Looking west on SE Powell Blvd at 80th, where man riding a motorcycle was killed Tuesday.
Another person has been killed while using SE Powell Blvd. While the number of fatal traffic crashes citywide are less than half what we had at this date last year, that is no solace for South Tabor Neighborhood residents who say the dangerous conditions on this state-owned urban highway is “no less than an emergency.”
Police say a motorcycle rider was involved in a collision with someone driving a van around 2:00 pm on Tuesday. The rider sustained serious injuries and died later that day at a nearby hospital.
That person is the 16th road user to be killed on SE Powell since 2022 — half of whom were bicycling or walking prior to being hit. 11 people have been killed on Powell in the four-mile stretch between SE Foster and 140th since Sarah Pliner was killed at SE 26th on October 4th.
South Tabor Neighborhood Association Chair Juan Cummings is beside himself. “In a sane world, we wouldn’t tolerate a single unnecessary death,” he wrote in an email today. “If a factory had dozens of deaths in a few years, the business would cease to exist, and managers would be facing criminal charges.”
Powell is owned and managed by the Oregon Department of Transportation (ODOT), and the agency is working on making repairs and upgrades needed in order to transfer jurisdiction to the City of Portland. That can’t come soon enough for Cummings and other nearby residents who are sick and tired of dealing with this deadly ticking time bomb in their neighborhood.
The STNA will host a meeting Thursday (May 15th) night at 7:00 pm at All City Church (2700 SE 67th). They’ve invited staff from ODOT, TriMet, and the Portland Bureau of Transportation. A staffer from City Councilor Angelita Morillo’s office is also expected to join.
It’s only been two months since the last time these folks came together to voice concerns and demand action from government agencies to help keep them safe. A meeting back in March came after an 86-year-old man was hit and killed while walking across Powell at 67th. I expect calls for action will be even louder this time around.
“We don’t want to talk anymore,” Cummings wrote today. “We want shovels in the ground.”
The City of Portland will bring its popular Sunday Parkways open streets event back to downtown this summer. It will be the first time since 2019 the event graces our wonderful central city; but there’s more to this event than meets the eye. When the Portland Bureau of Transportation announced this year’s four Sunday Parkways back in March, I wondered why the downtown edition was the only one they didn’t reveal any route info for. Last night it began to make a bit more sense.
At a meeting of their Bicycle Advisory Committee on Tuesday PBOT revealed the route (above) of the September 14th Downtown Sunday Parkways. The event will feature a loop of carfree streets stretching from SW Harrison to SW Oak Street. The bulk of the 2.3-mile route will consist of a one-block couplet of SW Park (along the South Park Blocks) and SW Broadway, with an east-west spur from the Park Blocks to SW 2nd via SW Harrison (through Portland State University) and SW Mill. It’s not the highest-profile set of streets we could have had, but SW Broadway through the heart of downtown will be very cool to experience carfree.
Slides shared by PBOT at the Bicycle Advisory Committee meeting Tuesday night.
PBOT staffer Rachel Lobo said the route is, “Based on the moment in Portland we’re in right now,” and that they are, “Really wanting to support our local businesses, organizations, and the arts and culture that is downtown and help people rethink what it means to visit Portland’s living room.” The idea, the staffer said, is to, “create a vibrant, block party style event in the heart of downtown.” Highlights on the route will be Directors Park, Pioneer Square, the PSU Farmers Market, Lovejoy Fountain, the Cart Blocks on Burnside, and so on.
And what will make the event even more intriguing is how PBOT plans to tap into the local bike bus revolution and entice Portlanders to come downtown by bike from their neighborhoods. For the first time ever, PBOT will offer guided rides on vetted (and possibly even signed) routes to entice folks to pedal downtown. “We feel this is a great opportunity to showcase to people how to get downtown bike bike,” Lobo said at last night’s meeting. “We feel like the bike bus model, which has been so popular with kids and adults is a great way for us to be that support system for people.”
PBOT is eyeing seven different routes for these “guided neighborhood rides” and is looking for volunteer ride leaders that would ferry folks along each one of them. The rides would begin at community gathering spots like bike shops, community centers, and schools. In addition to getting more folks downtown, PBOT’s goal is to use the rides to educate people about safe bike routes and empower people to ride more — and maybe expand their sphere of confidence beyond their own neighborhood.
The routes are still in draft form and PBOT is asking BAC members, bike bus leaders, and anyone who’s part of an existing riding group to volunteer as ride leaders.
The idea was very well-received at the meeting. Jessica Fletcher, a bike bus leader in St. Johns who was at the meeting to encourage PBOT to do more to make streets on bike bus routes safer, spoke up to say, “I felt like doing a standing ovation, because it really reflects the movement of the bike bus that it is now implemented by the city, and it is very powerful.”
Job Summary:
The e-bike Mechanic at Wombi plays a crucial role in ensuring the maintenance, repair, and quality assurance of our eBike fleet. The primary responsibility is to perform mechanical repairs and diagnostics on eBikes, ensuring they meet safety standards and customer satisfaction.
Key Responsibilities:
– Assembly new bikes in order to keep our shop fleet well stocked for new subscribers.
– Conduct thorough inspections and diagnostics of eBikes to identify mechanical issues and perform necessary repairs or adjustments.
– Perform routine maintenance tasks, including brake adjustments, tire replacements, and drivetrain lubrication, to ensure eBikes are in optimal working condition.
– Diagnose and repair electrical components such as motors, batteries, and controllers, ensuring proper functionality and safety.
– Install and configure accessories and upgrades on eBikes as per customer requests or company standards.
– Assist in maintaining accurate records of service and repair activities using digital systems and paperwork, including parts used and time spent on each repair.
– Communicate effectively with customers to explain repair recommendations, provide cost estimates, and address any questions or concerns.
– Collaborate with other Mechanics and Service Manager to troubleshoot complex issues and develop effective repair solutions.
– Keep abreast of industry trends, new technologies, and best practices in eBike maintenance and repair to continuously improve skills and knowledge.
– Ensure compliance with safety protocols and procedures while performing repair and maintenance tasks, including the use of personal protective equipment.
– Maintain a clean and organized work environment, including the workshop area and tools, to ensure efficiency and safety.
– Ensure all eBike repairs meet company standards for safety and functionality. Minimize return visits and warranty claims by addressing customer concerns effectively.
– Complete repairs and maintenance tasks within established timeframes to meet service goals and customer expectations.
– Maintain positive customer feedback and satisfaction scores through timely and effective communication and service delivery.
– Actively participate in training and development opportunities to enhance skills and knowledge in eBike maintenance and repair.
Qualifications:
– Minimum of 3 years of experience in bicycle mechanics or related field, with specific experience in eBike maintenance preferred.
– Proficiency in diagnosing and repairing mechanical and electrical issues on eBikes, including motors, batteries, and electronic components.
– Strong understanding of bicycle components, systems, and maintenance procedures.
– Familiarity with diagnostic tools and equipment used in eBike repair and maintenance.
– Excellent problem-solving skills and attention to detail.
– Effective communication skills to interact with customers and team members.
– Ability to work independently and collaboratively in a fast-paced environment.
Work Conditions:
– Work primarily takes place in a workshop environment, with occasional outdoor repairs or service calls.
– May require work during evenings, weekends, or holidays to accommodate customer needs and service demands.
Physical Demands:
– Must be comfortable working with various hand and power tools and lifting objects weighing up to 50 pounds.
– Regularly required to stand, walk, and perform tasks requiring manual dexterity for extended periods.
– Frequently required to bend, stoop, kneel, and reach to access eBike components and perform repairs.
– Must be able to lift and maneuver eBikes and equipment safely and effectively.
How to Apply
Contact me, Justin, the GM at justin.scott@wombi.us. Send your resume and a brief intro. Must be in the Seattle area and able to commute to Greenwood for a work-stand trial
Bike Happy Hour, February 7th, 2024. (Photo: Jonathan Maus/BikePortland)
This Wednesday (tomorrow!) we’re bringing the Bike Happy Hour gathering back home. After a wonderful winter stint at Migration Brewing on North Williams Avenue, I’m excited to announce that this week we’ll return to Gorges Beer Co on SE Ankeny between 27th and 28th.
You might recall we headed north back in November after Gorges and Ankeny Tap & Table owner Travis Preece temporarily closed down both businesses to re-assess and remodel. Now that Travis has re-opened Gorges (in the space that used to be Ankeny Tap), I’m excited to bring our weekly get together back to the carfree plaza! Rainbow Road has grown into one of the coolest carfree plazas on the east side, and the block is full of energy and enthusiasm. Next to Gorges’ tables is the City of Portland’s public plaza which they recently furnished with gorgeous redwood benches and chairs.
Also this week we’ll be joined by the new crew behind Filmed By Bike, Portland’s homegrown bike movie fest that happens this coming weekend, May 16th, 17th and 18th. Alden Roth and Erik Douds will be on hand to share the scoop on all the bike fun goodness coming your way as part of FBB. They’ve put together an exciting mix of rides, filmmaker events, and parties to go along with the fantastic films that made the cut for this years screenings.
So come on out and join us!
As always, everyone is welcome at Bike Happy Hour. Don’t wait for an invitation to come and talk with us! If you have something to share — a project you need help with, an event to promote, a speech you want to give — just grab the mic and go for it. I’ll be there from 3:00 to 6:00 if you want to chat. There will be free appetizers coming out around 4:00 and we do announcements and open mic at 5:30. Remember to bring your name tags and get your sticker for showing up, or get a tag from me if you need one.
What else can you do at Bike Happy Hour? Bring bike gear to swap or sell, bring a craft to do and/or share with others, eat yummy food and enjoy great drinks, geek out at the cool bikes, and so on and so forth.
Can’t wait to see everyone in the plaza!
UPDATE, Weds 5/14: New special guests added! Come out and meet the crew from Cycle Homies, who’ve been chosen to lead the annual Bike Summer Kickoff Ride on June 1st. And we’ll also have Shay from the Kernside Business Association!
The northern route stops in Astoria. (Photo: Jonathan Maus/BikePortland)
Just in time for summer fun, there’s a new transit option to the Oregon Coast — and if you book your tickets in advance, you can even take your bicycle along with you.
The North Coast Express is a new shuttle service that will depart Friday through Sunday mornings from Sunset Transit Center in Beaverton. There will be two routes to choose from: a northern route that makes stops in Seaside, Cannon Beach, and Astoria; and a southern route with stops at Rockaway Beach and Tillamook Creamery. Round trip tickets cost $49.99.
The service will be operated by Ecoshuttle and is funded through a mix of Oregon Department of Transportation (ODOT) and federal Environmental Protection Agency (EPA) grants, as well as funding from Travel Oregon, Travel Portland, and other tourism development agencies. Set up as a pilot project, the goal of the new service is to demonstrate how popular and effective a shuttle bus can be in reducing single-occupancy vehicle travel. If all goes according to plan, the agencies behind the ride hope to solidify the service as a long-term option.
(Details from the Ride Guide)
The buses are equipped with free WiFi, charging ports and restrooms.
If you want to bring your bike, make sure you book a “large items” ticket and do so in advance because there’s limited availability to store large items on each trip. If you book a large item ticket, you can bring a bicycle that weighs up to 50 lbs (which excludes almost every e-bike) and measures 70 x 41 x 8.5 inches (what North Coast Express calls a “regular size” bike). Also note that you will be responsible for loading your own bicycle in the storage area.
The North Coast Express launches Friday May 23rd and will operate Fridays through Sundays through the end of August. Tickets and more information here.
CORRECTION, 5/14 at 9:30 am: The North Coast Express website and press materials incorrectly stated that part of the funding for this pilot was provided by ODOT. That is incorrect. ODOT has not funded this pilot, because they already fund an Oregon Coast transit service called POINT.
Riding west on SW Terwilliger toward SW Sam Jackson Road, right before the narrow bike lane drops and forces riders into a shared-lane. (Photo: Jonathan Maus/BikePortland)
A sewer pipe replacement project will bring a major upgrade to the bike network in southwest Portland next year; but advocates are pushing the City of Portland to seize the opportunity to go even further.
As part of their Sheridan Trunk Sewer Project, the Bureau of Environmental Services (BES) plans to replace 1,600 feet of old, worn-out sewage pipes that run below Southwest Terwilliger Boulevard between Marquam Nature Park and Duniway Park. In order to keep bicycle riders and walkers safe during construction, BES has agreed to upgrade bike lane striping and designs within the project area, then make the changes permanent once the project is complete.
Since this is a sewer project, BES will pick up the tab. That’s good news in terms of saving the Portland Bureau of Transportation money, but it also means the scope of the work doesn’t go as far as PBOT and cycling advocates want. The city’s Bicycle Advisory Committee and veteran southwest Portland cycling advocate Keith Liden hope PBOT will seize this opportunity and fully connect the bikeway on this crucial portal into downtown from southwest Portland.
Here’s what’s in the BES has planned…
Note upper right where current plans transition raised bikeway back onto the street. (Source: BES)
BES plans to restripe SW Terwilliger with a wider westbound (southbound, away from downtown) bike lane and add a two-foot buffer zone to separate bicycle riders from car drivers. South of SW Sheridan, there’s a curve in SW Terwilliger that is stressful for some bicycle riders to navigate and the unprotected bike lane is frequently encroached on by car users. Also as part of this project, BES would extend the westbound/southbound bike lane all the way to the intersection on SW Sam Jackson Park Road (it currently drops prior to the intersection, forcing riders to share the lane and merge in order to make a left turn at the signal).
At the SW Sam Jackson Rd intersection, bicycle users who want to turn left and stay on SW Terwilliger (the most common movement here), would roll up an ADA-compliant ramp to a new, paved waiting area at the north end of the intersection and then cross with a new bike crossing marking. The existing slip lane at the southeast corner would be removed, in order to shorten the crossing distance and provide ample width for walkers and bikers to use the corner. The Sam Jackson and Terwilliger intersection would also receive two new high-visibility crosswalks.
BES will also extend the bike lane on SW Terwillger south of the SW Sam Jackson intersection (adjacent to the gas station), to completely close the gap.
View eastbound (toward downtown) just before the curve. The narrow bike lane in the curve leads to some bike riders using the sidewalk. (Photo: Jonathan Maus/BikePortland)
For eastbound (northbound, toward downtown) riders, BES will construct a seven-foot wide, sidewalk-level bike lane on SW Terwilliger. A bright yellow rumble strip would be installed to separate bicycle users from walkers (similar to the design on westbound Hawthorne Bridge as it approaches SW 1st).
The plan from BES is to transition this raised bike lane next to Duniway park back to street level, right where the park’s walking path comes out and just before SW Terwilliger curves toward Sheridan. Liden thinks that design is unsafe and he’d like to see the raised bike lane continue another 200-feet to the intersection with SW Sheridan.
“This, in combination with the improvements planned on SW 6th between Caruthers and Broadway and implementing the bike lane improvement at the 6th/Jackson (SWIM project BP-02), would create a very good bike route on the Terwilliger/6th corridor between downtown and Capitol Hwy!” Liden wrote in a memo to PBOT project managers back in March. “We are so tantalizingly close – can’t we get this over the finish line?”
Detail of plan concept created by PBOT that would expand on BES project that would add protection to the southbound bike lane and connect northbound riders to intersection of SW Terwilliger and SW Sheridan.
Liden pushed PBOT to develop a plan (detail above) and cost estimate for expanding on the BES plans to provide more protection for bicycle riders in the curve on SW Terwilliger south of SW Sheridan. In response, PBOT mocked up a design that would add concrete curbs to the southbound bike lane and extend the raised bike lane to the SW Sheridan intersection. The design has been approved by PBOT’s bicycle and pedestrian coordinators.
Unfortunately, the cost would be around $476,000 (one utility pole would have to be moved) and PBOT has not committed the funding yet. According to Liden, the agency should have an update on the financial feasibility this coming fall.
The BES project will being fall of 2026. Hopefully by then, PBOT can find the money to capitalize on it and finally connect an important link in the southwest Portland bike network.
Happy Monday everyone. Hope you are all looking forward to the week. Remember Bike Happy Hour is back on Rainbow Road Plaza on Wednesday. I’m eager to see how that spot feels after our winter away and hope you can join us to meet the folks behind the upcoming Filmed By Bike festival!
Here are the most notable stories that came across my desk in the past week…
Traffic stops: The Trump Administration coupled ICE officers with the Tennessee Highway Patrol for an enforcement action that targeted drivers’ immigration status. (AP News)
Tour de France fundraiser: A Beaverton man will ride all 21 stages of the Tour de France as a fundraiser for his mom’s medical condition. (Kerry Eggers)
Silver tsunami: Is Portland ready for a large wave of aging residents who might not want to — or be physically able to — drive a car into their golden years? A noted voice in transportation says cities need to prepare for a low-car future when older folks stop driving. (Streetsblog USA)
Way-mo safer?: I’m very skeptical about robotaxis, but with every year they are on the road, I feel like I need to at least be open to the data. And a major new report from Waymo shows very clearly their cars are safer for non-drivers than human-driven cars. (Mashable)
More transit funding: Transit advocates and a growing group of lawmakers in Salem say the proposed framework for a statewide transportation package doesn’t go nearly far enough. (Portland Mercury)
Transit talk: Portland-based transit consultant Jarrett Walker gives a very informative overview of the state of public transit in the U.S. in this podcast episode (transcript available too). (Volts)
Congestion pricing success: The evidence is crystal clear that charging people to drive cars into Manhattan is a resounding success. Now we just need replicate it in more cities — understanding that it’s only possible when driving alternatives are widely available and competitive. (NY Times)
Automated camera politics: Interesting dynamic around automated traffic enforcement cameras going on up in Seattle as local and statewide policies evolve in an attempt to improve traffic safety without police. (The Urbanist)
Local influence: What could help with the governance of big transportation projects? A greater understanding of how local elected officials can sway the outcomes and a statewide mandate for a quicker timeline to force key decisions. (Urban Institute)
Need a job? Want a better job? Just looking for a change? You are in the right place. Don’t miss these recent job announcements. (Remember, you can always stay abreast of jobs as soon as they get listed by signing up for our Job Listings email.)
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Rocky Point is the closest legit system of singletrack trails we have in Portland. (Photo: Jonathan Maus/BikePortland)
Oregon State University (OSU) and Trust for Public Land (TPL) have acquired over 3,100 acres of forest off Highway 30 south of Scappoose. If that parcel sounds familiar it’s because six years ago the Portland-based nonprofit Northwest Trail Alliance signed a lease with timber company Weyerhaeuser to manage the land and the off-road cycling group has since developed nearly 40 miles of singletrack trails.
The Rocky Point Trail System, a mere 10 miles northwest of St. Johns, has become one of the most popular mountain biking destinations in the region. News of the purchase rippled through cycling circles today as folks worried that the change in ownership from a commercial entity to a conservation group, might impact cycling access. A statement about the purchase today from NWTA calling the move “excellent news” have calmed those fears.
“The intent is — and always was — to include and enhance public access to the property as part of OSU’s research, education, and outreach priorities for the forest. There is no indication that recreational access, specifically mountain biking, will be removed from the property. NWTA is supportive of and excited for the potential under this new partnership.” NWTA wrote on their website about the news.
The land was acquired by TPL and they’ve transferred ownership to OSU. The school’s College of Forestry will manage the lane as a demonstration project and it will be known as the “Tualatin Mountain Forest.”
NWTA says they’ve signed a partnership agreement to remain trail stewards of the land. All current NWTA members who have access to the Rocky Point Trail System will maintain that privilege and no immediate changes to the permit program are in the works.
If you care about these trails, this is good news. It means the public access is no longer at the whim of Weyerhaeuser. TPL clearly sees public access as an asset to the land, not a burden. “Conserving and opening access to the Tualatin Mountain Forest is an investment in the health and well-being of communities across the Portland metro area… We’re deeply grateful for the collaboration between partners, which will help ensure that everyone can connect with the outdoors and experience the benefits of nearby nature,” said Kristin Kovalik, Oregon Program Director for Trust for Public Land.
A statement from TPL said they plan to develop a visitor use and recreation plan in the coming years that, “ensures ecological integrity of the forest and community benefit, as well as alignment with active forest management.” New educational programs for Portland-area youth are also in the future plans.
E-bikes open a world of possibilities. (Photo: Jonathan Maus/BikePortland)
The City of Portland is on track to launch an electric bike subsidy program later this summer. It’s been nearly one year since BikePortland last checked in on the program, so I connected with city staff and heard a minor update this week.
To refresh your memory, the e-bike rebate program passed as part of the Clean Energy Community Benefits Fund’s (PCEF) Capital Investment Plan in June 2024. The plan is to use $20 million from that fund (which comes from a tax on large corporations) to support an estimated 6,000 new e-bike purchases over the next five years. In addition to helping Portlanders afford these new vehicles, the program will train mechanics and launch a program for e-bike parking and storage at multi-family apartment buildings.
According to Program Manager Seetha Ream-Rao, the Bureau of Planning and Sustainability (BPS) has completed a competitive bid process for the vendor organization that will ultimately run the program. BPS is now working to get that vendor fully under contract. (They haven’t shared the name of the vendor, but I’ve asked and will update this post if/when I hear back.)
“It’s looking like we will have a soft launch of the e-bike program late summer/early fall and will do a full rollout early next year,” Ream-Rao shared with BikePortland Thursday. She also said that in the next several weeks BPS will be able to share more details about the program framework, eligibility requirements, and how the rebate process will work.
In related e-bike ownership news…
There’s also a statewide e-bike rebate program in the works in the form of House Bill 2963. As BikePortland reported late last month, its chief sponsor, Milwaukie-area House Rep. Mark Gamba, is likely going to add it to the larger transportation funding package currently being debated by lawmakers. If passed, the bill would set aside $5 million for Oregonians who receive government food assistance and make them eligible for a $1,200 e-bike purchase rebate.
This Saturday, The Street Trust will give 25 east Portland residents a brand new e-bike of their own. The bikes are delivered through TST’s Ride2Own program (also funded by PCEF). An event at Portland Community College SE Campus will feature TST Executive Director Sarah Iannarone, Rep. Gamba, and Nick Wood from Portland-based Vvolt Electric Mobility.
A road in southwest Portland without a sidewalk or shoulder. (Photo: Jonathan Maus/BikePortland)
The City of Portland has passed an ambitious new transportation program that, if all goes according to plan, would invest $50 million per year on sidewalks, improved shoulder pathways, and pothole repairs citywide — with a specific emphasis on southwest and east Portland. It’s one of the most significant pieces of policy passed by council since they convened for the first time in January and a major win for the two councilors who spearheaded it.
The Sidewalk Improvement and Paving Program (SIPP) first came to light back in March and was created by District 1 City Councilor Loretta Smith and District 4 Councilor Mitch Green (since then it’s gained support and is also sponsored by D4 councilors Olivia Clark and Eric Zimmerman). Smith and Green found common cause in a desire to correct the historic lack of sidewalk coverage in east and west Portland.
There’s no funding plan yet; but Councilor Green (an economist by training) is working on a bonding plan that will come before the Finance Committee shortly. He says debt financing should be sufficient to raise $200 million over four or five years. The use of funds secured through the sale of city bonds means the program could be implemented without raising taxes and without impacting the current transportation bureau budget.
Councilor Loretta SmithCouncilor Mitch GreenIt’s a major win for councilors Smith and Green.
While what passed yesterday is just a resolution, and doesn’t carry the legal authority of an ordinance, once a finance plan is in place, this program will have a major impact on how the Portland Bureau of Transportation (PBOT) builds out the city’s sidewalk network. And thanks to a successful amendment proposed by Councilor Clark, the program will also permit PBOT to build “alternative pathways” when full sidewalks are not feasible. These pathways give PBOT the ability to address sidewalk gaps by finding creative design solutions that are easier and/or cheaper to build than raised concrete sidewalks with curbs and all the related stormwater features they require. These pathways (which would be used by bicycle riders as well in many cases) are likely to be similar to the “alternative walkway” PBOT built on NE 60th Avenue in the Cully neighborhood in 2021.
Whether or not SIPP projects could happen in Cully, which is in District 2, and whether or not PBOT will be limited to building projects only in districts 1 and 4, was a major point of debate in Wednesday’s meeting.
Surprisingly, District 1 Councilor Candace Avalos proposed an amendment to remove districts from the policy language entirely. Avalos felt like creating programs that target specific districts might set a bad precedent. “I’m trying to prevent us from making this precedent where we’re going to turn this into some kind of turf war,” Avalos said. She believes PBOT should use its existing data and equity toolkit to determine which parts of Portland need sidewalks the most — instead of having politicians dictate where investments go.
Councilor Green disagreed strongly.
PBOT map showing dearth of complete sidewalks in districts 1 and 4.
“I think if you strike the terms ‘District 1’ and ‘District 4’, it renders the point of this resolution largely moot and we just fall back on the broader transportation planning framework that we already have.” “How long should southwest Portland wait for sidewalks? Is it 50 years? Is it 100 years? Is it longer?,” Green asked rhetorically in a passionate defense of the program.
“I think we were elected to fight for our districts, and I’m doing that right now,” Green continued. “I’m not going to go back to my district and talk to the immigrant community in southwest Portland and tell them I did not fight for them.”
PBOT Director Millicent Williams was on hand to clarify how they would interpret the program. Asked by Council President Elana Pirtle-Guiney whether the resolution would prohibit PBOT from using SIPP to build projects in districts 2 and 3, Williams said no. In the end, the Avalos amendment failed as councilors realized that, while the resolution prioritizes districts 1 and 4, other districts could receive investments as well.
Another element of this new program that was clarified on Wednesday was what resolutions sponsors mean when they say “pavement.” “Just for the record, ‘pavement maintenance deficiencies’ [in the resolution language] is a euphemism for potholes,” Councilor Clark said.
When it came time to cast a final vote, one of the resolution’s chief architects, Councilor Loretta Smith said, “We are writing our past wrongs and making sure that everyone in the city of Portland has an opportunity not just to survive, but they have an opportunity to safe streets and sidewalks.” In a statement yesterday, Smith said its passage was, “a watershed moment.” And her colleague Councilor Green added, “I think today is going to mark a turning point in the history of this city where we say we are no longer going to accept neighborhoods in our city to be ignored.”
District 3 Councilor Steve Novick was the lone “no” vote. “I think asking PBOT to spend time planning,= to do things we have no money to do is putting the cart before the horse and I’m not prepared to say that I prioritize $200 million for sidewalks before we have addressed the pavement maintenance deficit,” he said.
From here, Councilor Green and his staff will work on the funding plan that will soon be on the agenda of the Finance Committee. That plan will be an ordinance and, if it’s passed, will give the SIPP the funding and legal backing it needs to be something much more than just another plan. Smith said in a statement that PBOT would begin planning and implementation immediately and said the community can expect major developments in SIPP by this summer. Stay tuned.
