Mokwheel E-Bikes in Portland is the flagship store for the newest up and coming brand mokwheel. We are currently looking an energetic sales associate.
Our goal is to find our customers the best possible option in electric powered mobility offerings from our partner Mokwheel, by facilitating the ‘test ride’ and offering great customer support through the entire buying process.
A lot of the job is education of our customers on the functions and the safe use of our bikes. Then finding the’right fit.’
Mokwheel E-Bikes is looking for a motivated ‘super communicator’ to run the sales floor of our newest flagship store in Tualatin Oregon. Candidates must have organizational skills to follow up with customers on multiple platforms. Help to create an inviting environment for customers to navigate, what is most likely, their first time on an E-bike.
We believe the ‘TEST RIDE’ is the ultimate way to experience what an E-bike can do and how best to do that then to take it for a spin. (With every test ride we require a waiver and information sheet to be logged in for follow up) and they’re off. After a quick safety lesson and proper head gear they’re free for up to 30 min test ride.
Our work environment includes:
Casual work attire
Relaxed atmosphere
Flexible working hours
On-the-job training
We are in search of a Sales Associate with experience in the bicycle industry: meaning they know they’re way around a bike! Our ideal candidate will be responsible for keeping up with leads, customer orders and keeping a fresh and exciting retail experience. Mechanical experience is a plus as well as experience with electric bikes, scooters or onewheels.
Responsibilities:
Building bikes and minimal E-bike service.
Keeping the retail floor FRESH, (taking recycling out, minimal cleaning)
Respond to and resolve customer requests.
Communicate with customers in person, on the phone, and in writing.
Build a rapport with new clients by asking questions and finding the ‘right fit’
Clear and Organized Invoicing
Job Type: Part Time
Pay: From $18-24
Expected hours: 20-30
Bonuses and Commission Opportunity will be available to qualified candidates.
How to Apply
Send Resume with Current location, we are in Tualatin not Portland.
Mokwheel E-Bikes is a small, family-owned business based in Oregon. We are a flagship store for Mokwheel brand, meaning we have great backend support which we like to offer directly to our customers.
Our goal is to find our customers the best possible option in electric-powered mobility offerings from our partner Mokwheel.
We are professional, agile and our goal is to find and help people with their recreational and commuting needs. Mokwheel E-Bikes is currently looking for a qualified bike mechanic to join our team. We sell Mokwheel brand E-bikes and have an excellent online and back-end support team. We are looking for a bicycle mechanic to help us assemble and service all of the electric bikes that offer as well as basic service for out-of-house products as well. Your job will mainly consist of bicycle mechanic-related jobs and building Mokwheel e-bikes.
Manage the day-to-day operations of the service center. Talk with customers, schedule repairs, order parts and work the POS system.
Looking for a qualified Bike Technician for Mokwheel E-Bikes in Portland. Position will be 18-26 hours a week. Assembling Servicing Mokwheel Branded Bikes. Monday-Wednesday
How to Apply
**We are located in Tualatin, please keep that in mind before applying**
Please send a resume with a note on availability, current location and related experience to tualatin@mokwheelstore.com
Looking east on SE Powell at 145th. Note the ODOT construction of safer bike lanes on the right (image is from May).
A man has been arrested and charged with drunk driving and assault for his role in the death of a bicycle rider.
In a statement released a few minutes ago, Portland Police say they responded to a collision at SE 145th and Powell Boulevard on Sunday (7/13) around 7:00 pm. When they arrived, 85-year-old Portland resident Raymond Myers was seriously injured, but was expected to survive.
The driver, 54-year-old Hiep P. Tran of Portland, was visibly intoxicated at the scene and was ultimately arrested. He has been charged with Assault in the Third Degree and Driving Under the Influence of Intoxicants. On Monday morning, PPB were notified that the victim had died. That triggered an additional Negligent Homicide charge for the driver.
This section of Powell Blvd (Higway 26) is just a few blocks from Powell Butte Nature Park. It has one standard travel lane in each direction and painted, unprotected bike lanes. The speed limit is 30 mph.
This ODOT project is currently under construction at the same location where Myers was killed (red circle).
The Oregon Department of Transportation is currently working on a project that will bring much safer bike lane designs to this stretch of Powell. Phase 2 of their Outer Powell Safety Project began last month and will include a host of safety upgrades — including a raised, separated bike lane. The goal of the project is to bring Powell up to good condition in advance of a jurisdictional transfer to the City of Portland as prescribed by legislation passed in 2017.
It’s unclear what led up to Sunday’s fatal collision and whether or not planned safety upgrades would have impacted behaviors of Tran or Myers.
According to the BikePortland Fatality Tracker, this is the 16th fatal traffic crash in Portland so far this year. That’s less than half the total on this same date last year.
Police are still investigating this collision. If you saw it or have any information, contact crimetips@police.portlandoregon.gov attn: Traffic Investigations Unit and reference case number 25-186800.
PBOT renderings of new 42nd Avenue Bridge over Lombard.
The good news is the City of Portland is set to break ground on a $25 million project to replace the NE 42nd Avenue Bridge over Lombard Street. The bad news is the work will require a full, two-year closure of a key link in the bike network.
The Portland Bureau of Transportation (PBOT) announced the project and potential detour impacts on Tuesday.
Starting Monday, August 4th, the agency says they will post signs for a freight truck detour that will take northbound drivers east on NE Killingsworth to NE 82nd. Southbound freight traffic will be directed to go east on NE Columbia to NE Cully, then south to Killingsworth.
This freight detour is notable because it will mean increased volume of large trucks on Killingsworth, a major bikeway that recently received protected bike lanes.
Location context of new bridge.PBOT cross-sections for new bridge.
PBOT says the bridge carries about 5,000 car trips per day, so expect even more drivers on nearby roads during the closure.
For bicycle riders, there’s no nearby bike facility to use, so PBOT says they don’t plan on posting a specific bike detour. The existing 42nd Avenue Bridge isn’t great for bicycling, but at least it’s a viable way to connect from the NE Holman Neighborhood Greenway to the bike path on NE 47th that connects to Whitaker Ponds and the Portland Airport route. Once the bridge is closed, the best way to cross Columbia northbound is a half-mile west at NE 33rd.
To answer questions about this significant closure and detours, PBOT will host a webinar on July 31st from 6:00 to 7:30 pm. You can register for that meeting via Zoom here.
The $25 million project was initially slated to break ground in 2021 at a cost of $17 million. The funding comes from a mix of sources including System Development Charges, Heavy Vehicle Use Taxes, State of Oregon, Portland Clean Energy Fund, and others.
The new bridge will be an upgrade from the sharrowed, shared-lane facility that exists today. It will have a wide bike lane and painted buffer on the west side, two 13-foot wide general travel lanes, and a 12-foot wide biking and walking path on the east side.
As I shared last fall, this project will also trigger construction of a better bike lane on Lombard where it goes under the bridge. Currently, bridge support columns cause a gap in the bike lane at this location. In 2015, that gap might have contributed to the death of Martin Greenough was hit and killed by a drunk driver while cycling under the bridge. PBOT partnered with ODOT and will widen the road under the bridge to create room for a new bike lane.
Conceptual rendering for one section of the Green Loop in the North Park Blocks by PLACE Architecture for Portland Parks.
11 years have passed since the first time I mentioned the Green Loop here on BikePortland. Since then, very little has happened in the way of official progress toward making the vision of a loop of paths around the central city a reality.
Yes, City Council adopted the Green Loop concept (as part of the Central City 2035 Plan) in 2018, then we added a key link in the route with the carfree Blumenauer Bridge in 2022, and we got an excellent view of what the future facility might look like in this video I shared back in March. But when you look at the official Green Loop webpage on the Bureau of Planning and Sustainability’s website, there’s not much there. In fact, when you go to sign up for email alerts, the city website jumps over to Friends of Green Loop, an independent nonprofit.
But I’ve noticed chatter from my various intelligence sources and it looks like the City of Portland is finally ready to push this project forward and make the Green Loop legit. With a big meeting for the project scheduled for tonight, I figured it was time to get everyone up to speed.
To refresh, the Green Loop was conceived in 2014 as a six-mile “linear park” around the central city. The idea is a series of low-stress walking and rolling paths connected by excellent public spaces. It’ll be sort of like a neighborhood greenway for the central city. Or, in the words of PBOT, a facility that will, “improve health outcomes, support business districts, expand inclusive access to regional destinations, and support the growth of Portland’s Central City.”
So, what has recently changed to spur all this activity?
When the Central City 2035 Plan was adopted by Portland City Council in 2018, one of the recommendations in the plan was to develop the Green Loop Concept Plan. In 2023, the Portland Bureau of Transportation won a state grant from the Transportation and Growth Management program to do that work. They finally kicked off the process this past spring.
According to PBOT, since 2018 there’s been a lot of visioning for the design and construction of individual blocks of the Green Loop. This new plan will refine the route, bring the design to a more granular level of detail, and nail down a phased implementation strategy.
In other words, PBOT and other bureau partners (Bureau of Planning and Sustainability, Portland Parks, Prosper Portland, and others) will look to mold what is now a relatively vague concept into something more tangible — something that could actually be built once funding and other opportunities present themselves. To do that, PBOT needs to understand what the public wants and needs out of the project. That’s where the survey comes in.
“We’re not building anything yet, but your input will directly shape how and where it happens,” reads one of the survey pages. Survey takers are asked to prioritize Green Loop objectives, rank design principles, share how they’re likely to use the facility, and more. The survey shows images of the Indianapolis Cultural Trail and the Miami Underline as comparable examples.
The 15-member Community Sounding Board (CSB) is expected to meet three times between now and winter 2026. Their job will be to provide feedback to city staff about the alignment and other elements of the plan. A presentation prepared by PBOT for tonight’s first CSB meeting lays out the existing conditions of the route alignment and the community and land use planning context. Ultimately, the CSB will make recommendations for designs and implementation strategies.
To learn more, check out the new website, take the survey, and consider attending the Sounding Board meeting tonight from 3:00 to 5:00 pm.
Hope you can join us at Bike Happy Hour this week. We’ve been having a great time every Wednesday from 3:00 to 6:00 pm in the Rainbow Road Plaza on SE Ankeny Street outside Gorges Beer Co.
This week it’ll be hot, hot, hot! So we’ll have the misting system turned on. That means you might get wet and you should wear your bathing suit! In addition to staying cool and enjoying each other’s company, we’ll hear from Phil Sano, the organizer of Friday’s James Baldwin v. Malcolm X ride.
“Approximately 100 years ago, two titans of liberty were born,” Sano texted me today. “This Friday we will celebrate their lives and explore their teachings and tactics for emancipation.”
Sano says the ride will feature: readings and audio clips of both James Baldwin and Malcolm X along with special guest speakers, including the founder of the Portland Black Panthers. The ride leaves from the North Park Blocks (333 NW 8th Ave) at 5:00 pm on Friday, July 18th. Here’s the ride link on the Shift Calendar.
So come out to the plaza for a great night of conversations and community. And don’t forget to wear your bathing suit (which you might already be doing if you join the Bike to Swim Ride which meets at Bike Happy Hour and rolls out to Duckworth Dock around 6:15)!
Jeevan said he considers himself relatively fortunate. While he has heard from cyclists who get back behind their handlebars the day after a crash, he knows it’s common for a month or more to pass before trying again. And some never do. What keeps his dedication to road safety going, as education coordinator for nonprofit BikeLoud PDX and a certified League Cycling Instructor, are those who will never ride again.
“As part of my advocacy, we’ve supported victim families through court cases and seen a parent in front of a judge yell at a driver for killing their kid,” he shared with me in a recent interview. “I wanted to ask the perpetrator, ‘Was trying to save a few seconds on the road worth all of this?’”
Following his harrowing experience on June 2, he has had a grim realization about the frequency of incidents citywide where reckless drivers get away without consequences for intentionally targeting people riding bikes.
“Since that (BikePortland) article came out, people would approach me on rides — people I know and don’t know — and they would share their own story of getting hit and/or police not caring about them,” he said.
“I wanted to ask the perpetrator, ‘Was trying to save a few seconds on the road worth all of this?’”
Jeevan isn’t just relying on peoples’ stories. As perhaps America’s most prolific author of studies of behavioral causes of fatal bicycle and pedestrian collisions, he’s seen Portland Police reports reveal that a driver and a cyclist collide on average every three days during peak riding season, and every five days during the rainy months.
“Every three days — that’s so much suffering happens on our roads,” he said.
Jeevan’s brush with an angry driver and disappointing treatment by the responding police officer have given him a new perspective and appreciation for the topic he’s devoted years of advocacy to.
Jeevan doesn’t know exactly what it will take to change the culture on Portland streets, but he’s decided it’s time to get back to riding. Jeevan has resumed his regular schedule of teaching classes via his Portland Bicycle School service. He also led a Bike Safety Trivia ride on July 9th.
During the class, he reviewed the top causes of bicycle crashes, including the right hook, where a driver turning right through a bike lane hits someone proceeding straight. He cited an ODOT-funded Oregon State University study showing that 66% of drivers don’t look at the bike lane, even though drivers are legally required to yield.
“As cyclists it’s important to understand that two thirds of drivers will never check the bike lane before turning,” he said.
At this point in the class, a BikeLoud volunteer shared her own experience that drivers’ disabilities might be an additional factor on top of their general indifference to cyclists. “Lady Max,” who is legally blind and declined to provide her full name to BikePortland, said she gave up her driver’s license at the age of 48, when she learned to ride a bike for the first time. She said that the state could be doing more to prevent dangerous drivers such as herself from being behind 2,000-pound vehicles.
“I probably could have passed the driving exam because ODOT doesn’t give you a time limit to do the vision test,” she said.
Jeevan also covered the most common way for drivers to kill cyclists—unsafe passing—which was how he was intentionally hit in June. He reminded drivers at the class that it only delays you on average 20 seconds in the city to conduct a proper pass.
“Drivers can get grumpy when I say this, because it means that they have to slow down,” he said. “The situation will resolve itself quickly.”
Jeevan reminded everyone that slow and stopped traffic is normal and reasonable in every scenario and on every road. He said that “One road, many users” is a phrase for the variety of transportation forms allowed on Oregon roads — all of varying sizes and speeds.
And until Oregon repeals its mandatory bike-lane use law (something Jeevan once tried to make happen himself), he’ll continue to educate both bike and car users about how exceptions in the law allow cyclists to use the full traffic lane for their own safety.
“It might sound counterintuitive; but when you ride in middle of the lane, drivers tend to give you more space. And if they do try to pass too closely, riding in the middle allows you an escape route on the right,” he said.
Jeevan includes nuggets like that in his nine-hour bicycle class, which, similar to Drivers Ed, consists of parking lot drills, riding around town with an instructor, and a classroom discussion of laws and safety.
The number-one cause of cyclist deaths, Jeevan tells his students, is drivers splitting a lane to get around bicycle riders.
“Even though it’s legal to lane split in a car, it’s still deadly. As a traffic instructor, I stress universal best practices and hazard avoidance maneuvers, over local laws that vary,” he said. “This is trying to save seconds when there could be a lifetime of life lost to complete a dangerous maneuver.”
With evening coming and the class ending in the Ankeny Rainbow Road Plaza, it was time for everyone to bike home. Jeevan buckled his helmet, swiveled his head to check for traffic, put out his arm to signal, then headed west on Ankeny Street to downtown — right in the middle of the lane.
ODOT is closing 12 maintenance stations due to lack of funding. (Photo: State of Oregon)
When the 2025 legislative session began, the question around transportation was whether Oregonians would support a bold new approach to funding; one that would begin to wean us off an unsustainable reliance on the gas tax, one that would spread driving-related fees more equitably, one that would make a dent in much-needed maintenance, one that would help us move the needle on crucial goals like saving lives and saving our planet from the ravages of climate change.
By the end of the 2025 legislative session, those questions were left unanswered as a major transportation package fell on its face and never received a full vote in the House or Senate.
Now, as the largest layoffs in state history take hold in every corner of Oregon and the consequences of this massive political failure become tangible, new questions are being asked.
House District 60
With an announcement from Governor Kotek about a special session imminent, at least one Republican lawmaker is girding himself for the hard choices he’ll have to make to bring the Oregon Department of Transportation back from the brink, re-open maintenance stations, and return workers back to their jobs.
Republican House Representative Mark Owens has represented District 60 since 2020. In May, long before a transportation package had been revealed, he told constituents where he stood on the issue: “I want to be clear about where I stand: I will not support increasing the gas tax or registration costs—while serious issues of waste and mismanagement persist in our agencies.”
Today, Rep. Owens appears to be having second thoughts. One of the 12 maintenance stations ODOT is closing down is in his district.
“In House District 60 alone, dozens are losing their jobs,” he said in his latest newsletter. “These are real jobs, held by real Oregonians.” “Unfortunately, the failure to pass any package means communities like ours are now seeing the consequences first,” Owens continued. “This is about more than plows and pavement, this is about safety, jobs, and what kind of state we want to live in.”
House Rep. Mark Owens (Photo: Mark Owens for Oregon)
Rep. Owens was a guest on the Harney County Live radio show this morning where he said Governor Kotek will announce details of a special session this week. Owens suspects the package Kotek and Democratic party leaders will put on the table will be a six-cent gas tax increase and relatively modest increases to vehicle title and registration fees.
The bill would be a dramatically pared-down version of the original transportation package proposed in House Bill 2025, which sought a 15-cent gas tax increase and an eventual indexing to inflation. A second version of the bill proposed a 12-cent gas tax, and the last ditch effort by lawmakers in the waning hours of session (HB 3402) sought a meager three-cent increase.
While Rep. Owens said he wouldn’t support any gas tax increase back in May, he seems amenable today.
“[When it comes to a gas tax increase] what would you like me to do?” Owens asked show host Mindy Gould this morning.
“I’m gonna ask you this question, Mindy, live: Are you OK paying six cents a gallon more in gas tax if we could bring those employees back?”
“I would be,” Gould immediately replied.
Owens then said 80% of the people he’s asked that question also said yes. And later in the interview he seemed to lobby for the six-cent increase.
“If gas taxes go up 6 cents, you would be paying an extra $60 a year,” Owens said. “You know, what’s a tire cost if you blow it up in a pothole? Yeah. So that’s what we’re facing.”
Owens also said in the interview that talks are already underway with House Speaker Julie Fahey to identify gap funding to prevent workers from leaving their jobs by the July 31 deadline. That’s just one of several challenging moving parts that will hang over the next few weeks as the politics continues to evolve around this issue. Another big question is whether or not enough Republicans will return to the capitol to give the quorum needed to pass laws.
Given Owens’ comments today, the severity of the funding crisis appears to be changing the political calculus on both sides of the aisle.
Before and after on NW Naito near the Steel Bridge. (Photos: City of Portland)
The Portland Bureau of Transportation is finally making good on its promise to upgrade and harden bike lanes throughout the city. About 3.1 lane miles of bike lanes at nine different locations that currently use plastic posts to separate bicycle riders from other road users will be replaced with concrete curbs.
Earlier this month, crews replaced plastic posts on a section of the two-way bike lane on Northwest Naito Parkway between NW Davis and Hoyt (between the Steel and Burnside bridges). Later this month they’ll finish the work on Naito with new concrete curbs between Ankeny and Couch. The work on Naito cost the agency $232,000.
The move comes in response to a March 2024 memo from the City Traffic Engineer related to the agency’s use of temporary materials, which have been found to have increased maintenance costs and fall short of the city’s goals for bike network attractiveness.
The first batch of locations (see below) are a subset of a longer list I shared back in August 2024. According to PBOT, they will upgrade nine locations using funds from their General Transportation Revenue account. (GTR is made up of the city’s share of the State Highway Fund (gas taxes and vehicle registration and title fees) and parking revenues.)
NW Dairy Creek Road near where a woman was struck sometime Saturday.
Washington County Sheriff’s issued a statement this morning about two crashes involving bicycle riders. Both happened on roads that are popular cycling routes: NW Dairy Creek and NW Old Cornelius Pass Road.
Sheriff’s say the first crash happened Saturday night, but the rider was not discovered until Sunday morning around 7:15 am. According to their statement, deputies responded to a hit-and-run crash at the 22400 block of NW Dairy Creek Road where a woman on a bicycle was “struck overnight by a vehicle.” The road in this location is a typical, two-lane rural road. There is little to no shoulder space and there doesn’t appear to have been any cross-traffic.
The bicyclist, who has not yet been identified, suffered serious leg, facial and other injuries and authorities believe she spent the night alone, outside and in a ditch until being discovered alive Sunday morning by a passerby. She was transported to a local hospital. The driver fled the scene and remains on the loose.
Anyone with information on this crash is encouraged to call non-emergency dispatch at 503-629-0111 and reference case number 50-25-9657.
Aerial and street view of NW Old Cornelius Pass and NW Cornelius Pass intersection.
A few hours later, just before 11:00 am on Sunday, deputies responded to a bicycle crash at NW Old Cornelius Pass Road and NW Cornelius Pass Road. This location is about five miles southeast of where the woman was discovered on NW Dairy Creek Road. This intersection is part of a very popular route that connects NW Germantown to NW Philips Road.
The Sheriff’s office says an adult male on a bicycle was traveling north on NW Old Cornelius Pass Road. For some reason, deputies say the bicycle rider “suddenly crossed directly in the path of a vehicle traveling south on NW Cornelius Pass Road.”
The man is a 55-year-old from Northwest Portland. The Sheriff’s office says his family has requested privacy. He suffered serious injuries and is still in critical condition. The driver remained at the scene and is not suspected of any crimes.
Anyone with information is asked to call non-emergency dispatch at 503-629-0111 and reference case number 50-25-9663.
The main witness to this second collision has contacted BikePortland to share what they saw. The witness (who’s asked to remain anonymous), said he was on his bike at the same intersection (crossing in the opposite direction) and was watching the signal for his chance to go when he saw another rider coming in the opposite direction. When the victim began to pedal into the intersection northbound, the witness said he was hit by a westbound Tesla sedan. The witness recalled being surprised to see the other rider enter the intersection, since he clearly recalled the cross traffic on NW Cornelius Pass Road having a green light.
The witness who contacted BikePortland speculated that the bike rider might have gotten confused by the signals or perhaps another car at the light might have blocked his view of traffic.
Both of these collisions are incredibly unsettling. I’ve biked on these same roads many times over the years and I’m sure some of you have as well. My thoughts are with each of the riders and I hope they make full recoveries. If you have any information to share, please get in touch.
ODOT crews working on bridge repairs in Medford. (Photo: ODOT)
Sources tell BikePortland that Oregon Governor Tina Kotek will announce details of a special legislative session sometime this week as fallout from the legislature’s failure to pass transportation funding continues to pile up. That tip comes as no surprise, given the acuity of the crisis and the pressure the governor is under to do something about the mass layoffs that have already begun at the Oregon Department of Transportation.
“They are hearing legislators don’t believe the layoffs are real.”
– Email from ODOT worker union
One major pressure point for Kotek is labor unions, who launched a lobbying campaign over the weekend that encourages members to email their state representatives and attach a photo of their layoff notice, “so legislators can hear directly how all of our lives are being negatively impacted by their lack of action.”
Over the weekend, an ODOT employee forwarded an email to BikePortland from the Association of Engineering Employees of Oregon (AEE), a union that represents over 1,000 workers across several state agencies. AEE has teamed up with the local SEIU 503 union for several meetings with the State of Oregon over the past two weeks.
Union flyer
In an email from AEE to their members on Saturday (July 12), they said SEIU, “are hearing legislators don’t believe the layoffs are real at ODOT.” SEIU has a tool on their website where laid off employees can record a video that will be sent directly to their representative.
AEE and SEIU report some success at negotiating better terms for impacted workers, but the layoffs have not been stopped.
According to data reported by Willamette Week on Sunday, hundreds of workers have already received layoff notices. 88 ODOT employees from Region 1 are part of the job cuts, with a majority of them from Multnomah County.
Preserving jobs will be the top priority for Kotek when she brings lawmakers back to Salem. While she might get all Democrats on board with scaled-down legislation that raises revenue from a mix of fuel taxes and other fees, it still looks unlikely that Republicans will do anything to help.
House Republican Leader Christine Drazan (a former gubernatorial candidate who lost to Kotek in 2022) told KOIN News last week that blame for the layoffs falls squarely on Kotek and Democrats. Drazan said a Republican-backed bill should have been passed instead, but that bill was a political non-starter from the get-go and never had enough support to pass.
Kotek will need line up not just enough political support for any new package in a special session, she’ll need to line up a procedural path that thwarts all the obstruction Republicans are likely to throw at it.
Here are the most notable stories that came across my desk in the past seven days…
Fear of cycling: The Trump regime’s latest fear-mongering and opposition suppression tactic is to have the Department of Homeland Security deem cycling and other everyday activities at protests as a precursor for violent tactics. (Wired)
Free transit follies: The debate over free transit raged this week when a progressive transportation journalist and advocate questioned NYC mayoral candidate Zohran Mamdani’s support of the idea. Is free good if it leads to service cuts? (Slate)
Wrong way deaths: What is wrong with some drivers in the state of Nevada? An effort to pass new legislation has picked up steam after a young girl became the latest of a whopping 150 people to die in freeway collisions resulting from someone driving the wrong way. (NBC Nevada)
A-pillars a problem: With the ever-increasing weight and girth of SUVs and other vehicles, automakers have increased the girth of the front “A” pillars. The aim is to protect occupants in rollover crashes, but they inhibit visibility of those outside cars and the industry is not encouraged to make them any smaller. (Bloomberg)
Bike Happy Hour prescription: Smart doctors are prescribing socializing and cycling as a way to treat a host of health issues, which makes me think that cycling to Bike Happy Hour once a week could be considered a miracle cure. (NPR)
It’s the model, stupid: Portland regional planning is based largely on traffic models, so it’s worth making sure those models are modeling the right things. Many of the models used by planners are outdated and exacerbate the problems we’re trying to solve. (Fast Company)
Service for whom: Another article on the idea that using “level of service” for drivers as a metric for planning road infrastructure is a dangerously outdated and inherently flawed way of decision making. Also, this topic is somewhat outdated too, but if you need a refresher on this concept, start here. (Fast Company)
