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Editorial: Even if more garages were a good idea, they’re pointless without permits

Bike Portland - Wed, 07/06/2016 - 10:56
The empty apartment garage at NE 12th and Ankeny.
(Photo: M.Andersen/BikePortland)

At the risk of overloading BikePortland with one subject (we’ll also be covering the outcome of this afternoon’s hearing about parking vs. housing in northwest Portland), one pretty simple fact seems to be getting lost in the city’s big transportation debate of the moment.

More or bigger parking garages will do nothing to reduce curbside parking unless people have some new reason to use them.

Right now, in Portland’s Northwest District, a parking space in a garage or lot costs about $1,800 per year. A city permit to hunt for space on the public curb costs $60 per year.

So what on earth is going to motivate anyone to park their car in the bigger garages that the city’s law would mandate? There’s only one answer: It would have to remain extremely annoying to find street parking in the Northwest District.

So if the only way this policy works is if the curbs of the Northwest District remain crowded, what is the point of mandatory garages in the first place?

The city is sitting on a proposal that would actually work Portland Bureau of Transportation planner Grant Morehead discusses parking policies with the city’s Centers and Corridors parking stakeholder committee in January 2015.
(Photos: M.Andersen and J.Maus/BikePortland)

Fortunately for people who need or want to use cars in the Northwest District, there is a possible city policy that could help solve this problem.

It’d be to change the city’s parking permit rules, either by making permits more expensive, by issuing fewer of them, or both.

Even more fortunately, a huge committee of relevant stakeholders spent most of last year developing such a policy. We’ve covered it extensively. The city council has discussed it favorably, with Transportation Commissioner Steve Novick leading the charge and seemingly winning most of his colleagues over without any votes being taken.

Under the recommendation passed by consensus of the volunteer committee, the city would give neighborhoods the right to create a new overnight parking permit system in their areas, approved by popular vote. They could work with city staff to set the price and number of permits available. The permits would apply only in residential zones and people who live in residential zones would have first crack at the permits, but neighborhoods could opt to sell them to people who live elsewhere.

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It’s not a perfect proposal — a simple change to make the permits transferable would let individuals set a fair price for street parking spaces rather than forcing neighborhoods to guess the right one in advance — but it would work.

Neighborhoods would basically get to self-regulate developers in their areas. If a development wasn’t building enough parking for its residents, developers would need to either attract car-free people, build sufficiently large garages, or buy street permits at a price set by the neighborhood.

That’s called a win-win.

What happened to letting neighborhoods self-regulate their parking? Nobody disagrees that space is valuable.
(Photos: M.Andersen and J.Maus/BikePortland)

The odd thing is that sometime in the last few months, the proposal has seemed to vanish. Friday afternoon, in an email exchange about the Northwest District policy, I asked Novick what had caused the delay and when permit reform was likely to return to council. He hasn’t replied since. I honestly have no idea what’s going on here.

Nobody likes the price to go up for something they use. So no matter what, some Portlanders will reach for every available scapegoat — developers, politicians, maybe even bicyclists somehow — to explain to themselves why more new or more expensive parking permits are unnecessary.

But the fact is that anyone who thinks about this issue for more than a minute at a time will realize that more garages are pointless without changing the permit rules, and that if you had different permit rules then developers would be building adequate garages without a mandate.

Mandating parking garages instead of reforming parking permits, as the city council is debating this afternoon, only reinforces the idea that developers or politicians or anyone else has the power to get someone to move into a garage when the public is already offering a cheaper option on the curb.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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Wow hidden bicycle motors used by racing cheats, what next

Bicycle Tutor - Wed, 07/06/2016 - 09:39
http://sports.yahoo.com/news/tech-cheats-hard-detect-says-inventor-hidden-motors-201220419--spt.html

[...]

Bouhanni and the Dogs of France

Bike Hugger - Wed, 07/06/2016 - 04:59

So after 9 days of vacation away from bicycles and the bike shop, I am ready to get back to work. Well, maybe not the bike shop; the last year and a half has been a continual failure in balancing life and bike riding against the need to get the new shop running. Burnout has been dogging my heels for months. No solution just yet, but setting that aside, I’d like to be a bit more present on Bike Hugger, sharing random musings where appropriate. And of course the Tour de France provides so many opportunities.

First thought (since I’m such an incurable geek when it comes to equipment) is that this year has been thin on overhyped bike frame debuts. Specialized, Trek, Scott, and Canyon had already introduced their aero road frames last year. Cervelo’s S5, last updated for the 2015 model year, could have arguably been called yesterday’s news until Mark Cavendish (for whom that phrase might also have been applied) scored 2 wins in the opening sprint stages. Well, I might have seen something about a Pinarello release, but I find that company to be so riddled with questionable engineering claims (asymmetric fork blades to balance drivetrain loads… seriously?) that I have nothing but naked contempt for the brand. What I think is that all the big brands had planned on rolling out disc-brake premium road frames, probably working towards that goal for a year, but then the pro peloton got cold feet for disc brakes after Paris-Roubaix and the UCI back-pedaled on their “trial introduction”.

The funny thing is that I have always thought that Paris-Roubaix was never going to be the best place for disc brakes. Paris-Roubaix is usually decided by small breaks or solo efforts, but only after close quarters combat on rough but flat roads. You don’t stay out of trouble by braking before it; you avoid crashes by staying ahead of them. Meanwhile enhanced tyre volume gives better control and speed over broken road surfaces, but disc brakes in themselves don’t give that. For reasons that I’ve discussed here in the past, there are may ways to achieve better tyre clearance on road bikes that don’t require disc brakes but rather more thoughtful and rational frame design. Contrary to this, many of the recent disc road frames still have relatively crappy tyre clearance, which I can only imagine stems from a narrow and perhaps outmoded perception of skinny rubber signifying speed potential. But I guess people think Paris-Roubaix makes sense for disc brakes because the roads are rough. You know, mountain bikes have disc brakes, and they go on rough stuff…so like, Paris-Roubaix would be a good place to run mountain bike tech? People even used to win P-R with suspension forks, right?

With its long descents on epic mountain stages, the Tour de France was always going to offer a better demonstration of disc brake performance, but fate has conspired to deny that international media opportunity to bike manufacturers.

Fate has also conspired against Nacer Bouhanni. After getting into a row with a roomful of drunken neighbors in hotel the night before the French road championships, he had to get stitches in his hand. Unfortunately, the wound got infected which required reopening the sutures for cleaning a few days later. At that point, Bouhanni’s Tour de France participation was spoiled. Now a thought about the circumstances of that night when Bouhanni went nextdoor because the rowdy drunks were keeping him up before a major event. Bouhanni fancies himself a boxer, playing up the image in the media…and his interviews and public opinions certainly have a combative flavour. I am going to make a reasoned guess that the cut that Bouhanni received on his hand was from punching one or more of the drunks in the face and in turn cutting his knuckles on their teeth. This is a classic injury in street fights.

Why do I mention this? Because this ties into a grating bit of folklore that I sometimes hear people say. Namely, that dogs mouths are cleaner than humans. This is false. This pseudo fact arose because in the US, injuries due to contact with teeth had historically not been differentiated between bites (human or canine) and cuts on a fist from hitting someone in the mouth. The depth and severity of the hand injuries from fights are often worse because of the force applied in a punch is more than what most dogs can apply in a bite. On average compared to dog bites, these human “bites” appear to have more infections and complications later on, and due to weakness in data analysis, this was somehow construed to mean that dogs have cleaner mouths than humans. That’s ridiculous. Dog saliva is not harvested for some wondrous antiseptic property. Furthermore, realize that dogs can’t use toilet paper; they have tongues. Go ahead and connect the dots on your own.

As bike share stations hit the streets, 550 annual memberships are sold so far

Bike Portland - Tue, 07/05/2016 - 20:27
An ordinary bike (OK, it’s my bike) parked at the future easternmost Biketown station, SE Chavez and Taylor.
(Photo: M.Andersen/BikePortland)

The first publicly visible news of Portland’s long-awaited Biketown system has arrived.

Its vessel: 100 rows of simple, sturdy metal tongues painted fluorescent orange, each with an oversize eyelet through which bike share users will thread the system’s built-in U-locks.

These rows (“stations”) will be spread around the 8.1-square-mile service area that opens for business July 19. Twenty of them will have solar-powered pillars with digital screens (“kiosks”) that let you purchase a one-time ride or a daily or annual membership on site with your credit card.

The station map and service area. Click here for the zoomable online map and here for a PDF version that has more details.

People who’ve used bike sharing in other U.S. cities may be surprised to see that these stations are different from many: instead of the wheel-grabbing “smart docks” developed for the widely used B-Cycle and PBSC systems, Biketown is the continent’s biggest launch for “smart bikes” and (therefore) for what you might call dumb docks. They don’t require wiring or even moving parts. They’re just bolted into the pavement.

The fact that all the necessary electronics are on the bikes themselves is what’s supposed to make Portland’s system cheaper than most on a per-bike and per-station basis. Smart-bike systems from the same manufacturer are in use in Phoenix, Santa Monica, Tampa, Topeka, Boise, Orlando, Ottawa, and Hamilton.

The stations will continue arriving around town over the next two weeks, Biketown manager Dorothy Mitchell said Tuesday. Then just before launch, the 1,000 bikes will be distributed for the first time.

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For the moment, as the short promotional video below shows, the 1,000 bikes are stored together in an undisclosed location:

Mitchell said Tuesday that 550 annual members have registered via the Biketown website. That’s up from 428 on June 15. The first 1,000 who sign up before launch are receiving a free t-shirt and a special card identifying them as a “founding member.”

Seattle’s Pronto system had 1,154 members by the end of the month it launched, but its pricing model is very different.

Seattle’s Pronto system had 1,154 members by the end of the month it launched, October 2014, peaking at 3,186 a year later. Seattle has in the past projected that a 1,000-bike Pronto system would aim for 8,000 members to be healthy. But Pronto’s pricing model is very different than Biketown’s; among many differences, Seattle’s annual memberships cost $86 per year to Portland’s $144 (billed in $12 a month installments).

In any case, to succeed Biketown will need to do better as a business than the moderately troubled Pronto has so far. Motivate, the New York-based bike-share operator that has assumed all the risks and half the rewards of Biketown’s performance over the next three years, is counting on Portland’s advantages (flat terrain, no adult helmet law, a beginner-friendly pricing model, spillover bike parking, a bike-friendly culture, some of the nation’s best station density and a generally larger network of destinations) to make up for Portland’s challenges (lower density and lower transit commuting rates).

Some companies and institutions are likely to offer discounted or free memberships to their employees, students or members. Any memberships that result won’t start coming into the system for another month or two.

Considering that Tuesday was the second business day of the Biketown launch month, it’s anybody’s guess what’ll happen with memberships by the end of this month — especially as brightly colored objects continue to appear on 100 street corners around the city. Some of them will even take credit cards.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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Issue 37 Mid-Season For Free

Bike Hugger - Tue, 07/05/2016 - 15:41

Rode lots of single track like this in Park City during PressCamp

We were just at PressCamp, and to best share the event, the latest issue of our magazine is free with no subscription required. Read about the brands we met, and the rides, lots of photos too.

The articles from issue 37 Mid-Season are available

The regular price is $3.99 per issue or $15.99 annually. Ad-free and published monthly, subscription revenues directly support the authors, photographers, and editors who contribute to Bike Hugger.

First annual Pedalpalooza awards recognize the festival’s best

Bike Portland - Tue, 07/05/2016 - 15:11
Dan S. with his creation, the democratically elected “best bike” of Pedalpalooza 2016. The jaw opens and the eye blinks.
(Photos: M.Andersen/BikePortland)

Portland’s annual open-source bike festival ended Monday with a cookout picnic in Woodlawn Park, complete with a vertical flamethrower rigged atop a huge bike-towed grill and a dozen handmade awards for the best rides and riders of the year.

Gerald Fittipaldi, left, was named “Rookie of the Year.” He also enjoys hamburgers.

The awards had been chosen by an online ballot. The ballot, like the awards themselves, were created by volunteers for Shift, the nonprofit that organizes the festival each June.

The Best Bike award went to the Fuzzy Monster Bike ridden by Splob, also known as Dan. Dan said Monday that he lives in Oakland, Calif., but visits Portland a few months each year for family reasons and always tries to make sure it’s in June.

“It’ll be back,” he said of his amazing bike.

This year’s massive edition of Bowie vs. Prince, the final one of the series, was named the Most Epic ride of 2016.

Tour de Hives, a ride to various beehives, was named the Most Informative ride of the year.

The massive Thursday Night Ride was honored as the Most Inviting ride of the year for drawing riders of all backgrounds.

The Working Theatre Collective’s Bike Play (this year’s theme: Adventures in Bikesitting) took home a prize for Best Collaboration.

The Bikin’ Betties, who led all-ladies’ rides on Monday nights, won Best All-Gal Ride — one of several award categories created via the contest’s “Make Your Own Award” category.

The long beloved Dropout Bike Club won the award for being the Most Prepared.

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Scott Batchelar took home the prize for the Most Prolific Pedalpalooza participant of 2016. “He led more rides than I rode,” emcee Carl Larson said in respect.

Gerald Fittipaldi was honored as Rookie of the Year, with a special citation for his work on local bike advocacy.

Dave McHappywheel won for Best Costumed rider of the year.

Maria Schur, center, leaps up to receive her award for leading the wettest ride of the year.

Swim Across Portland (which visited public outdoor pools) won for the Wettest ride of the year.

The Magical Unicorn Ride won for Best Kids Ride.

Some winners received a copy of the ride leading tips comic by Shawn Granton.

Liuba Vevsali was named the Naked Endurance Champion.

Eric Iverson of Grilled by Bike was named the festival’s Bringer of Fun.

And Michelle Z, who weathered a health challenge to join three group rides, was honored as the Most Intrepid rider of the year.

At the close of the ceremony, Ken Southerland took time to recognize Larson, who he said had been a fixture in Portland biking since he spent two weeks on someone’s front porch in 2006 and then the next 10 years claiming he was only visiting for a short while. Larson is moving to New York State next month.

“This is going to leave a hole,” Southerland said, choking back tears and giving Larson a customized plaque.

Monday’s event closed with a round of cheerse and applause followed by, of course, a bike ride.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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City weighs parking rule for NW that could block a fifth of new homes

Bike Portland - Tue, 07/05/2016 - 10:41
The Tess O’Brien Apartments on NW 19th and Pettygrove, built with no on-site parking, are the largest project that would have been illegal under a proposal going before city council tomorrow.
(Photo: Ted Timmons)

Portland’s City Council will meet Wednesday to consider a new mandatory parking requirement that, if it had existed for the last eight years, would have illegalized 23 percent of the new housing supply in northwest Portland during the period.

The Tess O’Brien Apartments, a 126-unit project that starts pre-leasing next week and will offer some of the cheapest new market-rate housing in northwest Portland, couldn’t have been built if they’d been required to have 42 on-site parking spaces, its developer said in an interview.

“Do the math,” Martin Kehoe of Portland LEEDS Living said Friday. “The apartments at the Tess O’Brien are between $1250 and $1400 a month. If we were required to build parking, you’d be between $1800 and $2000 a month. … It probably just wouldn’t have been built. And then what’s that going to do to the existing project that’s out there and has been built? It’s just going to drive the rents of those up.”

Kehoe said the Tess O’Brien units, which average 330 square feet, are intended for people who don’t own cars.

“We’ve got free bike parking rooms, you’re a block off the bus, you’re a block off streetcar, you’ve got access to Uber whenever you want it,” he said. “People who move into these apartments … they don’t have cars.”

The proposal up for debate on Wednesday would apply the same rule to the Northwest District, immediately west of Interstate 405, that applies in other neighborhoods outside the central city: buildings with 31 to 40 homes would need at least one parking space for every five units. Buildings with 41 to 50 homes would need one space for every four units. Buildings with 51 or more homes would need one space for every three units.

Mandatory parking minimums would have driven up the construction cost of 305 new homes built in northwest Portland since 2008.

Including the Tess O’Brien Apartments, those mandatory parking minimums would have driven up the construction cost of 305 new homes built in northwest Portland since 2008, city data show, potentially by enough to kill the five new buildings in question. That’s 23 percent of the 1,339 units that were added to northwest by buildings of 10 or more units.

For comparison’s sake, if those 305 new no-parking homes were in a single building, it would have been the sixth largest built in Portland since at least 2000. The largest new building in the Lloyd District, for example, added 337 units to the city’s housing supply.

But most new homes in northwest Portland are in buildings where developers opted to build more than the minimum amount of parking, usually much more, suggesting that new no-parking buildings are a niche market in the Northwest District.

‘We certainly should have the option of no parking’ Buildings marked in orange would have been illegal under the proposed new rule.
(Data: Bureau of Planning and Sustainability. Chart: BikePortland.)

Portland rental vacancy rates have been below 5 percent since 2008. Last year, monthly rent in the average apartment rose $100, with hikes concentrated mostly in older units. In April, the local Barry Apartment Construction Report saw housing supply finally keeping up with demand (a trend confirmed by May Census figures) but still not increasing fast enough for a significant rise in vacancies.

Local home purchase prices, too, have been rising at the fastest rates in the nation.

“It won’t end until we have more balance between supply and demand in the housing market,” University of Oregon economist Tim Duy told The Oregonian last week.

“Demand is severely outpacing supply,” the news report said.

Margot Black, an organizer for the advocacy group Portland Tenants United speaking for herself, said in an interview Monday that she’d spoken with Portland Commissioner Steve Novick last week to oppose new parking minimums in northwest.

“Right now, we should not be doing anything that restricts supply and increases prices,” said Black. “We certainly should have the option of no parking if that means we could have more units at a lower price.”

Parking advisory committee: Every building brings more cars

2018 NW Everett Street.
(Photos: M.Andersen/BikePortland)

The proposal to bring parking minimums to the Northwest District comes from the volunteer Northwest Portland Parking Stakeholder Advisory Committee.

“At least half of our committee did not use to support parking minimums,” said Rick Michaelson, who chairs that committee and supports minimums. “We see that the transit system has not expanded rapidly.”

Michaelson said that even in the Footprint apartments, another 50-unit microapartment building in northwest, 16 units have signed up for street parking permits.

“We’re going to see a minimum of 30 percent even for these microapartments,” he said. “We think it’s a fairness issue. We think we need as many opportunities to get the system in balance and make sure that everybody contributes to the parking infrastructure.”

“9700 parking permits have been issued that are competing for the 4100 spaces.”
— Karen Karlsson, NW Portland Parking Stakeholder Advisory Committee

Michaelson predicted that city rates for street parking will go up, which will lead to more demand for off-street parking in the future. He also said a project similar to Tess O’Brien might have penciled out even with 42 on-site parking spaces.

“Some developers are choosing to have parking without affecting the bottom line,” he said.

Michaelson said his committee had discussed other ideas for affordability such as not counting below-market-rate units toward a building’s total, or exempting buildings that offer free TriMet passes to residents.

Karen Karlsson, who also serves on the committee, said her “bottom line” is that “9700 parking permits have been issued that are competing for the 4100 spaces.”

“We really need to find a way to help balance the supply and reduce the demand,” she said. “We need every tool that we can get.”

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--> Council will hold hearing Wednesday and may vote Portland City Council: Steve Novick, Amanda Fritz, Charlie Hales, Dan Saltzman and Nick Fish.
(Photo: J.Maus/BikePortland)

Portland Commissioner Steve Novick said Friday that because he assumes “markets operate like markets,” requiring on-site parking in buildings in transit-oriented neighborhoods does tend to drive up housing costs by reducing the supply of new housing.

But Novick said he is considering support for a new parking minimum anyway, at least in the short term, because minimums already exist in most of the city.

“I generally am not excited about constructing lots of new parking,” Novick said. “I don’t think we should continue to build society around the car if we are going to take our climate goals seriously. [But] I am much more sympathetic when folks come from a neighborhood that has meters, has a permit system, has a fair amount of density, and say ‘Hey, we want to be treated the way other folks are treated.'”

The central city, which includes the Pearl District in inner northwest, doesn’t have parking minimums. As in northwest, developers there usually opt to include on-site parking as an amenity for residents who choose to pay extra for it.

Most of the buildings that define northwest Portland were built before the city’s first parking requirements.

But many older apartments and condos in northwest Portland, maybe even most of them, have zero on-site parking. That’s because most of the buildings that define northwest Portland were built before the city’s first parking requirements, which probably date to the 1950s.

In fact, one older apartment building in the district without on-site parking belongs to Michaelson’s real estate company.

For the second half of the 20th century, most new apartment and condo buildings in Portland had garages or parking lots attached. In 2000 the city council, led by then-Commissioner Charlie Hales, eliminated parking minimums for units close to frequent-service transit lines. Starting in 2008, as Portland’s rents began their recent climb, some developers began to secure loans for buildings without on-site parking.

In most of those buildings around Portland’s east side, half or more of households in the no-parking buildings owned at least one car. That meant parking spillover, which led to a backlash from some neighbors.

In 2013, Hales (newly elected as mayor) led approval of what he described as a stopgap measure to require parking at most new buildings of 30 units or more, even if they were within a block of a frequent transit line. But there was one exception: the Northwest District, which was already in the midst of a parking reform program.

Demand-based parking group organizing opposition to rule Parking excavation beneath the future Park Avenue West tower downtown.
(Photo: GRI.com)

In the three years when many apartment buildings in Portland were being constructed without parking, from 2011 through 2013, average construction costs per apartment fell even though construction costs for other units didn’t.

Then, after parking minimums were reinstated for most transit-oriented buildings in 2013, average construction costs per apartment shot back up even though construction costs for other units didn’t.

Tony Jordan of the group PDX Shoupistas, which advocates for demand-based parking policy, found that the number of buildings going up in Portland with exactly 30 units — the maximum size a transit-oriented building can be in most of the city without triggering parking minimums — is apparently about to soar. There are currently 14 such buildings in development, he calculated last week.

According to city permit data obtained by BikePortland under state open records rules, that compares to eight such buildings over the last 15 years.

Jordan is organizing people to contact the city council Tuesday and/or testify on Wednesday to oppose new minimums.

“In times like this, proposals which curtail the supply of new housing and increase rents should be dead on arrival,” Jordan wrote Monday. “A vote for minimum parking requirements is a vote to make the housing crisis worse.”

Novick says citywide reform is an option, but not yet New homes on Southeast Ankeny Street, built with an on-site garage.
(Photos: M.Andersen/BikePortland)

In an interview Friday, Joan Frederiksen of the Bureau of Planning and Sustainability said the city staff does not see a “tradeoff” between space for parking and space for people.

“I wouldn’t use the word tradeoff,” she said. “I think it’s more about balancing. … With this project we are echoing the direction council provided back in 2013, finding that balance between parking and affordability.”

Matt Grumm, a senior policy manager for Housing Commissioner Dan Saltzman, put things differently.

“There’s no doubt that these are tradeoffs,” he said. “Parking minimums potentially increase the cost of that housing.”

Grumm said his boss would “wait for the hearing” before deciding how to vote but suggested that maybe developers who opt to include below-market-rate units in their buildings should get a break on parking requirements.

“It’ll be interesting to see if that gets any traction,” he said.

In an email last week, Hales spokeswoman Sara Hottman said the mayor supports the proposal to “extend the City’s minimum parking requirements to the Northwest Plan district.”

There are two other votes on the council: Nick Fish, who proposed the 2013 parking minimums that were passed into code, and Amanda Fritz.

Both Novick and Frederiksen suggested that the city might consider amending its citywide parking minimums at some point in the future.

“Even if we wind up applying parking minimums in northwest next week, I’m really encouraged that I’ve been hearing people opposing parking minimums,” Novick said. “Once we have those new tools available, one option is to revisit the parking minimum requirements throughout the city.”

Novick didn’t respond to a question about when the council is likely to consider his proposal that would let neighborhoods create their own parking permit districts.

Eudaly: “We must start decreasing our reliance on the personal automobile” Parking outside the Clearing Cafe on NW Thurman.
(Photo: J.Maus/BikePortland)

Chloe Eudaly, who is running on a housing-affordability platform to replace Novick on the city council, said in an email Monday that she opposes new minimums:

Portland is going through growing pains right now and traffic congestion and parking are high on the list of concerns, but what’s even higher is housing affordability. So when we’re talking about a policy that would increase the cost of housing and decrease the number of units built, such as minimum parking standards for new multi-family developments, we need to consider our options and their impacts very carefully.

I respect the work of the NW Parking SAC, as an almost 20-year former resident of NW Portland I know what a headache parking has become in the area, but I don’t support their proposal of a blanket minimum parking standard for all new multi-dwelling developments of more than 30 units. Knowing that these spaces are likely to be underutilized in many developments and that we must start decreasing our reliance on the personal automobile, I believe we can and must come up with a more nuanced approach, especially in a neighborhood that is so central, dense, and transit-friendly (many NW residents live within 10 blocks of the street car, Max, AND a bus line).

Instead of requiring more parking space, Eudaly suggested requiring developers to offer bus passes, bike-share or car-share memberships, creating shared parking options, and raising on-street permit prices “to more closely reflect the actual cost of providing street parking.”

Other options she suggested included shared parking garages and a “live where you work” program. She, too, suggested a parking exemption for developers that include below-market-rate units.

Black, the tenants organizer, said Portland is facing a difficult transition away from a “small town” where most trips happen by car and most homes have private yards, driveways and “a picket fence.”

“It’s great if you got it, but it’s mathematically impossible for all of us to have it,” she said. “I see Portland really struggling to make this shift into a city from this small-town feel. … We need to shepherd Portland through that paradigm shift.”

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org. The Real Estate Beat is a regular column. You can sign up to get an email of Real Estate Beat posts (and nothing else) here, or read past installments here.

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Alleged shooting by fellow camper sends Springwater resident to hospital

Bike Portland - Tue, 07/05/2016 - 07:46
The Springwater Corridor in January.
(Photo: M.Andersen/BikePortland)

A man living on the Springwater Corridor survived an early-morning “non-life-threatening gunshot wound” Tuesday near the path just east of SE 82nd Avenue, police said.

A news release from the Portland Police Bureau said the suspect also lives along the path, parts of which have become an informal home for people living in tents as local home prices have continued to climb.

The release said police “located and detained a person of interest in the shooting” but did not describe the detainee as the “suspect.”

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Here’s the full release:

On Tuesday July 5, 2016, at 3:06 a.m., East Precinct officers responded to the report of a shooting on the Springwater Trail just East of Southeast 82nd Avenue.

Officers and medical personnel arrived and located the 48-year-old male suffering from a non-life-threatening gunshot wound. The victim was transported by ambulance to a Portland hospital for treatment.

Officers learned that the victim and suspect both reside along the Springwater Trail.

Officers searching the area have located and detained a person-of-interest in the shooting.

Assault detectives and Criminalists from the Forensic Evidence Division are responding to continue the investigation.

Updates will be released later today.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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The Monday Roundup: NYC’s lost sidewalk space, the Tour’s intense history & more

Bike Portland - Mon, 07/04/2016 - 09:42
The same intersection, a century apart.
(Photos courtesy John Massengale)

Happy Independence Day! BikePortland is taking the rest of today off to celebrate the country we love, warts and all. We’ll be back first thing Tuesday morning. In the meantime, here are the bike-related links from around the world that caught our eyes this week.

Missing sidewalks: As New York City’s croweded sidewalks overflow into bike and car lanes, some are pointing out that people are basically reclaiming space they had in 1906.

Tour history: The Tour de France, which started this weekend, no longer bans teams, requires riders to make every repair personally or features people trying to slip poisoned wine to contestants.

Job access: Real estate site Redfin has used the number of jobs you can reach by transit and foot within 30 minutes to create a Walkscore-style rating for any address.

Transit cleanliness: Yes, mass transit vehicles are crowded with germs, but they’re mostly the harmless kind we live with daily.

Bike share death: A Chicago woman killed by a right-turning truck Friday was the nation’s first to die on a bike share bike.

Autonomous car death: An Ohio man killed by a left-turning truck May 7 was the first person to die behind the wheel of a self-driving car. His Tesla, in autopilot mode, reportedly failed to detect the truck as it moved into his lane.

Negligence penalty: The case of a woman who killed a 20-year-old on a bike in Iowa while texting behind the wheel has some calling for felony penalties for negligence rather than just intent.

Contributory negligence: In a handful of states and the District of Columbia, you can’t claim any recovery payment unless a court finds you were less than 1 percent responsible for a collision that hurt you.

Safety ruling: In a potentially momentous ruling, a state appeals court in Washington found that cities must provide safe roadways for all traffic, including bicycles.

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Party cycles: Amsterdam is banning them from most of its downtown.

Gated cities: A “growing body of economic literature” suggests that zoning laws that drive up prices in prosperous cities are contributing to national economic inequality.

Underground, visualized: Here’s a neat old 3D illustration of a subway station.

Friends like these: As some call for the national transit association to become more progressive, the top story in its most recent newsletter was a happy birthday letter to the Interstate Highway System.

I-5 bridge crashes: The Columbian mapped all Interstate 5 bridge crashes from 2009-2014 by location, year, hour and day of week. One of the 834 was fatal.

Bear death: A grizzly bear killed someone biking through Glacier National Park. It’s the park’s 10th bear-related death since it opened in 1910.

Tiny houses: They’re usually illegal. Sightline looks at the barriers.

Infrastructure exchange: As on-street protected bike lanes spread in U.S. cities, Europe is building off-street bike paths and calling them “cycle highways.”

If you come across a noteworthy bicycle story, send it in via email, Tweet @bikeportland, or whatever else and we’ll consider adding it to next Monday’s roundup.

Correction 8 pm: An earlier version of this post inaccurately summarized the Tesla collision.

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The post The Monday Roundup: NYC’s lost sidewalk space, the Tour’s intense history & more appeared first on BikePortland.org.

Amateur Road Nationals conclude with crits

USA Cycling News - Sun, 07/03/2016 - 15:45
Daniel Holloway won his second title in the cat 1 menandrsquo;s division while Allison Arensman completed her sweep of the U23 womenandrsquo;s events.

Nomination period extended for 12 Sport Committee and Board of Director positions

USA Cycling News - Sun, 07/03/2016 - 07:36
The deadline to apply for one of these 12 positions is Monday, July 11.

MTB Worlds conclude with U23 women and elite men XC

USA Cycling News - Sun, 07/03/2016 - 07:23
Kate Courtney had the top result for the USA on the final day of competition with 18th place.

Iron Horse Trail: Pedal Towards the Light

Bike Hugger - Sun, 07/03/2016 - 04:12

You totally wanna ride through this like we did. It’s the second tunnel heading east after Hyak on the Iron Horse Trail.

Also, a perfect ride on a holiday weekend. Hope you’re getting out for some miles too.

Eight national titles awarded on penultimate day of Amateur Road Nationals

USA Cycling News - Sat, 07/02/2016 - 18:14
U23 and junior road racing took center stage at Cherokee Park on Saturday.

Silver medal for Lea Davison at Mountain Bike Worlds

USA Cycling News - Sat, 07/02/2016 - 10:13
Saturday featured the elite womenand#39;s and U23 menand#39;s cross-country events.

Snoqualmie Valley Trail section closes; Green River Trail reopens

Biking Bis - Fri, 07/01/2016 - 22:20

The Snoqualmie Valley Regional Trail is closing again from July 5 to about Aug. 12 at a work site located between Carnation and Duvall.

Because the trail is located on a narrow stretch of land between the Snoqualmie River and State Route 203, there is no room for a detour.

State Route 203 lacks adequate …

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Curran, Axeon cruise again at Amateur Roads

USA Cycling News - Fri, 07/01/2016 - 20:41
Geoffrey Curran(Tustin, Calif./Axeon Hagens Berman) won his second Stars-and-Stripes Jersey in as many days, this time taking the road race title today at the 2016 Amateur Road National Championships presented by Papa Johnandrsquo;s in Louisville, Ky.

Blevins fourth at UCI MTB Worlds

USA Cycling News - Fri, 07/01/2016 - 13:23
Chris Blevins(Durango, Colo./Whole Athlete-Specialized Cycling Team) took fourth at the2016 UCI Mountain Bike World ChampionshipsFriday in Nove Mesto Na Morave, Czech Republic, chalking the top American result at the event so far.

Issue 37 Mid-Season

Bike Hugger - Fri, 07/01/2016 - 11:45

Issue 37 just dropped on iTunes and the Web

Mid-season. When you are doing your best riding, and the industry announces new products to lure you into fall and next spring. We were just at PressCamp, and sharing what we saw and rode there.

And, to best share what we saw at PressCamp, we’ve flipped a switch and made it free.

No subscription or ads, just read about the brands we met, and the rides…. After the holiday weekend, we’ll have much more to share with you.

Pearl Pass

Velospace - Thu, 06/30/2016 - 22:51
Frame / Size / Year:
1951 Schwinn
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