Here’s how Multnomah County wants to end traffic deaths

Lost amid the protests, politicking, and police statements at last week’s traffic safety press conference was a new report from Multnomah County that offers clear solutions to our staggering increase in crashes, deaths and injuries.

While Portland Transportation Commissioner Mingus Mapps said the focus of the event was to spark a “culture change” on our roads by focusing on individual behaviors, the County’s report recommends shifting away from behavior change and instead building a “safe system” by investing in safer road designs, changing laws to promote safer vehicles, funding health services to create safer vehicle users, and more.

For the first time ever, the County has gone beyond police records and engineering analyses to understand this problem. Instead, their report relied on data compiled from medical examiner investigation records. The report, Public Health Data Report: Traffic Crash Deaths in Multnomah County Taking a Safe System approach to address traffic-related fatality trends & contributing factors, digs into the data from 2020 and 2021 and comes at the problem from an epidemiological perspective.

Brendon Haggerty at the press conference Monday.

At the press conference on Monday, Multnomah County Healthy Homes and Communities Manager Brendon Haggerty said the recent rise in traffic deaths and injuries is an “alarming situation.”

“It’s a leading cause of death, the trend is going up, and what’s especially alarming is that we see racial disparities,” Haggerty said in his remarks in front of City Hall.

The County’s report used data from 170 deaths and focused on several factors that influence crash injury severity: speed and roadway design; race, socio-economic and housing status; and use of intoxicants.

Excessive speed was found to be a factor in 42% of traffic crash deaths in 2020 and 2021. Over that same two-year time frame, the report found that a quarter of all traffic fatalities were homeless people and there’s twice the rate of traffic death among Black people as non-Hispanic whites. And when it comes to the use of intoxicants, four out of five victims tested positive for at least one. “That doesn’t necessarily indicate impairment,” Haggerty cautioned. “But it is a very high proportion.”

To turn things around, Haggerty said the answer is in the “safe systems” approach (of which the concept “vision zero” is just one element). Given the role of human behavior in traffic deaths, Haggerty said, “A critical insight of that approach is that humans make mistakes. And our system should be built so that when mistakes happen, they don’t result in serious injury.”

The County’s direct role will be to help people find more stable housing so they spend less time on the street exposed to high-risk intersections. They can also provide more behavior health and addiction support, so that people are in a healthier state when they get behind the wheel of a car.

On other measures, the County will have to use soft power to have an influence. This report is part of that effort.

Fewer people would die, the report found, if people would drive smaller cars. The report was one of the first from a local government agency to specifically identify the role larger, heavier cars have on the death toll. The County wants to work with state and city officials to increase the registration fee for heavier and taller, non-commercial vehicles.

The report offers a range of detailed recommendations. The ones that caught my eyes were: a 30 mph, countywide urban street speed limit that would be supported by investments in proven traffic calming projects; automated enforcement cameras; the use of more unarmed traffic officers; statewide laws on speed-limiting technology and alcohol detection systems in vehicles; and political opposition to all projects that “increase or do not decrease” vehicle miles traveled.

If Commissioner Mapps was looking for a plan of action, this report from the County would be a great place to start. I highly recommend giving it a read. Find the full report here.

See cool bikes, win MADE show tickets, enjoy new beers, and stay cool at Happy Hour tomorrow

Last week’s patio scene. (Photo: Jonathan Maus/BikePortland)

Yes I know the weather has been less than ideal for being outside, but you know how they say, “Misery loves company”? Well, that seems to have been made for us this week as we gird ourselves for some time outside at Bike Happy Hour tomorrow (Weds, 8/16).

I hope you’ll join us for community commiseration and conversations as we embrace cooler temperatures (it won’t even reach 100 degrees tomorrow!) and celebrate the excellent bikes of Portland. Yes it is a special “Show & Tell” Happy Hour where we’ll share our love of great bikes and the people who create and build them.

As I mentioned last week, the big MADE Bike Show is coming next week (August 24-27) and to help stoke the stoke, we want you to bring your cool, custom (or customized) bike and get ready to show it off. Whether you’re the lucky few who owns a handmade bike from a custom framebuilder or you’ve just added extra-special details to your beloved commuter, we want to see what you’ve got. (The funny thing about this is I usually take a walk through the racks each week and do this myself anyways, because I love all the neat bikes that show up!).

To spice things up a bit more, MADE Bike Show creator and head honch Billy Sinkford will be our special guest. He’ll give away swag and a few tickets to lucky winners. There’s also a very good chance you’ll get to meet and chat with a local builder or two.

Speaking of spice, Travis (owner of Gorges Beer Co and Ankeny Tap & Table) just told me they’ve got two new beers on the menu that are great for hot days: Golden Eagle Golden Ale (4.0% ABV), named after the king of eastern Oregon’s skies, “this ale is light, while remaining powerfully flavorful with notes of red currant, strawberry, and citrus”; and Augtoberfest Festbier (5.3% ABV), a late summer favorite at Gorges, “this German lager has a rich yellow color with a malty, bready sweetness and a super smooth finish with spicy, herbal and floral characteristics.”

And don’t fret the heat! We’ll have the misters on full-blast, there’s AC inside if you need a break, and I’m bringing two super-soakers just in case.

See you on the patio tomorrow!

Bike safety 101: Let’s help folks feel better on their bikes

What do we talk about when we talk about bike safety? It’s a topic that is so fundamental — almost trite — to so many of us that we rarely address it on BikePortland these days.

That’s why I was happy that the folks at City Cast Portland asked me about it for the latest episode of their podcast. Host Claudia Meza asked me some important questions that I know I didn’t answer completely, so I figured I’d share them here so you can add to and improve my responses.

The thing that stuck with me from our conversation was how new cyclists feel about the dangers on our streets and what they can do to mitigate them. What I mean is, I always feel uncomfortable when media folks ask me, “Are the streets safe for cycling?” because I know my personal feelings about it are very different than other riders — especially people who are new to cycling and/or Portland.

With Pedalpalooza in full swing, and judging by all the newbies I meet at Bike Happy Hour each week (see you tomorrow, right?!), I know there are a lot of folks just coming into cycling that could really use some tips and advice on how to feel and be safer.

So… Below are the questions Claudia asked me. You can hear my responses by listening to the podcast episode (above). And I’d love to hear your responses in the comments. If any of you take the time to share your thoughts, this post could be a good resource for a lot of people. Here are the questions…

Have you noticed commuting by bike getting more dangerous in Portland?
What are some other safety concerns you see while riding?
How can bicyclists find the safest routes to get around?
Are there any routes that are way too dangerous for bicyclists?
Are there any apps or websites where people can plan their trips?
What are the three things you check for before heading out on ride so you’re not accidentally creating a hazard for yourself?
What can drivers be doing better to ensure riders’ safety while sharing the road?

Like I said in the interview, even though fatal bike crashes have remained at zero or very low for years now; every time tragedy strikes — regardless of it happens to a walker, driver, or whoever — cyclists feel it on a visceral level. The more we help each other navigate those feelings and share tips and resources, the more confident, safe and relaxed everyone will be out on our streets.

Thanks for sharing your insights and perspective.

City Cast Portland Podcast, 8/15/23: Biking 101: How to Stay Safe in Portland

Comment of the Week: a dark warning about the politics of climate change

I’ve got ten dollars says the words “stochastic” and “sous vide” have never before been used together to make a point. But with today’s temperature predicted to reach 103 degrees, maybe now is a good time to talk about cooking ourselves.

It was hard not to notice the sense of urgency in last week’s comments. Not only were there a lot of them, but gosh, what a selection of strong, informed and passionate writing. SD’s comment came in late yesterday, and even among that crowd it grabbed me by the lapels and made me pay attention.

SD writes in agreement with fellow commenter 9watts, that climate change doesn’t get the emphasis it deserves in Portland transportation discussions. I’ve noticed that too. But it’s anxiety about climate collapse that might be fueling the urgency of our debates.

Here’s what SD wrote:

Climate collapse and heat adaptation should be in the forefront of PBOT’s mission. They should leverage this heavily in reshaping infrastructure to prioritize rational human movement in Portland. Heat islands are a large part of PBOT’s infrastructure.

The emphasis on linear climate changes such as increasing temperature over time or sea level rise are easy to grasp and support with data but do not capture the likely possibility of stochastic changes that will occur as specific elements that buffer climate collapse.

We should be pulling out all of the stops now while we are not yet in complete crisis. Instead, we have self-interested people in decision-making positions, like Mapps, that are more interested in a mundane, forgettable political career than trying to use their agency to find solutions, prepare Portland and create resiliency.

Sous vide for steak is 130ºF. We aren’t far off from fatal temperatures. It is a real possibility that children today or their children will die from heat related causes or starvation.

… And children today are dying due to climate disruption. Yes, we realize that’s a dark note to end on, but it feels appropriate given our situation.

Thank you SD and everyone else who commented last week. You can read SD’s comment under the original post.

Monday Roundup: Right to repair, future of cities, and more

Welcome to the week. Here are the most notable stories our writers and readers have come across in the past seven days…

This week’s sponsor is the Vineyard Tour, organized by Umpqua Velo Club. It’s a full weekend of amazing rides and country roads coming Labor Day Weekend, September 1-4th.

Right to repair: Environmental advocates want e-bikes to be simpler to work on and repair, but the bike industry says the risk of fires is too great. But is the industry just looking to protect big bike brands from cheaper competition? The right to repair debate is definitely something to watch. (Fast Company)

Post-Lyft Biketown? Interesting shifts in the bike share business landscape could impact Portland’s system and heightens the need to look beyond private ownership. (Slate)

Post-car era: PBOT is closing one of their underused large car parking garages downtown to save money. Perhaps a more productive use of the space would be some type of shelter? Or secure bike parking? (The Oregonian)

Other obesity epidemic: I’m heartened that every week another large media outlet picks up on the problem of large EVs and the many environmental and safety problems they pose. (The Economist)

Future of cities: This is a good roundup and update on where American cities stand post-Covid, and how we can make sure they thrive going forward. (Vox)

Free for kids: The mayor of Boston has launched an initiative to provide free biking lessons to kids in parks citywide. (WBZ)

Media literacy: Before America kills off yet another threat to the all-powerful automobile, do your homework and learn how to spot bad e-bike articles. (Streetsblog USA)

Colorado’s e-bike rebates: The statewide e-bike purchase incentive program launches this week and Oregonians should watch it closely as it’s a very similar model to what will eventually be passed here. (Colorado Public Radio)

Ticket-hater = ticket-getter: The creator of hit show “The Wire” lambasted NYC’s DOT on Twitter about a speed camera ticket, then it came to light that he’s a repeat offender. (Streetsblog NYC)

Bike Index FTW: A San Francisco man whose bike was stolen in 2018, recently got it back thanks to someone who saw it on Bike Index. (SF Gate)

Thanks to everyone who shared links this week!

Opinion: Mapps needs new approach if he wants to change traffic culture

Monday’s city hall press conference about a troubling rise in traffic deaths was a disappointment. I think I speak for many of Portlanders when I say we were expecting a plan of action and more concrete reassurances that City Hall feels our pain and shares an urgency for safer streets. It was a press conference that should have had an easel with a poster full of a bulleted list of actions that the Portland Bureau of Transportation and its Commissioner Mingus Mapps plan to take in order to defend our streets from dangerous drivers and restore respect among all road users.

But while Mapps lacked a new plan, he didn’t lack a new priority: culture change.

“The next thing that I’m leaning into is, how do we bring about this culture change?” Mapps shared in an interview just before he was whisked back into City Hall by a staffer.

I pressed Mapps several times during the conversation to tell me something new and significant his office and/or PBOT would do to assuage the deep, visceral fear many Portlanders have around using our streets. He wasn’t able (or willing?) to answer that. Instead, he shifted his response each time to this new focus on education and culture change. So let’s delve into it a bit more…

“We need to develop a strategy to consistently do education,” Mapps shared. “My goal is to do an education event, basically, every Thursday, Friday, where we remind people that traffic enforcement is going to be out, and remind people that if you drive drunk or you drive fast, the risk of you killing someone is increases dramatically. I think that piece needs to happen a lot more.”

Mapps continued: “Has our infrastructure actually gotten worse in the last couple of years? Have we been ripping out bike lanes and sidewalks? No. What has changed in the past couple years, frankly, is our enforcement strategy and the way we use our roads. We have made significant progress and turned the corner on enforcement. And now the third leg that I’m trying to build here is the culture change piece.”

I agree with Mapps. Culture eats everything. And right now our traffic culture is so toxic and dysfunctional that it’s erasing all of PBOT’s infrastructure investments, overwhelming their educational campaigns, scaring away bike riders, and lowering the standards for behavior on our streets. The big question is: What is Mapps’ plan to actually create the cultural shift we need? How far are he and his team willing to go to make it happen? Is PBOT even equipped to do this?

To effect real, lasting cultural change (given Portland’s current funding, enforcement and infrastructure constraints), a strong way to start is with great communications and framing. The fact that at a press event where he hoped to debut a focus on culture change, Mapps slipped and used the word “accident” (which absolves road users from taking responsibility for their actions) instead of crash — and where he avoided any tough talk directed at drivers and his remarks fell flat with safety activists who are on the front lines of this crisis — shows he’s not off to a stellar start.

Culture is created by people. Our traffic culture is terrible because many people act terribly when using our roads. But instead of a stern and serious tone targeting those people, Mapps voiced the typical, government “pretty-please-act-nicer-out-there” tone. That should change.

If we want any chance of shifting culture, leaders like Commissioner Mapps must be able to grab the bulls by the horns and speak clearly about the threat we are facing. And that threat is drivers and their cars. I know that fact is uncomfortable for Mapps and that there’s political peril in being perceived as anti-car, but we need to acknowledge this truth if we want to make progress.

Consider the remarks from Portland Police Bureau Sgt. Ty Engstrom at Monday’s press event as an example of what not to do.

“People feel entitled on our roadways,” Sgt. Engstrom said during his remarks. “All motorists, all pedestrians, all bicyclists.” Then, after hearing loud boos and disagreement from some in the crowd, he continued. “You are right, there are motorists out there that are driving in a way that kills people. Absolutely. But there are also people that are on bikes or pedestrians that need to be also more careful with what they’re doing. So it is a shared responsibility and a culture change that needs to happen.”

Read that again. One type of road user is killing other people. The others need to be more careful. Therefore we all have a shared responsibility to change? I strongly disagree. There’s a vast imbalance in that statement and our city leaders must start to recognize it. Cars and their drivers are the force that kills and maims and instills fear. When I get into my car — I don’t have to make a decision to be dangerous — the mere act of stepping into a vehicle with such dangerous and deadly potential, puts me in that position every time I drive.

The way we talk about traffic culture must accurately reflect the issue. Ignoring that cars and drivers are the main problem will tie us to the same outcomes we’ve always had.

So, what would look like to take a stronger stance against this highly problematic subset of drivers who are trashing our traffic culture? Or, in Mapps’ own words, “How do we bring about this culture change?”

Here are just a few ideas:

– PPB and PBOT could share more media content showing the rampant lawlessness on our streets. I’m not talking about street racing or high-profile hit-and-runs. I’m talking about the everyday stuff that’s been normalized. Like when people just blatantly run red signals, block bike lanes, don’t stop for someone using a crosswalk, turn right on red despite massive signs saying not to, drive without license plates, speed down neighborhood greenways; and so on and so forth.

– Commissioner Mapps or someone on his or PBOT’s staff could walk or bike in a location known to be dangerous or stressful. Have someone covertly record him biking around or trying to cross a major street. Then share the content and his first-hand experiences with the public via social media or a blog post.

– Make quick infrastructure changes at locations where people often drive dangerously and where a high-profile fatal or serious injury crash occurred — then tell the media about the bad driver behaviors, why they are so dangerous, and why the installation was necessary.

– Set higher standards for city employees using fleet vehicles by installing speed governors or publicizing a “no pass” pledge on neighborhood greenways. That modeling could influence Portlanders and shift the way people think about speed and residential street safety.

Culture change is hard. Politicians usually avoid it like the plague. But Mapps, being out of options and feeling pressure to do something, has reached for it. Maybe we can help him grab it and do something that will make a difference. I’d love to hear your ideas.

PBOT reveals potential bike parking code changes amid pressure to ease housing delays, costs

“I believe current bicycle code is too complex, too vague, and too rigid.”
– Victor Duong, project manager at LEEB architects and former PBOT Bicycle Advisory Committee member

The Portland Bureau of Transportation is under pressure to make changes to their bicycle parking requirements. It’s part of an effort by City Commissioner Carmen Rubio to respond to a recent survey that found PBOT’s bike parking code is considered by many stakeholders to major impediment to housing production.

At times during a meeting of the bureau’s Bicycle Advisory Committee Tuesday, PBOT Planner Sarah Figliozzi defended the bike parking code and sought to clarify several aspects of a recent report that shed an unfavorable light on it. But she also accepted feedback and revealed the specific parts of the code PBOT would be willing to put on the chopping block. According to Figliozzi, three possible changes are afoot: removal of requirements to build an alcove within residential units and provide spaces for large cargo bikes, as well an overall reduction in the amount of required spaces in new residential buildings.

The current code, adopted in 2020 after years of analysis and feedback, allows developers to provide 50% of long-term bike parking for each residential unit within the unit itself — as long as it is located in a closet or alcove within 15-feet of the front door. This was done to avoid the problem of architects and developers deciding to simply hang a rudimentary hook on a living room wall to fulfill their bike parking requirement. After hearing from housing regulation survey respondents (which included hundreds of developers, property owners, and city staff), that those standards are difficult to comply with, Figliozzi said they are considering a permanent removal of that requirement.

PBOT slides shown at August 8th, Bicycle Advisory Committee meeting.

“Some of these design elements are just challenging for the applicants to configure in the types of floor plans that they’re used to working on,” Figliozzi said at the BAC meeting Tuesday. “And they take up a lot of floor space.”

Former BAC member and Portland cycling advocate Victor Duong (an invited guest at Tuesday’s meeting) is project manager at LEEB architects. He’s currently working on a 200-unit project in northwest Portland, “that is currently going through a lot of these bike parking challenges.” He shared several serious concerns in response to Figliozzi’s presentation.

“[The city permitting office] is requiring us to build a bike alcove 15-feet high and there was zero flexibility. I kid you not. A 15-foot wall is just a waste of money,” Duong said. In a follow-up email, he told BikePortland that he’s all for more bicycle parking both personally and professionally, but he believes the current code is, “Too complex, too vague, and too rigid.” He even cited an instance where permit officials from City of Portland “dinged” him for wanting to build more in-unit bike parking than was required.

Duong also said he feels the current code is “devastating” to creating affordable housing in Portland and encouraged BAC members to look at actual plan drawings as they consider the impacts of bike parking requirements. “For every 15 units, the current bike code removes one unit. So on my 200-unit project, it’s effectively removed seven units… it’s very costly.” (A figure included in a consultant’s report used by Rubio’s office of $11,000 in bike parking costs per unit has been the focus of much debate. Figliozzi said that figure is a range between $2,600 to $11,000 per unit and that the consultants have agreed to add additional context about the assumptions and analysis to their report.)

The other part of the code Figliozzi said PBOT will propose for removal is the section that requires a certain amount of spaces for larger bikes. PBOT wanted the code to reflect the growing popularity of cargo bikes in Portland and they added a provision in 2020 that 5% of spaces must be built with a 10′ by 3′ footprint. But now they’ve heard that requirement takes up too much space in smaller developments and they are recommending a temporary removal of that piece of the code.

BAC member Katherine Sheie opposed that idea. “I understand that it’s difficult to to accommodate these larger spaces,” she said. “But I think if we are going to get to a larger mode split, we need to be able to provide cargo bike parking, so that people can not own a car and still move big stuff around.”

But from an architect’s perspective, Duong said the 10 x 3 required footprint didn’t fully capture the amount of space required by that part of the code. “With the maneuvering clearances, the cargo bike requirement is two-thirds the dimensions of a compact car parking stall — and that’s inside the building envelope.”

The third part of the code Figliozzi said PBOT staff are contemplating for revision is a temporary reduction of the required amounts of parking for residential units. The current code requires a 1.5 and 1.1 bike parking space per unit minimum in the central city and outer neighborhoods, respectively. Those amounts could drop to 1 and 0.5 per unit. “Staff are continuing to talk through repercussions of temporarily reducing required amounts for residential units,” stated one of Figliozzi’s slides.

From here, PBOT, the Housing Bureau, Bureau of Planning & Sustainability (BPS) and Commissioner Rubio’s office will continue to discuss and negotiate which code changes will support more housing production. A draft of changes will be available in early fall with opportunities for public comment. A hearing on the draft at the Planning & Sustainability Commission is scheduled for October 24th.

Bend lawmaker considers e-bike law changes in response to tragic teen death

Less than two months after a 15-year old from Bend was killed in a traffic collision while riding an electric bike, a state lawmaker wants to change Oregon’s e-bike laws in the coming legislative session.

Emerson Levy, a Democrat who represents House District 53, told an electric bike advocacy group about her proposal Thursday morning. “Our laws haven’t caught up with the modern day,” Levy said shared at an online meeting of Electric Bikes For All, an informal working group convened Forth, a statewide electric vehicle nonprofit.

Levy is still formulating specific bill language, but so far the outline includes:

updating Oregon to the three class system recently adopted by the Biden Administration as part of the Infrastructure Investment and Jobs Act (IIJA). Oregon is one of 13 states that don’t use the Class 1 (20 mph with no throttle), Class 2 (20 mph with throttle), and Class 3 (28 mph max without throttle) system to regulate e-bikes;
remove the current age restriction (of 16 years) for riding e-bikes, but maintain a minimum age of 16 to use an e-bike with a throttle;
and require helmets for all e-bike riders regardless of age.

“If we don’t address it quickly, we’ll get to the point where community attitudes will shift very quickly to ‘Just ban them all.'”
– Emerson Levy, Oregon House Rep

Use of throttles is especially problematic, Levy said, because many young Bend residents ride “souped-up” e-bikes with aftermarket throttles. She said Bend police stopped a young person going 70 mph last week.

At the meeting, Rep. Levy painted a picture of Bend residents who are outraged at the dangerous e-biking behaviors they see from teens and said her constituents are desperate for action after the tragic crash that killed a teen on June 17th. “I would say that we’re at a point where this is an emergency,” Levy shared.

Rep. Levy acknowledged that legal changes are just one part of the issue and that infrastructure and education are just as important. From her perspective as a lawmaker, something must be done quickly to quell local fervor around how many teens are riding e-bikes in a way some perceive as dangerous.

“It is a difficult space to be in,” she continued. “Because I really want kids to have the freedom to be on bikes, but the situation we have right now is quite unsafe… if we don’t address it quickly, we’ll get to the point where community attitudes will shift very quickly to ‘Just ban them all,’ so that’s why I’m trying to step in right now.

Responses to Levy’s ideas at the meeting were mixed, with several people expressing concern that the attempt to regulate e-bikes in this way was misplaced and could lead to unintended consequences.

Neil Baunsgard, an advocate with a Bend-based environmental nonprofit, said he was concerned about limiting e-bikes with throttles because they tend to be much cheaper than bikes without throttles. “Because most pedal-assist bikes are mid-drive [motors], they’re at least twice as expensive as a pedal assist bikes that have a throttle option,” he said. “So the concern that I have… is that it might lead to just gatekeeping the affordable e-bikes.”

Portland State University researcher and noted e-bike policy expert John MacArthur said, “What are we trying to solve here? What is it about a throttle that we think is so much more dangerous?” MacArthur pointed out that a 15-year-old could go very fast on a non-electric bike. “I understand there are concerns. I’m a parent too…. And in some low-income communities will this be another reason for the police officers to go chase down young people of color?… Is an age restriction what the real issue is?”

When it comes to a mandatory helmet law for e-bike users, MacArthur was clearly worried that it could be a slippery slope where lawmakers will try to apply it to all bikes. He also cited how helmet requirements impact bike share systems like Portland’s Biketown. “Cities that have required helmets for bike share fail. Seattle had that and they pulled it back. In Vancouver, BC you have to carry a helmet around or you will get fined.”

In an email follow-up after the meeting, Rep. Levy said she, “Most likely have to give up the helmets [provision of the bill], but I still think it’s important to have the conversation about head trauma on the legislative record.”

Sarah Iannarone, executive director of The Street Trust, encouraged Rep. Levy to explore other avenues to improve e-bike safety. She said Oregon should have e-bike related question on the driver’s test (to which Rep. Levy said ODOT is already amenable to) and that “infrastructure is key.”

“We really need to harden up the infrastructure for people using these light individual mobility devices,” Iannarone continued. “And that is going to be critical for youth. Youth who are not driving are more likely to stay alive. The youth who are dying in Portland are dying in motor vehicle crashes. So if we can get these young people riding transit, riding their bikes, rather than even having to adopt driver’s license to begin with, I think we’re ahead of the curve.”

A different perspective was offered by Forth Senior Policy Manager Shannon Walton-Clark. They were supportive of Levy’s ideas and urged the group to consider the political environment in Salem as talks ramp up for a major transportation funding package in 2025. Rep Levy’s proposal should be seen as a seen, in large part, as a “signal that work is being done,” they said. “If communities are not seeing things done about issues that from their perspective are the most important,” Walton-Clark continued, “It is gonna be much harder to convince those communities that infrastructure to support things like e-bikes is wanted and needed. And it’s going to be a lot harder at the legislative level to fight for infrastructure — specifically to protect things like e-bikes — if the narrative is, ‘E-bikes are unsafe, why are we subsidizing them? Why are we supporting them?'”

Walton-Clark’s view struck me as being very similar to the rationale that led to lawmakers passing a $15 tax on new bicycles as part of the 2017 transportation funding package. That tax was pitched as a way for cycling advocates to earn respect and “have some skin in the game” that would lead to more favorable funding and support in future years; none of which has materialized.

This conversation about how — or if — to further regulate e-bikes in light of their immense popularity (especially among teens) is just getting started. Draft bill language for the 2024 session is due in November and Rep. Levy says she’s open to feedback and input. You can contact her via her State Legislature page or at ^{Rep.EmersonLevy@oregonlegislature.gov.}

Weekend Event Guide: Bridges, nakedness, cider, and more

Riders near the Blumenauer Bridge at last year’s World Naked Bike Ride. (Photo: Jonathan Maus/BikePortland)

Welcome to the weekend! Here’s our weekly selection of rides and events worth your time. Please note, it’s Pedalpalooza season. That means there are tons of rides every day. See them all here. (Also note that rides usually leave 30 minutes after the posted meet-up time.)

Friday, August 11th

Cider Ride – 5:00 pm at Swift Cider HQ (NE)
Portland’s cider status is legit. Join this ride and sample all the ciders worth drinking as you roll with cider makers and cider lovers from Swift Cider to Rev Nat’s Taproom. More info here.

Midnight Mystery Ride – 11:30 pm at Billy Rae’s Dive (NE)
A longtime Portland tradition saddles up for another late night adventure full of warm air and magical vibes. More info here.

Saturday, August 12th – Day of Nakedness

Note: There are nine naked bike rides on this day, culminating with the Big One: The World Naked Bike Ride. See them all here.

Loteria Go Community Bike Ride – 10:00 am at Su Casa Super Mercado (NE)
PBOT’s latest community ride promises to be super fun and there will even be a few prizes (including a TriMet annual pass). Goal of the ride is to explore the new bike infrastructure on 162nd Ave. More info here.

Lily and Aaron’s Bike Move – 1:00 pm at Doe Donuts (NE)
Moving by bike is a proud Portland tradition and Lily is one of its most veteran practitioners. You’ll be amazed at how bike-power can move an entire apartment’s worth of stuff and your heart will be full with the barn-raising feel of the community coming together to help each other. More info here.

Celebration of Life for Jeanie Diaz – 4:00 to 6:00 pm at The Redd (SE)
Friends and family will come together to remember and celebrate the life of Jeanie Diaz, the beloved youth librarian and mother of two who was killed by a driver last month. More info here.

Sunday, August 13th

Bridge Pedal (all day all over the place)
It’s the annual ride and rite of passage for true Portlanders that will give you access to amazing views usually reserved for car drivers. Take back your city by bike! More info here.

Bi’s on Bikes – 10:00 am at Waterfront Park (SW)
Open to anyone Queer, questioning and gender expansive, this ride will cover some classic Portland riverfront path miles and end with a BYOBrunch at Sellwood Riverfront Park. Costumes admired, but not required. More info here.

Rivendell Ride – 12:00 pm at Lords Luggage (SE)
There was a guy named John and his partner Darby who used to own a Rivendell-loving bike shop in Portland. They are gone now but they still love Portland and miss their friends. Their fans also miss them. This ride will be a reunion of those people and anyone else who loves bikes and/or bike shops. More info here.

Beginner Bike Skills Clinic – 2:00 pm at Robertson Life Sciences Building (S)
Learn all the basics you need to be a confident and proficient rider with a wonderful (and totally professionally certified) coach and human named Viv. For people 16+. Younger coaching available if parents are present. More info here.

Voting, the Government, and You – 2:30 pm at Portland City Hall (SW)
Civics nerds unite at this ride that will help you understand how to navigate Portland’s government and will feature STAR (score than automatic runoff) voting experts who will try and convince you to sign the petition to get STAR on the ballot next year. More info here.

MADE Bike Show coming to South Waterfront later this month

We’re just about two weeks away from the inaugural MADE Bike Show when Portland will become the center of the framebuilding universe. Over 200 custom bicycle builders from around the globe will descend on Zidell Yards in the South Waterfront for four days from August 24 – 27.

(In tandem with MADE, we’re hosting a special edition of Bike Happy Hour next week (8/16). More details below.)

This event will cement Portland’s reputation as a place that appreciates handmade bicycles and the people who build them. Whether you’re in the market for a new bike, custom bike curious, a lover of quality, handmade products — or if you just love bikes and bike people — you don’t want to miss this event!

The Zidell Yards warehouse and outdoor beer garden on the Willamette riverfront will be a perfect setting to take it all in. Even organizer Billy Sinkford (who you might recall from our chat on the BP Podcast back in June) has pulled out all the stops to make this show something Portland can be proud up. In addition to all the great bikes and people, here are some pro tips about the event:

Use code BIKEPORTLAND (yes, all caps) to get 15% off your ticket.
Volunteer at the event and get a t-shirt and one day free admission.
Biketown rental discount with all ticket purchases and a pop-up Biketown station right near the entrance.
Free valet bike parking from Go By Bike!

Big after-party is Saturday night on the riverfront where you can hang with builders, win great prizes, and take part in a raffle for a Fairdale bike that will benefit a local nonprofit.

And this coming Wednesday’s Bike Happy Hour is a special “Show & Tell” edition. Bring your custom/freak/personalized/special-to-you bike and show it off! Billy will be there to answer questions and raffle off MADE Bike Show swag (including free tickets to lucky winners). We will also take portraits of you and your bike to share with the world on social media. And last but best — a few local framebuilders will be in attendance. As Bike Happy Hour regulars say, “See you next week!”

Check out MADE.bike for all the info and don’t forget to use the BIKEPORTLAND promo code for 15% off your tickets.

Job: Linux Systems Engineer – Ride with GPS

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Linux Systems Engineer

Company / Organization

Ride with GPS

Job Description

We are the world’s largest library of bike routes, and we enable cyclists to go on better rides, more often. We have a website and mobile apps that allow people to discover the best riding in their area, and get turn by turn navigation using either our mobile apps or the bike computer of their choosing. Come join us in taking Ride with GPS to the next level!

– Linux Systems Engineer: https://ridewithgps.com/careers/systems_engineer – Work the full deployment stack, from hardware to containers. We are looking for an experienced engineer practiced in the deployment of Linux based machines and services on top of them. We run on a rack of machines that we own, co-located in the Pittock, and we deploy services both directly on Linux as well as via containers. This is part SRE, part DevOps, part classic SysAdmin, with the occasional networking issue. We need someone who is within driving distance of our rack in Portland and who has experience working in a datacenter. While the majority of the job is in the deployment of services on those machines not managing the machines themselves, we need someone with datacenter experience to help repair and expand as needed. Are you a jack of all trades, comfortable occasionally working with hardware, while being highly proficient in Linux and container based deployments? Maybe you are light on modern container orchestration but are highly capable and interested in learning? We’d love to talk to you!

How to Apply

Send resume + cover letter to careers@ridewithgps.com with an optional brief paragraph about your relationship to cycling or the outdoors. Riding bikes is absolutely not required, but we do find it helps!

An e-bike ride on a carfree path in the Columbia River Gorge

Stopped for a snack at Wind Mountain Overlook. (Photos: Jonathan Maus/BikePortland)

There are many reasons I’m a true believer when it comes to bicycling in the Columbia River Gorge. Since I was first introduced to the vision of a bike route parallel to I-84 from Troutdale to The Dalles way back in 2007, I’ve watched what was first a dream get very close to reality.

Today, almost the entire route is ready to ride and businesses are sprouting up to help more people enjoy it. One of them is Bike the Gorge, a new e-bike rental service in Cascade Locks. Last Sunday I reserved a bike from them for my mom (who just turned 74) so we could enjoy a family day on the Historic Columbia River Highway State Trail (HCRH).

I love Cascade Locks for its proximity to Portland (only 50 miles or so east, I even biked there for a meeting once!), it’s amazing riverfront park, fun local businesses (including the main location of our Bike Happy Hour partner Gorges Beer Co!), and of course, access to amazing bike rides.

On Sunday, after my mom got a quick lesson on her new e-bike from Bike the Gorge owner (and BikePortland subscriber!) Ben DeJarnette, we set off east to start our journey on the trail.

It would have been much easier to start at Wyeth Trailhead, but I thought we’d just ride to the start from where we parked the car in Cascade Locks. I had never ridden between Cascade Locks and Wyeth and I figured it’d be easy and beautiful. It was the latter, but certainly not the former! Turns out Wyeth Road has a massive climb (about 500 feet elevation in 1.5 miles) on it that I didn’t account for. I was lucky my family didn’t mutiny.

Warmed up from the climb, we got to Wyeth where the carfree section starts and would take us five miles to Viento State Park (that’s where the carfree section ends currently, but if you ride it after September 9th, ODOT will have opened another two mile section east of Viento!).

This is such a beautiful section of the HCRH (it really needs a nickname). My favorite part is where the path reaches into the sky, high above I-84, as it hugs the Gorge hillside on perfectly smooth pavement as the Columbia River expands all around you. Another fun spot is Wind Mountain Overlook, a great spot for a snack that’s accessible via a dirt trail about 2.5 miles east of Wyeth Trailhead.

And of course there are several waterfalls to gawk and cool off at if that’s your thing.

As the miles wore on and we faced stiff headwinds on our way back, my mom had really gotten a hang of her e-bike. She just smiled and zoomed around with a big grin on her face as I struggled to keep up. Eventually I just let her go, so she was free to float on the famous Gorge wind and feel that magic of cycling that’s been a part of her life for so long.

If you’ve never experienced the HCRH State Trail, get out there before summer is over. And with e-bike rentals and great trailheads full of amenities like water, bathrooms, bike tools, and so on, you can take any type of rider and rest assured they’ll have a great time. My mom sure did!

Thanks to Bike the Gorge for the rental, all the advocates and elected officials who’ve helped make this project happen, and to ODOT for showing us that you are capable of building world-class cycling infrastructure when you want to.