In this episode I caught up with Joshua Force, who I’ve known for years as a really creative and wonderful dude, who now happens to be 15,000 or so miles into what he calls the Worldwide Bike Ride.
Joshua is in Quito, Ecuador right now where he’s volunteering and getting himself organized before setting off an another adventurous leg of his journey. I asked him about how he adjusts to so many new places, what it’s like creating his really cool puzzles, writings, and excellent newsletters on the road, where he got his inspiration for the ride, why he loads most all his weight on front racks, and more!
Highly recommend following Joshua’s adventures by subscribing to his Substack. He creates beautiful, fun, and interactive monthly newsletters full of puzzles, writings, and photography. You can also follow him on Instagram. If you’d like to support Joshua and learn more about his journey, check out his GoFundMe.
Have a listen or watch here on this page, or find it wherever you get your podcasts.
Job Title: Programs Specialist; https://communitycyclingcenter.org/about/jobs/programs-specialist/
Department: Programs
Location: Portland, OR
Reports to: Safe Routes to School (SRTS) Manager
Status: Temporary, Non-exempt- 32 hr/week
Union/Non-Union: Union Eligible
Employment start date: March 10th, 2025; some flexibility with this
Employment end date: November 28, 2025
Salary range: $22.33/hour to $24.33/hour, depending on experience and language ability
Benefits: does not qualify for health insurance coverage; other benefits available
ORGANIZATIONAL OVERVIEW
For over 30 years, we have been a nonprofit organization on a mission to broaden access to bicycling and its benefits. Our vision is to continue building a vibrant community where people of all backgrounds use bicycles to stay healthy and connected. We believe that all Portlanders should have the opportunity to experience the joy, freedom and health benefits of bicycling. In addition to delivering dynamic programs that center underserved communities, we also operate a retail and full service bike shop, including a membership DIY workspace where members can work on their bike projects.
Here at the CCC we value and support one another through the work we do and are committed to working collaboratively to meet our goals. We are committed to providing an increasingly safer and more inclusive space for people of color, women, neuro-divergent, gender non-conforming, LGBTQIA+ folk, and other marginalized identities. We acknowledge that this is a learning process. Having a diverse team is a priority for us, and we encourage people from varied and diverse backgrounds to join our lively, talented team.
The Community Cycling Center is an equal opportunity employer and strongly values diversity, equity and inclusion. Individuals with diverse backgrounds, abilities and experiences are encouraged to apply.
JOB SUMMARY
Community Cycling Center’s Program Specialists are passionate about bikes and are relationship builders excited to facilitate joyful, curious and collaborative programs with children from all socioeconomic and cultural backgrounds. As a Program Specialist you will deliver a variety of programming focused on bike safety and mechanics, learn to ride best practices, and neighborhood navigation. This role requires a strong skill set in group management, student-centered teaching, and trauma-informed care to support program participants in developing new skills, self-confidence, and independence. The majority of the Program Specialist’s time is spent facilitating after-school Bike Clubs and summer Bike Camps with 3rd – 8th grade youth from Title I school communities. Additionally helping out with different community-based events. Successful candidates will have enthusiasm and experience working with youth as well as an interest in active transportation and transportation justice. Some amount of the Programs Specialist’s time may be dedicated to supporting the operation of other programs, supporting Shop-based classes for members, supporting Development Department efforts as needed.
ESSENTIAL DUTIES AND RESPONSIBILITIES
Please note that the percentage indicators below represent an estimate of how much time each week will be spent fulfilling these functions. In terms of importance, all areas are valued equally.
PROGRAM FACILITATION (60%)
-Provide instruction for a variety of Community Cycling Center programs, including SRTS programming (after-school Bike Club, summer Bike Camp, Walk and Roll events, Learn to Ride) as well as a variety of community-based events programming
-A typical work day is 10a-6p, between Monday-Friday, fluctuates somewhat seasonally
-Adhere to safe riding practices and emergency procedures when leading on-bike activities in accordance with established ride leader protocols
-Includes the occasional administration of basic first aid consistent with your level of training (CPR/First Aid training provided upon hire)
-Assist in recording program outcomes and support periodic grant reporting efforts
-Provide a consistent, positive, accessible, and engaging experience to all participants inclusive of race, class, gender identity, and background
-Respond effectively and compassionately to youth needs and behaviors while navigating group dynamics
-Assist in communication with school staff, community partners, and participant families to effectively identify and meet participant needs and learning goals
-Professionally represent the Community Cycling Center
ADMINISTRATION AND OTHER (40%)
-Assist with materials logistics (transportations, setup, breakdown)
-Attend and contribute to weekly team meetings, as well as lesson planning and debriefs with co-instructors before and after each day of programming
-Assist Development Team with administrative tasks related to fundraising.
-Support hiring processes for additional team members
-Other tasks and projects as assigned
QUALIFICATIONS & CHARACTERISTICS
REQUIRED
-Prior personal, professional, or volunteer experience working with youth up to 16 years old from communities of color, immigrant communities, or mixed income housing.
-Prior personal, professional, or volunteer experience in group facilitation/work, preferably in an educational or informal education setting.
-Confidence and passion for navigating by bike and riding on the road with vehicles in an urban setting while following traffic laws and maintaining situational awareness.
-Proven commitment to social justice and creating and maintaining an inclusive environment for all.
-Ability to communicate effectively with coworkers, students, families, and supervisors
-Highly motivated and adaptable while engaging with youth and families during high stress situations
-Commitment to creating a safe, supportive, and inclusive environment that emphasizes learning, compassion, and care.
-Basic computer skills
-Ability to ride a bicycle 10 miles per day and lift up to 25 pounds
-Reasonable accommodation will be made for staff with a disability
-Willing and able to complete a required CPR/First Aid certification prior to facilitating in-person instruction (CCC pays for this)
-Criminal background check required
PREFERRED
-Bi-lingual (Spanish); strongly preferred
-Lived experience as a member of a marginalized community
-Existing relationships with North, Northeast, and/or East Portland Title I school communities
-Experience leading group bike rides with youth and/or adults
-Basic knowledge of bicycles and their components, including bike mechanics
-Valid Driver’s License
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
HOW TO APPLY
Please submit a cover letter, resume, and contact information for two references by email with “Programs Specialist” as the subject line to jobs@communitycyclingcenter.org.
Application Deadline: February 28th, 2025; apply ASAP, position will close when filled
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
A person rides an e-bike on the Eastbank Esplanade path in Portland. (Photos: Jonathan Maus/BikePortland)
A bill that states, “people may not ride Class 3 e-bikes on bike lanes, sidewalks or bike paths,” and has set off alarm bells across the state has inaccurately described the problem it seeks to solve. In an interview with BikePortland today, Senator Floyd Prozanski said he introduced Senate Bill 471 in draft form so it could be filed before the legislative session began (today is the first day of session).
SB 471 as it was introduced would make sweeping changes to the Oregon Vehicle Code. It would make a popular category of electric bicycles, Class 3 e-bikes with a motor that can assist riders who continue pedaling up to 28 mph, legally akin to mopeds. That change would throw an entire industry and user group into chaos as it’s nearly impossible to differentiate Class 3 bikes from their Class 1 (up to 20 mph pedal-assisted only) and Class 2 (up to 20 mph with a throttle) brethren.
A local bike shop employee told BikePortland in an email yesterday that they’ve had several conversations in the past week with customers who are, “Concerned that their newly purchased Class 3 bikes will not be of any use if the proposed bill goes through.” Another bike shop employee said, “This proposal reflects a fundamental misunderstanding of Class 3 e-bikes and their users.” Respected e-bike site Electrek said if we follow the logic of banning Class 3 e-bikes from bike lanes and paths, “then we might as well just ban cars capable of highway speeds from being operated on city streets.”
Sen. Prozanski in 2009.
Asked today where the impetus for the bill came from, Sen. Prozanski said he was inspired by behaviors he and his riding partners see while out on the road. “The bill is based on what we observe when we ride. I log a heck of a lot of miles [on my bike] every year. I got 8,300 miles this last year. And of course, some of that is on multi-use paths. And that’s where the main focus is for the bill, even though I know the bill is written much broader than that.” Prozanski, who doesn’t own or ride an e-bike of his own, said the bill was rushed to meet a filing deadline and that “It is a starting point for consideration… I truly expect that the bill as written will be modified and we’ll take into some more conversations.”
Further into my conversation with Sen. Prozanski today it became clear he’s mostly concerned with small electric motorcycles and mopeds that are increasingly popular and are often ridden at high speeds on paths like the Eastbank Esplanade and Springwater Corridor. “I’m really most concerned with the full throttle bike, where you have no requirement to do any type of physical assist,” Prozanski said. “Why would we be allowing a fully motorized, non human assist bike to utilize those paths?”
Prozanski has a point, but his bill specifically calls out Class 3 e-bikes, which by law do not have throttles and must be pedaled. Asked why he chose language for the bill that doesn’t match the problem he’s trying to solve, Prozanski acknowledged that, “It was probably a misnomer on my part.”
The senator clearly has an issue with people using two-wheeled vehicles with throttles and without any human power input on lanes and paths designated specifically for bicycle riders. So how are e-bike riders different than a person riding a non-motorized bicycle at a high rate of speed? “I think this is where we’re at now is to have this more open discussion as to what would be the most appropriate [response]. What I’m looking for is safety and courtesy.”
Safety on paths and people using e-motos (my word for a class of vehicle not yet defined in Oregon Vehicle Code) in a dangerous manner is an important issue to address. But industry experts recommend focusing regulation on behaviors, not specific vehicle types. That’s how we regulate a much more dangerous vehicle: cars.
I asked Sen. Prozanski if he’s worried about the confusion and concern his bill has caused with many e-bike owners and retailers. “I don’t own one, so I can’t put myself in their position,” he said. “But I can tell you that I have friends who have e-bikes who’ve raised similar concerns with people that are abusing those paths with that type of vehicle.”
If this bill gets a public hearing (it’s currently in line for one in the Senate Judiciary Committee), it will be interesting to learn where the conversation goes from here. Sen. Prozanski clearly has an issue with motorized bicycles that don’t require human power. Even after saying using “Class 3” was a misnomer, he continued to share concerns about the use of “motorized vehicles” on paths. At one point he dismissed concerns about risk of e-bike legislation resulting in a law that is so broad that it captures safe, law-abiding cyclists.
“I’ve heard some concerns that, ‘Well, this means some people won’t use bikes for commuting,'” Prozanski said. “You know, people are going to have to make choices, but those those paths are not made for, and were not designed for, motorized vehicles to the degree that I’ve seen.”
When I shared with Prozanski that Oregon State Parks officials have told me they see fast cyclists on non-electric bikes pose a bigger problem on some carfree paths, he said, “There are a lot of individuals that ride all types of things that are just jerks. And you can’t regulate jerks per se, right?”
It’s unfortunate that this bill has caused so much confusion and concern. It follows in a long line of similar “conversation starters” from Oregon legislators who’ve hastily proposed bills that would have major ramifications for bicycle users, only to walk them back and/or pull them altogether. Like that time in 2009 when former House Rep. Wayne Krieger floated a mandatory bicycle registration bill, or when former Rep Mitch Greenlick introduced a bill in 2011 that would have banned people from carrying children on bicycles, only to shelve the idea two months later following vociferous pushback. And Prozanski himself went through this in 2008 when he attempted to expand Oregon’s helmet law and make them mandatory for adults, and was forced to pull it back after it caused outrage among many Oregonians.
We have much more productive ways to introduce new policy ideas. Lawmakers could instead: request an informational presentation at a legislative committee, get on the agenda of the Oregon Bicycle and Pedestrian Advisory Committee, reach out to lawmakers with experience on the issue, ask relevant advocacy groups for their opinion, and so on.
But now that the bill is filed, perhaps the best outcome is that SB 471 can be amended to make meaningful progress on the use of e-motos on bike lanes and paths. Stay tuned.
Please nominate comments by replying with “comment of the week” or “COTW” so I can easily search for them. Thank you.
This week’s most notable comment has stood the test of time.
When Shawn Granton mentioned a BikePortland comment during our interview last week, I was amazed that he remembered something written 17 years ago. Yes, Shawn never forgot that time in 2008 when something as innocuous as a post about his annual Palm Tree Ride elicited a critical comment.
Back then, Portlander Jim Labbe (an urban conservationist who’s worked with Bird Alliance of Oregon (formerly Portland Audubon) wasn’t thrilled to see palm trees portrayed in such a positive light because, “They distort our sense of place in the Pacific Northwest, are a surrender to climate change, and are really shotty at reducing stormwater run-off!”
When Jim tapped back into the comment section over the weekend, he sang a different tune. Below is our latest Comment of the Week:
When Shawn’s now classic Palm Tree ride first started, I may have been among the poo-pooers, although not because of any association with the great State California, the source of many a great Portland transplant. My particular gripe was that palms are a poor substitute to most botanical trees in terms managing urban stormwater run-off and certainly less beneficial than historic/indigenous/endemic tree species in supporting the region’s historic/indigenous/endemic biodiversity. So while I think cities would be served by better adapting themselves to their regional environments, they are also international multi-cultural hubs and Shawn has made a strong case that Portland’s palms should be part of that unique Portland esthetic and deserve a little (more) love.
I picked this comment because I love how Jim’s original comment in 2008 stayed with Shawn all these years — and that the two had another exchange 17 years later to resolve the friction. I also appreciate how Jim owned up to his previous comment and shared not just how he changed, but why. This back-and-forth says so much about Portland, our bike scene, and about the BikePortland comment section. Thanks Shawn and Jim!
Remember to reply with “comment of the week” or “COTW” to nominate a comment.
Welcome to the week. Here are the most notable stories we came across in the past seven days.
The present and future of WFH: The rise in teleworking since Covid might be the biggest disrupter of transportation behaviors in our lifetime. This interview with an expert on the topic is essential reading to understand its impacts on emissions, VMT, and more. (Bloomberg)
The real test of good policy: NYC’s decongestion pricing is working well so far, but it, “now faces a crucial test that every good climate policy going forward will have to pass: Can its success stand up to a relentless campaign of fake populist counternarrative and reactionary misinformation?” (The New Republic)
Safety stops work: The wild success of the “bicycle safety stop” — aka Idaho Stop — is a shining example of how we need to stop treating bikes like cars and open up our minds to the fact that these very different types of vehicles often need different types of laws. (Streetsblog CA)
Trump tariffs and e-bikes: A north Portland bike shop owner was interviewed in this story about how some folks are eager to purchase e-bikes before any potential tariffs from the Trump Administration result in higher prices. (OPB)
Bike shop closures: An industry expert says statistics back up the idea that there’s been a big increase in local bike shop closures, and he even cites Portland’s estimated 30% decrease in shops since 2024 as evidence. (Bicycle Retailer & Industry News)
Vulnerable road user laws: Really important story with direct connection to Oregon examines the good intentions of laws made to stiffen penalties for careless drivers and how they are typically not enforced and drivers are rarely prosecuted for hitting someone. (Washington Post)
Portland’s problem: Another outlet has tried to make sense of the fact that, despite Portland’s reputation as an urban planning and transportation leader, we have not been able to reduce traffic deaths. (Streetsblog USA)
Welcome to the war on cars: Noted researcher, academic, and broadcaster David Suzuki says a report published by his eponymous foundation found that emissions reductions from EVs have been wiped out due to emissions increases from SUVs and light-duty trucks. Suzuki also says, more broadly that, “car culture has fueled the climate crisis from the beginning”. (David Suzuki Foundation)
If not in golf courses, then…: If politicians think using golf course land for housing isn’t palatable, how about using massive parking lots? (Seattle Times)
Granton on N Vancouver Ave, Wednesday January 15th. (Photo: Jonathan Maus/BikePortland)
In this episode (YouTube version below), I sat down in the Shed with veteran Portland bike fun purveyor and artist Shawn Granton. Shawn has been involved with the local bike seen since 2002 and has created art for many rides and events over the years. A comic illustrator published in Momentum and Bicycle Times magazines (rest in peace) and creator of numerous local event flyers, Shawn is the author of the Urban Adventure League blog, a collaborator on popular Zinester’s Guide to Portland, and leader of several well-known local rides such as the Dead Freeways Ride and the Palm Tree Ride.
We talked about:
What it was like moving to Portland in 2001 and how Shawn got into the bike scene
Shawn’s first Portland bike that he bought at Citybikes in 2001
How a sticker Shawn made in 2002 led to creation of the Midnight Mystery Ride, which is still held monthly to this day
Why Shawn doesn’t like rain jackets
His favorite local bike camping overnighter spots
Going back to school for a geography degree
The 20th anniversary of Shawn’s Palm Tree Ride and why he likes to stick up for “weird” palm trees
How online algorithms rob people of the serendipity of discovering things on bike rides
The U.S. Capitol. (Photo: Jonathan Maus/BikePortland)
Every year, members of the Metro’s Joint Policy Advisory Committee on Transportation (JPACT), an august group that includes mayors, commissioners, and top agency leaders, fly to Washington D.C. for a federal lobbying trip. The idea is to meet-and-greet members of Congress and show a united front of support for key project funding priorities.
But in an unprecedented political climate, the group is pondering something new: staying home.
Speaking about the incoming Donald Trump Administration at a JPACT meeting this week, Metro Federal Affairs Advisor Betsy Emery said, “There’s a lot of uncertainty, and a lot of potential for — the word that’s coming to mind is — chaos.” Emery told JPACT members Metro’s federal lobbying contractor, Summit Strategies, has advised them to avoid DC this year. That advice, Emery said, “Is coming from their belief that we need to spend a period [of time] to see how things shake out.”
“I think we need to recognize that we are in a blue state that is led by a female, queer governor. We are a sanctuary state. There are many different reasons in which I think there could be directives for folks in DC to not be meeting with us.”
– Betsy Emery, Metro federal affairs advisory
Emery made it clear that the Republican trifecta of control of the White House, Senate and House of Representatives, means Trump, his supporters and appointees, will lead decisions at the Capitol for at least the next two years prior to midterm elections. She cautioned that Trump enjoys, “broad alignment across the GOP to enact his policy priorities,” and that, “there are going to be limited opportunities for transportation conversations in DC this year.”
Summit Strategies has also told Metro that if they did show up to Capitol Hill, they might not even be able to secure meetings with high level staff of transportation committees and the US Department of Transportation. This is due in part because of, “potential directives not to meet with organizations like ours,” Emery shared. “I think we need to recognize that we are in a blue state that is led by a female, queer governor,” she continued. “We are a sanctuary state. There are many different reasons in which I think there could be directives for folks in DC to not be meeting with us.”
Also working against robust transportation conversations are the fact that Portland elected two new lawmakers — Janelle Bynum and Maxine Dexter — to the House of Representatives. “It’s important to recognize these new members of Congress don’t necessarily have very deep history working on transportation issues, and they’re going to need a lot of orientation and exposure to the work that we’re facing,” Emery said. Compare reps Bynum and Dexter to outgoing Oregon congressmen Peter DeFazio and Earl Blumenauer, both of whom had decades of time on the Hill and yielded considered influence on transportation policy.
JPACT federal lobbying trip group photo from 2022. (Photo: Juan Carlos Gonzalez)
The decision to cancel a large group trip to DC this year isn’t final and some JPACT members shared disagreement about the tactic. While they understood concerns about the political climate (and the amount of organizational work the trip takes from Metro staff, another key consideration), some JPACT members like Portland Mayor Keith Wilson said the value of building relationships and showing up might still be worth it. Wilson, attending his first meeting as JPACT member since being elected mayor, said he plans to be in DC this May as an executive board member of the U.S. High Speed Rail Association.
“If you don’t have a seat at the table, it means you’re on the menu. So I say we go and we still continue to advocate.”
– Keith Wilson, mayor of Portland
“I was really excited to match the JPACT trip and the U.S. High Speed Rail Conference at the same time. So that’s a missed opportunity,” Wilson said. “Our intel on the appointee for US DOT Secretary [Sean] Duffy is that he’s reasonable and approachable — and that’s essentially what we need. If you don’t have a seat at the table, it means you’re on the menu,” Wilson continued. “So I say we go and we still continue to advocate, and we get in line and we and we talk as loud as we can with with our new congressional delegates to say ‘We’re here. We need help, and we’re ready to go.'”
ODOT Region 1 Director Rian Windsheimer said he’s concerned Oregon would lose an important opportunity for relationship building if they stayed home. “The purpose of the trip is to show the region is united, that we are communicating with the administration… And I see the value in establishing the relationship before you show up with the ask.”
Washington County Commissioner Nafisa Fai also spoke to the value of showing up in DC no matter who’s in office. “Back when I was a lobbyist, you didn’t really have a choice who you get to lobby — regardless of their party. If you’re one party, you still have to meet with the other. So I think there is a value. I don’t know how we reconcile that, but I think we should err on the safe side of the need to build that relationship.”
Instead of flying 40-plus Oregonians to DC, other options might be going with more targeted, smaller groups, or inviting top officials to Portland. There’s also talk of using the upcoming MPACT (formerly RailVolution) Conference that will be held in Portland this fall as a lobbying opportunity.
At the end of Thursday’s discussion, JPACT Chair and Metro Councilor Juan Carlos Gonzalez said he fully expects the Trump Administration to, “target our region and our values and our leadership.” “Part of me doesn’t want to, you know, cower away from that and not show up, but I also recognize there’s a need to make a strategic decision.”
No final decision was made on Thursday and JPACT will continue to discuss how to best peddle influence with the Trump Administration.
Words and images by Sarah Risser. Risser was a guest on the BikePortland Podcast back in March.
2023 was a devastating, record-setting year for road fatalities in Portland. 69 people were violently killed in a crash, the highest number in over three decades. The grim statistics elicited concern, but not nearly enough to rally the energy and resources needed to meaningfully address the problem. The United States has been immersed in a car-centric transportation culture for decades which has conditioned us to dismiss road-traffic violence as just something we have to live with, for many it is merely background noise. However, the normalization of road traffic violence is not grounds to for continued complacency and indifference. We know that almost all road fatalities are preventable, but that it will require hard tradeoffs and political will to effectively address the problem and create truly safe and livable streets.
My inspiration to place a sign at every fatal crash site came from a desire to help people see how widespread Portland’s road safety problem is and pay tribute to those who have made the ultimate sacrifice to our car-centric transportation system.
I thought if people saw more and more signs throughout the city, they might begin to understand the scope of the problem. I had a lot of help getting this project off the ground and would be remiss to not mention them: Families for Safe Streets Founder Amy Cohen generously paid for the signs and former BikeLoud PDX Chair Aaron Kuehn provided layout and design support along with fellow BikeLoud member Claire Vlach. BikeLoud also paid for zip-ties and other related expenses, and Oregon Walks was an all-around booster of the project.
I wasn’t able to share details on every fatality, but please understand they are all equally tragic and important in their own unique way. Those that have been highlighted are illustrative of other issues or proved to be more poignant for me personally as I placed the sign.
With that, below is my journal of a year placing signs at Portland’s fatal crash sites:
January 1st
My project, unfortunately, commenced immediately. At 10:00 pm on January 1st, 32-year-old Jesse Loyer rear-ended a vehicle stopped at a light on 82nd Ave with his new Harley Davidson motorcycle. Loyer left behind his wife Stacey and two small children, Judah James and baby River Rae. I felt compelled to visit the crash site early the next morning. When I arrived, the traffic was flowing like a torrential current, distracting me to such an extent that I wouldn’t have noticed the crash site unless I was looking for it. When I saw the red police tape, I made my way over and noted a pile of debris, some broken glass, and a single shoe. As I crouched down to take a picture, a young man in a large hoodie rounded the corner, hands in his pockets and shoulders slumped forward, with a bright, wide-eyed, little girl who stayed close by his side before hopping up on a bench to wait for her school bus — directly in front of the precise location where a man had been violently killed. Her school bus came shortly, and she climbed on board, blissfully unaware, I hope.
January 23rd
January 24th
January 26th
For an inspired example of a life well lived, check out Chuck Preisch’s obituary. Chuck moved to Portland from Cleveland to be closer to his kids where he did many things, including adding color to Portland’s food truck scene as the “Hot Dog Doctor.”
January 27th
I found a bouquet of flowers when I went to place a sign for Floyd William Charlan Jr. on SW Beaverton-Hillsdale Highway. A heavyset woman who looked to be in her 60s approached, interested in reading the sign. As she scanned the text, she became emotional, and thanked me for my concern and efforts. “This road is so dangerous,” she said, shaking her head, “people drive way too fast.” She told me her neighbors were upset but not surprised. “Everyone is bothered by how busy the street is, and how hard it is to cross,” she said, “we were all expecting a tragedy such as this.” The woman told me that she takes care of her little granddaughter a couple of days a week. Her daughter rents a smaller, older, more expensive unit a few blocks away, because she refuses to raise her child beside such a busy, noisy, dangerous road.
February 4th
February 5th
February 7th
District 4 has the fewest crashes in the city of Portland, which is surprising given the dearth of sidewalks and bike lanes. Many of the roads throughout SW Portland wind and curve with limited visibility and narrow or nonexistent shoulders.
Peter Pellegrin was riding his scooter when he was involved in a crash with a vehicle just a few blocks from his home. The sign we placed was not comforting to his family. Rather it was a constant and unpleasant reminder of their loss which exacerbated feelings of grief and evoked valid anger toward this sign project for potentially politicizing a fatality. The sign was removed immediately. The family also requested PBOT remove their digital signage, a request that was also respected.
February 9th
Community members gathered on North Portland Road to install a Ghost Bike for Jason Ruhmshottel (the sole cyclist fatality of 2023) at the request of his family. I was an honored and privileged to work on this and be present with Jason’s family for the installation. Brian Davies at the Community Cycling Center provided a bike, which I scrubbed down before applying multiple layers of white spray paint to over the course of many days.
In addition to Jason’s family, a number of community members showed up for the installation. The family wanted it placed where Jason’s body had landed after he was hit. We locked the bike in place as semis and trucks sped by. The family adorned the bike with flowers to beautiful effect.
Roadside memorials are important for many reasons. They draw attention to dangerous roads, honor victims, and often provide comfort for the family. Many, including me, see them as heartfelt folk art. I was able to visit Jason’s ghost bike again in early November. I was impressed, after seeing Jason’s bike it decorated for Halloween in such a happy way, by how loved Jason is and how important his ghost bike is for the family’s ability to honor and grieve.
February 10th
Christian Perez Hernandez and his friend Gabriel Sanchez were street racing when they crashed and their vehicle went up in flames. I was struck by the stark contrast between the charred outline of their vehicle with the delicate bouquets left for the boys at the crash site.
Given that we know speed is a factor in nearly 30% of all crashes and that young men are more likely to engage in risky behavior, I question why the auto industry is allowed to manufacture and flood our world with vehicles capable of achieving, unnecessarily deadly speeds. This year Families for Safe Streets and the Vision Zero Network sent strong communications to Gavin Newsom encouraging him to support CA SB961, a landmark bill that would require Intelligent Speed Assist in all new vehicles manufactured or sold in CA beginning in 2030. A win in California would send a strong signal to Auto Manufacturers. Unfortunately, Governor Newsom vetoed the bill after it passed both the State Senate and Assembly and garnered considerable nationwide support.
February 10th
An intoxicated driver hit the car Wael Zahran and his friends were in, pinning him in the back seat. Zahran, 23, died after being transferred to the hospital. Zahran’s mother, who doesn’t live in the United States, was unable to attend her son’s funeral, which happened to be held on his birthday. His friend, Nariman Mosharaf was severely injured in the crash, suffering a brain bleed, concussion, and a punctured liver which required surgery. In addition to his suite of life-altering injuries, Nariman was left with a pile of medical bills that he didn’t have the resources to pay. His friend organized a GoFundMe to help. It’s crucially important, when calculating the full cost of road violence, to include the many crashes that leave victims with debilitating injuries and financial burdens. Insurance so often doesn’t cover the full costs associated with a crash and the victim is often left holding the bag. Many who survive a crash, such as ‘Nari’ are unable to work as they recover, compounding the financial burdens and stress.
February 14th
By the time Jeremy Bankston, 38, was killed, year-to-date fatal crashes in Portland were tracking higher than 2023. Thomas Shults of KGW8 News reached out to see if I would talk on behalf of Families for Safe Streets. I suggested we meet me at Bankston’s crash site where I intended to put up a sign. Coincidentally Bankston’s family and I arrived at the very residential site in NE at the same time. The family was there to place flowers on what looked like private property and grieve. They appreciated the sign and thanked me saying they agree that we need to raise awareness about how dangerous traffic is. They were too shaken to speak with the television reporter. ‘I can’t do it,’ Bankston’s sister said, ‘I’d burst into tears in front of the camera.’ As part of his coverage, Shults also interviewed ODOT Spokesperson Don Hamilton who attributed Portland’s road fatality problem largely to an increase in irresponsible, reckless driving.
February 23th
February 25th
This fatality is not considered or counted as a road fatality by the city of Portland, because the at-fault driver, using his Chevy Malibu as a weapon, intentionally sped up and hit Bentley early in the morning on February 25th. Portland does not include homicides or suicides in their official tally of road fatalities and this, by all accounts, was a homicide. It was the first instance in 2024 (in Portland) where a vehicle was used intentionally as a weapon to kill.
Later that spring on March 30, the community showed up to honor Bentley by installing a ghost bike at the crash site. Claire Vlach and Hami Ramani led a ride from Tom McCall Park where a large group had gathered. David’s mother arrived on a Lyft Scooter just before the ride commenced. The group rode to the crash site where several people spoke, including Claire, David’s mother, and a number of David’s friends. I had placed a sign earlier which had been removed. With help from Hami Ramini, Joe Perez, and Shawne Martinez, we placed it higher.
March 12th
March 20th
2024’s youngest road traffic victim, four-year-old Kingston Coston, was killed in the back seat of the vehicle his mother was driving while speeding and under the influence of alcohol. I don’t mention this to shame his mother, who will never recover from this tragedy. In truth, my heart goes out to her. We have not addressed DUI in anything close to a rational or rigorous way. It is misguided in my opinion to expect people impaired by alcohol to make logical decisions their ability to drive safely. This approach has never worked and never will. Moreover, we have tolerated a transportation system so deadly that tens of thousands of Americans unintentionally kill other road users every year.
We have the technology to prevent vehicles from starting should the driver be under the influence of alcohol and we badly need the political will to demand that it is installed in every new vehicle. NHTSA has initiated steps to integrate drunk driving prevention technology into new cars as a standard feature, but there is resistance. BikeLoud and Families for Safe Streets submitted a comment in favor of this requirement just days before the crash that claimed Kingston’s life.
April 2nd
April 8th
May 4th
May 29th
June 3rd
June 6th
June 14th
June 25th
(Source: Portland Police Bureau)
Three young men were driving a stolen vehicle (although it seems police didn’t realize the vehicle had been stolen until after the deadly crash occurred), when, according to KGW, Gresham Police attempted to stop Jayden Rolon-Ekis, who was behind the wheel with two friends in the car. A chase ensued. Before hitting a utility pole that knocked out power, Rolon-Ekis hit another vehicle.
The costs of police chases are astronomical and, in my opinion, unacceptable. One speeding vehicle poses a danger to the community. When officers willfully engage in a chase they are increasing the danger twofold, and possible more by incentivizing even faster driving in the vehicle they are pursuing.
Dylan and Jayden had been sophomores at Ida B Wells before recently transferring to Portland Community College. They both died at the scene. Cole succumbed to his injuries within two weeks. The human brain is not fully developed until age 25, and teenaged males are prone to risky and impulsive behaviors. It is also true, that speed is a factor in over 30% of all fatal crashes; speed contributes disproportionately to kinetic energy, which is the cause of all fatal and serious injuries.
July 11th
July 14th
July 25th
August 2nd
Malcom Braman and Nicholas McGuire lost their lives evading Gresham police officers. The Gresham and Portland police had joined forces to break up the West Coast Invitational, a street takeover event. In a press briefing, Portland Police emphasized that the event would attract young, inexperienced, drivers, presumably the type that is likely to crash when driving recklessly at high speeds. During the multi-agency response, Gresham officers tried to pull Braman over for speeding, but Braman fled the scene. The Gresham Police began an intense pursuit which involved the Portland Air Support Unit and additional officers to deploy spike strips.
The irony here is stark: The police exacerbated danger to themselves, the fleeing vehicle, and the general public by engaging in a deadly chase with a driver they knew with near certainty to be young, inexperienced, and likely to crash. Braman crashed into a utility pole at NE 122nd and Marx, rolled his car, and died at the scene. McGuire was transported to the hospital where he later died of his injuries. Had the Gresham police not engaged in a reckless pursuit these two men would likely be alive.
August 5th
August 7th
August 15th
August 16th
When I arrived at Ankeny Plaza, I was charmed and distracted in a way that felt inappropriate. I was here to honor a life lost in road traffic, but there was so much to take in and learn about the history of Portland at this site. I wandered about the plaza taking photos of the arches, until an unhoused man hopping behind a walker approached. He had lost part of his right leg and had tied a colorful swath of fleece fabric to his left ankle, which trailed behind him like a tail. His smile drew me to him, and we talked for a while. He told me his leg had to be partially amputated after he sustained a severe case of frostbite in last winter’s ice storm, but that he doesn’t miss his lost limb. He said he likes his leg better now because it doesn’t get in the way if he wants to swing it around and do tricks. He leaned forward, engaging his sculpted arm muscles, and swung his amputated limb up and over his walker, beaming. He let me take his picture, which I treasure.
This was, without question, the most beautiful crash site I’ve ever visited. I came back later to hang a string of paper cranes to mark the starting point for Oregon Walks’ guided walk to the World Day of Remembrance at City Hall.
September 4th
September 18th
September 20th
September 27th
October 18th
October 21st
When a cyclist is killed in Portland, it hits the community hard. It didn’t take long for the news to start to circulate on the morning of October 21 that a male cyclist had been killed at NE Glisan and 128th, directly in front of Menlo Park Elementary School at 2:37 AM. BikePortland had an article on the incident posted by 7:37 AM, exactly five hours after the crash. Messages began flying around the BikeLoud slack channel. Yes, a vigil was in order, but how important was the timing? Should we gather immediately or wait to get elected leaders involved? How important was it to know who, exactly, was killed, where it happened, and why it happened? As the cycling community wrestled with these questions news of a second cyclist fatality broke. At 9:00 a.m. that same day, just 3.4 miles north of the first crash, at NE Marx and 105th, another young man had been killed. Yes, a vigil was in order.
In the days that followed, BikePortland provided extensive coverage of the two crashes, although there were official gaps in information including the names of the victims. This coverage was initially upsetting for the mother of the cyclist killed at NE Marx. She posted a comment asking the community to respect the family’s privacy and pointing out that the attention is disrespectful to those experiencing grief. How could any of us understand exactly what the family was going through and how coverage of their personal tragedy would land? The last thing we wanted to do was upset the family, who was undoubtedly in a state of shock and profound grief.
BikeLoud and Families for Safe Streets decided to hold a silent vigil for Damon Cousins, the NE Marx victim, to respect the family to the extent possible and not come across as politicizing the tragedy. News of the vigil was posted on BikePortland, which momentarily exacerbated Damon Cousin’s mother’s frustration. When she learned that the community just wanted to honor her son she opened up to the idea. Not only was she fine with it, she wanted to be there.
I showed up early with Damon’s ghost bike and talked with Damon’s mom. I felt profoundly moved as she showed me a picture of Damon on her cell phone. The image was striking in its strength and beauty. She shared other things about Damon – what sports teams he cheered for, what he loved to do, that he had a quiet, unassuming personality. Together we affixed balloons and lights to the bike as a few more single cyclists arrived. We began to gather in silence. Shortly a group of cyclists appeared cresting the hill in a long line and gliding down to the intersection in silence. I could see Damon’s mother’s eyes well up with tears.
We stood mostly in silence. A few people said a few words. BikeLoud volunteer Steve Cheseborough played music on his harmonica. Our collective hearts ached. We offered the family what we could, which wasn’t nearly enough – we showed up and stood with the family and tried our best to convey how much we cared.
People then rode to NE Glisan and 128th where Sergio Hunt was killed, and held a second vigil. At this site a few people spoke on the importance of addressing Portland’s road fatality crisis.
October 24th
October 28th
November 1st
November 6th
I wasn’t able to place a sign at every 2024 fatal crash site in Portland. I chose not to place signs on the highway and the last few sites of the year are still outstanding. In some ways this project felt like an effort, but only in terms of physically getting to the sites. Once I arrived, I felt a sense of privilege to honor the victim and a sense of purpose that I was drawing attention to how unsafe Portland’s roads are. This project has also been about letting the family and community know that people care, that the victims are seen, and that many groups and individuals are working to make our roads safer for everyone.
I intend to keep putting up signs throughout 2025. If you’d like to be involved, please contact me at sarah.risser@gmail.com.
Slowly but surely, Portland is changing its tune when it comes to enforcement of driving rules and behaviors. In just a few short years we’ve gone from a frosty relationship between the Portland police and transportation bureaus, to a shift in tone that seeks to send a clear message to drivers that if you don’t follow laws, the City of Portland is “coming for you.”
The latest evidence of this trend toward addressing driver lawlessness was an enforcement mission conducted by the Portland Police Bureau yesterday. The mission was targeted at, ghost cars, vehicles whose owners have purposely removed license plates to obscure their identity. Not having plates is a very dangerous violation for many reasons. Most people think it’s done to avoid automated enforcement cameras and/or having the plate number easily run by a police officer. Those are very serious concerns. In addition, when people are victimized by a driver who doesn’t have a license plate, it is almost impossible to identify the perpetrator and seek justice.
That’s why I was heartened to learn that the Portland Police Bureau did a “no plate vehicle mission” yesterday. According to the PPB, the mission came in response to community concerns. “In addition,” PPB wrote in a statement. “PPB has found that often times vehicles without plates are either stolen, used in the commission of a crime, or connected to other crimes.”
In a partnership with Central Precinct’s Neighborhood Response Team and the Bike Squad, a total of 12 stops were made in downtown and the central eastside. Of those 12 stops, two people were arrested and eight citations were issues. Five of the vehicles were towed and officers recovered two stolen cars and two stolen bicycles. That’s a pretty high rate of return on just 12 stops and it underscores how widespread this problem is.
PBOT will never reach Vision Zero without a big change in driving culture. More enforcement of traffic laws is an essential part of that culture change. They need to not only do the enforcement, but publicize it at every opportunity so that more Portlanders get the message that they need to operate their vehicles safely and according to the law.
Late last night after their first-ever evening meeting, Portland City Council confirmed membership of the policy committees that will drive discussions around eight key topic areas. The council also adopted rules about how the committees will work. We’re watching these committees closely because they’re where many policy ideas will originate.
The Transportation and Infrastructure (T & I) Committee will be chaired by District 4 Councilor Olivia Clark and District 3 Councilor Angelita Morillo will be vice-chair. Other members include councilors Mitch Green (D4), Tiffany Koyama Lane (D3) and Loretta Smith (D1).
The lack of District 2 in that committee was discussed during last night’s deliberations. D2 Councilor Sameer Kanal — the lone “no” vote on the resolution — said he was concerned about the lack of District 2 on the T & I Committee (as well as lack of District 3 on Arts and Economy and lack of District 4 on Climate Resilience and Land Use).
D2 Councilor Sameer Kanal
Prior to his vote, Councilor Kanal said, “When I talk to folks who live on N Trenton or by McCoy Park [in New Columbia area of Portsmouth Neighborhood], where the schools and the students are and the crosswalks aren’t; or by the Montessori School on Lombard and Mississippi, I’ve been committed to ensuring that those voices are heard in the committee.”
That school on N Mississippi and Lombard was the subject of a harrowing opinion piece in The Oregonian in December 2023 written by one of the school’s teachers who was hit and seriously while crossing Lombard on foot by someone driving a pickup truck.
Kanal said he’s “disappointed” that no District 2 councilors are on the T & I Committee. Councilor Mitch Green also noticed the lack of a D2 rep on the committee. He said, “I think that’s okay for now,” because he trust the councilors on the committee are, “going to be thinking about District 2.”
Throughout last night’s meeting, it was made clear that if a lack of representation becomes a problem, changes to committee membership could be made in the future. Council President Elana Pirtle-Guiney said committee memberships technically last for one year, “But in this first year we may need to re-evaluate things.”
Pirtle-Guiney explained that the reason some committees don’t have all four council districts represented is because it was a challenging “puzzle” to ensure each committee had the requisite interests and expertise they needed. She and Council Vice President Tiffany Koyama Lane instead aimed to have at least three reps on each committee.
Pirtle-Guiney said a resolution to change committee member could be brought to council at any time. And she offered further reassurance that, according to council procedural rules, any councilor can bring a policy to any committee, even if they don’t sit on that committee. It’s also important to note that the rules state committees can have anywhere from four to six members.
Since committee meetings haven’t begun, we don’t have a clear picture about how the process will work. But with council rules adopted yesterday, some outlines are coming into focus. Here are a few highlights from the rules:
Committee meetings will likely take place in City Council chambers at City Hall.
When councilors raise a proposal, they can refer it to a specific committee, or indicate no preferred committee. If no committee is named (or if the proposal comes from the Mayor or City Auditor), President Pirtle-Guiney will designate its committee.
Committee chairs can refer an item to other committees, or discuss it and refer it to full council.
Policy items will mostly originate in committees, but any four councilors can request that an item be brought to the council directly.
Emergency ordinances will not get committee consideration before being brought to council. The rules also state that, “Resolutions, reports, and items for the nine-twelfths agenda may be assigned to the full Council without Committee consideration.”
Given that committees are new to our city government, it will be very interesting to see how they interact with council. I’ll share more once I learn more details about where agendas will be posted, how/if committees will accept public testimony, the time and place of the meetings, and so on.
Family on an e-bike in Portland. (Photo: Jonathan Maus/BikePortland)
A controversial bill that seeks to ban Class 3 electric bikes from bike lanes and bike paths isn’t the only e-bike bill filed by Oregon lawmakers in the new legislative session.
House Representative Mark Gamba, a Democrat from Milwaukie, is sponsoring a bill that would provide eligible Oregonians a rebate of $1,200 on the purchase of an electric bike and related equipment. House Bill 2963 is similar to a bill proposed in 2023, but there are key differences a few more co-sponsors.
HB 2963 would establish an Electric Bicycle Incentive Fund with $6 million in seed money from the General Fund. The voucher program would also be administered via a rule created by the Environmental Quality Commission (the policy arm of the Deparment of Environmental Quality, DEQ). Those elements are the same as the bill proposed in 2023.
What’s new this time around is the bill no longer has two tiers of eligibility. When the 2023 bill, HB 2571, first came out, it had no provision for lower-income people. After a major rewrite to curry more support, its sponsors decided to give people making 80% of median family income the full rebate of $1,200. Folks with higher incomes would be eligible for a smaller $400 rebate.
In HB 2963, they’re taking a new approach. Gone are the income requirements, and now the rebates will be available only for people who receive State of Oregon “medical assistance” (or who have received it in the previous 12 months) as defined in ORS 414.025 (17)(18). The rebate system will be coordinated with the Department of Human Services and Oregon Health Authority. Instead of requiring voucher recipients and bicycle retail shop employees to manage the rebate process themselves, this bill seeks to use the existing Oregon Eligibility System (ONE), which is already used by one in three Oregonians to access government programs like food assistance and medical benefits.
I haven’t spoken to Gamba or other architects of this bill, but I’ll assume this change was made to build political support for the rebate idea and to streamline its implementation.
With each voucher valued at $1,200, HB 2963 would fund 5,000 new bikes if it received $6 million (compared to 10,000 new bikes in the 2023 bill).
Co-sponsors of the bill include Reps Tom Andersen (D-Salem), Willy Chotzen (D-Portland), Travis Nelson (D-Portland), Hai Pham (D-Hillsboro/Beaverton), and Jules Walters (D-Tualatin/Wilsonville). On the Senate side, the bill is co-sponsored by Senators Chris Gorsek (D-Gresham) and Khanh Pham (D-Portland).
Portland has a rebate program of its own that’s slated to begin this summer. That program, funded with $20 million from the City of Portland’s Clean Energy Fund (a tax on retail sales of large corporations) is expected to fund 6,000 bikes over five years. If the Oregon Legislature passes a statewide rebate, Portlanders who qualify for both would be able to stack the benefits on top of each other.
In 2023, HB 2571 passed out of a House committee by a 9-1 margin with bipartisan support but ultimately died in the Ways & Means Committee (where all bills with fiscal impacts must go), despite a push from advocates. Time will tell if the changes in HB 2963 will get it across the finish line.
This new bill has two big things going in its favor: this session lawmakers could pass a multi-billion dollar transportation package so there will be a lot of money flowing around for stuff like this. And its chief sponsor Rep. Gamba is not only an e-bike rider himself, he’s a new member of the Joint Committee on Transportation, which gives him more sway than last time around (and bills that go through the JCT can have a quicker path through the legislative process).
E-bike rebates are a proven policy that have worked in many other states in recent years. With over half of all trips in Portland being less than three miles and research that shows even a small shift of trips from cars to e-bikes would reduce Portland’s transportation emissions by 12%, the environmental benefits are clear. And given the high cost of driving and other negative externalities created by cars, Oregon stands to reap many benefits by making e-bikes more accessible to more people.
By guest contributor Alison Grover. She recently wrote about bike parking.
I recently had the pleasure of reading, Happy City: Transforming Our Lives Through Urban Design by Charles Montgomery (Farrar Straus & Giroux, 2014). I savored almost every one of its 313 pages. Read this book if you care about the design of our built environment.
The author, Charles Montgomery is an award-winning writer, researcher, and urbanist from Vancouver, British Columbia. He draws on his experiences living in Vancouver as well as his travels. Although this book was published over ten years ago, the ideas presented remain salient and valuable.
Happy City is a collection of research and anecdotes illustrating what it means to live in a city that’s conducive to human happiness. Throughout the book, we learn about urban design, psychology, and neuroscience, getting to the heart of what produces joyful city residents. In a nutshell: it’s all about our social connections.
One insight that resonated with me was a highlight on Mark Lakeman and The City Repair Project, a Portland-based placemaking group. You’ve probably either heard of them or seen their work in colorful, painted intersections around town. These were started as a response to Portland’s urban grid, where, “in most neighborhoods, the streets themselves became the only shared public space…[the grid] has a profound effect on the people who must inhabit it: it estranges them from the process of shaping their own world” (p. 305). Many times, I have wondered why sidewalks are practically the only public spaces in my southeast Portland neighborhood. Where is our gathering space? Parks, street plazas, and food truck pods offer informal, convivial public space; but we need more, especially on the east side, in order to get to know our neighbors and build ownership of our communities.
Montgomery illustrates both the social isolation of living in dispersed suburbs, and conversely, the stress induced by ultra high-density apartment style living. He suggests that the happiest density lies somewhere in between. An ideal medium density would have enough people to support services, transit, and walkability, while keeping building heights below a couple of stories.
This book reads more like a novel rather than a manual on urban design. Montgomery doesn’t simply bombard us with research insights from the fields of design and psychology. Rather, he delivers information at the human scale for an enjoyable reading experience in the same way that human scale cities make for enjoyable lives. As the reader, you become invested in peoples’ stories while gaining insight from the experiences of a super-commuter in Northern California, a co-housing community in Vancouver, BC, and cramped apartment residents in New York City, to name a few.
Throughout the book, Montgomery builds trust by going further than quoting urban planners, architects, politicians, and psychology experts. He’s cycling alongside Jan Gehl in Copenhagen. He’s chasing Enrique Penalosa around Bogota on a mountain bike. He’s chatting with Eric Britton while navigating Paris traffic on a bike. His writing is well-researched and well-rounded.
Overall, I would recommend this book to those interested in convivial public spaces, walkable communities, meeting one’s neighbors, combatting social isolation, and democratizing housing and transportation. I hope you gain as much from it as I did. Happy reading!
Alison Grover has a master’s degree in Landscape Architecture and has been biking in Oregon since 2017.
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