4/25: Hello readers and friends. I'm still recovering from a surgery I had on 4/11, so I'm unable to attend events and do typical coverage. See this post for the latest update. I'll work as I can and I'm improving every day! Thanks for all your support 🙏. - Jonathan Maus, BikePortland Publisher and Editor
Thanks for listening, thanks to our paid subscribers, and thanks to Brock Dittus (of Sprocket Podcast fame) for our theme music.
Thanks for listening, thanks to our paid subscribers, and thanks to Brock Dittus (of Sprocket Podcast fame) for our theme music. Listen in the player above or wherever you get your podcasts.
ODOT’s Urban Mobility Strategy has pushed the agency’s finances to the brink.
Because the State of Oregon has routinely over-committed to building freeway expansion megaprojects without the means to pay for them, its transportation department now finds itself with only bad choices. But instead of internal management shifts, cutting back or pausing those projects, or asking Oregonians to pay more for the privilege of using them, they might go even further into debt and/or raid the coffers of vital, already-funded projects in order to maintain business as usual.
On the chopping block are road maintenance, bridge seismic retrofit, public transit, and bicycling and walking projects.
That was the shocking scenario presented to members of the Oregon Transportation Commission at their meeting Thursday where they were asked to advise Oregon Department of Transportation staff on how to move forward on two key projects after tolling plans the agency was counting on to pay for them were scrapped by Governor Tina Kotek two months ago.
At Thursday’s meeting, commissioners got a presentation about ODOT’s Urban Mobility Strategy, an ambitious plan that includes five major freeway projects in the region and carries a price tag of about $7 billion.
“We’re in a pickle, because we’re spending more than we expected to spend, and we’ve probably got a real credibility problem around the state,” said OTC Commissioner Jeff Baker at the meeting. “It’s a really hard choice, and there are no good answers,” Commissioner Sharon Smith added.
OTC Chair Julie BrownVice-Chair Lee BeyerCommissioner Jeff BakerCommissioner Alicia ChapmanCommissioner Sharon SmithYour Oregon Transportation Commission
ODOT’s I-5 Rose Quarter and I-205 Abernethy Bridge projects are in need of an estimated $1.5 billion in additional revenue to be completed, and because they both have serious political inertia at the moment (the Rose Quarter has VIP status at USDOT thanks to Albina Vision Trust and Abernethy is already under construction), ODOT is desperate to keep these snowballs rolling down the hill.
And with no money on hand, the choice is to either delay funding of other, already-promised projects, or plunge ODOT further into debt — a massive black hole the agency already throws one out of every four dollars into.
While the Rose Quarter has made recent headlines for winning $488 million in federal grants, that amount is nowhere near its $1.9 billion estimated price tag. ODOT announced at the meeting yesterday that since the USDOT already awarded Oregon $450 million for the Rose Quarter through its Reconnecting Communities & Neighborhoods (RCN) grant, the project is now automatically on a “highly recommended” list for the federal INFRA grant program that could net ODOT another $750 million. That prospect has ODOT and members of the OTC and Oregon Legislature salivating.
The catch with the INFRA grant is that it requires a 40% match — 20% of which must be paid by ODOT (the other 20% will be paid with funds from the aforementioned RCN grant), and they’ve already applied for the grant even without having the estimated $250 million local match secured.
And even if ODOT won another $750 million grant for the Rose Quarter, they’d still be unable to finish the project. At yesterday’s meeting, ODOT Urban Mobility Office Director Brendan Finn said with the money from the three federal grants and other revenues on hand, they’d be able to finish the highway cover, build all the I-5 freeway safety and operational improvements, and construct a bicycle/pedestrian bridge over I-5 south of NE Weidler. But to tie the new lanes into I-405 and I-84, they’d need an additional $300 million.
So as it stands today, even if ODOT won the $750 million federal INFRA grant, they’d still need to come up with at least $600 million to complete the I-5 Rose Quarter project — the $250 million in matching funds and $350 million to finish the freeway elements.
To finish the $750 million Abernethy Bridge project, ODOT needs another $304 million.
To climb out of this hole, ODOT Assistant Director for Revenue, Finance and Compliance Travis Brouwer asked the OTC what they should do.
“First, should ODOT repay some of the funding that was transferred from the Rose Quarter to I-205, or just focused on closing the funding gap for the I-205 Abernethy Bridge project? And second should the funds that are needed to close this gap come from making cuts by deferring projects in the 2024-2027 STIP [Statewide Transportation Improvement Program, a list of funded projects] or do you want to spread out those reductions over the next 12-25 years by covering the gap through bonding or do want to do some combination thereof?”
Another way to handle the shortfall is to scale-back projects to reduce their cost, but that option wasn’t talked about much. When Brouwer mentioned, “opportunities to look for value engineering and scope modifications,” he was quick to remind OTC members that that’s, “always a very challenging conversation both with with ODOT and with partners on the projects.”
No OTC members offered ideas to reduce the scope of the planned freeway projects, but there were several comments that questioned the need for the estimated $70 million bicycle and pedestrian bridge planned over I-5 near Moda Center. “The bicycle path has nothing to do with the original plan,” remarked OTC Commissioner Lee Beyer, who then said Portlanders should support it more if it’s truly that important.
If the OTC advises ODOT to take money already allocated toward the upcoming STIP, they’ll have to decide which specific projects get delayed. A list of hundreds of bridge maintenance, seismic renovations, and bicycle and pedestrian projects that are on the chopping block were made available in the meeting packet.
On the chopping block.
“It’s clear just from looking at the list, closing the gaps will lead to deferring projects and will be very painful,” Brouwer shared. “We have about $600 million in bridge projects that are shown on this list, so you’d be potentially getting rid of almost all of those bridge projects in this coming STIP.” “Of course there’s going to be serious concerns from those communities and from those interested parties,” he added in a major understatement.
While commissioners were not eager to address this funding conundrum, ODOT staff pressed for guidance. In the end, they agreed to continue with the federal INFRA grant application and just hope that they could come up with the $250 million required local match. “If they give us the grant, we’ll find the money,” Commissioner Beyer said, confident the legislature would not want to refuse $750 million.
“I think given the indications we have from the Feds that they’re willing to put the money on the table, we will be imprudent in not asking for that,” he added. And OTC Chair Julie Brown agreed: “It isn’t very often you get a congressional push behind a project like this.”
But Commissioner Smith shared concern. “We’d be committing $600 million to complete the Rose Quarter, and we don’t know where that money’s going to come from. And then we are already under contract to complete Abernethy Bridge, so we don’t have a choice there,” she said. “… Continuing to agree to spend money we know we don’t have is very concerning.”
“From a business sense, it doesn’t make sense that you commit to something when you don’t know where you’re going to find the funding,” Chair Brown replied. “But this is the way our government works. It’s crazy. And now it puts us in a place where we have to work 10 times harder to make those sacrifices.” Brown feels these hard choices should encourage people to reconsider tolling to help raise funds.
ODOT Director Kris Strickler popped into the meeting to share his thoughts, saying he doesn’t recommend delaying any planned STIP projects to fill the gaps. He thinks the path forward is a financing plan and to lobby the legislature for a bailout in 2025. Strickler is confident that lawmakers will want to “complete the unfinished business of HB 2017 [the previous infrastructure spending bill]” and that the only remaining business is to fully fund the Rose Quarter project.
Finding money will be hard for ODOT and the legislature, but finding support from Oregonians for whatever course they choose, might be even harder.
At the end of the meeting, after hearing that giving ODOT another $300 million in bonding capacity would cost taxpayers about $22 million a year, OTC Chair Brown said, trying to muster some optimism, “It’s doable. I’m smiling at the State Senator in the back of the room. It’s doable.”
An existing trail along the northern edge of Rose City Golf Course. (City of Portland)
Some cycling advocates and riders are frustrated that cycling is being overlooked in a multi-million dollar trail project.
(City of Portland)
As we reported last week, PP&R recently launched their Rose City Recreational Trail Project — a $4 million investment into trails that could circumnavigate and bisect Rose City Golf Course and Rose City Park. The design and alignment of the trails is still undecided, but a project manager shared at the April 25th launch meeting that up to 2.3 miles of new trails could be built on the 168 acres of land. “So that’s a really robust trail system and it would be an amazing asset,” said Parks Capital Project Manager Jonathan Fain.
“Amazing” and “robust” perhaps, but not if you were hoping to bike on the trails.
Much to the chagrin of some cycling advocates, PP&R’s online survey to gauge public feedback on the project doesn’t include cycling among the seven answers to a question that asked respondents to share the types of activities they’d be most likely to engage in on the new trail. Another question asks folks to list their top three priorities for the project. There are eight choices, including “dog walking,” “bird/nature watching,” even “sitting and resting.” But “bicycling” was nowhere to be found.
From Portland Parks & Recreation Rose City Recreational Trail Project online survey.
“Shared-use trails that are open to off-road cycling play a critical part in providing access to nature and safe cycling routes for kids,” said Lisa Olivares, executive director of the nonprofit Northwest Trail Alliance (NWTA), in a statement to BikePortland. Olivares called the exclusion of cycling from the PP&R survey a “huge disappointment.” NWTA has spent years trying to create more dirt trail opportunities for Portlanders so people can “Ride to their ride,” and avoid costly, toxic, expensive, hour-long car rides just to enjoy a trail.
But beyond, NWTA’s core members, having places in neighborhoods where people on bicycles can enjoy unpaved surfaces closer to nature than a typical bike lane, could be amazing additions to our urban landscape. Think about a mom or dad who wants to jog on these trails and have their little ones trailing along on their bikes. Why not create a trail system that explicitly allows that?
That context is why advocates fear PP&R is up to old tricks and this $4 million investment in Rose City Park will once again leave them at the trailhead with nowhere to ride.
Even more troubling for NWTA and their allies is that the Off-Road Cycling Master Plan specifically recommends Rose City Golf Course as a site for bicycle trails. Page 91 of the plan states:
Recommendations
• Develop a natural surface loop trail for family-friendly cycling, walking, running and enjoyment of nature. Off-road cycling skill features (like rocks, logs, or skinny bridges) could be added along the sides. The loop trail could provide safe walking access along NE Tillamook and connect neighborhoods to the south of the golf course to Glenhaven Park. Creating a full loop may require on-street segments. Care should be taken to limit potential conflicts with the golf course. Metro’s Glendoveer Golf Course’s fitness trail could serve as a model.
and/or
A small bicycle park (about 5,000 to 10,000 sf). Bicycle parks have areas for family recreation and skill building. Given the continued use of the property as a golf course, the under-utilized slope between NE Sacramento Street and NE 72nd Drive on the northern edge of the property is the most suitable location for a bicycle park. Building a bicycle park or trail here will require coordination with the Rose City Golf Course and additional planning and community input.
Rose City Golf Course recommendations from Off-Road Cycling Master Plan.Off-Road Cycling Master Plan
At the public launch meeting for the Rose City Recreational Trail Project last month, PP&R Capital Project Manager Jonathan Fain was asked by a member of the public if bikes were going to be allowed on the new trails.
“My short answer is we’re not sure yet,” Fain responded. “We have heard from some people in the community that they would like that.” “The golf course staff is very reticent to have bikers on golf property,” he added. “But there again, that might be an opportunity to make better connections with 72nd and that bike lane. So we’re definitely looking into that.”
But if PP&R is open to the possibility of bike access and is “definitely” looking into it, why did Fain never mention bikes in his presentation at the launch meeting and why wouldn’t PP&R want to gauge interest in cycling in their survey?
We can often look to the source of the funding to find clues as to what types of uses should be planned for, and ultimately, allowed. This project’s $4 million budget is made up of $2 million from Parks System Development Charges and $2 million from Metro’s Local Share program, which distributes funds from their 2019 parks and nature bond measure. In section 6.4 of the Local Share Handbook, Metro states (emphases mine):
The bond measure includes a $40 million program to “create trails for walking and biking.”… Trail program funds are limited to projects already identified on Metro’s regional trails system plan map. These “regional” trails typically connect multiple cities, are wide, paved, and are designed with bicycles in mind… These include local in-park trails or any trails that offer people a way to experience nature close to home. Examples include a new bridge over a creek in a local natural area or a new mountain bike trail network within a local park… Local share-funded trails do not have restrictions on length, width, surface material or user type (such as bicyclists or pedestrians) as long as they are consistent with ADA guidance.
So we know Metro has no qualms about their money being used to fund bike trails.
That leaves PP&R on-the-hook to clarify why they’ve decided to not prioritize cycling in this project.
BikePortland asked PP&R Public Information Officer Mark Ross about the Off-Road Cycling Plan, why biking was not an option on the feedback survey, and why bike-accessible trails are not being considered in the design.
When it comes to the Off-Road Cycling Master Plan’s recommendations for cycling at this park, Ross pointed out that the the plan is merely “conceptual” and “does not create any City regulations or make a commitment to any recommended projects.” Projects recommended in the plan will require “site-specific planning… more detailed site analysis and design,” and so on, Ross shared, making it clear that city staff can whisk away plan recommendations at their whim.
Then Ross said “the City will not be excluding bikes” at Rose City Golf Course because PP&R worked with the transportation bureau on a recent project to improve safety on NE 72nd Lane. But I wasn’t asking about bikes being ridden through the golf course in general, I specifically asked about their inclusion in the trail project. I also never asked why bicycles were being “excluded,” — I’m simply curious to understand why PP&R chose to not prioritize them in the planning of this project.
Ross went on to explain that, “When this effort was discussed with the community it was presented as a walking trail; not a cycling or mixed-use path. While the survey does not specifically provide ‘biking’ as a preferred activity, there are ample open comment sections for folks to advocate for additional activities. This practice of listing prioritized options based on project opportunities and constraints, while leaving room for additional recommendations is aligned with our engagement practices.”
PP&R slide
That might be acceptable practice at PP&R, but it sure seems fishy. And Ross still hasn’t answered my questions.
It’s also worth noting that PP&R presents this project to the public as if the grant they received from Metro to fund it requires them to make it a pedestrian-only trail. A slide (at right) shown at the launch meeting states: “Metro grant requirements: Provide Free to Use Pedestrian Trails.” But when asked for clarification, a Metro spokesperson said PP&R’s grant application didn’t ask for a biking trail, “So Metro did not fund a biking trail.” “If PP&R wanted to add a bike trail to this local share project, it is eligible,” said Metro Media Relations Lead Nick Christensen.
The concern I’m hearing from some advocates is that leaving cycling out of the initial framing was baked-into the planning assumptions from the very beginning — and they know from experience that that decision could have a big impact on what ultimately gets built. I’ve asked Ross to clarify PP&R’s decision making around how they chose to frame the project to the community and what specific “project opportunities and constraints” were in play that led to bicycling not playing a more prominent role in the launch of the project.
While Ross hasn’t answered those questions yet, he did say PP&R would include a member of NW Trail Alliance on the project’s advisory committee. And Olivares with NWTA will likely take him up on that offer.
“While it’s a huge disappointment to see bicycling completely left out as one of the recreational/transportation options in the community survey,” Olivares shared with BikePortland. “We look forward to working with our Parks partners to ensure the groundwork the City laid out by including this site in the ORCMP is brought to life.”
That warm bright thing in the sky got you thinking about Bike Summer (a.k.a. Pedalpalooza*)? You’re not alone. While the beloved bike fun fest doesn’t kickoff until June 1st, it’s seems to be on everyone’s mind.
That’s why my “In the Shed” podcast co-host Eva Frazier connected with friends Shawne Martinez and Armando Luna recently to talk about it. Eva put this episode together late last month while I was still down in Medford in the hospital with my dad and I recorded the intro from my motel room on April 9th. It got lost in the shuffle along the way and hasn’t gotten the billing it deserves. So if you’re not one of our loyal podcast subscribers, you might have missed it.
So sit back and relax with some of the best folks in our community. You already know Eva (former co-owner of Clever Cycles and current BikeLoud PDX board member), and you should know Shawne and Armando. Shawne is the amazing bike dad who’s written several stories for us over the years and is a must-follow on Instagram at @Tigard_Stripes. And Armando (@dudeluna) is known as Portland’s Bike Fun Mayor and is a mainstay at bikes events citywide.
In this episode, they chat about…
how basketball can help you become a safer bike rider
fender etiquette
great Bike Summer ride memories
memories of their first Bike Summer rides
why Armando isn’t a Naked Bike Ride guy
leaf blower noise and how gas lawnmowers support kids riding bikes in Oregon
and much more!
Thanks for listening, thanks to our paid subscribers, and thanks to Brock Dittus (of Sprocket Podcast fame) for our theme music. Listen in the player above or wherever you get your podcasts.
*Note: Pedalpalooza and “Bike Summer” are synonymous, but in case you’re confused why they are both used, here’s the deal: Bike Summer was the original name when festival first came to Portland in 2002. Local folks loved it so much, they did it again in 2003 and called it “Mini Bike Summer.” Then in 2004, with the Lollapalooza music fest making big cultural waves, the name was changed to “Pedalpalooza.” 20 years later, the organizer is feeling like the “- looza” thing is a bit played-out so she’s wanting to refresh and prefers to use Bike Summer. But really, either one is fine! – Jonathan
Portland is poppin’ right now. Get out there and enjoy it. (Jonathan Maus/BikePortland)
Is there a better time in Portland than right now? Everything is so lush and colorful, and everyone is looking forward to summer fun. Yes, there’s a lot of heavy and serious stuff to think about, but that doesn’t mean you have to neglect your two-wheeled friend.
Here are some fun things to do on a bike this weekend…
Friday, May 10th
Midnight Mystery Ride – 11:30 pm at Putter’s (SE) Join Maria “Bicycle Kitty” Schur for this late-night ride that is sure to scratch your itch for adventure, fun, and camaraderie. There will be a hill and Maria says you’ll need to be able to lift your bike over several large downed trees. More info here.
Saturday, May 11th
Kids Bike Fair – 10:00 am at Abernethy Elementary School (SE) Free tune-ups, a bike swap (bring a bike, get a bike), and a traffic garden to give kiddos confidence — it’s all happening at Abernethy! More info here.
Best Day Bike Ride – 12:00 pm at Beaverton City Library (West Side) An excellent family ride opportunity hosted by Beaverton Downtown Association. Show up for an awesome prize raffle and fun route where you can gain riding skills and meet other families who pedal together. More info here.
Know Your Greenways – 1:00 pm at Rainbow Road Plaza (SE) This is part of a series of rides organized by BikeLoud PDX that aims to familiarize you with new connections in the greenway network. Come out and learn about new routes that access the 70s and 60s greenways. More info here.
The Reggae Ride – 2:30 pm at Abernethy School (SE) NakedHearts PDX will lead vibin’ ride full of sweet reggae rhythms and chill people. Leader will build playlist based on your requests, so share a song you love with the community and enjoy it while pedaling through the city. More info here.
Joe Brausen Memorial Walk & Ride – 3:30 pm in Hillsboro (West Side) Joe was just 12 and on his way to play at a park with a friend when he was involved in a collision with a driver. Now friends and family will complete his ride. Walkers and rollers welcome. Ride will end with ghost bike installation at site of his death, SE 10th and Gumleaf Lane. More info here.
Sunday, May 12th
Día de las Madres Bike Ride – 11:30 am at Milagro’s Zocalo (SE) The Street Trust and Milagro Theater are teaming up once again for this annual ride, “For mothers and their families as well as folks who might not have mom or family along and want to celebrate the special day with us.” After a gathering at the plaza outside Milagro, there will be a three-mile, guided ride to view murals in the central eastside. More info here.
Taurus Birthday Ride – 12:00 pm at Sellwood Park (SE) If this is your sign, this is your ride. Join other Taureans and, “Indulge on decadent treats and let our Taurean stubbornness guide us on a mystical ride.” More info here.
Heart of St. Johns Peninsula Ride – 3:00 pm at Columbia Park (N) Join filmmaker Amit Zinman on a journey north on a classic, PBOT-endorsed route as he compiles footage for an upcoming video. 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.
Date: May 8, 2024
Position Title: Inside Sales
Reports To: Castelli Director of Sales
Hourly or Salaried: Salary
Position Description:
The inside sales position works closely with Castelli’s territory representatives and retail accounts across the US. The position’s objectives are to build strong customer relationships through excellent customer service and to ensure the company’s financial goals are met by facilitating accurate, on-time order deliveries.
Duties and Responsibilities:
• Order management
o Collect orders, allocate, and submit revisions where necessary
o Work with reps to ensure orders are shipped on time
o Ensure all orders are entered accurately according to the terms of sales
o Help create forecasts for monthly shipments
• Manage customer communications
o Respond to customer email inquiries promptly with accurate information
o Field incoming phone calls from customers
• At-once sales
o Leverage knowledge of product line and accounts to generate additional sales from customer calls
• Set up new customers
o Review dealer applications for completeness and accuracy
o Build customer accounts along with opening orders
• Process warranties
o Review submitted claims, build and ship replacement orders for qualifying claims
Personal Qualifications:
The ideal candidate would be someone who has a passion for cycling, understands the importance of quality cycling apparel and can communicate its significance, has excellent customer service skills, and enjoys interacting with our customers to create an enjoyable experience. This person is excited to work with our customers and to create a close working relationship with reps to maintain healthy account relations.
• Excellent customer service skills
• Excellent communication skills (email/phone)
• Attention to detail regarding customer orders
• A team player who is willing to be flexible and help in other areas as needed
• Preferred but not required: Experience working in customer service and in an inside sales role.
• Position is in-office at Portland headquarters
Education & Work Experience Qualifications:
• Bachelor’s degree preferred but not required
• 2 years of customer service experience
• Knowledge of the cycling, sports and/or outdoor industries a plus
About Castelli/Sportful:
Castelli/Sportful is a premium cycling apparel manufacturer with headquarters in Italy and US headquarters in Portland, Oregon. We operate two apparel brands: Castelli and Sportful. Our history of product innovation and performance goes back over 75 years. Our products have been used by Tour de France winners, World Champions, and Olympic Gold Medalists.
Our office and warehouse are in the Hollywood/Laurelhurst district of NE Portland and close to MAX and bike routes.
Full-time positions offer competitive salaries, health care, 401k, paid time off, and a generous product allowance.
The Castelli/Sportful team strives to create an inclusive workplace that promotes and values diversity. Companies that are diverse in age, gender identity, race, sexual orientation, physical or mental ability, ethnicity, and perspective are proven to be better companies. More importantly, creating an environment where everyone from any background can do their best work is the right thing to do. We welcome all applicants.
How to Apply
Please email your resume to careers@castelli-us.com
Show up! Or someone will speak for you. (Jonathan Maus/BikePortland)
The upcoming session of the Oregon Legislature will have vast ramifications for transportation. Lawmakers are expected to hammer out a deal that will allocate billions to infrastructure programs and projects. The last time this process occurred, in 2017, the governor signed over $5.3 billion to the cause.
Many capitol insiders and professional advocates have been preparing for the session for months already. Priorities are being laid out and the lobbying has begun. But most regular folks have plenty of other things to worry about. If you’ve been putting off doing your homework for the 2025 session, it’s time to circle an important date on your calendar: June 4th.
That’s the opening day for what the Legislature’s Joint Committee on Transportation (JCT) is calling their State Transportation Conversations Across Rural and Urban Communities for the 2025 Package Tour (seriously). “This is the beginning of the process of outreach for community connections and input for the 2025 package,” read an email sent to committee members Friday.
This time around already looks better than how former Oregon Governor Kate Brown went about gathering input prior to the 2017 session. Brown put together a Governor’s Transportation Vision Panel that toured the state. While lawmakers touted the meetings as listening sessions that reflected the voice of the people, that’s not what happened. I don’t recall any events that were well-publicized and open to the public and the media. Instead, I recall invite-only guest lists and a limited scope of feedback that seemed assured to tell the governor and lawmakers exactly what they wanted to hear.
This time around, thanks in large part to Portland-area House Representative (and JCT member) Khanh Pham, the process should be different. How much so remains to be seen.
For now, here’s what we know so far about the 2025 Package Tour:
The locations and dates:
Portland – June 4, 5:00 to 7:00 pm at PCC Cascade (Moriarty Auditorium, 5518 N Albina Ave)
Tillamook – June 18
Albany – July 16
Eugene – July 17
Coos Bay – August 7
Medford – August 8
Ontario – August 28
Hermiston – August 29
Bend – September 12
The Dalles – September 13
Salem – September 25*
Happy Valley – September 26
Hillsboro- September 27
*Note that the Salem date will be a virtual hearing in order to provide a place for folks to testify who were unable to attend other events.
According to the JCT, each stop will include roundtable discussions with local officials, site tours, and a public comment period. As for the site tours, Oregon Department of Transportation staff will “work with local communities” to identify 2-3 locations that, “demonstrate the type of ongoing maintenance needs that the local community may want to share with the legislators at each meeting location.”
The goals (according to the JCT)
Build public understanding of transportation funding challenges and potential funding tools to address those challenges
Build legislative understanding of statewide transportation needs and shared priorities
Build local, regional, statewide support and a sense of urgency for a transportation funding package focused on maintenance, operations, and safety
Gather input from the public and community leaders about preferred methods for addressing the transportation funding challenge
Local nonprofit No More Freeways is already urging folks to attend, writing in a recent email that the June 4th stop in Portland will be, “a critical opportunity to demand investment in transit, street safety and maintenance over spending billions of dollars in freeway expansion.”
It’s just how kids get to school these days . (Jonathan Maus/BikePortland)
Bike bus fever has taken hold in Portland. What started with Alameda Elementary School teacher Sam Balto on Earth Day just over two years ago has spread into hearts and minds nationwide. Locally, the phenomenon has led to well over a dozen active bike buses at schools throughout the city, according to BikeBusPDX.org, a site that monitors the outbreak.
In the past week I’ve ridden with three bike buses that ferry kids and parents to Beach, Glencoe and Abernethy elementary schools. They’re all unique, but there’s a shared sense of optimism and excitement that’s infectious and it’s easy to see why this happy affliction is spreading so fast and far.
May is National Bike Month and today is Walk and Bike to School Day, so spirits were high in southeast Portland this morning as Glencoe Elementary School dad Brian Ellin waited for troops to assemble at the corner of SE 61st and Belmont. I knew he was the leader because of his bright yellow “Bike Bus” rain poncho and the big speaker in his rear rack — two items that have become requisite kit for bike bus regulars.
Parent and leader Brian Ellin (yellow coat).Commissioner Rene Gonzalez.New riders about to enter from a bike bus stop.School staff pass out prize raffle tickets.
“We have a regular crew that starts here and we pick up people along the way. It’s a good time,” Ellin shared. He and other parent leaders have led a bike bus every Wednesday so far this year. “I think it’s about time to hit the road and get going!” he called out as the clock ticked closer to the morning bell.
Joining the group this morning was Portland City Commissioner Rene Gonzalez. Gonzalez, who’s also a candidate for mayor, was wearing a Portland Fire & Rescue sweatshirt and riding a Trek road bike with matching, waterproof rear panniers. “I usually go down the Springwater Corridor to work,” he shared when I asked if this was his usual route into City Hall. “This is my first bike bus, but my kids used to go to Glencoe so I know these streets really well,” he added, trying to talk while pedaling through a cloud of bubbles and cacophony of bike bells and blaring music. “It’s awesome. It’s so awesome!”
That’s pretty much how everyone feels when they ride through city streets and take the lanes with a huge swarm of kids.
Glencoe ride leader Rob Galanakis corks traffic on SE Stark and 61st.
What’s not awesome is how some car drivers and other road users are less than cordial to the group. Glencoe bike bus leader Rob Galanakis’ smile faded a bit as he pushed ahead of the crowd on SE 61st and took the lonely position of sole corker (someone who blocks car traffic so the bike bus can get through an intersection safely) in the middle of East Burnside.
“Burnside sucks,” Galanakis grumbled at me as he assumed his position. “It’s much better now that it’s lighter in the mornings.” In darker months, Galanakis said the Glencoe Bike Bus takes a less convenient route because getting everyone safely across 61st at Burnside without a traffic signal feels too dangerous.
But this morning, fear and darkness was the last thing on anyone’s mind. As we made our way through lush, green, flower-filled neighborhood streets to the school, groups of 2-3 kids (and sometimes parents, sometimes not), would roll into the street to join the ever-growing mass.
The group, now nearly 40-50 riders strong, made one last, triumphant descent into the Glencoe school campus where bike racks buzzed and school staff handed out free tickets for a Walk and Bike to School Day prize raffle.
As I left Glencoe to meet up with another Bike Bus a few blocks away, I first had to weave through 7-8 cars that had backed up on SE 51st Avenue. The cars, most of them with just one parent in them, took up more room on the street than the entire bike bus.
Cars in front of Glencoe Elementary School.
Abernethy Bike Bus
My next destination was SE 39th and Lincoln, the assembly spot for the Abernethy bike bus. Similar to the Beach bike train, which traces its roots to 2010, families at Abernethy have been riding to school in large groups since (at least) the 2008 Tour de Ladds.
With that leg-powered legacy, it should come as no surprise that Abernethy is now pushing its bike bus into exciting new territory as the first one in Portland to happen every single day. The pilot project began on Earth Day and seems to be going extremely well — if the vibes from parent leaders like Aaron Stoertz are any indication. As kids and parents trickled into the group, he’d yell, “Everyone move up, we’re gonna’ need more room!” in between whoops and hollers in time with the bumping soundtrack. Stoertz is the hype-man every bike bus needs, and his energy is infectious as I noticed a few parents start dancing in the street as worked the crowd.
“The Da Vinci [School] bike bus is coming! Everyone high-five!” Stoertz called out as yet another bike bus from a different school rolled by on a different route.
Moving the bike bus from once-a-week to everyday has been transformative and Stoertz says the frequency has had a very positive impact on the community, “Because now instead of it being a special event, it’s just something that happens everyday.”
The biggest challenge thus far has been coordinating parent volunteers. The group needs a ride leader and at least two corkers every morning. “We’re only a few weeks in, but so far so good. It’s really an experiment and people seem to like it,” Stoertz said.
The life-affirming moment when two bike buses come together and the mass of happy kids on bikes swells.
I’d say that’s an understatement as I watched the group swell as we rolled west on the Lincoln Neighborhood Greenway towards Ladds Addition. Just a few blocks from school at SE Harrison and Ladds Circle, the Abernethy bike bus pauses and waits a few minutes for another bike bus that comes from the SE Clinton Street corridor. The wait was just long enough for Stoertz to address the group. He promoted an upcoming bike fair event and thanked everyone for showing up.
Excitement grew as the Clinton riders emerged from a side-street and came toward the group of Abernethy families — now about 70 riders strong. As the two masses merged there were shrieks of approval and fists pumped into the air from adults and kids alike. Now well over 100 riders strong, the Abernethy-bound crew pedaled wide and deep around Ladds Circle before congestion forced dismounts outside the school campus.
“Where will they put all these bikes?” I wondered as people locked to rows of city-supplied bike racks and organized themselves for the school day.
Savannah Bedford is a college student, Abernethy bike bus intern, and bike bus superfan who’s stoking the spread.
As I watched the pleasant buzz of busy-ness, I bumped into Savannah Bedford. “Are you the Jon who puts on Happy Hour? My professor said I should go to that,” Bedford said, before I knew who she was. Turns out, Bedford is the Portland State University electrical engineering major hired as an intern by the Abernethy PTA to coordinate the bike bus. She’s the first person to hold this position, and her task is to not just make the daily bike bus grow, but to create a model.
That’s what I find most exciting about what’s happening at Abernethy. Yes it’s a very blessed school where families have more time, money, and access to bike culture and safe streets than other parts of Portland. But the idea Stoertz, Bedford and others are operating with is that what happens here could become a model for other schools in Portland: a turn-key bike bus program.
Bedford loved biking to school as a kid in suburban Beaverton and was so inspired after seeing one of Balto’s bike bus videos on Instagram she wanted to start one to PSU. Then one Saturday she happened upon the BikeLoud PDX table at the PSU Farmers Market and talked to one of the volunteer advocates who encouraged her to join the group’s Slack (online communication) channel. When Abernethy bike bus leaders posted the job, Bedford jumped at the chance. “I was like, I would love to work on a bike bus. So that’s how I got started.”
Getting started is always the hardest part. But once something becomes institutionalized and normal, people forget how life ever happened without it. That’s the hope with bike buses in Portland. First they became popular, then they’ll become routine, and then what?
“We haven’t quite figured out the ride home yet. At the end of the day we’ve got 100 bikes to get home,” Stoertz said, as we spitballed how to solve that problem and dreamt of permanent bike bus route signage and bright yellow lines painted in streets to mark the routes.
I left feeling optimistic because the fundamentals of Portland’s bike community are strong enough to not just resuscitate our old bike trains into modern, viral, fever-inducing bike buses — but to make them even bigger and better in the future.
PBOT rendering of new SW 4th Avenue design outside City Hall.
Mingus Mapps, the Portland commissioner-in-charge of the transportation bureau, says the SW 4th Avenue Improvements project will continue as planned.
Mapps was forced to defend the project after President and CEO of Portland Metro Chamber Andrew Hoan said the $16.9 million investment in a major downtown corridor would be “unnecessary, wasteful, and disruptive.” In a letter he said represented the Chamber’s 2,200 members, Hoan urged Mapps to cancel the project and transfer the funds to other infrastructure projects.
“The SW 4th Avenue Improvement project is a transformative investment about so much more than a bike lane.”
– Mingus Mapps
In a letter shared with BikePortland this afternoon, Commissioner Mapps refuted Hoan’s claims that the Portland Bureau of Transportation was “stonewalling” progress on the Broadway Corridor and OMSI District development projects. Mapps laid out how PBOT is supporting both of those projects with financial and staff capacity resources.
Mapps also made it clear that he disagreed with Hoan’s characterization that the SW 4th Avenue project was, “$20 million dollars to add a bike lane” (which is how Hoan referred to the project in an email to Chamber members on May 6th).
“The SW 4th Avenue Improvement project is a transformative investment about so much more than a bike lane,” Mapps wrote. “First and foremost, it is a paving maintenance project… This project will repair and restore SW 4th Avenue with fresh new pavement all the way from SW Lincoln up to W Burnside. This smooth new durable road surface will last for decades to come.”
At the end of his letter, Mapps stated, “I feel strongly we share the same goals. A vibrant Central City with more activity, more people and growth in visitors. We want people to return to the Central City whether they come on foot, on bike, on transit or by car. I appreciate your letter and welcome the opportunity to correct the record on our commitments.”
Meanwhile, PBOT says the project has already begun and will proceed as scheduled.
UPDATE, 5/16: The Willamette Week has reported on an email from the Metro Chamber’s Andrew Hoan to Portland City Council members that claims Commissioner Mapps had given them a verbal commitment to make substantive changes to the project and that, “only the broadly supported parts of the 4th avenue project will move forward under his watch.” Hoan is saying Mapps letter in our story above does not match what he told them privately. Reached today for comment, Mapps office told BikePortland: “Commissioner Mapps stands by the letter that he wrote.” I’m looking into this and will post a separate update if necessary.
This section of SE 68th south of Ogden will get speed bumps and sharrows as part of the project.
The Portland Bureau of Transportation is set to build the 60s Neighborhood Greenway. The bureau announced last week they’ll break ground on the project this fall and it should be ready for riding by next spring (if not sooner).
The project will establish a three-mile long bike-friendly street along SE 64th/65th/67th/68th between SE Division and the Springwater Corridor. The route connects to the carfree Springwater path at 77th, then heads to 69th where the north-south alignment begins. The greenway will cross SE Woodstock and SE Foster at 67th. At SE Powell Blvd (Hwy 26), the route is at the off-set crossing of SE 65th and then it ends at Mt. Tabor Park where it crossing SE Division along SE 64th.
Route map (Source: PBOT)
The new greenway’s northern terminus is the new, recently built carfree path that takes riders into Mt. Tabor Park. The important crossing at 64th won’t be built by PBOT as part of this project. In a special note on the project website, PBOT says the Division St. crossing will be constructed by TriMet “at a future date” as part of a separate project. (Note: Given that construction estimates are running so high right now, this crossing should be followed closely by advocates as TriMet weighs how to value-engineer their project.)
As per usual, PBOT says the project will include the typical greenway elements like: sharrow pavement markings, 33 speed bumps, removing parking at some intersections to improve visibility, and signage and striping updates at major crossings. PBOT says no traffic diverters (to keep drivers away) are planned because auto volumes are not high enough to trigger them.
Funding for this project comes from the Fixing Our Streets program that’s funded through a 10-cent tax on gas purchased in Portland. It’s one of six neighborhood greenway projects funded with a $4.5 million slice of that pie in the 2020-2024 program timeframe.
Planner 3 – Climate Adaptation Program Manager
Oregon Department of Transportation
Policy, Data & Analysis Division
Climate Office
Salem
Salary: $5,856 – $9,079
The role:
We are seeking a high skilled climate adaptation program manager to spearhead our initiatives in strengthening our transportation system’s resilience against future climate impacts. You will collaborate closely with internal and external partners to set policy direction, identify implementation actions and oversee consultant efforts. Apply today to assist us in bringing people to multimodal transportations and reduce the carbon footprint!
We encourage people from all backgrounds to apply for our positions. We hope you’ll join us on our path to increasing diversity, equity, inclusion and belonging through our values, commitments, strategies and actions.
Before applying, visit our applicant information website to learn more about our process. If you are a current State of Oregon employee, you must apply through your employee Workday profile.
A day in the life:
• Coordinate with internal and external partners to align climate change adaptation policies and actions related to transportation.
• Develop work plans to implement adaptation plans and policies.
• Oversee outreach efforts for studies, plans and policy development.
• Formulate goals, objectives and policies for adaptation work efforts.
• Track the implementation of adaptation and resilience strategic plan.
• Create and implement engagement and change management strategies.
• Develop requests for proposals, scopes of work, program guidance, agreements and other program management needs.
• Develop new processes and approaches to consider and incorporate climate change into ODOT business.
• Provide overall subject matter expertise on climate change impacts and adaptation.
• Hybrid work options available – work in an office environment with occasional limited state travel required. Will need to work in office at a minimum of 8 times per year.
• To request a copy of the position description, which includes all duties and working conditions, please email ODOTRecruitment@odot.oregon.gov.
What’s in it for you:
• Work/life balance, 11 paid holidays a year, flexible work schedules, paid leave and so much more. Learn more about working at the Oregon Department of Transportation and the benefits we offer.
• Competitive benefits packages which can be estimated using our compensation calculator.
• Comprehensive and equitable base salary offer within the listed range based on your experience, skills and education. The salary range listed is the non-PERS participating rate. If you are already a participating PERS member or once you become PERS eligible, the salary range will increase by 6%. Please review the Classification and Compensation page for more details.
• Public Service Loan Forgiveness opportunity!
Want to know about new job postings? Subscribe to receive weekly email notifications!
How to Apply
Minimum qualifications:
Six years of planning experience related to the job;
OR
A bachelor's degree in urban or regional planning, public administration, social science, civil engineering, architecture, economics, geography or a related field AND three years of progressively responsible planning experience related to the job;
OR
An equivalent combination of relevant education, training, and experience.
Note: A master’s degree in Regional Planning, Public Administration, Social Science, Civil Engineering, Architecture, Economics, Geography or a related field may substitute for one (1) year of experience.
What we’d like to see:
If you have these attributes, let us know in your application materials! It's how we will choose whom to move forward! You do not need to have all these qualities to be eligible for this position. We may also use transferable skills, experience, education and alignment with ODOT values to help us decide who will move forward.
• Demonstrated experience in climate adaptation and resilience work or other transportation and land use planning, policy development and implementation.
• Demonstrated experience managing consultant work, contracts and procurements.
• Demonstrated experience in project or program management.
• Demonstrated experience working on highly visible and time sensitive deliverables.
• Demonstrated experience recognizing environmental justice issues and intentionally making decisions with equity in mind.
• Demonstrated experience in climate change impacts to transportation infrastructure and other climate challenges facing the transportation sector.
• Demonstrated experience writing, negotiating and managing grants.
Learn more and apply:
This recruitment closes at 11:59 p.m. on Tuesday, May 28, 2024.
Please note that we can only accept applications through our website.
For questions, call 503-779-9733 or email ODOTRecruitmentJB@odot.oregon.gov
ODOT is an Equal Employment Opportunity and Affirmative Action Employer
The Portland Metro Chamber (formerly the Portland Business Alliance) says a major downtown infrastructure project that has been years in the making and has reportedly already broken ground should be cancelled.
In a letter dated April 29th and sent to Commissioner Mingus Mapps, Mayor Ted Wheeler, and Portland Bureau of Transportation Director Millicent Williams, Chamber President & CEO Andrew Hoan writes, “We call on you today to cancel what can only be described as the unnecessary, wasteful, and disruptive SW 4th Avenue ‘improvement’ project.”
We reported back in December that PBOT planned to break ground on the $16.9 million project in April and it would be finished by the end of 2025. The plans call for the reconstruction and repaving of SW 4th Ave from Lincoln to Burnside. In addition to new pavement, PBOT plans to upgrade ADA curb ramps, make safer crossings, add street lighting, give buses more priority, and build a new protected bikeway.
Project location. (Source: PBOT)
But the Chamber, who represents 2,200 member businesses and organizations, says the money that PBOT is spending on SW 4th would be put to better use on other projects. Specifically, the Chamber’s letter calls on PBOT to shift the $16.9 million already allocated for 4th and spend it on the Broadway Corridor and OMSI District redevelopment projects.
SW 4th Avenue emerged as a priority north-south bikeway as part of the Central City in Motion (CCIM) plan, which city council adopted in 2018. The street currently has no dedicated bike infrastructure and riders mix in traffic with other vehicles.
Hoan and the Chamber have seized on the downturn in commuting to make their case against this project:
“At its peak approximately 130,000 workers were traveling downtown every day. At that time, we needed to give workers and visitors alternatives to single occupancy vehicle trips traveling to and from downtown. That reality no longer exists, yet CCIM has continued to move forward without any consideration for the completely transformed landscape and reality.”
The Chamber’s letter also says they feel the bikeway is no longer needed because of the recent decline in bike ridership:
“The data show a clear correlation between the shift to remote work and the decline in downtown bike commutes. There is no need for more bike lanes on SW 4th Avenue. PBOT has already installed protected bike lanes between the north and south ends of downtown on SW 2nd Avenue, SW Broadway, and SW Naito. The current infrastructure is clearly not being fully utilized or increasing the number of bike trips…”
The letter was shared in an email to member sent Monday, May 6th. In that email Hoan cited how the implementation of other CCIM projects has been, “far from stellar.” “The Broadway bike lane installation being a prime example of alterations that have challenged businesses along the corridor, especially our hospitality partners,” Hoan wrote, a reference to concerns voiced by hotel valet operators that led to an attempt by PBOT to reverse the SW Broadway bike lane design.
Also in yesterday’s email, Hoan made false claims that the SW 4th Avenue project has been advanced “with no outreach” and that PBOT would spend “$20 million dollars to add a bike lane.” The truth is PBOT has completed years of public process on the project and the vast majority of the funding would go toward rebuilding and repaving the road, not the “bike lane.”
According to a PBOT presentation at the June 2022 meeting of the city’s Bicycle Advisory Committee, the bike lane accounts for just 4.8% of the total project cost.
While the Chamber says the bikeway isn’t needed because of a decrease in cycling, they opposed it for different reasons in 2018. In a letter about the CCIM plan prior to its adoption in 2018, the Chamber opposed a bikeway on SW 4th because they believed, “Reducing auto capacity on major arterial roads will have significant economic impact to our downtown businesses,” and that reducing space for car users would, “severely limit the capacity of our few remaining arterial routes through the city.”
While the bikeway is the most visible element of the SW 4th Avenue project, the bulk of the cost comes from the repaving. Funding for the project comes from a mix of sources including Fixing Our Streets, PBOT maintenance funds, system development charges, and help from Prosper Portland and TriMet.
The Chamber believes the money should instead help kickstart construction of transportation elements of the Broadway Corridor and OMSI District plans, both of which have housing and property development as their core focus.
“We do not make this request lightly and with the knowledge that the PBOT bureaucracy will likely push back against it,” Hoan writes in the letter.
But in the email to members, Hoan was more candid, saying, “The ball is now in Commissioner Mapps’ court. Please let us know if you are able to put a follow-up call into Commissioner Mapps. We expect some allies and other council offices to weigh in with Mapps in support as well.”
Commissioner Mapps’ office has confirmed receipt of the letter and says they’re working on a response.
In response to BikePortland’s request for comment, PBOT Communications Director Hannah Schafer stuck to the facts and seemed to make it clear the bureau has no plans to pause or delay the project further:
“City Council approved the Fourth Avenue Improvement Project construction contract for the work with Brown Contracting in February and issued notice to proceed to the contractor in April. Early construction has begun with survey markings, protective fencing, and mobilization. We are planning to issue a traffic advisory in the next day or two. Early construction has begun with survey markings, protective fencing, and mobilization. We are planning to issue a traffic advisory in the next day or two.”
UPDATE, 11:49 am: Statement from cycling advocacy nonprofit BikeLoud PDX:
“… We call on the Portland Metro Chamber to engage more with transportation groups to understand how they can effectively partner to help improve access for bicycling in Portland. More people riding bikes is better for the businesses they represent. Construction has already begun on this project. If Commissioner Mapps were to stop it now we would waste millions of dollars spent on planning, outreach and signed construction deals. Portland Metro Chamber members should look closely at what their leadership is doing and how effective it is. Why is the Chamber advocating for this waste and trying to keep our crumbling downtown streets the same? Introducing last minute obstacles to undo years of community outreach and planning in an attempt to derail bicycling improvements is not how we make the kind of progress we need to advance our climate, transportation, and business goals.”
UPDATE, 3:15 pm: Vice Chair of the Downtown Neighborhood Association Board and Chair of the association’s lane-use and transportation committee has just sent a letter to Commissioner Mapps:
“The Downtown Neighborhood Association strongly supports the successful completion of the 4th Ave Improvement Project as designed, and has faith that the City will honor its commitment to the downtown community and its contractors to see it through. We thank PBOT for its earnest engagement of community residents and proactive involvement of the DNA. We were proud to endorse this project more than a year ago.
It is true that the circumstances of downtown have changed in the post-pandemic world, and as such we feel that infrastructure improvements are more important than ever to enhancing the livability of downtown, which is in turn key to Portland’s revitalization. The Central City in Motion plan strikes a delicate balance between attracting outside shoppers and tourists, and ensuring that central city residents andcommuters can safely and comfortably move around their neighborhoods.
This project aims to bring many vital upgrades to 4th Avenue, including much-needed bus prioritization, pedestrian and ADA safety developments, and a complete reconstruction of the road surface and subsurface which are in a state of serious disrepair. Throughout this project, residents along this corridor have asked for a smoother road, better crossings, and a street that is safe and accommodates everyone. We look forward to that being delivered.”
