Great Ride of Return participants on NE Ainsworth St. (Photos: Jonathan Maus/BikePortland)
Portlanders came together on Sunday to ride in solidarity with a cycling team based 7,000 miles away. The Great Ride of Return was organized by Palestinian liberation activists and the new Revolutionary Bicycle Club as part of a global gathering in support of the Gaza Sunbirds Cycling Team.
The Gaza Sunbirds are a para-cycling team that began in 2020 to raise awareness for Palestinians with special needs and to foster a competitive spirit among athletes with disabilities. When Israel attacked Palestine in response to an invasion by Hamas in October 2023, the Sunbirds were thrust into the global spotlight.
A few riders donned Gaza Sunbirds jerseys and jackets on Sunday as about 70 people gathered at Peninsula Park in north Portland before the ride. They shared commemorative spoke cards and heard a few speakers before rolling out. I spoke to one man named Perry as he readied the speaker pulled behind his bike in a cargo trailer.
“I’m here to support the Palestinian people. I think we need to do what we can as humanity to come together and fight for these inhumane practices that are going on,” Perry said. Asked about what cycling had to do with the event, he added, “Pedal power is it’s just the most efficient way of mobilizing, and we don’t have to rely on fossil fuels. Fossil fuels are funding this genocide. They’re directly connected with fueling these tanks and aircraft carriers.”
Joel F. was going around and lubing bicycle chains for free. “This is one of the more critical concerns that the world has right now,” he shared with me. “It really is a genocide happening in Palestine and in other parts of the world as well as Sudan and Congo — and we can’t let that happen on our watch, not without being out here and saying, ‘This is not right.'”
I asked a woman who had a “Ceasefire Now” sign on her bike what the Gaza Sunbirds mean to her. “They represent resilience and resistance and riding, enjoyment, and life.”
Another man, who was one of many folks wearing a keffiyeh traditional Arabic headdress, said the Gaza Sunbirds’ resilience, “Is what’s best of humanity.” “And I just love anyone that is willing to get out in the rain and ride and have a common purpose for a better world,” he added.
Right before the group got on their bikes and pedaled out of the park for a short loop around the Piedmont and Arbor Lodge neighborhoods, a speaker encouraged the crowd to fight back against fascism, “before it comes for all of us.” After mentioning the disappearance of Mahmoud Kahlil by the Trump administration, she added, “We all have to fight back and speak up against that every day.”
During the ride, the large group took over the road amid intermittent chants of “Free, free Palestine!” and honks and waves of approval from passersby.
The Revolutionary Bicycle Club plans to support another event this week: On Thursday they’ll bring cyclists and bike-based support to Make Some Noise, a protest against Society Hotel owner Jessie Burke that will be held in Old Town.
Listen to an audio report from the ride and view a full gallery of images below.
Welcome to the week. Here are the most notable news items our community has come across in the past seven days…
Anti-car streets are popular: The people of Paris just voted to pedestrianize 500 more streets in an effort to reduce driving in the city. It’s almost as if, when your government goes big on lefty policies and then proves they can implement them, it’s actually good politics. Imagine that! (Reuters)
Steel is real (expensive): Bike chains are one of the few bike-related products that have been impacted by Trump’s 25% U.S. tariff on steel and aluminum. Meanwhile, the industry is scrambling to understand which products will be impacted. (Bicycle Retailer)
Teen drivers arrested for murder: Video footage (not shown at link) from inside a car driven by a 13-year old revealed that the young boys purposely rammed into a cyclist and killed him. (ABC News)
Golden Age of family biking: Another mainstream journalist has had their life so altered by the use of an e-bike they were moved to write a story about it. In this case, the author shares how an e-bike has become a cherished family vehicle. (The Atlantic)
Big time bike racing stateside: Such great news to hear that a company has stepped up to host the Tour of Colorado in 2026, bringing a major stage race back to American soil. (Cycling Weekly)
Distracted cop: A police officer in Vermont faces felony charges after his body camera captured footage of him watching a YouTube video on his in-car monitor at the same time he hit and killed a cyclist. (Burlington Free Press)
Oregon and e-bikes: A new electric bike bill being discussed down in Salem would define micromobility devices and lower the age for legal riding from 16 to 12. (The Oregonian)
The ‘Couv goes big?: If the Vancouver City Council got its way, they’d annex the entire, 56 square-mile urban growth area and become the second largest city in Washington overnight. (The Columbian)
Tesla terrorism: A Florida man intentionally drove his car into a crowd of protestors at a Tesla dealership, causing several injuries. Not surprising given that the Trump administration is calling the peaceful protests “domestic terrorism”. (WPTV)
Motonormativity and how to influence people: Fascinating new research into why some people have normalized use of automobiles to such an extent that it impacts how they think about other types of mobility gives us clues on how to change their minds. (Science Direct)
The Portland Bureau of Transportation will reduce the space for driving in order to lower speeds through a notorious corner in the Sullivan’s Gulch neighborhood.
The turn from eastbound NE Weidler to northbound NE 24th has been the scene of numerous car-into-house collisions over the years, so much so that local news outlets say it’s been named the “car crash house.” In late December, another car driver missed the turn and slammed into the house while also breaking a gas line. The collision started a huge fire and the resulting news coverage ratcheted up pressure on the City of Portland to do something about it.
At a meeting of the Sullivan’s Gulch Neighborhood Association on Monday, PBOT said they’ll seize the opportunity of an upcoming repaving project to redesign the street. The idea is to slow drivers down enough so if they miss the turn their cars won’t jump the curb. And if drivers continue to be so bad at operating their vehicles, they’ll slam into newly installed boulders.
Slides from PBOT presentation.
According to a presentation shared at the meeting, the plan is to reduce NE Weidler from two lanes to one lane as it approaches the turn. To further narrow the driving space (a proven way to reduce speeds) PBOT will also add parking on one side of the street and widen the protected bike lane through the turn. PBOT will also lower the speed limit from 30 to 25 mph and install a speed reader board that will encourage drivers to go 15 mph around the curves. A new marked crosswalk will be installed on the western corners of NE Weidler and 24th. PBOT will also add several new marked crosswalks, curb extensions, and a buffer to the existing bike lane on NE Weidler between NE 15th and 24th.
And if all else fails, large boulders placed in front of the house at the end of NE Weidler street should prevent anyone from leaving the roadway.
Lack of sidewalks has been a big issue in southwest Portland for years. (Photo: Jonathan Maus/BikePortland)
New details have emerged this morning of a nascent infrastructure funding effort that aims to quench the thirst for sidewalks in east and southwest Portland.
As I shared Thursday, District 4 Councilor Mitch Green and District 1 Councilor Loretta Smith have seized on a shared interest in transportation infrastructure funding reform and a desire to deliver popular investments to create a new way to get more sidewalks built. They call it the “Sidewalk Improvement and Pavement Program” or SIPP. We’ve learned more details about the policy package in documents filed to the City Council T & I Committee website and comments made by Green on social media this morning.
According to Green, he and Smith have already solicited recommendations from Portland Bureau of Transportation staff. “From PBOT’s recommendations to Councilor Smith and me, we are considering a range of treatments in areas with constraints or opportunities where pedestrian facilities other than sidewalks are better for the context,” Green shared on Bluesky this morning in response to a post by BikePortland. “We’re generating input for this emerging policy concept for going bigger on sidewalks and paths and how we’re funding it. Potholes are included too.”
More details on the SIPP can be found in the draft resolution language posted to the T & I Committee agenda. The draft language gives us our first clues about how councilors will frame the program and what new revenue will be focused on. The SIPP, “aims to address sidewalk and pavement deficiencies, create safer pedestrian facilities, and improve roadway conditions.” Why will it focus on districts 1 and 4 only? “Of all streets lacking proper sidewalks or pedestrian access, over half of those streets are located in East Portland and Southwest Portland,” reads the draft resolution. :”Prioritizing investments in Districts 1 and 4 will ensure more equitable access to vital pedestrian pathways, enhanced climate resilience, and increased safer road conditions for all residents.”
An impact statement section of the resolution states that, “The City has deferred maintenance on our streets and sidewalks for many years – and far too long… While Portland’s central core benefits from walkable neighborhoods with good sidewalks, most streets in Districts 1 and 4 lack sidewalks entirely.”
As has already been reported by Willamette Week, funding for the SIPP could come from a variety of sources including: issuing bonds and allocating funds allocated to PBOT for sidewalk construction and improvements; federal funding from the Safe Streets for All (SS4A) program; funding from the Oregon Department of Transportation (ODOT); and funding from the Portland Clean Energy Community Benefits Fund (PCEF).
This slide will be part of a PBOT presentation to the T & I Committee on Monday. (Source: PBOT)
The resolution also lists anticipated benefits of the program. Beyond the usual like safety and environmental benefits, the councilors say new and improved sidewalks could be an engine for economic growth, job creation, and “opportunities to demonstrate the use and effectiveness of new and emerging green technologies and sustainable materials in transportation networks such as solar sidewalks and green cement.”
It’s an ambitious effort from two new councilors who say it, “will establish a system-wide effort that could serve as a model for similar construction and renovation projects across the City of Portland.”
If passed by the full council, the resolution would direct PBOT to explore the “full suite” of funding options and initiate a public engagement process that would result in a four-year project list complete with an implementation schedule and budget. In addition to the SIPP policy package, councilors Smith and Green want to pass a separate ordinance that would develop, “a jobs pipeline connecting existing internship, apprenticeship, and other training and education programs to good jobs that SIPP will create.”
A price tag for the program isn’t included in the draft resolution, but I’ve been told a starting point would be $100 million. How many miles of sidewalks that could create depends on many factors — from topography to permitting. The resolution does include a timeline: it’s expected to take about four years before it’s fully baked and sidewalks are ready to be built.
Stay tuned for Monday’s T & I Committee meeting where the SIPP will get its first hearing. You can read the resolution and submit written testimony here.
Portlanders ride over the Hawthorne Bridge viaduct on November 1st, 2024. (Photo: Jonathan Maus/BikePortland)
Cover of 2024 PBOT Bike Count Report
The bad news about the latest city bike counts is that the number of people cycling in Portland didn’t make a big jump in 2024. The good news is that it didn’t go down. Not only that, but we are in a phase the City of Portland has officially dubbed “a new beginning” as ridership numbers continue to rebound after pandemic doldrums.
According the annual bike count report from the Portland Bureau of Transportation, cycling “remained steady” in 2024. Portland has done annual, manual bike counts for over 30 years, longer than any other American city. Between June and September of last year, 170 volunteers equipped with clipboards and pens fanned out to 318 locations across the city. They tallied every person who came by that was on a bicycle or some sort of micromobility vehicle (like a scooter, one-wheel, and so on).
Across 258 locations counted in both 2023 and 2024, there was an average, citywide increase in riders of just 0.9% over last year — 27,923 cyclists and 28,164 cyclists respectively. For perspective, across 119 sites that were counted in both 2016 and 2024, the number of people biking is down by about 40%.
(Charts from the report)
The city split the count locations into eight distinct sectors (see map below). Of those districts, three tallied an increase and five had a decrease. East and North saw the biggest jump in ridership (relative to 2023) at 4.9%. Southwest meanwhile, saw 3.1% fewer riders than last year.
After nearly two decades of steady and strong growth in cycling between the early 1990s and 2015, Portland’s bike use has stymied in the past decade. To help describe what’s going on, PBOT has released a new narrative explanation. Here’s an excerpt from the count report:
Through our analysis of the data, the story of bicycling in Portland over the past 20 years can be told in four parts.
The surge (pre-2016): Bicycle use steadily increased from the early 1990s. Portland set a national record for bicycle modeshare in a large city (population greater than 300,000) with 7.2% of people biking to work in 2014. The number of people bicycle commuting peaked in 2015 at 23,432 even though the mode split slipped slightly to 7% due to population growth.
The ebb (2016–2019): Commuting by bike began a slow decline in both percent of trips and number of commuters after 2015 even as the city’s population grew.
The pandemic (2020–2022): Biking, like all forms of transportation, decreased dramatically during the pandemic.
A new beginning (2023–2024): Similar to other cities, the number of people biking has ticked up from pandemic-era lows and is holding steady as Portland continues its post-pandemic recovery.
The methodology of this count is open to critique, but PBOT would say the value is in its consistency over time. Similar to the quibbles cycling advocates have had with the U.S. Census bike commute mode share number, those concerns are balanced against the fact that the data offers a consistent view over a long time period.
On that note, PBOT gleans their numbers by counting each of the 318 different locations once between June 4th and September 26th (prime cycling season in Portland). The counts are done mid-week and volunteers count for a two-hour period during what PBOT says is the peak cycling hours of 4:00 to 6:00 pm or 7:00 to 9:00 am. (Given the vast increase in people working-from-home since the pandemic in 2020, you can see how this type of count would be impacted.)
PBOT then takes those two-hour counts and (“using a standard traffic engineering rubric”) makes an assumption that they account for about 20% of all daily bicycle trips at each location. That estimate is then considered to represent a full weekday count for each site.
In 2023, the first time PBOT volunteers made a separate tally for electric bikes, they counted 17% of people using bikes with motors. In 2024 that number dwindled to 9%. However, PBOT says the e-bike number is likely a significant undercount, “because newer e-bikes are increasingly designed with features that make them look similar to non-electric models.”
When you add e-bikes to other types of micromobility vehicles like e-scooters, one-wheels, and electric skateboards, that category made up 14% of all trips counted in 2024.
PBOT’s count report also includes insights on the shared bike and scooter programs known as Biketown, which currently consists of 2,350 e-bikes and 3,500 e-scooters citywide. Ridership on both modes has rebounded well since the pandemic in 2020, but PBOT reports a trouble decline in Biketown ridership, which saw a 15% decrease in 2023.
PBOT says the decline in Biketown e-bike ridership is likely due to a number of factors (riders have complained about poorly maintained bikes, and the system service area has expanded without a commensurate increase in bikes), but that the bulk of the decrease is due to changes in their Biketown for All program for low-income riders. As I reported in May, PBOT scaled back the program to cut costs. The city adjusted the program’s eligibility requirements and switched from providing unlimited, free 60-minute trips to providing a $10 credit per month with rides billed at five cents per minute. “The change was made in response to rising costs that threatened the financial stability of the program, which had grown from 169 users in 2020 to 4,270 when the change was implemented,” PBOT writes in the report. Likely as a result of those changes, PBOT has seen Biketown for All use decrease by 21% in 2024.
Despite the relatively flat ridership numbers, PBOT says their are reasons for optimism going forward. In the conclusion of the report, they say the city’s bike network is “more robust and far reaching than it was a decade ago when Portland was setting national records for biking” (but is that enough to counterbalance the rise in drivers and associated erosion of street safety?). PBOT also points to more automated enforcement, major new bike lane maintenance investments, and a new form of city leadership that, “promises fresh ideas and more collaborative city operations,” as reasons for a brighter bicycling future.
The report ends with a bit of editorializing and a call to action:
“Portland can be a world-class bicycle city, but only if we’re committed to making it that way. Prevailing U.S. policy, funding mechanisms, and culture favors less travel choice, more car dependence, rising vehicle traffic, and more traffic fatalities. These outcomes are not flukes; they’re consequences. But Portland is making different choices. We can change for the better. And change is necessary for a brighter, more bikeable future.”
Portland city councilors Mitch Green and Loretta Smith have found common cause on a notoriously tricky transportation funding issue: sidewalks.
As you might have already read in the Willamette Week, the two councilors who represent districts one (east Portland) and four (southwest Portland) respectively want to get their constituents out of the mud and onto sidewalks. They’re looking at a variety of funding sources, including Portland Clean Energy Community Benefits Fund (PCEF) grants, federal grants and bonds.
According to Councilor Green’s Chief of Staff Maria Sipin, the two councilors began working together earlier this month following the release of the city administrator’s draft budget recommendations, which included steep cuts for the transportation bureau. Given how difficult it is to fill sidewalk gaps, and how popular they are with voters, Sipin said in a phone call today that, “an appetite had been growing around sidewalks” among city councilors, “especially for district one and district four.”
While details about funding sources are still being worked out, Sipin said Councilor Green is focused on restructuring the city’s debt and using Portland’s bonding authority. “We’re trying to figure out how we can get sidewalks without using PCEF funds specifically,” Sipin said. The use of PCEF funds is a hot topic in City Hall right now, with different camps forming around whether or not the climate change-focused, voter-approved tax on big businesses is an appropriate way to fill the city’s budget holes. It’s notable that the fund already awarded $20.6 million for sidewalks in east Portland last year.
Why sidewalks? Sipin said Councilor Green and Councilor Smith share a deep interest in government accountability and transparency and in finding resources to invest in the things their constituents care about. “And in the Venn diagram of their world, that thing is sidewalks.”
Sipin continued:
“For the good of the people, we’re really trying to figure out, how do we build something as essential and popular as sidewalks? What kind of vision do we have to do that? What tools do we have, especially with the federal government, and lots of funding opportunities that we have relied on over the years at the state as well? What can the city do independently? Do we have the resources? And I think that’s where the bonds idea really emerged from.”
Councilor Green, an economist by training, feels like the City of Portland has been too conservative with its use of bonds in the past and he sees potential in that avenue of funding.
As to which sidewalks would be prioritized? Sipin, a former planner at the Oregon Department of Transportation, said her office would lean on existing city plans and recent public processes that have already identified which sidewalks should be built. “I know there are lists. So there are places to start.”
A program funding total of $100 million has been set as a starting point for conversations. We can expect a draft resolution to be on the agenda of this Monday’s Transportation and Infrastructure Committee meeting (of which both Smith and Green are members of).
In related news, The Oregonian reported today that Portland Mayor Keith Wilson has already begun exploring a street utility fee as a major new source of revenue for transportation.
Velotech, Inc. is a locally owned business that has operated in Portland since 2002. Velotech is the parent company of BikeTiresDirect, Western Bikeworks, and Trisports.
We are always hiring! We have flexible schedules that accommodate multiple needs. We are currently looking for full time, and part time staff. We love to promote from within, so if you are looking to get your foot in the door, this could be a great entry point.
This position is responsible for picking, packing and shipping customer orders. Qualified Shipping Specialists also execute product put-away, clean their work area, execute physical counts, and available for general physical and/or minor administrative labor.
Starting rate is $17.75 per hour.
ESSENTIAL FUNCTIONS INCLUDE BUT ARE NOT LIMITED TO: Pick incoming web orders and warehouse pick up orders. Pack and ship orders according to supervisor’s guidelines. Maintain accurate inventory through regular cycle counting. Assist receiving department with put away of new items. Maintain a clean and organized workspace. Assist with any projects, or assist in other departments as instructed by supervisor. Perform all duties in a safe manner and report all safety concerns immediately to supervisor.
MINIMUM JOB REQUIREMENTS: Wear closed toe shoes at all times in warehouse. Be able to lift 25 lb above your head without assistance. Stand for long periods of time. Be able to lift 50 lb without assistance.
KNOWLEDGE, SKILLS, & ABILITIES: Excellent communication and organizational skills. Solid knowledge of cycling products. Ability to work in a high volume, fast-paced environment. Ability to work independently or with others to manage multiple task with minimal supervision.
BENEFITS: Generous Employee Discounts Flexible Schedules Medical/Dental/Vision for all full & regular part-time employees Paid Time Off – up to 15 days your first year Quarterly ‘Get Outside’ days
PHYSICAL/MENTAL DEMANDS: The physical demands described here are representative of those that must be met by an employee to successfully perform the essential functions of this job. Reasonable accommodations may be made to enable individuals with disabilities to perform the essential functions. While performing the duties of this position, the employee is regularly required to talk or hear. The employee frequently is required to use hands or finger, handle, or feel objects, tools or controls.
While performing the duties of this job, the employee is regularly required to stand; walk, reach with hands and arms, stoop, kneel, crouch and sit for extended periods of time.
The employee must occasionally lift and/or move up to 50 pounds. Specific vision abilities required by this position include close vision, distance vision, color vision, peripheral vision, and the ability to adjust focus. The noise level in the work environment is usually moderate.
This description is intended to provide only the basic guidelines for meeting job requirements. Responsibilities, knowledge, skills, ability and working conditions may change as needs evolve.
Velotech is an Equal Opportunity employer.
How to Apply
If interested, please click on the link below to apply (or copy and paste into a browser). You can also find us on biketiresdirect.com careers page. Job link here
Washington County Bicycle Transportation Coalition (dba WashCo Bikes)
Job Description
Now Hiring: Summer Bike Camp Instructors!
Love biking? Enjoy working with kids? Spend your summer outdoors, leading young riders on fun, adventure-filled days at Saddle Up Summer Bike Camp!
About the Camp
Saddle Up blends traditional summer camp activities—arts, sports, swimming, and more—with the excitement of biking. Campers ride to parks, pools, and local programs while learning bike safety, group riding skills, and independence on two wheels. This is not a racing or off-road camp—just fun, community-based rides on streets and trails.
Job Details
Position: Bike Camp Instructor (Seasonal)
Schedule: Monday–Friday, 8:30 AM – 3:30 PM
Locations & Dates:
June 23-27 – Forest Grove
July 7-11 – Forest Grove
July 14-18 – Hillsboro
July 21-25 – Tigard
July 28-Aug 1 – TBA
Aug 4-8 – Beaverton
Aug 11-15 – Hillsboro
Aug 18-22 – Hillsboro
Who We’re Looking For
✅ Confident, experienced cyclists comfortable riding in a group
✅ Energetic, outgoing individuals who enjoy working with kids
✅ Responsible leaders who can balance fun, safety, and education
What You’ll Do
Lead campers on daily bike rides to local destinations
Teach bike safety, group riding skills, and cycling confidence
Facilitate fun activities at parks, pools, and community centers
Ensure a positive, inclusive, and safe experience for all campers
Why Join Us?
Competitive Pay – Compensation based on experience
Training Provided – Includes Smart Cycling certification and pre-camp prep
Flexible Summer Work – Commit to two or more full camp weeks
Equipment Available – We can provide a bike and gear if needed
Join us for a summer of adventure, fresh air, and two-wheeled fun! Apply today!
Looking south at the ancient landslide with the Historic Columbia River Highway on the left. (Photo: ODOT)
(Source: ODOT)
Soil instability has closed a portion of the Historic Columbia River Highway (Hwy 30) that’s popular for cycling on. During last week’s rainstorms, the Oregon Department of Transportation issued a notice that a section of the highway that sits on a well-known landslide had shifted. The location is just east of the Larch Mountain Road turnoff and before you begin the descent down to Vista House.
The road has been closed since last Wednesday (March 12th) evening due to “roadway settling”. According to ODOT this part of the highway sits in an ancient landslide and has been prone to cracking over the past decade. Below is a fun bit of history for those who know the spot (it’s pretty unforgettable given the views and general beauty of the surroundings):
The original design for the highway at this location was a viaduct, or a bridge over land, though the structure could not accommodate the continuous movement of the landslide, and the viaduct was removed in the 1960s when ODOT built the current alignment. In 1983, and then again in 2007, ODOT constructed a retaining wall to support the Historic Highway. Continued ground movement, sometimes up to 12 inches in a year has required annual re-paving and reassessment.
View of closed section from the top.
What’s not so fun is that, “This month, geotechnical engineers noted that the settling has accelerated, and additional structural issues downslope have caused safety concerns,” ODOT said in a statement. As a result the road is closed between the Larch Mountain Road split and Vista House. That means a key connection to rides in the Gorge is no longer available. Car drivers can use I-84 as a detour option, but that’s not really feasible for bike riders due to safety concerns.
And no, unlike we’ve seen Multnomah County do with similar closures, this is a full closure and bicycle riders are not allowed to skirt through. According to ODOT spokesperson Ryan McCrary, who I contacted today for an update, a geotechnical team has been onsite surveying the area to figure out what it will take to make needed repairs. Currently there is no timetable for reopening.
“We hope to be able to reopen once the survey is complete,” McCrary said. “A more comprehensive repair effort will get underway when the weather improves, likely late spring early summer.” McCrary added that any future closures will continue to apply to all users, so don’t even think about rolling past the barricades. Stay tuned for updates once it’s reopened.
Aerial view of intersection where Roger Lee was killed on March 9th. Inset: Robert Lee (Photo courtesy Trail Blazers Booster Club)
When 86-year-old Portlander Roger Lee was hit and killed by a motorcycle rider while trying to walk across Southeast Powell Blvd just after 9:00 pm on March 9th, his death was a tragedy. And for neighbors who knew Lee and have pushed for safety improvements in this area for many years, it struck a very raw nerve.
Members of the South Tabor Neighborhood Association (STNA) say Lee’s death didn’t have to happen and that festering dangers on SE Powell (Oregon Highway 26) made it much more likely. “State and local agencies know this stretch of Powell is unsafe—they’ve known for years,” said Juan Cummings, chair of the STNA, in a statement. “Our tax dollars were allocated for pedestrian safety here, yet people keep dying—and no one is treating it like the emergency it is.”
Cummings points to $2 million in state transportation funds TriMet was awarded in 2016 for enhanced pedestrian crossings on Powell and Division. Yet work on the “Powell-Division Safety and Access to Transit Project” is only now scheduled to start this spring, six years after the initial target completion date.
Portland Police say Lee was crossing Powell at SE 67th when he was struck and killed. The STNA says Lee was on his way home from a Portland Trail Blazers game and had just gotten off the TriMet Line 9 bus. As Lee stepped off the bus and went to cross SE 67th, security footage shows a motorcycle rider accelerating just second before the collision.
“This dangerous, un-signalized crossing sits at the heart of a busy community hub, with a grocery store, restaurants, and a dispensary drawing foot traffic,” reads a statement by the neighborhood. “With bus stops on both sides and a parking lot to the south, pedestrians are forced to cross Powell, a five-lane highway, with no marked crosswalks or safety measures.”
The STNA has teamed up with the Foster-Powell Neighborhood Association to demand “immediate action” from TriMet, the Oregon Department of Transportation, and the Portland Bureau of Transportation. They want some type of intervention on the street that will slow traffic and protect people crossing Powell between SE 52nd and 82nd, “before another life is lost.”
BikePortland covered this project in 2022 with a story that highlighted fears from neighbors who raised similar alarms to Cummings and others. Excuses for the delays reported back then were that all 11 planned crossing upgrades had to get approval before any of them could begin construction. The project includes the crossing at SE 79th, where advocates have raised concerns about the design approved by ODOT.
People who live along Powell say they are frustrated and disappointed by the delays. They say local families with students at nearby schools are forced to navigate a highway just to get to class.
At the STNA meeting on March 20th, advocates will outline next steps to garner attention for their concerns. Foster-Powell NA will discuss the issue at their April 14th meeting. There are also plans to attend the TriMet board meeting on March 26th; but one resident has already done that to no avail.
“We’ve gone to TriMet’s board three times already—after multiple deaths—only to be met with delays,” said John Carr, STNA vice chair. “At the very least, the already-funded project needs to be fast-tracked. But that’s just the start. There’s no reason this stretch of Powell should still be a death trap.”
Officers from a few of the agencies involved in the enforcement collaboration. That’s PBOT Public Information Officer Dylan Rivera in white on the right.
Law enforcement agencies in our region teamed up for a special mission over the weekend. They called it the Metro Area Traffic Enforcement Collaboration (MATEC) and for the four nights between Friday and Monday (which was St. Patrick’s Day), they pulled over 1,213 people.
The partnership includes the Portland Police Bureau, Washington County PD, Oregon State Police, and about two dozen agencies altogether (including the Portland Bureau of Transportation). Across the region they wrote 730 citations, issued 925 warnings, and arrested 85 people. 58 of those were driving while impaired by drugs and/or alcohol. According to a PPB statement, most of the tickets were given for speeding violations (416 citations) and the second most common infraction was “lane misuse” (289 citations).
Officers fanned out from Lake Oswego to Gresham looking for people running afoul of their “SOLID enforcement priorities” which PPB defines as, “Speed, Occupant Safety, Lane Usage, Impaired Driving, and Distracted Driving.”
At a news conference hosted by PPB on Friday prior to the enforcement action, Officer Chase Fullington, a member of PPB’s Major Crash Team that responds to fatal and serious collisions, laid out the human toll of all this dangerous driving:
“The hardest part for me is the very end of the call-out it’s after the scene’s been imaged it’s after the evidence that’s been collected after the vehicles have been towed and after the person that died in the crash has been taken by the medical examiner it’s when I have to go to the residence where the person lived and tell their loved ones that they’re not coming home and the sad thing about it is that these crashes are entirely preventable.”
This effort underscores just how many people drive illegally and increase the danger for everyone else on the road at any given moment in neighborhoods across the region, but it’s also a reminder that at least police agencies are trying to do something about it. Beyond these special missions however, it validates my belief that we need different enforcement approaches that don’t rely on armed officers. This is very resource-intensive, risky for everyone involved, and highly inefficient given the scope of the problem. In the future I hope to see more automated cameras, traffic enforcement by non-sworn city staff, changes to the built environment, and a bigger effort to address the underlying social problems that contribute to our dangerous driving culture.
Recent BHH crowd. (Photo: Jonathan Maus/BikePortland)
Pat yourselves on the back, friends: Bike Happy Hour has survived yet another cold and dark winter! Yes we are past the darkest days and eager for summer to get here. It’s been a while since I shared anything about BHH here on the front page, so figured it was time to check in.
First: This week we’ll have (at least) two special guests: Folks from the Revolutionary Bicycle Club will join us to share what they’ve been up to, and Matt Zajack will bring one of his Traffic Monitor devices for show-and-tell.
Revolutionary Bicycle Club is pretty new on the scene, but the folks behind it (I’m not exactly sure who they are yet actually, but I have some suspicions) have organized a fair share of rides. They’ve been involved with recent rides and protests such as the Boycott Chevron ride, Tesla Takedown, and so on. They had a table at a recent mutual aid fair in northeast Portland where they handed out “This Machine Kills Fascists” bike stickers. On Sunday they’ll lead a Palestinian solidarity ride in partnership with Gaza Sunbirds. Come out and meet the folks behind this group and learn about how to get involved.
And get ready to see the future of traffic counting when you get your hands on Matt Zajack’s cool device. As I shared earlier today, his Traffic Monitor is an interesting blend of technologies and hardware that he thinks will democratize data beyond governments and put considerable power into the hands of everyday folks.
I hope you can come out tomorrow!
As per usual, I’ll be at Migration Brewing on North Williams Avenue from 3:00 to 6:00 pm. There’s an alleyway in the back and plenty of room for your bike outside the patio if you don’t want to lock up on Williams. Free snacks will come out at 4:00 and the mic opens at 5:00. Note that tomorrow we might have to move inside and/or skedaddle a bit early due to another group coming into the space. We’ll play it by ear.
Thanks for supporting Bike Happy Hour as we approach our two-year anniversary in early April!
The back patio beckons when it’s dry!Carlos, Eva and Bryant.
