Is biking with my kids worth the risk?

(Shannon Johnson / BikePortland)

“Am I doing the right thing? Am I taking a frivolous risk and putting my children in harm’s way?”

It’s been a challenging few weeks. I have two newly independent riders: my hesitant nine-year-old daughter and my exceptionally eager six-year-old son. As we have memorialized the loss of a 12-year-old boy in our community who was fatally struck while riding his bicycle, the risks of cycling have weighed heavily on me. And my children can tell you that weight has burdened our rides. 

I have over-coached my kids, yelled out so many commands that everyone is left confused and frustrated, then had us pull over every two blocks to give a lecture on the safety risks we face and to correct riding mistakes. I’ve cried and worried, and I am still having nightmares about one of my kids not returning from a bike ride. 

So, why are we still riding? 

I ask myself that. I wrestle with it. Am I doing the right thing? Am I taking a frivolous risk and putting my children in harm’s way? What if the worst happens, what if… I can barely handle the thought. 

Then I approach it from the other direction: What would our lives be like if we stopped biking? And what kind of life, what kind of decision-making, would we use to lead our family? How are we going to make any decision in the face of risks?

To the first: I firmly believe that biking and walking more (and driving less) is a better way to live. It’s better for our mental and physical health, our engagement with our community, for our environment and society. Biking brings our family great joy, and it has helped me to avoid depression – bringing me great happiness instead, a happiness shared by my children. 

I am also a strong proponent of child independence: Currently my oldest son bikes himself to swim practice, youth symphony rehearsals, the library, and his favorite board game store. This is the lifestyle my husband and I dreamed of, and worked hard to provide for our children. We chose a house in an urban area where we could walk/bike to multiple places, and have access to public transit, specifically with the idea that we wanted to provide access to activities, friendships, culture and adventure for our kids — without them needing us to drive them in a car. 

Biking isn’t just a recreational activity that we could trade for something else. It’s an important piece of a lifestyle we’ve cultivated and it’s a manifestation of our values and beliefs. Giving it up would be giving up something of ourselves, of who we are, of what we believe and value and how we put those beliefs into practice.

But that question gnaws at me: Is it “worth the risk”?

The truth is, we face all sorts of risks. And death by car is a very real one. I won’t downplay it. But it’s a real risk when riding in a car too – giving up bike riding doesn’t eliminate that risk. And the leading cause of death for children has recently been due to gun violence or “firearm related injuries.” What am I doing to avoid that risk? How does one, individually, prevent the risk of getting shot? I don’t even know how to go about preventing that. Drowning is a risk too, and yet we still go to the coast and splash in the waves. Do I worry about that? Yep. But am I willing to let my fear of drowning prevent us from enjoying time in the water? Nope. 

Our lives are full of risks. I can’t prevent something terrible from happening to myself or my children, no matter what transportation decision or other life choices we make. As for how we handle risk as a family; I want to empower my children to pursue their dreams, and even to encourage them to take worthy risks and make sacrifices. I want them to learn to bravely pursue what they believe is right, and to work for what is right, to sacrifice for it, and even to take risks in pursuit of it – especially when those risks are for the common good, or the good of people beyond themselves.

Ultimately, I keep biking because I believe it’s the right way for us to live. And even though I am afraid, I am more unwilling to let fear dictate how we live. So when I get all the kids out on bikes, or when I wave my son off to bike himself to swim practice, I hold on to this: this is the right way for us to live. Sometimes living what we believe means taking risks, and it takes courage. But biking is good. And it’s right. And so, our family continues to bike.

First look: Ch’ak Ch’ak Trail in Troutdale nears completion

Newly paved portion of the Ch-ak Ch-ak Trail in Troutdale. View (I think!) is looking northeast east with Sandy River to the right. (Photos: Frank Stevens)
(Map: BikePortland)

An exciting extension of the 40-Mile Loop route in Troutdale is nearing completion. Reader Frank Stevens shared images of a newly paved path along the Columbia River just north of Blue Lake Park. The new path, which was officially named the Ch’ak Ch’ak Trail by the City of Troutdale in October 2023 (the name means Bald Eagle in the Chinuk Wawa language) hardens an unimproved dirt road that some cyclists have enjoyed for years.

As BikePortland reported in 2016 when the project was first developed, this connects a gap in the 40-Mile Loop and includes a total of 2.1 miles in new paths: a 1.8 mile segment from Blue Lake Park to Sundial Road (see green lines on map), and a 0.3-mile segment near Harlow Road adjacent to the Sandy River. The new sections of path connect to existing paths to create a three-mile connection from NE 223rd Ave to NE Harlow Road and I-84 where it crosses the Sandy River.

Most importantly the newly expanded path gives bicycle riders a safe, carfree alternate to NE Marine Drive, NW Frontage Road, and Graham Rd — all of which are high-stress, busy roads with a large volume of truck traffic.

The project is part of the Portland of Portland’s Troutdale Reynolds Industrial Park (TRIP) development. The path is funded by the Port, Oregon Department of Transportation, and the City of Troutdale. The 700-acre site used to be an aluminum plant and now the Port wants to create an industrial zone that the EPA says will support 3,500 jobs. The Port of Portland owns the property, which is adjacent to the Troutdale Airport.

According to a Port spokesperson, paving was completed last week and finishing touches and signage should be installed in the next few weeks. No official opening date has been released but it should be sometime in June. A grand opening celebration is being planned for September. Stay tuned for exact details.

In related news, a separate project will connect this path directly to downtown Troutdale. The Sandy River Greenway Trail will connect to the existing path under I-84 along the west bank of the Sandy River. Construction on that project is expected to begin this summer.

Two city council candidates will join us at Bike Happy Hour this week

Tiffany Koyama Lane (L), Jeremy Beausoleil Smith (R)

I’m looking forward to seeing everyone at Bike Happy Hour this week! Last Wednesday it was warm and the patio was full. We turned the misters on for the first time this year and it was glorious. 

This week we have two special guests confirmed so far: city council candidates Jeremy Beausoleil Smith and Tiffany Koyama Lane. They’ll both be on the patio for meeting and greeting. And as per usual, we’ll give them an opportunity to share a speech and answer your questions.

Beausoleil Smith is running to represent District 4 (Sellwood and west Portland). On his website, he says he’s running for council because he can bring a, “careful balance between building the most robust Social Safety Net in our nation and being a good steward of the Portland taxpayer dollar.” Beausoleil Smith is a husband, parent, and works as a project manager in Portland State University’s Capital Projects & Construction Department.

Koyama Lane is a leading candidate in District 3 (southeast). She’s a public school teacher and union organizer. I couldn’t find a platform or any detailed proposals on her website. Koyama Lane says as a city commissioner she’ll, bring her values and leadership to lift up all Portland communities and fight for a safe, connected, housed city where everyone can thrive.”

Another note about Bike Happy Hour this week, I’ve decided to push T-Shirt Night back one week due to weather. It’ll be cool and cloudy this week, and next week (5/29) will be much better t-shirt weather.

Hope you can join us Wednesday. If you want to hear from these candidates, be sure to show up around 5:00 pm when open mic begins. Also, remember that open mic is for everyone so if you have something to share, step up and speak! (Note: If there’s a downpour, we’ll be across the street inside Ankeny Tap & Table.)

Driver blasts onto Springwater Corridor as bike riders narrowly escape speeding car

The driver was finally stopped thanks to this bollard at SE Spokane at Sellwood Park.

Kyle Lewis was out for an evening spin. He planned to do a loop from his home in the Buckman neighborhood south to Milwaukie. A few miles in, while pedaling on the Springwater Corridor path about one-third of a mile from the entrance at SE 4th and Ivon, he heard something strange: a car’s engine.

“I heard them coming up behind me,” Lewis shared with BikePortland. “I looked over my shoulder and had just enough time to swerve onto the grass before the car blew past me on the pavement doing what felt like at least 45. It was just extremely close. It must have grazed me. They didn’t slow, stop, or make any attempt to avoid or warn me.”

“We assumed it was an e-bike hauling ass. Then we realized it was a Mini Cooper coming straight toward us.”

— Erica Silveira

Kyle is just one of several Portland bike riders who are lucky to be alive after a drunk driver plowed onto the popular carfree path around 8:30 pm Thursday night. Bradley Krueger, a 43-year-old with with two prior convictions for driving under the influence, steered his Mini Countryman compact SUV onto the Springwater at its northern entrance and drove south three miles before he and his car were finally stopped by a bollard at SE Spokane.

(Map: BikePortland)

The spot where Krueger blasted his way onto the path is one of the busiest cycling locations in Portland according to City counts. It’s considered a relaxing, safe place that many riders use to avoid more stressful routes and interactions with drivers.

Erica Silveira and her partner had dinner in Sellwood and were riding north on the Springwater to get ice cream in southeast Portland. “Since it was dusk we figured it was safer to take the trail rather than the roads,” Silveira shared with BikePortland, acknowledging the irony of her decision. After stopping for photos of deer grazing at the edge of Oaks Bottom Wildlife Refuge, Silveira looked up and saw a bright light heading toward them. “We assumed it was an e-bike hauling ass,” she recalled, “Then we realized it was a Mini Cooper coming straight toward us.”

Silveira and her partner were about one mile south of the SE Ivon entrance, just west of SE Holgate. With a cliff and the Willamette River on one side and a chain link fence and railroad tracks on the other, there was no escape as the light and fear intensified. “We got as far to the right of the trail as we could,” Silveira recalled. “It had to have been going over 40 mph, and it came within two feet of us.”

Aaron Kuehn wasn’t lucky enough to have a near-miss, but his run-in with Krueger could have been much worse. Kuehn was riding south near Oaks Bottom when he was clipped from behind. “I hear him coming up behind me on the long straight stretch, and think it’s a monster e-bike or something, but I didn’t turn around to look. And then he hits my hand and handlebar, sending me down,” Kuehn recalled in a message to BikePortland.

Kuehn, who happens to be chair of cycling advocacy group BikeLoud PDX, says he was shocked and angry.

There’s a bollard at the SE 4th and Ivon springwater entrance. But according to several witness statements and the condition of the bollard, it was likely in place when Krueger decided to drive over it. After he was almost hit, Kyle Lewis turned around, went back to the entry point and found the bollard in the grass a few yards from its base.

“This is vehicular violence,” Kuehn said, in a statement to BikePortland. “The driver did nothing to avoid people walking and biking and plowed straight toward them.” “That they were inebriated isn’t the point, it’s what they chose to do when they were,” Kuehn continued. “They chose to commit a highly violent act with their vehicle that could have been so much worse. If the other people on the trail hadn’t jumped or veered out of the way, if I had been a couple inches to the left, we would have suffered severe injuries.”

Cars on bike paths in Portland has unfortunately become a relatively regular occurrence. From what I’ve heard from readers, and based on past stories I’ve covered, most of the people who drive on paths are not as reckless or dangerous as Krueger. The drivers are typically coming or going from a tent encampment. Portland Parks has struggled to find a solution that keeps miscreant drivers out, while still making it easy and welcoming for legal path users.

Another issue with this specific case, according to what Kuehn has learned in the days since he was hit, is that the bollards at SE Ivon and SE Spokane are routinely removed by City of Portland work crews and vandals. If the bollards aren’t returned to their base or secured properly, they won’t deter drivers like Krueger. Kuehn plans to urge Portland Parks & Recreation to upgrade the bollards so something like this is less likely to happen again.

Because the bollard at SE Spokane did its job, Krueger was arrested after his three-mile rampage and cited with felony hit-and-run as well as four additional misdemeanor charges including; reckless driving, driving under the influence, criminal mischief, and recklessly endangering another person.

Kuehn plans to press charges if given the opportunity. He believes Krueger should no longer have the privilege of driving a car.

At his first court appearance on Friday, May 17th — despite this being his third DUI charge — Krueger was given a bail amount of $2,500. With the required 10% deposit, he was released after paying $250 and is due back in court May 28th.

Monday Roundup: Street wars, leg debate, TriMet’s comeback, and more

This week’s Roundup is sponsored by Trike Fest, coming to Portland June 15th. If you’re curious about riding in a more laid-back style, you might love trikes. They’re fast and fun!

Happy Monday. Hope you had a good weekend. I had to make an unplanned visit down to Medford to be with my dad (again) in the hospital, so I missed all the Parkways fun. Looked like a great day and I can’t wait for the next one.

Here are the most interesting stories our community has come across in the past seven days…

Street Wars: As New York City gears up to implement America’s first ever congestion pricing system, this new column will set the table and share the perspectives that have shaped streets in the Big Apple. Who will win the war? (NY Times)

Going fast: There are a lot of factors at play in the ever-increasing speeds of drivers on our roads, and it will take more than just lowering speed limits to get them to slow down. (Vox)

E-bike regulations: A public policy expert makes the case for federal e-bike regulations to lessen confusion for consumers and bike makers. (Streetsblog USA)

Death by cycling: A new law in the UK would make causing the death of another person while cycling a major offense with a prison sentence of up to 14 years. Some lawmakers say it’s needed to hold riders accountable while advocates say it’s a distraction from more serious issues. (BBC)

Nice legs: Move over helmet wars, there’s a new debate to be had: Who has stronger legs? Runners or cyclists? (Runners World)

Dedicated riders: Another study, this time by retailing giant REI, shows that a lot more people would give cycling a try if we offered them a network of safe lanes to do it in. (Momentum)

TriMet’s comeback: Ridership numbers are looking good for TriMet and the agency points to their post-Covid “Forward Together” route revamp as the reason. (Portland Tribune)

Big car, big ticket: Montreal charges mega-cars more to park in residential areas, a move that is being hailed as one tool to combat “car bloat” — the annoying and unsafe trend of massive cars using more than their fare share of city streets. (Bloomberg)

Confronting road deaths: I like the idea floated by a road safety advocate in Washington that DOTs should treat the fatal crash crisis as a megaproject that must be funded and approached with the same political urgency as a freeway expansion project. (Seattle Times)


Thanks to everyone who sent in links this week. The Monday Roundup is a community effort, so please feel free to send us any great stories you come across.

Podcast: In the Shed with Eva & Jonathan – Ep 19

Happy Friday and Welcome back to The Shed.

Retired bike shop co-owner and BikeLoud PDX Board Member Eva Frazier and I (BikePortland Publisher & Editor Jonathan Maus) had a wonderful chat and I can’t wait to share it with you.

Here’s what we talked about:

Thanks for listening, thanks to our paid subscribers, and thanks to Brock Dittus (of Sprocket Podcast fame) for our theme music. Listen via the player above or wherever you get your podcasts.

Portland’s ‘Clean Energy Fund’ has saved PBOT and the city’s budget

Thanks PCEF!!! (City of Portland)

The Portland Clean Energy Fund (PCEF) was created to save low-income and Portlanders of color from the ravages of climate change, but with approval of the $8.2 billion City of Portland budget this week, the fund has also managed to save all Portlanders from fiscal doom. And it might have saved part of Mayor Ted Wheeler’s legacy, allowing him to avoid severe cuts in his final budget as leader of our city.

Those cuts might have hit the Bureau of Transportation (PBOT) hardest. Back in September, PBOT Commissioner-in-charge Mingus Mapps and agency staff painted a very bleak picture of cuts needed to fill a $32 million budget gap that included laying off dozens of employees and even letting landslides go unswept. The budget approved by council on Wednesday includes over $49 million for PBOT thanks to PCEF. That’s in addition to previous allocations that bring the total funding from PCEF into PBOT coffers to $142 million.

Wheeler’s final budget was approved with over $600 million in PCEF revenue going directly toward city projects (see below). In a City Council work session on PCEF Tuesday, program staffers revealed PCEF accounts for 155 City of Portland FTEs.

When it comes to transportation, an $80 million slice of PCEF revenue has already been set-aside for an electric bike rebate program and support for PBOT’s Transportation Wallet. In this budget, PBOT was able to save 31 positions with support of $8 million from PCEF. They also used PCEF funds to pay for $2 million in streetlight expenses which were previously funded through the General Fund. That freed up PBOT GF dollars to pay for other things like public plaza costs, green space management, graffiti cleanup, and small safety projects.

Simply put, PCEF allowed PBOT to pay important bills and avoid burning a lot of political capital. There were still reductions made to PBOT’s budget — about $6.7 million and 4 FTE — but those are spread across several different service areas and considered relatively manageable.

“The City of Portland could not have balanced its budget without your direct guidance and your leadership,” an effusive Wheeler beamed into a meeting of the PCEF Advisory Committee last night. “What could have just been a bloodbath of a budget for us turned out to make some really good new key investments.”

“I really wish I could do more — throw you a party, bake you a cake or something else,” Wheeler continued. “I really do appreciate you personally. Thank you all.”

Even with an eventful week full of smiles, mayoral praise, and photo-ops, PCEF leaders and committee members’ work isn’t over. There’s still unease about PCEF being used as a slush fund for city bureaus and its largest critic, Commissioner Rene Gonzalez, isn’t likely drop his attempts to mold the program into a shape he prefers. Tensions around Gonzalez’s efforts to undermine PCEF by referring it back to voters (a move Wheeler referred to last night when he told the committee, “I think it would be a tragedy to have this go back for a referral because people are just angry and edgy”) have cooled over the past week, thanks in large part to Tuesday’s work session where none of his probing questions could crack PCEF’s armor.

But that doesn’t mean PCEF committee members won’t have other battles to fight.

Along with keeping city bureau budget makers at bay, a new wrinkle in the idea to borrow off of interest earned by the PCEF fund to pay for non-climate city expenditures that was floated a few months ago by Commissioner Carmen Rubio, is back on the table. The approved budget was balanced by using $7 million in earned interest from PCEF — a maneuver that requires an amendment to city code that will need to be discussed before the budget is final in June.

Despite Chamber’s claims, SW 4th Avenue project will go on

Left: Andrew Hoan (Photo: Portland Metro Chamber) Right: Mingus Mapps (Jonathan Maus/BikePortland)

City Commissioner Mingus Mapps is once again making headlines alongside business interests who don’t like a major bike project and seek to leverage their influence with his office. And once again the public is left wondering who’s telling the truth.

Last week BikePortland broke the news about a letter to Mapps from president of Portland Metro Chamber (formerly Portland Business Alliance) Andrew Hoan. Hoan said the Portland Bureau of Transportation’s SW 4th Avenue Improvements project should be cancelled because he believes it is, “unnecessary, wasteful, and disruptive.”

The $23 million project’s main focus is a physically-protected bikeway on 4th Avenue between I-405 and W Burnside. It has been years in the making and is considered a key part of PBOT’s Central City in Motion plan. It seemed odd to me from the get-go that someone as experienced as Hoan would demand such a drastic move from PBOT at such a late hour (the project had already begun). The Chamber has opposed the project in the past, but has made no coordinated, public effort to stop it until now.

Another odd thing was how quickly Mapps’ office issued a response to the Chamber. Just six hours after our story, Mapps sent a letter back to Hoan that flatly rejected his requests, defended PBOT’s record, and extolled the virtues of the project.

But one week later, according to a story by Willamette Week published Wednesday May 15th, Hoan emailed City Council to say Mapps was hiding something. From that story:

“… the Chamber wrote in an email to all of City Council that Mapps had, in fact, told them verbally that he would be scaling back the 4th Avenue bike lane project. According to the Chamber, Mapps told them that before he sent a May 7 letter that made no mention of a scaled-back project.

‘Our main purpose of writing today is to thank Commissioner Mapps for his commitment to reducing the scope of this project,’ Metro Chamber president and CEO Andrew Hoan wrote in a Tuesday email. ‘This wasn’t communicated in this letter, but we greatly appreciate that he personally communicated to the Chamber that only the broadly supported parts of the 4th avenue project will move forward under his watch.'”

This email from Hoan suggests that Mapps is talking out of both sides of his mouth, telling the Chamber he’d cut certain parts of the project while telling the public it would move forward as planned.

This episode echoes the problems Mapps created for himself in the Broadway Bike Lane Scandal last fall where he was caught between his own public statements and meetings and conversations he (and/or his office) had with downtown business owners.

Asked about Hoan’s claims that Mapps promised something to the Chamber, the commissioner’s policy advisor Jackson Pahl told BikePortland via email yesterday, “Commissioner Mapps stands by the letter that he wrote.”

And at the PBOT Bureau Budget Advisory Committee (BBAC) held at the Portland Building last night, committee member David Stein asked PBOT Government Affairs Manager (and BBAC staff liaison) Matt Grumm about the project.

“I’d like to just understand what if anything is happening,” Stein asked.

“We’re doing the project as you know it and as the contractor knows it and everything else, so that’s what we’re doing,” Grumm replied.

“OK, so no changes?”

“No,” Grumm added.

So, we can rest assured that the project is going forward in its entirety, without any “scaling back” as Hoan suggested; but we can’t be sure that both of these men are telling the full truth.

Note: BikePortland connected with a Portland Metro Chamber spokesperson yesterday but they have so far been unable to answer my questions.

Jobs of the Week: ODOT, Castelli, River City, Velotech

Need a job? Want a better job? Just looking for a change? You are in the right place. Don’t miss these recent job announcements. (Remember, you can always stay abreast of jobs as soon as they get listed by signing up for our Job Listings email.)

For a complete list of available jobs, click here.

Be the first to know about new job opportunities by signing up for our daily Job Listings email or by following @BikePortland on Twitter.

These are paid listings. And they work! We’ve helped hundreds of people find great jobs and great staff members. If you’d like to post a job on the Portland region’s most popular bike and transportation news platform, you can purchase a listing online for just $100. Learn more at our Job Listings page.

Open streets season begins Sunday in east Portland!

Skate, scoot, or cycle — the streets are ours! (Jonathan Maus/BikePortland)

This Sunday, the City of Portland will launch its annual open streets season. East Portland Sunday Parkways is a 3.3-mile out-and-back route between Gateway Park on NE Halsey to Lincoln Park on SE Mill.

If you’ve never attended one of these events, you can rest assured conditions are safe enough for all riders and ages. You can expect mostly carfree streets and whenever the route crosses a major street there is a human crossing guard that makes sure everyone gets across safely. But safe riding is just one thing to get excited about!

What really makes Parkways shine is what happens along the route. The Portland Bureau of Transportation (PBOT) stuffs the three parks along the route full with vendor booths, food carts, music and performance stages, and free activities of all types. It’s also fun to see garage sales, lemonade stands, and impromptu front-yard parties that spring up at houses along the route.

If you don’t have a bike, you can grab a Biketown and get unlimited, free 60-minute rides on the day of the event (as long as you start and end your ride on the route). If you want to ride free longer than 60 minutes, just lock the bike and then restart another trip.

Here are a few other special happenings you can expect on Sunday (via PBOT):

Family-Friendly Activities: Families can explore the joy of circus performance through physical and artistic expression with Circus Cascadia, enjoy games with Portland in the Streets, and much more.

Kaiser Permanente’s Sticker Hunt: During the event, Sunday Parkways Presenting Sponsor Kaiser Permanente will host the popular Sticker Hunt. Participants will win a prize by visiting the Kaiser Permanente booths at each park. Each booth will inspire participants to get their body moving while also having a load of fun! 

Bike Play performances at Lincoln Park at 1:40 and 2:00 pm.

Bike Programming: Participants can belt out their favorite tunes while riding the route with bike karaoke hosted by NakedHeartsPDX. Boom Bike PDX will serenade our open streets with performances by Larry Peace-Love Yes and Dan Kaufman on their pedal-powered mobile stage. Bike Play, a beloved Pedalpalooza favorite, invites participants to immerse themselves in their creative and entertaining performances! These diverse bike activities showcase the vibrant spirit of Portland’s cycling culture.

Mobility Resources: With bike fleets and free 60-minute rides offered from BIKETOWN and Adaptive BIKETOWN, individuals can access bicycles suited to their preferences and needs. The Rose City Roller’s Skatemobile will provide free skate rentals from 12 p.m. to 3 p.m., inviting roller enthusiasts to join in the festivities. TriMet’s Fan Van will be on-site for those interested in exploring transit resources. Lime will on-site for participants to learn more about their electric scooters.

Food options:

Another cool way to enhance your experience is to join a group ride at or to the event. One person is leading a BIPOC and Friends ride that will cruise the entire route from Gateway Park south. There’s even a Bike Bus to Parkways ride being led by Kidical Mass PDX that will meet at Rose City Park playground at 11:40 and head over to the parkways route.

Parkways is a chance for us to live our vision. While I wish it lasted longer, happened more often, and took place on major streets — those quibbles melt away whenever I show up and see all the beautiful happy people enjoying our city from the seat of their bikes.

New ODOT map shows fatal traffic crashes in real time

Red dots are 2023 deaths. 2024 deaths are shown in blue.

For all the critiques lobbed at the Oregon Department of Transportation on this website, the fact is they actually do a lot of very good and important work. While the bad stuff (which is mostly how they throw billions at freeway expansions and don’t do enough to reduce driving capacity and improve safety on urban arterials) tends to overshadow where they’re actually moving forward, that doesn’t mean change and progress isn’t happening at the agency.

During an update on ODOT’s safety work shared at the May 9th Oregon Transportation Commission meeting, the agency’s Policy, Data and Analysis Division Administrator Amanda Pietz shared several important items. Chief among them is a map that just launched a few months ago that gives us a more up-to-date and interactive view of where people are dying on Oregon roads.

Beyond engineering, enforcement, education, data is a huge part any good road safety program. Similar to the City of Portland and Metro, ODOT wants zero deaths to occur on the entire system. They’ve stated a goal of “no deaths or life-changing injuries on Oregon’s transportation system by 2035.” And that’ll be an extremely tall order given current trends.

Slide from May 9th OTC meeting.

Fatality rates in Oregon are the highest they’ve been in three decades and we’ve settled into a grim average of about 600 deaths per year — about half of which occurred on state-owned roads. The number of people killed while walking is a “pressing issue” according to one slide shared at last week’s meeting. 126 pedestrians were killed in 2022 compared to the previous five year average of 80.

One shocking graph Pietz shared was how all types of crashes increased in 2022 versus the five year average from 2017 to 2021. Intersection crashes were up 71%. Crashes that happened around a school bus or in a school zone were up 109%! This chart is the best illustration of the post-pandemic driving freak-out I’ve ever seen.

Pietz is big on data and believes it’s key to reaching zero deaths. On that note, she shared ODOT’s Crash Analysis & Reporting Unit Initial Fatal Crash Information Viewer (CARUIFCIV, lol). It’s a GIS-based map that contains information on all fatal crashes in the state. So far the map includes details about all fatals from 2023 and 2024.

The timeliness of this information is a new thing for ODOT.

In the past, data would take months — even years — to trickle out of city police and DMV reports, then local transportation departments and eventually to State databases. But with “crash data timeliness” one of the areas ODOT was tasked to address in their Strategic Plan, Pietz and her team have rolled out this map as one way to tackle that problem.

“When we get a report about a death we enter it that night,” Pietz told Transportation Commission members at their May 9th meeting. “So this is essentially live information where you can see traffic fatalities across the state that’s interactive. So instead of waiting a year, or even longer in some cases, to have that information, we have it live so we can start to be more responsive to some of those things.”

If you’re an advocate, city staffer, or in the media, you’ll definitely want to bookmark this page. And hopefully by 2035, you can delete it.

— For more see ODOT’s Crash Data and Statistics page.