This article is by our resident route master and ride leader Tom Howe. See more of his fun local routes here.
We know how Portland loves its crows… and soon there’s going to be an animated movie about them called Wildwood. What does all this have to do with bicycling and Portland? Well, quite a bit!
The film’s storyline takes place in Portland. In the trailer for the movie, the main character (named Prue) sets out on a rescue mission by bike, with her friend Curtis tagging along. They are determined to find her baby brother after he’s flown away by a large number of crows. Their journey takes them through the streets of Portland and deep into the mysterious Wildwood Impenetrable Forest – a fantastical landscape reminiscent of Portland’s Forest Park, with what looks like hints of inspiration from the Columbia River Gorge. Along the way, they encounter challenges beyond anything they could have imagined as they follow the trail of the crows deeper into the unknown.
As part of a wonderfully creative marketing campaign, LAIKA (the company that made the film) has once again teamed up with local artists and community sponsors, following in the tradition of the beloved Coraline’s Curious Cat Trail statues. This time, 30 larger-than-life, six-foot-tall CROW statues, each uniquely painted and crafted from steel and fiberglass, have taken wing and landed in locations across Portland.
While there is a free paper map (or a $1.49 app) to help you track them down, finding all 30 crows by bike is its own Portland adventure with one-way streets, busy intersections, and sporadic bike paths. It takes a little planning to get from one crow to the next safely, so I’ve created five Ride with GPS routes for self-guided adventures, allowing you to explore at your own pace. I’ll also be leading several fun group rides in collaboration with BikeLoud PDX to help others come ride, explore, and discover something new!
NOTE: The crow statues will be removed from their various locations on October 30. On the weekend of October 31 to November 1, all 30 statues will be displayed together at the Darcelle XV Plaza on Harvey Milk Blvd. They will be auctioned on November 15th at Lewis & Clark College with proceeds supporting the OHSU Doernbecher Children’s Hospital.
Ride With GPS Self-Guided Routes
Wildwood – 25 Crows Downtown – visit all 25 in Downtown on this 9.6-mile route starting at OMSI and taking you back to Steel Bridge.
Or split into two parts of 13 and 12 crow sculptures each.
The remaining crows are located further out, with 3 statues in the West Hills and 2 statues in North Portland.
Wildwood – 3 Crows West Hills – a challenging route! Includes 5.7 miles riding with 800-foot elevation gain plus a 1.5 mile 500-foot elevation change hike on the well-maintained Wildwood Trail to the Bird Alliance (note: bicycles are NOT allowed on the Wildwood Trail, either riding or walking the bike). Route starts at Lincoln High School, goes to the International Rose Test Garden, and then to the Pittock Mansion before looping back to Lincoln High School in downtown Portland. The Pittock Mansion has bike racks for locking bikes if you do the trail walk.
Wildwood – 2 Crows North Portland – a 6.8-mile bidirectional route starting at the crow near the Moda Center and ending at the crow at the St. Johns Library. It mainly follows the North Greeley Multi-Use Path and Willamette Boulevard to get to St. Johns.
Group Rides (organized by BikeLoud PDX):
The downtown route has been split into two parts for Family-Friendly mileage, and will be duplicated on multiple dates:
Sunday Sept 6th 2:30pm start @ Pioneer Square – Part 2 to 12 crows, a continuation of Part 1 ending at the Steel Bridge. Ride details.
After the movie release on October 23rd, we’ll repeat it:
Sunday, October 25th 1pm @ OMSI – – Part 1 to 13 crows, ends at Pioneer Square. Ride details.
Sunday, October 25th 2:30pm @ Pioneer Square – Part 2 to 12 crows, a continuation of Part 1 ending at the Steel Bridge. Ride details.
To close out this article, I’d like to quote the question the movie trailer asks us, “How far would you go for those you love?” Putting a cyclist’s twist on it: “How far will you ride for the things you love?” …For the love of crows, the love of art, love of Portland – or simply for yourself. Sometimes the best way to discover what you love is to simply ride toward it.
This article is by Portland resident Carissa Conklin.
I have a faint memory of being a young girl learning to ride a bike in the church parking lot. Falling more than once on the uneven gravel.
With only the encouragement of my parents and older siblings, which was more like tough love, I refused to give up until I could balance on those two wheels. I remember feeling proud of the matching scrapes on my knees that proved I worked for it.
Since then, my only riding experience has come few and far between. I’ve never owned a bike of my own.
All of that changed this June when I walked into Something Cycles in Portland, Oregon on a Friday afternoon to purchase my first adult bike.
I have wanted to get a bike ever since I moved to Portland last June from the coast. I observed friends in the cycling community and was always curious about the glow that seems to permanently radiate around them.
I observed friends in the cycling community and was always curious about the glow that seems to permanently radiate around them.
My life had other plans for me, though.
That July, I started to care for my mother in Eastern Oregon during the last weeks of her life. In August of 2025, my beautiful, incredibly caring mother passed away after a very long and difficult decade-long battle with terminal cancer. I will never be able to put into words what it is like to witness the loss of my mother. I remember moments sitting on the couch with her, showing her bikes on Facebook Marketplace, and telling her that I would be getting a bike soon. It feels good to know that she was a part of the beginning stages of my bike journey.
But after her passing, the intense pain and out-of-this-world loss made it impossible to think about bikes. I decided to let myself walk all of the roads of grief that felt easiest — cheap and free dopamine — I drank tequila, I rolled joints, I avoided moving my body. It felt easier to replace my healthy habits with ones that made the pain a little less jarring.
And then came a new year. After several months of gloom, the magic of a Portland summer presented itself to me. I don’t believe it was just one thing… I think it was a lot of little things that really pushed me out of the darkness. Lying on the lawn at Irving Park and watching the trees sway in the breeze. Shooting hoops at the basketball courts. Finding a sports bar in SE with the perfect vibe. Whatever it was, I was determined to get myself a bike and experience all that Portland has to offer. To get that glow I have always envied.
I tried Facebook Marketplace. I thought since this would be my first adult bike, I might as well not spend too much money.
To be real, I have maybe ridden a bike once or twice since the age of ten. I didn’t know anything about anything. I read Reddits. I talked to friends. I stalked bike people’s Instagrams.
I was influenced by someone who said, “Facebook Marketplace is a great place for a used bike, but if you know nothing about bikes, it might not be the easiest place to start.”
Finally, one of my friends, Dave Coyne (*shoutout* co-owner of Obelisk Brewery in Astoria, Oregon), told me about Something Cycles on East Burnside, run by Nicholas Sorenson.
Giddy on my new bike day in front of Something Cycles.
When I walked into Something Cycles, I was greeted by Nick and his adorable shop dog. I told him that I knew nothing about bikes but was ready to jump in. He showed me his lineup, and I don’t know who picked who, but I decided to go with a 90s refurbished MTB. A Specialized “Hard Rock.”
I knew how cool my bike was the minute I saw her. Nick encouraged me to take her back to the parking lot and give her a ride before committing. And, quite frankly, I was shocked I even remembered how to ride.
I did one solid lap and knew she was mine. Nick kindly added a rear rack and mounted some new lights on her, and I was on my way…
I loaded her into the back of my RAV4 and took her immediately to my aunt and uncle’s to show her off. My aunt wanted to name her immediately. I told her I needed more time to get to know her before I was ready to give her a name.
There is nothing quite like the first few rides on a bike. My hands were positioned on the brake levers at all times. The solid stops at every stop sign, even when there wasn’t a car in sight. The obsession over whether my saddle was at the right height.
I can honestly say that getting into cycling has helped me on my grief journey.
I am not going to lie, the first few rides, I thought to myself, “Did I make a huge mistake in getting into this?” And then, one evening after work, I rode my bike to Irving Park, and laid in the lawn like I have so many times. Except, this time, I had my bike leaned against a tree beside me, and the breeze felt just right.
That night on my ride home, I felt a little more confident, and I swear the wind whispered in my ear and told me that my bike’s name was ‘Sasha.’ She has been Sasha ever since.
Personally, the greatest gift biking has given me is the grounding human experience that being on a bike provides. I love how present I feel on the bike. I am more in tune with what is going on around me. I don’t feel a stick on the road if I am driving my car. I don’t huff and puff going up a hill when I drive. It’s nice to be closer to reality and the ground I am crossing. In a way, it taps me into the world in another way, it unplugs me from the matrix. At times it feels like magic.
Since purchasing Sasha, she has rarely left my side. I have only stored her in my apartment’s bike garage for three days while hosting my sister, nephew, and their dog Birdie in my one-bedroom apartment. I was sad not to see her in her designated spot, perfectly propped up against a closet right next to my work desk. I find myself more comfortable when she is around.
I’ve added a chartreuse-colored handle stash cup holder to her handlebars and changed out her saddle for a B17 Brooks classic leather. A set of Shimano PD-GR500 Flat Platform Pedals have been ordered and are on the way.
In the future, I may shorten her handlebars by 20mm on each side and change out her quill stem to an angled option, raising her handlebars by a good inch (all tips given to me by Jason at Endurance PDX, who offers professional bike fittings). I plan on putting some Velo Orange 26” Snakeskin Fenders on her, and will change out her grips for an ergonomic style, but those are projects for another day.
This April, Sasha and I are headed to Ireland. I booked the trip for the week of my mother’s birthday. I can honestly say that getting into cycling has helped me on my grief journey.
Life is made easier from the view of a bike. It forces you to be in the present moment and connected to your soul in a real way. Every time I ride my bike, I know my mom’s energy rides with me and I am grateful.
Whoever wants to get into biking but hasn’t been able to commit to it yet, let this be a source of encouragement. I know you won’t regret it.
— Carissa Conklin is a proud Oregon Coast native currently living in the Irvington neighborhood in Portland, Oregon. When Carissa isn’t biking or writing she enjoys many of the simple pleasures life has to offer: strong coffee, farmers markets, and a good jigsaw puzzle.
Location: East Portland, Oregon Compensation: $63K-$65K annually Schedule: M-F 9-5; occasional work before 9am, after 5pm, and weekends required Term: Grant-funded through 6/30/2029, with the possibility of extension
The Role
The Bike Bus Coordinator is the backbone of Bike Bus PDX’s emerging East Portland bike bus programs! This position will work closely with families, school staff, school districts and community-based organizations to plan, implement and evaluate bike buses.
What You’ll Do
Collaborate with school staff (social workers, counselors, principals), Bike Bus Champions (compensated school-based coordinators) and the PTA to build relationships with families and deliver a community-responsive bike bus program
Recruit and train Bike Bus Champions and volunteers at each school
Design and ride each bike bus route regularly, working with Champions to address issues, relaying safety concerns to city and state stakeholders
Coordinate with the Bike Bus Liaison to develop and deliver school and family outreach materials such as flyers, newsletters and digital materials.
Collaborate with PE teachers and school admin to deliver bike education bicycle fleets
Maintain ride supplies and gear
Organize and execute biannual school-based bike swaps and fairs
Integrate best practices into an open-source ‘Bike Bus Toolkit’
Who You Are
Equity-Focused Organizer: Your heart is in coordinating programs that center families and/or school communities that have been historically underserved. Evidence matters more than job titles.
Experienced Cyclist: You are confident assisting with group bicycle rides that include children and designing routes within urban settings.
Creative Problem Solver: You anticipate bumps in the road, and know what and who to collaborate with to get the job done in a fast-paced and time-sensitive environment.
Punctual Morning Person: You are an early bird who ensures that everyone arrives where they need to be by the ring of the first bell. You bring your all to early morning weekday programs, in addition to occasional weekend events.
Detail-Oriented: You are adept at tracking project details, expense reimbursements, and equipment logistics.
Preferred
Bilingual in English/Spanish, lived experience in the communities we serve; experience with Safe Routes to School or active transportation, bike mechanic skills; First Aid & CPR certifications. We expect strong candidates to be missing some of this.If the core of the role fits you, apply.
How to Apply
We will be accepting applications through September 15, 2026. This posting will remain open until filled.
To apply, please send an email with your cover letter, resume, and the subject line “Coordinator”.
This job description is intended to describe the general nature of the role and is not a comprehensive list of all duties or responsibilities.
Cascadia Action is an equal opportunity employer and values diversity at all levels of the organization. We encourage applicants of all backgrounds, identities, and lived experiences to apply. Reasonable accommodations will be provided for qualified individuals with disabilities. As a nonprofit organization, flexibility, collaboration, and a willingness to support evolving organizational needs are expected.
A section of Spirit Mountain Trail in Duluth, Minnesota. This is what urban singletrack really looks like: friends out for a ride in their neighborhood. Not a Red Bull ad. Not massive earthworks. Just a ribbon of dirt through the woods. (Photo provided by author)
This guest article comes from Joshua Rebennack, a trail builder and advocate for urban mountain biking who lives in Central Minnesota. He’s presented to local trail groups and has previously sharedtwo guest articles.
***
A titch over ten years ago, Portland launched the Off-Road Cycling Master Plan (ORCMP). As BikePortland noted at the time, “If at first you don’t succeed, try try again.” After years of false starts, bans by fiat, and protest rides, advocates hoped it would finally deliver real urban mountain biking.
Did it? A decade later, where does Portland stand? On its own and in comparison to peer cities nationwide?
How This Started
This all starts with the River View Natural Area master planning process. After the City bought the property, mountain biking was allowed on existing trails, and the Northwest Trail Alliance (NWTA) even began maintenance with the City’s blessing. But during that master planning process, the shenanigans started.
The City imposed an unnecessary “interior space” rule on the 146-acre site (unnecessary since wildlife impact zones actually exceed the park’s physical dimensions) and designed unsafe, amateurish loops. When this didn’t deter mountain bikers, Commissioners Amanda Fritz and the late Nick Fish banned biking entirely, ensuring the final planexcluded it.
The protest rides and media campaign that followed were surprisingly well coordinated. Mainstream outlets highlighted Portland’s undemocratic meddling and its pattern of blocking mountain bike access. As the brouhaha persisted, Mayor Charlie Hales authorized $350,000 for a citywide master plan, the ORCMP, to be overseen by the Bureau of Environmental Services, given Parks’ long history of anti–mountain bike bias.
Things Do Not Go as Planned
Almost immediately warning signs appeared. The city selected Toole Design Group and Hilride (now defunct) as consultants, neither experienced in citywide urban mountain biking, shared-use singletrack, or the management methods used by the cities that had created trails systems in the decade prior.
The problem deepened when the City failed to vet Project Advisory Committee applicants, allowing anti-mountain bikers to be included. One member, married to a vocal opponent, reportedly shared non-public committee communications with anti–mountain biking groups.
If that wasn’t bad enough, the ORCMP meetings bordered on farce at times. Time was wasted discussing cartoon graphics and abstract equity debates while core issues – shared-trail safety, environmental impacts, and lessons from cities that had already addressed these challenges – were routinely sidelined.
The final blow came with last-minute additions of go/no-go trail areas, specific layouts, and the removal of potential sites. As a trail designer, I can say plainly: none of this belongs in a citywide plan. Such plans should rank and prioritize locations, not dictate designs.
Audio from the meeting where these changes were introduced, and when committee member Kelsey Cardwell questioned them, is difficult to hear. Consultants and staff responded with opaque explanations that amounted to: “We’ve decided. Accept it.”
Even with these negatives, the ORCMP could have been amended or succeeded to reflect nationwide best practices. Sadly, we do not live in that timeline.
The unamended ORCMP languished for seven years before its adoption in March 2023.
NWTA executive director Lisa Olivares said at the time that they “look[ed] forward to continuing our work to support growth in off-road cycling opportunities as presented in the plan.” It’s hard not to be cynical about this statement. While it may be an attempt to find a silver lining, it feels more like a capitulation.
Regardless, one fact remains: a decade after the ORCMP began (and eleven years after the River View Natural Area debacle) Portland’s mountain biking access remains essentially unchanged. While the NWTA often points to Gateway Green as a recent success, that example predates the ORCMP, having been planned in 2015.
What Everyone Else Has Been Doing
Cities other than Portland have not been sitting on their hindquarters during the last ten years. Just a few examples:
Des Moines, IA, hardly known for mountain biking, saw a local group raise funds, win over land managers, defeat well-funded neighborhood opposition, and build a widely praised trail system.
In St. Louis, MO, after years of city resistance, a single advocate partnered with a small Friends group and a local alderperson to secure approval for a one-mile shared-use demonstration trail. Though modest, it became the city’s first, quickly shifting the conversation and prompting discussions of expansion.
There are many other examples, including cities where creating urban trails is easier. The above cases were selected because they required sustained effort, defeating organized opposition, and a willingness to challenge the city directly. Each involved small groups focused on urban singletrack. And every one of them accomplished what Portland has not in the past decade: expanding mountain bike access.
Why Is Portland So Far Behind?
The question is how Portland, already a decade (or more) behind in 2016, could fall another decade behind by 2026. There are three main reasons:
The ORCMP was a trap. Despite the fanfare, the ORCMP has functioned more as a procedural façade than a true plan. It allows the City to claim progress without meaningfully expanding access. That is not just my viewpoint. In a November 22, 2017 guest article, NWTA warned the plan “falls far below” peer cities, excludes most parks while claiming to be comprehensive, and is “absurd.” They called for revisions and partial rewrites. None occurred.
NWTA legitimized a broken process. Given its own criticisms, NWTA’s later endorsement of the same plan is puzzling. Doing so granted unwarranted legitimacy and locked future designs into a framework it found inadequate. The result of the NWTA doing their best Pétain impression is that they are now defenders of a policy that actively disenfranchises their own members.
The Portland Bubble blocks learning. Many lament Portland’s lack of urban mountain biking while ignoring lessons from other cities. Whether from hubris or ignorance, both City staff and local advocates have resisted proven solutions, ultimately strengthening the arguments against urban mountain biking. For instance, during the ORCMP process opponents were somewhat successful in framing urban mountain biking as overly impactful and dangerous. In reality, cities have integrated mountain biking into parks, including natural areas and urban wildernesses, for decades. All while ensuring safe sharing. If you’re unwilling to learn how other cities do that, how can you respond to the false claims made by opponents?
How to Change the Status Quo
If Portland wants real urban mountain biking access, here are three steps to achieve that goal:
Force a reckoning with the ORCMP… or the NWTA. The NWTA should condition its continued support for the ORCMP on meaningful amendments and a credible implementation plan. If those cannot be secured within a reasonable timeframe, it should publicly withdraw its support and begin organized advocacy and protests. If the current board is unwilling to do so, new leadership may be necessary. Either way, accountability must be non-negotiable.
Start small, win early, then scale. Forest Park is the obvious focal point for mountain biking access. But without proven shared-use and conservation practices, expanding access there would be a difficult uphill battle. That is why most cities begin with demonstration trails: small networks that refine management, build trust, and prove outcomes before expanding. Seattle and St. Louis followed this model; Portland should do the same. It’s tempting to chase the biggest prize first. But demonstration trails would make larger projects much easier by proving Portland’s anti-mountain-bikers to be the grifters and charlatans they are.
Break the bubble. If Sioux Falls outperforms Portland in urban singletrack, it is time to acknowledge something has gone horribly wrong. Admitting that truth is the first step toward learning. With outside knowledge, Portland can leverage its unique advantages to build some of the best trails in the nation. But that can’t happen until the bubble is broken.
Proven shared-use practices allow hikers and mountain bikers to safely share many types of trails. As shown here, the Superior Hiking Trail and Duluth Traverse share the same trail tread along one section. The Duluth network is almost entirely shared.
Some might suggest that any criticism of NWTA is unfair, regardless of how gentle it may be, pointing to successes like Stub Stewart or Rocky Point. But those are beside the point. The real issue is urban access, where little has changed since 2015. Unfortunately, through their accepting the strictures the ORCMP imposed, the NWTA shares responsibility for its failures, and it’s fair to discuss that fact.
Some argue that comparisons to other communities are invalid because Portland is unique. However, others see differences as opportunities to adapt, not excuses to dismiss proven ideas. Advocates in Ridgeland, MS, for example, did not have a one-to-one comparable location. But they built a great trail system because they focused on the “how” and didn’t waste time comparing others to themselves.
An Extended Helping Hand
Ten years ago, I gave Portland’s first Knobbies in the Neighborhood presentation.
It addresses the key public concerns head-on:
Designing shared-use trails that are safe, enjoyable, and serene for hikers and mountain bikers.
Understanding environmental impacts and management practices that minimize or eliminate them.
Implementing club- and land manager-led models that reduce municipal costs, lower administrative burdens, and support park restoration.
If it is so valuable, why didn’t it have more impact ten years ago? Two reasons seem likely:
First, the ORCMP was about to begin. At the time, it seemed like the long-awaited cure for Portland’s anti-mountain bike bias. Few imagined it would instead become another opportunity for the City to pull the football away. Or that another decade would pass without a single iota of progress.
Second, the broader urban trail landscape looked very different. Expansive citywide trail systems in places like Knoxville, Bentonville, and Duluth were still under development, and most cities were only beginning to build their first networks. In that environment, it was easy to dismiss ideas from “outsiders.”
But times have changed. The decade hence has shown the ORCMP to be a failure. Meanwhile, a third wave of urban trail building is underway, with many cities now deep into developing expansive, high-quality systems.
Although the NWTA seeks true urban singletrack, that is arguably less possible than in 2015 because the ORCMP conflicts with national standards and best practices while limiting locations. But just reforming (or even abandoning) the ORCMP will not be enough. Portland must start building what other communities already have: mountain-biker-built singletrack designed for shared use.
Graphic from the Greater Minnesota Regional Parks and Trails user survey of the Duluth trail system. The chart on the right shows why visitors came to the trails, while the chart on the left shows the activities they participated in. Beyond demonstrating that hiking and mountain biking can coexist successfully (even on trails built by mountain bikers) the results also contradict the belief that mountain biking displaces other users. Participation increased across every non-mountain biking activity, including wildlife watching and nature photography.
The problem is that proposals (before and after the ORCMP) and local trail construction have consistently overlooked the safety measures, environmental mitigations, management strategies, and best practices required for shared-use singletrack. That suggests Portland-area advocates still lack a clear understanding of what’s required.
Therefore, it seems obvious that what is needed is a discussion of the exact points covered in Knobbies in the Neighborhood. And this time, maybe there will be a more accepting attitude.
The next step is easy: host another Knobbies in the Neighborhood presentation in Portland. It would take only an invitation, a venue, with city officials, staff, advocates, and the public in the room. Ideally, NWTA would host it, but any Portland based group serious about urban singletrack could.
In Conclusion
The reality is straightforward: the ORCMP could have sparked real momentum for urban singletrack in Portland. Instead, consultant influence, citizen advisory decisions, and last-minute cloistering transformed it into a framework for segregation.
Yet the ORCMP did contain some foundational elements. Had its constraints been replaced with proven best practices, it might have advanced singletrack access in Portland. Instead, it limits meaningful access while omitting the management, safety, and conservation practices that have become standard across the country.
A decade later, the results are clear. Time has been lost, opportunities have passed, and Portland has fallen further behind.
For Portland-area mountain bikers tired of watching other communities build the trails they wish they had at home, there is a path forward. But it does not run through the ORCMP.
E-Bike Mechanic — Mokwheel Factory Store (Tualatin, OR) $25.00/hr · W-2 · 20–25 hrs/week to start, growing to 30+ by summer 2027
Who we are. We’re Oregon’s flagship Mokwheel dealer — “The Bike Shop That Has Your Back.” We sell fat-tire electric bikes and we take care of people from the first test ride through the follow-up call. Tualatin is our service hub: every build, every repair, every warranty claim in the state comes through this bench.
What you’ll do.
Diagnose and repair e-bikes — electrical and mechanical, not just wrenching
Own warranty diagnosis and documentation with the manufacturer
Build and quality-check new bikes before they go out the door
Talk to customers directly about what’s wrong and what it’ll cost — no service writer between you and them
Help train our build technician toward full mechanic sign-off
What we’re looking for.
Real e-bike or e-mobility experience, or strong bike mechanic experience plus genuine comfort with electrical diagnosis (motors, controllers, batteries, wiring harnesses, error codes)
Someone who can run a bench without supervision — that’s the actual job
Clear, honest customer communication
Comfortable being the only mechanic in the building
Why this job and not the one down the street. We’re a small shop opening a second Portland-area location in spring 2027. This role starts at 20–25 hours and grows to 30+ hours by summer 2027 as we open. You’d be the person who eventually holds a bench alone while the GM is at the other store — which is why we’re paying at the top of the Portland band instead of the middle. If you want to be a name on a schedule at a big shop, this isn’t it. If you want to be the mechanic, it is.
Pay & benefits. $25.00/hr, W-2. $200/month insurance stipend. Company phone. Shop tools and bench provided.
How to Apply
How to apply. No cover letter, no formal resume. Email tualatin@mokwheelstore.com with:
What you've been wrenching on and for how long
The hardest electrical diagnosis you've done — what it was and how you found it
What kind of schedule you're actually looking for, honestly
About This Position
bike works by p:ear is seeking a Safe Routes to School (SRTS) Coordinator to support youth, families, schools, and community partners in building safer, more connected opportunities for walking, biking, rolling, and using transit throughout East Portland and East Multnomah County.
The SRTS Coordinator will work closely with the SRTS Program Manager and existing SRTS Program Coordinator, school districts, SUN programs, jurisdictional partners, and community-based organizations to implement education, encouragement, engagement, and planning strategies that improve transportation safety and increase access to active transportation for students and families.
This position plays a key role in advancing bike works by p:ear’s mission to create equitable, community-centered transportation systems by delivering culturally responsive programming, supporting school-based events, strengthening community partnerships, and helping families feel confident choosing active transportation.
Position Details
Position: Safe Routes to School Program Coordinator
Schedule: Monday-Friday 9-5; occasional work before 9am, after 5pm, and weekends required.
Reports To: SRTS Program Manager
Compensation: $75,108 annually, (base pay + fringe benefits stipend)*
Location: East Portland/East Multnomah County, with regular regional travel
Position Summary
The ideal candidate is an organized, relationship-driven self-starter with strong facilitation, communication, and project management skills, along with a demonstrated commitment to transportation equity, youth engagement, and community-led systems change.
The SRTS Coordinator will support the planning, implementation, and evaluation of Safe Routes to School programming, including bicycle and pedestrian safety education, e-bike education, school events, encouragement campaigns, family engagement, and community outreach.
This role requires collaboration across multiple sectors, including schools, local government, transportation agencies, nonprofit partners, and neighborhood communities.
Essential Duties & Responsibilities
Program Implementation & Education
● Deliver bicycle (traditional and electric), pedestrian, and traffic safety education programming for K–12 students, families, and community members
● Coordinate and facilitate school- and community-based SRTS activities, including:
○ Walk + Roll events
○ Bike rodeos
○ Community rides
○ Safety trainings
○ E-bike education and hands-on riding instruction
● Support safe and accessible use of electric bicycles through education, demonstrations, and community engagement activities
● Support the development and implementation of culturally responsive active transportation curriculum and educational materials
● Promote safe walking, biking, rolling, transit use, and e-bike transportation through encouragement campaigns and community outreach
School & Community Engagement
● Build and maintain strong partnerships with school districts, administrators, SUN programs, teachers, families, and community organizations
● Serve as a liaison between bike works, schools, public agencies, and community stakeholders to align programming and identify community needs
● Support community engagement efforts related to transportation safety, school access, and neighborhood mobility barriers
● Cultivate youth and community leadership around active transportation and transportation justice
Planning, Coordination & Data
● Coordinate logistics, scheduling, supplies, and communications for programs and events
● Maintain accurate participation records, program data, and outcome tracking
● Support grant reporting, evaluation, and documentation requirements
● Assist with outreach materials including flyers, presentations, toolkits, newsletters, and digital communications
● Transport bicycles, equipment, trailers, and event supplies using organizational vehicles, including vans and larger fleet vehicles
Organizational Support
● Collaborate with bike works staff on related programming, advocacy efforts, and special initiatives
● Represent bike works by p:ear at community meetings, trainings, tabling events, and partner convenings
● Support additional duties as needed in alignment with organizational and program goals
Required Qualifications & Competencies
● Minimum one year of experience working with youth, families, schools, and/or diverse communities
● Experience facilitating educational programming, workshops, or community outreach preferred
● Strong commitment to equity, inclusion, and culturally responsive community engagement
● Excellent interpersonal, communication, and relationship-building skills
● Strong written, verbal, and public speaking abilities
● Excellent organizational, time management, and project coordination skills
● Ability to work independently while collaborating across teams and partner organizations
● Adaptability, problem-solving skills, and comfort working in a nonprofit/community-based environment
● Commitment to nonviolence, compassion, and trauma-informed engagement practices
● General knowledge of bicycles, pedestrian safety, and/or active transportation preferred
● Familiarity with electric bicycles and/or willingness to learn e-bike operation, safety practices, and maintenance basics preferred
● Experience riding bicycles in urban environments and confidence discussing active transportation safety with youth and community members preferred
● Valid driver’s license and clean driving record required
● Ability and willingness to drive organizational vehicles, including vans and larger vehicles used for program operations and event support
● Comfort transporting bicycles, equipment, and materials throughout the Portland/Gresham metro area
● Ability to stand for extended periods, work outdoors in varying weather conditions, and lift/move up to 40 pounds
● Reliable transportation or ability to travel regularly throughout the Portland/Gresham metro area
About bike works by p:ear
bike works by p:ear is East Portland’s nonprofit bike shop, advocacy hub, and youth workforce development program. Founded in 2017, bike works works to create safer, more equitable transportation systems by advocating for connected bicycle and pedestrian infrastructure, providing community education and programming, and ensuring historically underrepresented communities have a voice in transportation planning and policy.
Mission:
To advocate for a world-class network of active transportation infrastructure in East Multnomah County that provides equitable access for people of all ages and abilities.
Vision:
A safe, convenient, and seamless active transportation network that connects people to where they live, work, learn, and play.
Equal Opportunity Employer
bike works by p:ear is an equal opportunity employer and values diversity at all levels of the organization. We encourage applicants of all backgrounds, identities, and lived experiences to apply.
Reasonable accommodations will be provided for qualified individuals with disabilities.
Additional Information
*Grant-funded through 6/30/2029 with the possibility for extension.
This job description is intended to describe the general nature of the role and is not a comprehensive list of all duties or responsibilities. As a nonprofit organization, flexibility, collaboration, and a willingness to support evolving organizational needs are expected.
How to Apply
Please send a resume and cover letter to peyton@bikeworkspdx.org with “SRTS Coordinator” in the
subject line. Application closes on 9/4/2026 11:59pm. Email only; no phone calls please.
One of many crews who celebrated at the final Plaid location on the route at NE 67th and Glisan. (Photos: Jonathan Maus/BikePortland)
On Sunday, nearly 300 people pedaled across Portland for the first ever Plaid Pantry Century — a 102.7-mile route that took riders (and a few rollers) to 53 store locations. It was the type of ridiculous, free, fun event that Bike Summer is beloved for.
I was part of a relay team that split the route into five legs. My 22-mile leg began at the Plaid Pantry on SW 45th and Multnomah. Once I took a selfie with my teammate (a step organizers required as proof of hand-off), my mission was to follow the route eastward into Sellwood and ultimately to SE 104th and Holgate. That Plaid location was one of six control points on the route. In order to officially finish the ride, participants needed to make a purchase and keep the receipt.
Team Plaidemonium (minus one rider). Hand-off in southwest.A welcome sign.
I found the route to be unexpectedly fun. I’ve done a lot of centuries and typically the majority of the miles are on quiet backroads where I put my head down and contemplate life’s big questions as my brain ticks off the miles. There was hardly a dull moment on Sunday’s route. It forced me to experience new roads, destinations, and connections between neighborhoods. Along the way I reveled in quintessential Portland landscapes like bustling cafes, parks buzzing with activity, and city views that reminded me of why I love this city.
As much as I enjoyed riding, it was the few hours I spent loitering in front of the “last Plaid” on the route (at NE 67th and Glisan) that provided my sharpest memories. I met all types of tired and happy people as they rolled into the ceremonial final stop. Some rode fixed-gears, some rode city bikes or gravel bikes, and others were fully kitted-out on high-end road bikes. Their final purchases were just as diverse and included everything from ice cream sandwiches and microwave burritos, to candy and highly questionable adult beverages.
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At the end of the day everyone gathered at Laurelhurst Park where receipts were tallied, prizes were distributed, and the silliness continued into the night. One of the special guests was Plaid Pantry CEO Jonathan Polonsky.
“You guys are crazy,” Polonsky said as he climbed onto a picnic bench and took a mic from ride organizer Lilian Karabaic. Once chants of “Plaid! Plaid! Plaid!,” died down, Polonsky, dressed in full Plaid Pantry lycra team kit, continued. “Thank you for doing this. I truly appreciate you all. We are local and we need support like this to stay in business. Without you folks, we don’t have reason to exist.”
Karabaic, who said she took inspiration for the “stupid” event from Portlander Simon Xu who visited 54 Plaid locations in eight hours back in January, only expected a few dozen people to take on the challenge. She and other organizers (her partner Aaron Parecki handled all the tech and Brad Reber and Nate Sjol did the painstaking work to build the route) were blown away at how many people wanted to spend their Sunday visiting convenience stores.
Similar to the Ladds 500, this absurd ride seems destined to become a classic and I won’t be surprised to see it come back next year.
Portland has a stellar legacy of independent bicycle framebuilders and the industry that supports them. It’s a part of our community I’ve enjoyed documenting for many years. MADE, the world’s largest handmade bicycle show, continues that legacy by bringing the best bike makers from all over the country to Portland. And it happens next weekend!Below is a note from the show’s founder and director, Billy Sinkford. Hope to see you there. — Jonathan
(Photo: Rob Kerr)
Hello! Billy from MADE dropping you a quick note about next weekend, and getting you ready for a big weekend of bikes. It’s time for the world’s largest handmade bicycle show to return to Portland. This is our 4th year, and we are super excited to welcome you down at Zidell Yards. MADE is a labor of love, spotlighting framebuilding and the brands that support the builders.
The Portland cycling community has welcomed MADE and the handmade community with open arms. We appreciate you, and thank you for supporting the show. Our way of saying thanks, use code MADEBump (case sensitive) for 10% off tickets. You can get your tickets here.
Things kick off on Thursday evening with the Chris King 50th Anniversary Party at 5 PM. We open the doors at Zidell Yards on Friday at 9 AM. The show runs daily through Sunday at 4 PM. Hundreds of beautiful bikes (And the wonderful folks that made them) will be on display from local makers and builders from around the globe. There are tons of rides and events happening throughout the weekend. You can find a list here that will likely be updated throughout the week.
I hope you can come down and join us, or attend a ride or evening event. We have the cycling industry in town to support the show, come hang out! There will be big bikes (32 inch wheels are a thing!), product launches, scavenger hunts, giveaways, and more handmade metal bikes under one roof than you will see anywhere else. Keep up to date on the show on Instagram here, we will be posting show updates and some very special bikes throughout the next two weeks.
And finally, thank you Jonathan! We appreciate you and all you have done for Portland Cycling. The Bike Portland community is strong, and everyone owes you a tremendous debt of gratitude for years of service.
Riders on N Broadway stop at N Interstate Avenue on a cold morning in December, 2009. (Photo: Jonathan Maus/BikePortland)
This article was written by East Portland resident Sean Pliska. It has been guest-edited by Adrienne So.
Ed. note: This memo was not written by Portland Bureau of Transportation Director Millicent Williams. Rather, it is a memo that Sean Pliska wishes she would have written.
PORTLAND BUREAU OF TRANSPORTATION Departmental Memorandum
To: All PBOT Divisions, Program Managers, Project Delivery Staff, and Planning Teams From: Director of the Portland Bureau of Transportation Date: August 13, 2026 Subject: Directive on Bicycle Investment Prioritization and Mode Share Growth
Purpose
Effective immediately, PBOT shall prioritize bicycle investments based on their demonstrated ability to increase bicycle mode share.
While the bureau has produced numerous plans, including the 2035 Bike Plan and Central City in Motion, our project selection process has not consistently focused resources on the projects most likely to produce measurable growth in bicycling. As a result, bicycle mode share has not achieved significant growth, despite substantial planning activity and investment. The mayor and I have decided to make a decisive change based on feedback from our constituents and evidence. We will henceforth focus our efforts on projects that will lead to bicycle mode share growth.
The purpose of this directive is to establish a clear framework for prioritizing projects that will increase ridership, close critical network gaps, and accelerate progress toward Portland’s transportation, climate, and safety goals.
Policy Direction
PBOT shall prioritize bicycle investments according to the following hierarchy:
Operationalize the low-stress bicycle network
Identify and remove high-demand bottlenecks which limit ridership, generally Level of Traffic Stress (LTS) 2-4
Deliver separated facilities rapidly using cost-effective materials
Progress monitor outcomes through quarterly bicycle counts and mode-share data
Scale successful interventions across the network, generally starting with central bottlenecks and moving outward
Projects that score highly within this framework shall receive priority consideration for discretionary funding, staff resources, and implementation.
Directive 1: Operationalize the Bicycle Network
Within three months, PBOT Planning shall establish objective and measurable criteria defining the bicycle network intended to serve the broadest segment of Portland residents, including those interested in bicycling but unwilling to ride in stressful traffic conditions.
The bureau shall:
Establish clear criteria for low-stress bicycle facilities (e.g., physical separation at 20 mph, limit ADT on shared streets to 500)
Identify corridors that meet those standards (generally LTS 1) and those that do not based on measurable data
Produce a realistic audit and citywide map of the revised operational, low-stress network
Network designation shall be based on measurable operating conditions rather than facility labels alone, as has historically been the case. The purpose of this effort is to ensure that network planning reflects actual rider experience along major commuter corridors and provides a consistent benchmark for evaluating progress.
Directive 2: Prioritize High-Demand Bottlenecks
Beginning with the next capital programming cycle, demonstrated and projected ridership demand shall become a primary factor in project prioritization.
PBOT shall prioritize locations that exhibit:
Longitudinal bike counts suggesting high bicycle demand on corridors where bottlenecks fail to meet the above LTS 1 requirements
Limited alternative routes and significant geographic or network constraints
Strategic connections to downtown and regional centers
Bicycle count data, travel demand data, and network analysis shall be used to identify these bottlenecks which include but are not limited to major commuter corridors such as: NE Couch/Burnside, N Broadway/Weidler, SE Madison/Hawthorne, N Williams/Vancouver. The bureau’s objective is straightforward: remove barriers where the greatest number of current and potential riders are affected.
Equity, safety, diversity, geographic distribution, and maintenance considerations remain important factors in decision-making. However, projects that address major network bottlenecks and have a high probability of increasing ridership shall receive elevated priority as of this memo.
Directive 3: Deploy High-Yield Infrastructure
PBOT shall shift from a project delivery model that waits for large capital construction opportunities toward a model emphasizing rapid implementation and use of moderate-cost, moderate-duration materials.
Where feasible, staff shall prioritize:
Durable modular separation systems
Rubber curb protection
Prefab concrete curbs and islands where appropriate
Planters and hardened barriers
Quick-build intersection treatments
Protected bicycle signal installations
The bureau shall seek to complete critical central corridor improvements within two years, rather than decades, within budget constraints. Permanent capital projects remain important. However, lack of full capital funding shall not be considered sufficient justification for delaying improvements at major bottlenecks when lower-cost treatments can provide substantial network benefits in the interim.
Performance Measurement
All major bicycle corridor projects shall include pre- and post-implementation evaluation.
Performance metrics shall include:
Pre- and post-bicycle counts
Projected ridership growth
Growth in diversity of ridership (for example, by age, sex, or socioeconomic status)
Safety outcomes
Mode changes where measurable
The success of a project shall be evaluated not only by its completion, but by its ability to increase bicycle use across a diverse aggregate of people.
Initial Implementation Priority: Broadway Main Street Corridor
As an initial application of this policy, PBOT shall evaluate accelerated delivery of a protected bicycle facility connecting the downtown protected network to the Broadway/Weidler and Williams/Vancouver corridors.
Analysis conducted to date indicates:
The corridor represents a significant gap in the low-stress bicycle network.
Existing bicycle volumes on connecting facilities are among the highest in Portland.
The corridor functions as a critical connection between North and Northeast Portland and downtown.
Existing conditions create a bottleneck that constrains ridership growth.
Staff shall examine opportunities to deliver corridor separation and associated bicycle signal improvements through phased implementation using rapid-deployment materials where appropriate. The objective is not simply construction of a LTS 1 facility, but removal of a major barrier within one of Portland’s highest-demand bicycle corridors.
An assessment of the project’s impact on network connectivity
Existing bicycle demand data relevant to the project corridor
Estimated ridership increase based demand projections
Identification of bottlenecks addressed
Explanation of why the project is a higher priority than competing investments
Projects unable to demonstrate meaningful contributions toward ridership growth shall receive lower priority than projects addressing critical network gaps and high-demand corridors.
Conclusion
The mayor and I have listened to our constituents and have heard that Portland does not need another planning framework. It needs a project selection framework that directs scarce resources toward measurable increases in bicycle use. The bureau’s objective is clear: increase bicycle mode share by focusing quality investments where they will have the greatest impact.
From this point forward, PBOT’s bicycle investments shall be guided by a simple principle: Where demand is highest, where network bottlenecks are greatest, and where improvements can be delivered quickly, those projects shall move to the front of the line.
Group photo. (Photos by Kevin O’Connor unless otherwise noted.)
This story comes from Portlander Kevin O’Connor. Kevin blends his professional experience in IT and manufacturing with his passion for cycling and the outdoors to tell digital stories under the name CheeseSlice. In a world where we feel more disconnected from each other than ever, Kevin attempts to bridge that gap one article, video or post at a time.
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Spotty cell service, washboard gravel roads, and loads of huckleberries. Hidden in the hills of the Washington/Oregon border just north of Carson (WA) is the Fire and Ice Cave Loop popularized by Bikepacking.com. Consisting of roughly 50 miles and 4,500 ft of elevation through the Gifford Pinchot National Forest this route is a perfect intro to bikepacking.
The trip first came onto my radar when Nic, the owner of Portland bike shop Something Cycles, posted about an overnight adventure ride and said it’d be great for people new to bikepacking. He was right! Camping is something I love doing and have done since I was really young but always with a car (or motorcycle). Because of that I always packed more than I needed, with bikepacking that is less of an option. My main objective was to try to find the middle ground between having what I need to be safe/comfortable while also being light enough to not feel like a tractor. There were definitely some things in hindsight I wish I did differently (like my food/cooking system and my sleep setup) but I will get into that later.
Here’s how it all went down…
Around 9:00 am on Saturday (7/25) near a Pacific Crest Trail trailhead in the Indian Heaven Wilderness west of Trout Lake, about 30 of us gathered with our bikes packed and ready for adventure. The bikes ranged from my custom Primos Cycles Super Dame to a 90s Shasta Pachanga with a Crust Clydesdale fork. After a quick talk from Nic we headed off. The route started with a mellow 2-3 miles of flat gravel fire roads before starting one of many fast mildly technical descents. A common theme in this route is a healthy balance of climbing and descending, with over 4,500 feet of climbing that means there are multiple descents that are a couple miles or more!
By noon we had a couple breaks under our belt (and snacks) and made it to the first location our route is named after – a series of rock bridges connecting either side of a small ravine. These were once lava flows that cooled into hollowed-out rock carved into canyons and tunnels by years of erosion. There is also at the end of the ravine a cave you can walk through that takes about 5-10 minutes. We stayed here and explored for a while as everyone regrouped.
Once regrouped we biked a short distance over to the other namesake of the route – the Guler Ice Caves (below). This incredible cave served as an ice supply to Hood River and The Dalles in the pioneer days. I admittedly have a slight aversion to closed spaces and/or caves so I wasn’t willing to venture too deep but even coming down the stairs onto the floor of the cave is enough for you to experience the extreme shift in temperature. I always love to imagine the people who came before and how they used the cave (and its ice) and how incredibly vital it probably was to make life a little more bearable 100+ years ago.
Exploring the ice cave. (Photos: Elon Grobey @elon_au)
I noticed my first minor problem when I went to put my headlamps for the cave back and looked into my saddle bag. For my food I decided to make avocado wraps, so I brought two XL avocados, and a red onion (judge me later). At the time I thought “I don’t need to break down the avocado, it has its own packaging…”. Wrong! Most likely from retightening the bag during rest stops caused me to make guacamole all over my other food. I was at least thankful the other food I brought had real packaging and therefore was slimy on the outside but didn’t compromise the food inside. Don’t get me wrong, most of the avocado was still edible and tasted wonderful, just took the fun out of prepping it and made me wish I brought some kind of napkin.
After playing tourist for a bit we packed our snacks up and headed off for camp which was still about 12 miles and 1,500 feet of elevation away. The climb(s) to camp were a bit grueling but like I mentioned previously a fair trade off for the mind-boggling fast and long descents. During one of the climbs we stopped for water fill-ups. I was able to use my Sawyer Mini Water Filter for the first time and was really impressed with how easy it is to use. For $29 it was more than worth its value as the only way to safely refill water that deep in the backcountry is with a filter and/or boiling it. It can take a little bit to fill up multiple bottles of water or if more than one person needs to use it but thankfully when out in nature you’re typically not in a rush.
Using the water filer. (Credit: Elon Grobey @elon_au)
We decided to camp in a couple different clusters around Surprise Lakes. The water of the lakes (because of their size and depth) was surprisingly (no pun intended) warm. Although I and others brought swim trunks no one made the bold plunge. Once tents were pitched and hammocks strung, food started to be “cooked”. With a fire ban in effect most people opted for a portable cook stove heating up water for ramen or freeze dried meals. Before heading off to bed I was pleasantly surprised to see I had cell service so I was able to call my partner and daughter and say goodnight.
My bed for the night.
As the sun crested the trees we all shuffled out of our beds and started our own personal morning routines. A common experience in camping (at least for me) is that slight feeling of dread the morning you need to packup and head home. Just wanting to throw it all together as quickly and haphazardly as possible and be back to our creature comforts we have become so accustomed to. The catch this time (and with bikepacking in general) is knowing I have to pack and then ride another 20 miles before being able to drive back home. Once the legs started spinning it wasn’t so bad but it was a new experience newbies should be aware of.
The biggest part of day two was a potential creek crossing that would save us 1,000 feet of climbing over less than 5 miles (a.k.a. a lot of climbing). A couple members of the group wanted to head out early and said they would put a marker on the road if it was not safe to cross. Leaving camp we started right away with two hill bombs making a great time to the small climb up to the river crossing. Once at the dry creek bed it was obvious that it was traversable but was still needing to be earned. Single file we made our way across the creek. Funny to think this single 20-minute activity left me more sore than anything else from the trip — lifting a bike loaded with stuff is no joke.
Creek crossing. (Photo: Elon Grobey @elon_au)
We finished the route with yet another big descent into a big climb. It gave me lots of time to reflect on the trip and think of the things I would have done differently or the things I felt I did really well/enjoyed. The ending was a little cruel because the final climb had multiple curves in it so by the end the group I was with was getting false hope every other turn. I can’t wait to go back to places like Forest Park or Powell Butte and see how the hills feel in comparison.
Bike Setup:
For this trip I brought my custom-painted Primos Cycles Super Dame. Equipped with fresh 50mm Continental Double Fighter III tires and 650b wheels (smaller than standard, 700c road wheels), I felt glued to the road and was really able to push the limit of the tread even with the added weight of my camping gear. If you follow me on Instagram or YouTube you will know I have been testing L-Twoo’s newest electronic wireless groupset — the eGR groupset. This trip was the perfect opportunity for me to really put it to the test and let me tell you… Whether surviving dings from rocks at high speed, never dropping connection between derailleur and shifters, or losing less than 10% of its battery — it has exceeded all expectations!
My gear setup consisted of a Revelate Designs Saddle Bag, a half frame bag I made myself and a dry bag voile-strapped to the handlebars. Overall I found this setup to be perfect for weight distribution. If I could add anything to improve the setup it would have been to put mounting brackets on the fork to distribute the weight a little bit better. I also opted to bring a hammock instead of a tent. If you have not used this sleep system before I will warn it can feel a little cramped and be dangerously cold if not set up correctly. If done right it takes half the time to set up and take down, avoids the headache of laying on roots or at a wrong angle, and keeps you off the soggy ground (when that applies). I made the small mistake of bringing a blanket instead of the underquilt (basically a blanket for the outside of your hammock). Don’t be me. Bring the underquilt.
Food was a simple lesson. Don’t over complicate it. Get freeze dried food or ramen-type food, use portable gas stove and call it a day. Plus warm food hits the spot after a long day of exercise, especially when it’s a bit chilly.
Overall I think my opening statement about the Fire and Ice route being perfect for beginners bikepackers or campers is true. We did this route in two days and one night, going roughly 30 miles the first day and 20 miles the second day which I felt was the perfect pace. I never felt like any climb had a grade that was torturous or insurmountable and none of the descents were treacherous but did have quite a few washouts (piles of loose rocks) and washboards so if you like pushing the speed also have some caution. There were so many huckleberries everywhere you looked to the point it’s a little silly I haven’t brought it up till now! As a little piece of mind we never went more than 3-5 miles without seeing another campsite or a car drive by. If you get lost or injured you can rest easy knowing you will bump into someone who can help!
I had such an amazing time riding my bike and enjoying the beauty of nature with like-minded people. There is something so cathartic about being out in nature with others and even more so when we are all so disconnected from the grasp of social media. I would highly recommend if you have not gone bikepacking to give it a shot with some friends. You need far less than you think and anything you don’t have can probably be borrowed from friends or family, and worse case bought for cheap from someplace like Facebook marketplace. It is such a great way to step away from the constant madness and pressure we all feel in today’s society. If this route feels like too much then try a segment with friends – park one car at the end (that’s capable of bringing all bikes back) and everyone else parks at the start. Then you can ride the section you feel comfortable in and then hop in the car and head home. If you’re able to make the drive it will be worth it for the ride!
Thanks so much for reading (and BikePortland for letting me share)! To learn more about the route, check out RideWithGPS. I also made a long form video of my experience on YouTube that’s out now, feel free to check it out.
Right Turn on Red Laws (RTOR) allow motorists to make right turns on red lights after coming to a full stop. The motorist is required to yield to pedestrians and cyclists who are in the right of way. In 1947, California was the first state to allow RTOR. Oregon, Washington, Nevada, and Arizona followed suit in the 1950s, with other states gradually adopting the practice through the 1970s.
RTOR laws were adopted throughout the country after the US Congress passed the Energy Policy and Conservation Act in 1975, in response to the US energy crisis. The law, which is still in place, required that every state allow right RTOR or lose their federal transportation funding. It was designed to save energy by reducing the amount of time drivers spent idling at stoplights.
As a result, RTOR is permitted at almost every intersection in the country. Municipalities can ban them at intersections that have significant pedestrian traffic, or under other special circumstances. For example, RTOR is banned in most of New York City. They are also prohibited on SW 6th Avenue and SW Broadway in Portland, where these roads cross the MAX tracks at Pioneer Square. (I learned about the ban at Pioneer Square when I turned right on red on my bicycle in the late 1990s and got an expensive ticket.)
At every intersection that bans right turns, municipalities must post signs or traffic lights stating that such turns are prohibited. The US, Canada, Mexico, Brazil, Colombia, China and a few other countries allow RTOR with few restrictions. RTOR turns are prohibited or restricted in most other countries.
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Fuel Savings and Safety Issues
The impact of RTOR has been hotly debated. The practice may reduce travel time for drivers and reduce congestion at intersections. It is difficult to determine whether RTOR laws have reduced fuel consumption. To perform a legal RTOR, a driver must come to a complete stop, then accelerate again. In many cases, drivers are stopping and starting multiple times, which lowers the fuel savings that can be achieved.
The economic theory known as Joven’s Paradox also plays a role. Economist William Joven noticed that changes that increased the efficient use of coal led to an increase in coal consumption. Reducing the usage cost incentivizes people to use more of the resource, and consumption increases. RTOR red laws make driving easier and faster, which may contribute to our auto-dominant culture.
The automobile landscape has changed greatly since RTOR laws were enacted. Automatic transmissions have replaced manual transmissions in the United States The adoption of hybrid and electric vehicles means that some cars produce no emissions. The car market and our roads are dominated by SUVs and light trucks. It is likely that these changes have affected the fuel savings achieved by RTOR laws.
In recent years, there has been much debate about safety issues raised by RTOR. The risk of RTOR comes from the fact that drivers look to their left for oncoming traffic before making a right turn. They may not see pedestrians who are in front of them or positioned on the right side of the intersection. This can be a particular problem for drivers of SUVs and light trucks, because their large size and high clearance make it difficult to see vulnerable road users. These crashes represent a small percentage of total vehicle crashes, but RTOR does increase risks for pedestrians and cyclists.
In 2024, the Mineta Transportation Institute published a study that determined that right-turn collisions were responsible for 39,000 crashes and 217 fatalities in California between 2011 and 2022. Over half of the crashes involved pedestrians and cyclists. Race played a role in pedestrian collisions, with Black pedestrians at higher risk than White pedestrians. Black cyclists were not at higher risks for collisions than White cyclists. Neighborhood socioeconomic status also impacted the rate of collisions, with lower income neighborhoods showing higher collision rates than higher income areas. There were also higher collision rates at intersections that were close to public transit.
The Future of RTOR
Some municipalities have banned or restricted RTOR in recent years. In 2024, Cambridge, Massachusetts banned the practice for drivers and cyclists at all city-managed intersections. Washington, DC banned RTOR in a process that was completed in 2025. The process took several years and began with 100 intersections. Studies showed that collisions were reduced by 92 percent, so the practice was expanded to all city-managed intersections.
Seattle has banned RTOR on many downtown intersections for years, but has recently extended the ban to all new traffic lights and intersections. San Francisco started a pilot project which banned RTOR at 50 intersections. The project was extremely successful at reducing collisions and has been expanded to 200 intersections. The city council is now debating a proposal to ban RTOR at all intersections.
Traffic engineering problems often have multiple causes, and this is the case with RTOR safety. Engineering standards, like those outlined in Beaverton’s engineering design manual, often require a minimum of a 25-foot turning radius when a local street intersects with an arterial or connector street. On the other hand, the National Association of City Traffic Officials (NACTO) recommends a maximum 15-foot turning radius, with a preferred turning radius of 5 feet for collectors and arterials. A smaller turn radius forces drivers to slow down and to look to their left when turning. In recent years, many transportation activists have worked with transportation officials to adopt NACTO standards.
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PBOT has recently developed standards for regulating RTOR at intersections that previously allowed the practice. These restrictions are concentrated in dense or dangerous zones, such as the Northwest pedestrian district, West Burnside Street, and near school grounds. In 2024, Wendy Cawley, the Portland Bureau of Transportation’s Chief Engineer, spelled out top priorities for regulation in an executive memo:
When there are exclusive pedestrian or bicycle phases at intersections. In other words, if there is a signal phase in which bicyclists or pedestrians are allowed to move, but cars must remain stopped
Where bike boxes are present, at Neighborhood Greenways, and where turns cross separated paths.
High conflict intersections where there have been more than 3 RTOR collisions reported in a 12 month period for a particular approach of an intersection. If two or more of these crashes are bicycle or pedestrian crashes in a five-year period, then that intersection should also be considered for No Turn on Red (NTOR) signage.
Geometric or operational characteristics of an intersection that might result in unexpected conflicts, such as inadequate sight distance to vehicles approaching from the left or the right, skewed angle intersections, or intersections where U turns are allowed
The executive memo contained a chart which identified intersections that met these standards. The intersection of NW Couch St and 11th Ave was chosen because it had an exclusive pedestrian phase and a pedestrian head start. Additional factors included the fact that the intersection is close to schools and a pedestrian district. RTOR has been banned at this intersection.
The Intersection at NW Front and NW 9th Ave. (Susan Rosenthal)
The intersection of NW Front and 9th Ave is also on the list. This intersection has a rail crossing, so the right turns conflict with a unique signal phase, as well as with the infrastructure for the rail crossing. NTOR has not been implemented at this intersection. RTOR laws were implemented in response to the crisis created by the oil embargos of the 1970s. The vast changes that have occurred in the automobile industry since that era, as well as the threat that right turns pose for pedestrians, mean that many people are re-evaluating the value of this practice, particularly in urban settings like Portland.
Louisa Gag speaking about street safety as a leader of the Livable Streets Alliance in Boston
The article below was written by BikeLoud PDX Vice-chair Kiel Johnson and was first published in that organization’s newsletter.
On July 9th, 36 year old Louisa Gag (above) was struck and killed by a truck driver. She was riding in a painted bike lane on a street in Boston that the city had long identified as dangerous. There was a funded plan to dramatically improve this street, which the mayor’s administration had halted and then defunded after backlash from businesses and community groups. Gag worked for the advocacy group LivableStreets and was a transportation planner for the city. She spent her career trying to prevent tragedies like the one that claimed her life.
In 2021, the mayor of Boston was elected on a platform to improve street safety, but paused and backed away from making improvements after community and business complaints about loss of parking and car lanes. For people in Portland, this story is very familiar.
We mourn the loss of Louisa Gag and stand in solidarity with Boston’s transportation advocates. Her death is a heartbreaking reminder that our decisions about street design have real human consequences. We have solutions to prevent tragedies like this one. In Boston they had the plan and even the money. What they lacked was the political will.
Her death is a heartbreaking reminder that our decisions about street design have real human consequences.
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Transportation safety is either a priority or it isn’t. Growing the number of people who bike is either a goal or it isn’t. When elected leaders pledge to build safer streets but retreat when car-centric opposition arises, those commitments become little more than words. Little by little, this erodes our faith in leadership. Every delayed project and every watered-down design leaves dangerous conditions in place. In Portland, the list of missed opportunities continues to grow.
After Louisa’s death, Boston’s transportation advocates wrote a powerful letter calling on their city to match its values with its actions. We couldn’t help but think it could have been written about Portland and we wanted to share it with you.
Dear Mayor Wu,
Enough is enough.
We are parents, families, and neighbors from across Boston. Many of us have met you — at safety walks, at community meetings, on Hyde Park Avenue and on corridors like it across the city. For years, we have told you, in public and to your face, that continued delay on street safety would cost lives.
Last week it cost the life of Louisa Gag — a transportation planner in your own administration, a person who devoted her career to making our streets safe. Louisa was killed on her bicycle blocks from an intersection your administration has studied and stalled. She was not the first. We have been losing neighbors to these streets for years, and we have been warning you, specifically and repeatedly, that more deaths were coming.
You know as well as anyone how beloved Louisa was. She began her career in public service on your own staff, when you were a city councilor, and she spent it working tirelessly for the residents of Boston — beside the advocates she organized, her colleagues in City Hall, and neighbors across this city whose streets are safer because of her. She was killed on the streets she spent her career trying to fix. Years ago, one of her professional responsibilities was keeping the list of people killed by cars in Boston. Now her name has been added to it.
For at least eighteen months, your administration has stalled and re-studied safety projects that were designed and funded. You have told us these projects need more process, more consensus, more perfection. But consensus never arrives for the dead, and a study protects no one.
Budgets are moral documents. The budget you put forward placed safety projects on hold and cut transportation funding at the very moment the city needed the opposite.
We are not asking for better messaging or communication strategies. We are asking you to act:
Unpause every stalled street-safety project within 30 days, with a published, dated construction schedule for each.
Restore the street-safety and transportation funding cut in your budget.
Build fast and fix later. End the practice of holding projects hostage to perfect designs and unanimous approval. Use quick-build materials now; refine as you go.
Appoint a permanent, qualified Chief of Streets with a broad public mandate to eliminate traffic deaths.
Be accountable. Publish a public timeline for every high-crash corridor — including Tremont Street and Hyde Park Avenue — with a named official responsible for each.
None of us is willing to raise our families in a city whose leadership will not answer for preventable deaths on its own streets. We are asking you to do what is right. And if you cannot or will not, you will have forfeited the trust a mayor needs to govern — and no study or prolonged consensus project will win it back.
Signed,
The people of Boston who walk, bike, and cross your streets — and who are done waiting.
