This morning, for the first time in over 50 years, former U.S. Congressman Earl Blumenauer had an opportunity to give a speech unencumbered by the responsibilities of an elected official. Facing a large crowd in the Grand Ballroom of the downtown Portland Hilton Hotel on opening morning of a conference he founded 30 years ago, Blumenauer urged the assembled transportation professionals to go it alone.
“The federal government in this administration will do the right thing only by accident,” Blumenauer said. “And you can’t count on them.” “We control the land use. We price the curb. We can establish a policy framework that skips over the federal government,” he added.
Blumenauer spoke at the opening plenary of the MPACT Conference, which started in Portland in 1996 when it was called Rail-Volution. Back then, Blumenauer was a rookie in Congress and had just finished a 10-year stint as a Portland city commissioner where built his brand as a transit-oriented leader of a livable cities movement he would go on to export nationwide.
During one moment in his remarks this morning, Blumenauer appeared to become emotional when speaking about Portland’s recent challenges.
“We’ve had some tough times in Portland to be sure,” he said. “There are a few blocks you can see in the downtown that are challenging.” Then, as he said the next line, he gained strength and seemed to tear up at the same time: “But you can take a 10 minute walk in any direction and find some of the most livable neighborhoods anywhere in America!” he said, defiantly. “People here are committed to those goals and those values.”
Blumenauer likened the Trump administration to previous White House denizens who failed to see the writing on the wall. He told the story of how Portland led the renaissance in streetcars before there was any federal funding to make it happen. “We figured out a way to do it… and today we have 23 streetcar systems around the country,” he said, to loud applause. He urged his former colleagues in the crowd to focus on what they can control and to, “Not get all caught up in what the federal government takes away, or hoops they force you to jump through.”
While local and regional insiders are already laying the groundwork for a new transportation funding initiative, Blumenauer gave them even more motivation to plan the future without an expectation of federal support. He shared the example of public media and how the Trump administration has cut its funding. “We have seen every single dollar [of public broadcasting] cuts replaced by private donations, and then some,” he said. “This is what we can do when we’re committed, when we work together, and we are willing to make those investments.”
Blumenauer also brought up New York City’s successful congestion pricing policy as an example of something that, despite the federal government’s attempts to, “destroy it” and the difficult politics it took to make it happen, “It works as designed: Congestion is reduced. Air pollution is down, and there’s more money for transit.”
Politically, Blumenauer seems to think that the transportation funding pullbacks (he mentioned the $488 million Portland won for the Albina Vision Trust and Broadway Main Street projects specifically) by Trump and his transportation secretary will come back to haunt them come election time.
“Our challenge is to make sure our voices are loud and that we are heard,” he said at the end of his remarks. “Not just in elections, but in the transformational work you are doing around the country.”
Welcome to Monday. I was up early this morning to get this done before I head to the Hilton downtown for the opening plenary speeches at the MPACT Conference.
Below are the most notable stories I came across in the past seven days. Thanks to everyone who suggested links this week!
The story of BikePortland: A major journalism school featured BikePortland as a “Local News Bright Spot” in their widely-read annual report on local media in America. (Northwestern University Medill School of Journalism)
The bike lane fig leaf: Love this framing of how people (including DOTs!) focus ire and attention on bike lanes as a way to obfuscate the more difficult to address, underlying traffic issues. (Minn Post)
Rivian’s new e-bike: The road to the cycling revolution is paved with good intentions by big companies trying to disrupt the bike industry. It will be interesting to see what the future holds for Rivian’s spin-off bike brand, ALSO. (Velo)
Meme of the Week: If I had a dollar for every person who sent this “Local Kid Prepares To Dress Up As Bike Lane For Halloween To Really Frighten Elderly Neighbours” meme I’d be able to buy a nice lunch. (The Betoota Advocate)
Why highway projects cost so much: Quality of personnel and other factors lead to project cost bloat at some US DOTs. This is is a must-read for progressives who want to see more efficient and successful transportation projects. (I’ve been saying progressives must get better at leading the fiscal responsibility narrative.) (Bloomberg Citylab)
Cyclists stepping up: The long tradition of bicycle riders helping in crises continues in Chicago as groups of cyclists are buying out tamale vendors so they can stay home and stay safe from Trump’s Gestapo. (Block Club Chicago)
Some crashes are OK: When PBOT made major changes to SE Division Street, some of the haters used car crashes to argue the changes made the street less safe. This article gives important context to scenarios like that one and taught me the adage: “Better to have more cars in body shops and fewer people in body bags.” (The Happy Urbanist)
Cycling success in Glasgow: Every single time I read a story about a city moving the needle to create more bicycle riders there’s always some version of this line in the article: “Build safe, continuous, and visible bike lanes, and the bikes will come.” (Momentum Mag)
Brooklyn’s Bike Kill: I am so jealous of this event: Not only do I miss this type of freak bike culture energy in Portland, but as a cycling journalist I would have loved to have covered it! (The Guardian)
Do we finally have a TriMet board member who’s actually willing to fight for better transit service?
At their meeting on Wednesday, TriMet Board Member JT Flowers spoke like someone who’s willing to push not just for better bus service on 82nd Avenue, but someone who’s willing to push his colleagues on the board to join him. This is a welcome change.
There’s been a fair amount of chatter in advocacy circles over the years about the fact that the TriMet board doesn’t represent riders and the people. The fact that it’s appointed by the governor has not sat well with folks, and there’s the fact that there have been a lot of board members historically who don’t actually ride transit every day. However, the current crop of board members is beginning to show some promise.
When 30-year old JT flowers was appointed about a year ago, I was really intrigued. Given that his work on the Albina Vision Project — where his sense of purpose and progress on that bold idea to re-establish a neighborhood for Black Portlanders around the Moda Center and I-5 has led to significant progress on that project — I’ve been waiting for flowers to flex his muscles on the TriMet board. And I think the issue of bus lanes on the 82nd Avenue Transit Project might be just the place when he starts to do so.
Sunday Parkways Downtown on September 14th. (Photo: Jonathan Maus/BikePortland)
It’s that time again: There are so many important surveys piling up in my inbox, I need to round them all up here on the Front Page.
Set aside some time this weekend to go through each one of the surveys below and make sure these agencies hear your voice!
TriMet Safety
“How safe do you feel on TriMet? In the last few years, we’ve expanded our security and cleaning teams, introduced a convenient reporting hotline, and added emergency phones at MAX stations, among other security improvements. We want to know if you’re feeling these changes when you ride with us.”
“TriMet must cut service by July 2028, to balance the costs of providing transit service with our revenues. Below are the options for ways to cut service and save money. What priorities do you feel are most important for our service?”
Multnomah County Transportation Safety Action Plan
“Multnomah County and the cities of Gresham, Fairview, Wood Village and Troutdale are asking for the community’s feedback on the East Multnomah County Transportation Safety Action Plan (TSAP). Your voice matters! Review the plan and take the survey by Nov. 4. You’ll be automatically entered to win a $50 grocery store gift card! The TSAP identifies safety improvements, programs and actions that agencies and partners can take to improve transportation safety for everyone.”
“We’d love your feedback as we evaluate the 2025 Sunday Parkways season! Please take our post-season survey to help us make next year’s events even more fun. As a thank-you, you can enter to win Sunday Parkways merchandise at the end of the survey. Survey closes at 5 p.m. on October 31.”
“This survey is for adults who can help us identify current challenges on the greenways. PBOT will use this information to propose improvements this fall. Following that, we’ll reach out again to the public to refine and prioritize the work to come. PBOT will have $400,000 to construct the highest priority projects beginning in summer 2026.”
Last night’s 82nd Avenue Transit Project Community Advisory Committee meeting was a doozy! There was passionate testimony from folks who support and oppose better bus lanes along the corridor — but almost everyone who showed up went to bat for better bus service.
As I’ve been reporting, TriMet is feeling pressure from both sides around their decision for the design of the bus lane in this $350 million project that aims to rehabilitate 10 miles of 82nd Avenue from a car-centric orphan highway hellscape to a humane, neighborhood main street. Last week TriMet staff released a recommendation for just three miles of BAT lanes, a move that surprised project insiders, transit advocates, and even their own board members.
Fubonn owner Michael Liu.TriMet Interim Director of Major Projects Michael Kiser and Project Manager Jesse Stemmler. Portland Metro Chamber Exec. VP of Public Affairs Jon Isaacs.(Photos: Jonathan Maus/BikePortland)
Last night’s meeting was the first major opportunity for public comment since that recommendation came to light. It was held at the Portland Community College Southeast Campus on the corner of SE 82nd and Division. Of the 24 people who testified, 19 voiced clear support for the “More BAT” option (seven miles of semi-dedicated bus lanes. Of the four people who opposed BAT lanes, one of them was Terry Parker (IYKYK), one represented a small shopping center, one was owner of Fubonn and Portland Metro Chamber Board Chair Michael Liu, and the other was Executive Vice President of Public Affairs for the Portland Metro Chamber Jon Isaacs.
Of the 12 CAC members present last night, I’d say 10 of them are solidly in support of the More BAT option.
Watch the video above for a highlight reel of the testimony — including Isaacs getting booed off the dais for refusing to end his testimony in time. Below are a few excerpts:
Local resident and former CAC member:
“[BAT lanes are] not a radical thing. It’s actually a really moderate proposal, and it’s going to ultimately still be a really car-oriented street… I am highly supportive of having something that be a lot better than what we have now. Yes I like boring, incremental change! But let’s tune down the rhetoric a wee bit. This is not the ‘war on cars,’ people! This is like, ‘Let’s have it like, not getting honked at when I’m trying to walk to get some phó. That would be nice. I would like to not see my neighbors die while I’m waiting for a bus.”
Michael Liu, owner of Fubonn Shopping Center and Portland Metro Chamber board chair:
“As a business owner, I’m worried about the potential loss of 15 to 25% of a mode of transportation to the corridor during critical business hours… I surveyed my customers, and over 93.5% visited our store via vehicle.”
Local resident wearing a TriMet holiday sweater:
“I appreciate the concerns of business owners. However, perhaps 94% of people show up by vehicle because the bus access, the bike access, the pedestrian access on 82nd is garbage. It sucks!”
Jon Isaacs, local resident:
“I’m not here to tell you what the neighborhood wants or doesn’t. What I’m here to tell you is that you don’t know. You have no real data. What you have is a typical process in our public agencies where they do a survey and they put it out there and it’s just waiting for manipulation by special interest groups to turn out their base and say, ‘Hey, fill this out.’ That’s the data… I have spoken personally with five to six dozen people. I’m the head of my HOA. I haven’t met a single person who supports a dedicated seven mile BAT… My perspective is that we need to improve transit access through limited BAT lanes; but a seven mile dedicated BAT lane will be a disaster.
Jon Isaacs, executive VP of public affairs for Portland Metro Chamber:
“We believe it’s a transformative project, and until this issue kind of bubbled up and became kind of a partisan controversy, we felt that it was on track to strike the right balance… I have to say that I find some of the rhetoric in this room used to describe businesses as disappointing. This is a street of small businesses. This might be our most important small business corridor in the city of Portland — and primarily BIPOC and immigrant-owned businesses. So what I’m here to formally request on behalf of the chamber: We don’t support or oppose any of these options. We formally request that TriMet conduct an economic impact study…”
Line 72 rider:
“There’s something even more important than how convenient it can be for me to access businesses on 82nd — it’s that between 2012 and 2021 14 people were killed on 82nd in traffic-related incidents and 122 people were injured. We can call one death an accident or a tragedy. 14 people dead is a failure of policy. At the end of the day, I want to be able to cross the street without fearing for my life. I want to support the vibrant local business community on 82nd without being forced to own a car just to do so. The more BAT lane design is not radical. It’s the bare minimum.”
Local resident and rider:
“The Line 72 has the highest ridership in the entire state. So many people ride this line that buses are often stuffed to capacity. Do these people not count? Do they also not work in the community? Do they not have families to get home to? Cars and parking lots don’t have wallets or money: humans do, actually. And the people walk, they ride bikes, they skateboard, they ride b, trains, and also drive motorcycle vehicles.”
Transit advocate:
“Of the things that I heard tonight, what I found disturbing was the divisiveness coming from Portland Metro Chamber. It seems that it doesn’t align with what we’re hearing from the community… I think all of us here appreciate the diversity of businesses that we have on 82nd Avenue, and we want to make sure that those stay… When I rode the Line 72 bus on Sunday, I found it to be the most diverse community of people that I have seen in Portland in quite some time. So when we’re thinking of diversity and supporting that in the city, we should think about supporting these bus riders.”
Local resident:
“All of us are going to age at one point. All of us will not be able to drive as easily as possible. And I understand the primary reason why people are going to these places by cars. You know, they might live only a block or a dozen blocks away, but they can’t get there because, well, it’s just dangerous, inconvenient and unreliable. The more BAT lanes will definitely help that situation. My small family and I, we are down to one car because we are able to commute [by bus]. And that is $10,000, $12,000 in savings that we spend at dim sum restaurants…”
After hearing public testimony, the CAC received a presentation from two TriMet staffers and then there were a series of questions about the BAT lane topic. I’ll share more from those exchanges as necessary in future stories. For now, take a look at the video for a taste of how people are feeling about the BAT lane issue.
From here, the issue will be passed up to the project’s Policy and Budget Committee who will meet to consider a decision about the BAT lanes at their November 7th meeting.
Outer Rim Bike Shop manager Brandon Fite in 2014. (Photo: Jonathan Maus/BikePortland)
The State of Oregon’s most important committee for cycling advocacy and policy development is looking for bike shop owners to join its ranks. The Oregon Bicycle and Pedestrian Advisory Committee (OBPAC, pronounced “Ahb-pack” by nerds) has announced a request for applications and you have until Friday, November 14th to get yours in.
Being a member of this committee allows you to have a voice in shaping bicycling-related projects, policies and programs. Meetings typically include updates from ODOT staff about active transportation programs and major projects that impact cycling. The committee meets quarterly for three hours and there’s one annual, in-person meeting.
Current committee roster. Note that the “Bicycle Business” rep is termed-out at the end of the year.
According to the call for applications, ODOT needs to fill a committee spot for a termed-out member and the person must be, “engaged in the business of selling or repairing bicycles.” If you fit that bill and want to step into this important public service role, you can find more information and an application form here.
About Oregon Walks:
Oregon Walks promotes walking and advocates for safe, convenient, and attractive walking conditions as an essential part of thriving, sustainable, and connected communities. Founded in 1991, we have a long history of successful advocacy and committed partners and stakeholders. We are positioned to play a pivotal role in Oregon’s transportation future by addressing the needs of pedestrians across the region and state and by promoting walking and rolling as a critical element of transportation, climate, racial, and health justice. Current initiatives include the 82nd Avenue Coalition, implementing walking school buses in the Portland Metro region, the Black to Nature, electeds, and other walking series, and advocating at the legislature for our transportation priorities.
The Opportunity:
Oregon Walks is seeking a dynamic leader with a passion for walking advocacy to serve as our next Executive Director.
-Salary: $95-105K, depending on experience
-Benefits: Health insurance (vision and dental), paid vacation, paid sick leave, retirement
-Hours/Location: Full-time work-from-home with regular in-person meetings based in Portland, Oregon. Hours can be flexible but occasional evening/weekend availability is required.
Key Areas of Responsibility:
Organizational leadership
-Work closely with staff, volunteers, and partners to ensure successful programs and achieve advocacy goals
-Develop and implement new initiatives to further Oregon Walks’ mission
-Plan for the organization’s long-term success by leading a strategic planning effort
-Demonstrate passion for pedestrian issues and inspire support for our programs and advocacy priorities
-Encourage a welcoming, engaging, and inclusive organizational culture
Advocacy, strategic partnerships, and communications
-Collaborate with partners, coalitions, elected officials, funders, and transportation and planning experts
-Participate in local, regional, and state committees, councils, advisory boards, and community groups
-Proactively lead advocacy campaigns and policy discussions, including testifying before government bodies, speaking to the media, and participating in policy planning processes
-Ensure clarity and consistency in messaging and positions on external advocacy work
-Imbue our work with social justice principles and the understanding of the intersectional nature of transportation policy and investments (e.g., housing, racial equity, and income inequality)
-Serve as the primary contact for internal and external communication
Finances and fundraising
-Oversee an annual budget of $400-450K, including developing annual and long-term budgets
-Serve as the organization’s lead fundraiser, including writing grants, hosting one annual large-scale fundraising event, and other fundraising as needed to sustain and grow the organization
-Develop and maintain relationships with donors and funders
Operations, management, and administration
-Supervise, manage, and support staff to develop and implement work plans to meet organizational goals
-Monitor compliance with rules and regulations governing the operation of nonprofits and the use of government funding. -Handle grant compliance and reporting
-Support and collaborate with the board, including attending monthly and committee meetings as required
Ideal Experience and Qualifications:
Qualified candidates will be able to smoothly manage the day-to-day operations of a small nonprofit. They will have the community-building and fundraising skills to deepen and expand Oregon Walks’ work, and a policy eye for advancing the organization’s advocacy goals and priorities.
We are looking for candidates with a mix of the following qualifications. If you think you are a good fit for the job, please apply even if you do not meet all of them.
-At least 3–5 years of relevant experience in a leadership position
-Understanding of nonprofit management and organizational development
-Experience with fundraising, grant-writing, event planning, and donor development
-Love for walking and dedication to pedestrian safety
-Keen relationship- and partnership-building skills and ability to work in a collaborative and diverse environment
-Fiscal management experience, including developing and managing budgets
-Ability to manage staff
-Ability to prioritize and manage multiple projects while responding quickly to emerging opportunities
-Strong listening and oral and written communication skills
-Comfort with technology, including word processing, database, website management, and spreadsheets
Additional desirable knowledge, experience, and qualities:
-Bachelor’s or graduate level degree in Public Policy, Nonprofit Management, Urban Planning, Communications, or related field, or equivalent experience
-Racial and social justice work experience
-Advocacy experience at the local and state levels
-Experience working effectively with a board of directors
-Knowledge of local politics and current events as they relate to transportation and social justice
-Proficiency in a language other than English and/or experience in more than one cultural context
TriMet board members, including JT Flowers (center) who was beaming in remotely, at their meeting this morning. (Photos: Jonathan Maus/BikePortland)
TriMet staff and their general manager, Sam Desue, attempted to walk back a recommendation released last week to build just three miles of semi-dedicated bus lanes as part of their 82nd Avenue Transit Project. The controversial staff recommendation, first reported by BikePortland, opted for three miles of business access and transit (BAT) lanes, instead of the seven miles many transit riders and advocates were hoping for.
At a TriMet Board Meeting this morning in downtown Portland, GM Desue and TriMet’s Interim Director of Major Projects Michael Kiser, both attempted to pin blame for the massive public outcry around the decision on BikePortland.
“I do think there was a recent blog post that may have misled readers about our stance with regard to BAT lanes and where we are with the project,” Desue said at the outset of the discussion (which was rushed onto the agenda due to public pressure around the topic). “So I asked staff to give an update and help clear the air.”
Slides from TriMet staff presentation.
After a staff presentation about the project, Kiser — along with 82nd Ave Transit Project Manager Jesse Stemmler and Interim Executive Director of Engineering and Construction Jamie Snook — received a bit of a scolding from board members. The board members wanted answers after having been inundated by emails about the project since my story was published on Friday.
Board Member Erin Graham spoke first. “I’m curious how the process is being communicated with the public,” she asked. “We put the recommendation online and that generated significant response that’s being sent to the board, so I don’t know that the process was very clear or transparent to people.”
“I know this is a little bit blunt, and I’m not looking to assign blame,” said Board Member Robert Kellogg. “But when 50 emails show up in my inbox Monday morning, I know something has happened that caught the public by surprise. So, without assigning blame, what happened?”
“We were also caught by surprised,” Kiser replied. “Some of this was spurred by an article on BikePortland. I think because all the information wasn’t out there, it created confusion and immediately people went into action thinking this decision had been made because project team had put out a recommendation. And that simply wasn’t true.”
To be clear, my reporting was accurate and fair. It was based on good sources and done with an understanding of more context around the project than just the staff memo. In the opening line of my story I wrote, “In a move that has stunned transit advocates, TriMet 82nd Avenue Transit Project staff have recommended…”. It’s a fact that TriMet staff made a decision to recommend three miles of BAT lanes.
Kiser went on to say he and other staff have had to respond to the “fallout” of public reaction to the news since Friday and that he hopes a project Community Advisory Committee meeting tonight (6:00 pm at Portland Community College Southeast Campus will “set things back on track.”
But Board President Dr. LaVerne Lewis wasn’t done. “Today you said you are at 30% design, but your memo says clearly 60%, and I think that’s part of being clear to the community and being very transparent.”
“Well, we finished 30%. We’re in this in-between point between 30% and 60%. So the recommendation was really focused on outlining a potential option as a starting point for what we bring into the 60% [design phase],” Kiser replied.
“But [the memo] doesn’t say that,” Dr. Lewis interjected.
She went on to share that she has received “over 50 letters” of concern about the BAT lane staff recommendation and that she stayed up until nearly midnight answering them all. “That, for me, was not a sign that there was communication, clearly, of the process.”
Board Member JT Flowers was next to speak. He urged TriMet and his fellow board members to be stronger advocates for transit.
“I think we get ourselves into trouble when we try to be something that we’re not,” Flowers said. “We are a transit agency at our core. Our core function is to advance the cause of public transit and make sure that people have safe, reliable and accessible ways to get to and from anywhere they care to get to and from. With an understanding of that core function comes, I think, a necessary understanding of the types of positions that we need to be more comfortable asserting on issues like this.”
Flowers went on to say the vast majority of people in his district have clearly said they want 82nd Avenue to be a “neighborhood corridor.” “This project is core to that. These BAT lanes are core to that,” he added.
“Let’s play to win, rather than playing not to lose. And I think playing the win here means going for a full BAT scenario, rather than in the reduced scenario that was proposed in that memo.”
– JT Flowers, TriMet board member
Then Flowers added: “As an agency, I’d like to see us get more comfortable standing in that, rather than constantly trying to equivocate and balance things out.” Later in the meeting, Flowers continued in this vein when he said TriMet and their board “very frequently miss opportunities to show up and lock arm-in-arm” with the region’s hundreds of thousands of transit riders and transit advocates. “This feels like such a no-brainer from the perspective of a transit authority.”
“Let’s play to win, rather than playing not to lose,” he said. “And I think playing the win here means going for a full BAT scenario, rather than in the reduced scenario that was proposed in that memo.”
Like I shared more about in a story on Monday, another point where TriMet has lacked clarity in this process is who will make the ultimate decision about the BAT lanes on 82nd. Even Flowers was in the dark about that question. He asked staff to explain exactly where that decision would come from.
Both Kiser and GM Desue responded to the question by clarifying that the decision will ultimately be made by the project’s Policy and Budget Committee — a committee made up of seven people (GM Desue (Chair), Clackamas County Commissioner Diana Helm, Metro Councilors Duncan Hwang and Christine Lewis, ODOT Policy & Development Manager Chris Ford, PBOT Director Millicent Williams and Community Advisory Committee (CAC) Representative Franklin Ouchida) which for some reason still does not have a page on the project website. (The only way I know who is on the committee is because I asked TriMet.)
From what I heard today, it seems unlikely that TriMet will ultimately settle on the “Some BAT” — or three miles of enhanced bus lanes — option. While some business owners are vehemently opposed to the bus lanes (the owner of Washman Car Wash testified against them at the board meeting, saying they’d create, “serious impediments to the vehicles trying to get to 82nd Avenue businesses”), they are broadly supported by policymakers, elected officials, and bus riders.
“We are switching paths,” Kiser assured board members during his remarks today. “We put out a recommendation… but clearly it’s more valuable to have a bigger conversation where the Policy and Budget Committee can weigh in an maybe even be the decision maker on the extent of the balance that we choose to move forward.” Then he offered a note of warning. “And that will likely require support outside of the project [meaning beyond the staff level] financially, in terms of policy, politics, etc…”
“I think it’s going to be a great conversation where we all need to lean in to say, ‘What do we want and how are we going to get there together?'”
BikeLoud PDX leader Kiel Johnson speaking at this morning’s rally in front of City Hall. (Photo: Scott Kocher)
Dozens of cycling advocates rallied in front of Portland City Hall this morning with a message to “approve or improve” a legal settlement that’s already been negotiated by the nonprofit BikeLoud PDX and the City of Portland.
As I reported on Thursday, lawyers working for BikeLoud expected a hard-fought settlement — one that resulted from years of work on a lawsuit against the Portland Bureau of Transportation that claimed they have not followed a state law that requires the construction of bicycling facilities on major projects — would be approved by city council. When that approval didn’t happen, BikeLoud swung into action.
At stake are millions of dollars in cycling investments that the Portland City Attorney and PBOT’s executive team have already agreed to.
BikeLoud member Melissa Kostelecky speaks at the rally.City Councilor Sameer Kanal walks by the rally.Lawyer Scott Kocher at the rally.Lawyer Scott Kocher at the rally.(Photos by Aaron Kuehn)
After speeches outside City Hall this morning Chris Thomas and Scott Kocher, the lawyers representing BikeLoud in the suit, walked into the building and delivered 12 copies of a letter to the City Attorney’s office that outlines the settlement and explains why Mayor Keith Wilson and members of city council should approve it.
“Council must act immediately to approve the Settlement or improve it. Failure to do so means a judge will decide the case by issuing a court order instead,” the letter reads. “Council must approve the settlement. The settlement is analogous to recent ADA settlements approved by Council to install curb ramps at corners, and to enforce sidewalk clearance around tents.”
The letter also outlines the settlement in more detail that had been previously available to the public.
Here are the settlement terms:
1. Match ODOT on Bike Bill Interpretation. Since 1971 the City has had no practice or procedures to implement the Bike Bill, and has never had a legal interpretation. As PBOT has noted, “The City does not have formal guidance related to the Bicycle Bill” and “this lawsuit is providing the opportunity to perhaps produce a more formal city-borne methodology.” The Settlement provides that methodology. It is a compromise, merely requiring Portland to match and implement ODOT’s interpretation, which originated with the state Attorney General. If Council changes anything about this term, it should be strengthened to make Portland a leader, not minimally match ODOT standards.
2. Bike Bus Greenways. The second major component of the settlement is $3 million to improve “Bike Bus Greenways.” These are the routes that parent-led groups of students use to commute to and from school. “Bike Buses” have expanded rapidly locally and worldwide. Prioritizing these locations city-wide maximizes return per dollar spent. The settlement directs that implementation follow the proposal that is in development by bike bus advocates, so their work is supported rather than disrupted.
3. Compromise on 82nd Ave. PBOT now owns 82nd Ave, and is spending over $200M on improvements including reconstruction. Instead of requiring full bicycle lanes on 82nd as the Bike Bill requires and City of Portland Bicycle Plan directs, the settlement includes a significant compromise: PBOT will pursue Business Access and Transit (“BAT”) lanes shared with bikes on the full length of 82nd. Private motor vehicles also have full use of the BAT lanes, except they must turn right at signalized intersections, reducing congestion in those lanes. BAT lanes will make transit more reliable and also dramatically increase pedestrian safety. (Note: Rumors that PBOT is replacing car lanes with bicycle lanes on 82nd are false.) Providing BAT lanes instead of separated bicycle facilities as BikeLoud believes the court would order in the lawsuit is a compromise for bikes that weighs heavily on BikeLoud. This compromise is the result of years of legal advocacy occurring alongside efforts by transit, pedestrian and safety advocates to achieve a safe and thriving corridor.
4. “Win-win” Locations. The settlement calls for two smaller investments that, like the Bike Bus Greenways, are intended to achieve the greatest benefit for relatively small additional expenditures:
a. NE Sandy was identified because existing policy passed by Council designates NE Sandy as a Major City Bikeway, the highest classification, and because investment here leverages upcoming sewer projects. the City of Portland Bicycle Plan, calls for bike lanes but they currently dead-end at NE 14thAve. The Settlement extends bicycle lanes to 28th Ave, and funds a corridor study (for all modes) to connect to Sumner, Parkrose and nearby neighborhoods.
b. SE Hawthorne was identified because PBOT has created but not implemented designs for safety improvements on routes parallel to SE Hawthorne. PBOT created these designs when the decision was made not to provide bike lanes on Hawthorne in 2021. Whether that 2021 project triggered the Bike Bill is a central issue in the lawsuit. Implementing the safety improvements that have already been designed but not implemented is the smallest financial component of the settlement, and is necessary to resolve the litigation.
Kocher and Thomas contend that the mayor and council has three options on what to do next: approve the settlement, improve the settlement, or fail to approve it. If the last option is the course taken by the City of Portland, the lawyers threaten that, “A judge will issue an order deciding the case. A court order will strictly apply the law, not look for “win-wins” or agreeable terms.”
When bike bus leaders push and hold certain beg buttons, they get more time to cross. (Photo: Jonathan Maus/BikePortland)
The latest illustration of how the City of Portland supports bike buses is a novel innovation that gives school ride leaders superpowers: At several locations across the city where bike bus routes cross busy intersections, the Portland Bureau of Transportation has programmed traffic signals with a custom, bike bus-friendly timing plan that is activated by a longer push of the beg button.
We’ve heard of transit signal priority to move buses through traffic. You could think of this as bike bus signal priority. I first heard about this from PBOT Director Millicent Williams when she spoke at the Bicycle Advisory Committee meeting last Tuesday. I then reached out to PBOT for clarification.
According to PBOT Communications Director Hannah Schaffer, signals engineers have re-programmed several traffic signals with added green “Walk” times that are initiated by a longer push of the pedestrian “beg” button. When activated, the new “Walk” signals give a significantly longer period of green crossing time than usual — in some cases over one minute (when combined with a shorter, flashing “Don’t Walk” signal), compared to just 10-15 seconds for a typical “Walk” signal. The extended walk signals are available for only a short window of time during the morning bike bus commute.
Below are just three examples Schafer was able to share with BikePortland:
Location: SE Division at SE 80th. Timeframe: 7:00 to 8:15 am. Push and hold the pedestrian button crossing on SE Division to receive an extended walk up to 45 seconds (plus another 18 seconds flashing “Don’t Walk”)
Location: SE Powell at 71st/72nd. Timeframe: 7:00 to 8:30 am. Push and hold the pedestrian button crossing Powell to receive an extended walk up to 45 seconds (plus 15 seconds flashing “Don’t Walk”). This also activates a pedestrian extension timer at 72nd and Powell crossing Powell, so these two intersections can stay red for Powell and allow for the bike movements heading south to east to south.
Location: SE Holgate at 72nd. Timeframe: 7:15 to 8:30 am. We’ve installed a specific button on the NW corner that shows a “bike” symbol on it. The pedestrian movement will be served every cycle, as usual, but if you push and hold this button it will extend the walk up to 55 seconds (plus 8 seconds flashing “Don’t Walk”). We’ve also installed a pedestrian head start [also known as a leading pedestrian interval, or LPI] at this location for the crossing of Holgate (delays vehicle green for 4 seconds, in this case, and gives pedestrian movements a “head start”).
Getting them through safely is the priority. (Photo: Jonathan Maus/BikePortland)
Keep in mind, these traffic signals weren’t designed to accommodate this type of use-case. What we have here is a government agency empowering knowledgable staff to use existing technology to support adopted policy goals and provide better service for road users. Longer “Walk” times will allow bike buses to stay together and might reduce the need for “corking” intersections — an often stressful move where a volunteer steps in front of opposing traffic to make sure everyone gets through the intersection.
These novel new signal adjustments are just one way PBOT is supporting the growth of bike buses, which now happen weekly at 20-25 schools across Portland’s five school districts. In April BikePortland reported on $650,000 from various sources that has been earmarked for bike bus-related investments. This includes a new wayfinding and signage program, intersection daylighting adjacent to school campuses (which is currently happening at nine schools, with another nine to be completed by the end of the school year), modal filters, and other traffic calming projects.
Yesterday PBOT launched a new survey seeking input on where and how to spend that money. The email announcing the survey was titled, “Greenways were made for bike buses.” It’s an acknowledgment that, while the latest bike bus revolution is only a few years old, PBOT’s robust network of 122 miles of neighborhood greenways are the foundation that makes it possible.
“As we continue to have conversations about what we do to support the bike bus movement,” PBOT Director Williams said the BAC meeting last week, “some of that will require some changes.” “There is a deep interest in making sure that we do that well and do that right.”
Metro Councilor Duncan Hwang was among the dozens of folks who showed up to support bus lanes on 82nd in Montavilla Park Saturday. (Photos: Aaron Kuehn)
Advocates for better bus service on 82nd Avenue have swung into action after the shock decision by TriMet staff last week to opt for just three miles of enhanced bus lanes on the 10-mile project corridor. Many hoped TriMet would recommend seven miles of “business access and transit” (BAT) lanes.
This post is a roundup of the latest news and notes I’ve collected on this issue…
Dozens attended a rally on Saturday in Montavilla Park organized by the Portland chapter of Democratic Socialists of America. They held signs for passing traffic that read: “We Love You Line 72,” “More BAT Lanes!!!,” and “More Buses on 82nd, Please!”. Among them was Metro Council Duncan Hwang.
Left: Councilor Hwang at the rally.
In addition to DSA, a volunteer from BikeLoud PDX is encouraging folks to contact TriMet Board members and there’s a testimony guide for upcoming meetings. Advocates are targeting five upcoming meetings: A Southeast Uplift Neighborhood Coalition meeting tonight; a rally for the bike bill settlement (which includes a push for PBOT to build BAT lanes on 82nd) prior to Portland City Council meeting Wednesday morning, a TriMet Board Meeting also on Wednesday morning, a project Community Advisory Committee meeting on Wednesday night, and the project’s Policy & Budget Committee meeting on November 7th.
Councilor Hwang is on that Policy & Budget Committee. He also lives along 82nd. In a post to the BikeLoud PDX Slack channel Friday afternoon he wrote that, when it comes to the TriMet staff recommendation, “Myself nor Metro [Council] are aligned on that.” “I was very frustrated I learned about this from BikePortland (excellent reporting) and not from our own staff… I don’t support this current proposal.”
Councilor Hwang, who showed up and took part in the DSA rally for the project on Saturday, also brought up a key question with this design decision: Which government body gets to make the ultimate decision?
Who will make the call?
There are three agencies working on the 82nd Avenue Transit Project: Metro, PBOT, and TriMet.
According to a source (who I will keep anonymous) with deep knowledge of PBOT transportation projects and contracts, the ultimate decision for the lane configuration on 82nd lies with PBOT. That’s because TriMet must ultimately get a permit from the city for the project. Metro’s influence is limited to just holding the pursestrings (as the federal funding conduit).
Even though PBOT has permitting power, it’s unclear whether they’d simply accept TriMet’s recommendation, or if they’ll flex that power and give TriMet an ultimatum about the design.
Because the City of Portland has final say, the decision could become political. And as we’ve seen in several recent cases (northwest diverter removal, paid parking extension, and the bike bill settlement), we could be headed for another legislative versus administrative branch showdown.
How the bike bill settlement figures in
As I reported last week, BikeLoud PDX successfully negotiated a settlement with the City of Portland (approved by both PBOT staff and the City Attorney) to resolve their lawsuit that was based on a contention PBOT has not followed the Oregon Bike Bill for many years. That settlement was unexpectedly put on pause when City Council did not approve it as expected last week.
One of the elements of that settlement that both sides agreed on was about BAT lanes on 82nd Avenue (BikeLoud’s lawyers intentionally sought out relevant projects in the settlement). The settlement requires PBOT to support continuous BAT lanes shared with bicycle riders (almost all PBOT’s BAT lanes already permit bicycle use). If the lanes are not ultimately part of the 60% project design, BikeLoud would have the ability to return to mediation.
Next steps
This is one of those stories where it’s not yet clear what will happen next. One person who attended the DSA rally on Saturday posted on Bluesky that, due to all the public pressure that has followed the initial staff recommendation, TriMet no longer plans to vote on the 60% design at the November 7th Policy & Budget Committee meeting. I haven’t confirmed that yet, but stay tuned for updates as I learn more.
Still from video (see below) posted on Reddit by HughAnnus (used with permission).
A bicycle rider was repeatedly rammed by the driver of a large SUV at the No Kings rally and march on Saturday. Footage uploaded to Reddit by user HughAnnus shows the driver of a late model Range Rover attempting to drive northbound on SW 2nd just after Alder. The bicycle rider is wearing a yellow hi-viz vest and appears to have been a volunteer corker for the march.
As you can see in the video (below), the cyclist remained calm throughout the incident. After being rammed and having their bicycle go under the SUV’s front grill, the cyclist simply picks their bike back up and returns to their post. Several bystanders approached the scene and began to address the driver, film, and shout out the license plate. A photo of the driver and the license plate was posted to social media.
The person who shot this video says the woman rammed the cyclists another time before they began filming. They also say the police responded and let the driver go. This was due in large part because, “Biker was okay and didn’t push it with the cops,” the person shared on their Reddit post.
Portland Police Bureau Public Information Officer Mike Benner told BikePortland today that they are not currently pursuing this case. “The Incident Management Team overseeing this event was not made aware of this,” Benner shared. “Perhaps due to what the post suggests – the cyclist not wanting to press charges. If the cyclist has a change of heart and wants to move forward with a case, PPB would be open to reviewing this incident further.”
UPDATE, 3:17 pm: I’ve received an additional video clip from another witness and have not posted a longer video. The new clip shows a PPB Liaison Officer (special unit trained for dialogue and deescalation at protests) talking to the driver. In the video, the officer tells the driver she can either park and wait and that no matter what she does she will probably have to wait. At one point the cyclist interjects to say, “Do not endanger peoples’ lives.” The driver then responds, flippantly, with, “You know what, go give a speech to someone else.” As the woman drives away, the cyclist can be heard questioning why the officer didn’t give her a citation. “That’s pretty fucked up,” the cyclist says upon realizing the officer doesn’t plan to issue a citation.
UPDATE, 4:22 pm: After viewing the second clip where the cyclist requests that the officer cite the driver, I reached back out to PPB for clarification about why the officer chose to not cite. Here’s what the PPS spokesperson said:
“PPB understands the intention of people who want to help facilitate a march, in this case the cyclist, but it is not safe for someone to put themselves in harm’s way in front of a moving vehicle which is what our officer witnessed. As the video shows, our officer spoke with both the cyclist and driver and de-escalated the situation, allowing the driver to find an alternate route and the cyclist to return to the march. The officer then continued their role in facilitating a march that drew tens of thousands of people into the city.”
