Bird and The Street Trust will host an e-scooter press conference on Wednesday

From the press conference invite.

A leading electric scooter company and Portland-based nonprofit The Street Trust will co-host an event at City Hall on Wednesday at 12 noon.

Bird was one of three companies that participated in the City of Portland’s e-scooter pilot program. Despite what appeared to be a successful experiment, Portland decided to take all scooters off the streets about one month ago.

Now Bird and The Street Trust want to get scooters back in the news. Here’s the text of an invite Bird is sending around:

Join us on Wednesday, December 12 at noon at City Hall for a press conference in support of bringing scooters back to Portland! We’ll have speakers from Bird, The Street Trust, and more.

Portland’s e-scooter pilot program was a huge success in giving Portlanders new convenient, sustainable alternatives to car travel and the city’s leaders have shown tremendous foresight as they plan to incorporate these new modes of transportation into the city’s streets.

Let’s show them how much we appreciate their work making Portland a leader in sustainability and that we hope we can get scooters back on the road as soon as possible so we can continue to have more convenient, environmentally-friendly, and affordable transportation options!

Word has it that representatives from Lime will also speak at the event.

I’m not aware of what (if any) major announcement will be made. But it’s not surprising to see scooter providers angling to curry favor in the Portland market. PBOT is currently working on phase two of a scooter pilot and they’ll ultimately have to choose which companies will have the privilege of operating here. Both Bird and Lime would appear to be likely candidates, especially if they were to be acquired by Uber as reports suggest.

Consolidation in the market makes it look like PBOT’s choice could come down to two behemoths: Uber or Lyft. Lyft recently completed its purchase of Motivate, the company that operates Biketown. And Uber already owns Jump, the company that built the bikes (and technology in them) that Biketown uses.

It’s interesting to note that Bird has at least two staffers who come from transportation advocacy ranks. Last October, the veteran leader of New York’s nonprofit group TransAlt, Paul Steely White became Bird’s director of policy and advocacy. And Bird has also hired Portlander Fiona Yau-Luu, a former Metro staffer who was once board president of Portland-based nonprofit Oregon Walks.

In other e-scooter news, the Willamette Week reported on Friday that the City of Portland collected more than $100,000 in fees and fines from e-scooter operators during the pilot program.

UPDATE, 4:22 pm: A bird spokesperson has contacted us to clarify that The Street Trust is not a host of the event. “Bird will host the event and has invited Portland riders to attend a news conference at City Hall this Wednesday at noon. Speakers will include representatives from Bird, The Street Trust, and Forth Mobility.” (Note that the initial Bird spokesperson who contacted us wrote, “… the press conference Bird and The Street Trust are hosting…”).

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

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PPB Captain gets driver’s license suspended as part of reckless driving, DUI charges

(Image: KATU)

On June 28th just before 2:00 am, off-duty Portland Police Bureau Captain Steven Jones was arrested for DUI after crashing his city-issued SUV in the Lair Hill neighborhood. A witness reported that Jones was driving “at a high rate of speed” on SW 3rd Avenue near Arthur when he lost control and veered onto the median, crashing into a light pole and a tree.

Cpt. Jones, a 23-year veteran of the bureau who was in charge of the Professional Standard Division, was driving with a blood alcohol content of .10.

“As law enforcement officers, we are held to a higher standard,” PPB Chief Danielle Outlaw said in a statement after the incident. “This will be thoroughly investigated.”

Today, the Multnomah County District Attorney’s office said Jones has completed a diversion program for his DUI charge. He filed a plea of “no contest” to reckless driving charges on December 5th. As part of his plea agreement Jones has agreed to pay $38,239 in restitution to the City of Portland and has received one year of probation and a three-month suspension of his driving privileges. Once he completes the probation his reckless driving charges will be dismissed.

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This is very troubling.

At the end of every PPB statement about a major injury or fatal crash, is this line:

The Portland Police Bureau is committed to working with our partners in government and the community to create safer streets and work towards reducing, and eventually eliminating, traffic fatalities as part of Vision Zero.

There’s something very wrong with PPB culture when one of their leaders thinks it’s acceptable to drink alcohol then get into a car and drive it recklessly through our city. We’re relieved no one was hurt or killed by Jones’ selfish and irresponsible behavior. We can only hope he’s learned an important lesson and that he’ll devote himself to raising awareness about the serious and rampant driving abuse epidemic in our city.

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

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Bankruptcy leads to closure of all three Performance Bicycle stores in Portland region

Signs are up at the Beaverton store.
(Photo: Andy Kutansky)

Some people hoped a bankruptcy filing last month by the parent company of the Performance Bicycle might not result in the closure of all stores across the country.

But today the list is out and the news isn’t good: Advanced Sports Enterprises says it will close all 102 of its stores in the United States. That includes locations in Portland (Mall 205, 9988 SE Washington St.), Tualatin (7690 Montgomery Rd.) and Beaverton (3850 SW Hall Blvd.). The closure leaves Portland with just one bike shop (Outer Rim Bicycles) east of I-205.

Performance is a well-known retailer in the bike industry that was founded as a mail-order catalog in 1981.

According to Bicycle Retailer and Industry News (BRAIN) magazine their parent company filed for bankruptcy on November 16th. Here’s more from BRAIN:

Patrick Cunnane, the CEO of ASE, said… the company was unable to turn around the retail business, which has seen sales declines for the last six years. “We were undercapitalized from the start.”

… “We tried to be more local and less national,” he said. Stores raised some retail prices to match the market and improve margins, and developed procedures to turn inventory better.

ASE was able to integrate the Performance and Nashbar back end systems and warehousing, but was unable to fully integrate the retail and wholesale back ends. “Sometimes you have to spend money to save money, and we didn’t have the money to invest to achieve the savings we wanted,” he said.”

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When BRAIN first reported the story, leaders of ASE made it seem like some of the stores would survive the re-organization.

But an email sent today from Gordon Brothers, a company hired to liquidate Performance’s inventory, made it clear that all the store will be closed.

“The Company has made the strategic decision to close all 102 Performance Bicycle stores,” the email says. “Today marks the first day of a major sale at all Performance locations.”

Discounts will start at 40 percent. And as they say, everything must go.

Beaverton resident Andy Kutansky will miss the Beaverton store. “The employees were always friendly and hosted shop rides on the weekends,” he shared with us in an email today. “Someone in the store said it had been open 30+ years or so! Today they seemed sad and I was sad with them.”

This news comes on the same day that the bicycle industry’s (once) largest annual trade show, Interbike, has called it quits.

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

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Jobs of the Week: Lakeside Bicycles, Community Arts and Recreation Alliance

We had two new jobs listed this week.

Learn more about each one via the links below…

–> Bicycle Mechanic – Lakeside Bicycles

–> Executive Director – Community Arts and Recreation Alliance (Portland Townsend, WA)

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For a complete list of available jobs, click here.

Be the first to know about new job opportunities by signing up for our daily Job Listings email or by following @BikePortland on Twitter.

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

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

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A tragic realization about a BikePortland reader and supporter

Not just another headline.

Two days ago I received a strange email. It was simultaneously matter-of-fact and tragic.

“Hi folks,” it read. “My dad was killed by a truck (he was walking at a crosswalk). I would like to stop his autopay subscription of $10/month.”

It only took me a few minutes to realize this man’s father was 82-year-old Charles McCarthy, who was hit and killed by a truck driver as he walked in the crosswalk of East Burnside and 55th on October 11th.

I wish it wasn’t true, but when people die while walking I don’t usually pay as much attention to the case as I would if they were cycling. That’s an intentional editorial and mental health decision. (Reacting to traffic deaths takes a toll and I have limited professional and personal capacity to do it. I also don’t want to set the expectation that I will cover walking deaths with the same attention and depth as cycling deaths).

Even though I didn’t look too deeply into this case initially, I now wanted to know more about Mr. McCarthy. So I did what I often do in situations like this: I emailed the District Attorney’s office to find out if there were any updates on the case, I looked up his subscriber information, entered his email address in the “search comments” field of BikePortland’s admin dashboard, and checked to see if he’d ever emailed me.

Turns out Charles McCarthy was a big supporter of BikePortland. He’d sent in several one-time contributions over the years and he was one of our first subscribers in 2015. He would also email us from time-to-time with link suggestions for the Monday Roundup.

He had also commented here about 30 times between 2009 and 2016. I was amazed how much those comments revealed about him.

In a comment about the Tilikum Bridge he posted in 2009, Charles shared that he spent more time as a “pedestrian” than a “cyclist” and wanted physical protected between those two modes.

He lived in Minneapolis in the 1970s and once got a stolen bike recovered because it had been registered with the police. “My point: bicycle registration can be a good thing,” he wrote.

In 2011 we learned he was an active volunteer in the community who used a combination of modes — buses, bikes, walking and driving — to reach his many destinations. When TriMet service no longer met his needs, he reluctantly started to drive more often, but still purchased a monthly bus pass because, he said, “I think it is a civic duty to support public transit.”

Charles was one of many people who invested in the Kickstarter campaign for those Conscious Commuter e-bikes that never materialized.

The last comment he made on BikePortland, in 2016, stopped me in my tracks for how it related to his own death. It was in response to a story we did about a group of neighbors in north Portland who held a vigil for an elderly man who was killed while walking across a street. “When driving and stopping for a pedestrian who is crossing, I put on my 4-way emergency flashers, and if possible stick my hand out to flag the drivers in the lane to my left,” he wrote. “It sometimes seems to help.”

As a driver, it appears Charles was exceedingly safe around walkers. It’s too bad he wasn’t afforded the same level of respect.

I’m sorry our system failed you Charles. Rest in peace. And thanks for all your support.


16 of the 32 fatal traffic crashes in Portland so far this year are to people who were walking. Since Charles was killed on October 11th, seven other vulnerable road users have died. Five of them were on foot, one was motorcycling, and one was using a bicycle. You can see an updated tally with basic details on each of them at BikePortland.org/fatality-tracker.

Note: I’ll update this post if I get any substantive updates from the DA’s office.

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

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Portland Wheelmen Touring Club to consider name change

Club members Ann Morrow (left) and Kathleen Hellem at a recent Sunday Parkways event.
(Photo: Jonathan Maus/BikePortland)

What do you think of when you hear the name Portland Wheelmen Touring Club?

Established in 1971, this is the oldest riding club in the area with a proud legacy of leading (daily!) group rides, raising funds for non-profits, and putting on great events like the Pioneer Century.

As they approach their 50th anniversary, PWTC is doing some soul-searching and club leaders say a name-change is a very real possibility.

In a note to members in their November newsletter, the club’s Board President Chip Kyle wrote, “The board believes that — with great trepidation – we need to reexamine our club name and how it represents who we are, what we do and how we want to grow.” The reason? The current crop of members is getting older and the club isn’t attracting new, younger riders. “We have seen that participation in our club rides comprises predominantly retired males,” he wrote.

Kyle also says, despite having many active women members, they’re frequently asked if women are allowed to participate.

After a recent club survey showed a majority of people think a new name is needed, the group plans to discuss the possibility at their monthly meeting Thursday night.

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“Women flat out tell us they won’t join with ‘Wheelmen’ in the club name.”
— Ann Morrow

Former club President (and member since 1992) Ann Morrow said the “Wheelmen” name made sense back when the club was founded (the national advocacy group League of American Bicyclists was the League of American Wheelmen until 1994). But these days Morrow acknowledges that word is a problem. “Women flat out tell us they won’t join with ‘Wheelmen’ in the club name,” she shared with me via email yesterday. “We are an inclusive club and women are very involved as ride leaders, board members and in various positions of power and responsibility. I personally do not know any Wheelperson who cares about gender identification as related to being a member of our club,” Morrow continued. “They are supportive and welcoming. But the name might suggest otherwise.”

Then there’s the “touring” part. That can be intimidating to some riders, she says, and it doesn’t even reflect the type of rides the club leads.

Morrow shared that the name change topic has come up for the club in the past, including in 2001 when it failed by a couple votes and the debate left many with hurt feelings. “We may have a more sympathetic membership now to get to a change,” Morrow says. “We do care about the misconceptions.”

But what should it be? At this point, all suggestions are welcome.

Learn more about the club at PWTC.com.

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

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This 1896 map shows the depth of Portland’s cycling culture

The 1896 Cyclists Road Map of Portland is an absolute gem.
(Photos of map published by Cunningham & Banks)

In 1896 Portland had a thriving cycling culture complete with bike-specific fashion purveyors, bike-friendly restaurants, bike shops, and local businesses hoping to cater to our many “wheelmen” and women.




For years now I’ve let my mind wander 122 years into history thanks to the Cyclist’s Road Map of Portland District that hangs from the wall in my kitchen. The Vintage Portland blog posted an image of the map this morning and it reminded me that I’m overdue in giving this map its due here on the BikePortland Front Page. I’ve mentioned it a few times over the years, but it warrants a closer look.

The map, which cost 50 cents in its day, was published in May 1896 by Cunningham & Banks based on data compiled by civil engineer J.H. Cunningham. To give it more credibility, the map was adopted by the Multnomah Wheelmen, a riding club with a cool logo that featured an “M” with wings.

The boundaries were St. Helens to the north, the Sandy River to the east, Forest Grove to the West, and Oregon City to the south. In an effort to help riders gauge distance, concentric circles were drawn at one-mile increments from downtown Portland. There’s also an inset map (at right) of the Vancouver Ferry which promised rides (for five cents) between Oregon and Washington every 40 minutes most weekdays.

A quick look at the map and you’ll notice many of the streets we still use today. Keep in mind this was 1896. Most of the roads in the region were still unpaved and our streetcar network was in the middle of its lifespan. One thing I love about this map is that pre-dates automobiles. The first car dealership in America didn’t open until 1898 and my cursory research tells me Portland didn’t get one until the early teens of the next century.

Beyond lines on a map, the value of this artifact is the window it provides into the cycling culture of the time. The map’s legend, the information and “pointers”, and advertisements are a ton of fun.

The legend offered three levels of roadway conditions: good, fair and poor. The only thing deemed important enough to have its own symbol on the map was the location of taverns.

On the right side are two boxes of text titled, “Information for Wheelmen” and “Pointers.”


They offered route advice:

Allowance will have to be made, of course, for mud and dust, the roads east and north of the city being in better at riding condition more months in the year then those south and west.

Recent newspaper articles give the Foster Road the “black eye,” claiming it the poorest road in the county. This we consider erroneous, as the west end of this road is as good as it neighbors…

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One of the easiest and most picturesque runs out of Portland is the 3 mile run to St. Helens. After leaving Linton the road is all that could be desired, and the grades comparatively easy. Later in the year it is quite dusty in places. For ladies and those not wishing to make the round-trip by wheel, a delightful day maybe had by taking the O. R. & N Steamers from Ash Street at 7:00 a.m., arriving at Saint Helens around 9. You then have nearly the whole day in which to enjoy the beautiful scenery along the road, and a lunch you have taken may be daintily served at one of the numerous sparkling streams to be found… This run should be made when the wind is from the north. Fare to St. Helens, 50 cents, wheels free.

The easiest grade leaving west from the city is probably by way of the Canyon Road. Returning, we should say the Cornell Road offered the best grade. It is not safe to ride the Cornell Road without a good break, as the sharp angles and steep grades near the summit have caused many accidents.

Technical advice:

In lieu of graphite, soap makes a good lubricant for the chain.

A soft tire will not puncture as easily as one that is fully inflated, but is more liable to produce a cracked rim.

A few basic points on riding etiquette and style:

In approaching another rider from the rear, ring your bell and pass to the left.

Experienced riders often walk hills that amateurs try to ride.

A call-to-action for advocacy:

Every writer should get his support for the effort now been made to build a cinder path on the beautiful Riverside Drive.

And we even see that the bike-transit connection was alive and well back then:

In case of an accident near the city, the street railway companies will carry your wheel for an additional 25 cents.

The advertisements illustrate that Portland business owners saw an opportunity to cash in on the cycling craze. A pharmacy on SW 4th and Morrison touted a product called Dr. Barker’s Celery Kola that, for 75 cents a bottle, would, “restore lost vitality” if you were “exhausted or fatigued from hard riding.”

The White House, a restaurant on Riverside Drive promised “Special rates to bicycle parties.”

A cigar shop at 267 SW Morrison encouraged riders to drop in for a pre-ride smoke.

Meier & Frank sold women’s and men’s sweaters, “bicycle hose,” shoes, and caps.

The Overman Wheel Co. (which had two Portland locations) promoted their Victor brand of bicycles that came with “non-puncturable” tires, cotterless cranks and a hollow crank axle.

I wish I had a bunch of copies to sell; but I’m not even sure where you can one get these days. Years ago you could get one from the Oregon Historical Society store; but I haven’t seen it on there for a long time. The Street Trust also used to sell copies.

I love so much about this map. It proves our roads were not built for cars and that there’s been a strong cycling community in Portland for well over 100 years.

And don’t you just pine for the days when Highway 30 to St. Helens was nice and peaceful and you could hop on a “steamer” ship to get back to downtown after lunch next to a stream?!

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

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BikeCraft vendor spotlights: Drew Devereux, CNOC Outdoors, Sprockettes

Time for round three of our 2018 BikeCraft vendor mini-profiles thanks to our friend Elly Blue from Microcosm Publishing.

Here are three more of the talented folks and interesting products you’ll find at this year’s event…

Drew Devereux – website

Last year’s BikeCraft featured a serious gap in the vendor lineup: We had no cycling cap maker! And for a while it looked like we wouldn’t have anyone this year either. But now, to my relief and delight, you’ll have two cap-makers to choose from, and they’ve coordinated with each other to provide the best selection possible for y’all. One of them is first-time vendor and self-taught cap-maker Drew Devereux.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
Cycling caps! About half of them with cotton from Mill End in Milwaukee,; with the rest with Pendleton wool from their scrap bin. One size fits most (55 to 60cm), although the fit varies a bit since they are all handmade. They are all based on a Columbus 3 panel cycling cap I have had for 25 years. Besides being a place for advertisement or decoration, cycling caps work great for keeping the hair in place, blocking oncoming headlamps or the sun’s glare, and—when pulled down towards the nose—taking a nap. They fit under helmets, and can help keep rain off of glasses.

Tell us about yourself—what events in your life led you to be doing this bikey craft?
I started making caps out of necessity because it was hard to find a cycling cap that fit me. I reverse engineered my old Columbus cap and set about to make a new one based on its pattern. Making them was a lot harder than I thought it would be! I tried different materials and sewing strategies over the years. Some were given to friends, and with their feedback (and my impressions since I wear one almost all the time), and over a decade of intermittent experimenting, it evolved into how I make them today. While the caps I made have been mostly for personal use, I think they are good enough now to put out there at BikeCraft, so I am making a big batch of them.

What’s your favorite BikeCraft memory?
I have been to 3 of of them and it always felt like going to a party as much as a place to buy cool bikey things.

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CNOC Outdoors – website

When we put out the call for vendors, my college classmate Lauren Hudgins asked if the company she works for would be a good fit. We like to have at least one gadget to show off at the event that isn’t strictly handmade, and she got this year’s slot. Cnoc’s portable water bags that fit many filters seem like a lightweight boon for bikepackers and tourers—come check one out.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
We’re bringing Vectos [ https://cnocoutdoors.com/products/vecto-2l-container-28-mm-orange ]: foldable water containers designed in Portland that connect to Sawyer filters, or a HydroBlu Versa Flow, or a LifeStraw Flex. We’ll also have gravity filtering systems that come with a HydroBlu Versa Flow. When you’re bike packing or bike touring being able to produce safe water from whatever sources are available can be critical.

Tell us about yourself—what events in your life led you to be doing this bikey craft?
Gilad Nachmani began Cnoc Outdoors a couple years ago as a way to produce the hiking gear he needed but couldn’t find on the market. I’m coming in as a cyclist who has done a lot of bike camping and sees the benefit of the Vecto for bike packing or bike touring.

The Sprockettes – website

Portland’s original all-women mini-bike dance troupe hardly needs an introduction in these pages. We asked the Sprockettes to be a part of BikeCraft this year not as performers but in their community engagement role: They’ll be running a helmet decorating station for kids (of all ages!), as well as slinging their own merch.

What are you bringing to BikeCraft? What’s the most important thing people should know about it?
We are bringing handmade Sprockettes merchandise including jewelry, patches, magnets, and all kinds of crafty materials for a bike helmet decoration station.

Tell us about yourself—what events in your life led you to be doing this bikey craft?
The Sprockettes are a DIY Mini Bike Dance Team, it only seemed natural to make our own bikey merch. As performers, we incorporate BMX bikes in choreography by exploring their uses as dance partner and prop. Since founding The Sprockettes in 2004, we have seen more than 40 member Agents grace the performance stage and add to the bike dance creativity. For nearly 10 of those years we have been hosting a Girls’ Summer Camp, where we train little Spockettes in acro-balancing, bike tricks, and dance, culminating in a performance at the end of a 2 day camp. It is so amazing to see our little Sprockettes gain confidence with their bikes! As part of performance preparation we spend time decorating our bikes, and for BikeCraft, we will host helmet decoration!

What’s your favorite BikeCraft memory?
We are super excited to see the bike helmet creations of participants! We also want to help teach best bike helmet wearing practices to all sizes of bikers.

Learn more about BikeCraft at the official website.

— Elly Blue/Microcosm Publishing

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Riverfront stadium proposal raises questions about transportation access

Portland Diamond Project used this as their lead image and titled it on their website as “Bike Tailgating.”

In Portland you can’t even propose a Major League Baseball stadium without putting bikes front and center.

Yesterday a consortium of financiers, celebrities, and fans made a big splash with an announcement about a potential location and a series of renderings of what the 32,000 seat stadium might look like.

“We absolutely do take transportation seriously. We expect a lot to be invested in infrastructure.”
— John McIsaac, Portland Diamond Project

The Portland Diamond Project says they’ve inked an agreement with the Port of Portland to develop a stadium on Terminal 2, a 50-acre parcel of industrial land along the Willamette River in northwest Portland about one mile north of the Fremont Bridge.

Along with announcement the group released several renderings of the stadium. The main image, titled “Bike Tailgating,” features over a dozen bicycles prominently parked in the foreground.

This has us wondering: If this project moves forward (a big if, given the billions it would cost to build the stadium and buy an MLB franchise), how would people get to the games?

T2 on Google Maps. That’s the Fremont Bridge in lower right.

As it sits right now, the T2 site is basically a transportation desert. Unless you’re in a car. It’s served by just one infrequent TriMet bus line (16) and it’s over a mile away from a Portland Streetcar stop. Even with their planned northwest expansion a stop would still be about a half-mile away. Light rail is much too far away at about 1.5 miles and a MAX expansion in this area isn’t even on the table.

And who knows, maybe the nascent Frog Ferry would add a stop at the stadium.

As for bikes, some of the parcel is actually inside the current Biketown bike share service area. But the wide roads around T2 would be frightening for the average bicycle user to ride on. In April 2016 during our NW Portland Week, I shared two posts that offer an in-depth look at cycling in the area. To recap: There’s tons of cycling potential on NW Front Avenue. We could use the 80-90 foot wide cross-sections to build physically protected bike lanes and make a direct connection to downtown.

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Terminal 2.
(Photo: Port of Portland)

NW Front Avenue outside T2 near 26th Avenue.
(Photo: Jonathan Maus/BikePortland)

Portland Diamond Project rendering of riverfront plans.

There are already positive signs for Front Avenue. In May we reported that a developer paid out-of-pocket for a Biketown station for an office property on NW 17th (the T2 site is further north at around 26th). That same developer also chipped in over $1 million to help the Bureau of Transportation build street upgrades that include protected bike lanes.

If this stadium is ever built, there’s also a question of how it would impact the Willamette Greenway Trail. Developers would be on the hook to create public riverfront access; but how and if cycling is integrated into it would be a big question mark.

Given the growth trajectory of the NW Front Avenue corridor, it’s safe to say street updates and bikeways will be built by the time any new stadium becomes a reality. Years down the road, it’s also reasonable to assume TriMet will have better bus service here as well.

But would taxpayers be on the hook for getting baseball fans to a privately-owned stadium? Mayor Ted Wheeler has said he won’t support public subsidy for this project; but he might not be in office by the time this issue boils over.

For their part, Portland Diamond Project spokesperson John McIsaac told me this morning, “We absolutely must take transportation seriously, and we absolutely do.”

However, at this stage in the game, it’s clear they’ve focused all their efforts in politics and fundraising. Asked if they’d talked to PBOT yet, McIsaac said they planned to do so today. The Oregonian reported yesterday that they haven’t yet talked to TriMet about the T2 site.

Asked if they were prepared to spend on transportation, McIsaac shared with me via email that, “We expect a lot to be invested in infrastructure.”

UPDATE: Don’t miss this article in The Oregonian that proposes five different locations that would make much more sense from a transportation perspective.

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

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Jobs of the Week: City of Portland BPS, RecumbentPDX

We had two job listings posted this week. Learn more about each one via the links below…

–> Director of Bureau Planning and Sustainability – City of Portland

–> Mechanic Part or Full Time Seasonal – RecumbentPDX

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For a complete list of available jobs, click here.

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