Hundreds of people rallied at City Hall then rode bikes, rolled in wheelchairs or walked down 4th Ave Sunday to protest recent cuts to safe streets projects.

The Ride For Safe Streets, organized by members of the Move All Seattle Sustainably coalition, came just days before the City Council Transportation Committee was scheduled to hear about Mayor Jenny Durkan and SDOT’s latest version of their short-term bike plan, which slashes the previous plan.

“Families of color should not need to drive their children to their neighborhood school just because the only routes available are too dangerous to walk or bike,” said Jen Grant from Familybike Seattle, who helped lead a Kidical Mass ride to the event.

“Too often, the disability community is pitted against biking and walking and safe streets advocates, we don’t want that to happen” said Anna Zivarts of Disability Rights Washington’s Rooted In Rights project. “We all need to go places, we all need to go places safely. And we can do that. We can create that city. But we need to be working together and we need to be sure our opponents are using us against each other, which is what’s happening now.” Zivarts and Michael Forzano called on safe streets advocates to support their campaign to make sure bike and scooter share does not negatively impact disabled people navigating sidewalks. You can learn more in this recent op-ed in the Seattle Times.

Dr. Jeanna Wheeler of Seattle’s chapter of 500 Women Scientists pointed out that though the Washington carbon tax lost statewide, Seattle voters approved it by more than 68 percent. “To the hesitant elected officials who believe that bus lanes, new housing, bike lanes, walkable streets, all that, are political poison because they inconvenience driving and parking, please look again at 1631. Seattle voters are ready to support more than feel-good measures,” she said. “This is the new face of climate denialism here in our emerald city.”

“It is a shame that in South Seattle we will never see completed safe bicycle infrastructure without prioritization,” said Councilmember Lorena González. She encouraged the crowd to continue building the movement for safe streets.

“The city has done some good things. On paper,” said Councilmember Mike O’Brien. “We have committed to Vision Zero to make sure our city is safe for all road users. We have an ambitious Climate Action Plan that says we’re going to eliminate all carbon emissions in our city. We have bike/ped/transit master plans that lay out a road map to do that. The plans are there, folks. we have some work to do to get those implemented.

“I got six months left, folks. My commitment to you is to get our green transportation infrastructure in place and the policy infrastructure in place at the city before I say farewell,” he said (Full disclosure: My spouse Kelli works in O’Brien’s office as a legislative aid).

The rally also came just a week after Jackson Reavis, 22, died while riding a motorcycle on 35th Ave NE. The fatal collision is still under investigation.

Reavis was a 2015 Roosevelt High School graduate who had recently finished a degree in design, digital art and marketing, according to his obituary:

He had a remarkable eye for detail and an artist’s discernment for color and balance.

Jackson was an accomplished athlete who kept himself in great shape. Tall with a chiseled frame and a beautiful, infectious smile, he was always noticed when he entered a room. He played lacrosse and football, lettering in football on the Roosevelt team that reached the state quarter finals in 2014.

Our condolences to his friends and family. A GoFundMe has been set up to help cover funeral expenses.

The mayor’s decision earlier this spring to scrap planned safe streets measures on 35th Ave NE was a major impetus for organizing this protest and rally. Concerns about unsafe conditions on the newly-paved a redesigned street, such as speeding and dangerous passing, began as soon as the paint was dry, and the City Council Transportation Committee even sent a letter to SDOT (PDF) expressing concerns about safety on the street. All this happened before last week’s fatal collision. While it is not clear (and may never be known) whether the scrapped safety improvements could have prevented this death, the street did not previously have a long history of fatal collisions. And protected bike lanes like those originally planned are known to reduce serious injuries and deaths for all road users.

There are two basic ways that bike lanes get built in Seattle: SDOT chooses high priority projects from the Bicycle Master Plan to pursue for improvements or a major paving project remakes a street that is also designated for bike lanes. 35th Ave NE was the latter, a project chosen by SDOT’s street paving team, not by the bicycle program or bicycle advocates. We need to build bike network connections when streets are repaved because it is by far the most cost-effective way to build out significant stretches of the bike network. But it comes to prioritizing bike and other safe streets projects, every advocacy group and the city’s Bicycle Advisory Board have been clear: South Seattle and downtown need to be the top priorities.

This was highlighted during the rally Sunday when one of the biggest applause lines came after the Major Taylor Project’s Rich Brown said, “I’d like to urge SDOT to reassess the Bicycle Master Plan to figure out how to make things more equitable for residents of South Seattle.”

Seattle’s safe streets movement has come a long way to better prioritize equity, and people of color are more likely to rely on bikes for transportation in the U.S. than white people. But the rally and ride turnout did highlight that Seattle’s bicycle advocacy community is still mostly white.

You can listen to the rally speeches here:

Riding around taking photos in Lisbon this week. And, thought you should know that Pure Cycles introduced two new steel bikes and a gravel one. All three are budget priced. The Gravel Apex, Prestige Road, and Pro Road all cost under $2K for a complete bike. Pure and companies like them are offering much value for the spend in bikes. These aren’t the best adventure bike you can buy, but they cost less than half of the high-performance models.

• 650B compatible for monster tires
• Gravel-ready geometry
• Disc brakes

Retail is $1099.

• Tange Prestige Chromoly mainframe and a carbon fork for a light, comfortable ride.

• 3T Pro Cockpit

• Full Shimano Ultegra 8000

• Hutchinson Epsilon tires for a race-ready ride.

• Mercury S2C Alloy Wheels

Retail is $1499.

• Chromoly mainframe and fork for a light, comfortable ride.
• Drop bars give you a more options for hand and body positioning.
• Compact dual-chainring for tackling tough climbs.
• Sunrace cassette and Shimano derailleur to deliver 16 comp-ready speeds.
• Hutchinson Nitro II tires for a smooth roll and super responsive handling.
• Rack and fender compatible so you can haul it all and keep yourself dry.

Retail is $999

The post Pure Fix Launches Gravel Apex, Prestige Road, and Pro Road  appeared first on Bike Hugger.

Looking eastbound on North Rosa Parks Way where it crossing I-5.
(Photos: J. Maus/BikePortland)

10 months after the City of Portland widened the bike lanes on North Rosa Parks Way (where it crossing Interstate 5) the Oregon Department of Transportation wants to narrow them.

Note the lane width changes looking westbound across N Missouri/I-5 on-ramp intersection.

A few days ago I noticed the outside buffer stripe of the new bike lane and one of the other lanes had been ground off by work crews. A new, preliminary line has been laid down. Once fully re-striped, the bike lane will be 1.5 feet narrower. The width of the old bike lane (not counting buffer stripe) was 6.5 feet. The new one will be just five feet wide.

“There was a miscommunication between ODOT and PBOT.”
— Don Hamilton, ODOT

What’s going on here?

When PBOT crews striped the Rosa Parks Way project, they continued the lane widths on the section that goes over I-5. This is noteworthy because ODOT and PBOT have different ideas about how wide lanes should be. And ODOT has jurisdiction to all streets and intersections that cross interstates and interstate access ramps. Several weeks ago I heard a rumor from a source at the City of Portland that ODOT was no on board with PBOT’s striping.

As you might guess, PBOT is much more comfortable striping wider bike lanes and narrower general purpose lanes that ODOT is. Broadly speaking, ODOT prefers wider lanes for drivers and narrower lanes for bicycle users — especially around freeways.

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According to ODOT’s Highway Design Manual (Pedestrian and Bicycle Chapter), the standard width for bike lanes is 6 feet and the minimum is 4. If the bike lane is next to a curb, as is the case on this section of Rosa Parks, an additional foot is required.

Asked for comment, ODOT Region 1 Public Information Officer Don Hamilton said: “When PBOT did their paving and restripe last summer there was a miscommunication between ODOT and PBOT, resulting in lane widths that could not be approved by ODOT for a freeway interchange being installed. PBOT is now changing the lane widths to ODOT standards.”

Hamilton confirmed with me today that ODOT will reduce the bike lane width to five feet and will maintain the two-foot buffer. By comparison, PBOT had striped a 6.5-foot bike lane with a two foot buffer (which was even narrower than the 7-foot wide lane with 3-foot buffer that initially proposed).

PBOT Commissioner Chloe Eudaly’s Chief of Staff Marshall Runkel told me he’s aware of the situation (it came up at the recent PBOT Bicycle Advisory Committee meeting). “It’s a tough situation,” he shared via email today, “[we’re] working on a systemic fix.”

This isn’t be the first time the city and state have disagreed about a bike lane. Recall the SE 26th Avenue Bike Lane Saga that culminated last year. In that case, ODOT felt the bike lane was unsafe and wanted to remove it entirely in exchange for granting PBOT the right to create a bikeway and safer crossing of SE Powell two blocks over.

UPDATE, 3:24 pm: Asked for a rationale to re-stripe this section of the street, ODOT’s Hamilton said: “This is not some bureaucratic exercise done to annoy bicyclists. We follow ODOT standards set for freeways that will make the road safer for people who choose to drive. And let’s remember that the result is an improvement from a 5-foot bike lane less than a year ago to a 5-foot bike lane with a 2-foot buffer.”

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

Kidical Mass PDX rides to camp, 2014.
(Photo: Andy Schmidt)

Who doesn’t love a last-minute weekend adventure? We’ve got a few spots left for our annual Kidical Mass PDX family group camping trip this weekend and we’d love to have you come along. There are even still some scholarships available (email kmasspdx[at]gmail[dot]com for scholarship information). Keep reading for all the details!

Kidical Mass PDX lunch stop at Gresham Main City Park, 2013.
(Photo: Andy Schmidt)

It’s happening this weekend. Here’s the gist from Kidical Mass PDX:

Our Family Biking column is sponsored by Clever Cycles.

➤ Read past entries here.

We’ll leave from Woodstock Park (at the play structure by SE 47th Ave and SE Harold St) in Southeast Portland at 10am Saturday morning and ride approximately 20 miles (picnic lunch stop halfway in Gresham’s Main City Park) to beautiful Oxbow Regional Park, where we’ll camp, swim, and sit around by the fire. The ride will be at a leisurely pace suited to family biking, and will mostly be on off road trails and quiet country roads.

We’ll ride back together the next day. There’s a big hill coming out of Oxbow, and we will have a truck and trailer to pull bikes and gear up the hill. There will also be several carseats installed in the truck, so we can haul families as well.

Each site is $20, and please bring cash to give to the ride leader day of. Please bring extra for firewood while we camp.

Oxbow Park play structure.
(Photo: Madi Carlson)

➤ The campground

I took a day trip out to Oxbow in March and found it to be spectacular! It’s enormous and has everything one could want when camping with kids: play structure, visitor center, lots of paths, restrooms, a refreshing river, a paper kids’ activity guide, and trees galore. But note: no pets or alcohol allowed.

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➤ The route

Why do campgrounds always involve a big hill?! I used my road bike for my test run and needed to stop and rest early in the climb back up the hill. Some families will probably bike the hill in the morning, but for those who don’t want to we’ll have vehicle support. I think I’ll personally send my reasonable kid and all the gear up in the truck and pedal up with my more adventurous kid.

Other than the pesky hill, our only other tricky spot is an uncontrolled crossing of Highway 26 at mile 14.5 (I’ve got it marked with a caution icon on our route map) which might take a long time while waiting for a break in traffic. Much of the trip is along the Springwater Corridor Trail and the country roads are quiet ones.

➤ Food
Most of us will bring all our food from home, stopping for a picnic lunch in Gresham’s Main City Park halfway along. However, there’s a bagel place close to Main City Park and for bagel needs even before reaching Gresham, we’ll pass by Cartlandia three miles into our trip. And at the other end of the ride, Weece’s Market is three miles before Oxbow Park. It’s small, but it’ll do the trick!

➤ Camping tips
Next year we’ll be organized enough to finally do that family bike camping workshop/meetup we wanted to organize last year, but this year will be the usual: make new friends on the day of the trip, remember how to use our camping gear since it’s our only trip of the year, and share snacks, hot water, books, and toys with our new friends. Check out my packing list and family bike camping tips on my Family Ride blog.

If you’re able to join us this weekend, check out the details below:

➤ KMPDX Camping Trip 2019
Saturday, June 22 10:00 a.m. – Sunday, June 23
Meet at Woodstock Park Playground
Camp at Oxbow Regional Park in Gresham, OR
– Facebook event page
– Eventbrite registration page **Registration required
– Route on Ride with GPS

Thanks for reading. Have you been bike camping? With kids? At Oxbow Park? Please share your advice!

Remember, we’re always looking for people to profile. Get in touch if it sounds like fun to you. I’d especially like to feature families of color so please get in touch or ask friends of color who bike with their kids if they’re interested in sharing their stories. And as always, feel free ask questions in the comments below or email me your story ideas and insights at madidotcom [at] gmail [dot] com.

— Madi Carlson, @familyride on Instagram and Twitter

BikePortland needs your support.

Clad in plaid at Plaid.
(Photos: Eric Thornburg/no.lens.cap on IG)

We hope you’ve been enjoying Pedalpalooza. From the looks of streets and social media it seems like the rides and events are going very well.

To keep you inspired and updated, we’ve got a few photos to share from two rides that happened on Saturday: The Cosplay Ride and the Plaid to Plaid Ride…

Cosplay Ride

Official description:

“Ladies, Gentlemen and everyone between! Come one, come all, come slither with Womanimal and her pet dragon! Please wear attire inspired from all things fantasy: kings, queens, orks, wizards, goblins, hobbitzes, gelflings, skeksis, unicorns, GOT, xmen and women, super heros, super villians, make it up, be your own creation! Having a story to tell will add to the allure!”

Ride leader Abbey Wan Dracoon led just over a dozen people on the inaugural edition of this ride. Our photographer Eric Thornburg said the outfits drew inspiration from the entire gamut of fantasy and relied heavily on Goodwill and Craigslist finds. What makes cosplay more fun? Getting on a bike and parading around town!

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Plaid To Plaid Ride
A healthy crowd showed up wearing as much plaid as they had and took a tour of a few local Plaid Pantry stores with some general bikey shenanigans thrown in for good fun. Here’s what it looked like…

Check the Pedalpalooza Calendar for more great rides!

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

This week’s Monday Roundup is sponsored by the Gorge Pedal. You will not want to miss this event and ride on July 20th that will share the best of what the Gorge has to offer!

Here are the most noteworthy items we came across in the past seven days…

Oh Canada: Montreal’s network of physically protected bike lanes already makes it arguably the best biking city in North America. Now they plan to add 16 more miles of bikeways in the next two years by removing parking and reconfiguring lanes.

Friendly shops FTW: Portland’s River City Bicycles gets a well-deserved spotlight for is welcoming and inclusive vibe in this article from Bicycling Magazine on how bike shops need to “lose the attitude”.

NIMBY-speak: If you’ve attended a public meeting about a controversial issue you will definitely relate to this brilliant satire of how status-quo keepers like to talk.

How the Highway Industrial Complex rolls: US DOT Secretary Elaine Chao finally sold stock in a major road paving company after media coverage and public pressure forced her to.

More neighbors = more cycling: The NY Times editorial board says more cities should follow the lead of Minneapolis and outlaw single-family zoning.

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Say it louder for the folks in the back: “Make life easier for pedestrians, bikers, and mass transit users and encourage more commuters to shift modes and abandon their cars, and roads start to become unclogged.” That’s the takeaway from Curbed on a new report on urban congestion.

Paint is not protection: Britain’s cycling and walking commissioners tell policymakers that paint-only bike lanes are a waste of money. (If that’s true, Portland has thrown away a lot of money.)

Beyond bikeways: A bike advocacy group in Silicon Valley shares their realization that on some streets, pushing for a new bike lane might actually go against their stated mission.

Seniors will cycle with separation: A new study shows that having a physically protected space to ride is the top priority for older adults who want to use a bicycle for transportation.

Anti-bike political shenanigans: After they inexplicably scrubbed much of the pro-cycling language out of a transportation bill, a Minnesota lawmaker said his Republican colleagues, “Have a hostility to the bicycle as a mode of transportation. I don’t understand it.”

Tweet of the Week: There was a lot of competition this week. I decided to go with something light and fun…

Het #Fietsorkest #Haarlemmerdijk #Amsterdam pic.twitter.com/EDMlGqHBCW

— Peter Wildenbeest (@AmsterAdam) June 15, 2019

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

Images from the 2019 Bicycle Master Plan Implementation Plan (PDF).

SDOT and Mayor Jenny Durkan yesterday released the city’s first “annual” short-term bike plan in 26 months.

That the plan itself was delayed well over a year is a good symbol for how SDOT and Mayor have been treating bicycle improvements since she took office. But it is here now. And though the contents are sure to be disappointing to people hoping the city would dedicate itself to bold and ambitious action to improve bike safety and access across the city, at least this time the mayor has put her personal stamp on it. No more blaming her predecessors. She is accountable to this plan.

“This Bike Master Plan Implementation Plan reflects our commitment to fight climate change, support a multimodal transportation system that encourages the reduction of single-occupancy vehicles, and supports Seattle’s Vision Zero commitment to eliminate fatal and serious traffic collisions by 2030,” Mayor Durkan and SDOT Director Sam Zimbabwe write in the intro letter. Though considering that this plan makes big cuts to the previous version, I’m not sure this sentence comes off quite as they hoped.

Compared to the draft version of this short term bike plan released earlier in the spring, the final version has some small tweaks but is mostly the same. Some changes are good, some are not so good, and some are maybe good but possibly pointless. Ultimately, the work outlined here gets Seattle nowhere close to building its Bicycle Master Plan on schedule. Instead, the city is moving at half-speed. At its current rate, Seattle won’t reach its 2035 bike facility goal until 2055. Considering the world has only until 2030 to dramatically reduce carbon emissions, 2055 is far too late to complete this little part of the solution.

The updated short-term bike plan, covering work through 2024, cuts about 23 miles of bike facilities that were included in the 2017 short term plan. So the city is not positioned to catch up on its slow bike plan progress.

Now, it might be OK for the city to meet only half its mileage goals if it were choosing the most important miles and doing them really well. But in many cases, especially in South Seattle and 4th Ave downtown, that is not the case, either.

I don’t expect this plan update will slow down Sunday’s Ride for Safe Streets, a rally at City Hall and ride/walk down 4th Ave to protest the recent cuts and call for more city action on safe streets.

There is good some good news in this latest update. The city is committing to building protected bike lanes on the stretch of MLK Way between the I-90 Trail and at least Rainier Ave. It is a significant bike connection that will surely help a lot of people get around, though it is not a replacement for the Rainier Ave bike lanes they cut from the 2017 bike plan.

Another great change is that the south downtown connection between 2nd Ave and the International District is now shown on 5th Ave, which is dramatically less steep than 6th Ave between Jackson and Main Streets. On paper, this looks like only a one-block change, but that one block is the difference between people using it or ignoring it. This connection is also listed for completion this year, a goal I hope SDOT pursues aggressively both because of its general importance but also because Sound Transit construction early next year could require people with bikes to exit trains downtown before reaching Pioneer Square Station. So having this south end connection in place when that work begins would provide people with a safe and intuitive way to bike around the construction (stay tuned for more details on this project).

And, of course, it’s good news that there have not been more major cuts. The Missing Link and Eastlake Ave, for example, are included. Mayor Durkan and SDOT are saying that they are committed to these projects, which is great news. Though after 35th Ave NE, I don’t imagine anyone will relax until they are finished.

The worst update is that the already-delayed 4th Ave bike lane downtown is now being proposed as a one-way bike lane northbound. Because the downtown core’s east-west streets are so steep, there is an enormous need for a southbound bike lane that serves uphill destinations like the Central Branch Library and City Hall. People need to go to and from these destinations. Trips are rarely one-way. Climbing Spring St from 2nd Ave to the library’s 4th Ave entrance, for example, is extremely difficult. These blocks are so steep that SDOT’s Madison RapidRide team is having trouble finding buses that can climb them. This is certainly not feasible for people of all ages and abilities.

A 4th Ave that mirrors 2nd Ave (bus lane on the right, two-way bike lane on the left) makes much more sense and is more intuitive for all road users. And pairing the southbound lane with the northbound bike lane is easily the most cost-effective way to build that southbound connection. A 5th Ave bike lane, the only other real option, would be expensive and likely politically difficult. 5th Ave is not included in the latest plan, and Mayor Durkan is clearly uninterested in adding to the project list at this point.

Building bike lanes downtown is hard work and, like any construction work, can be disruptive. So the city should do this right the first time rather than building an insufficient one-way bike lane that will need to be updated later. SDOT should also learn from their earlier downtown projects and partner with other teams within the department to share the costs. For example, some of the signal work funds could come from the signals program rather than the bike program since the signal upgrades are improvements for all road users, not just people on bikes. Spot paving needs could come from the paving budget, because of course it should. Basically, if this vital project were a true priority for the mayor and SDOT leaders, they could make it happen and do it right even within existing budgets.

Another terrible change is that completing the waterfront bikeway has also fallen off the plan. This was a change from the 2017 plan that I missed when SDOT released the 2019 draft. The big Waterfront Seattle project to rebuild Alaskan Way includes a two-way protected bike lane from the Alaskan Way Trail in Pioneer Square to Virginia Street, just 0.6 miles from reaching the Elliott Bay Trail through Myrtle Edwards Park. The 2017 bike plan included this project with an expected completion date in 2020. The latest version no longer has an expected completion date, instead listing it as “start planning phase.” Are the city and state really going to build a waterfront bike path that is missing a half mile right in the middle of it? Billions of public dollars are being spent digging a tunnel for cars, removing the Viaduct (for cars) and recreating a waterfront (also mostly for cars), but Seattle can’t possibly find a way in the next half decade to connect the waterfront bike path a measly half mile? What a joke.

In response to clear direction from essentially every bike advocacy group and the Bicycle Advisory Board, the city did add some major south end routes to the plan. Beacon Ave, eastern Sodo and MLK Way are shown with fuzzy gray highlights around them. But these projects are only scheduled to “start plan phase.” There is no commitment to build these projects or even to fully design them. The idea is that if the city can find more funding or win a grant, these projects could happen.

I suppose this is something, but it in no way makes up for the awful lack of quality projects in the southend. With half a decade to do it, Seattle still isn’t sure it can connect South Seattle neighborhoods to the rest of the city’s bike network. That’s unacceptable and, frankly, embarrassing. South Seattle deserves action, not more “maybes.”

This following map, included in SDOT’s presentation to the City Council (PDF), shows the planned bike facilities on top of a map of Seattle neighborhoods differentiated by “disadvantage” as determined by the city’s Racial and Social Equity Composite Index. Knowing that most the red areas have already been underserved by the city’s bike efforts, this map makes it clear that the scope of work planned will not correct the wrongs of the past. Equitable bike planning wouldn’t just spread out bike lanes evenly across the city, it would focus investments in places previously neglected. This plan does not do this.

I’m glad Mayor Durkan is putting her name on this. Even though it’s terribly incomplete, at least she’s finally putting herself on the hook to achieve the many good things still in it.

Seattle is currently in the midst of a huge biking boom. The numbers measured by our city’s bike counters are incredible. Five of the top ten days ever recorded on the Fremont Bridge have happened in 2019, and it’s only June:

New record. Highest number of bicycle riders recorded (since 10/2012) is now 6,428 from 6/11/2019. Current top 10: pic.twitter.com/njHLk5Rduf

— Dongho Chang (@dongho_chang) June 12, 2019

It’s easy to get wrapped up in the bike facilities and forget that transportation culture is so much more than paint on the ground. And it takes a lot more than a handful of project delays and cuts by the mayor to slow it down. Part of the frustration is that success is staring Mayor Durkan in the face, but she’s waving it away. It took a long time and a ton of work to get here. Don’t stop now that it’s catching on.

But despite all the cuts, good projects are still moving forward. Things are getting better, just not at the rate we voted for, hoped for or need if we are going to meet our goals. Seattle has the money, and Seattle has the plans (and the plan plans and the plan plan’s planning plans…). We have so much potential to make a major shift in how people get around, and it feels like the mayor is squandering this opportunity.

If people in the Mayor’s Office are confused why people are still so mad, that’s why. We don’t need a mayor who will do the bare minimum possible with our voter-approved levy dollars. We need a mayor willing to step into the unknown and take our city where other U.S. cities haven’t gone yet. Someone willing to take risks and challenge car dominance when it gets in the way of our safety, mobility and climate goals. And we have never seen this from her.

But it’s not too late for her to change. She’s not even halfway into her term. She took advice from the wrong people on 35th, and it has proven to be a disaster. It’s time to start listening to someone else. If she wants to champion bold ideas, there are a lot of people out here ready to cheer her on. But she’s gotta make that move, and this latest plan ain’t it.

Below are the project lists from the 2019-24 Implementation Plan (be sure to note which lists are “funded through construction” and which are “funded through design/plan”):

One of the 500 new Razor scooters to hit Portland streets.
(Photo: Bryn Dearborn)

The City of Portland has granted a permit for a new type of electric vehicle: a scooter with a seat.

According to a Bureau of Transportation statement, two companies — Razor and Shared — have been granted permits as part of the City’s e-scooter pilot program. Between them 725 of these scooters have the right to be deployed on Portland streets as of today.

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“We prioritized accessibility in this second Shared Electric Scooter Pilot Program, and I am pleased to say that both Razor and Shared delivered with these seated e-scooters,” said Transportation Commissioner Chloe Eudaly. “There is still a significant amount of work to be done to achieve equity in transportation, but the addition of seated e-scooters to our local fleet opens up this mode of transport to many more Portlanders.”

PBOT says this move comes in response to feedback from the community that many people didn’t feel comfortable or weren’t able to use the more traditional, stand-up scooters. These new scooters not only have a place to sit, they also have larger and wider tires — which means they’ll also appeal to people who are concerned about hitting potholes/bumps or just tipping over on the existing scooters.

Combined with what’s already on the streets, these new offerings from Razor and Shared bring the total number of permitted scooters to 1,975.

According to Razor’s website, their sit-down scooters have a thumb throttle, rear disc brake, and front and rear lights.

Like the stand-up scooters, these new sit-down versions will be allowed in what we typically refer to as bicycle lanes.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

Put on your bathing suits and get ready to splash around!
(Photo: J. Maus/BikePortland)

It’s the middle of June, the middle of Pedalpalooza, and the middle of a warm weather trend. This weekend is likely to be truly epic.

To help you make plans, we’ve got a selection of rides and events below. Have a great weekend!

Diablo’s Wild Ride – 8:00 pm at Devil’s Point (SE)
The 10th annual party ride led by the inimitable Diablo is sure to press all your fun buttons. More info here.

Midnight Mystery Ride – 11:30 pm at Hopworks Pub & Beergarden (N)
It’s June, so it’ll be the biggest MMR of the year. More info here.

Skull 120/60/30 – All day in Burns
I’m headed east to Burns for the annual Skull 120, what organizers say is the toughest gravel race in the country. I can’t wait! More info here.

Group Ride! – 10:00 am at Tough Luck (N)
Meet and train with fellow Cycle Oregon fans at this monthly series of rides sponsored by Bike Gallery and Nossa Famlia Coffee. More info here.

Read and Roll Bookstore Crawl – 12:00 pm at Sewallcrest Park (SE)
Join Joe “Metal Cowboy” Kurmaskie for a leisurely, 8-mile loop that will stop at six independent bookstore to browse and learn about the history of each one. More info here.

Splish! Splash! Wet Portland Ride – 2:00 pm at Jamison Square (NW)
A proud local tradition, this ride will visit several of our best fountains to sample the water. Wear your bathing suit! More info here.

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Milwaukie to Oregon City on the Trolley Trail – 10:00 am at Milwaukie Bay Park
If you’ve been wanting to ride south of the city and discover this gem of a path, here’s your opportunity. 20-mile loop and no one will be left behind. Includes a ride on the municipal elevator in Oregon City! More info here.

Live Freeways Ride – 11:00 am at Goose Hollow MAX Station (SW)
Join a knowledgable ride leader John Russell and ride on 25 miles of local freeways from Portland to Oregon City. More info here.

Storytime Ride – 11:00 am at Woodlawn Elementary School (N)
Local artist (and Pedalpalooza poster creator!) Cat Odell will lead this family-friendly event in the park. She’ll share her new children’s book and then the kiddos can ride the fun paths in the park. More info here.

Multnomah County Bike Fair – 12:00 pm at Colonel Summers Park (SE)
A day of silly and fun bike events and camaraderie with fellow bike funnists. Come say goodbye to the Sprockettes and delight in the antics of Olive & Dingo. More info here.

Photo Ride – 6:00 pm at Salmon Street Springs (SW)
Photographer Eric Thornburg will lead this gathering of camera and cycling enthusiasts. Come geek out on lenses and accessories or just show up and be a willing subject for all the photogs. Ride will visit prime photo locations and have a prize for best image taken. More info here.

Full Moon Naked Ride – 8:30 pm at Coe Circle (NE)
Because not everyone can wait for the World Naked Bike Ride. And for what it’s worth, I can vouch for the leaders. They’re good and fun-loving folks! More info here.

Stay plugged into all the bike and transportation-related events around the region via our comprehensive event calendar.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

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BikePortland needs your support.

Two new jobs posted this week.

Learn more about each one via the links below…

–> Bicycle Technical & Customer Support Team Member – Bike Friday (Eugene)

–> Office Administrator – Ride Report

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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! If you’d like to post a job on the Portland region’s “Best Local Blog” two years running, you can purchase a listing online for just $75. Learn more at our Job Listings page.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

The teal is strong with this one.
(Photos by Eric Thornburg/No.Lens.Cap)

Some of the best Pedalpalooza rides are often the ones with the simplest theme. Case in point: Last night’s Teal Ride.

“Teal for Real! Who doesn’t love the color teal… it’s a little green… it’s a little blue. It’s perfect,” read the ride description. “Bring your teal bikes, helmets or dress in teal for this fun and short ride.”

Why a teal ride? Here’s what ride leader Andrea Chin said when we asked her that question:

”It started on the 2017 Pedalpalooza kickoff ride with a few of us pointing out teal bikes, and chatting with those who had teal bikes. We all connected over the love of teal, and by the end of the night, we had teal catchphrases, and had made up a teal squad vest, slightly a parody of bike clubs. Last year, someone proposed getting a teal ride on the Pedalpalooza calendar (because why not?) and it was a success! With all of the previous year’s hype we decided it should be an annual installment. It shows that even a seemingly simple thing as a color can bring people together.”

Our Pedalpalooza embed Eric Thornburg was there to capture it. He said there were at least 80 people by the time the ride left Laurelhurst Park. Ride leaders made it clear that everyone was welcome — teal or no teal — “As long as they had teal spirit.” And judging from his photos, there was plenty of it.

Eric said riders rang bells at every teal-colored object; be it construction pipes on the side of the road, a teal vehicle, or teal paint on a house. The group photo was in front of a teal-colored building at SE 10th and Taylor. Scroll down for the gallery…

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Check the Pedalpalooza Calendar for more great events and browse more of Eric’s photos here.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

The new Hoquarton Trail in Tillamook is the first paved section of the Salmonberry Trail and a model for how this ambitious project will progress.
(Photos: J. Maus/BikePortland)

After 10 years operating mostly in the shadows, the Salmonberry Trail is ready to move into the spotlight.

Alana Kambury is the Salmonberry Trail Foundation’s first full-time leader.

For the first time since murmurs of the 86-mile trail between Washington County and the Oregon Coast began, the project has a nonprofit with a full-time leader standing firmly behind it. I recently sat down with Salmonberry Trail Foundation Executive Director Alana Kambury to learn more about her and what her work means for this exciting project.

While some assume a project of this scope will take decades to bear fruit, Kambury sees it differently. “Our goal is to increase the velocity of this project,” she said. And there’s reason for optimism. The first piece of the trail has already been built and there’s an event today (June 14th) on the Banks-Vernonia Trail to commemorate the start of a major upgrade to the Manning Trailhead — a project that was triggered by enthusiasm for the Salmonberry and will ultimately mark the eastern trailhead.

It was just 12 years ago when the Port of Tillamook Bay opted to let their rail line be overtaken by the forest. After severe storms damaged sections of the line in 2007, the Port made the decision to not repair it. Two years later, trail advocates came together to map out a different future for the rail line.

“Everybody has their plans to go to Crater Lake. They could have their plans to go walk or ride or bike the Salmonberry.”
— Alana Kambury

They formed the Salmonberry Trail Intergovernmental Agency (STIA), a group co-convened by Oregon Parks and Recreation and Oregon Department of Forestry. Their vision included an 86-mile trail from Banks to Tillamook — with 22 miles along Highway 101 on the Oregon Coast — that would become a world-class destination.

“Everybody has their plans to go to Crater Lake,” Kambury shared during our conversation outside her office in the Pearl District, “They could have their plans to go walk or ride or bike the Salmonberry.”

Just last year, STIA signed a lease with the Port of Tillamook Bay that gives them the right to develop the trail. This agreement is significant because it allows advocates to develop detailed master plans for each trail segment. Another big step that happened last year was the completion of an economic and health impact analysis. Kambury says they expect a $20 million per year boost to local communities. The trail will attract people interested in all types of activities; from trail-running and hiking, to riding horses and bicycles.

But Kambury is quick to point out that much of the current momentum revolves around more utilitarian uses. “Communities along the coast are very excited and motivated for the trail because they see opportunities for things like Safe Routes to School… The trail can look like many different things, like a tourist thoroughfare, but it can also be how kids and families get to school safely. I’ve seen mothers with strollers on Highway 101 and it’s terrifying. We want to provide a safe bike route on that stretch.”

Nearly everyone who looks at the future of the Salmonberry sees something different. It will be Kambury’s job to manage all those visions — then raise the money and build the relationships it will take to turn them into reality. Her Salmonberry Trail Foundation will play the lead role. The organization is in its infancy and its nonprofit status is still pending IRS approval; but Kambury is already going full steam ahead. She’s already found most of the board members and is building the infrastructure to accept individual memberships. The first priority will be to build capacity to go after major funding opportunities. Kambury was coy about details, but said there could be a “significant amount of money” coming into the organization next year.

“The Trail could take 8 to 10 to 15 years to build out, depending on when funding comes in, but in that time, we’ll see parts of the trail open up,” she said. “There are specific opportunities we’re keeping our eye on that donors both public and private have encouraged us to have on our radar… ”

Donors, government agencies, cities, counties, state legislators — Kambury says she’s heard from all of them.

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To Kambury, this 100-year-old railroad line could not be more relevant or necessary today. She talks about how it can heal divisions and take down barriers. “I think we need a project like this now because it builds connections between urban and rural, and we’re at at time of really looking at diversity and inclusion and the past mistakes we’ve made in outdoor recreation… How do we build this trail with everybody in mind? What do we build in for outreach and programming — even just the design of the trail — so it’s relevant and approachable to everyone?”

A popular misconception about the trail is that it’s only for extreme adventurers. “This is not some crazy wilderness,” Kambury said. “We’re not asking people to through-hike. This isn’t the Oregon Timber Trail or PCT [Pacific Crest Trail].” A stronger comparison would be the Crown-Zellerbach Trail in Scappoose that attracts everything from weekend warriors from Portland and locals who want a quick nature getaway.

The old rail line along a logging road outside of Timber.

Asked what she sees as the biggest challenge, Kambury said the project is often misunderstood. “It’s such a big vision,” she said. “We’re working hard to keep people informed, but it takes on-the-ground time with communities on the trail.” As with any major trail project, there are bound to be some people who worry that increased public access will lead to a decrease in privacy. The trail right-of-way (which the Salmonberry Trail Foundation has a legal right to develop) literally runs through peoples’ backyards. Kambury is well aware of the sensitivities around this. “Of course there are some concerns with having a recreational use that local communities aren’t familiar with come through their backyard,” she said when I asked if the trail had any opposition. “People moved to rural areas for a reason, we want to respect that.”

To tamp down concerns, Kambury won’t just tell local residents what the trail can do for visitors; but also what it can do for them. “We are asking people what they need in their own communities and how can we build a trail that respects their lifestyle, while showing them this is something that will benefit them directly, even if they don’t want to be the person who builds a business that serves it.”

Sign outside a home in Timber adjacent to the Salmonberry Trail alignment.

Tillamook Creamery is a lynchpin in the trail’s development. It’s by far the largest and highest-profile business on the route, serves as its southern terminus, and the company’s Director of Engineering Jack Mulder is on the Salmonberry Trail Foundation and STIA Board. The famous cheese and ice cream maker is currently discussing how to build a section of the trail along their property in a way that benefits both employees and tourists.

When it comes to negotiating with agricultural-based businesses, Kambury has a leg up. A native Oregonian who grew up in Portland and Ashland, she started Starvation Alley Cranberry Farm in 2014 after earning her MBA from Bainbridge Graduate Institute. “I love working with the agriculture community. I love the dedication and commitment it takes to work in natural resources and agriculture, the pride that comes with it, how it gets you out into the environment.”

Kambury is optimistic, but she’s no Pollyanna. She understands the cultural differences between rural and urban communities. “I don’t think conflict is a bad thing,” she said. “I think if we disagree on things but find something we can work together on; I think it will bring us together in a time when that’s really important. Our politics aside, anyone can benefit from just being outside. And Oregon is the prettiest place to be outside.”

To practice what she preaches, Kambury will lead two upcoming rides: Today at 2:00 pm she’ll attend the ribbon-cutting for the recently improved Manning Trailhead on the Banks-Vernonia Trail and then ride with attendees on a seven-mile ride. Then on June 27th, she’ll lead the MAX to Manning Pedalpalooza ride, a 40-mile out-and-back from Hillsboro.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

Left to right: Foster Area Business Association President Allen Rowand, Foster-Powell Neighborhood Association Co-chair Eric Furlong, Portland Mercado Director Shea Flaherty Betin, Transportation Commissioner Chloe Eudaly, Transportation Director Chris Warner and Prosper Portland Commissioner Peter Platt cut the ribbon the Foster Transportation and Streetscape Project. (Photo: PBOT)

“I know it was a long time coming. I hope it was worth the wait.”

That was Portland Bureau of Transportation Commissioner Chloe Eudaly this morning as she stood near the intersection of SE Foster and 72nd along with PBOT Director Chris Warner and Foster-area business and community leaders. The occasion marked the official completion of the Foster Road Streetscape Project.

PBOT created this new map as part of a marketing push to encourage folks to walk and bike on the street.

Eudaly said the project — which we shared a sneak peek of just a few days before it was finished — has, “Transformed Foster Road from a high-speed, auto-oriented corridor into a balanced streetscape.”

Ironically, while telling the assembled crowd that the former arterial now “enhances the quality of life for Portlanders in surrounding neighborhoods,” she had to pause her prepared remarks because a large truck rumbled by. “Unfortunately, it’s still quite loud so I hope everyone can hear me,” she said.

PBOT and their partners spent $9 million on a host of upgrades that stretch 40 blocks from 50th (intersection with Powell) to 90th (just west of I-205).

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New striping and signals at SE Holgate.

Foster Area Business Association President Allen Rowand said the new access for bicycle users and reduction of driving lanes is, “The next step in the district’s evolution in becoming a destination instead of a throughway.” Rowand added that the new street design will make the annual Foster Tasting Tour even better this year, “Now that people can safely walk and bike to the events.”

Portland Mercado Director Shea Flaherty Betin said the “new street” is worth celebrating because it will led to more family biking and walking to local festivals and events.

Speaking of which, PBOT has planned a full slate of events dubbed, “Summer Fun on Foster” to encourage people to get out and enjoy the street (which Eudaly referred to as public space in her remarks).

You can’t just build it, you also have to promote it.

Here’s the list of events:

June 16th – July 20th: #FosterFaves Photo Contest

June 16th – July 8th: Visit a Local Bike Shop

July 10th: Sweet and Savory Summer Bike Ride

July 13th: Let’s Go FoPo NeighborWalks hosted by AARP Oregon

July 20th: Foster Tasting Tour hosted by FABA

August 3rd: Lents Green Ring Ten Toe Walk

August 6th: The Art of Foster Bike Ride

August 11th: Lents Fair

August 18th: Grocery & Market Transit Tour

September 7th: Portland Mercado Taste of Latinoamérica Festival

Learn more about all of them here.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

Our fav Osprey mountain bike pack, the Raptor (men’s) and Raven (women’s), just got better. The new winged harness wraps the upper shoulders for added stability. Likewise that feature keeps the pack comfortably close to your body. As a result, it works even when the trail turns super techy.

The AirScape suspension evenly distributes your load. For the reason that also permits dynamic range of motion. The mesh-covered foam backpanel is certainly well ventilated. An included 2.5-liter reservoir slides into its own dedicated compartment. Another devoted space at the base of the pack houses a Tool Roll for your mini-pump, tire lever, hex keys, and more. Mark V only rides with Osprey.

Available in 10L and 14L sizes, the Osprey mountain bike pack is made for men and women and cost $140 or $150 for the larger size. Find them online at Osprey.com or with free shipping from Amazon. Above all, Osprey’s packs are top-rated. Osprey repairs damage or defect for any reason free of charge. That’s even if the pack was purchased in 1974 or yesterday.  Most noteworthy, for me, is how I can organize my gear/

• Contouring AirScape backpanel and bike-specific shape harness
• Included Osprey Hydraulics® LT 2.5L reservoir by Hydrapak
• Hydration sleeve with direct-zip access and hose path for easy loading
• Lightweight sternum strap magnet for easy access to water
• Scratch-free, heat-embossed zippered slash pocket
• Stretch mesh zippered hipbelt pockets
• LidLock bike helmet attachment
• Stretch mesh front pocket for quickly stashing extra gear
• Blinker light attachment and reflective patch for safety
• Removable roll-up tool pouch keeps tools handy and organized
• Bike tool organization in main compartment
• Front panel zippered stash pocket
• Side compression straps double as a full face helmet carry
• Product Dimensions: 20 x 9 x 9 inches ; 1.8 pounds
• Shipping weight 2 pounds

The post Osprey Mountain Bike Pack Just Got Better appeared first on Bike Hugger.

(Photo: J. Maus/BikePortland)

It’s not the Idaho Stop, but a law that would allow bicycle users to treat stop signs and flashing red signals as yields (when safe, of course) would be a major step forward for bicycle users in Oregon. And it just moved one major step closer to passage as the 2019 session rolls into its final few weeks.

Senate Bill 998 passed the Senate Rules Committee yesterday by a vote of 4-1. This comes two months after it passed the Senate Judiciary Committee.

Lane County Senator Floyd Prozanski — who introduced a bill inspired by Idaho’s law in 2003 — was the sole person to testify at the committee hearing yesterday. “What Idaho has is much broader than what’s been introduced here, he explained to the committee. “It [Idaho’s law] also allows bicycle riders to do the same [yield] at red lights. I believe that’s too far to go at this stage and that’s why we should follow what would be more the Delaware model.”

Delaware passed their law, which they call the “Delaware yield”, in 2017.

According to Prozanski, the main benefit of this law is that it would allow people on bicycles to maintain momentum at intersections and therefore be less likely to suffer from a collision or close-call. When bicycle riders come to a complete stop, the act of starting up again can make them vulnerable to being hit by other road users who can increase speed more quickly and easily.

Only two of the five senators on the committee made a comment before filing their vote. Republican Sen. Herman Baertschiger (Grants Pass) voted in favor of the bill. “If you want to ride your bicycle through a stop sign; very good,” he said, “But I would strongly suggest if you’re riding around the capitol today with all these log trucks [being driven around in protest of Oregon’s pending climate legislation], today wouldn’t be good day to do it.” Then everyone laughed.

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Prozanski making his case.
(Screenshot from Oregon Legislative Information System website)

Committee Chair Senator Ginny Burdick said she feels the bill will be a boon for riders who click into their pedals with cleats. Removing feet from cleats at every stop sign can “sometimes be dangerous for those of us who are not particularly skilled,” she said; then added, “I will also point out that if anyone messes up it’s the bicyclist that pays the price, not the driver.”

Prozanski told his colleagues an additional benefit of the bill would be that more bicycle riders would stay away from more heavily congested streets and opt for residential ones if they knew they treat stop signs as yields.

Sen. Brian Boquist (R-Dallas) was the sole no vote. He didn’t explain why.

To clarify what SB 998 would do, below is the description taken from the official summary published by the Senate Rules Committee:

Senate Bill 998 A allows a bicyclist approaching an intersection regulated by a stop sign or flashing red light at a safe speed to proceed through that intersection or make a turn without stopping. It also creates traffic violation of improper entry into an intersection controlled by a stop sign and improper entry into an intersection controlled by a flashing red light. A violation of either occurs when a bicyclist fails to yield to traffic within the intersection or to traffic that is approaching so close as to constitute an immediate hazard, disobeys a police officer or flagger, fails to exercise care to avoid an accident, or fails to yield the right of way to a pedestrian. SB 998 A makes a violation of either a Class D traffic violation.

This is the third time Oregon has tried to pass a bill like this. Prozanski’s first attempt failed in 2003. Advocates tried again in 2009 but it didn’t have enough support.

From here the bill will move to the Senate floor for a vote. Assuming it passes it would then be referred to the House Rules Committee before it could advance to the House floor. Once it moves to the House, it will be imperative for supporters of the bill to make their voices heard. The end of the 2019 session is constitutionally set for June 30th, but there are rumors it could end even sooner.

Timing will be key. Hopefully the bill can keep moving through the process without coming to a complete stop.

In other legislative news, SB 558 — the bill that would allow any city in Oregon to reduce the speed limit on residential streets by 5 mph — is nearing a final vote in the House.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

The 9th Annual Moxie Summer Jam meets 2 p.m. Saturday at Gas Works Park. Organizers say it is one of (if not the) biggest women/trans/femme/non-binary alleycats in the world.

What is an alleycat? What can I expect if I show up at Gas Works with $10 entry and my bike? Here’s more details from Moxie Summer Jam’s Marley Blonsky:

The 9th Annual Moxie Summer Jam Alleycat rides again on Saturday, June 15th starting at Gas Works Park and ending at the Boxcar Ale House. This race is Seattle”s (and possibly the world’s) biggest WTFnon-binary alleycat and we’d love to have you join us!

All who identify as a woman, trans, femme, or non-binary are welcome to join for a day of fun, community building, and bikes! All speeds, ages, and types of pedal-powered bikes are welcomed. We’ll have separate categories for Single Speed/Fixed Gear, Out of Towners, and Masters (45 years and older.)

Not sure what an alleycat is or don’t think racing is for you? While we won’t give away all of our secrets, you can expect to ride somewhere between 12-20ish miles in a choose you own adventure style race. Some racers ride like the lightning, others more of a casual pace, and everything in between. At the beginning of the race we’ll give you a manifest that will have a number of locations on it. You choose the order that you go to the stops and how to get there. Still not sure? Check out a primer we wrote a few years ago about what to expect at your first Alleycat here: http://www.moxiemonday.com/2012/06/what-to-expect-at-your-first-alleycat/

Registration begins at 2pm at Gas Works park and is $10 (no one turned away for lack of funds). The race wraps up around 6:30 at the Boxcar Ale House with prizes, drink specials, and karaoke!

Moxie Summer Jam is made possible through the hard work of volunteers and generous sponsors who donate all of our prizes. We are especially thankful to our local businesses who continue to support women, trans, femme, and non-binary cycling year after year and help grow the biking community!

Check out pictures from previous years on our Instagram @moxiemonday and we look forward to seeing you at the race!

A good spot for a bicycle lift? (Graphic: Terry Dublinksi-Milton)

Terry Dublinksi-Milton is a Portland resident and dedicated neighborhood activist and transportation reformer. Last summer we shared his call to create an active transportation network in southeast.

I have worked on and critiqued multiple bikeways over the years and though a smaller bike project than many, I have a personal attachment to the NE 60th and Halsey Improvement project. This project is in my neighborhood of fifteen years and has its own history nearly as long.

That’s why it’s so important for me to get it right. Before I share my concerns on the project and feedback for how to make it better. Here’s a brief look in the rear-view mirror…

60th Avenue Station Plan (2007)
A series of outreach meetings in 2006-2007 developed the 60th station plan that proposed significant changes to local access, bikeways, and MAX light rail. Routes in the plan included NE Hassalo/53rd to 61st, 61st to Sacramento north, and Oregon/63rd to Davis south. For reasons lost to planner history, it was not adopted by council; but the bikeways made it into the Bike Plan for 2030 which was adopted in 2010.

Comprehensive Plan (2014-2017)
As Land Use & Transportation Chair chair of North Tabor Neighborhood Association I helped resurrect the 60th Ave Station Plan and through multiple outreach meetings moved the Tabor Trail to 62nd, extending it south to Mount Tabor Park. NE 61st remained, but a bikeway connection west to 47th, Providence Hospital and points further was added to the Comprehensive Plan.

Growing Transit Communities (2017)
In this refinement of the station area plan, the local access road building was removed in favor of a Vision Zero-compliant Halsey Blvd. The Tabor Trail remained on the same route outlined throughout the comprehensive plan.

Despite this long history, all it took was one community ride-along where a few people expressed discomfort with the hairpin turn at NE 61st (circled in red in graphic at right) caused PBOT to move the climb up Alameda Ridge to 60th. An engineering solution to 61st was not even suggested, thus this meandering alignment suddenly became the current proposal (outlined in yellow).

PBOT’s new route introduces two turns, requiring one to go west, then east, to go west.

Will a student from Madison High follow a route like this to the Waterfront?

While it’s the cheapest to build, plans for NE 60th offer no protection for bicycle users other than sharrows and speed bumps. While 60th has an average daily traffic (ADT, a stat that only includes car drivers) count of 1,040, 61st has only 400. The way I see it, PBOT is using bicycle riders to calm driving traffic, instead of diverting them away from the route to maintain a quality bikeway.

Another option would stay on 60th from the MAX station the entire way north (as PBOT proposes for just a few blocks in their current plans). Parking would be completely removed and replaced with a two way cycle-track and significantly wider sidewalks than proposed.

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This second option has the benefit of being the most direct and predictable up the ridge for cross-traffic but provides no significant protection for the ascent. Option 2 requires a complete redesign of the NE 60th/Halsey intersection and removal of the center turn pockets. These center turn pockets are what requires the segment from Hassalo to Halsey to be moved to 62nd for queuing. The traffic lights were rebuilt last in 1984, do not allow for leading pedestrian intervals (LPIs), and are required to properly time the 57th and 60th signals which should speed up the 71 bus line.

This is by far the most expensive choice. It prioritizes walkers and bicycle users, but it also creates delays for transit and car users.

The final and original route follows a low volume 61st from Halsey to Sacramento. The main fear is the 10 mph hairpin switchback with poor sightlines.

The Trampe Bicycle Lift in action.
(Photo: City of Trondheim)

To safely engineer this troublespot we could remove rarely used westside parking and convert the northbound lane into a physically-protected bike lane. The descent would consist of a shared, low-volume lane southbound. The switchback would make the climb easier than 60th without growling cars menacing at riders from behind. The new traffic pattern would only impact 12 households and 150 average daily driving trips and would have vast benefit to the active transportation network. Moderate in expense, it would provide a direct route and the only truly protected climb up Alameda Ridge just in time to coincide with a newly rebuilt Madison High School. The sidewalk-free side could be striped with a walkway and the one-way would mitigate head-on collision risk between vehicles, thus providing safety benefits for all three traffic modes simultaneously.

The 2007 plan called for a bioswale (a planted curb extension to soak up rainwater) at 61st and Sacramento to narrow the intersection which could become a rest area with maps of the entire Tabor Trail. In the near-term, wands could be used to protect the lane. This would have the added benefit of narrowing Sacramento, thereby calming two greenways. A bike lift — like the one used in Trondheim, Norway — could even be added as this is the only climb up Alameda Ridge without curb cut conflicts.

Providing a facility for all users regardless of ability, a lift would be an amazing amenity and become a local attraction. If PBOT is serious about getting young people to bike to school, this is the type of creative infrastructure we need. In our age of climate crises, we must use every tool possible to lower emissions.

Portland’s adopted plans make it clear that walkers and bicycle users are at the top of the transportation pyramid. This means new bikeways are to be protected when possible and direct even if it mildly disrupts single-occupancy vehicle users. In the case of NE 61st, we have an opportunity to improve safety for all traffic modes.

If you want to learn more, I’m leading a Pedalpalooza ride on Monday (6/17) to highlight the choices, investigate other proposed improvements and point to missing connections. PBOT representatives have promised to join us as we circle the station and climb the ridge.

Maxing Access to the MAX, a 60s Adventure
Monday June 17th 5pm, leave 5:15
Normandale Park, near the restrooms
60s Clothing Encouraged

The public comment period for the NE Halsey project closes June 24th, so let’s use this opportunity to get it right!

See you in the streets,

— Terry Dublinski-Milton

BikePortland needs your support.

Under Mayor Jenny Durkan, Seattle has cut bike lanes from paving projects and slashed its short-term bike plan.

At a time when we need to make dramatic action to do whatever we can to reduce traffic injuries and deaths and combat climate change, her bike lane cuts are all backwards.

People already packed City Council chambers earlier this year to voice their concerns about the bike cuts. This Sunday, protest efforts go to the next level with a rally at City Hall followed by a slow ride/walk down 4th Ave (where a planned bike lane remains delayed) to Westlake Park for music. Meet at City Hall’s 4th Ave plaza at 1 p.m.

The Ride For Safe Streets has been organized with leadership from Brock Howell in partnership with a long list of organizations, including biking, walking, transit, climate and disability rights groups (see the full list here).

Many of the biggest barriers to making streets safer lately are coming from the Mayor’s Office, but there are also actions the City Council can take to make sure safety and climate policies and goals are followed. And it’s important to show city leaders how much enthusiastic support there is for bold safe streets action.

More details from the Ride For Safe Streets website (you can also invite your friends on FB):

It’s time to act on climate change and make Seattle’s streets safe and accessible for everyone: people of all ages, languages, ethnicities, genders, races, and abilities.

Join us on Sunday, June 16 for this family-friendly (and father-friendly!) event calling on City leadership to act boldly on transportation. We’ll meet at Seattle City Hall at 1pm for a fun rally and then bike, walk and roll with hundreds of people down 4th Avenue to Westlake Park, where there will be actions to take as well as music, art, and other activities.

There will be a marching band, public officials, calls to action, and plenty of fun as we urge Seattle leaders to step up.

RALLY AT SEATTLE CITY HALL
1:00, People meet at City Hall’s 4th Avenue Plaza, with Rise Up Action Band playing.

1:20, Organizational leaders and elected officials call for action.

1:55, Rise Up Action Band resumes playing. People begin rolling down 4th Avenue.

THE ROLL
1:55, The Roll begins, parade-like, with people riding, rolling, strolling, and walking.

We encourage groups to roll together with their own signs and art. Transit groups may create a giant cardboard bus and walk inside it. Climate groups may dress-up in polar bear suits. The “Big Wheel” bicycle lobby may ride high-wheelers. Your imagination and good sense are your only limits.

Everyone is encouraged to play music, whether it’s acoustic or from mobile speakers.

Everyone should obey traffic laws, and roll at a comfortable pace for people of all abilities around them.

PARTY AT WESTLAKE PARK
1:50, Band begins playing from stage

2:00, People begin to arrive at Westlake Park

3:00, Band ends set

There’s more of this to come.
(Photo: J. Maus/BikePortland)

The cat is officially out of the bag.

In a story posted this morning, the Willamette Week reported that PBOT Commissioner Chloe Eudaly wants to go big for bus only lanes.

In 18 months, Portland streets could see the most dramatic change in public transit since the arrival of the streetcar. All it will take is gallons of red paint.

Deep in the bowels of city bureaucracy, Portland transportation officials under the direction of Commissioner Chloe Eudaly are preparing to debut what they’re calling the “Red Lane Project”: removing miles of roadside parking and traffic lanes from Portland streets to make room for uninterrupted routes for buses.

While this is the first major report of the plan, Eudaly’s office has been working on it behind the scenes since last year. Eudaly’s Director of Policy Jamey Duhamel shared details of it with me back in December. At that stage she wanted help connecting to various community leaders and groups that might be impacted and/or might want to get involved in organizing support for the plan.

The plan also builds on a foundation already built by PBOT that includes the Enhanced Transit Corridors and Central City in Motion plans.

As Portland’s population has exploded, so has the amount of traffic and congestion. Eudaly has decided that faster bus service is the best tool to make streets more efficient. The plan is just the latest manifestation of TriMet and the City of Portland’s growing effort to speed up bus service. Back in November, PBOT’s Central City in Motion Plan was adopted by City Council with several transit-centric projects on its high priority implementation list. Back in May, PBOT worked with TriMet to give bus operators more space at an intersection on NE Fremont and created a bus/bike only lane on SW Madison.

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For Eudaly — who’s built a reputation for her work on tenant protection — bus users are the transportation equivalent of low-income renters. And to take that analogy a bit further, drivers would be landlords. Eudaly sees bus users as needing help in a system that is stacked against them. Here’s more from the Willamette Week’s story:

“Transportation intersects very dramatically with all the things we really care about,” says Eudaly’s policy director, Jamey Duhamel, adding that the commissioner and her aides asked themselves: “What can we do within transportation to really affect people’s lives, the most vulnerable in our community? What we heard over and over was: ‘How are you going to get buses out of traffic?'”

In that story, Eudaly said another reason she’s decided to act is that the “clock is ticking on climate catastrophe.”

As for voices that might oppose the plan, it’s worth noting Eudaly’s office has already lined up support for the plan — both on City Council and among myriad community groups (who will no doubt be asked to turn out their members/supporters once the plan is officially launched). Our transportation commissioner has also shown signs that she’s not afraid to start a debate about transportation policy.

Details on the plan are still to come, but Eudaly’s office is likely to choose a list of a dozen or so routes that will be sped up and then implement the changes on a pilot project basis.

Read more in the Willamette Week and stayed tuned for more details, opportunities to give feedback, and how bicycling will be impacted.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

BikePortland needs your support.

Someone driving a pickup truck collided with someone on a motorcycle at the intersection of 35th Ave NE and NE 75th Street Monday evening. The person on the motorcycle was critically injured and was rushed to the hospital in life-threatening condition.

We send our best wishes to the person injured.

I’m in tears right now. I cannot believe this. This is why I post these videos to highlight how dangerous this street is. To try to prevent this

— Mitch (@mitchellplease) June 11, 2019

It is not yet known exactly how the collision occurred. It appears from photos by people who saw the aftermath that the person in the pickup may have been turning left from northbound 35th Ave NE onto eastbound NE 75th Street, but the exact nature of the collision is not clear. Seattle Police traffic investigators were working the scene.

UPDATE: SPD posted an update: “When officers arrived and contacted the 87-year-old driver. The 22-year-old motorcyclist received emergency medical care at the scene. Police spoke with witnesses who stated the truck began turning left when the motorcyclist struck the driver’s pickup truck.

Seattle Fire Department Medics took the 22-year-old man to Harborview Medical Center where he remains in critical condition.

A drug recognition expert evaluated the 87-year-old man at the scene and found no signs of impairment.

Traffic Collision Detectives are now investigating and will determine what led up to the crash.”

But this horrific collision comes less than a month after someone on a bicycle was struck and injured (though less seriously) five blocks away on NE 70th Street.

These collisions have all happened within weeks of crews painting the lines for the revised design of the street. At the direction of Mayor Jenny Durkan, SDOT removed the bike lanes and associated traffic calming initially planned and contracted as part of a major repaving project on 35th Ave NE.

The backlash against the mayor’s decision (and the subsequent cuts to the near-term bike plan) was two-fold. On one hand, people saw it as a sign that the mayor was not dedicated to the city’s traffic safety and climate goals. People packed City Council chambers to voice their concerns, including Tamara Schmautz and Apu Mishra who brought a hand-cranked paper shredder up to the podium and proceeded to shred the city’s Bicycle Master Plan, Vision Zero Plan and Climate Action Plan.

But on the other hand, people were concerned that the city’s planned bike-lane-free design for 35th Ave NE was going to be dangerous. Wide lanes are known to encourage speeding, for example. But the reality has proven to be even worse since the road opened. The center turn lane, which was supposed to help calm traffic, has instead been used regularly for making illegal passes. We posted a video from @mitchellplease on Twitter demonstrating the problem quite clearly:

First morning riding 35th since the redesign, already seeing dangerous passes. First car passing while a bike was turning left ahead. When there is a car waiting to turn left after, a car also tried to pass me, then backed off. Of course I catch up to them all at the light pic.twitter.com/Nr75tKeEQD

— Mitch (@mitchellplease) May 16, 2019

Councilmember Mike O’Brien also showed Mitch’s video during a recent Transportation Committee meeting, and the committee wrote a letter to SDOT asking whether the design is meeting the city’s objectives. Below is an excerpt (full letter in this PDF):

The Seattle Department of Transportation states that its first core value is Safety. The SDOT blog about this project claims that “By slowing vehicle speeds and better defining the travel lanes, this helps increase safety for everyone on 35th.” Watching this video, it doesn’t appear that defined travel lanes have reduced speeds or increased safety. In fact, it appears that in some locations, by eliminating a lane ofparking and widening the travel lanes we have increased speeds and decreased safety.

We would like you to answer the following questions:

From this video and other observations, do you believe the design as implemented has met the objectives of the project and Vision Zero?

1. Did this design go through the Complete Streets Checklist assessing how this design serves all people travelling on the corridor, including people walking, biking and taking transit?
2. If there are some short comings of the design as implemented, do you have plans to make improvements to the design? If so, what is the timeline?
3. If this design failed to meet the safety objectives for all street users, can the department do some analysis as to how a decision to recommend this design was erroneously reached? What can we do different in the future to avoid these mistakes?

Since there has already been a serious injury to a bicyclist hit by a car in this corridor where a person biking was transported by ambulance to the hospital, we would like to see urgent action if there is agreement that action is needed.

SDOT sent an update to the 35th Ave NE project mailing list Friday acknowledging that they are aware of concerns about safety on the new street. The department will be “gathering speed data on 35th and will base changes to the posted speed limit on the observations and data,” according to the email. “In addition to studying speeds, we will be reviewing collision figures to see if there is a change in aggressive driving and the number of collisions.”

This whole 35th Ave NE travesty stems from Mayor Durkan misunderstanding the stakes of the debate. It was never about the anti-bike team competing against the pro-bike team in some kind of political game. It was not about picking between two groups of engaged and organized residents. It was about people’s health and safety. As SDOT professionals have long known (and was reaffirmed in a recent macro 13-year study that included Seattle), adding bike lanes to a street improves safety for all users of the road no matter how they get around.

It is impossible to know for certain whether bike lanes would have prevented these specific recent collisions on 35th Ave NE. But we do know for certain that quality protected bikes lanes do reduce the number and severity of collisions.

In harsher words, this is not a fucking game. These are our neighbors’ lives we’re talking about here. Adding bike lanes won’t hurt people driving. But cutting bike lanes will hurt people. It may have already.

It doesn’t feel good to say, “I told you so.” It feels terrible. As someone whose job is to report on bike issues in Seattle and advocate for safer streets, I failed on 35th. I tried, as did many people organizing with Safe 35th, but we lost. And the result of a loss when fighting for safe streets can be horrific. And what did the anti-bike advocates win?

But ultimate responsibility here lands squarely on Mayor Durkan. Her decision on 35th was an enormous mistake, and she needs to fix this. And no, some plastic posts next to the turn lanes won’t be enough, as SDOT’s recent email suggested. The problem requires more significant action, such as the protected bike lanes originally planned. The design is already complete and ready for construction. I know it’s hard for politicians to admit a mistake, but the alternative here is far worse. She shouldn’t wait for any more injuries (or worse) before doing the right thing.