The Portland Winter Light Festival is here! I saw this cool bike at least year’s event. (Photo: Jonathan Maus/BikePortland)
Saturday, February 7th
Rocky Point Trails Dig Day – 9:00 am to 2:00 pm at Rocky Point Trails Parking Lot (Scappoose) Come out and put in some sweat equity into the awesome trails at Rocky Point with NW Trail Alliance. You’ll feel good and have a really good time. Trail maintenance is actually fun! More info here
Clear the Path Sale – 10:00 am to 6:00 pm at Cycle Path Bike Shop (NW) Don’t miss huge savings on bikes, frames, parts, clothing and more at Cyclepath on NW Thurman. Now is the time to think about those big summer adventures! More info here
Bike Path Clean Up – 10:00 am at Home Depot (NE) Volunteer to pick up trash along the I-205 bike path with nonprofit SOLVE. Cargo bikes encouraged but not required (and of course, every bike is a cargo bike). More info here.
Illuminated Bike Ride – 6:30 pm at Rose Equipment Annex Parking Lot (SE) Billed as a “rolling parade,” this is the official ride that will tour Portland Winter Light Festival installations. The annual Light Festival is awesome and a bike is the perfect way to see all the cool exhibits around town. More info here.
Sunday, February 8th
Southerly Ladies Ride – 10:00 am at Trolley Trail (Northern Trailhead) Hosted by Maria “Bicycle Kitty,” this is a ladies-only ride. Expect a moderate pace and a route of about 30 miles. Remember: no e-bikes and no dudes. More info here.
Clear the Path Sale – 10:00 am to 2:00 pm at Cycle Path Bike Shop (NW) Don’t miss huge savings on bikes, frames, parts, clothing and more at Cyclepath on NW Thurman. Now is the time to think about those big summer adventures! More info here
Sunday Social Ride – 10:00 am at Gateway Transit Center (NE) Join the fun and friendly riders of Portland Bicycling Club for a 15-25 mile exploration of the Portland metro area. More info here.
— Did I miss your event? Please let me know by filling out our contact form, or just email me at maus.jonathan@gmail.com.
A Waymo vehicle in San Francisco. (Photo: Daniel Ramirez/Flickr)
One week ago, City Councilor Mitch Green broke the news that autonomous vehicle company Waymo wanted to operate on Portland streets. Sharing a link to a story about a Waymo robotaxi hitting and hurting a child near a school in in Southern California, Green wrote on Bluesky: “You should know that Waymo wants to come to Portland. You should know I don’t support that.”
This news could lead to a collision between Portland city councilors, Alphabet (the corporate parent of Google who owns Waymo), city staffers, and state lawmakers.
Councilor Green is opposed to robotaxis based mostly on labor-related issues. He’s worried robotaxis would make life even harder for existing rideshare drivers. Beyond that, he says data privacy is also a concern. Green has said he’s open to learning more about how robotaxis would impact traffic safety and congestion.
Portland Bureau of Transportation Director Millicent Williams is also taking a cautious approach thus far. Thanks to reporting in the Willamette Week, we know that Williams has expressed to city leaders via internal emails that AVs may bring safety benefits, but, “They may also have significant impacts on our local transportation system. They may add additional miles driven on our streets, cause curb zone conflicts during pickups and drop-offs, present challenges for first responders, and more.”
Down in Salem, State Representative Susan McLain, a Democrat and chair of the House Transportation Committee, has introduced a bill with Republican House Rep Shelly Boshart Davis that appears to have been written by AV lobbyists (since November 2025, lobbying firm Google Client Services, LLC has donated $2,500 each to bill sponsors Senator Mark Meek and Rep. Hai Pham, as well as $2,500 to Rep. Ben Bowman, $1,000 to Sen. Floyd Prozanski, $1,500 to Senate President Rob Wagner, and $10,000 to Governor Tina Kotek).
House Bill 4085 would lay a legal groundwork for the operation of self-driving vehicles in Oregon. Typically during a short legislative session, lawmakers only consider bills that are non-controversial, have been vetted in a previous session, and/or have no fiscal impact. While lawmakers have considered AV-related bills in the past, HB 4085 goes further than anything before it.
One of the provisions in HB 4085 that’s raising eyebrows is section 13 which states:
“A local government or local service district may not: (a) Prohibit the operation of an autonomous vehicle or on-demand autonomous vehicle network; (b) Impose a tax, fee, performance standard or other requirement specific only to the operation of an autonomous vehicle or on-demand autonomous vehicle network.”
That “specific only” part means that taxes and fees can be charged to AV network operators, but only if similar types of fees are levied to other competing types of taxi companies. This exception would allow Portland to levy a fee on any potential robotaxi trips because we already charge a service fee for Uber and Lyft rides.
But other provisions in the bill could kneecap the ability of local policymakers to regulate robotaxis as they see fit. Given that PBOT Director Williams recently said, AVs, “Will have the greatest impacts on local jurisdictions and it makes sense that the city of Portland would want to ensure that we could maintain an AV regulatory framework to meet our needs and to be able to mitigate any negative local impacts,” I doubt she’ll be too happy about HB 4085.
In a statement to BikePortland this morning, Councilor Green made his stance on HB 4085 clear:
“I oppose this bill’s effort to preempt our ability to locally regulate autonomous vehicles. It’s particularly appalling that the Oregon State Legislature would even consider introducing new factors that contribute to VMT, congestion and potential road safety issues after their catastrophic failure to deliver a transportation bill, which has undermined the viability of our transit agencies and the ability for municipalities to deliver basic, routine upkeep of our transportation assets.”
Fortunately for the City of Portland, they are not new to the AV question. Back in 2016 PBOT was tapped by a US DOT “Smart Cities” initiative to be one of the testing grounds for AV fleets. That let to the Smart Autonomous Vehicle Initiative (SAVI), a plan that set some ground rules for what many thought at the time would be the imminent deployment of robotaxis. One outcome of the SAVI effort was Transportation Rule Number 14.34, “Connected and Autonomous Vehicles.” That rule requires AV operators to have a permit, pay fees, and so on. (Last month, Director Williams said that rule is now outdated and needs to be amended.)
In April 2017, Portland city leaders were falling over themselves to welcome these driverless cars to our streets. “To the inventors, investors and innovators, I’m here to say that Portland is open for business,” proclaimed former Mayor Ted Wheeler. “By working with private industry, we can make sure that cutting edge technology expands access to public transit and reduces pollution and congestion.”
That was a different era in Portland politics, and the general public is likely much more skeptical of AV companies today. Councilor Green is likely to find support for his concerns among his colleagues, especially Councilor Steve Novick. Novick made headlines back in 2014 when Uber tried to bully its rideshare vehicles into Portland without permission.
12 years later, we might be on the cusp of yet another showdown about the impacts of corporate transportation on our streets.
Young people riding some type of electric-assisted vehicle in Lake Oswego. (Photo: Jonathan Maus/BikePortland)
Oregon lawmakers have a chance to clean up laws related to electric bikes and the growing number of other battery-assisted vehicles that are showing up on our streets. House Bill 4007, championed by The Street Trust and based on a nearly identical bill from the 2025 legislative session, seeks to make several significant changes to existing law — including lowering the legal age for riding an e-bike from 16 to 14.
The bill is based on HB 3626, a similar bill from the 2025 regular session that passed the Joint Committee on Transportation, but got held up in Ways and Means (where bills with a fiscal impact often go to die).
Missing from this bill is the provision from the previous bill that would have required the state to establish an e-bike safety information and education campaign. Jake Weigler, a political consultant helping TST get this bill over the finish line, said that’s because during the short session it’d be impossible to move this bill if it required funding. Given that this is a short session (just 34 days left), only bills that have broad support, have been previously vetted, and don’t impact the budget are likely to pass.
HB 4007 aims to fix several elements of our current e-bike and battery-assisted vehicle laws: a market flooded with dangerous, low-quality batteries; confusion from products sold as “e-bikes” that are more akin to mopeds or motorcycles; concern from parents and police officers about age requirements; and the lack of clear definitions for new types of vehicles.
HB 4007 aims to help on all fronts. Here’s what it does, according to a one-pager created by The Street Trust:
Creates offenses of improper sale or lease of a vehicle and selling imposter bikes, punishable by maximum fine of $250.
Requires all riders under 16 to wear a safety helmet and that they must be at least 14 to use a class 1 e-bike or e-scooter that provides power up to a speed of 20 mph.
Defines a micromobility device as including a propulsion system that provides assistance up to a speed of 28 miles per hour (mph), while distinguishing them from e-bikes, e-scooters, mopeds, motorcycles, and wheelchairs.
The bill also raises the speed limit of e-scooters from 15 mph to 20 mph.
Asked why TST feels this bill is urgent enough for the short session, Weigler told BikePortland this morning they need to react to the popularity of e-bikes and e-motos in the market, and the dangers some of them pose to young people. “There are a lot of kids excited about these bikes and we want to facilitate using them safely, and now there’s not a lot of clarity in the market to help families make good decisions,” he shared.
As Hood River School District youth biking educator Megan Ramey shared on BikePortland last session when HB 3626 was still in play, Oregon currently treats Class 1 e-bikes — the lowest-power category of bikes that can go a maximum of 20 mph without pedal-assist — “like a car.” “And because under-16s are barred from riding them, schools can’t even legally provide education to the age group most eager to learn,” Ramey wrote.
Ben DeJarnette, owner of a business that rents e-bikes in the Columbia River Gorge, supports the bill’s changes to the age requirement. “We frequently have families come into our shop looking to rent e-bikes with their teenage kids (who have ridden e-bikes in other states) and we currently have to turn them away or require them to ride as passengers,” DeJarnette said in testimony submitted in advance of tomorrow’s hearing on the bill. “Updating Oregon’s e-bike laws will help small businesses like ours grow while creating a smarter, safer regulatory framework for micromobility devices.”
Another key provision of HB 4007 is to add a definition for “powered micromobility device” into Oregon law. The intent of this is to create a legal framework for devices like OneWheels, e-skateboards, and electric unicycles that separates them from e-bikes, mopeds, motorcycles, ATVs, and so on. PMDs would be vehicles that are designed to transport a person, have some type of propulsion system, have a maximum speed of 28 mph and an unloaded weight less than 100 pounds. The bill also explicitly allows PMDs to be ridden on bicycle lanes and paths.
HB 4007 also aims to discourage the sale and use of e-motos that can go over 28 mph, but are often marketed as e-bikes. The bill would make it illegal to sell an “impostor vehicle” — that is, selling a vehicle advertised as one thing, but that actually fits the legal definition of another. So if an Oregon retailer sold a battery-powered motorcycle that didn’t have functional pedals and could travel faster than 28 mph as an “e-bike,” they would receive a Class D traffic violation (with a presumptive fine of $115).
Batteries will also be more tightly regulated if HB 4007 passes. The bill would make it a Class D traffic violation to sell batteries that don’t come with a stamp of approval from, “an accredited testing laboratory as recognized by the United States Occupational Safety and Health Administration, the United States Consumer Product Safety Commission or an independent laboratory that has been certified by an accrediting body for compliance with nationally recognized battery standards or other standards deemed sufficient by the Department of Transportation.”
While it seems like a lot for lawmakers to ponder in a short session, keep in mind most of these provisions already passed committee last session. Also keep in mind that HB 4007 is an omnibus bill that House is using to stuff other, related laws into. That’s why there’s an entire section of this bill about laws for hauling milk (no, I’m not kidding).
Geoffrey Hiller (middle in yellow jacket and striped shirt) at Saturday’s rally and march, shortly before the tear gas assault began. (Photo: Jonathan Maus/BikePortland)
As most of you have already heard, the big protest ride on Saturdayturned ugly once it got to South Waterfront. What one BikePortland reader described as a “joyful” vibe at Irving Park in Northeast Portland where the ride met up, ended up with a full frontal assault on innocent people by federal officers outside the Immigrations and Customs Enforcement (ICE) headquarters building on South Bancroft Street.
I left shortly after thousands of bike riders converged on Caruthers Park (a few blocks north of the ICE facility) for a rally organized by labor union groups. I didn’t experience the tear gas and flash bangs that have come to define the otherwise peaceful event; but asked for readers to share their memories.
Geoffrey Hiller, a photographer (view his images from the day below) working on a five-year project about bike culture in Portland, was on the bike ride. He knew emotions were high after the killing of Alex Pretti and Renee Good in Minneapolis, but didn’t expect one of the many mass bike rides he’s documented in the past five years would end in him being tear gassed for the first time. “Once I got to Southwest I felt a huge shift of energy,” Hiller shared with me after the event. “The solemn feeling in the air was so different from the way the ride began.” As he walked with hundreds of other cyclists south to the ICE building, he heard the first loud bangs. “And a few seconds later I was engulfed in tear gas,” Hiller recalled.
(Photo: Geoffrey Hiller)
(Photos: Geoffrey Hiller)
“It was painful and all I could do was shoot off a few more frames and head back to the park to get my bike. It was awful seeing little kids and seniors affected by the nasty chemical gas.”
Another person who reached out to BikePortland to share their story, Eric Oliver, said he never thought he’d have his first amendment rights violently violated. Like many others, he figured since major labor unions endorsed and planned the event and it happened in daytime — not to mention the fact that all sorts of folks showed up — that it would be a safe event.
Here’s how Oliver describes what happened as he left the rally in the park and headed to the ICE building:
“The march was composed of lots of different types of people, including many families. I saw elderly people with walkers, canes, and wheelchairs. I saw kids, toddlers, and babies. I saw many people wearing symbols of their religious or union affiliation. The mood was lighthearted and folks were singing and chanting slogans.
A few moments later, I was about a block north of the ICE facility and I heard multiple explosions and saw munitions flying through the air and exploding, perhaps about six times. I saw clouds of smoke begin to billow. At that point I thought the smoke was a visual deterrent, but then people started screaming and running back north. Then, the chemical irritant hit my body and I understood what had happened. In a moment, the gas created a choking sensation in my throat and affected my eyes to the point that it was difficult to see through tears and the feeling of burning and inflammation. People had fallen to their knees and were grasping around crouched and with their arms out bumping into things. I held the hands of two friends, and the three of us proceeded north.
When we were finally in fresher air, we splashed our faces with water to relieve the burning sensation, though it still lingered on my body into the afternoon.”
Oliver said he was “shocked” the federal officers used chemical weapons as he felt the marchers posed no threat. “This was a simple and peaceful protest, which I understood to be protected by our first amendment constitutional rights.”
Kris Holmes also biked with the group to South Waterfront. She’s been to protests at the ICE facility when tear gas has been deployed, but said something was different on Saturday. “The amount [of tear gas] they used on Saturday was astounding. I saw people holding their crying kids, running away from the gas. It kept spreading several blocks towards the park. It was awful.”
Reaction from local leaders to the conduct of ICE officers on Saturday has been serious. Time will tell if it’s enough to curb this fascist behavior. Given the way this Trump administration is going, I seriously doubt it this is the last time we’ll see ICE officers act like this. But given what I know about Portlanders, I also seriously doubt this is the last time we come together for a powerful — and peaceful — protest.
bike works by p:ear is a community bike shop managed by the nonprofit p:ear. In addition to providing high-quality bike repair, bike works builds pathways for youth ages 15–25 through our bike mechanic school and paid internship program.
We promote the bicycle as a vehicle for social change, leveraging opportunity for East Portland residents and youth experiencing homelessness to build resilient, diverse communities. bike works is committed to making bicycling accessible and affordable to everyone. Our full-service shop offers everything from minor adjustments and tune-ups to full overhauls of refurbished bicycles and parts.
Location: 14127 SE Stark St, Portland, OR 97233
Position: Shop Manager & Head Mechanic
FTE: 1.0 (Tuesday–Saturday; occasional evenings and Sundays required) Reports to: p:ear Works Director
Compensation: $57,000 annually ($60k for Spanish fluency)
Benefits:
3 weeks paid vacation
Health and dental insurance
3% SIMPLE IRA match
Short-term disability
8 paid sick days
Position Description
The Shop Manager & Head Mechanic is a dynamic leader and highly skilled bicycle mechanic who helps guide and sustain bike works’ community-centered mission. This role supports the p:ear Works Director, oversees shop mechanics, manages daily shop operations, and mentors youth bike mechanic interns.bike works serves Portland’s Eastside communities by providing low-cost, low-barrier access to bike repair, refurbished bike sales, and hands-on education. This position plays a key role in balancing operational excellence, financial sustainability, and meaningful youth and community impact.
Essential Job Functions
As Shop Manager & Head Mechanic, you will provide leadership and oversight to a small, diverse team of mechanics and youth interns. You will build strong relationships with staff, youth, customers, and community partners while helping ensure a welcoming, efficient, and financially sustainable shop environment.
Required Qualifications & Competencies Values, Leadership & Community
Commitment to personal growth, humor, and emotional intelligence
Strong collaborative leadership style with strategic and problem-solving skills
Commitment to non-violence, trauma-informed care, and compassionate responses
Awareness of one’s own identity and enthusiasm for cross-cultural relationship-building
Strong commitment to equity, inclusion, and creating welcoming environments for all
Ability to learn from and adapt to the cultural and community norms of p:ear youth
Self-directed, highly motivated, and able to work effectively in fast-paced, sometimes chaotic environments
Professional Mechanic Competencies
Minimum 5 years of professional bicycle mechanic experience in a retail or nonprofit shop setting
Advanced proficiency in diagnosing, repairing, and rebuilding a wide range of bicycles, with particular experience working on used and older bikes
Strong understanding of drivetrain, brake, wheel, headset, bottom bracket, and suspension systems
Ability to efficiently assess repairs, clearly communicate options, and prioritize safety and quality
Experience setting and maintaining shop repair standards and quality control processes
Comfortable training, mentoring, and supervising mechanics with varying skill levels
Strong organizational skills related to parts tracking, work orders, and inventory management
Excellent customer service and communication skills; bilingual abilities a plus
Ability to work independently, problem-solve, and complete tasks with minimal oversight
Essential Duties & Responsibilities Shop Management & Leadership
Oversee daily shop operations, including repair flow, inventory, ordering, and forecasting
Support and mentor shop mechanics and youth interns
Maintain a safe, organized, and efficient work environment
Identify barriers to service and recommend solutions to better serve the community
Represent bike works and p:ear positively and professionally in all settings
Attend p:ear fundraisers and community-building activities as required
Mechanical & Technical Work
Execute high-quality assembly, repair, and maintenance for all types of bicycles
Assess repair needs and recommend clear, appropriate options to customers
Refurbish bicycles for retail sale and donation
Track all new and used parts associated with repairs and builds
Perform quality control checks on all repaired or built bicycles
Shop Operations
Assist mechanics with inventory management and distributor ordering
Maintain shop tools and ensure proper restocking of supplies
Provide customer service during retail sales and repair intake
Conduct full shop inventory twice annuallyCommunity Programming
Safety-check all Everybody Bikes! bicycles prior to distribution
Build and sustain relationships with the Rosewood Initiative and other community partners
Participate in Sunday Parkways, Free Bikes 4 Kids monthly wrenching events, and occasional community rides
Physical Demands
Ability to sit, stand, and walk throughout scheduled shifts
Ability to lift and/or move up to 75 lbs
How to Apply
Please submit a resume, cover letter, and references as PDFs via email or mail. No phone calls, please. Qualified applicants will be contacted for an initial screening.
Below are the most notable stories that came across my inbox this past week…
What could possibly go wrong?: “The Trump administration is planning touse artificial intelligenceto write federal transportation regulations, according to U.S. Department of Transportation records and interviews with six agency staffers.” (ProPublica)
Medford goes backwards: Very unfortunate situation in Medford where city staff and engineers (and a complete absence of local bike advocates?) lost the plot on a main street protected bike lane and now it’ll be removed because it’s unpopular. (Be grateful you have BikePortland because this type of nonsense would not happen on my watch). (OPB)
Nine years: Hoboken, New Jersey has done it again. This small east coast city has once again gone a full year with zero traffic fatalities. The last time someone was killed using a road in Hoboken was January 17, 2017. (Reasons to be Cheerful)
Bike industry radicalization: Bike brands and members of the industry are becoming increasingly political after the killing of Alex Pretti by US Border Patrol officers. Pretti was an avid cyclist and his murder has pushed the usually “posi vibes only bro” bike industry to take stronger stands against Trump. (Cycling Weekly)
Dangerously fast delivery: India is grappling with competing and complex socio-economic issues related to pressure on delivery riders to speed through the streets just to make a buck. (Al Jazeera)
Suburban drivers and tolling: Turns out congestion pricing in New York City has a greater benefit to people who don’t even travel into the city because of how the tolls have reduce trip volumes in general. Please share this article with friends in Clackamas County whose politicians convinced Governor Kotek to scrap tolling plans. (Bloomberg)
Paving incentives: Fascinating example of unintended consequences in Los Angeles, where city officials have stopped repaving streets in order to save money while driving through a loophole in ADA compliance regulations. (City Journal)
How bad are the TriMet cuts, really? Portland-based transit expert Jarrett Walker has weighed in on the proposed service cuts by TriMet. He calls the plan’s impacts “dire” and says local leaders from City of Portland or Metro need to step up to save the day. (Human Transit)
Pick me up: Don’t let state legislators get wind of the fact that automated robotaxis could be a boon for rural communities. I’m afraid it would lead to some policymakers gutting public transit even more. (Driverless Digest)
I dare you, Waymo: The robotaxi company Waymo wants to operate in Portland. If they make any moves, I expect major pushback from City Council and what could be a big showdown over automated vehicle technology and policy. (Willamette Week)
Tyler Frisbee has done her homework. The TriMet Board Member questioned 82nd Avenue Transit Project staff at the January 28th board meeting about the influence of the Oregon Department of Transportation — and whether the agency is following its own policies when it comes to concerns about bus lane impacts on congestion.
I was pleasantly surprised when I heard Frisbee asked 82nd Ave Transit Project Manager Jesse Stemmler:
“I was going back through ODOT’s 2023 strategic plan, where the OTC [Oregon Transportation Commission] specifically directs them to move away from level of service [LOS] as a metric and to move towards a more multimodal approach to performance and was sort of realizing that had gotten lost in this conversation. Has there been any discussion from ODOT execs of how that direction is being incorporated in the way they’re showing up here?”
Stemmler did his best to answer, even though the question was really for ODOT. “The conversations we’re having,” he replied, “Are really around those vehicle capacity thresholds that are baked into their Highway Design Manual.”
Then, after an awkward silence where both Stemmler and Frisbee tried to read each other’s body language, Frisbee relented with a smile. “Okay, I don’t want to put words in your mouth because you have relationships with partners. But what I’m hearing from that is it sounds like the direction from the OTC has maybe not trickled down to the staff level, particularly when it comes to project implementation.”
As I reported last month, ODOT recently ran a traffic analysis on how TriMet’s proposed “business access and transit” (BAT) lanes would impact state-owned facilities. The biggest area of concern is where SE Powell Blvd (Hwy 26) crosses 82nd. ODOT says they have concerns that drivers who divert away from the bus lanes would get backed up on Powell. But Frisbee is concerned that ODOT seems to have only considered driver volumes, and not transit rider volumes.
The 2023 Oregon Transportation Plan makes a clear recommendation that the quantity of cars that can fit on a street should not be the most important metric in determining road designs and plans. Below is one of the objectives adopted by the OTC in that plan:
Policy MO.2.1
Prior to adding new motor vehicle capacity, assess whether the capacity or other needs can be reasonably addressed by a cooperative approach among agencies to carry out one or a combination of the following:
Multimodal investments (e.g., increased transit service and passenger safety, multimodal network completion, and connectivity improvements that are non-auto),
Transportation options programs (e.g., education and outreach, transportation options information, trip planning, or rideshare support),
Transportation system management improvements (e.g., ramp metering, signal coordination, or roadway lane reconfiguration), or
Context-appropriate pricing strategies (e.g., roadway tolling, charging for parking, or incentives).
Strategy MO.2.1.1: Establish an investment prioritization process to emphasize throughput of individuals and freight (e.g., multimodal freight-and people-movement capacity) rather than the quantity of vehicles (e.g., volume-to-capacity ratio of a roadway).
Frisbee has put the project team and ODOT on notice that she is watching closely to see how vehicle capacity concerns impact this project. Watch video above for full context and more of my thoughts.
Job Title: Communications & Social Media Intern (Paid)
Organization: Safe Routes Partnership
Location: Remote
Hours: 10 hours/week
Compensation: $20-25/hour depending upon experience
Duration: 36-40 weeks (through end of 2026)
About Safe Routes Partnership
Safe Routes Partnership is a national nonprofit organization working to advance safe walking and rolling to and from schools and throughout communities. We focus on improving health and well-being for people of all ages and abilities and building healthy, thriving communities for everyone.
The Role
Are you a digital storyteller with a passion for community health, active transportation, or urban planning and design? We are looking for a creative, savvy Communications and Social Media Intern to help amplify our mission and tell the stories of the people and communities we work with. You won’t just be posting content; you’ll be building a movement by creating high-impact visual and written content that inspires change.
Key Responsibilities
– Content Creation: Design eye-catching graphics and short-form video (Reels, Stories, TikToks) using Canva or Adobe Creative Suite.
– Social Media Management: Draft and schedule engaging posts across Instagram, LinkedIn, and Facebook that align with our brand voice
– Copywriting: Write compelling captions, blog posts, and newsletter blurbs that simplify complex policy or advocacy issues into digestible content
– Engagement: Monitor social channels, respond to comments, and identify trending topics relevant to safe streets and active living
– Campaign Support: Assist in developing materials for national campaigns and events like Bike to School Day and the Safe Routes to School National Conference
Qualifications
– Visual Storyteller: Proficiency in Canva is a must; experience with Adobe Illustrator, Photoshop, or Premiere Pro is a major plus
– Digital Native: You understand the nuances of different platforms—you know what works on LinkedIn is different from what goes viral on Instagram
– Strong Writer: You can write clearly, concisely, and with personality while aligning with our organizational voice
– Self-Starter: You are organized, meet deadlines, and can work independently in a remote environment
– Passion for the Mission: An interest in active transportation, urban planning, public health, or social equity is highly preferred
Why Join Us?
– Gain hands-on experience in national-level nonprofit communications.
– Build a professional portfolio featuring published content and real-world campaigns.
– Mentorship from experienced advocacy and communication professionals.
How to Apply
Please send your resume, a brief cover letter, and a link to your portfolio (or 2-3 work samples of social media graphics/writing) to hr@saferoutespartnership.org with the subject line "Communications Intern Application – [Your Name]."
Deadline: February 20, 2026. Applications will be reviewed on a rolling basis as they are received.
Riders stretch across the Eastbank Esplanade. Photo taken from Burnside Bridge. (All photos: Jonathan Maus/BikePortland)
Thousands of people turned out on bikes to honor Alex Pretti and all victims of ICE and Trump’s fascist regime. At one point the line of people stretched from the Moda Center along the Eastbank Esplanade all the way to the Tillikum Bridge. The ride went from Irving Park to South Waterfront where a rally was being held.
Cascade Bikes is looking for an experienced bike mechanic to join our Beaverton shop.
We are a rider- and family-owned shop with a friendly neighborhood customer base, plus loyal long-term customers who travel to us from across the region for service, suspension tuning, and bike sales. The work stays interesting and fun, with problem solving, custom requests, and engaging customers. You will work on the latest and greatest bikes and tech, as well as bikes for riders at every level.
You:
5+ years of professional shop experience preferred
(all applicants who meet the other qualifications will be considered)
Well-rounded experience working on modern, high-end bikes, with strong product and compatibility knowledge across several generations of components and standards
In-depth experience with e-bikes and suspension is beneficial
Able to manage time well, work independently, and produce consistently high-quality repairs
Friendly, approachable, and committed to excellent customer service
Confident communicating clearly with customers, vendors, and staff
Comfortable with POS systems, email, and basic shop tech
Spanish-language skills are a plus
Adaptable and willing to help where needed
The work:
Interesting, hands-on work with room to think and solve problems
High-end service and problem solving, along with custom work and service for commuter, recreation, and family bikes
Regular customer-facing communication with a diverse local customer base
Working in a low-ego, tight-knit small team environment. Our staff are all riders and ride all bikes.
A well-equipped shop with strong systems that work well and leave room for your ideas
Pay:
$22-$28/hr or more depending on experience
The shop:
Located in central Beaverton
5-minute walk from MAX
Two doors down from (arguably) the best homemade hummus and falafel in Oregon
About 20 minutes by car from Portland
Great 10–15 mile bike commute from the east side over Washington Park
On-site parking
We operate two locations in Beaverton and Lake Oswego, and are home to Traction Works, the longest-running and best-equipped suspension shop in the Portland area. We also sponsor events, rides, and trail work days, and stay actively involved in the local riding community hosting road, commuter, and mountain bike rides.
We encourage applications from people of all backgrounds, including women, nonbinary people, people of color, and members of the LGBTQ+ community.
How to Apply
Email alex@cascadebikes.com, call 503-431-2644, or stop in.
Portland City Council has a difficult decision to make. With $15 million in revenue from the Portland Clean Energy Community Benefits Fund at play, a myriad of ideas on how to spend it have emerged. At this morning’s meeting of the Climate, Resilience, and Land Use Committee, councilors punted on the decision in order to have more time to mull the options over.
As expected, the ‘Bikeable Portland’ plan, received a strong pitch at the meeting today. Testifying on its behalf were former U.S. Congressman Earl Blumenauer, Portland Public Schools Board Member Stephanie Engelsman, and the plan’s architect — veteran Portland Bureau of Transportation Bicycle Coordinator Roger Geller.
Geller framed his proposal as something that would cost $6.3 million over three years for a relatively small targeted area (that could be larger with more funding). “This program centers on two ideas,” Geller explained. “Giving people a reason to bicycle and then opportunities to do so… the program is predicated on the idea that bicycling is a good product, that it’s transformative at both the personal and societal level.”
Slides from Geller’s presentation.
Engelsman, the school board member and an e-cargo biking mom, said she likes the program idea because, “It’s built on a concept of the fantastic bike bus idea that we’ve seen work in schools.” One element of the plan would be to purchase more bikes for school students to use and train P.E. teachers how to teach kids to ride. The plan would also build off the success of volunteer-run bike buses throughout Portland by contracting with an organization that would hire ride leaders who would host daily, regularly scheduled rides. “Bike busses work so well because there are dedicated leaders who understand the routes, who know how to troubleshoot on the way and help make it fun and stress-free to ride downtown.” Engelsman told councilors. She called Geller’s proposal, “A low-cost plan with a potential massive payoff across the city.”
This morning’s meeting was Geller’s first opportunity to explain his idea since it leaked to the community last week. In his testimony and presentation to council (slides above), Geller said that despite all the miles of Portland bikeways that have been built, ridership has gone down. “We’ve invested significantly, and we’re not seeing the results just from building the bikeway network.” That’s why Geller wants to turn to grassroots organizing and marketing, along with a few strategic capital investments in the target area.
Here’s more from Geller on those projects:
“The bikeway network in much of the target area is formed by neighborhood greenways, so we’re looking at improving conditions on those neighborhood greenways, building more diverters and also building bike lanes and improving bike lanes where they don’t exist — especially on a stretch of Burnside that connects inner Portland with East Portland.”
Central to Geller’s thinking is that the existing bike network has more capacity than is being used. “In 2016 the high bike use that we had was based on about 23,000 Portlanders biking daily,” Geller shared with councilors. “Tomorrow, 70,000 Portlanders could decide they wanted to bike, and the system could accommodate them.”
One challenge for Geller is that no one has ever presented a plan like this before, and many Portlanders say the only plan they want to hear about is one that is laser-focused on installing more protected bike lanes. Another challenge for Geller is that there are now many other folks interested in this pot of funding.
As I’ve reported, this funding is in play because the PCEF Committee recommended that, as part of its annual update process, their Climate Investment Plan (CIP) should reallocate $15 million from an electric vehicle purchasing program to a housing program.
But Councilor Steve Novick, who chairs the Climate, Resilience, and Land Use Committee, feels like how that $15 million is spent should be up to debate by council. So now it’s become sort of a feeding frenzy.
At this morning’s meeting Council received pitches from several different groups.
TriMet made a request for about $13 million. They want to put the funding toward restoring Line 19, upgrading MAX to withstand climate change-related impacts, and to invest in hydrogen bus infrastructure. PBOT Director Millicent Williams pitched a $15 million suite of projects including: help with upcoming Portland Streetcar cuts ($4.5 million), a zero emission delivery plan for the James Beard Public Market ($2.8 million), funding for the Broadway Main Street project that Trump killed last summer ($5 – 8 million), and transit passes for all City of Portland employees ($1.5 million). Advocates from the Multnomah County Youth Commission asked for a major expansion of the TriMet youth transit pass program. The leader of the nonprofit Frog Ferry showed up (at the invite of Councilor Sameer Kanal, who’s a fan of the idea) to remind Councilors that it would take $22 million to get their first boat in the river.
And to make the decision even more difficult for council, the housing development manager from nonprofit Self Enhancement Inc — the nonprofit that would have received the additional $15 million as recommended by the PCEF Committee to install heat pumps in low-income housing units — showed up to warn everyone their projects could fail without the funding.
No decision was made today as the committee voted to send the PCEF CIP amendments forward to the full council without the changes to this specific $15 million.
Today we learned not only what other ideas are on the table for funding, but we also got a few hints about where councilors stand on them.
Councilor Candace Avalos was not happy the full CIP amendment was not approved today. She is the only councilor who wants to keep the PCEF Committee recommendation as-is and switch this $15 million from EV subsidies over to home energy retrofits.
One of the reasons Councilor Novick wants to have this debate is because he has long felt like PCEF was short-changing transportation — despite the fact that transportation is the number one source of climate emissions in our city.
Avalos tried to convince folks that that’s not the case. She sees the housing funds as an urgent need that would go toward a shovel-ready project. “This is not a permanent deprioritization of transportation,” she said. “What’s before us today is not a philosophical shift in our climate priorities… this is about timing and readiness and impact, not about abandoning transportation as a climate strategy.”
But Novick pushed back and replied that, “Right now we’re spending 47% of PCEF funds on the second largest source of carbon emissions — buildings — and 24% on the largest — transportation. So the proposal that came from PCEF would increase that imbalance.”
Councilor Angelita Morillo expressed opposition to using the funds to “backfill TriMet.” Morillo (and Avalos, who shares this sentiment) does not think it’s wise for the City of Portland to get into the business of bailing out TriMet. They believe the state legislature needs to step up and do that. “And because we simply don’t have the dollars to do that,” Morillo added.
As for the Bikeable Portland plan, Morillo wasn’t impressed. “I’m not sure that advertising or more political discussion about biking is the barrier. I don’t think people don’t bike because of a lack of advertising, I think that we’re not biking in the city because it doesn’t feel safe, or because we don’t have the physical, hardened infrastructure to keep people who are biking safe. And I struggle to see how the ride-along things are different than PedalPalooza or other things that already exist for free that people can join.”
And Councilor Sameer Kanal also had sharp opposition to some elements of the Bikeable Portland plan, saying, “I strongly oppose the use of money for social media ad campaigns at PBOT to encourage people to bike.” But he likes other aspects of the plan, like the community activations.
Both Kanal and Councilor Dan Ryan expressed they’d like more time to fully digest the options.
No announcement was made today about when this discussion will happen, but it’s like to be at a future meeting of this same committee. And keep in mind that councilors could vote to support an option that includes elements from several different plans. The $15 million is still in play and what it ends up funding is undecided.
CORRECTION, 3:27 pm: This post initially stated that PBOT was seeking funding for transit passes for PBOT employees. The proposal is to fund transit passes for all City of Portland employees (not just transportation staff). I regret the error and any confusion it caused.
One of the ideas is a street damage recovery fee that would charge entities who tear up city streets for projects of their own. (Photo: City of Portland)
The City of Portland is gearing up to persuade everyone who uses the transportation system that the time has come to pay more for it. At a meeting earlier this week, Bureau of Transportation staff offered the most detailed look yet at four new revenue mechanisms they say hold the most potential for lifting the city out of its street budget crisis.
As I reported last month, City Councilor Olivia Clark, in her capacity as chair of the Transportation and Infrastructure Committee, is spearheading this effort. She tasked PBOT to publish a report on new ways the bureau could raise revenue. We got a glimpse at that report in December. At the T & I meeting this week, staff returned with estimates on how much in new fees we might be asked to pay, and how much revenue the city could raise.
PBOT finds themselves at this undesirable juncture because their budget is breathing its last gasp. PBOT Director Millicent Williams told councilors Monday that the agency, “has faced years of reduction and currently there is no end in sight.” With uncertainty at the state level, Williams said PBOT would lose an additional $35 million over the next two fiscal years if the Oregon Legislature isn’t able to pass a new funding package.
To restore PBOT’s coffers and rebuild streets, Williams said her team has further vetted four funding ideas from the report. They include: a street damage restoration fee, a transportation utility fee, a retail delivery fee and a third party food delivery fee. I summarized each of these last month. What’s new this week are estimates about how much each fee would raise.
Street Damage Restoration Fee
This fee would be charged to entities like utility companies who cut into city streets to install pipes and other infrastructure. PBOT estimates that in the past three years Over the last 3 years, various companies and agencies have ripped open 1,400 city blocks. Currently PBOT only charges for administrative costs related to permitting these projects and they do not charge for the street repairs. (To be clear, the agency/company is required to pay for patching the street back up, but the work often leaves the street worse off and PBOT is left making up the difference).
PBOT presented a range of “damage recovery fees” from 25% to 75%. Depending on what they settled on, this fee could raise between $7 million to $22 million per year.
Transportation Utility Fee
According to PBOT Policy Partnership and Resources Manager Mark Lear, “Of all the potential new revenue sources that we evaluated in our report, the transportation utility fee (TUF) scored the highest on our evaluation matrix.” This would be a monthly fee charged to residents and businesses based on their use of the transportation system.
There are nearly a dozen cities around the region that already have a TUF. The fees range from $3.79 per month for a resident of a multi-family dwelling, to $18.53 per month for a single family home. Depending on how much they decide to charge, this fee could raise about $23 million to $47 million per year.
Retail Delivery Fee
Unlike the two fees above, this one is still in concept phase. It would be charged to consumers who choose to have certain items delivered to their home or business. PBOT Mobility Innovations Manager Jacob Sherman told councilors Monday that two other states have already instituted a retail deliver fee, but Portland would be the first city to do so. With e-commerce exploding by 40% since 2019, PBOT says the time has come for someone to pay for the added trips these purchases add to our road network.
PBOT floated a per delivery fee range between 25 and 50 cents that would raise an estimated $5 million to $9 million per year. Note that exemptions would be made for deliveries that include groceries or medicine.
Third Party Prepared Food Delivery Fee
Also still in concept phase, PBOT likes this idea in part because it might encourage some people to patronize businesses in person (which has a ripple effect on the local economy). The idea would be a fee similar to PBOT’s current surcharge on Uber and Lyft rides. “By implementing a fee on these convenient services, it would send a price signal to consumers and generate resources to maintain and hopefully improve the transportation system,” Sherman said.
A per delivery fee of 25 or 50 cents could raise between $2 million and $4 million respectively.
Bonding
One other idea City Council asked PBOT to explore is bonding. Cities can sell bonds to get money up front for infrastructure projects. When interest rates are low, cities can pay back these bonds on relatively good terms. Director Williams told councilors that PBOT has explored selling $50 million in bonds that would cost them only $4 million in debt service over 20 years. “This could be a meaningful part of the proposal we discuss over the next few months,” Williams shared.
When it came time for councilors to ask questions and share opinions about the new fee ideas, there wasn’t a lot of pushback or fireworks (it’s still early enough where no one is being asked to make hard decisions).
Councilor Mitch Green cautioned PBOT about setting the TUF rate too high. Green feels like the regional average of $12 per month is, “Kind of a lot to ask.” He’d like to see something closer to $6 a month. When it comes to the delivery fees, Green said PBOT should consider going much higher than 25-50 cents. That amount, he said, “Is not going to be a meaningful impact to get people to change… You’ll just absorb that. It’s a rounding error.” “A delivery fee needs to be something that you notice on the bill and are like, ‘All right, I’m done. We’re going to take this bus trip into town,” he continued. “If it’s at least a couple bucks, then people say, ‘All right, let me go in and spend my money at this place,’ and that will have broad benefits to our economic development. So so I think we should be a little more aggressive on that front.”
Green also PBOT if they could make food delivered by bikes (or any non-car vehicle) exempt from the fee. “Most definitely,” PBOT staff replied. “Those are things we’ve been thinking about.”
From here, PBOT will organize a series of open houses in each district. Those dates haven’t been released yet, but we can expect them to happen at the end of February and early March. Stay tuned.
