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PBOT has a new strategy to tame east Portland’s deadly arterials

Bike Portland - Thu, 11/29/2018 - 16:30

PBOT shared this concept of 122nd Avenue at a recent open house.

A new program from the Portland Bureau of Transportation has quietly emerged as the agency’s latest attempt to make progress on our deadliest streets.

I stumbled across the East Portland Arterial Streets Strategy (EPASS) while on PBOT’s website a few weeks ago and have now learned a bit more about what we can expect from it.

Streets in this map are part of the program. (Map: PBOT)

Here’s the background: PBOT has significant plans and funding ($255 million allocated to the East Portland in Motion plan) devoted to taming east Portland arterials. But progress is painfully slow. 15 of the 32 people who’ve died in traffic crashes so far this year were using streets east of 82nd Avenue.

In an effort to consolidate and hasten the 15 projects currently in progress or in the pipeline — and do a better job communicating changes to residents and business owners — PBOT says they plan to develop a concept design for every city street with four or more lanes east of 82nd Avenue. The designs will answer questions about how many driving lanes a street should have, what type of bike lanes, transit lanes, and medians are appropriate, how best to manage curb cuts, turning movements, and so on. The designs will be based on community input, safety analysis and traffic modeling.

According to PBOT, they created EPASS to answer concerns they’ve heard from east Portland residents about how planned projects will impact surrounding streets. Fears that road diets will lead to more cut-through traffic in neighborhoods is a very common concern. Asked about the impetus for EPASS, a PBOT spokesperson told us, “If we’re reducing lanes on multiple streets in the same area, can we do that without delay and diversion onto other streets that would impact the community?”

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Graphic from PBOT’s EPASS website.

One of PBOT’s challenges in their work east of 82nd is that they’re re-allocating road space on arterials and simultaneously trying to develop “low-stress, family-friendly” neighborhood greenways that meet their standards for auto traffic volumes.

This is also a public relations move that will aid PBOT’s communications strategy. The agency says they want to take a, “more holistic look at the package of projects coming to east Portland and provide the community with a more comprehensive picture of the improvements and impacts coming their way.”

PBOT plans to identify a few new projects that could be eligible for future funding. Road segments they plan to address for the first time through EPASS include: SE Foster from 101st to 122nd; NE Glisan between 82nd and 102nd; and NE Sandy from 82nd to I-205.

EPASS is not to be confused with PBOT’s existing High Crash Network program, which doesn’t get into detailed cross-section designs. PBOT says we should think of EPASS as being similar to a technical design guide focused specifically on streets with four or more lanes.

The effort will be carried out by Portland-based consulting firm HDR Inc. (working with city staff) via $265,000 in PBOT general operating funds.

If you’d like to learn more, check out the official website. You can also meet EPASS Project Manager Steve Szigethy at the December 12th meeting of the East Portland Land Use and Transportation Committee.

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

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Tern is Making Bikes for Business

Bike Hugger - Thu, 11/29/2018 - 15:33

Tern just announced Bikes For Business. The program aims to help organizations integrate bicycles into their business operations.

Encouraging independent bicycle dealers, the program provides the materials needed to pitch the benefits of cargo bikes.

It sounds great.

Tern launched the program with a promo video. Similarly,  when I had a GSD demo in, I used it to zip around taking photos on assignment for Digital Photo Pro.

GSD for Business Details

Firstly, the program centers around the Tern GSD, a compact utility ebike that helps small businesses carry more and do more. Second, the GSD will carry bout 378 lbs. and stores small enough that a small fleet can fit into a van or food truck.

The flexible GSD adjusts to fit a wide range of riders and doesn’t require any insurance or license to operate. Avoiding traffic, the GSD will deliver faster and lower keeping costs.

Most noteworthy, the #BikesForBusiness program includes:

  • Pitch decks
  • Sample service/warranty contracts
  • Fleet management software and locking hardware.
  • GSD Customization options
  • Commercial accessory options

The post Tern is Making Bikes for Business appeared first on Bike Hugger.

With goal of less driving, Portland unveils 20 ‘Northwest in Motion’ projects

Bike Portland - Thu, 11/29/2018 - 14:23

Old, exposed rails on NW 15th Avenue are just one of many barriers to biking in northwest PBOT wants to remove.
(Photo: Jonathan Maus/BikePortland)

The Portland Bureau of Transportation has released a list of 20 projects they’d like to build in northwest Portland and now it’s your turn to visit the online open house and give them feedback.

The list emerged from PBOT’s Northwest in Motion (NWIM) planning process that we first profiled back in May. The 20 projects include 10 neighborhood greenways, seven “corridor safety” projects, and three transit line improvements (view interactive project map below the jump). Similar to their approach with Central City in Motion (which passed City Council earlier this month) and Southwest in Motion (which has an open house tonight), PBOT says the aim of this process is to identify and develop projects they can fund and build in the next five years.

Below are two PBOT maps. The first one shows existing and funded bikeways in the NWIM project area. The second one shows all the proposed NWIM projects (“CS” is corridor safety, “TI” is transit improvement, and “NG” is neighborhood greenway):

Once the project list is finalized, it will be easier for PBOT to funnel parking revenue and other funding sources to them.

In addition to the project list, PBOT is also using this opportunity to change the roadway classification of some streets. Classifications are important planning designations that often dictate what types of treatments PBOT can use. PBOT has three main cycling designations that make up what they call a “functional hierarchy of bikeway routes”: Local Service Bikeways (for circulation within a neighborhood), City Bikeways (principal routes), and Major City Bikeways (the “backbone” of our bike network).

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*Interactive map of NWIM projects.

In NWIM, PBOT is proposing to downgrade Overton, Thurman and Raleigh from City Bikeways to Local Service Bikeways. This change would come with a promise to upgrade Savier and Pettygrove into modern neighborhood greenways. On NW Savier for instance, the proposal is to add speed bumps and sharrows, turn stop signs, and install bikeway signage between 14th to 29th. Other updates include addition of auto traffic diverters, removal of old railroad rails in the pavement on NW 15th, and other changes. Once implemented, PBOT would remove sharrows on Raleigh which is one block south. A similar swap of upgrades and subsequent removal of sharrows would happen on Pettygrove and Overton.

Another key project would be an update to NW Johnson, a crucial east-west connection through this part of the city. PBOT wants to add all the greenway trimmings to Johnson between 9th and 24th and repave the bumpy spots.

A completely new neighborhood greenway is proposed for NW 22nd. It would create a bike street between NW Savier and SW Salmon that would include a safe crossing of Burnside via SW King Ave.

As we discovered during our NW Portland Week, given its density and street grid NW Portland has vast potential for biking. Currently just eight percent of residents ride to work and 44 percent drive alone — despite the fact that PBOT estimates show 37 percent of all auto trips in northwest are less than three miles.

If you live, work, or play in this area, please visit the online open house and help PBOT prioritize investments and make these projects better. The open house will be available through December 13th.

The project list is expected to be finalized by early 2019 and an investment strategy should be passed by city council by this coming spring.

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

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2018’s one millionth Fremont Bridge bike trip is about to cross, smashing the record

Seattle Bike Blog - Thu, 11/29/2018 - 13:36

Whoever bikes across the Fremont Bridge as number 1,582 today will tip the 2018 bike counter into seven digits, clobbering all previous records by a wide margin.

Bike trips across the iconic bridge, which forms a pinch point for many north and northwest Seattle regional bike routes, have been smashing monthly bike records ever since bike share companies launched in summer 2017. But the counts really started taking off in 2018, when the number of bikes in service ramped up to nearly 10,000 across Lime, Spin and ofo. And the biggest increases were in winter and spring, with the first five months of the year each increasing by an astounding 17 to 32 percent (though winter 2017 was extremely rainy).

Good work, everyone! Somebody should probably throw a party, because it feels like it has been too long since we had a good bike celebration in this town. One million bike trips across a single bridge is an awesome accomplishment, and we still have all of December to run up the score. You all contributed to this one bike ride at a time.

Of course, there is still a lot of work to do. The city needs to get back on track because 2018 successes came from 2017 work. And due in large part to a leadership vacuum that Mayor Jenny Durkan has created at SDOT, Seattle has done very little in 2018 to ensure an equally exciting 2019. 

Spin and ofo left town in July as the 2017 bike share pilot ended, and Seattle then delayed its rollout of the new bike share permit. Perhaps partly due to this permit delay (though also due to wildfire smoke), August and September were the only months that did not see significant growth over 2017.

Bike share works. And especially as downtown Seattle heads into a tough couple years where we really need a lot more people to find alternatives to driving, the city should be doing everything it can to encourage and grow these systems.

It’s very disappointing to see that Seattle leaders already squandered half the summer by delaying the new permit rollout until November. Though Mayor Jenny Durkan has been talking a lot about the coming traffic crunch recently, she has not prioritized bike share expansion or experimentation with non-bike options like scooters. We can see bike share working in these bike counts, so why is the mayor not working to get all the non-car trips we can out of these services? It’s not about money because these companies pay their own way.

It feels like the mayor is on the verge of clutching defeat from the jaws of victory. Bike share and downtown bike lanes were all set to grow together, allowing more people to make more trips comfortably by bike. This combo is the magic sauce for increasing bike trips. But Mayor Durkan stepped in and delayed both of these just when we need them most.

But now the bike share permit is out, and JUMP has joined Lime with Lyft Bikes also set to join at some point. And the City Council has all but directed SDOT to build a serious number of downtown bike lanes by the end of next year in an effort to catch up with the backlog created by inaction and indecision on the mayor’s part this year (SDOT still does not have a permanent Director one year after Scott Kubly left). With strong leadership, 2019 could be an amazing year for biking in Seattle, and the bike trip counts will continue upward.

New sculpture in downtown Portland will celebrate Oregon’s ‘Bike Bill’

Bike Portland - Thu, 11/29/2018 - 11:20

The silhouette comes into focus as you shift views.
(Drawings by PSU School of Architecture)

50 years after a Portland State University professor helped spark a statewide cycling movement, a new sculpture will be erected to celebrate his work.

“This artwork will create a place for the people and the policies that allow Oregonians to go by bike across our beautiful state.”
— Oregon Environmental Council

In 1971 the Oregon State Legislature passed a bill mandating a minimum of 1 percent of state highway project funds be used for cycling and walking infrastructure. The “Bike Bill” (ORS 366.541) as it became known, was signed on the capitol steps from the seat of a bicycle by then Governor Tom McCall.

In 1995, the Bike Bill was used by The Street Trust (then the Bicycle Transportation Alliance) in their successful lawsuit against the the City of Portland, and it remains an important tool that helps us hold the Oregon Department of Transportation accountable for building a system that serves more than just automobile users.

A PSU professor named Sam Oakland was the bike advocate who persuaded lawmakers to pass it. He was an outspoken critic of the automobile onslaught, founder of Portland’s Bike Lobby group and the first chair of the City of Portland’s Bicycle Path Task Force — the committee that developed our first bicycle plan in 1973. (Oakland passed away at the age of 80 back in 2014.)

Now Oakland’s work will be remembered with a piece of public art to be dedicated later this winter.

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Sam Oakland in 2001 when he received a lifetime achievement award from The Street Trust.
(Photo: The Street Trust)

The Oregon Environmental Council is behind the project. It’s one of three such “Art of Loving Oregon” projects they’ve undertaken to commemorate their 50th anniversary. The other two are the “Bottle Bill” that spurred recycling and the Oregon law that laid the foundation for our state’s anti-sprawl and farmland preservation regulations.

Dubbed, “Anthropocene” (a term for our current geological age that’s defined by human impacts) the six-and-a-half foot tall sculpture created by PSU School of Architecture students (overseen by Aaron Whelton) will be erected on the southwest corner of SW 10th and Harrison, just across the street from the Millar Library on the PSU campus.

According to sketches provided to BikePortland, the somewhat abstract sculpture will be just over nine feet long and two feet wide. A series of two-inch diameter pipes separated by half-inch thick steel plates will create an outline of a bicycle and its rider in motion.

Here’s how OEC’s Kevin Kasowski describes it:

“The idea is a bit hard to capture in one image… it is designed so that from most perspectives, it looks like a random collection of pipes but when you stand at a side view the silhouette of the biker and bike emerges.”

A statement from the OEC says the installation will, “create a place for the people and the policies that allow Oregonians to go by bike across our beautiful state.”

Stay tuned for details on the dedication ceremony event and photos after it’s installed.

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

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Biking Across Kansas announces 2019 tour route

Biking Bis - Thu, 11/29/2018 - 10:58

Breaking with tradition, the folks who run Biking Across Kansas — aka BAK — have announced the dates and route of the 2019 across-state bike tour before Christmas this year.

The 2019 west-to-east route runs from Goodland to Atchison from June 8-15. The ride offers the ability to extend the route a few miles to …

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After mediation fails, 35th Ave NE bike lanes head to Mayor Durkan’s desk

Seattle Bike Blog - Wed, 11/28/2018 - 14:28

Comparison of the options for 35th Ave NE, from Safe 35th Ave NE.

Remember the $10,000 of bicycle safety funds Councilmember Rob Johnson and Mayor Jenny Durkan spent on a confidential mediation effort to see if there was any way for bike lane opponents and supporters to agree on a plan for the street? That didn’t really work.

The result of those meetings is a new street design option that would remove the bike lanes from the street. But it would also remove the on-street car parking that bike lane opponents have been saying they want to protect. Instead, there would be a new center turn lane. The decision is in Mayor Durkan’s hands now.

“The Mayor’s Office will make a final decision on 35th Avenue NE’s new street configuration by the end of the year – choosing between the current “contracted design” and a new “alternative” that closely resembles a suggestion made by Save35th leadership last fall,” the pro-bike lane group Safe 35th Ave NE wrote in an update to their online petition. “We hold firm that the contracted design already represents a compromise, and that the alternative would  be less safe, and would not serve the needs of the community.”

Let’s get one thing perfectly straight: Removing an already designed and contracted plan for bike lanes that were designed in accordance with Seattle’s unanimously-approved Bicycle Master Plan is not a compromise just because they are also removing parking. Without bike lanes, people biking on 35th will be less safe, and the city will be less able to meet its biking goals.

Mayor Durkan should reject this new design option and stick with the contracted design that meets our city’s established and Council-approved transportation policies.

The talks did come up with some points of agreement. Crosswalks should be improved, for example. Everyone agrees about that. And there may be a couple intersections where left turn signals should be separate from through traffic.

But the central disagreement remains quite simple: Some people don’t want there to be bike lanes, and some people do. And the people who want the bike lanes have the backing of years of Council-approved city transportation policy and an already-signed construction contract on their side.

“All users of 35th, including the people who ride bikes – or want to – should be able to safely get to businesses and residences,” the Safe 35th group wrote. “Bike lanes also provide an additional level of safety and comfort for pedestrians that would not be delivered by the ‘alternative.'”

Mayor Durkan should back up her city’s policies here, citing the goals of Bicycle Master Plan as her justification: Ridership, safety, connectivity, equity and livability.

Page 8 of the Seattle Bicycle Master Plan (PDF).

No More Freeways coalition requests more time for feedback on environmental impacts of I-5 expansion

Bike Portland - Wed, 11/28/2018 - 12:43

The proposed elements of the I-5 Rose Quarter project. Yellow lines are new freeway lanes.

A coalition with concerns over the State of Oregon’s planned $450 million expansion of Interstate 5 through Portland’s Rose Quarter have requested more time to consider the project’s environmental impacts.

“We believe that the proposed thirty day public comment period is inadequate for us to meaningfully review the disclosed materials.”
– No More Freeways coalition

The Oregon Department of Transportation (ODOT) expects to release the findings of their federally-mandated Environmental Assessment (EA) of the I-5 Rose Quarter project in January. That document typically comes with a 30-day public comment period. The No More Freeways coalition — a grassroots group fighting the project — sent a letter (below) to ODOT this morning requesting an additional 60 days.

The letter, signed by 31 representatives from social justice, public health, environmental, and transportation advocacy groups, said 30 days is, “inadequate for us to meaningfully review the disclosed materials, assess the findings about air quality and congestion, and provide thoughtful feedback about this project’s impacts.” The letter also says given that the comment period will likely overlap with two federal holidays, the comment period could end up resulting in as few as 18 business days to provide feedback.

This isn’t the first time ODOT has heard concerns about this issue.

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112818-60-Day-Extension-Request-Letter

Back in March, ODOT’s decision to conduct only an EA instead of the more rigorous Environmental Impact Statement resulted in a Freedom of Information Act request by a local environmental law firm on behalf of the Audubon Society and OPAL Environmental Justice Oregon. ODOT defends their move by saying the EA is the middle of the three National Environmental Protection Act (NEPA) reports required for projects like this and that it’s the appropriate tool to use when likely negative impacts can be mitigated. An EIS is only necessary, ODOT contends, when negative impacts can’t be reduced or avoided. (Interestingly, this section of I-5 has never had a full EIS because it was constructed before the NEPA process was created.)

ODOT graphic from project brochure.

Then in July, Metro Councilor Bob Stacey put ODOT on notice when he said their approach to the NEPA process wouldn’t adequately vet community concerns around the project.

Earlier this month, members of the Portland Bureau of Transportation Bicycle Advisory Committee again questioned an ODOT project manager on this issue. BAC Member Sarah Iannorone asked ODOT’s Megan Channell (on hand to share an update on bicycling and walking plans in the project) if she thought 30 days was long enough. “30 days is the standard for a federal project,” Channell replied. When Iannarone followed-up to say Portland should to exceed federal standards, Channel said ODOT would entertain the idea of a longer comment period if a formal request was made.

In addition to a longer comment period, No More Freeways has requested a public open house to be held in the neighborhoods adjacent to the planned project. “We are requesting a 60­-day extension, and an opportunity for community members to deliver oral testimony in a public hearing,” states their letter, “Anything less would represent a failure of civic commitment to democratic principles to allow the community to appropriately understand ODOT’s project in their neighborhood.”

Air quality around Tubman Middle School, which is just yards away from where one of the new freeway lanes will be added, will be one aspect of the EA that will get a lot of attention.

After the comment period on the EA concludes, ODOT plans to begin design of this project in spring 2019.

UPDATE, 11/29: ODOT just sent out an email with more details on the forthcoming EA report.

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

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Activism insight: You don’t need to change the world to make a difference

Bike Portland - Wed, 11/28/2018 - 09:37

There are over 20 yard signs like these on 7th Avenue.
(Photos: Kiel Johnson)

BikePortland supporter and contributor Kiel Johnson (owner of the Go By Bike valet) has been working to create more support for a neighborhood greenway on 7th Avenue as part of PBOT’s Lloyd-to-Woodlawn project. This is his latest post in a series.

You don’t need to change the world to make a difference.

That’s what I’ve learned from these past few months of hunkering down on my advocacy for a NE 7th Avenue neighborhood greenway. If built as proposed, the project would transform 7th — from I-84 to Woodlawn — into a street where safety of all users is the priority.

I feel a little more at home on my street and it is a little better already — even without a greenway.

When we last left off, my wife and I had just finished hosting an ice cream social to talk with our neighbors about the project. We knocked on every door from Thompson to Alberta, talking to anyone who opened the door and trying our hardest to make everyone feel welcome to attend, regardless of their position on the project. Over 50 people showed up.

But I was disappointed. My neighbors who’ve expressed serious concerns about this project to PBOT, didn’t attend. So I went out to have a conversation with them.

I got in touch with Ronnie Herndon, the leader of Albina Head Start who was quoted in a Skanner News article, saying he is, “watching the project like a hawk.” From our meeting I learned that Mr. Herndon is a pretty great guy. His life has been one of fighting for racial and economic justice for our community. Ronnie has a picture of Martin Luther King Jr and Malcolm X shaking hands hanging over his desk.

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We chatted in his office at the Albina Head Start on NE 7th and Fremont for a hour. (My dad had worked in Head Start in Seattle in the 1990s and Ronnie told me they’d probably met at some point.) We found we agreed about everything except this project. At the very end we both explained our position on the greenway. He is concerned that it will be another impediment for people accessing his services. I acknowledge that it will make it harder for people to drive, but in my opinion the tradeoff in safety is worth it. We listened to each other and I left feeling like I had met someone who I would like to aspire to.

Ronnie Herndon
(Photo: Multnomah County)

One thing Ronnie told me was that, when you advocate for something, make the process of advocating help accomplish your goal. With this in mind I began thinking about what to do next.

I want the street I live on to be a place that has identity and is interesting to be on. How could my advocacy help create that?

Seven years ago I made a friend from Couchsurfing who lives in (and is from) Mexico. We see each other a couple times a year and have travelled together in Seattle, San Fransisco, Copenhagen, and Sweden. She is a tactical urbanist in her city of La Paz in Southern Baja. She suggested that I make custom yard signs and decorate them. I went to SCRAP, spent $10 on used yard signs, made some stencils, and spray painted a few signs. I then put a free yard sign pile outside our house and encouraged people to take one. I also encouraged people to customize their sign as well.

All the signs are unique in some way with different characters and colors, which makes for something interesting to look at. In my opinion they help make the street stand out more and help give it some identity. It has also helped to unite the many people who are concerned about the current state of safety on 7th. There are over 20 signs out there today. If you get a chance in the next week come walk up and down NE 7th and experience what it is like and see if you can find all the signs.

I signed up to testify to City Council this morning about the project and deliver the petition that was started by some of my neighbors. If you’d like to help me get it over the 1,000 mark it would be much appreciated!

No matter what Mayor Wheeler and our commissioners say at City Hall today I feel a little more at home on my street and it is a little better already — even without a greenway. And for me, that makes this all worth it. Stay tuned for what comes next.

— Kiel Johnson @go_by_bike on Twitter

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Marine Drive gets buffered bike lanes and new path into Kelley Point Park

Bike Portland - Wed, 11/28/2018 - 07:14

New path funded by a tax on heavy trucks.
(Photos: Jonathan Maus/BikePortland)

The 40-Mile Loop is now slightly larger thanks to a new path near the entrance to Kelley Point Park.

Green line is buffered bike lane, purple is new path. Red line is where there are two curb ramps but (so far) no crossing treatment.

The City of Portland Bureau of Transportation (PBOT) has striped a buffered bike lane on the north side of N Marine Drive for one-third of a mile between Leadbetter Road and the entrance to the park. They’ve also installed a new ADA curb ramps on both sides of the street to better connect the new path to the existing section of the 40-Mile Loop.

The updates come as part of a paving project funded through PBOT’s Heavy Vehicle Use Tax that was passed in 2016 as part of what’s more commonly known as the Fixing Our Streets program. This is one of three projects on heavy freight corridors funded through that tax this year. Others include paving on Lombard and Going (Interstate to I-5).

The Heavy Vehicle Use Tax was passed by City Council with a promise that it would raise $10 million per year for four years thanks to a 2.8% weight-mile tax. However, The Oregonian reported yesterday that after facing pressure from freight industry representatives, City Council is poised to repeal “pare down” the tax with a new ordinance at their meeting today.

Here’s more from The O:

“Truckers generally view the city tax as cumbersome and unfair, said Jana Jarvis, president of the Oregon Trucking Associations. She said it’s right for Portland to axe the revenue goal because the city will get additional money for transportation from the state owing to an infrastructure bill passed last year.

“Our perspective has been, ‘Let this thing die its death and move on,’” Jarvis said of the city tax.”

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Looking southeast at Marine Drive from the new path.

View north from the end of the 40-Mile Loop path.

Looking northeast at the new curb ramps.

Looking northwest toward the main Kelley Point Park entry from the new buffered bike lane.

Looking west toward the park from the new buffered bike lanes.

PBOT says the tax isn’t bringing in nearly as much as they expected. In order to meet the $10 million revenue target they’d have to raise the tax rate by 60 percent for the final two years. Instead of doing that (and face the ire of freight interests), they want to maintain the existing tax rate and adjust the project list to meet the resulting lower revenue. You can read the ordinance up for debate at today’s Council hearing here.

As for the updates on Marine Drive, we’re very happy to see anything that adds to the 40-Mile Loop; but this is a very small step. Despite the new path, it remains stressful to cross Marine Drive at this location. Truck drivers commonly go around 50 mph (speed limit is 45 mph) here and this crossing is in a curve where visibility is limited. If you choose to ride in the street, the unprotected bike lane (even with the new buffer) doesn’t yield much confidence. We’ve asked PBOT if there are any additional crossing treatments still to come — like a beacon and/or crosswalk striping — but have yet to hear back. (There’s another way to access this park via the path that goes under Marine Drive, but it requires off-road trail riding through an undeveloped (and not secure) part of the park.)

Another thing that concerns me about this new path and crossing is that it’s just a few hundred feet away from the main entrance to the park. This means we must trust car and truck drivers to slow down and scan for other road users at two locations in succession instead of just one.

Large trucks have an immense impact on our road system, both in terms of wear-and-tear and safety. We need to make sure trucking companies are paying their fair share so we can create safer, longer-lasting streets that are welcoming to all users.

UPDATE, 10:11 am: The ordinance to remove the $10 million target language from the existing Heavy Vehicle Use Tax ordinance just passed council 3-1. Eudaly, Saltzman and Wheeler voted in favor. Fritz voted against it on grounds that it would break a promise made to voters who passed it. Saltzman and Wheeler said it was a good compromise. We’ll debate this again in 2020 when the Fixing Our Streets program comes up for renewal and it’s likely this truck use tax will be a big part of the conversation.

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

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Washington state’s 2019 week-long and multi-day bicycle rides

Biking Bis - Tue, 11/27/2018 - 14:56

Washington state’s reputation as a rainy destination is proved false every summer and fall as blue skies greet bicyclists coming to the Evergreen State.

You’ll notice that the week-long and across-state rides below are scheduled during that sunny period.

The Cascade Bicycle Club and Adventure Cycling Association,  both nonprofits, schedule the bulk of the longer …

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The Eastside Rail Corridor needs a new name

Seattle Bike Blog - Tue, 11/27/2018 - 14:11

It may be the most exciting opportunity for biking and walking (and some transit) in the whole region, but the name “Eastside Rail Corridor” sure sounds boring. It describes what the corridor used to be rather than what it could become.

For years, Seattle Bike Blog has been referring to the whole trail element of the entire corridor by the unofficial name “Eastside Trail.” We have used this name to encompass both county-owned and locally-owned segments and to shorthand the laborious “Eastside Rail Corridor Trail.”

But there may be a better name for this incredible Eastside-spanning trail, utility and transit corridor. And the Eastside Rail Corridor Regional Advisory Committee wants your ideas. Complete this online survey to throw in your two cents. And, of course, discuss your ideas in the comments below.

If you are really into what this thing is called, the advisory committee is holding a meeting 1 p.m. Thursday at Kirkland City Hall (more details in this PDF).

The Eastside Trail (or whatever it will be called) could be largely open, at least in bikeable hardpack gravel form, by the end of 2021 if all the funding and construction details come together as planned. That’s pretty much light speed for a trail project of this length. But, of course, there are a lot of “ifs.”

In addition to the transportation and recreation opportunities, the project will also rehab and reuse historic and stunning bits of rail infrastructure, such as the Wilburton Trestle in Bellevue.

The Eastside Trail will also connect many Eastside neighborhoods and city centers to light rail, the I-90 Trail, the 520 Trail, the Burke-Gilman Trail, the Cedar River Trail and more. It has the potential to be the more impactful and important regional trail since the Burke-Gilman opened in the 70s.

Front suspension fork recall

Biking Bis - Tue, 11/27/2018 - 14:04

A Swedish front air suspension fork importer is recalling 5,400 forks used on some Specialized-branded Enduro, Stumpjumper, Fuse, and Levo mountain bicycles.

The company, Öhlins Racing AB, reports four injuries, including a broken rib, after the air cartridge abruptly sprung out of the stanchion tube. Mountain bikers who have the forks mounted on their bikes can …

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A fatal crash on North Willamette was fueled by reckless and drunk driving

Bike Portland - Tue, 11/27/2018 - 12:59

Just a few yards beyond this sign is where Calum Breitenberg lost control of his car and killed someone.
(Photos: Jonathan Maus/BikePortland)

Just after 11:00 pm on November 15th, 23-year-old Calum Breitenberg got into his Volvo sedan and drove northwest on Willamette Boulevard toward St. Johns. He had been drinking. A lot.

Red “X” marks where Breitenberg and his car left the roadway and came to a stop.

As he approached North Burr Avenue, witnesses say Breitenberg was in the wrong lane going an estimated 80 mph in the 30 mph zone. As the road curved just after Burr Ave., Breitenberg lost control, swerved into a parked car, then careened up onto the sidewalk before finally coming to a stop near a utility pole at the intersection of Willamette and Buchanan — nearly 300 feet from where he left the roadway.

According to court documents filed by Multnomah County, Breitenberg was going so fast that his car cut down a tree and completely dislodged a 300-pound landscaping boulder.

Jason Barns, 32, was standing somewhere near the sidewalk on that same block. Police say he was looking through for bottles and cans in recycling containers when Breitenberg struck him. Barns died from his injuries at a nearby hospital shortly thereafter.

Breitenberg told a responding officer he’d been drinking with friends and “got smashed.” “I’m too drunk to be driving,” he admitted at the scene.

Breitenberg now faces three charges: Manslaughter in the Second Degree (a Class B felony), Driving Under the Influence of Intoxicants, and Reckless Driving (both Class A misdemeanors).

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I rode by the scene last week. You could easily see the marks on the sidewalk from Breitenberg’s tires — right behind one of those popular reds signs that read, “Drive Like Your Kids Live Here”.
A stuffed teddy bear wearing a hi-viz safety vest is now draped over the sign. There are flowers too. The bear is holding another sign that’s been written on by Barns’ family and friends.

*Marks in the grass and on the sidewalk show the path of Breitenberg’s tires.

*Two memorials have been erected.

One of them named Justin wrote: “There are no words as can express the sadness and pain in my heart since I learned you were gone. I will always remember you as a fucking awesome person and a loyal friend and you’ll always be alive in my memory.”

Further north at the corner of Buchanan a sign posted on the utility pole reads, “Jason Barns Memorial” and there are candles, flowers, and a painted rock with the date inscribed on it.

Willamette Blvd in this section is a neighborhood collector street that has gotten much busier over the years as more people moved to the St. Johns area for more affordable housing (but still drive to their jobs in other parts of town) and as infill development has taken root. Because there are so few through streets in this part of Portland (the busy state arterial of North Lombard being the other) Willamette Blvd has become a much more important street.

On weekends it seems like there are more people using Willamette outside of a car than inside one.

I’m on Willamette all the time. My daughter goes to school at Roosevelt High, so I drive on it several times a month. And since it’s the gateway to most of my training rides (Forest Park, Kelley Point, West Hills, and beyond), I ride on it several times a week.

The street has changed a lot over the years. It’s much busier with everything: runners, walkers, bikers, and drivers. Updates are desperately needed to keep everyone as safe as possible.

Would a different street design have impacted Breitenberg’s behavior? Would a physically protected curbside lane with concrete curbs or bollards have muted the impact of his recklessness? Given his state of mind, it’s not likely.

Breitenberg entered a not guilty plea this morning and his next court date is January 7th.

Jason Barns was the 32nd person to die in a Portland traffic crash this year and the fifth person in the past month to die while on foot. His family will host a memorial service on December 29th at 1 pm at the Unity of Beaverton Church in Beaverton. Everyone is welcome.

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

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BikeCraft vendor spotlights: BlaqPaks, Bicycle Kitty, Filmed by Bike

Bike Portland - Tue, 11/27/2018 - 11:28

Time for another batch of BikeCraft vendor spotlights. We want to share the excitement of the upcoming event by giving you a taste of what to expect. Thanks to Elly Blue for writing these up and sharing all the images…

Maria Schur — Bicycle Kitty

Maria Schur — a maker, leader, and adventurer — is a true bicycling renaissance woman.
(Photo: Jonathan Maus/BikePortland)

A portable pillow designed for riders by a rider.

Maria Schur of Bicycle Kitty brings together the best of several bicycling worlds. She leads her own on road rides, randonneuring treks, and long gravel tours, throws down with semi-organized bike fun, and can organize a mean alleycat race (and then beat you in it fair and square). And she makes useful, good-looking DIY gear that you know has been well road-tested.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
The Bicycle Kitty booth will be selling handmade Bumease Messenger butt pillows. These pillows come in several sizes and are vinyl on one side and fabric on the other. They are ideal to take along on rides so you have a warm, dry place to sit instead of sitting right on the ground. Perfect for Pedalpalooza, bike tours, bikepacking, day rides, TNR and urban rides. New this year, some pillows will have reflective strips and some will have straps so they can be mounted to a bike or rack. $25 each.

Tell us about yourself—what events in your life led you to be doing this bikey craft?
When I was a bike messenger, I often found myself in odd parts of town on standby. I could get a call from my dispatcher in 5 minutes or in 50 and had to just wait around. It wasn’t feasible (or affordable) to go into a cafe every time, and the main hang out in San Francisco was a place called “the wall”, featuring a big cold stone wall to sit on. So, I invented the Bumease bike messenger pillow. At first, I took flack for it: “real messengers don’t need pillows,” but soon folks started requesting them and finally they were standard equipment for all messengers!

What’s your favorite BikeCraft memory?
Dancing the “runway” at last year’s opening party!

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BlaqPakswebsite

Assorted BlaqPak goodies.
Photo: Gustavo Rodriguez


Photo: Cody Keto

It’s awesome to have BlaqPaks back at BikeCraft this year. An established local bag and bike accessory maker, they have a smart range of products, from artful bags made in collaboration with local artists to aftermarket rain canopies for cargo bikes.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
We have a bunch of new stuff this year that you haven’t seen in the past from us, including: duffles, wallets, t-shirts, and fabric trays. We are concentrating on lower-priced items so that everyone can afford something. We are also excited to bring some collaborative merchandise with local artists including McMonster, Wokeface, RxSkulls and Voxx Romana.

Tell us about yourself: What events in your life led you to be doing this bikey craft?
BlaqPaks turned 11 this year and we remain committed to serving the cycling community. The primary driving force that led to the creation of our business was to not have to work for anyone and to have an outlet for our creativity. There is almost no greater challenge than building a company from the ground up and making products that you are proud to show off.

What’s your favorite BikeCraft memory?
When we did our first BikeCraft we had just moved to Portland months earlier and were having trouble making ends meet. We had a great weekend and it allowed us to continue doing what we love. Making orders during the holiday season can be stressful at our shop, so it’s always nice to get out and have some in-person time with our fans at events like BikeCraft.

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Filmed by Bike — website

Still from “King of the Mountain,” a film by Orlando von Einsiedel London).

Still from, “The Road Between Us,” a film by Joanne Feinberg and Kathy Roselli Ashland, OR).

The Filmed by Bike fest has become an iconic part of Portland’s bicycle culture landscape. They’ve participated in BikeCraft for many years. This year they stepped up to provide a soundtrack for the weekend and will be curating music for shoppers and vendors to enjoy. Plus they’ll have a popcorn machine and will be selling freshly popped PedalPop popcorn, and showing excerpts from their greatest hits of the last decade.

Founder and head FBB-ist Ayleen Crotty tells us:

“Filmed by Bike is excited to be at BikeCraft once again this year. The winter holiday season just wouldn’t be the same without this awesome opportunity for the bike community to come together and buy from regional makers.

I started Filmed by Bike as a way to merge my loves of bikes, community building and artistic experiences. I love meeting filmmakers from all over the world and getting glimpses at their bike cultures. In addition to our signature film festival in Portland every May, our movie collections travel all over the world to support non-profit organizations and bring people together to celebrate their shared love of bikes.

In our earliest years, nearly all of the films we showed were from regional filmmakers. As we have expanded internationally, we have more global influence. At BikeCraft, we will have a panel of experts available to talk through filmmaking ideas with anyone who has a story to pitch. We would love to see more local film submissions this year. The deadline for entries is 1/20/2019.”

Learn more about BikeCraft at the official website.

— Elly Blue/Microcosm Publishing

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Saddle height hints, ballast before babes, and other tips for settling into family biking

Bike Portland - Tue, 11/27/2018 - 09:05

Me and my boys shortly before I removed the front kid seat and raised my saddle two inches.
(Photos: Madi Carlson)

‘Tis the season for giving and receiving new bikes. With that in mind, I want to share a few tips on how to comfortably settle into a new rig.

Our Family Biking column is sponsored by Clever Cycles.

➤ Read past entries here.

Some new bikes — especially family bikes, be they regular bikes with attached kid seats or cargo bikes — look big and intimidating compared to your old beloved beater bike you’ve become one with over the decades.

I’ve always felt that when it comes to changing to an entirely new type of bike it takes two weeks to get comfortable and two months to feel like a pro. There are a couple things you can do early on to make things less scary: lower the saddle and practice with ballast.

On most bikes (but not this one), lowering the saddle a little is a good way to adjust.

Lower the saddle
I appreciate that there are people who refuse to compromise on seat height. Not having had a serious cycling background before getting into it with the kids, I’ve always been more concerned about feeling safe than about knee comfort when getting used to new bikes. My cargo bike was a lot heavier with very different weight distribution than my previous bike so I figured until my aging knees started protesting, I’d leave my saddle low.

As it turned out, my knees never complained and I left my saddle two inches lower than it needed to be for two and a half years. I didn’t put it so low that I could put my feet flat on the ground while on the saddle, but low enough that I could easily put the balls of my feet down and not have to slide forward off my saddle each time I stopped. I’m not recommending you leave it low that long, but you’ll be just fine if you do!

My knees probably felt OK because I tended to slide my foot forward on the pedal and push with the middle of my foot. The most efficient way to pedal is to push with the ball of the foot, but sliding one’s foot forward compensates for the lower seat height. In my case on my old green bike it also helped avoid heel strike with my rear passenger’s feet.

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Proper saddle height

The white line shows my safety saddle height. Note the bolt on the seat collar — loosen it to move seat post and saddle up and down.

You can imagine how much I like having my saddle at the proper height these days after five years of a too-low seat. So when you’re ready, here’s how to find the right height on your own. My saddles all have a 5 millimeter bolt holding the seat collar at the base of the seat post, but some use quick release levers or a different size bolt. I start my height estimating by standing next to my bike and putting the saddle at hip height. If you have someone to hold your bike upright while you sit on it, pedal backwards while stationary to see if it feels right. Otherwise, pedal back and forth on the street or in your hallway. You may have to make several adjustments to get to the proper height. You may also realize belatedly you want your saddle higher or lower so keep a multi-tool handy while you’re getting used to the new height.

When your foot is at the bottom of the pedal stroke your knee should be slightly bent. If your knee locks and/or you need to slide a bit off the side of your saddle, it’s too high. If your knee is very bent, it’s too low. A second way to test your saddle height is to slide your foot forward so your heel is on your pedal and check that in this position your knee locks straight at the bottom of your pedal stroke.

Note: you may want to gradually get to the proper saddle height over the course of a few days. You don’t have to gain the entire two or so inches all at once.

You can test your saddle height with your heel. This saddle can go up a bit.

Ballast before kids

Mounting and dismounting a laden bike will be different than an empty test ride.

While I was still a newbie at biking with babies, I helped other parents get comfortable carrying them. I had moms and dads practice with leggy stuffed animals and bags of rice. Turns out bikes are pretty much the same (and it’s no surprise a lot of people I met in baby-wearing groups also became family bikers). Getting a feel for kid weight on a bike is very useful before putting the actual kids on board. Mounting and dismounting a laden bike will be different than an empty test ride, as will turning and stopping quickly. Fun fact: some bikes handle better with cargo on board — especially some long-johns (aka bakfietsen) that carry cargo and/or kids at the front of the bike

Remove pedals
What’s good for the gosling is good for the goose. I’ve written about removing pedals for kids as a way to get used to the weight of a new pedal bike while using it as a balance bike. There’s no reason that can’t work for acclimating an adult, too. Borrow or buy a $10 pedal wrench and you can take pedals off and put them back on yourself.

Everything in the whole wide world is “righty tighty, lefty loosey” except for your left bike pedal. I remember this by “the right pedal is right (correct) while the left pedal wrong.” Some people memorize that both pedals loosen towards the back of the bike. Pedals that have been on a bike for a very long time might be extremely hard to wrench off. Add a bit of grease when you put them back on so they come off easily in the future.

Have you made any temporary adjustments to get used to a new bike? Are you expecting a new bike to come into your life soon?

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

Browse past Family Biking posts here.

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A cyclocross season through the lens of Drew Coleman

Bike Portland - Mon, 11/26/2018 - 15:42


*Photos and words by Drew Coleman

I love bike racing. Last year I got hurt and had to stop, so I picked up my camera and experienced cyclocross through the lens of a camera rather than from the seat of a bike.

This season, I have been fortunate enough to be given access and opportunity to photograph cyclocross outside of Oregon. It was the first time I stepped outside the Oregon Bicycle Racing Association (OBRA) cyclocross bubble and I could finally put it all into context. What I have come to realize is that, while there are vibrant cyclocross scenes in pockets around the country, what we have in Oregon is special.

Cyclocross Crusade staffer Sherry Schwenderlauf at Cyclocross Crusade Bend.


Race announcer Luciano Bailey at Blind Date at the Dairy.

We have passionate promoters who create wonderfully organized races and series. From the venerable Cyclocross Crusade to the Zone 5 Promotions Gran Prix series to our twin Portland mid-week races (the PDX Trophy Cup and the Blind Date at the Dairy) as well as those in communities in Bend, Eugene, Medford, Salem and others. Here in Oregon we have an embarrassment of cyclocross riches.

The Oregon scene is defined by rider participation. The size of our races is something that is easy to take for granted. One needs to look no further than the singlespeed category. At RenoCross this year, which is a very important early-season event, 20 male riders started the race (including the defending National Champion) and there were only four women. In an average Cyclocross Crusade singlespeed race this year, one would see close to 70-80 male riders and enough women to have a separate category. I go to races outside of Oregon and wonder where everyone is.

Stephen Hartzell (Breadwinner Cycles) at Cyclocross Crusade Bend.

Laura Winberry (Speedvagen) at Cyclocross Crusade Bend.

Stopping to hydrate mid-race during the Cyclocross Crusade event in Bend.

Michael Saviers in a fully brakeless descent (note his right foot on the tire) while racing the Cyclocross Crusade Cascade Locks.

Seth Patla (PDX Ti) must have forgotten his racing kit.

Tackling the run-up at Cascade Locks.

Ivy Audrain (Speedvagen/Bike Flights) warming up at Cyclocross Crusade Heron Lakes.

Additionally, in Oregon, the quality of racing is very high. In other words, to be fast in Oregon, is to be fast nationally. When one combines this with the size of the fields, you get races that are very deep and fast. This is great for developing top riders. Our men and women riders go on and do very well in major races and even World Cup events. As I type this, the newly-minted Pan-American Under-23 champion Clara Honsinger, a Portland resident and mechanic at Sellwood Cycles, is representing the United States in Tabor, Czech Republic at a World Cup event.

Clara Honsinger (Team S&M) at West Sac CX Grand Prix.

In terms of what goes on outside the tape, there’s a tangible difference in the way we appear to enjoy our racing as well. In Bend, I saw fans lined up at the tape for most of the course and in some places 3-4 deep. If I had to guess, it was as well attended as Nationals last year in Reno. A visit to “Tent City” at a Crusade race is to really get the flavor of the Oregon fan. The cyclocross fan in Oregon knows the sport and the riders well. The heckling is (usually) creative, fun and supportive.

And then it all ends. Suddenly. Perhaps prematurely. As the rest of the world begins its 2nd half of the season, we pull the plug. And that’s perhaps a good thing. We pack in a lot of racing. Our scene burns hot and if it kept going, I wonder if it would just fade and lose its value.

When one documents through a camera one is forced to really look at the scene and evaluate. When I created my film “State of Cyclocross,” it became apparent to me that at the national level cross is at a bit of a crossroads in terms of its own identity, but I see the state of cyclocross in Oregon as a vibrant, fun, wonderful and very accessible phenomenon.

Thanks for checking out some of my favorite images. I hope to see you at the races in 2019.

— Drew Coleman (catdcxracer@gmail.com) is a cycling and action photographer, writer and filmmaker based in Sellwood. He is the Director of the film, State of Cyclocross which is currently screening at various venues in the United States. Follow him on Instagram and YouTube.

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Take this Pike/Pine bike lane survey + Rethinking Pine St downtown

Seattle Bike Blog - Mon, 11/26/2018 - 14:29

Few bike improvements in the city could have a bigger impact than a safe, comfortable and fully connected bike route from the Pike Place Market to Broadway. And due to the grade of First and Capitol Hills as well as I-5 cutting off many streets, Pike and/or Pine are the only options to make this connection.

These streets are already very popular for people on bikes despite their insufficient or lacking bike lanes because they are the only real choices for people living in large swaths of Capitol Hill, First Hill and the Central District. Being packed with destinations helps, too. Since most people have no interest in biking mixed with car traffic, connecting 2nd Ave’s protected bike lanes to the Broadway bikeway has enormous potential to connect a lot of homes, businesses and destinations.

More than 150 people attended a late October community workshop organized by Seattle Neighborhood Greenways, Capitol Hill Housing and the Capitol Hill EcoDistrict. They provided a lot of feedback on the city’s effort to complete this connection by the end of next year. But the organizers want to make sure the opinions of folks who couldn’t attend are also included, so they put together an online survey.

After considering the realistic options, organizers determined that the lanes will most likely go both ways on Pike Street from Broadway to around Melrose, then switch to westbound on Pine and eastbound on Pike through downtown as outlined in the Pike Pine Renaissance plan.

The first major question is about the basic design of bike lanes on Pike from Broadway to the street curve near Minor. Should they be one-way bike lanes on each side of the street or a two-way bike lane on the north side of the street?

The second question is about the transition where the streets curve near Minor. Which street is the best option for routing people headed westbound over to Pine Street? Minor, Melrose and Bellevue are pretty much the options available.

Reconsidering the Pine Street bike lane

The existing bike lane on Pine Street downtown, installed a year ago, is terrible. There’s just no way to sugar coat that. Forcing people biking to mix with car traffic through the brick section near Westlake Park ruins this bike connection. The Pike Pine Renaissance plan depicts this bike lane remaining in its current flawed state, but this does not achieve the basic goals of a protected bike lane connection. A route is only as comfortable as its most stressful section, and mixing with car traffic through the brick section pretty much negates the benefits of the bike lane on the other blocks.

So while this survey does not address this issue, the city needs to make a choice. Are we going to redesign the brick section to create a continually-protected bike lane on Pine? Or do we need to move the westbound bike lane to Pike Street? Either option could work, but we must do one of them.

One possibly great option would be a two-way bike lane on the north side of Pike Street from Pike Place Market to Broadway. This would definitely be the most intuitive route because it is consistent and direct the whole way. In fact, a lot of people already treat the Pike Street bike lane as a two-way today, suggesting the demand is there. This option would also have basically no transit conflicts.

SDOT could then remove the flawed Pine Street bike lane downtown, but they should keep the pre-existing painted bike lanes on Pine Street east of 8th Ave for the sake of business access and because there’s no benefit to getting rid of them. I imagine that even with a quality bike lane on Pike, some confident riders will still choose to bomb down Pine Street because it is just so fast if you feel comfortable mixing with car traffic. People who want to go fast downhill might not like riding in a two-way bike lane. And that’s OK. Having choices is a good thing.

More details about the survey from the community organizers:

We were thrilled that more than 150 community members representing a range of perspectives joined us on October 25th at the Pike/Pine Protected Bike Lane Community Design Workshop to share their thoughts on street design. Even better, we heard from many that this community-driven model should be adopted by the City for all major projects. We will share our lessons learned in the hopes of making that possible.

We heard you. As we assemble our analysis, key themes have emerged. Participants expressed the importance of safety for all users, of clearly marked and logical bike routes, of plentiful loading zones for freight and for people, and the challenge of balancing competing needs.

See group-designed maps and suggestions as well as photos from the workshop.

Next Steps
To ensure that as many community members as possible have the opportunity to provide feedback, we will continue direct outreach through the end of December. In January, we will share our summary findings with the Seattle City Council, SDOT staff, and you!

Take our survey to share your thoughts on bike lane location and how to balance other uses of the street. We’ll include your comments in our advocacy and share them with City planners and officials. Share the survey with anyone you think might be interested!

The Monday Roundup: Extinction Rebellion, why words matter, light rail parking fail, and more

Bike Portland - Mon, 11/26/2018 - 13:56

Welcome back from the long holiday weekend. I’ve been out of town for a week and I’m eager to get back to work!

Here are the most notable stories we came across in the past seven days (thanks to all the readers who sent in links)…

Light rail parking fail: Sightline’s Michael Andersen dissects the absurdity of TriMet’s plans to spend $168 million on free auto parking along the SW Corridor light rail line — twice as much as it will spend on affordable housing.

Better streets: From slow zones to congestion pricing, a New York-based architect and urban designer shares lessons on better streets gleaned from visits to Amsterdam, Copenhagen, London and Stockhom.

Words matter: On the same week as World Day of Remembrance for Road Traffic Victims, the Houston Chronicle ran an excellent summary of why we must change how we talk about traffic crashes.

On the Media on the streets: I have yet to listen to the whole episode, but with guests like Streetsblog reporter Angie Schmitt, “Fighting Traffic” author Peter Norton and Citylab reporter Emily Badger, this week’s On the Media pod is sure to be a must-listen.

Cycling starlings: Scientific observations of Tour de France pelotons reveals insights about the collective behavior honed by professional cyclists that allows them to ride so closely to each other without crashing.

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No freeway, no problem: Yet another example of a major freeway closure (this time in San Francisco) that didn’t lead to the expected consequence of more auto traffic.

Gone in 49 minutes: A German was caught speeding on the way home from his successful driving test. He was caught by police, banned from driving for a month and must undergo “retraining”.

Speed crackdown: Faced with a deluge of complaints, the mayor of a small Italian town installed traffic cameras and issued 58,000 speeding tickets in just two weeks.

UK steps up for cycling: The UK Department of Transport says they’ll add police staff to process video footage, increase driver education, step up bike lane enforcement, and more as part of dozens of measures aimed at making cycling safer.

Climate change urgency: A group calling themselves the “Extinction Rebellion” is shutting down streets in London to bring attention to the imminent threat of climate change.

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

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Bike Thieves Suck 3T Robbed

Bike Hugger - Mon, 11/26/2018 - 13:55

Bike thieves suck and suck even more more when they drill into a manufacturing building like it was a bank heist. Today, I learned 3T was robbed.

The theft included an irreplaceable frame set painted by Dario Pegoretti.

This morning, November 26th at 6.00am, around 6-8 masked people entered our factory building and stole all our display & demo bikes.

If you have any information that might help us to catch the thieves and recover our bikes, please let us know!

Plea for Help

This is terrible news for a brand we’ve been affiliated with for years; including, the launch of the Exploro and Strada. The thieves drilled a hole through a 1-meter thick wall to enter our warehouse.

As Rene, one of their founders, said

If any of you see any of our bikes offered on the internet, at stores or in any other way, and it looks suspicious, please let us know.

And keep a particularly eye on the Pegoretti bike.  Your help is greatly appreciated!

 

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