The Portland Bureau of Transportation has launched an update to the Freight Master Plan and the first place they stopped to ask for feedback was the bicycle advisory committee.
For years we’ve failed to mitigate the immense risks posed by trucks. With a massive boom in e-commerce and new ideas around how we use streets and curb space, the freight plan just might be a perfect opportunity to finally make progress.[Read more…]
“Time [the Portland Freight Committee] was sent packing or at least reconfigured”
— Lenny Anderson
My visit to the Portland Freight Committee (PFC) earlier this month led to an interesting revelation: Turns out, members of this influential committee think the use of large freight trucks on North Lombard should be prioritized above everything else. To say the committee is skeptical of the Oregon Department of Transportation’s plan to remove two driving lanes to make room for a bike lanes and other updates is an understatement.
Reader Lenny Anderson took notice.
Lenny knows a thing or three about how freight advocacy works in this town. Before retiring in 2013, he spent 13 years improving access to-and-from the industrial district on Swan Island (home to UPS, FedEx, and others). Known to many as “Mr. Swan Island,” one reason Lenny was so good at his job is that he understood the way to move more freight was to encourage bicycling and transit use and remove as many single-occupancy automobile users as possible. “Every two people that ride down here is a semi!” he once said.[Read more…]
“You’ve got a major freight street here, and again, major freight streets are being turned into multimodal parkways. I don’t understand that.”
— Portland Freight Committee member
As the City of Portland looks to create a usable, low-stress cycling network in the central city, one of the toughest places to make it a reality will be the Central Eastside Industrial District. An area hemmed in by massive freeway infrastructure with a legacy of heavy industry and freight-dependent businesses, the CEID is in many ways the lynchpin of the Central City in Motion project.
One of the people standing in the middle of discussions about how to plan for the future of this district is Peter Stark.
Stark is a licensed architect who owns his own design and planning firm. He’s also one of Portland’s most well-known activists. Stark’s many civic endeavors include a position on the board of Portland Streetcar Inc., and he’s the founder and board chair of the Cornell Road Sustainability Coalition. In the Central Eastside, Stark has been a key player for over 17 years. He’s a past president of the Central Eastside Industrial Council and currently on the board as well as being the executive director of the CEIC’s Transportation Policy Advisory Committee.
I caught up with Stark after a meeting of the Central City in Motion in project last week to ask him about how he sees the future of bikes and freight in the Central Eastside.
for the State of Washington, spoke at this
morning’s opening plenary.
(Photos: J. Maus/BikePortland)
The “shared vision” of transportation reform advocates was literally on display at the kickoff of the Oregon Active Transportation Summit this morning. The event, organized by the Bicycle Transportation Alliance, is being held at the Sentinel hotel in downtown Portland today and tomorrow.
I’m covering the action for the first part of the day, then our News Editor Michael Anderson will take over in the afternoon.
The summit started with an opening speech by Lynn Peterson, the former transportation policy advisor to former Oregon Governor John Kitzhaber who was recently forced out of her position as director of Washington’s Department of Transportation.
Portland’s biggest trike-based urban cargo company is about to get bigger.
maybe the city’s single most progressive statement of
The City of Portland says (PDF) its new 20-year comprehensive plan is informed by three city documents that created a prioritized ranking for transportation needs.
But it’s an open question whether the “green transportation hierarchy,” as it’s been known since its creation in 2009, will be fully enshrined in the 20-year comprehensive plan as it previously was in the Sam Adams-era Climate Action Plan, Bicycle Plan for 2030 and Portland Plan.
Members of the city’s Bicycle Advisory Committee are making it one of their top requests to the city to keep the chart in place and intact.
Cities can’t exist without cargo. But it’s becoming increasingly clear that cities can exist with fewer big trucks.
Two weeks ago, the day after local man Kirke Johnson was killed in a collision with a right-turning semi-trailer truck that apparently failed to yield as he passed it going straight, urbanist website CityLab published an interesting bit of news.
After years of selling 15-foot cargo vans as delivery vehicles in Europe and Japan, Nissan has found a market for them in the United States, too: