(UPDATE, 2/19: Sen. Prozanski has withdrawn this bill from consideration.)
The Oregon Legislative session is in its infancy but we’ve already got a few bills worth tracking. Chief among them is a bill from Senator Floyd Prozanski (D-Eugene) that could have a massive impact on the thousands of people who ride Class 3 electric bicycles in Oregon.
Senate Bill 471 would prohibit the use of Class 3 e-bikes on sidewalks, bicycle lanes and bicycle paths. Specifically, it would add “Class 3 electric assisted bicycle” to an existing law (ORS 814.210) that regulates the use of mopeds on sidewalks, bike lanes and bike paths.
Class 3 e-bikes have motors that assist the rider up to 28 mph and they don’t have throttles. They’re very common and popular. I prefer Class 3 e-bikes because I like having the extra speed and power when I want it. Of my three e-bikes, two of them are Class 3 (a Specialized Vado (above) and a Riese & Müller Carrie). Oregon went to a three-class categorization system for e-bikes in the 2024 legislative session. The other two classes have top speeds (from the motor) of 20 mph. Class 1 has no throttle and electric-assist up to 20 mph, Class 2 has a throttle and a motor that can propel the rider up to 20 mph.
SB 471 would push the legal definition of Class 3 e-bikes closer to that of a moped, and in some legal contexts, would no longer consider Class 3 e-bikes to be “bicycles” at all. In Section 2 of the bill text, the proposed change would remove Class 3 e-bikes from the right-of-way protections afforded to bicycles in ORS 811.050 — meaning that people on Class 3 e-bikes would not have legal protection against a car user if that car user failed to yield to them in a bike lane.
Another change SB 471 seeks to make is an addition to ORS 814.430 (“Improper use of lanes”) that would give a Class 3 e-bike rider the legal right to use a bicycle lane or bicycle path, “only when the bicycle is powered exclusively by human power.”
How a law enforcement officer or judge could determine whether or not the motor was being used is unclear. Also unclear is the motivation behind this bill and what problem Senator Prozanski seeks to fix with these changes.
One lawyer and bicycle law expert I shared the bill language with said, “Removing right-of-way protection for Class 3 e-bikes in bike lanes, regardless of rider speed, has big implications for liability determination. And regulating based on e-bike class, rather than speed, is such an imprecise way to do it. How many people ride e-bikes they don’t realize are Class 3, and wouldn’t have the right-of-way in bike lanes under this bill, even if they’re only riding 15-20mph?”
Sen. Prozanski is no stranger to bike issues. He championed Oregon’s bicycle passing law in 2007 that is still on the books today (inspired by seeing a friend of his be hit and killed while bicycling) and he played a big role in getting Oregon’s “Idaho Stop” law in the books.
I’ve reached out to Sen. Prozanski’s office to learn more about SB 471 and will share more as the session moves forward.
UPDATE, 10:45 am on 1/15: House Rep Dacia Grayber responded to our post on Bluesky last night saying, “Yeah just going to put it out right here I’ll fight this one. The only way my Class 3 goes that fast is pedal- assisted, and pushing me out into Barbur traffic instead of the bike lane isn’t going to solve anything. This feels like a very narrow view – I’ll reach out to Prozanski to learn more.”
Today was the first day Oregon legislators and their staff were allowed into the State Capitol building in Salem. The session doesn’t officially begin until next Tuesday (January 21st), but buzz is already building around what’s to come: this session lawmakers and advocates will attempt to hammer out a major transportation funding package.
It will take a lot of advocacy and lobbying to make sure the package reflects a progressive view of transportation that goes well beyond freeway expansions and driving-centric megaprojects. The Oregon Moves Political Action Committee (PAC) is one of the groups that will do that work. This PAC will work directly with legislators to influence policy and they’ll need to raise money to do it. That’s why they’ve planned a campaign launch and fundraiser later this month.
“Join us and learn how you can help us win safer streets, better transit and climate action in the upcoming transportation package!” reads an invite to the January 24th launch event. Illustrating just what’s at stake is an impressive list of speakers and hosts that includes: Oregon State Senator Khanh Pham, Metro Councilor Juan Carlos Gonzalez, Portland City Councilor Candace Avalos, and noted activists Cassie Wilson (Move Oregon Forward), Michelle DuBarry (Families for Safe Streets), Nolan Lienhart (ZGF Architects), and Nat West (former city council candidate).
The Oregon Moves PAC launched in December 2023. State records show that so far the PAC has raised $55,500 from two donors: $55,000 from Lake Oswego-based philanthropist and software business owner Mike Perham (who’s also a co-owner of BikePortland), and $500 from William Henderson, former CEO of Ride Report. The PAC’s sole paid staffer is by Aaron Brown, one of the co-founders of No More Freeways and legislative aide to Senator Khanh Pham.
Note that Oregon Moves PAC is separate from Move Oregon Forward, which is a coalition of 501c3 nonprofits that have legal restrictions around political lobbying.
The January 24th launch event will take place from 6:30 to 8:30 pm at Taborspace (5441 SE Belmont). RSVP here.
Welcome to the week. Here are the most notable stories we came across in the past seven days.
LA bike shop owner battles fires: My heart goes out to everyone in Los Angeles as devastating fires continue to rip through the city. This account of a bike shop owner connects the tragedy to something we can all relate to — including a shot of a burned-out bike stand and a bike shop owner losing sleep because a customer’s bike was burned to a crisp. (Bicycle Retailer)
Welcome to the revolution, JT!: Just when you thought Coach Balto’s bike bus couldn’t be hyped any further, pop star Justin Timberlake showed up the day before his concert at Moda Center to ride with the kiddos. (The Oregonian)
Never too late: How many adults have you met that say, “Oh I’m not a cyclist,” or “I don’t bike”? This article is a great example of how, when given the right opportunity, almost anyone can get into riding and reap the benefits of bicycling. (The Guardian)
Enforcement vs design: This was a disappointing article because it falls into the trap of piling on popular targets (nonprofits and activists) while never mentioning how police voluntarily reduced enforcement to make a political point and how city road agencies also reduced emphasis on enforcement during the George Floyd era. Yes a lot of folks want to focus on design and sometimes that pendulum swings too far away from enforcement, but I’m in a lot of activist circles and have never felt as much anti-enforcement sentiment as the author of this piece tries to portray. Like most things, the truth is grey and in the middle, but it’s not as click-baitey, so we get articles like this. (The Atlantic)
E-bikes are “secret weapon”: Except for the misnomer that a $2,600 e-bike is “pricey,” it’s really great to see an article extolling the virtues of e-bikes as car replacements in a non-cycling media outlet. (Mother Jones)
Go by bus!: New federal statistics say transit ridership was up across America by over 17% in 2024. That’s great news! Now let’s keep the momentum going by giving buses a larger slice of the budget. (Mass Transit Mag)
Pricing progress: It appears that congestion pricing in Manhattan is going well and we can’t wait to see the first official reports of its impacts. For now, check out how it has impacted bus service. (Streetsblog NYC)
EV terrorism: An important piece that gets real about the threat posed by very heavy electric trucks and how city leaders should respond to their use if we want to keep streets safe. (Slate)
Time for “mobility lanes”: New report from Canada shows what I’ve been saying for many years now: E-bikes and other devices have changed the game and we need to change the rules of how we plan for them! Also, we should stop using the term “bike lanes” and shift to “mobility lanes”. (Bike Hub)
Take highways out, don’t widen them: “Through a climate lens, highways are the linchpin of our carbon-intensive car-driven transportation and land use system.” (Fast Company)
Our first episode of 2025 features special guest Brock Dittus. Brock is the guy who started the Sprocket Podcast and he’s just an all around wonderful human, former school bus driver, and cargo-biking dad who’s been a big part of the local bike scene. He now lives in Salem, which he gives glowing reviews to in this episode.
Among the many fun things we chat about in this episode, you’ll hear me share some big ideas for cycling to and on Sauvie Island, and how to plan a good bike route to the forthcoming In-N-Out Burger that’s being planned to open out near the Portland Airport.
Tune in and get cozy with us in the shed. Watch or listen wherever you get your podcasts.
Lots of changes coming to N Willamette and Woolsey: turning restrictions for drivers, bus islands, newly designed concrete curbs to protect the bike lanes. (Image: PBOT)
This summer, the Portland Bureau of Transportation will break ground on the most exciting bike infrastructure project we’ve seen in many years. On Wednesday PBOT released 100% design plans for the North Willamette Active Transportation Corridor Project that make it crystal clear just how transformative the changes will be for this vital connection to and from St. Johns.
The $6 million federally-funded project will come with a significant update to the bike lanes and road profile of a three mile stretch of N Willamette Blvd between N Rosa Parks Way and N Richmond. PBOT plans to add concrete curbs to protect the bike lane, establish prohibitions on driver turning movements and lane access at key intersections, extend median islands to reduce traffic exposure for bicycle riders and walkers, add speed bumps, and make a host of other safety and traffic calming-related changes.
100% design plans aren’t final or exactly what we’ll see on the ground, but they’re very close. Close enough for PBOT to put the project out for bid so they can break ground this summer. With the release of new documents on Wednesday, PBOT has given us even more detailed visualizations and plans than the 60% plans they shared in March of last year. Along with the plan drawings, they’ve shared narrative explanations of several key changes at specific intersections.
Driver speeds on Willamette are likely to come way down thanks to 41 new “fire-friendly speed cushions” being installed along the three-mile stretch.
PBOT will debut a new design of their bike lane curbs. Instead of a symmetrical profile with bevels on both sides like the currently used curbs, the new design will have a squared-off profile on the drivers’ side. The total height looks a bit shorter (although I’m not sure about that), but the drivers’ side will now be a sharper 4-inches high instead of a 2-inch height with a bevel.
Starting from the southern end, PBOT plans to make big changes to the Rosa Parks Way intersection. They’ll widen the road, add concrete curbs to protect the bike lane for the entirety of the curve, separate the southbound bike lane completely from the road, and add more robust medians to calm car users and limit their turning movements.
Where N Willamette intersects with N Oatman/Liberty and N Vincent/Saratoga, new large concrete medians will reduce the width of expansive intersections by about 80%.
N Oatman/Liberty
At the N Bryant/Wabash neighborhood greenway intersection, PBOT will add bus islands, prohibit car drivers from using N Wabash and add several islands and new crossings to tame traffic and invite more walking and bicycling.
At N Chautauqua, PBOT will tighten corner radii to force drivers to slow down. They will also add concrete curbs to the centerline to prevent impatient car users from passing stopped buses and other vehicles (such as folks turning left from Willamette to Chautauqua). This is a huge improvement that is badly needed because many drivers currently dive into the bike lane whenever a driver or bus operator slows or stops at Chautauqua.
At N Woolsey (Columbia Park), PBOT will use more concrete curb dividers to prevent dangerous lane changes. And they’ll take it one step further with a new ban on left turns from Willamette to Woolsey. For drivers going south on Woolsey, they will be forced to only turn right (west) onto Willamette. This is being done due to make movement more predictable and prevent what PBOT says has been a “cluster of crashes” at the intersection in recent years.
At the intersection with N Harvard (just before University of Portland curve), PBOT will raise the bike lane up (similar to NE Couch at Burnside Bridge approach) because lanes are too narrow for concrete curbs. Just after N Harvard, PBOT will prohibit drivers from accessing Willamette from N Olin and force all car traffic to use Harvard.
At the entrance to University of Portland near N Haven Ave, PBOT will remove one of the two southbound lanes. “Traffic modeling showed right turn lane not necessary for traffic flow and it increases risk to pedestrian crossing so it will be removed,” PBOT says.
On the bridge over the railroad (“the cut”) between N Carey and N Ida, PBOT says they cannot install concrete curbs to protect the bike lane due to bridge weight restrictions. So they’ll install plastic wands and curbs instead.
At the northbound bike lane onto N Ida (Fred Meyer, Roosevelt High School), they’ll raise the bike lane (similar to NE Couch curve). Also at N Ida, going southbound, PBOT will remove the left turn lane, improve the bus stop and add crosswalks.
I told you it was exciting!
PBOT is so proud of their designs they’re offering two online “webinar-style walkthroughs” (January 22nd and 23rd) for anyone who wants to learn more. You can sign up for those on the project website.
Construction on this project should start this summer and is expected to take 12 months to complete.
We’ve all heard about the I-5 Rose Quarter project, the State of Oregon’s plan to widen I-5 and redevelop the lower Albina neighborhood decimated by construction of the freeway. But there’s another neighborhood less than a mile north that also suffered greatly by construction of an interstate.
Today the US Department of Transportation awarded the Portland Bureau of Transportation a $1 million grant to study the reconfiguration of an I-405 offramp.
The North Kerby Avenue offramp tore out dozens of homes in the 1970s between N Mississippi and Vancouver avenues and today it funnels freeway traffic into a dense residential neighborhood. Inspired by the Albina Vision Trust and their effort to rebuild the Albina neighborhood near the Moda Center, Boise-Eliot Neighborhood Land Use and Transportation Committee Chair Allan Rudwick began researching the offramp and its impacts. With the backing of the neighborhood and in partnership with the Portland Bureau of Transportation he championed a grant through the USDOT’s Reconnecting Communities Pilot Program.
“Project area showing an intact neighborhood street grid before the I-405 ramps were constructed.” (Source: PBOT)“Project study area, including the I-405 ramps, PBOT Albina Maintenance Yards, Legacy Emanuel Campus and the surroundi neighborhoods of Boise and Eliot in North/Northeast Portland.”(Source: PBOT)
In a joint statement released today from Oregon’s congressional delegation, the Kerby project was one of three planning grants awarded funding through the Biden Infrastructure Law. The announcement also included $2 million each for the Reconnecting 82nd Ave Community Planning Study and the Tualatin-Valley Highway Community Connections Planning Study.
Rudwick’s Kerby Ramp Redevelopment Project will look to re-establish parts of the Eliot neighborhood demolished by the freeway offramp. It will also investigate redevelopment of the City of Portland’s Albina Maintenance Yard, a large equipment storage facility that sits on land carved out by ODOT during construction of the freeway.
“Receipt of this planning grant would allow the City of Portland to pursue creating acres of new land to be used for parks, affordable housing, and new connections between the two neighborhoods,” reads a project description.
In addition to the $1 million from USDOT, PBOT will contribute a $250,000 local match.
See the project website on the Eliot Neighborhood website for more information.
A group of Vancouver, Washington residents who hoped to force a vote of the people prior to any road diet project saw their dreams dashed Monday night. Officials from the City of Vancouver said in their legal opinion, a proposal to change city code supported with over 6,500 signatures is simply illegal and cannot move forward.
“In front of a room packed with more than 100 people Monday night, Vancouver officials declared an initiative that would require voter approval to remove traffic lanes from city streets to be legally invalid and ineligible for placement on a future ballot.
“Allowing an ordinance that we believe to be illegal to proceed to public vote not only sets a precedent for potential future initiatives in Vancouver, but for other cities in Washington,” City Manager Lon Pluckhahn said.
As a result, the Vancouver City Council took no action on the initiative after a lengthy public hearing.”
Jason Cromer is an advocate with Cycle Vancouver. He was at the council meeting Monday night and reached out to BikePortland to share his takeaways. He said the vibe in the room was “tense” but that a massive showing against the initiative petition told the story. Of the 57 people who testified on the issue, Cromer estimated about 45 of them spoke against the change in city code that petitioners seek. That huge majority that showed up spoke out in favor bike lanes, transit, safety, and “transportation freedom,” Cromer shared. “Those folks came from varying backgrounds, ages, and ethnicities. Meanwhile, the few that spoke in favor of the initiative made no effort to speak about safety, or transportation freedom, but focused purely on why a lane removal would add a few seconds to their commute.”
Justin Wood, a lead petitioner and representative of Save Vancouver Streets, the grassroots group that pushed the initiative, told BikePortland they plan to move forward with a lawsuit. He said their attorney disagrees with the opinion of the City of Vancouver’s attorney and that they believe their proposal is allowable under state law.
“This was a huge success for the city, and for the people of Vancouver. Whether or not you drive, giving people the freedom to choose how they get around is instrumental for combatting traffic, poverty, and safety issues.”
– Jason Cromer, Cycle Vancouver
“We are planning to move forward [with a lawsuit against the city] in large part to honor the work that the people did to collect the signatures.” Wood said he and other Save Vancouver Streets activists are not opposed to bike lanes. “I just don’t think it is being done right,” he said. “And I don’t think the city is doing a good job engaging and educating what they are doing and the value [of what they are doing].”
While Save Vancouver Streets raises money for the upcoming legal battle, urbanists in Vancouver like Jason Cromer are relieved and buoyed by the show of support at city council. “This was a huge success for the city, and for the people of Vancouver. Whether or not you drive, giving people the freedom to choose how they get around is instrumental for combatting traffic, poverty, and safety issues.”
About Us:
Bike Clark County is a non-profit organization that creates opportunities for empowerment, education, and social change through bicycles and bicycle repair. As a nonprofit, we run a full-service bike shop and repair bicycles donated from the community, and redistribute them through our charitable programs and affordable bike sales. Join us and contribute to a fun, friendly, and welcoming environment for all customers and staff.
General Position Summary
This position is a technical role within the BCC Bike Shop and works to meet service goals and standards. A Bike Mechanic is responsible for conducting mechanical service, including customer bicycle repair, bike refurbishment, and fleet maintenance. This position primarily operates within the Bike Shop location.
As a member of the Bike Shop Staff, Mechanics are also expected to provide support for shop-based programming, including the supporting Community Bench and Volunteer Night. Additionally, Staff in all positions at the Bike Shop may also be responsible for providing support to other off-site programs and events, as needed.
Position Title: Bike Mechanic
Reports To: Service Lead
Position Type: Full-Time / Part-Time
Hours: 32-40 hours per week
Compensation: $19-25 per hour, DOE
Benefits: Annual cost-of-living wage increases, paid vacation (1 week per year), Health Care Stipend ($100 per month), access to industry discounts
Schedule: Regular Shop Hours (Wed-Sat) & Workshop Day (optional)
Location: BCC Bike Shop – 1604 Main Street Vancouver, WA 98660
Position Responsibilities:
Service Workspace
• Thoroughly complete work orders for repairs, assemblies, refurbishments, safety checks and accessory installs for many types of bicycles;
• Complete work in a timely manner to normal industry specifications and high-quality standards;
• Ensure the safe operation of all bikes serviced by BCC;
• Assist in service intake and customer correspondence for related service needs;
• Assist other BCC Staff and customers with technical questions and recommendations;
• Maintain a clean and organized space for Staff and customers;
Retail
• Work in the retail space to provide consultation with customers on new and used bicycles, components and accessories
• Be able to provide education to customers on how to properly maintain their bikes.
• Assess mechanical integrity of used inventory & assist in maintaining organization
• Notify a Shop Lead of service items needing restocking
• Add service items to weekly ordering lists, including special orders, when needed
• Regularly communicate needs for service operations, used parts and bikes to the Shop Leadership Team
How to Apply
Send your resume, and cover letter:
<apply@bikeclarkcounty.org>
Include the following items in the email:
Email Subject Line: “Last Name, First Name – Bike Shop Lead: Service”
Resume (name the file as follows: “Last Name, First Name – Resume”)
Cover Letter (name the file as follows: “Last Name, First Name – Cover Letter”)
An All Bodies on Bikes group ride in 2022. (Photo: All Bodies on Bikes)
When we talk about building a more inclusive cycling community here in Portland, some folks might think only of race and/or gender. But there’s another tendency in the cycling world that makes lots of folks feel left out: an industry-wide focus on thin bodies. It’s true: the cycling world has a body image problem.
That’s not surprising given that the cycling industry revolves mostly around elite racing, and those who compete and train at the highest levels shed ounces from their bodies with as much fervor as weekend warriors shed ounces from their bikes. It’s also not surprising that there’s a growing pushback led by a nonprofit organization founded in 2021 called “All Bodies on Bikes.”
Almost four years since that group launched with a popular video (that happened to be filmed in Oregon), Portland will finally get a local chapter of its own. All Bodies on Bikes Portland is lead by Colt Seidman, someone who’s own experience with the group speaks to its positive impact.
Seidman told BikePortland they first heard about All Bodies on Bikes a few years ago while recovering from a bike injury. “As a disabled, neurodivergent bicyclist, All Bodies On Bikes helped me feel less alone.” The All Bodies on Bikes community opened a world to Seidman that inspired her to take better care of her body and to become a better cyclist. “As a plus-size queer woman, I really felt a connection with All Bodies On Bikes (ABOB) and wanted to bring this special space to Portland, with some help of some community members.”
ABOB co-founder and Oregonian Kailey Kornhauser and board member Brian Benavente are helping Seidman with the launch. To help kick things off, they’ll host a film screening and group ride on February 9th (location TBD).
For now, roll over to Bike Happy Hour this week (Wednesday, 1/8 from 3:00 to 6:00 pm at Migration Brewing on N Williams Ave) to meet Seidman and learn more about what’s in store. And follow @ABOBPortlandOR on Instagram for updates.
Please nominate comments by replying with “comment of the week” or “COTW” so I can more easily find them via search. Thank you.
This week’s COTW is about the benefits of bicycling that aren’t always front-and-center in debates about policy, projects, and politics — and why those benefits don’t change depending on geography and shouldn’t succumb to the whims of what “makes sense” for an elected official. Reader Lois Leveen’s initial comment touched off a lively set of responses and she followed-up with an explanation of why she believes bicycling is important and worthy of support citywide.
Perhaps my initial comment misled people into thinking that climate crisis is the only measure of public health or public good. It is not. I bike commute 18 miles roundtrip to my job. My workplace is not very easy to get to on public transit and bicycling requires a particular commitment because of our location, even for folks who live closer to our workplace. Yet my colleagues who commute by bike generally describe their commute as one of the best parts of the day. I haven’t heard that from any of those who drive to campus, even though they are the vast majority of my coworkers. Oh, and although it’s anecdotal, I’ve noticed my driving coworkers get sick a lot more than I do. So yes, we need people to understand the emotional, cognitive, psychological, and physical benefits of bicycling and walking. And the social benefits of all of those and of taking public transit. I often interact with friends/acquaintances I happen upon during my commute. I also get to interact pleasantly with strangers just by saying hello as I pass them. Transit riders can have the same social interactions (please spare me the comments about how dangerous public transit is; statistically, drivers of motor vehicles are injuring and killing and threatening way more than people on transit).
And also just a reminder, even with abundant clean energy (which we do not and likely never will have), electric cars, trucks, and SUVs would still pollute, as tires on the road cause devastating pollution and so does the manufacture of electric vehicles. And electric vehicles still injure and kill when driven recklessly; in fact, drivers’ ability to accelerate faster in electric vehicles — even when not driven aggressively — makes them deadlier in collisions. So, um, yeah sorry to disappoint everyone who went sideways in response to my initial comment but public good/public health takes many forms and government should advance rather than undermine it.
They don’t call it the “comedy of the commons”, nor the “romance of the commons”.
I chose this comment because I appreciate when someone stays engaged with a thread and doesn’t just comment-and-run. I also like how Leveen took time to expand on her point and shared her views without going negative on other road users (or readers). As for the contents of her comment, I think given that societal breakdown is the cause of many of our problems, the positive impact of non-driving modes on community (re)building is something that deserves more attention.
There have been some very lively, high-volume comment threads lately. (I’m not sure why.) But with just one moderator (hi!) these days, I am very grateful at how productive and thoughtful almost all of them are. Thanks everyone for helping make BP comments a useful platform and helpful resource.
Remember to reply with “comment of the week” or “COTW” if you want to nominate a comment this coming week.
After a solid break, I’m eager to get back into the swing of things around here. There’s a lot of work to do, so let’s get started by catching up on some of the most notable stories.
A new era: I think I speak for many city lovers when I say there’s nervous excitement as New York City’s congestion pricing program has finally gotten underway with a $9 per car fee. There are hopes that once the dust settles, charging drivers more to drive in central cities and using the money to fund driving alternatives could spread beyond Manhattan. (NPR)
Zero emissions: I loved reading about these new “zero emissions zones” in cities in The Netherlands because it made me proud that PBOT already has a similar program in place. (Zag Daily)
Cars are the new cigarettes: The deadly rampage of a large truck driver in New Orleans is just the latest thing to ramp up the campaign against “car bloat” and its risks to us all. An expert on the topic thinks the advocacy approach should mimic how we used secondhand smoke to change smoking culture. (Vox)
Two chains: Very cool to see innovation in utility bikes made for use in Africa. Instead of a derailleur, SRAM developed a two-chain, two-speed drivetrain system. Can anyone tell how a rider switches between the two chains? (Cycling Weekly)
Crime trucks: America’s crime truck problem also includes this guy in Dallas, OR who drove into a convenience store and proceeded to steal beer and cigarettes before trying to escape and then eventually came to his senses. (KOIN)
AI doesn’t see you: “It’s classic Silicon Valley hubris to assume Waymo’s ability to predict my behavior supersedes a law designed to protect me,” says a reporter who was not yielded to by a robotaxi. (Washington Post)
Happy times: A new study shows that once someone drives enough to be considered “extremely car-dependent” they also become less happy. (The Guardian)
Olympic effort: The buzz in Los Angeles is how best to manage traffic as the world descends on the car culture capital of America for the 2026 World Cup and 2028 Olympic Games. How about a massive shift toward transit and other non-driving modes like bikes and scooters? This article is a good summary of where those conversations stand. (BBC)
Yes I took some liberties with that headline, but I promise it’s accurate.
Mayor Keith Wilson (seated at bottom left) at council yesterday.
Thursday was the first ever meeting of Portland’s new, 12-member City Council. While all the eyes and headlines were on the general meeting where councilors elected their president and vice president after nine rounds of voting, I found an interesting exchange that happened in a subsequent work session to be just as notable.
First things first.
The first day on the job for the new council and Mayor Keith Wilson was fascinating. Seeing the 12 elected officials seated in an arc inside the remodeled City Hall, right under the seal of the city, made the changes to our form of government very tangible. And when Mayor Wilson finally joined the meeting as a guest — sitting in the same seats used for public and invited testimony instead of as an equal to council members — was a striking contrast to the old way of doing business.
“When you say, ‘It doesn’t make sense that we’re putting a million dollars into this bike lane,’ and it doesn’t make sense to you and your neighbors — you now have voice to bring that idea forward.”
– Keith Wilson, mayor
Council President Elana Pirtle-Guiney
Having the mayor seated below council is a symbol of this new council’s independence. During the vote for council president, there was a debate about whether or not the mayor should be able to cast a tiebreaker vote. Council ultimately sided with City Attorney Robert Taylor (and against Councilor Loretta Smith) in keeping the mayor out of it. This set a precedent going forward that the mayor’s tiebreaker is only intended for legislative issues like passing ordinances and adopting policy documents, and that council administration will remain solely in council’s hands.
And that could be an interesting precedent. Because with 12 members of council, we could be in for a lot of tie votes. Yesterday’s 6-6 deadlock was first between Councilor Candace Avalos (D1) and Councilor Olivia Clark (D4). This gave us our first view of what could be future blocs of progressive (for Avalos) and more centrist/moderate council members (for Clark). Then after several 6-6 votes, Councilor Elana Pirtle-Guiney (D2) was thrown into them mix and she eventually earned all the Clark votes. New candidate, same tie. The deadlock was only broken when Councilor Mitch Green (D4) switched his vote from Avalos to Pirtle-Guiney. It was a big surprise, given Green’s progressive credentials (he’s backed by the Democratic Socialists of America) and the fact that he’s the one who initially nominated Avalos for the post. (For a blow-by-blow recap of the vote and meeting, with quotes from Green and other councilors, browse my thread on Bluesky.)
From what I’ve gathered, Pirtle-Guiney is well-liked by folks on all ends of the political spectrum and is seen as a compromise between Avalos and Clark (Clark herself referred to Pirtle-Guiney as a “potential compromise” in my interview with her before the holiday break). Pirtle-Guiney is a political insider with deep roots in the labor movement and was a top aide to former Oregon Governor Kate Brown. Pirtle-Guiney will have former schoolteacher Councilor Tiffany Koyama Lane (D3) by her side as council vice president (Koyama Lane won as the sole nominee with a unanimous vote). These are new roles in Portland city government, so their impact and influence are still unknown.
While there was plenty to glean about councilors’ comments and actions at that marathon first meeting, I want to share a notable exchange from a work session with Mayor Keith Wilson held just after it.
Councilor Eric Zimmerman
Mayor Keith Wilson
The work session was ostensibly a chance for Wilson to update council on his work to set up winter shelters for people who live on the streets. But it was also a chance for the 12 councilors to address him publicly as members of city council for the first time. District 4 (westside and Sellwood) Councilor Eric Zimmerman used the opportunity to plant a flag in the mayor’s mind about local control. Or put another way, protecting his turf (district) from city agencies. Zimmerman made it clear he wants a district perspective on all decisions and I’m sharing this here today because he specifically mentioned implementation of “pedestrian type plazas” and “certain lanes or traffic changes.”
And what made this exchange even more interesting to me is how Mayor Wilson responded.
Zimmerman said he wants district leaders to have sway over how city projects and plans are implemented “on the ground.” “I am not so interested in park development happening in exactly the same in every single neighborhood, or how public plazas happen across the city. I think each geographic area has a say in what works, what their needs are, what they’re interested in,” he said. “And that won’t happen unless we force the issue from a leadership standpoint, that the bureaus understand that there is a district perspective, and there are great things that have worked in in my district that have not worked in others, and vice versa.”
Then to flesh out his point, Zimmerman mentioned specifically, “some public plazas or pedestrian type plazas in downtown,” and “certain lanes or traffic changes.” He made it clear he sees his role as councilor to “being able to move and change those slightly.” “We want to hear from the [city] bureau, but we also want to make sure it makes sense specifically for that area.”
“My constituents and I personally feel that too much has been one-size-fits-all in the City of Portland for a generation… and my support will be much easier to get for everything we do if I know that there’s a lens for the district perspective on everything we do.”
Note that Zimmerman also talked about how he’s committed to partnering on this approach with council members from District 1 (east).
I’ll try to learn more about what projects and/or policies inspired these comments from Zimmerman. But it sounded relatively clear to me he’s thinking specifically about the Portland Bureau of Transportation (PBOT) and his remarks came from a sense of concern that some types of road designs and lane configurations that are used in the central city and inner neighborhoods, might not make sense in further-out places. Was he thinking about road diets in east Portland and bus priority lanes in southwest? Will Zimmerman carry the voices we’ve heard from some Portlanders who oppose projects that make major changes to how lanes and public right-of-way are used?
What further raised my eyebrows was Mayor Wilson’s response. Even though Zimmerman said nothing about bicycles, that’s what Wilson heard.
“To your last point about having perhaps a bike boulevard in a community,” Wilson replied. “When you say, ‘It doesn’t make sense that we’re putting a million dollars into this bike lane,’ and it doesn’t make sense to you and your neighbors — you now have voice to bring that idea forward. And what I commit to every one of you is: if it makes sense, if we think slow, look at the data, talk to the neighbors, find out different best practices, we stop, we pivot, and we act fast upon a change. That’s one thing I’m really looking forward to.”
It’s fascinating to me how Wilson heard concerns about plazas and “certain lanes or traffic changes” and his mind immediately went to being opposed to a bike boulevard.
If that’s what Zimmerman was thinking about, how will he represent voices from his district to lobby for changes to PBOT projects? Will council members from different districts align together to push for big changes in transportation? If so, will they push us forward or backward?
With just one meeting under our belts, it’s hard to know. But consider me intrigued.
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