketched out to get bicycle riders from the existing bike lane on SW Terwilliger to northbound SW 4th. McQueen leads the Southwest in Motion (SWIM) plan, which is where the need for a Terwilliger-to-4th connection arose, and said at the meeting last night, “We view this as a huge opportunity to integrate this SWIM project with the SW 4th project.”

An in-person meeting for the first time in four years. (Jonathan Maus/BikePortland)

Terwilliger (SW 6th north of I-405) is a popular route with a bike lane but it’s separated from 4th by two blocks of multi-lane, one-way streets. And they aren’t just any streets. Due to their proximity to I-405 and the use of streets in this area as de-facto freeway ramps, the confluence of SW Barbur, Broadway, Caruthers and Sheridan are a loud and busy nightmare for anyone not inside a car.

McQueen laid out the six detailed options and went over a lengthy list of pros and cons for each one. Before I get into how BAC members responded, I’ll share the slide for each option:

All of this complexity, just because these streets are overrun with too many deadly vehicles operated by untrustworthy people.

After BAC members shared a few general opinions with McQueen and Geller, BAC Chair Ally Holmqvist took an informal poll. Options 2B and 2C were the favorites. But as the discussion continued, it became clear that none of the options were a clear winner, and that all the options would require strong law enforcement to work (and to keep bicycle riders safe). Several BAC members expressed that none of the options passed muster and said they’d rather keep riding on Terwilliger/6th across I-405 and then cut over to 4th further north.

“What if bicycles were the priority here and you could do anything you wanted — and the cars had to be displaced?

– Joe Perez, BAC vice-chair

Then BAC Vice-Chair Joe Perez said what was I thinking in my own head as I sat and observed the meeting. “What if bicycles were the priority here and you could do anything you wanted — and the cars had to be displaced? When is that going to be an option on the table? It seems like you’re trying to make bicycling more attractive than driving, you’re trying to make walking more attractive to driving, you’re trying to make transit more attractive than driving? Why are we not doing that with this project?”

“Well, get three votes with this on council,” Geller responded.

To which Perez said, “Well, there will be a new council in January, so maybe we should delay this decision until then… You’re putting us in a difficult situation, to pick the least worst of the worst options.”

Perez’s sentiments were echoed by a few other BAC members, who now felt empowered to say something similar now that he’d broken the ice.

“I agree completely,” said committee member Alon Raab. “It’s been an issue since I became a member of the committee and I’ve been thinking about that gap between what I want and what seems to be possible within this current city council.”

And Cameron Bennett added,

“It seems like the barrier we’re up against is that we just have a wildly high volume of vehicle through traffic in this area… Is there any higher-level conversation about reorganizing vehicle movement patterns in this area? Because that could free up a lot of flexibility to do more with this project or to provide some more straightforward solutions. It just seems like there’s a lot of complexity here that maybe could be dialed-down with significant capacity reductions.

At the end of the day, if we’re going to be true to our plans at the city level, that’s got to be part of the conversation, right? To make it harder to drive and reduce the volume of people driving.”

McQueen, the project manager, acknowledged that adjusting car traffic patterns hadn’t been considered by PBOT, “But it’s definitely worth considering,” she replied.

While other options are considered, PBOT needs a recommendation from the BAC in the next few months to get this project aligned with construction of the larger SW 4th Avenue project. Despite the spicy comments at the meeting, there is a strong sense that getting something done in the short-term to connect to 4th is important. The BAC plans to meet for a tour of the area in the coming weeks to better understand the issues and help inform a recommendation.

Stay tuned for developments and let us know what you think. Do you move through this area? How would you prefer to get from Terwilliger northbound to 4th Ave?

‘Portlanders want to bike more’ city says with release of 2023 bicycle count report

(Background photo: Jonathan Maus/BikePortland)

After years of headlines about the decline of bicycling in Portland, the city wants to establish a new narrative: “Portlanders are returning to biking and they want to bike more.” That was the opening line in a statement today along with the release of the transportation bureau’s 2023 Bicycle Counts Report.

BikePortland covered a preview of this report last month, which found that cycling rates were up 5% over 2022, and now PBOT has released the full analysis based on a combination of volunteer and hose counts at 272 locations citywide. And with a stroke of welcome political acumen, PBOT also included a list of infrastructure projects in the same press release that aim to make bicycling safer and more enticing.

In a statement released with the report today, PBOT Director Millicent Williams said the 2023 count, “Underscores the need for continued collaboration between advocates for sustainable transportation options and PBOT” and that, “PBOT is committed to making biking, walking and public transit accessible to everyone, in all parts of Portland.”

“We will continue to grow our neighborhood greenways and protected bike lanes in East Portland,” Williams added. “We also need to make sure that as we grow our bike infrastructure, we are updating our older facilities and making sure the new infrastructure we install is substantial and long lasting.”

PBOT Bicycle Advisory Committee Chair Alexandra Holmqvist also shared thoughts about the report, saying that it, “Shows what we know in our community, which is that Portlanders are eager to return to biking.”  

 And to ensure the trend continues into 2024 and beyond, PBOT touted their work on new neighborhood greenways in east Portland and St. Johns, “areas that have historically not had shared neighborhood bike routes.”

In east Portland, PBOT will break ground this spring on a new greenway through the Parkrose Neighborhood that utilizes NE 115th and Skidmore between NE Sandy Blvd and Fremont. Another greenway on NE Sacramento between NE 122nd and 162nd is also in the plans this year. The $500,000 project is still in final design stages.

In north Portland, PBOT is working on new greenways on N Delaware (between Sumner and Terry), N Burr, and the Upper St. Johns greenway that will bring traffic calming and other changes to Charleston, Bank, Swenson and Bristol streets.

In addition to those and over $100 million in other major projects citywide that will begin construction this year, PBOT also announced today they plan to improve and update existing neighborhood greenways to bring them into compliance with city standards for driving speeds, volumes, and crossing safety. Those projects include new speed bumps and other calming measures on NE 37th from Fremont to Killingsworth and SE Salmon from 7th to 35th. Construction is also set to begin on a bike-friendly crossing treatment on NW 24th and Vaughn and SE 52nd and Gladstone/Center.

The full report is much more detailed and comprehensive than the preview they released last month. Take a look at the 38-page Portland Bicycle Counts report here.

PBOT balances safety and access with path through Rose City Golf Course

Looking northeast onto NE 72nd Drive from the golf course parking lot. (Jonathan Maus/BikePortland)

“I witnessed two vehicles in a span of on minute bypass the new treatments. Way too easy for drivers to bypass still when they’re this willfully bold.”

That comment was posted by a reader on Monday, March 11th about what’s happening on a new carfree path through Rose City Golf Course. Despite a redoubled effort from the Portland Bureau of Transportation to establish a path on one lane of Northeast 72nd Drive through the golf course, some drivers continue to flout the law. Now PBOT is considering installation of a gate to physically prevent drivers from giving into these selfish and dangerous impulses — while they weigh removal of three existing Jersey barriers in order make the path more welcoming and allow easier access for golf course service vehicles.

After our post about this project last week, we heard back from PBOT Public Information Officer Dylan Rivera who clarified their stance on the project and what we can expect going forward.

PBOT plans. (Note: They might be outdated as tweaks happen.)

Rivera called the destruction and vandalism of the initial traffic calming infrastructure “unfortunate.” “Vandalism destroyed the improvements and forced us to install a hardened facility,” Rivera said. “That is not what we would have intended. It’s hard to think of a multi-use path in Portland that has a Jersey barrier at the entrance.” Rivera’s comments make it clear PBOT finds it challenging to create an open and accessible path for bike riders and walkers, while also preventing miscreant drivers from using it.

Rivera said PBOT is working closely with Portland Police to make sure the project they installed last month remains in place and that they will, “Prosecute anyone engaged in criminal activity against our infrastructure.”

Notably, Rivera said the Jersey barriers and concrete curbs in place today are temporary and that the entire project (which is part of the much larger 70s Neighborhood Greenway project) is still considered an experiment:

“PBOT leadership is firm in our belief that the project is promising and worthy of testing. Traffic volumes of less than 800 vehicles a day and substantial pedestrian use strongly suggest a multi-use path in this location could be the right solution. We will gather data, as said we would, and will share that with the community when we have it.” 

In the meantime, Rivera added, they’re making tweaks so that Portland Parks & Recreation maintenance vehicles have easy access to a facility to the northeast of the golf course parking lot. Rivera also confirmed PBOT might install a gate:

“We’re exploring options for a gate to install across the northbound lane, just north of the pedestrian crossing north of the golf course driveway onto NE 72nd Drive. The gate would prohibit motor vehicle access to the multi-use path in the northbound lane. But it would allow Parks & Recreation to use the northbound lane for equipment access that very occasionally needs to come from the south to access the driveway for their maintenance yard. More often, their vehicles can access the yard via NE Sacramento to southbound 72nd Drive north of the pedestrian crossing, and a small cut in the concrete traffic separator can accommodate them. Parks vehicles using the multi-use path in the northbound lane would be operated by professionals, in marked vehicles, looking out for pedestrians and people biking.”  

Rivera said installation of traffic separators for about 150-feet north of the gate should deter drivers from going northbound as they leave the golf shop and pub exit onto NE 72nd Dr.

In the southern section of the project, from the striped crosswalk near the golf shop to NE Tillamook, PBOT plans to remove the Jersey barriers. Here’s more from Rivera:

“From the pedestrian crossing to the intersection with NE Tillamook, we would keep the newly installed concrete separators in place. This would restrict vehicle movement. But we would remove all Jersey barriers — the ones at the intersection with Tillamook, at the golf course driveway on NE 72nd and north of the pedestrian crossing. This would allow biking, pedestrian and we believe an extremely limited amount of vehicle traffic (mostly Parks & Recreation service vehicles) sharing the northbound lane in this small stretch. Many people biking and walking in that 100-foot stretch would choose to use the wide, adjacent sidewalk but some would be comfortable sharing the lane with Parks & Recreation vehicles.”

So the saga of this path continues. And as PBOT assesses its impacts on local traffic patterns, remember that it could all be removed if they determine the impacts to have “adverse impacts with traffic diversion on area streets” or if it, “fails to demonstrate the need for biking and pedestrian use on the multi-use path.” 

In the meantime, hopefully PBOT and Parks can work together to find a good solution. We’ve previously reported on Parks’ difficulties keeping drivers off their paths on the Columbia Slough, the Peninsula Crossing Trail, and the Springwater — so at least they have some experience with the issues.

Rose Quarter project keeps rolling as FHWA gives green light

ODOT’s revised build alternative from the Revised Supplemental Environmental Assessment.

After winning a $450 million federal grant to build highway covers as part of its I-5 Rose Quarter project, the Oregon Department of Transportation announced more big news this morning: The Federal Highway Administration (FHWA) has given the project a green light to move forward with an official “finding on no significant impact” (FONSI).

The FHWA decision puts the project back on track after they rescinded a FONSI in January 2022. These steps are related to the National Environmental Policy Act (NEPA), a law all major projects must follow. ODOT conducted an Environmental Assessment as part of the NEPA process in 2019 and the FHWA supported it in 2020. But the project that decision was based on was politically infeasible. While ODOT’s internal modeling showed the expansion of I-5 between I-84 and the Fremont Bridge wouldn’t have negative impacts on climate change, air quality, or traffic operations, major project partners weren’t on board. A major sticking point (beyond expanding the freeway) was that ODOT didn’t want to build highway caps that would be robust enough to spur the type of development required to realize the plans of Albina Vision Trust, the nonprofit that wants to rebuild the neighborhood decimated by the freeway’s construction in the 1960s.

It took major intervention from former Oregon Governor Kate Brown in 2021 to broker a compromise and come up with a new design (“Hybrid 3”) with larger and stronger highway caps. That new design triggered the additional Environmental Assessment that the FHWA just decided on this week.

This green light from the FHWA also makes it less likely ODOT will heed calls from anti-freeway activists to conduct a more robust environmental analysis known as an Environmental Impact Statement (EIS). A memo signed by FHWA Oregon Division Administrator Keith Lynch signed March 6th says, “The FHWA concludes Project impacts would not be severe or intense enough to cause significant environmental impacts that would warrant preparation of an Environmental Impact Statement.”

Notably, ODOT shared a statement of strong support this morning from Portland Bureau of Transportation Director Millicent Williams. “The I-5 Rose Quarter Project has come a long way,” Williams said. “Thanks to the deep involvement of local community stakeholders serving on the Historic Albina Advisory Board, the leadership of the Albina Vision Trust, and the work of PBOT staff, this project has gone from exacerbating past harms to an effort that can help repair and restore a community.”

It’s great news for ODOT that PBOT is now strongly in their corner. Four years ago, under former PBOT Commissioner Chloe Eudaly, PBOT walked away from the project completely. PBOT continued to keep the project at arm’s length under former Commissioner Jo Ann Hardesty; but by June 2022 ODOT has made enough changes that the ice began to thaw. But even as recently as February of last year, PBOT leadership expressed serious reservations about the project.

ODOT acknowledged this checkered past in their statement this morning. “It wasn’t long ago that some project partners and community members pulled back from the project because of disagreements with the design. We have worked hard to incorporate the perspective of our partners and community, and we believe we now have the right project for this region and this moment.”

This recent string of good news for ODOT marks a striking turnaround for the project. Just last summer, a high-profile ODOT staffer was overcome with emotion and had to leave a meeting of the project’s Historic Albina Advisory Board after sharing news that the project would be put on hold.

Ironically, for an agency whose past decisions are guilty of displacing hundreds of Black families from lower Albina, ODOT’s recent progress is entirely the result of centering Black voices and leaning into the work of Albina Vision Trust. (Note: The Historic Albina Advisory Board meets today from 4-7:00 pm.)

While expanded freeway lanes remain a part of the project, there is no money to fund them and it’s not clear if ODOT can convince politicians to support them. Nonprofit No More Freeways is seizing this moment to establish a new campaign to encourage ODOT to, “construct the caps and lose the lanes.”

Now that Governor Tina Kotek has told ODOT they must scrap the Regional Mobility Pricing Project, which was the most likely funding source for the expansion of I-5 through the Rose Quarter, that mantra carries more weight than ever.

Kotek tells ODOT: Scrap regional tolling plans

(Jonathan Maus/BikePortland)

This just in via The Oregonian:

Gov. Tina Kotek on Monday announced her intention to halt plans to toll Portland-area freeways, citing uncertainty about the costs of planned freeway projects and the revenue tolling would bring in.

So just like that, a plan that’s been seven years in the making is kaput.

The Oregon Department of Transportation was tasked with developing a toll program for Portland-area freeways by the legislature as part of the 2017 statewide funding package. That effort became known as the Regional Mobility Pricing Project. According to ODOT, the RMPP would, “toll I-5 and I-205 in the Portland metropolitan region,” and that, “Tolling is part of ODOT’s long-term strategy to help pay for transportation improvements and provide faster, more efficient trips through the Portland metro region.”

As ODOT plodded along on what would have been a transformative step in how freeway projects are funded, pushback began to build. In January 2023 we outlined some of the very real political problems ODOT’s tolling plan faced. Then four months later, Governor Kotek ordered a pause on the plan.

As if tolls weren’t unpopular enough on their own, ODOT’s widespread lack of trust among everyday Oregonians and lawmakers made tolling almost an impossible dream. The agency had pegged toll revenue as a must-have for its own solvency and now will either have to change what kind of projects they build (unlikely) or find a new way to fund them. With a major transportation funding package on the horizon at the legislature in 2025, we’ll likely find out their new strategy soon.

On the social media platform X today, noted ODOT critic City Observatory posted:

R.I.P. Regional Mobility Pricing: Born: 2017, Died 11 March 2024. People only want more road capacity if somebody else pays for them. Mourned by: economists. Survived by the $622 million I-205 Abernethy Bridge, now to be paid for, not by those who use it, but “somebody else.”

Read The Oregonian for the full story.

Federal budget bills include funding for ‘signature trails,’ Eagle Creek Staircase

Eagle Creek Staircase today. (Google Streetview)

On the same day Portland officials learned about nearly a half-billion dollars in federal grants for projects in the Rose Quarter area, trail advocates statewide were also cheering. That’s because on Friday, the U.S. Senate voted in favor of several appropriations bills that included funding for three of Oregons “signature trails” projects.

As BikePortland reported back in August, Senator and Chair of the Interior Appropriations Subcommittee, Jeff Merkley (D-OR), included $1.3 million in the FY24 Senate Interior, Environment and Related Agencies Appropriations bill for three projects that were prioritized by trail advocates statewide: restorations and improvements in the Wenaha sections of the Blue Mountains Trail; new connectors in the Oakridge-Westfir Mountain Bike Trail System, and a detailed planning analysis needed to replace the Eagle Creek Staircase on the Historic Columbia River Highway State Trail.

All three of the projects are now funded. Below are project descriptions from the nonprofit Oregon Trails Coalition:

  • $300,000 for the Blue Mountains Trail will restore access to the beloved Wenaha River Trail #3106 in the Umatilla National Forest in an area highly impacted by the Grizzly Bear Complex Fire. This [15+ mile] trail restoration project will close a major gap in the Blue Mountains Trail.
  • $506,923  for the Oakridge-Westfir Mountain Bike Center will construct the Cloverpatch Connector [2.2 miles] and Fugrass Connection trails that will create connected loops in the current mountain bike system and aid in community fire recovery in the Willamette National Forest and nearby communities.
  • $400,000 for Historic Columbia River Highway State Trail will provide an alternatives analysis for replacing Eagle Creek Stairs and making this Columbia Gorge National Scenic Area trail segment accessible to users of all ages and abilities.

We are especially excited about the Eagle Creek Staircase project. You might recall that this 1996 infrastructure relic has been a major weak link in the Historic Highway State Trail project for many years. Last summer national disability rights activist Juliette Rizzo visited the stairs in a bid to raise awareness for their replacement.

ODOT officials have said replacing the stairs with a ramp, a project estimated to cost $50 million, will have to wait until all other sections of the State Trail are completed. This new planning money will make the project shovel-ready and greatly increase its chances for getting a construction grant sooner rather than later.

See the PDF below more details on all three funded projects.

Combined Signature Trails Supplemental InfoDownload

I-5 caps and Broadway ‘civic main street’ projects funded with $488 million federal grants

Before and after. (Image courtesy ODOT)

With the announcement Friday of two separate grants that total nearly a half-billion dollars, the U.S. Department of Transportation has made it clear they want to see the “Albina Vision” for the Rose Quarter area become a reality sooner than later.

Oregon Congressman Earl Blumenauer and senators Ron Wyden and Jeff Merkley announced they have brought home $450 million to construct covers over Interstate 5 through the Rose Quarter, as well as an additional $38.4 million for a complete makeover of Northeast Broadway and Weidler streets to create a new “civic main street” between NE 7th and the Broadway Bridge.

The grant is the largest ODOT has ever received from the federal government and makes good on promises made by these members of Congress in 2021.

Ironically, the $450 million federal grant is the same amount ODOT estimated the project would cost when they pitched it to lawmakers in 2017 as a way to alleviate traffic backups through Portland. Since then the project’s estimated cost has ballooned to an estimated $1.3 billion.

This new money isn’t for the freeway widening portion of the project. Instead, it must go toward a project Blumenauer says will, “heal communities torn apart by destructive federal projects.” Senator Merkley said the project will, “Help to right the shameful wrongs inflicted on historically Black neighborhoods and to make our city a stronger and safer community for generations to come.”

This is the first federal investment into construction of the I-5 Rose Quarter project since planning got underway in earnest nearly 14 years ago.

The grants are from the Biden Administration’s Reconnecting Communities and Neighborhoods grant program and come almost exactly one year after the same program awarded the nonprofit Albina Vision Trust an $800,000 planning grant. US DOT Secretary Pete Buttigieg must have liked what he saw in those plans and during his visit to Portland last summer.

Friday’s announcement injects new life into a moribund project that had been on life support since just before Buttigieg’s visit and it makes good on a prediction by ODOT staff in 2021 that Buttigieg would be Oregon’s “new best friend.” Now ODOT will use this grant as leverage to encourage state lawmakers to fund the (much less popular and politically dicey) freeway-widening portion of their project as they negotiate what’s expected to be a large transportation funding package in the 2025 session.

Now there’s real money on the table to not just envision what lower Albina could look like if it were restored to its former glory as a vibrant neighborhood that was home to hundreds of Black Portlanders who were displaced by racist planning decisions; but to actually build it. This announcement comes after a string of home runs already hit by Albina Vision Trust, the group that has raised well over a billion dollars and closed multiple real estate development deals since it was first launched in 2017.

The grants are a “momentous leap forward in the longstanding fight to rebuild Albina,” said AVT Executive Director Winta Yohannes.

Nonprofit No More Freeways says ODOT should “construct the caps and lose the lanes.” “Albina deserves cleaner air and affordable housing, not air pollution and endless traffic congestion, and the Reconnecting Communities grant funding should be used to heal this neighborhood without ODOT further harming the neighborhood with air pollution and additional freeway lanes. ODOT’s insistence on a costly project that doubles the width of the highway and likely violates environmental standards is delaying the opportunity to heal this neighborhood.”

Broadway Main Street

(Source: City of Portland)

The $38.4 million for PBOT will allow them break ground on their N/NE Broadway Main Street and Supporting Connections project. As BikePortland reported last fall, that project would extend and complement other surface street changes ODOT plans to make in the I-5 Rose Quarter project. The idea would be to change what are currently unwelcoming, wide, arterials into what PBOT calls a “civic main street.” At a meeting last September, a PBOT staffer said the project goal is to create a streetscape that would allow someone to, “take a pleasant walk with their young child from NE 7th to Waterfront Park.”

The great news for cash-strapped PBOT is that the grant requires no matching funds. The great news for people who breathe is that PBOT can get started on this regardless of what ODOT does with the freeway. PBOT has said the Broadway Main Street changes could even come ahead of major construction on the Rose Quarter project.

Comment of the Week: Ensuring space for a bicycle

I wish I knew more than I do, but housing regulation is a subject which still overwhelms me. Which is why last week’s interview with transportation activist and bike parking expert Chris Smith was so satisfying. Sometimes it’s just nice to hear someone explain things.

The treat on top of the interview was that Smith hopped into the comment section and engaged with a couple folks. It was a good bunch of comments, but when reader “qqq” called the 15-feet-from-the-door alcove requirement for bike parking a “design hurdle” which “clearly was created by people who have never had to design units,” Smith countered that the chair of the commission was an architect.

And then he went on to say, “But I’ll bite, how would you describe a requirement that would ensure space for an actual bicycle?”

OK, this is about as exciting as life gets for me, high drama in the comment section. And qqq’s response shifted my thinking a little. The whole exchange is a good example of how to push back firmly and politely, which is what can happen when knowledgeable people have good faith conversations.

Here’s what qqq wrote:

The fact that someone included similar alcoves in some projects doesn’t mean it’s something that should be turned into a standard requirement, although it could show I was wrong about it being created by people who’ve never designed units.

The first thing I’d get rid of if I were designing a requirement that would ensure space for an actual bicycle would be to get rid of the requirement that it be within 15′ of the unit door. The distance to the door is irrelevant to whether a bike fits in a unit. And although it would be nice if the space were close to the front door, that rule could be (as was, based on comments from architects and developers) a real stumbling block. Deleting it opens up a lot of perfectly good bike storage possibilities.

Like I said, I can’t find the old code language, but I also recall (could be wrong) that the rule required an actual alcove, versus simply requiring space. If that’s true, it could also be difficult to meet without distorting unit designs, and again is irrelevant to whether there is actual space. Again, deleting specific alcove requirements could open up a lot of perfectly good storage possibilities.

I understand that if there are no requirements, developers can simply say there’s space within the unit, without changing their units from what they’d be offering anyway. On the other hand, you can store a bike in quite a small space, which many units do have, and did have when the code didn’t have ANY in-unit bike space requirements.

Lots of people spent lots of time trying to solve this (which I appreciate) so I’m not trying to say I know the best solution better than anyone else. I’m mainly saying that I understand why architects and developers objected to the alcove requirement.

Thank you qqq and Chris. Qqq helped me think like an architect. How would Frank Lloyd Wright feel about a requirement to build an alcove within 15 feet of the door? And there you have it, another thought-provoking comment. The whole thread was good, start at the top.

Monday Roundup: Magnet man, e-bike deaths, driving mentality, and more

Welcome to the week. It’s going to be a great! Let’s get started.

Here’s what our community has been talking about for the past seven days…

This week’s roundup is sponsored by the Worst Day of the Year Ride, Portland’s iconic costumed ride that celebrates its 20th year on Sunday, March 24th!

Bikes mean business: The reader who sent this article to me said, “I thought you might want to share this article with Mingus Mapps.” It’s a summary of 40 years of research (including one study from Portland State University) that should prove once and for all that bike lanes are actually good for business. (Business Insider)

Psychology of driving: If you want to have something to chew on when it comes to the urgent need to change road safety culture, do yourself a favor and read this excellent breakdown of “motonormativity.” (BBC)

An American in Paris: Two U.S. riders stood on the podium of the major spring classic race, Paris-Nice on Sunday. And a rider with Idaho roots, Matteo Jorgenson, earned the win. (Associated Press)

Seattle doubles down: The Washington legislature passed a comprehensive traffic camera bill that is a very clear sign that they believe automated enforcement of traffic laws is the future. (The Urbanist)

Magnet man: A do-gooder in Atlanta has taken to the streets with high-powered magnets installed under a bike trailer and has collected hundreds of points of crap from traffic lanes. Who’s going to make one of these for Portland? (WABE)

Travesty of justice: The judge in this story is responding like an objective, reasonable person to the idea that killing someone with your car while intoxicated could result in a relative slap on the wrist. (SF Chronicle)

E-bike rider deaths: An analysis of bicycling fatalities in New York City has some intriguing takeaways — including a surprising number of deaths that befell people who didn’t come into contact with any other person or vehicle. (NY Times)

London gets it: The city of London quadrupled the size of its bike network since 2016 under the leadership of just one mayor. (Global Cycling Network)

Meanwhile, in Portland: Former BikePortland writer Taylor Griggs penned an op-ed in here new “Street View” column that details the abysmal leadership on bicycling in Portland city hall. (Portland Mercury)

Thanks to everyone who sent in links this week. The Monday Roundup is a community effort, so please feel free to send us any great stories you come across.

Job: Climate Planner – Transportation Electrification (Limited Duration) – Oregon Department of Transportation

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Climate Planner – Transportation Electrification (Limited Duration)

Company / Organization

Oregon Department of Transportation

Job Description

The role:
Are you passionate about addressing climate change and doing work that advocates for transportation electrification? We are recruiting for a limited duration climate planner. In this key role, you will develop plans and implement programs to help electrify the transportation system! Apply today to assist us in bringing people to multimodal transportations and reduce the carbon footprint!

We have another position, within the same unit, open for recruitment. Please click here  to see our posting for a senior transportation electrification analyst or visit www.odotjobs.com and search for announcement REQ-151091.

This is a limited duration appointment that is expected to end on or before June 30, 2025. Limited duration appointments are benefits eligible and have a designated maximum length of service. This position has the potential to become permanent.

How to Apply

A day in the life:
• Develop work plans to implement climate office work efforts related to improving transportation electrification.
• Lead outreach efforts for studies, plans and policy development.
• Write grants and funding proposals.
• Provide assist to local jurisdictions and partners on grants or funding proposals that strengthen climate action.
• Develop agency plans and policies for electric, zero emissions, shared vehicles and infrastructure in light, medium and heavy-duty applications.
• Develop transportation electrification policies that support climate and equitable outcomes.
• Track progress against overall transportation electrification and climate goals and mandates.
• Develop, manage, oversee and direct projects and planning efforts to implement electrification, greenhouse gas reduction and adaptation activities.
• Create, analyze and implement plans and guidance documents to summarize new laws, directives or policies.
• Write research papers, reports and best practice documents to help improve the work of others.
• Hybrid work options available – work in an office environment with occasional limited state travel required. Will need to work in office at a minimum of 8 times per year.
• To request a copy of the position description, which includes all duties and working conditions, please email ODOTRecruitment@odot.oregon.gov.

Job: Transportation Electrification Analyst – Oregon Department of Transportation

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Transportation Electrification Analyst

Company / Organization

Oregon Department of Transportation

Job Description

The role:
Our Climate Office is hiring a senior transportation electrification analyst! Are you passionate about addressing climate change and doing work that supports transportation electrification? In this key role, you will provide policy recommendations for transportation electrification, oversee community charging grants and lead other electrification efforts. Help us connect people to multimodal transportation and reduce our carbon footprint! Apply today!

We have another position, within the same unit, open for recruitment. Please click here  to see our posting for a Climate Planner – Transportation Electrification (Limited Duration) or visit www.odotjobs.com and search for announcement REQ-151101.

How to Apply

A day in the life:
• Develop, manage, track and maintain transportation electrification programs.
• Write grant proposals for zero emission vehicle charging and refueling infrastructure programs.
• Award grants and support execution of agreements and contracts.
• Collaborate across many internal agency groups, utility and private sector stakeholders.
• Lead, plan, study and implement transportation electrification efforts.
• Secure and manage consultation services.
• Manage complex research projects and planning studies.
• Review legislative concepts and draft new legislative and policy concepts that support climate equity.
• Formulate goals, objectives, policies and plans in consultation with various levels of management.
• Partner with internal and external data analysts and perform independent analysis as needed.
• Write communications and reports, and keep website content current.
• Present information internally, to state and federal agencies and the public on emotionally charged topics.
• Hybrid work options available – work in an office environment with occasional limited state travel required. Will need to work in office at a minimum of 8 times per year.
• To request a copy of the position description, which includes all duties and working conditions, please email ODOTRecruitment@odot.oregon.gov.

https://oregon.wd5.myworkdayjobs.com/SOR_External_Career_Site/job/Salem–ODOT–Mill-Creek-Building/Senior-Transportation-Electrification-Analyst_REQ-151091

After survey and study, bike friendly speed bumps get a thumbs-up

(Portland Bureau of Transportation)

Bike-friendly speed bumps have felt like something of an underdog since they burst onto the scene in 2017. But that would change if Portland’s head bike planner has any say in the matter.

Speed bumps with channels cut through them to ease the way for bicycle riders have elicited a variety of opinions over the years. Some say they make biking more comfortable and attractive, while others find them annoying and worry about costs given other priorities. For the Portland Bureau of Transportation (PBOT), the jury had been out — even after years of use in the field.

Now results are in from a PBOT survey conducted over the summer: “PBOT recommends that bicycle-friendly speed bumps be the preferred speed bump used for neighborhood greenways,” reads a 10-page report authored by PBOT Bicycle Coordinator Roger Geller published Thursday ahead of a meeting of the city’s Bicycle Advisory Committee on Tuesday (March 12th).

Background

The first mention of bike-friendly speed bumps on BikePortland was January 2017 when we got wind that PBOT would test them on the SE Clinton Street neighborhood greenway. Since then, PBOT has rolled them out on 10 greenways citywide: N Kilpatrick, Michigan and Wabash; NE Alameda, Davis and Everett; SE Ankeny, Clinton and Woodward, and SW 60th. When they came to a greenway in my neighborhood, I was eager to sing their praises.

[Above: A new “Bike Bump Map” created by PBOT shows bike-friendly speed bump locations (in green) relative to the city’s emergency vehicle corridors.]

The impetus for giving bike riders a break from bumps comes from the irony that in order to get drivers to slow down to the 20 mph speed limit on streets where bicycling and walking is prioritized, speed bumps are a necessary evil. And I say “evil” because hitting a bump while riding is uncomfortable and inefficient — especially when riding at higher speeds on downhills or near the speed limit (much easier these days thanks to electric bikes). Hitting bumps isn’t just annoying, it can cause damage to your property when cargo is jostled and/or falls out of a rack or bag. (Keep in mind that unlike automobiles, most bikes ridden in the city have very little or not suspension.)

In addition to real-world use, PBOT wanted more direct feedback to make a final decision on whether or not to keep bike-friendly speed bumps alive. So they did a survey last summer. The report that will be discussed at the BAC meeting Tuesday night summarizes what PBOT learned from the 543 people who responded to that survey.

Three charts from the report.

Survey says

PBOT’s survey wanted to find out three things: Do people actually like to bike through the channels? Should sharrow markings line up with the channel? And, what should PBOT do if the bikey bumps cost more?

A whopping 80% of the 543 survey respondents said they prefer riding through the bicycle-friendly bumps (note that PBOT refers to the bumps as speed “cushions”). And since Portland’s adopted bicycle design policies encourage them to build the “highest quality bikeways” possible and to, “maximize comfort and minimize delays” for people bicycling; this finding had major sway in PBOT’s recommendation. “This strong preference for the channels suggests that the channels represent a higher quality design than standard speed bumps. In that sense, their use better support our design policies (“Build the highest quality bikeways”) than do standard speed bumps,” states the report.

65% of respondents liked the idea of the sharrow pavement marking being aligned right at the channel to help orient them through.

When it came to cost, a slight majority of respondents recommended installing the cushions despite a potential 10% premium on cost (survey went out before the 20% premium number was known), 40% said to save money, and 9% had no preference.

With funding such a major issue at PBOT, the report took a close look at the cost difference between the bike-friendly cushions and traditional bumps. Geller and his team analyzed nine projects and found the bike-friendly version costs 20% more. But when Geller looked deeper into the numbersand had engineers estimate how many regular speed bumps would have been required for the same project, he found there was actually “no or only minimal cost difference.” In the end, Geller says each project should be evaluated independently when/if cost is an issue.

The report also weighs in on a few key concerns about the bumps expressed by some in the community: That drivers use the channels and swerve dangerously while doing so, and that the channels can cause some riders to crash or bobble and/or be a problem for folks with trikes and other unconventional rigs.

Here’s what the report says about drivers using the channels:

Our speed data indicate that even though people may get one wheel in a channel it does not affect speed. However, that doesn’t mean that people don’t try. . However, the observation is that while people driving may deflect toward the channel when there is nobody else on the roadway. When somebody else is on the roadway, people driving stay in their lane.

And here’s what the report says about bike riders crashing in the channels:

Regarding that the cushions can contribute to crashes: there have been no reported crashes on the cushions to date. When initially deployed, PBOT staff attempted to ride erratically through the channels at different speeds and angles of approach to see if the channels created discomfort in riding. They did not.

This report makes it clear that if PBOT’s bike coordinator has his way, the bureau will make bike-friendly bumps the standard going forward.

Stay tuned for input from BAC members after Tuesday night’s meeting and take a look at the full report yourself here. You can also learn more on PBOT’s website.

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