BikePortland

Job: Bicycle Production Coordinator – Community Cycling Center

Buffered Bike Lane with a bike symbol and arrow pointing forward

Job Title

Bicycle Production Coordinator

Company / Organization

Community Cycling Center

Job Description

The Bicycle Production Coordinator is responsible for the smooth operation of used bicycle production and new bike builds. They will supervise mechanics who prepare bikes for sale in our shop or delivery through our Programs department. Working under the direction of the Shop Leadership Team, they will cultivate the delivery of consistent quality, help meet sales goals and support staff working in their department.

How to Apply

Please send cover letter and resume to jobs@communitycyclingcenter.org

Opinion: Let’s have the right conversations after tragic Bend e-bike death

About one year ago, we shared a guest article from Hood River cycling advocate Megan Ramey. In Dawn of the throttle kids, Ramey laid out her take on a phenomenon in Oregon cities where throngs of tweens and teens are taking to electric bikes.

“All it’s going to take to have this conversation explode,” would be a high profile crash, Ramey wrote. “If it happens with someone who is underage riding an e-bike, the media frenzy would be harsh. We could see overly restrictive laws passed, police changing their enforcement stance, and a general public backlash that sets bike advocacy back decades. As always, it’s best to get ahead of the issue and create these laws in advance, and not in reaction to a tragedy.”

I’m sad to say that 11 months later, a 15-year-old riding an e-bike was killed in a collision with a car driver. It happened in Bend June 17th, and the response has been almost exactly what Ramey predicted. It has sparked a big conversation about bike safety and enforcement (the victim was 15 years old and not wearing a helmet, both of which are a traffic violation). Right on cue, folks are pointing fingers at kids on bikes and calling for mandatory licensing. On Friday, the editorial board of The Bend Bulletin called on schools and parents to step education efforts.

And just yesterday, OPB’s daily news analysis show Think Out Loud welcomed a Bend Bulletin reporter and I onto the show to talk about the issue. I encourage you to listen to the segment. Host Dave Miller posed some important questions and I hope my responses to them help direct us to the best possible outcome.

As I shared with Miller on the show (listen above or read a not-perfect transcription here), it’s very important we don’t get into the standard, knee-jerk reactions that always happen when something new bursts onto the scene. Yes we need to take action to address how these new types of bikes are being used and increase awareness of the dangers they pose when used incorrectly. But as we process this tragedy and map out next steps, we must have a healthy perspective on what’s going on here.

Folks need to less time pointing fingers and more time in front of a mirror. I’m hearing a lot of people demand “more education!”, “more enforcement!”, “more laws!” Those are lazy responses because they put the onus on someone else to do something. If we want to make streets safe for everyone, we must reflect on our own behaviors. One of the major tenets of the “safe systems” approach to traffic safety (that PBOT and many other cities are working on as part of their vision zero goal) is that our streets should allow people to make small errors in judgment without the consequence of death.

Death is not a normal part of moving around a city. If you think it is, then consider this question: Which one of your loved ones are you willing to sacrifice to that belief?

Views of deadly intersection on Hwy 20 and Dean Swift Rd in Bend. Yellow arrow is path of bicycle rider.

We also can’t forget that our transportation system and our society on the whole is very car-centric. Everything outside of a car is an outsider, an interloper, the “other.” That strong bias often blinds us from good decision-making, especially when emotions are high following a tragedy.

I’m also concerned that not enough folks in Bend are talking about the role of road design. Just look where this fatal collision happened (above): A very dangerous urban highway and a side street built for getting onto it with as much ease and speed as possible. That wide turning radius is akin to a freeway onramp and should never exist in this type of context. And many people are questioning the teen’s decision to ride on the sidewalk; but would you ride in that bike lane? Do we really expect a bike rider to cross a five-lane arterial twice just to get to their destination?

Riding on the sidewalk in the opposition direction of road traffic was likely the safest choice they could have made given the alternatives.

And speaking of alternatives… What if all these kids lost their love of bikes? How would they get around instead? As folks like Ramey (who leads Safe Routes to School programs) and other parents of tweens and teens know all too well, it’s not easy to get them out of cars and away from their video games. So let’s be careful how we respond to this tragedy. Let’s embrace these bikes, and not let our penchant for finger-wagging and othering squander this opportunity to get kids outside.

Job: Everybody Bikes! Coordinator – p:ear

Job Title

Everybody Bikes! Coordinator

Company / Organization

p:ear

Job Description

Job Title: Everybody Bikes! Coordinator
Position: Contract Full-Time
FTE 7/1/2023 – 6/30/2026 Requires occasional evenings and weekends
Reports To: p:ear Works Director
Compensation: $55,000 Annually

This position requires an energetic self-starter with excellent communication, leadership and public speaking skills that also has a commitment to contribute to bike works’ mission through our Everybody Bikes! program. As a seasoned bike mechanic, you will oversee and expand our Everybody Bikes! (EB!) Program as well as increase our capacity to partner at community events. Bikes will be procured through community donations or through our partnership with Free Bikes 4 Kids (FB4K). Working with our existing partner The Rosewood Initiative, you will expand the program to include an additional 2-3 organizations to provide free rebuilt bicycles & helmets to youth, adults, & families living in East County. You will be responsible for providing up to 15 bicycles a month for recreational and health purposes, as well as up to 10 commuter ready bicycles for adults, providing fenders, lights, and locks. Additionally, this position will support our SRTS Coordinator and our educational bike fleet, providing quarterly maintenance.

We believe that everyone should have access to cycling for fun, exercise, year-round reliable transportation and the freedom and agency that bicycles provide. Referrals are accepted from our partners on a rolling basis and fulfilled on a first come, first serve basis. Because systemic racism and inequality denies resources to members of marginalized communities, the Everybody Bikes! program was created to increase access for:
– Youth – People from low-income households – Black, Indigenous, People of Color – Women – Trans – non-binary individuals – Immigrants and Refugees – People experiencing homelessness – People with disabilities

Required Qualifications & Competencies
• Committed to the goals, values and mission of bike works by p:ear
• Thorough bike mechanic skills. Staff management and community bike shop experience preferred
• Experience building trusting, healthy relationships with people and organizations
• Commitment to social justice, racial equity and trauma informed care
• Commitment to building strong partnerships/relationships with the communities of East County
• Excellent interpersonal skills. Must be a positive and strong role model, have a collaborative,
team-oriented work style and strong strategic and problem-solving skills
• Highly adaptable sense of humor
• Ability to make and sustain relationships with diverse populations
• Commitment to non-violence and compassionate responses
• Commitment to personal and professional growth
• BBI/UBI or similar certification or equivalent work experience
• Excellent customer service and communication skills
• Able to work independently, problem solve and complete tasks with minimal oversight
• Must possess a valid driver’s license
• Bilingual preferred

Essential Duties & Responsibilities
Create avenue for access to bicycles for underserved children, families, and individuals through the creation of 2-3 new core partners
Provide up to 15 refurbished bicycles/month for underserved children, ages 3-18, w/ our core partners Provide up to 10 refurbished commuter bicycles/month for underserved adults w/ our core partners

Increase our capacity to provide bike education opportunities in the community as well as mechanic support at community rides and bike fairs.

Will work to coordinate and provide mechanical support for East Portland SRTS Coordinator and its bike fleet. Additionally, basic bike mechanic education and teaching will be provided as the need arises

Expansion of 2-day classes at Rockwood Library to be quarterly Increase ridership in East Portland and Gresham through commuter bicycles

Quarterly Grant Reporting

Keep a list and description of all events, including: Date, Location, Number of Participants or Bikes Serviced, Photos Record log for number of bicycles worked on (SRTS).

Spreadsheet of all collected data on our referral forms

SRTS Support
Up to 40 bikes serviced quarterly. This will keep programming fluid, bikes running smoothly, and mostly importantly kids staying safe.
Events

4-8 SRTS events annually with other CBO’s that will include some aspect of bike repair and/or mechanic education and instruction (proper innertube replacement, basic bike care etc).

Provide mechanical support at East Portland cycling events List and description of all events, including:

Quarterly (2 day) bike mechanic classes for middle and high school students at Rockwood Library Makerspace.
Mechanic support for riders during East Portland Sunday Parkways. Mechanic support for cyclists during East Portland Bike Fairs. Program measurement, evaluation, and improvement suggestions

About bike works by p:ear
bike works by p:ear is your go-to repair shop and lead advocate for people riding bikes in East Portland. Founded in 2017, bike works is a 501(c)(3) nonprofit working to create a more bike- friendly community by advocating for safe, connected bicycle and pedestrian infrastructure; supporting programs and events that foster a thriving, fun cycling culture; and ensuring that diverse constituencies have a voice in the development of new policies and infrastructure.

Our mission is 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. Our vision is a safe, convenient, and seamless active transportation network that connects people to where they live, work, and play.

Travel
Travel expected in the Portland/Gresham Metro area for this position.

AAP/EEO Statement
It is the policy of bike works by p:ear to provide equal employment opportunity (EEO) to all persons regardless of age, color, national origin, citizenship status, physical or mental disability, race, religion, creed, gender, sex, sexual orientation, gender identity and/or expression, genetic information, marital status, status with regard to public assistance, veteran status, or any other characteristic protected by federal, state or local law. In addition, bike works by p:ear will provide reasonable accommodations for qualified individuals with disabilities.

Other
Please note: This job description is not designed to cover or contain a comprehensive listing of activities, duties or responsibilities that are required of the employee for this job. Duties, responsibilities and activities may change at any time with or without notice. Additionally, this is a contract position – taxes will be your responsibility.

How to Apply

TO APPLY: Please send resume and answers as PDFs to the questions in lieu of a cover letter to nathan@bikeworkspdx.org with “EB! Coordinator” in the subject line. The job will remain open until full. Email only, no phone calls, please – phone calls will not be returned.
1. How will you use bike works by p:ear’s equity statement (see below) to further advance equity within the EB! Coordinator position in East County? Please provide specific examples.
2. Please share a time when you’ve built and maintained strong programmatic relationships with other organizations.
EQUITY AND INCLUSION
We believe in the young people at bike works by p:ear and in their unique, creative and powerful place in our community. In order to help youth live healthy and meaningful lives, bike works must combat the structural and institutional systems and personal attitudes and behaviors that exist to create and perpetuate racial, social, economic inequities in our community.
bike works by p:ear respects and celebrates the diversity, creativity and strength of the p:ear community. Equity and inclusion are a priority across all parts of our organization from programs to administration to personal development. We commit to creating a culture of inclusion, self- reflection, and personal growth. We are committed to using our time and resources to help identify and eliminate disparities based on identity and to promote equitable and inclusive access to our
programs. We do this work so we can live in a world where everyone can thrive.
bike works by p:ear is building dynamic relationships based on this understanding. Equity means examining our weaknesses and identifying disparities where they arise. It means aligning with needs and redistributing resources. Equity at p:ear means a thoughtful approach and compassionate action, which includes advocacy in the community and equity education in all areas that p:ear touches and beyond.
Because bike works by p:ear is deeply rooted in compassion – which we define as a relational act of understanding another’s experience while providing a safe space – we commit to deep, program- wide and viscerally equitable practices for homeless and vulnerable youth as they access our programs. We call this love.
bike works by p:ear respects and celebrates the diversity, creativity and strength of the East Multnomah County community. Equity and inclusion are a priority across all parts of our organization. We are committed to using our time and resources to help identify and eliminate disparities based on identity and to promote equitable access to our programs.
bike works by p:ear
The Everybody Bikes! Coordinator will work with the p:ear Works Director who is looking for an experienced mechanic and dynamic individual to help run and expand our Everybody Bikes! free bike referral program through our social purpose enterprise community bike shop in East Portland. In partnership with the Rosewood Initiative, bike works supports Portland’s Eastside communities, providing low cost, low barrier access to bike education, repair and sales of refurbished bicycles and parts. Prior community bike shop experience is a big advantage. Our shop is located at 14127 SE Stark St.

Job: Safe Routes to School (SRTS) Coordinator! – p:ear

Job Title

Safe Routes to School (SRTS) Coordinator!

Company / Organization

p:ear

Job Description

This position requires an energetic self-starter with excellent communication, leadership and public speaking skills that also has a commitment to contribute to bike works’ mission through bicycle and pedestrian education and safety for the communities in East County. The SRTS Coordinator will assist with planning, organizing, implementing, and teaching bicycle curriculum at local schools, community events, and community partner spaces – both in person and virtually. Additionally, they will collaborate with internal and external stakeholders to support SRTS programming and a variety of bike works’ initiatives. This position will be responsible for implementing new bike focused education and safety lessons, while working to coordinate the maintenance of our bike fleet.
Outside of events, in-person meetings and mechanic work withing the shop, this position is remote.

Required Qualifications & Competencies
• Experience building trusting, healthy relationships with people of all ages and backgrounds – Specifically K-8 grade levels
• Commitment to advancing equity and inclusion by creating and maintaining a diverse environment
• Excellent interpersonal skills – Must be a positive and strong role model, have a collaborative, team-oriented work style and strong problem solving skills
• Commitment to non-violence and compassionate responses
• Strong written, oral and online communication skills – Including public speaking
• Excellent organization skills – Needs to effectively prioritize and manage time
• Project management from start to finish – Assume responsibility and accountability for
assignments and tasks
• Committed to personal growth with a willingness to learn
• Self-initiating, independent and highly motivated
• Physical ability to stand for multiple hours and lift/move up to 40 lbs
• Ability to transport self and supplies in a timely manner to multiple locations
• Experience with maintaining and repairing bicycles
• Experience in writing lesson plans and curriculums in order to provide bicycle safety lessons
• Ability to drive large vehicle while hauling a 20’ trailer
Essential Duties & Responsibilities
• Work in tandem with Multnomah County Transportation Planner and existing Bicycle & Pedestrian Safety & Education Outreach Coordinator to promote transportation health in East Multnomah County
• Help create correspondence with flyers, brochures, presentations, etc. in support of educating stakeholders in SRTS and bike works’ goals
• Develop meaningful relationships with stakeholders and successfully cultivate leaders within stakeholder groups
• Actively work with local school districts, CBOs, and other community partners to build community, collect and evaluate data, support and create enthusiasm in walking, biking, and driver safety
• Coordinate with school staff and SUN program coordinators to discuss/plan pedestrian and bicycle safety education and events
• Participate and organize a variety of community/education activities and projects in East Multnomah County – Including tabling, workshops, training, presentations, meetings, block parties, festivals, and more
• Provide resources for school district staff, administrators, and families to promote walking and biking initiatives, via campaign tool kits, videos, etc. that can significantly increase active transportation culture at each school
• Maintain records/data and prepare accurate reports quarterly
• Communicate and correspond with colleagues, stakeholders, community partners, schools,
etc. as requested or required
• Maintain the educational bicycle fleet and ensure that all bicycles are safe for students to ride
• Ensure that all equipment, bicycles, and tools within the trailer are well-organized, stocked, and taken care of
• Promote safe, active transportation in the East Multnomah County area and provide resources and tools to encourage pedestrian and cyclist engagement
• Provide bicycle engagement events by hosting bike rodeos, bike rides, and other bike- themed events in collaboration with other community partners

Work Experience
Applicants must show at least one (1) year of experience working with groups of children and families, and/or diverse communities – General knowledge of active transportation and bicycles is helpful.
About bike works by p:ear
bike works by p:ear is your go-to repair shop and lead advocate for people riding bikes in East Portland. Founded in 2017, bike works is a 501(c)(3) nonprofit working to create a more bike- friendly community by advocating for safe, connected bicycle and pedestrian infrastructure; supporting programs and events that foster a thriving, fun cycling culture; and ensuring that diverse constituencies have a voice in the development of new policies and infrastructure.

Travel
Travel expected in the Portland/Gresham Metro area for this position.

How to Apply

TO APPLY: Please send resume and answers as PDFs to the questions in lieu of a cover letter to nathan@bikeworkspdx.org with “SRTS Coordinator” in the subject line. The job will remain open until full. Email only, no phone calls, please – phone calls will not be returned.
1. How will you use bike works by p:ear’s equity statement (see below) to further advance equity within the SRTS Coordinator position in East County? Please provide specific examples.
2. Please share a time when you’ve provided education/facilitation for kids in elementary and/or middle school.

Dispatch from the first 82nd Avenue project workshop

The event was at McDaniel High School on NE 82nd. (Photos: Jonathan Maus/BikePortland)

It’s been 14 months since the City of Portland took the keys to 82nd Avenue away from the Oregon Department of Transportation. This jurisdictional transfer has been hailed by community leaders and advocates as a way to transform the former state highway into a more pleasant main street with better transit service and more safe places to walk and bike.

With $185 million already committed to the plan, PBOT and their partners at Metro and TriMet have begun to set the foundation of what 82nd will look like when all the dust settles in 2030. As with any project like this, a big part of the process is public outreach. And Tuesday night at McDaniel High School project leaders hosted the first of three district workshops. It was the north district workshop, with similar events for the central and south districts coming next month.

Curious about where things stand with this project, I rolled over to check it out.

It was a relatively good turnout for a weeknight transportation project, but I bet over half the crowd were agency staff, professional advocates and/or consultants who were paid to be there. There was a loop of posterboards where folks could see project details and lots of Metro, PBOT, and TriMet staff available to answer questions. Folks were chatting at tables and filling out post-it notes with their comments. One of the first people I ran into was Micah Meskel. Turns out he’s the Interim Urban Conservation Director for Portland Audubon, so it was no surprise our chat centered around the role of trees in the future design of 82nd.

Asked what his focus for this project is, Meskel said, “Trees are a top priority, especially using them to create safer pedestrian access and traffic calming.”

It’s not just conservationists like Meskel who are thinking about trees. Given their ability to reduce the heat island effect (and myriad other benefits) they are one of the project’s top priorities and they appear in medians in the earliest conceptual designs.

How would Meskel balance the preservation of trees with a safer street design? “We know that existing trees are so much better at suppressing carbon, creating shade, and all that stuff. And yes, sometimes they come in conflict with the best design. And so it’s sort of a case-by-case basis,” he replied. “I start in the position of ‘let’s see how we can work around the tree,’ and so whether that’s realignment of the sidewalk or whether that’s thinking of loosening the standards at one pinch-point spot.”

Along with street trees, the project laid out other priorities last night: a vibrant streetscape, safety, and bicycling.

While this might sound like conceptual fluff, you’ll be happy to know that work on 82nd has already begun in earnest. PBOT has a list of critical maintenance needs and crossings they’re working on. By 2026, they say, they will have invested $101.6 million into 82nd Avenue. A lot of that money is going into repaving. PBOT expects 46% of the street between Lombard and Clackamas Town Center to have fresh, smooth pavement by the end of 2026. Also in the next three years, they promise to: complete all new street lighting needs; add 23 new or updated crossing treatments; and to replace and modernize nine traffic signals.

While they work on those immediate needs, gears are already turning around the larger discussions like lane reconfigurations, bikeways, and future transit service. The goal is that by 2030, the transformation — including new paving, full ADA compliance, new bus service, wider sidewalks, bikeways and other upgrades — will be complete.

The nature of the transit service and how bicycling and driving will figure into the project are still very much up in the air; but initial conversations that will shape these important outcomes have begun.

TriMet Project Director Michael Kiser, fresh of leading the Division Transit Project, was hanging out at the TriMet posters. Asked what type of transit we can expect on 82nd, and whether it be like the FX line on Division or something better, Kiser was coy. He didn’t want to step on any toes. “I’d like to say, ‘We did Division, now let’s go bigger’ But we don’t control the right-of-way and want to work with our partners.”

It’s assumed that bus service will get much better as part of this project. It’s also assumed that car users will have access to the street. Interestingly, the same can’t be said for bicycling access. Currently, 82nd is a classic, five-lane arterial with two standard lanes and a center turn lane. The current thinking is to use two of those lanes for buses, add a bunch of center median islands, and keep two lanes for drivers.

I haven’t heard anyone talk seriously about a dedicated bike lane on 82nd Ave at this juncture. I’ve been hearing things like, “We can’t fit everything,” and “The community still wants/needs to drive.” It will be an interesting choice — given the climate crisis and our stated goals to reduce driving — if we exclude bicycle access and maintain car access on such an important corridor.

There’s a lot of talk about improving parallel routes and east-west connections to 82nd; but not only would that not equate to easy and direct bicycle access, there will likely be no guarantee of funding to do those projects. I think we’ll need to get very creative and we should not shy away from the difficult conversations about the type of city we want to build and how driving and cycling play a role in that.

I was happy to hear from planning staff last night that at least there’s recognition of the importance of bike access beyond the chorus of folks already capitulating and saying, “let’s just make a good neighborhood greenway” somewhere nearby. On some (albeit very few) sections of 82nd it might be possible to widen the sidewalk and create a shared bike/walk facility, or even a multi-use path.

If we end up with no bikeway on 82nd (the most likely scenario given current politics), the next best thing might be to make sure the new bus lane explicitly allows bicycling. If designed properly, a shared bike/bus lane on 82nd might be a good outcome. On that note, if we do our job taming and reducing car traffic, there’s a percentage of biking Portlanders that might even feel comfortable sharing the non-bus lane with car drivers for a block or two (much like folks do now on streets like Hawthorne and Alberta).

It will be fascinating to see how this conversation evolves in the coming months and years. One thing I learned last night that will make it even more interesting is that the Oregon Department of Transportation still owns three portions of the street: the northernmost section from NE Alberta to Lombard, the bridge over I-84 and the area around the MAX station, and the SE Powell Blvd intersection.

If you want to learn more about this project, I recommend checking out one of these workshops. There are two more planned for July 20th (center district) and 29th (south district). Find out the details at PBOT’s Building a Better 82nd project website.

Take a tour of the posterboards in the embedded PDF below:

82nd Ave_North Workshop Boards 6.27.23 Download

What does local gas tax fund? A new sidewalk in north Portland (for starters)

This is North Willis looking westbound toward the school. The new sidewalk will be built on that grass on the left.

The other day, local activist/journalist Angela Todd of PDXReal turned her daily criticisms of Portland government toward the transportation bureau. “What are they actually doing with all of this money?” she asked her many followers, in a tweet about the city’s 10-cents-per-gallon local gas tax program known as Fixing Our Streets.

If you have followed Todd at all, you’ll know that she harbors a deep distrust (hate might be a better word) of city government and she clearly framed her tweet (which has been viewed over 15,000 times) with a conspiratorial tone that was meant to discredit the Fixing Our Streets program.

Two days after Todd’s tweet, PBOT sent out an email newsletter from their Safe Routes to School program. Among the highlights of that email was the announcement of a new sidewalk project in north Portland. The source of funding? None other than the 10-cent per gallon local gas tax.

That project will build about seven blocks of new sidewalk on the south side of North Willis Boulevard in the Portsmouth neighborhood. This section of Willis has been identified by the city as an important connection for students and families who attend César Chávez K-8 School. “Walking routes and challenging connections were highlighted by school communities during a Safe Routes to School outreach process held throughout 2017,” the city says on the project website.

Once the project is complete, there will be a nice new sidewalk and ADA curb ramps between Newman and Chautauqua. Construction is slated for later this year.

And that’s just one of the many projects PBOT spends the local gas tax on. If you can’t support kids being able to walk and bike to school more safely, perhaps you can appreciate that, of the $64 million they expect to raise form this tax between 2020 and 2024, $25 million will go to paving, $13 million will go toward basic maintenance (like filling potholes), $4.5 million will go toward street lights, $6 million will toward making neighborhood streets safer, $5 million will be spent on signals and beacons, and so on.

So that’s what PBOT is spending the 10-cent citywide gas tax on.

Portland ranks fifth best big city for cycling in America

America’s largest and most influential bike advocacy nonprofit just released their annual City Ratings and Portland has placed fifth in the large city category. And unlike many other rankings (like the silly clickbait one that got too much attention earlier this month), these actually mean something.

Industry-funded People for Bikes ranked 1,484 U.S. cities for their ratings this year on a scale from 0 to 100. Portland earned a score of 56, putting us in fifth place. The leading American city (they also ranked 249 international cities) was Minneapolis with a score of 68. San Francisco (63), Seattle (62), and Philadelphia (57) rounded out the top four. Portland finished just one point ahead of New York City.

Portland jumped up two points from last year’s rankings and has remained relatively flat since 2020. By contrast, Minneapolis made a 31-point jump in one year. For a bit of perspective on how well (or not) we are doing, one of the world’s leading cycling cities, Amsterdam, scored an 82.

People for Bikes uses a detailed process called the Bicycle Network Analysis (BNA) to arrive at these scores. Instead of only looking at self-reported mode-split numbers or the (not really that helpful) U.S. Census commuting data, the BNA goes much deeper. It attempts to assess how connected a city’s bike network is and how stressful it is to reach various locations by bike. They do this by overlaying existing bike infrastructure with things like speed limits, population centers, and the locations of jobs and other destinations. Another big part of their methodology is to look at the level of “bicycle traffic stress” likely to be associated with a given type of bikeway treatment within a network.

According to People for Bikes, a score of 50 is, ” the tipping point to becoming a great place to bike,” — so Portland is just over that hump. For a further bit of context, of all the cities ranked, the average score was 23. More than half of all U.S. cities ranked scored between 10 and 30.

Several other Oregon cities were also ranked. Below is how they fared from best to worst:

Ashland – 70
Corvallis – 63
Brookings – 39
Eugene – 36
Hillsboro – 36
Grants Pass – 33
Beaverton – 29
Bend – 29
Klamath Falls – 29
Hood River – 27
Tigard – 27
Medford – 26
Albany – 23
Oregon City – 22
Redmond – 22
Gresham – 20
Lake Oswego – 20
Happy Valley – 19
Salem – 17

While Portland has taken its lumps lately in terms of falling off the podium of great cycling cities, these numbers should help remind us that we have a solid foundation to build on. Of course, no rating system is perfect, but it feels like this is the best one currently on offer and we need a measurement tool to hold us accountable for progress (or slippage).

As local officials have grappled with our decline in cycling numbers, some of them act clueless as to why it might be happening. “We have the best and most complete bike infrastructure network we’ve ever had,” they say. “We have built it, but they are not coming,” they say, as they scratch their heads. It’s maddening they don’t understand that it doesn’t matter what you build, it only matters if it’s good enough to let your kids or your elders ride on it.

As this analysis helps show, it’s not the network itself that determines how many people will ride bikes; it’s whether or not they can do so without stress. To move the needle — and rise to our rightful place on top of these rankings — Portland needs to have a laser-focus on creating low-stress cycling environments citywide.

And p.s. (written, June 30th), I didn’t mention this when the post was first published. But what this and other rankings never take into account is the culture around cycling in a city. On that metric, I think Portland would rank first in the world. I’m biased, and I haven’t been to every city in the world; but I have not heard or seen of any city that comes close the vast and wonderful bike culture we have here. And it’s more important to being “bike friendly” than you might think — perhaps just as important as infrastructure!

— Cityratings.peopleforbikes.org

Organizer of ‘park in’ protest wants drivers to block bus and bike lanes on Division

Protected bike lane on SE Division near 112th. (Photo: Jonathan Maus/BikePortland)

Portland-based activist and self-described public safety expert, Randy Philbrick (@pdxrandylee), is organizing an event this Friday where he and anyone else who shows up will park cars and trucks in the bus lane and bike lane on Southeast Division Street. “When citizens are ignored, this is what happens,” Philbrick wrote online last week.

According to tweets published by Philbrick under the guise of Portlanders for Positive Impact , the event is a protest against TriMet’s Division Transit project. That project wrapped up last fall and spent $175 million on bus service between downtown Portland and Gresham. It included changes to SE Division that the Portland Bureau of Transportation hoped would improve safety for all road users, speed up bus service, and provide more space for bicycle riders. Some business owners on Division have complained that the medians and other changes have made it hard for customers to access their locations.

Philbrick believes the PBOT is leading a “war on cars” and that “positive change” would be something that aligns more closely with his own ideas. “Tell Commissioner Mapps and PBOT that they need to include all community members in their infrastructure changes,” he wrote in a tweet.

The plan at the event Friday is for drivers to park in the new bus lanes, bike lanes, and the median on Division between SE 112th and 122nd.

Many people have responded with concern that this event will create major safety risks for road users. Philbrick rejects those concerns and says there is “no threat to public safety” and that the event will be peaceful. Here’s more from one of his Twitter replies:

“Cyclists can detour around the demonstration like motorists are made to do when they try to get home or to a local business because of the median. A median that is now a threat to public health and safety… These bike lanes is rarely used anyway.”

[PBOT changing Outer Division plans amid parking and freight access concerns]

Blocking public transit and/or parking in a bike lane is against the law in Oregon. That also hasn’t stopped Philbrick, who thinks that his free speech rights to protest absolve him from following traffic laws (much the same way people might walk in the middle of the street and/or against red signals during a march).

Regardless of what happens Friday, this is a notable escalation of opposition to the Division Transit Project. Some business owners have testified against it several times at City Hall over the years, and City Commissioner Dan Ryan is one of their allies. He has brought up his own personal disdain for the changes at several council meetings over the last year. At a budget work session in March he described a “scary” situation that happened when he had trouble making a u-turn on the newly narrowed street. “This could be dangerous,” he said, before asking PBOT if it would be possible to re-assess the project.

Whatever happens should be interesting. Stay tuned.

UPDATE: For more on this event, watch this video posted yesterday by organizer Randy Philbrick.

Friday Demonstration "Just Say No to PBOT" facts

1. Its about showing the city that East Portland doesn't approve of them making significant changes without public discussion.

2. It isn't about bikes or @trimet https://t.co/CLiyKbjn6r
— Randy Philbrick (@PDXRandyLee) June 27, 2023

Comment of the Week: The political potential of the ‘passoire’ plan

Welcome to the Comment of the Week, where we highlight good comments in order to inspire more of them. You can help us choose our next one by replying with “comment of the week” to any comment you think deserves recognition. Please note: These selections are not endorsements.

I can’t get enough of Stone Doggett, and it’s more than just his name.

Stone was the author of last week’s guest essay, A plan for a ‘passoire’-filled Portland, which described his idea for a multi-block neighborhood sieve which would strain out cut-through automobile traffic. In response, the comment section lit up. Read it, it’s BikePortland at its best.

I noticed that several of those great comments were coming from Stone himself. Without getting too navel-gazey, let me just say that it takes some practice as an author to productively engage with commenters. Stone seems to be a natural. So in another BikePortland first, I’ve selected one of his author comments for this week’s COTW.

(Stay with me … we only got two “comment of the week” nominations this week,” and one of them was for Jonathan Maus!)

Stone’s comment points a way to launch his passoire idea. Here’s what he wrote in response to a commenter:

I hear you. I also think that politics is a huge factor. So many great PBOT plans have been left on the shelf because of attempts to manage public pressure, real or imagined. It really is the common factor that would explain the Frankenstein’s monster that is our current active transportation network.

This is a critical point. Politically speaking, a big transformative idea isn’t one hundred little ideas crammed together. Another bike lane, another greenway, another flashy light, as much as I love to see them, isn’t going to boost the political/ career aspirations of a council member or PBOT director.

But…. If Mingus Mapps and the new PBOT director implement this plan, they pretty much have a straight path to becoming the US Secretary of Transportation. If that is not their bag, then they would at least have a lifetime of international speaking engagements talking about how, against all odds, they transformed a major US city into one of the worlds most sustainable verdant places to live. Someone needs to have the heart to ask them “Do you really want to spend your life bickering over incremental changes for an unremarkable career in local or state politics, Or do you want to be on the world stage where you belong!?”

Thank you Stone Doggett! Read Stone’s comments and the rest of the engaging conversation under the original post.

Monday Roundup: Bend tragedy, Lance, induced demand, 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 Roundup is sponsored by The eBike Store, where the largest sale ever on Specialized bikes is going on right now.

And now, let the Roundup begin…

Poisonous fuel in Portland: Studies show that many of the cars raced in Kenton at Portland International Raceway (a city-owned facility!) still use fuel that contains lead, a substance known to damage kids’ brains. (The Guardian)

Money saved, money earned: Love how this person broke down their e-bike usage into how much it cost them. Bookmark this when the haters try to paint cycling as something only rich people can afford to do. (Triangle Blog Blog)

The Big Lie: Decades of DOT-think has convinced many people that catastrophic traffic would exist without precious freeways; but once again we find out that without them, people simply adjust their behaviors. (Vice)

Lance and fairness: Disgraced cycling icon Lance Armstrong entered the debate over transgender athletes with a series of tweets meant to promote an upcoming interview about fairness with Caitlin Jenner. (Twitter)

Tour preview: The biggest bike race in the world is about to launch. Here’s a good primer on the racers to watch this year. (Cycling Weekly)

Cost of cheap batteries: Another tragic e-bike batter fire in New York City underscores the threat posed by cheap batteries and should heighten urgency for federal subsidy programs that could help more people purchase safer ones. (NY Times)

Teen tragedy: A fatal traffic collision that involved a 15-year-old on an e-bike in Bend has sparked a big discussion over safety — and it validated some of the worst fears held by many bike advocates. (Bend Bulletin)

Induced demand science: “Our [study] results suggest that capacity expansions do not lead to substantial changes in the average travel speed in the network.” (Science Direct)

Pay-per-mile: Good to see that the idea of a mileage-based fee is gaining momentum. Oregon has worked on this forever and it’s frustrating that the program isn’t more mature by now. (AP)

Oregon’s deadly roads: New pedestrian fatality numbers show that Oregon is one of the states where deaths have spiked. Meanwhile, lawmakers just voted on $1 billion for a freeway expansion. Make it make sense. (Ars Technica)

Thanks to everyone who shared links this week!

US State Department policy named after Fallon Smart

When Portland high school student Fallon Smart was hit and killed by a speeding driver while walking across Southeast Hawthorne Boulevard at 43rd Avenue in August 2016 it hit our community hard. I still remember sitting on the curb at her memorial ride, surrounded by hundreds of people — including her family and friends — and just crying. I felt a mix of sadness, regret (for not doing more to prevent it), and anger at a system that contributed to such a tragic loss.

Those feelings turned into activism as our community pressured the City of Portland to improve the safety of the crossing — on a stretch of Hawthorne that had well-known hazards. Then about one year after Smart was killed, we learned that the man whose reckless speeding was the cause of her death, Abdulrahman Noorah, was still on the run. Then, another gut-punch: In December 2018 The Oregonian reported that the government of Saudi Arabia helped Noorah break free of his court-ordered ankle tracker and helped him escape U.S. custody.

There would be only partial justice for Fallon Smart’s family in April 2020 when the City of Portland paid $395,000 to settle a wrongful death lawsuit filed by her family. But as for Noorah, he was safely ensconced in Saudi Arabia and will likely never face the full consequence of his actions.

But hopefully this travesty of justice is never repeated. At least that’s the goal of a new federal policy that went into effect this week — nearly seven years after that sad day on Hawthorne.

For years, Oregon Senator Ron Wyden stayed on the case against Saudi Arabia for their role in this crime and pushed for action. This week he can claim major progress as a suite of new visa rules known as the “Fallon Smart Policy” go into effect.

“The Department of State is committed to deterring and promoting accountability for extraordinary foreign government involvement in aiding fugitives to evade the U.S. justice system,” said Secretary of State Anthony Blinken in a statement Wednesday. “I am announcing a new policy of visa restrictions on foreign government officials and agents who have intervened in a manner beyond the reasonable provision of consular services to assist fugitives accused or convicted of serious crimes to evade the U.S. justice system.”

And yesterday, Senator Wyden shared via Twitter that, “The loss of Fallon Smart to her family and loved ones in Portland can never be erased, but this new policy establishes genuine accountability for any foreign official who assists fugitives fleeing U.S. justice.”

East Burnside now has a bus-only lane and a better bike lane

More spaces for buses on Burnside! (Photos: Jonathan Maus/BikePortland)

There’s one less lane for driving on East Burnside between Martin Luther King Jr. Blvd and NE 12/Sandy. That’s because the Portland Bureau of Transportation has installed a bus-only lane and a bike lane on the southern side of the street as part of their East Burnside Bus and Bike Lane Improvements project. The project broke ground last fall and is nearly 100% complete, so I figured it was time for a closer look.

The project is part of the Central City in Motion plan adopted by City Council in 2018. The goal is threefold: speed up buses on three busy TriMet routes (lines 12, 19, and 20); make driving less attractive (as per our climate and transportation goals); and improve bicycling from downtown into the central eastside. The project also completes an east-west transit-priority couplet with NE Couch, a street one block to the north that got its bus-only lane one year ago.

Beyond the big, red lane; the star attraction of this project is a new traffic signal at Martin Luther King Jr. Blvd that gives separate phases to bicycle, bus, and car operators. This signal (and associated no-right-turn-on-red provision) aims to prevent right-hook collisions between people turning south onto MLK Jr. Blvd (a one-way street) and people trying to walk and bike across the street.

Lack of physical protection means we need excellent behavior from drivers for this to feel safe.

The signal is also a tool to manage traffic volumes and mitigate congestion, as we shared in this 2015 post where some expert sources proposed almost the exact configuration PBOT ended up with.

Of course, with any project that relies solely on paint and signage to enforce behavior, its success will depend on people following the laws. And in my observations, compliance wasn’t that great. Delivery trucks are parking in the bike lane, drivers are using the bus-only (and sometimes even the bike) west of MLK Jr. Blvd, and some folks are just disregarding the signals. If you’ve been around a while, you know this happens every time PBOT does one of these projects. The good news is that the city watches these projects closely and make adjustments as time goes on, and people also adjust their behavior as the changes become more familiar.

Another reason people are driving into the bus and bike lanes is because the project has increased traffic backups considerably. When I was out there last Friday, it was bumper-to-bumper from SW 3rd all the way to NE 12th or so. As I stood mid-span on the Burnside Bridge I could feel peoples’ frustration and impatience as they sat in traffic right next to a wide open lane. (This is one reason it’s imperative that we get more folks on bikes and buses. When PBOT does high-profile lane changes like this one, and folks don’t see the new bus/bike space being used, it just fuels their rage and erodes political and public will to make more changes.)

PBOT has a history of under-designing projects, then they have to react to drivers’ lawlessness after-the-fact. That seems to be what they are doing here as well. The first time I observed the approach to MLK Jr. Blvd, the new bus lane was unpainted. When I returned a few days later I noticed PBOT has put up traffic cones to help reinforce the concept. And then yesterday, crews were out adding red paint to the lane.

“We are tracking some compliance issues with the new lane configuration approaching MLK,” PBOT Public Information Officer Dylan Rivera told BikePortland on Thursday. The right turn lane is in a new location, so it will take some time for folks to adjust and the additional work over the next two days is to make the lane configuration even more clear.”

The rest of the route seemed to be working pretty much as planned.

From a cycling perspective, the bike lane is now painted green (it was unpainted before) and instead of cycling next to cars and trucks, we get to ride next to a (mostly open) bus lane. This is a nice buffer from other traffic lanes. Unfortunately the bus stops are still on the curb, so there is some leapfrogging. But since it’s uphill and cycling speeds are a bit slower, and with an extra lane of space to use, it’s easy and safe to navigate around a stopped bus.

With a better bike lane on Burnside, we now have a much stronger connection to NE 7th, which gets riders to the Blumenauer Bridge (north) or the Ankeny neighborhood greenway (south).

Speaking of Ankeny, one of the other selling points of this project was a new bike lane on MLK Jr. Blvd that would create a stronger connection between the Burnside Bridge bikeway and the greenway. When we last shared about this project back in October, PBOT’s plan was a new bike lane on the east side of MLK Jr. Blvd and then some median islands on Ankeny to improve safety and strengthen the connection.

PBOT plan drawings, October 2022 (left) and today.

But they’ve changed that plan and the bike route is now on the west side of MLK Jr. Blvd. From what I saw, it’s a very underwhelming connection (see below). I didn’t see much markings or signage; but I think they want bicycle riders to roll up onto the sidewalk/curb extension on the southwest corner of Burnside and MLK Jr. Blvd, and then there’s a new paved ramp back onto the bike lane (a former parking lane). If a bike rider misses the ramp and tries to go right in the lane of MLK, they will be just inches from exposed streetcar tracks. And right now, the bike lane striping ends just prior to Ankeny where you would make a two-stage turn to orient yourself from south on MLK Jr. Blvd to east on Ankeny. I expect PBOT to add more pavement markings, green paint in the bike lane, and a stronger connection to Ankeny to make this work better.

Looking south on MLK from Burnside. Note the bike lane symbol in upper right and proximity of exposed streetcar tracks in the street.

But as I thought about it, I think the vast majority of people might just feel better staying on Burnside a few blocks and taking 6th or 7th to connect to Ankeny — so maybe the bike lane on MLK Jr. Blvd isn’t really that important. We’ll see how it all shakes out. I’ve asked PBOT for an update and will update this when I hear back. (UPDATE: I’ve realized that one major reason the bike lane was kept on the west side of MLK was because of how it creates a better connection to the Central Eastside Industrial District (which makes total sense). So, if you want to get into the CEID (Wayfarer, Produce Row, skate park, etc…), you should use this MLK bike lane. If you want to continue further eastbound on Ankeny, better to cross MLK and then cut over on 6th or 7th.)

Overall, this feels like a good upgrade to Burnside. Whether or not it moves the needle (which everything we do must at this point!) will depend on how well PBOT and the Portland Police Bureau manage the scofflaws who violate the lane assignments. As long as drivers are able and likely to swerve into adjacent lanes and/or delivery drivers park in the bike lane, the cycling environment will be stressful, the project will not reach its potential, and it will not attract new riders or entice drivers out of their cars — both of which we desperately need.

Stepping back a bit, it’s exciting to see all the bike and bus connections coming into focus! Each new piece of the network adds exponential value to the existing ones.

What do you think about this? What’s it like to drive on? Will it improve your cycling experience? Have you noticed better bus service as a result?

Don’t miss the video I shared about this project to our Instagram yesterday.

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Opinion: Let’s have the right conversations after tragic Bend e-bike death

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Comment of the Week: The political potential of the ‘passoire’ plan

Monday Roundup: Bend tragedy, Lance, induced demand, and more

US State Department policy named after Fallon Smart

East Burnside now has a bus-only lane and a better bike lane

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