Side guards installed on a garbage truck during a City of Portland pilot project.

It’s been a long time coming, but Portland is finally about to take a big step forward in road safety. The Bureau of Planning & Sustainability (BPS) announced today they’ll propose a change to the City’s administrative rules that would require all garbage and recycling contractors to fill gaps in the sides of their trucks by 2022. The new mandate would apply to about 195 vehicles that currently don’t meet federal safety standards.
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A 1905 duplex on SE 33rd Avenue in Portland. Like many other cities, Portland made these illegal on most lots in the mid 20th century. Photo by Portland for Everyone.

An earlier version of this post was published by the Sightline Institute. It’s by BikePortland’s former news editor, Michael Andersen, who started covering the need for “missing middle” housing — especially in Portland’s most bikeable neighborhoods — for us in 2015. We last covered this issue in May, just before the crucial public hearings described here.

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The most provocative housing policy event of this week in the Pacific Northwest started happening four months ago.
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Chris Smith thinks widening I-5 in Portland is a big mistake.
(Photo: J. Maus/BikePortland)

Noted transportation activist and Portland Planning and Sustainability Commissioner Chris Smith made a bold move Tuesday night that could have thrown a wrench in the works the State of Oregon’s top transportation priority.

Smith put forward a motion at a work session meeting of the Planning Commission that would have taken the I-5 Broadway Weidler Facility Plan out of the City of Portland’s Transportation System Plan. The TSP is Portland’s road investment guidebook and any major project that wants funding must be listed in it. As we reported yesterday, this $450 million (estimated) project is one of three freeway mega-projects lined up to receive significant funding in the transportation package currently being negotiated in Salem.

Smith was the sole PSC Commissioner to vote against the project when it was passed as part of the N/NE Quadrant Plan (a component of the Central City 2035 Plan) back in 2012. Judging from his pointed remarks about the project Tuesday night, he still hasn’t warmed up to the idea.
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The crowd of problem-solvers in 2013.
(Photos © J. Maus/BikePortland)

BikePortlanders may remember that a few years ago, Portland Planning and Sustainability Commissioner Chris Smith approached us with an idea: he felt the city’s bike parking rules needed an update, and wanted help proving it.

So we teamed up with our friends at Lancaster Engineering to host a “wonk night” at which 30 attendees broke into groups and brainstormed ideas for updating the city code that tells developers how to design bike parking and how much of each type to include.

Smith wrote us this week to share some good news: Tomorrow night is the first meeting of the Bicycle Parking Stakeholder Working Group, which has been officially tasked with rewriting the city’s code.

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Sally Spear, right, lives in a backyard home in Northeast Portland with her daughter’s family.
(Photos by M.Andersen/BikePortland)

Until this week, Portland seemed poised to eliminate one of the many ways it prioritizes housing for cars over housing for people.

For decades, there’s been exactly one way to build a 15-foot-tall structure up to the edge of most Portland property lines: put a car in it.

Want an accessory dwelling unit the same size as a garage? Sorry, that’ll have to be set back five feet from the property line, even if it has no windows or doors facing the property edge.

Bike sheds currently face the same restriction: unlike garages that were designed for cars, bike sheds must be at least five feet away from the property line in all single-family residential zones.

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Space is valuable. But who wants to vote on what it’s worth?
(Photos: M.Andersen and J.Maus/BikePortland)

Last year, Portland hired a top-dollar consulting firm for advice on the best way to manage the auto parking that’s become increasingly scarce in a few neighborhoods.

Twelve months later, the city is taking steps toward some of its recommendations: for example, proposing an opt-in parking permit system that would let residential neighborhoods block their street parking spaces from being used by people living or shopping on commercial corridors.

But at the moment, Portland is on course to ignore a different suggestion made very clearly by the firm, Nelson\Nygaard: that elected officials should “never, ever” be the ones to set the price of parking.

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What’s it worth?
(Photo J. Maus/BikePortland)

How much is a bike lane worth?

As the City of Portland begins moving toward an overhaul of its auto parking policy, the people on two massive parking-reform stakeholder committees (one for the central city and one for neighborhood commercial districts) are beginning to confront an interesting problem.

If modern acolytes of market-priced street parking are correct, it’s actually not hard to discover the economic value of an on-street auto parking space: use meters or permits to raise the price of parking until 15 percent of spaces in a given area — about one per block — are always empty and available. It’s the curbside equivalent of a store that’s acquiring new inventory at the same rate that it sells its current stock.

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Auto parking on Southeast Division Street.
(Photos by M.Andersen)

Unlimited free on-street car parking is one of the big problems stopping Portland from becoming a better place to live, work, ride a bike, and do business — and a Portland planning expert is floating an interesting solution.

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An unprecedented gathering of bike parking
brain-power met at Lancaster Engineering
Tuesday night.
(Photos © J. Maus/BikePortland)

Staple racks at the grocery store blocked by piles of pumpkins; events with 800 people and zero additional bike parking; apartment buildings with dozens of wall hooks that are difficult and awkward to use for many people…

Portland is full of bike parking problems. Fortunately, most of them are solvable.

On Tuesday night, Jonathan and I joined the bike coordinators for Oregon’s two largest-employment universities, three representatives of bike parking equipment companies, two city employees, three architects, a team of engineers, the operator of the largest bike valet in North America and 25 other wonky Portland citizens for drinks and sandwiches to start talking about the solutions.[Read more…]

If you care about bike policy or planning in Portland, chances are you’ve heard of Chris Smith. Smith is a consummate citizen activist who sits on a number of committees (including the Bike Master Plan Steering Committee), runs the Portland Transport blog, has made a run for City Council, and much more.

Most recently, Smith made news for his appointment to the Portland Planning Commission. Smith’s trademark has always been transparency of bureaucratic processes and encouragement of citizens to learn and get involved in them.

On that note, he’s just launched PDXPlanningCommissioner.com. Here’s a snip from Smith’s introductory post:[Read more…]