🚨 Please note that BikePortland slows down during this time of year as I have family in town and just need a break! Please don't expect typical volume of news stories and content. I'll be back in regular form after the new year. Thanks. - Jonathan 🙏
A lot of them fell into my “do you want this home-run over center or right field?” category. The post was an easy pitch for readers who can make a case for cycling, and those comments were rewarded with lots of thumb-ups and COTW nominations. A couple of them were quite insightful (and popular, like this one from “dw”).
The one I decided to choose this week, however, surprised and provoked me.
Readers might remember Rob Galanakis from a BP post and video earlier this year about a road-rage incident which happened as he was leading a bike-bus of school children. So Rob is an experienced cyclist who walks the talk.
His comment this week about “war on cars” broaches a few thorny issues: the incompleteness of PBOT’s bike network; the fact that most of the city’s high crash intersections and roads are in a part of town that often rejects attempts to calm driving; how much say should neighborhoods have over city-initiated roadway projects.
Here’s Rob:
I somewhat agree with him. PBOT will refuse to install bike lanes, school streets, or modal filters/diverters in areas of SE that have a massive latent demand for biking (and many advocates). The size of, say, the Abernethy Bike Bus is a good example of what the minimum bike mode share would be when it’s safe. Instead, PBOT is spending tons of time and energy adding bike infrastructure in communities that don’t want it, with no plans to complete a network that would make it viable. The Outer Division change is a good example – good bike infrastructure that connects to an unusable bike gutter west of 82nd.
PBOT’s message cannot be “wait 30 years for us to complete a bike network that makes biking viable.” It’s ineffective and unjust. And counterproductive as it directly produces and feeds into (somewhat true!) narratives like this.
That said, he’s wrong about certain things like road capacity, which induce demand and only make traffic worse. And the cost of the actual car infrastructure that he says is needed to support drivers in East Portland, is impossible for East Portland to afford without massive, unsustainable subsidy from the rest of the city: the bike lanes aren’t making any of these big road projects expensive, it’s because the extensive surface damage, and complex crossings needed to support pedestrians across a river of high-speed cars.
Here are the most notable news items our community came across in the past seven days…
Grandmas who ride: A group of Canadian women called “Victoria Grandmothers for Africa” completed a 280 kilometer bike ride to raise money for kids who’ve been orphaned by HIV/Aids. (Saanich News)
She did it! American endurance cyclist Lael Wilcox completed an around-the-world bicycle ride in record time (108 days with a daily average mileage of 174 miles) and set the cycling world abuzz with her inspiring attitude. (Cycling News)
New rules proposed for big vehicles: Safety advocates are very pleased that the federal government is poised to make a big upgrade to its vehicle safety regulations with the expressed intent to improve safety of people outside them. (NPR)
How to not stop speeding: An effort to require carmakers to install audio warnings when people drive over the speed limit seems destined for the dustbin because government regulators are worried about whether drivers will like it or not. (Washington Post)
We are infected too: Surprise, surprise! Motonormativity, aka “being car-brained” is a very prevalent condition here in the United States and it’s a major barrier to making progress for non-drivers. (Streetsblog USA)
Cars are the problem: “One of the few predictions that I feel very confident in is that, a century or so down the road, people will look at modern car-centric America with the same disgust that we feel when we hear about old timey cities without modern sewage systems.” (How Things Work)
Marginal gains in the sack: The latest front in pro cycling’s pursuit of speed centers around not moving at all. Here’s what the pros are doing to get a solid night of sleep. (Velo)
Parking restrictions: The University of Portland has tightened their parking permit system amid a reduction in car spaces as they try to meet city transportation goals. (UP Beacon)
The candidate says the city is making it too hard to drive in east Portland. (Photo: Jonathan Maus/BikePortland)
In an email to supporters Thursday afternoon, District 1 City Council candidate Terrence Hayes addresses what he calls “Portland’s war on cars.” The email then plays into the narrative that bicycling is a privileged pursuit for the upper-class while driving is working class.
It’s a classic attempt to create a false “us versus them” dichotomy and it’s very clear who Hayes aligns with.
Hayes is running to represent east Portland. On his campaign website Hayes says he was born into poverty and was formerly incarcerated for attempted murder. He’s one of the top contenders in his race and currently has the fourth most approved matching donations out of all the candidates. Hayes has been endorsed by City Commissioners Rene Gonzalez, Mingus Mapps, and Dan Ryan, as well as the Portland Police Association, and District Attorney-Elect Nathan Vasquez.
Here’s more from Hayes’ email:
Terrence Hayes. (Photo: Terrence Hayes For District 1)
“We all know that Portland is a big bike-riding city, and that’s really great, but we have to recognize that the majority of East Portlanders have to drive a lot more than the rest of the city [emphasis his]. It seems like no one told City Hall, and they make it as difficult as possible for those of us trying to get around and live our daily lives. The roads are a mess, and the traffic often makes us late for our jobs…and East Portland doesn’t usually have the luxury of working from home.
Our highways have the same problem; they simply haven’t kept up with the increase in population, while the activists constantly push back on any efforts to make it easier to get around. They don’t see their own privilege [emphasis his], a privilege that negatively impacts the working class.
Can we talk about Division Street and the awful divider in the middle of the road? It seems like it was purposely put there to tick off drivers, and it’s hurting businesses that didn’t want these changes…”
Hayes goes on to say he’s not “going to war with” bike culture, but that, “District 1 is pragmatic and blue collar. “We’re not software engineers working from our home office,” Hayes continues. “We’re doing the hard work that the upper middle class in the city pays others to do.”
Hayes also says he thinks we should keep the bike infrastructure we already have “clean and clear from camps, trash and overgrown vegetation” on the I-205 and Springwater paths.
When it comes to neighborhood greenways, Hayes appears to be a big fan. He says he and his supporters whant them to “remain safe as the city converts houses to multi-family and bring even more vehicle traffic into our neighborhoods.”
Then Hayes writes, with an underline for emphasis: “We just want to be able to get around safely, efficiently, and with less hassle.”
There was an important nugget of good news buried in Thursday’s excitement around a major milestone for the Burnside Bridge project: a bicycling and walking connection to the Eastbank Esplanade has been resurrected thanks to tenacious advocates and agency staff willing to listen.
Last month we reported that Multnomah County and City of Portland officials decided against making a direct connection from the new, $900 million bridge, to the Esplanade. The Esplanade is a crucial part of our bike network and is currently only accessible from the Burnside Bridge via steep flights of stairs. After studying the idea and hearing pleas from river and cycling advocates that an elevator and/or stairs weren’t acceptable options due to ADA and other accessibility concerns, county and city leaders said a ramp would be too complicated and expensive.
But for some reason in the past two weeks, that position has changed.
“The connection is alive!” read the excited text to BikePortland from Human Access Project Ringleader Willie Levenson from yesterday’s Multnomah County Board of Commissioners meeting where the vote to adopt a bridge design was finalized.
“It is incomprehensible that Multnomah County may choose to build a bridge that costs an extra $45 million [the cost of the ultimately approved design] while also claiming they do not have adequate resources for important multimodal connections.”
– text from letter signed by leaders of City’s Bicycle Advisory Committee
At the outset of the discussion about the design, County Chair Jessica Vega Pederson shared the good news, “I want to be clear that today’s vote will not preclude a connection [to the Esplanade], and city and county staff have begun a process to re-examine this issue, to work towards a resolution, and that will be a focus in the coming months.”
It’s unclear what exactly moved the needle on this issue. But it’s likely that testimony and advocacy from Levenson, Portland cycling advocate Joseph Perez of Bike Loud PDX, and several others, played a role. Major credit is also due to members of the City of Portland’s Bicycle Advisory Committee (BAC), who finalized a letter on Tuesday that was sent to city council members, city administrators, and Portland Parks & Recreation (PP&R) Director Adena Long. The letter, signed by newly elected committee Chair Jim Middaugh and Vice-Chair Perez made it clear the BAC would not support the Burnside Bridge project unless a ramp connection to the Esplanade was still on the table.
Willie Levenson from Human Access Project testifying at the County meeting Thursday.
The letter reminded city officials that a ramp and, “easily accessible connections to the pedestrian and bicycle network at each end of the bridge” were part of their original conditions of approval in 2021 and that, “investing in longstanding landmark infrastructure that fails to connect to our premier inner east car-free connector is unacceptable.”
“It is incomprehensible that Multnomah County may choose to build a bridge that costs an extra $45 million [the cost of the ultimately approved “inverted Y” option] while also claiming they do not have adequate resources for important multimodal connections,” reads the letter.
In a comment to BikePortland after yesterday’s meeting, Levenson said Perez, the BAC and staff at PP&R were key to keeping the ramp connection alive. “It’s nice to know city leadership at PP&R does care about the work of the dedicated volunteers of the BAC. Big props to PPR and Multnomah County for… leveraging this investment to get as much incremental benefit as we can get as a city.”
According to comments from Multnomah County Transportation Director Jon Henrichsen at the board meeting yesterday, a workgroup to explore Esplanade connections that includes Portland Bureau of Transportation, PP&R, and County staff has already been formed and they had their first meeting earlier this week.
Now advocates’ attention will shift to the outcome of these meetings and two other vital questions surrounding this project: How long will the Esplanade path be closed during construction of the new bridge and what will the detour route be?
Stay tuned for answers and opportunities to weigh in.
Correction, 4:15 pm: This story originally said Multnomah County officials made the decision to advance the bridge without a ramp connection to the Esplanade. That was wrong. The decision was made by Multnomah County and City of Portland. I regret the error.
Keith Wilson speaks as moderator Ken Boddie and candidates Rene Gonzalez and Carmen Rubio listen. (Photos: Jonathan Maus/BikePortland)
“We can’t accept more failures from the same city politicians that got us into this mess.”
– Keith Wilson
Three top contenders for the position of Portland Mayor took part in a debate this morning at the downtown Hilton. Corporate CEO Keith Wilson and city commissioners Rene Gonzalez and Carmen Rubio spent an hour sharing why they’re the right person to lead our city. The event was sponsored by the Portland Metro Chamber (formerly Portland Business Alliance) and moderated by Ken Boddie from KOIN News.
In addition to assessing how each candidate presented themselves and their ideas to this room of business insiders, I learned how each of them wants to position themselves as the contest enters its crucial final months. Their individual styles revealed notable contrasts: Gonzalez the fighter and confident front-runner; Wilson the calm and collected technocrat outsider; and Rubio the proven policymaker and coalition-builder.
I was there to gain a deeper understanding of the the race. I also hoped there’d be some discussion of transportation policy or road safety issues (in a recent survey, 89% of Portlanders said transportation is the most important service the city provides). But there was none. And unfortunately it wasn’t really a “debate” because the candidates were not given the chance to respond to each other. Boddie would ask a question and each candidate would give their two-minute response.
And no, Boddie didn’t ask anything about the reporting this week on Rubio and Gonzalez’s shocking history of traffic violations and other motor vehicle infractions. The questions he did ask were predictable: How would you lower the tax burden? What’s your plan to create more housing? Do we need more police? How would you revitalize downtown? And so on.
One thing to keep in mind as you consider mayoral candidates is that regardless of what you think about the position’s diluted power in the new form of government, who we elect will be consequential: This first mayor in the new system will set the mold. (“They will be creating the blueprint for subsequent mayors,” is how Rubio put it at the event.)
“As mayor, in my first 100 days, I’ll commit to taking more action to combat the epidemic of traffic fatalities, because we’re not talking enough about that.”
– Carmen Rubio
Wilson thinks he’s the best person to do that. And he’s latched onto an anti-incumbent narrative. “We can’t accept more failures from the same city politicians that got us into this mess,” he said in his opening statement. And while Gonzalez and Rubio touted their roles influencing policy as commissioners, Wilson feels like his leadership of a large company gives him an advantage: “I’m the candidate who has the executive experience that the new mayor’s role will require,” he said in his opening statement.
The other candidate with private sector experience is Gonzalez, who looked and sounded very comfortable on stage. He was definitely having the most fun (the last two words of his opening statement were, “Giddy up!”). Gonzalez wants people to think of him as the one candidate who will have an, “unwavering commitment to safety and livability.” On several occasions Gonzalez portrayed himself as the “standard bearer for safety” and someone who took difficult positions (like ending the free distribution of tents and tarps to homeless people, which he said led to “a horrible cycle of enablement”) despite vociferous pushback from some quarters.
“That took leadership, that took backbone, that took standing up to the loud voices that have so disrupted our community,” Gonzalez said. “Sometimes people are going to disagree. Sometimes they’re going to set your family member’s car on fire because they don’t agree with your position,” he said during his closing statement. “And you power through.”
In response to a question about policing levels, Gonzalez said, “I took down the face of the defund the police movement [a reference to former Commissioner Jo Ann Hardesty] in the last election. That was important in sending a message to our police officers that we’re going to stand with you.”
“Sometimes they’re going to set your family member’s car on fire because they don’t agree with your position. And you power through.”
– Rene Gonzalez
Unlike Gonzalez and Wilson, Rubio read almost all her responses from a script (even though candidates weren’t given answers ahead of time, the questions were so obvious it would have been easy to prep one-pagers for each topic). But what she lacked in oratory power, she made up for with direct digs at Gonzalez and a confident recounting of her productive record on Portland City Council.
“I’m the only candidate standing on the stage that has actually delivered your priorities with results… ask yourself: who of us up here has actually gotten things done for you?” Rubio said in her opening statement, trying to overcome the narrative that she’s not a business-friendly candidate. Asked for her signature accomplishment, Rubio pointed to her leadership on permit reform, where she, “Fought the entrenched culture and took on my colleagues — including Commissioner Mapps and Commissioner Gonzalez — and I was very tenacious and I got it done.”
Rubio repeatedly claimed that Gonzalez has been a “divisive” leader and that she is the better choice because her ability to build coalitions — even with people she disagrees with. “We need leaders with the temperament to work together, to sit at the table and get things done. There’s no more time for finger pointing or pontificating,” she said.
And while Gonzalez gave Rubio credit for passing various policies, he would add a “but” and say he feels council didn’t go far enough. “At a time of the complete collapse of private capital for housing in the City of Portland,” Gonzalez said, “we opted for incrementalism.”
At one point Rubio called him out on this: “Commissioner Gonzalez will say this [housing production policy] did not go far enough — but the truth is that he didn’t engage or contribute to this work when he had the chance, yet still voted for it.”
“We need more than just complaints and criticisms,” she continued, clearly referring to Gonzalez. “We need leaders who will act.”
On that note, Gonzalez said he wants to speed housing production by “peeling back the last 10-15 years of regulatory requirements on developers.” He floated an idea to credit developers for infrastructure investments, so they aren’t hit with a “double whammy” of paying for things like new sidewalks and system development charges (SDCs).
When the question turned to how candidates would reduce unsheltered homelessness, Wilson could talk up the nonprofit he founded (Shelter Portland) which works on that exact issue. “I have a facility I opened 20 weeks ago on 82nd Avenue. I’m connecting people with services that were previously unsheltered only a few weeks ago,” he shared.
This question gave Gonzalez and Rubio yet another opportunity to define their differences.
“What my colleagues up here are unwilling to talk about is the importance of enforcement,” Gonzalez said. “We have to set expectations for our sidewalks and parks and enforce it. That sidewalk is for children to walk to school, for your parents to be able to walk to the grocery store, for all of us to enjoy. It is not for someone to sleep and use hard drugs, and we have to be unrelenting in cleaning up our sidewalks in right of ways. There is no path out of the unsheltered problem without enforcement.”
Rubio spoke directly to Gonzalez in her response, saying she agrees on the need for safe and clean streets but that, “Some of my colleagues want Portlanders to believe we have to choose between, I think you called it, ‘enablement’, and compassionate solutions — and I think that’s a false choice.” Rubio said her work to change city code to build shelters and housing more quickly could be scaled-up if she’s elected mayor.
When Boddie asked how the candidates would help downtown’s economic recovery, I hoped to hear something on the role of streets and/or public spaces. Nope. Their answers focused on giving more tax breaks to business owners, more policing of spaces to “restore livability”, and boosting the arts.
Asked if they’d support increasing the number of Portland Police Bureau officers, all three said “yes” — although Wilson qualified his answer by saying he’d focus on making existing officers more efficient by not having to arrest unhoused people so often. Gonzalez said not only would he like to see the PPB’s ranks swell to 1,200 officers (up from a current total of 908), he wants to bring back neighborhood watch programs. He called shutting down programs like that one of the “many stupid decisions made in the City of Portland for idealogical reasons.”
After Rubio said she’d support “right sizing” the PPB, she went a bit off-topic (was she trying to clean up this week’s bad PR?) and made the strongest (and really only) statement about transportation policy in the entire event:
“As mayor, in my first 100 days, I’ll commit to taking more action to combat the epidemic of traffic fatalities, because we’re not talking enough about that, and investing in safe streets. Because we should all have safe, clean streets for everyone.”
This is where I wish Boddie or another candidate could have responded. If Rubio cares so much about traffic safety, would she also commit to operating her car legally and taking responsibility for her actions while behind the wheel? That would have been an interesting exchange.
The only other comment about transportation came from Wilson. He shared a story about how, as CEO of Titan Freight, he had to make a big decision about a new safe driving program. When word came down to his drivers that they’d have to install data monitors to track speed and other safety metrics, 50 of them said they’d quit.
“I said, OK, we have the potential of losing 50 drivers or saving one life,” Wilson shared in one of his strongest moments of the event. “If our core value is truly safety, we have to lose the 50 drivers. So we implemented the system and not a single driver left.”
Wilson said that decision shows he leads with core values intact.
In his closing statement, Gonzalez also said he’ll lead with his values front-and-center. “When you elected me two years ago, I didn’t exactly hide who I was,” Gonzalez said. “I didn’t pretend I was something that I’m not. I was focused on families, on businesses, on a healthy, safe, beautiful city. It can be that again… We have to reposition our city, but we don’t deviate from those core values to drive our city forward.”
Rubio’s final words of the event focused on how she’d have the “guts to make tough choices.” “We don’t have to forget who we are in order to change things… We don’t need flashy, we don’t need any more drama or division. We just need accountable and competent leaders.”
And Wilson said if his competitors could do the job, they should have more to show for it by now. “Let’s face it, my opponents had years to build a coalition and deliver results, and haven’t… They’ve wasted hundreds of millions of dollars. As a result, we’ve lost families, jobs, small businesses, and worst of all, lives.”
“If you like the way the city’s being run, then I’m not your guy,” Wilson continued. “But if you want real change, then I ask for you to vote for me… The Portland Renaissance we all want is within our reach. Together, we will repair, restore and revitalize the city that we love.”
Watch the full debate via KOIN’s YouTube channel here.
Below are my picks for the best things to do by bike this weekend.
Friday, September 13th
El Grito Ride – 6:30 pm at Salmon Street Springs (SW) Join the Cycle Homies for a fun ride with fellow vaqueros that will feature food from Taco Gang and a DJ-powered after party. More info here.
Saturday, September 14th
Ride for Sukho – 8:00 am at Legacy Coffee (Gresham) Friends of Sukho Viboolsittiseri will honor his life with a group bike ride that will roll by the place he was seriously injured in a collision in May 2023. Sukho had planned to do this ride himself in order to, “reclaim the space and himself,” says friend Ryan Francesconi. More info here.
Ride the Rim – 8:00 am to 4:00 pm at Crater Lake National Park Your last chance this year to ride the epic rim road around Crater Lake without being bothered by drivers and their cars. More info here.
Good Dirt – 9:00 am at Rocky Point Trails (Scappoose) Join River City Bicycles and friends for this off-road group ride at the always-evolving and relatively nearby Rocky Point trail system. More info here.
Bike Town Hall – 12:30 pm at The Yard Food Carts (SE) Join Oregon Senator Michael Dembrow (SD 23), and House Reps Khanh Pham (HD 46) and Thuy Tran (HD 45) on their annual Bike Town Hall. See BikePortland’s recap of last year’s event for a taste of what to expect. More info here.
Sunday, September 15th
Corn Cross – All Day at Liepold Farms (Boring) Race bikes through a corn maze in bucolic Boring while you huff and puff over various obstacles while being heckled by the fans. What else are Sundays for? More info here.
Harvest Century – All Day at Clark Park (Mollala) Explore classic rural Oregon 30 miles south of Portland with stunning views of Mt. Hood and choose your route for whatever mileage suits you. More info here.
Larch Mountain Fixie Smash – 7:00 am at Vera Katz Statue (SE) Larch is the toughest climb in the region and these wonderful wahoos with very healthy knees (for now) want to ride up it on fixies. More info here.
Nakedhearts PDX Appreciation Ride – 4:00 pm at Laurelhurst Park (SE) Fans and friends of Portland’s most prolific ride leader, Moorland Moss of Nakedhearts, will lead a ride to show their appreciation for his community-building prowess. 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.
As we’ve reportedseveral times over the years, local nonprofit Depave is working on a big and exciting project on SE 7th Avenue between Stark and Sandy. They want to turn this vast expanse of pavement and lanes where people can drive, to a carfree oasis and “Green Plaza.” Their current activation is a skate park, and while it’s really awesome, BikePortland has heard quite a bit of grumbling from folks who think the bikeway through the skateboarding features could be much better.
Depave is aware of the issues and they’ve tweaked things a few times in response to feedback. Keep in mind this is a permitted plaza that will be in place through September 22nd.
I rolled over Sunday to take a closer look. Watch the video above (or view directly on Instagram) and check out some of the comments on our Instagram post to get a sense of how people feel about this project.
On Tuesday, as I processed the jaw-dropping revelations about Portland City Commissioner and mayoral candidate Carmen Rubio’s numerous traffic violations and irresponsible motor vehicle use, another shocking item popped up on my timeline: A few days before The Oregonian story came out, Rubio was endorsed by The Street Trust.
Rubio shared the endorsement on Instagram over the weekend. In the caption Rubio wrote: “Through their dedication, we are making progress toward ending preventable deaths resulting from lax safety and inequality. With their support, I know that our city can lead the way on policy transformations and major investments to save lives… Together, we can end the public health emergency of traffic deaths and injuries.”
The endorsement was made by The Street Trust Action Fund a legally separate arm of the organization launched in 2018 that is allowed to lobby and endorse political candidates without the limitations of a 501 (c)(3) nonprofit.
“I closed the book on those times, but I haven’t forgotten the lessons I learned.”
– Carmen Rubio in a campaign email today
The timing of this endorsement by Portland’s most well-known active transportation advocacy group is notable because of the story published Monday that outlines Rubio’s driving history. According to The Oregonian, Rubio was written up for more than 150 parking and traffic violations over the past 20 years and didn’t pay them off for months and sometimes years. Rubio also had her license suspended on “at least six occasions” when she didn’t appear in court or provide payment.
In a statement to The Oregonian regarding the infractions, Rubio said, “I put my family financial and career obligations first… These are the experiences that have shaped who I am today and also make me a better leader because I have greater empathy for people who have gone through similar things.”
In an email to campaign supporters today, Rubio said said, “I want to apologize” and added, “I know that the best things to do when you make mistakes are to take responsibility, to clean up the mess and do better, and that’s what I’ve done when I paid my fines off many years ago*, I closed the book on those times, but I haven’t forgotten the lessons I learned.” (*The Oregonian reports that Rubio was cited for at least three violations since she took office as a city commissioner in 2021.)
On Tuesday, LiUNA Local 737, a union that represents 3,000 Portland-area workers, withdrew their endorsement of Rubio, saying they were “shocked by the information” about the traffic violations.
BikePortland has reached out to The Street Trust Action Fund executive director for comment about their endorsement of Rubio but has not yet heard back.
On The TST Action Fund website, the organization shares the process they go through to choose candidates. BikePortland has also seen the questionnaire given to candidates. It’s all pretty standard fare about transportation policies and projects, except for the last question: “Is there anything we haven’t asked you that you believe we should know?”
August 14th BHH scene. (Photo: Jonathan Maus/BikePortland)
It should be a nice night on the Gorges Beer Co patio (SE Ankeny & 27th) and since I’ve missed five of the last six weeks on family trips I’m really excited to see everyone again.
Given the big news with the Community Cycling Center and their financial crisis, they’ve agreed to come out and answer questions and talk to us. The CCC’s programs director and a member of their Board of Directors will be on the patio and will speak a bit during open mic. They’ll also be available for questions.
There’s lots more to talk about. I’m still processing the Carmen Rubio news. And when I pass by Citybikes on the way to Bike Happy Hour it will be the last time I do so while it’s still open for business. What else is on your mind? Did you watch my latest video featuring folks who ride on the Springwater and Esplanade paths? How are you feeling about personal safety on the paths lately?
PBOT making the plaza even better! (Photo: Claire Vlach)
And who can fill me in on what I missed being gone the last two weeks? How was the MADE Bike Show? See anything cool?
One last thing: Come out and see PBOT’s new traffic barricades on the Rainbow Road!
I’ll show up at 3:00 and that’s a good time for one-on-one conversations. Remember that there will be free fries at 4:00 pm and the mic will be open at 5:00 to anyone who wants to speak. If you’re running for local office and want to share your stump speech, have at it! And my offer still stands to give a $5 donation to any candidate for local office who shows up.
See you in a few hours! It might rain, so pack a coat.
If the number and variety of people out enjoying Portland’s bike paths over the weekend is any indication, the state of these cherished facilities is much better than you might think.
Given all the stories I’ve posted on here lately about people driving cars on the paths and other scary situations that have happened recently (not to mention the persistent problems associated with people living along the paths), you might think the Eastbank Esplanade and Springwater Corridor were lifeless hellscapes where only ne’er do wells dare tread.
I rolled out to the riverfront on Sunday to feel the vibes myself and hear folks out riding. I began at the Steel Bridge and rode out just beyond Sellwood. I talked to six people who represent a pretty solid cross-section of riders. (It’s a lot harder than you think to get folks to pull over and stop, so I don’t have much control over who I talk to.)
ParkerArunaArielRubenJeffDotty and Holly
I met Parker, Aruna, Ariel, Ruben, Jeff, Holly and Dotty. Despite all the doom-and-gloom I’ve been reporting about lately, none of these folks had anything negative to say. In fact, what really came through is how much people love these paths and the valuable role they play in our community.
Note that I was careful when talking to folks to not bias their responses in a certain way. I would also start our chats with, “What is your experience riding these paths.” That prompt it totally objective and allows people to answer naturally, instead of me leading with, “A lot of terrible things have been happening. Does that worry you?” That being said, I also tried to bring up some of the incidents I’ve reported on, just to see if folks had heard about them or if they had a reaction.
I also asked each person what they’d tell someone who was afraid to ride these paths.
“As soon as you’re on a bike you kind of forget about it — at least that’s my experience,” Parker said. Then they added: “You see things as you go by but you just kind of go by and do your thing. My best advice is just get out here and see it for yourself.”
Aruna said she rides the paths often and carries pepper spray, but hasn’t experienced anything too scary. “It’s better to be prepared than sorry,” she offered as advice.
For Ruben, the paths have been life-changing. He actually bought a house near the Trolley Trail in Milwaukie because he likes biking on the paths so much. And Ruben, like Parker, said they are cognizant of people living alongside the trail but that they generally keep to themselves.
It was clear from folks I talked to that “safety in numbers” definitely applies to riding on these paths. Several folks mentioned that as the Springwater heads east and there are less eyes on the path, they get more concerned. A few folks said they don’t bike east of Sellwood after dark because of the heavily forested area without a lot of development and other users nearby.
But for young Dotty, who was riding on the back of her mom Holly’s electric cargo bike, these more secluded spots are the most interesting.
“When we go down that way,” she said, pointing eastward across a bridge over McLoughlin Blvd, “We see animals like nutria and bunnies. And we even say a snake!”
I hope this video gives you more context to judge the state of our local paths and decide if they’re safe enough for you to ride.
Sign on the door of Citybikes on SE Ankeny near 20th. (Photo: @ZackPizzaBikes on Instagram)
After 38 years, the end of the line has come for Citybikes. At least for now. The shop will close this Friday (September 13th) while the remaining owners decide what to do next.
Rumors have swirled about the organization’s demise for years and BikePortland confirmed its fate today with one of its last remaining owners. After a reader shared a sign that recently popped up on the front door of the shop on Southeast Ankeny Street, I emailed Bob Kamzelski (who also owns Bantam Bicycle Works) to find out what was going on.
“Citybikes will be ceasing retail and repair operations on the 13th of this month,” Kamzelski wrote. “After 15 years of declining sales, and taking more than $120k in losses over the last three years, it has become obvious that the business is not sustainable and we have made the decision to stop operating while we figure out what to do next.”
The shop and worker-owned cooperative was an institution during Portland’s heyday as a cycling mecca. There were once two locations on Ankeny (at SE 20th and SE 8th), but the “Annex” on 8th closed in 2016 amid a decline in business. At its peak, Citybikes had 25 worker-owners. Last I heard there were just four (three in addition to Kamzelski).
A former worker-owner, Brian Lacy (who, coincidentally, founded the Community Cycling Center), was spearheading an attempt regain control of the organization from Kamzelski and others. At the time Lacy told BikePortland, “We’re going to rebuild Citybikes. We don’t want it to die.” But reached today via email about the pending closure, Lacy said he knows nothing about it.
And while Kamzelski said he plans to close the doors while they figure out what to do next, his comments to BikePortland in 2022 don’t make it sound like the shop will ever reopen.
“It’s not a viable business anymore,” Kamzelski told us two years ago. “It’s been a very successful run and I’ve been here for a third of it. I just think it’s time to move on. Other shops are closing. It’s a very hard time to run a bike shop.”
Are you interested in joining our well-rounded crew of talented and diversely-skilled mechanics? At Joe Bike, we pride ourselves on providing excellent service and communication with every customer. We like making personal connections and finding solutions to meet customer needs and budgets. Our team also knows how to have fun and enjoys collaborating on projects. We offer competitive wages based on experience, paid time off, health benefits, and a retirement plan.
How to Apply
If this sounds like you, please send an email to info@joe-bike.com with your resume and answer the following questions to help us get to know you:
1. What are your best mechanical strengths when working with bikes, and what areas are you less confident in?
2. Our bike shop is a busy and dynamic environment. How would you prioritize your time when deciding between working on bikes, helping customers with test rides and product selections, and working on cleaning, organizing, and completing side projects around the store?
3. What is your ideal bike shop environment and why?