4/25: Hello readers and friends. I'm still recovering from a surgery I had on 4/11, so I'm unable to attend events and do typical coverage. See this post for the latest update. I'll work as I can and I'm improving every day! Thanks for all your support 🙏. - Jonathan Maus, BikePortland Publisher and Editor
General Manager would oversee day-to-day operations of a small bike shop in Tualatin. This sales and customer service position would need basic bike mechanic experience and be familiar with electric bikes.
30 Hours a week
60k/Annual
What we believe is that we found a healthy alternative to for commuting, exercise AND recreation. We did the work to find the best and most affordable products. Then we back that product up with our customer friendly approach and great back-end service.
So we bring that excitement with us every time we meet someone new in store. Whether it’s about our products, the technology, the opportunity to save money, the environment, or just to get back onto a bike for the first time. We go the extra mile to show it right away. We want to learn about the customer right away.
Seeing is Believing
We believe the ‘TEST RIDE’ is the ultimate way to experience what an E-bike can do and how best to do that then to take it for a spin. (With every test ride we require a waiver and information sheet to be logged in for follow up) and they’re off. After a quick safety lesson and proper head gear they’re free for up to 30 min test ride.
The best way to know is to try.
How to Apply
Send CV and Cover Letter to Tualatin@mokwheelstore.com
A special Thursday edition, since I’ll be gone tomorrow (headed to Washington D.C. on an educational trip to museums and government buildings with my wife and 8th grade son).
Had such a fun chat with the wonderful Eva Frazier. Here’s a taste of what we touched on this episode:
Thanks so much for your support and for listening. Please tell a friend and contact us if you’ve got something to say or want us to explore a specific topic.
Tune in and get cozy with us in the shed. Watch or listen wherever you get your podcasts.
Temporary cones will be replaced this week. (Photos: Jonathan Maus/BikePortland)
A key section of the Naito Parkway bike lanes will finally be re-hardened after a long row of ornate, steel bollards went missing in 2023. As we’ve reported, the bike lanes adjacent to Portland Saturday Market between Ankeny and Burnside were left unprotected after the bollards vanished sometime in spring of 2023. It’s still unknown what exactly happened to dozens of bollards — some say they were stolen for scrap, others say they were simply damaged and then discarded by drivers and/or vandals.
After our story in 2023, the Portland Bureau of Transportation installed temporary orange traffic cones to help provide protection for the popular, two-way bike lanes. On Tuesday, PBOT announced that a crew of contractors will begin a project this week to install concrete curb separators to protect the bike lane. “They are expected to install about 210 feet of concrete separators along the outer edge of the two-way multi-use path, from SW Ankeny to the Burnside Bridge,” reads the PBOT statement. “The separators are intended to provide protection for people biking and walking, while requiring less maintenance than movable bollards that were previously used in this section of the path.”
Farewell lovely bollards, it was nice knowing you! (View from Burnside Bridge in May 2022)
The bollards (at right) were removable so that vendors of the Saturday Market could park in the bike lanes to load and unload their stalls. It is an annoying compromise (since it leads to people parking in the bike lane), but it allowed the Saturday Market to support the Better Naito project and be a willing partner with PBOT going forward. With the new curbs on the way, I asked PBOT if anything had changed in their agreement with the Market.
“Our agreement with them, and the loading operations will be unchanged,” said PBOT Public Information Officer Dylan Rivera. “Vendors will be able to enter Better Naito at the intersection of Ankeny or drive over the traffic separators at slow speeds to load and unload. The vast majority of the time (when vendors aren’t actively loading or unloading for the Market) people biking and walking in this segment of Better Naito will benefit from new concrete protection separating the facility from the northbound travel lane.”
PBOT expects the new concrete treatment to be much more durable than the bollard design they initially installed.
If you ride this section of Naito, expect a detour around the construction work and into the Waterfront Park path for about a week from yesterday.
UPDATE, 1/28: PBOT says this project has been postponed, “to allow time for county work on the Burnside Bridge” and that a new schedule will be shared in March.
Remember as temps continue to bite, cold weather riding tips apply: lower tire pressure, watch for black ice, don’t oversteer in turns, and don’t be shy with those layers!
Here’s our weekly menu of bike ride selections that would be worth your time…
Friday, January 24th
Oregon Moves PAC Campaign Kickoff – 6:30 pm at Tabor Space (SE) State Senator Khanh Pham and Portland City Councilor Candace Avalos are just two of the folks who will speak at this event that will look to raise money for advocacy and lobbying around the big transportation package down in Salem this session. More info here.
Saturday, January 25th
Rocky Point Dig Day – 9:30 am at Rocky Point Trails (Scappoose) Join nonprofit Northwest Trail Alliance for an invigorating and rewarding day of volunteer trial maintenance as they continue to build out the amazing trails at Rocky Point for everyone to enjoy. More info here.
I-205 Path Cleanup – 10:00 am at Flipside Bar and Carts (SE) Tired of trash on the path? This is your chance to help be part of the solution instead of just complaining about it. This event is led by SOLVE. More info here.
Vancouver Loop – 10:00 am at Vera Katz Statue (SE) The Cycle Cats will claw their way north, over the I-5 bridge and into the magical world of Vancouver before looping back over the I-205 path. It will be an adventure you won’t soon forget. More info here.
PSU Farmers Market Ride – 10:00 am at Multiple Locations (SE) This community tradition continues in winter with a wonderful group of humans who will ride together to the market on PSU campus downtown. More info here.
Sunday, January 26th
Ride for Warmth – 9:00 am at Hudson’s Bay High School (Vancouver, WA) Organized by Clark County Public Utilities District, this annual event offers a 16-mile bike ride on a signed course. $40 registration gets you an event tee and the warm feeling of knowing you are helping support a nonprofit that helps low-income families pay energy bills. More info here.
Cycle Sundays Ride – 11:00 at Overlook Park (N) Join Cycle Homies for a sunny ride at a moderate pace. Expect about 20-25 sunny and brisk miles with a food stop along the way. More info here.
Chill Forest Park Loop – 11:45 am at Something Cycles (E Burnside) You’ve got to experience Forest Park in the dead of winter. The views are better (fewer leaves!) and with this dry weather, the dirt should be fast and fun. Ride led by Some Sorta Sycling Squad and they say this will be a no-drop chill pace with 25 miles and about 1,300 feet elevation gain. More info here.e
— Did I miss your event? Please let me know by filling out our contact form, or just email me at maus.jonathan@gmail.com.
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.
