Puncturing common misconceptions about cycling and infrastructure

Joshua Stanley. Karen McClure. Douglas Rosling II. All three died using Portland roads over the weekend. Since Jean Gerich was hit and killed in an intentional act of car violence on January 25th, four people have died in what has already been a terrible year for road safety. So far in 2021 our Fatality Tracker shows 11 deaths, that’s nearly twice as many as this time last year and three times the amount in 2019. […] The victims are new, but the circumstances are achingly familiar. Unfortunately it feels like Portland continues to lack the urgency and leadership to transform our approach to traffic safety and street management in a way that rises to the crisis in front of us. I just feel so deflated and frustrated. I’ve written so many op-eds and have heard so many promises about safe streets for so many years. Yet here we are. To all my friends at City Hall and the Portland Bureau of Transportation who are annoyed with my “bias and negativity” (the exact words used by former PBOT Commissioner Chloe Eudaly who revealed her opinion of my work at the end of her tenure back in December): Where is the positive news here? You can dismiss me and continue to act like everything you read here are just rantings from a biased blogger. But you cannot ignore the tragic truths our streets continue to tell day after day, week after week, month after month, year after year.

This casual acceptance of vehicular violence and recklessness as a random occurrence we can’t do anything about is unacceptable and must change. I’m afraid more people will die if we don’t. Our enforcement policies need to be better at flagging high-risk drivers. Our mental and public health services need to find at-risk people and give them more support. Our transportation agencies need to fortify our streets by adding more concrete and protected spaces wherever and whenever possible. Our community needs to call out traffic violence in every form, every time; whether it’s spoken, typed, or acted upon. I’m afraid of how we’re handling this issue; but I refuse to be afraid of our streets. So many times this past year we saw the power streets have to unite us. “Whose streets? Our streets!” isn’t just a chant, it’s an acknowledgment that we all own a piece of the responsibility to keep them safe.

The Public Art Program promotes transit use and community pride by integrating permanent and temporary art works into the public transit system — celebrating the contributions of public transportation and recognizing the cultural richness in our region.

In the coming days and weeks PBOT plans to place signs and barricades at 100 locations citywide. Before we embark on this exciting traffic calming and open streets experiment, I want to share a few thoughts about what we can do to make sure it’s a success. […] People who are discriminated against and who don’t have built-in social or economic privileges and who are struggling under the weight of a system that has always been tilted against them should have their needs and concerns elevated first and foremost. Leaders need to be clear about what that means and how it will influence plans and actions. PBOT needs to clarify who they’ve talked to in deciding how and where to make these changes. […] Everyone at PBOT and Commissioner Chloe Eudaly’s office needs to erase “close” from their vocabulary for the next few weeks. There are myriad ways to talk about this effort without using that word and setting people off who are afraid something is being taken away from them. Portland isn’t closing anything, we are simply reducing access for drivers and creating more space for all other road users. The streets are open to drivers who live on them, US Mail trucks, first-responders, and so on. […] Because the initial batch of these temporary diverters are only going on streets in the existing neighborhood greenway network, people that live in places without them are mad. Most notably, there are no greenways in southwest Portland or in the Brentwood-Darlington neighborhood in southeast. It’s also clear that with only 100 locations announced, there’s no way to cover all the places that need traffic calming. PBOT needs to make it clear that they’re aware of these gaps and share a method for closing them. They should be transparent with the criteria they’re using to choose locations and let the public know how to influence them and suggest more locations. […] It’s time to tap into that asset and recruit neighborhood residents to become greenway superheroes who are trained and accountable for making sure barricades are where they should be. […] The barricades and signs won’t work if they’re too far off to the side. It will be tempting for PBOT to place them in the shoulder and shadow of parked cars or too close to corners. That would be a big mistake. If people ignore these diverters, it will endanger street users and it will open PBOT up to criticism that the program isn’t working. Let’s learn from Bend. They initially placed signage too far off the side. Advocates spoke up and got them to re-orient them into the middle of the roadway. Essential drivers and other road users can still go around them, but they have to slow down and take account.

As much as the coronavirus scares me, the long-term implications for transportation frighten me more. --- A survey by Transit App, shows that in the US the flight from public transit has been disproportionately white, male, and affluent. Of those left riding transit 92% are essential workers, 70% make less than $50,000 per year, and 85% do not have a car at home and do not have access to one. […] While transit agencies make painful cuts and struggle with infection control, automakers are likely hard at work developing ad campaigns that cling onto some peoples’ feeling that cars are the safest way to travel. According to a recent survey by Cars.com, 20% of people searching for a car said they don’t own one and had been using public transit or ride hailing. To combat the marketing onslaught, people will need good and safe options. TriMet will need to invest heavily and publicly in infection control like accelerating installation of protective barriers for drivers, reprogramming rear doors to open for boarding, and eliminating fare inspections. New strategies like temperature checks or voluntary location tracing apps to aid contact tracers might become necessary to prevent a new surge of cases as some industries head back to work this summer.

America has a long history of ignoring problems when they impact mostly poor people of color or other marginalized groups. According to Schmitt, the epidemic of traffic deaths to vulnerable people is just another example. She pointed out that black people and Native Americans are are two times and four-and-and-half times more likely to be killed while walking than white people are. Similar risks exist for people over 75 years old, who are twice as likely to die. Instead of blaming victims because they’d been drinking alcohol or because they live outside adjacent to dangerous streets, Schmitt says we should be doing more to keep these groups of people out of harm’s way. “We know they’re out there, but we’re not doing a good job protecting them.”

Portland spends millions to stop cars from killing people. It’s not working.

The trailer has always held a special place in the American imagination. Once a symbol of freedom and mobility, it became — through waves of economic hardship and discrimination over the course of the 20th century — a testament to the limitations of the so-called land of opportunity. Stated another way, trailers became the province of the have-nots, and along the way, the pernicious myth of “trailer park trash” became core to a set of stereotypes about lower-class white people. [...] With almost no cultural images of dignified life on the inside of a trailer, or in the often close-knit neighborhoods that trailer parks become, Americans cling instead to the simple, outmoded ideas about trailers and their inhabitants that they’ve held for nearly a century.

Widening highways is bad for property values in the short term—indeed, the construction of I-5 through Portland in the 1960s kicked out homeowners, depressed home values, and helped set the neighborhood up for decades of disinvestment. Over the longer term, however, there’s evidence that highway caps, just like any other “adaptive reuse” project (think: High Line), can and do help property values rise. In the absence of intentional policies to preserve affordable housing and opportunity—something that Portland has long failed to offer, though that may be slowly changing—there’s really nothing to guarantee that the “restoration” of Albina’s grid will serve the people who have lived there, and suffered the disconnecting presence of I-5, the longest. And that’s on top of the environmental harm that more lanes and more cars are likely to bring. If Portland wants to reconnect neighborhood grids and provide transit and biking infrastructure, why not just do that? Rather than pour half a billion dollars (a cost that is all but sure to rise) into what is, at the end of the day, a wider freeway, the city and state might first try taming traffic with tolls or congestion fees, as New York City is again contemplating. That’s a solution that might help Portland live up to its ultra-progressive reputation. Finally.

Statistician has a fifty-worksheet Excel file filled with numbers and ideas, mostly based on 'congestion pricing', that could fix the traffic problems of NYC. “Komanoff is a dyed-in-the-wool stats geek, and the BTA demonstrates his faith in data. By measuring the problem—the amount of time and money lost in traffic every year—we can begin to solve it, he says. We can turn the knobs on the entire transportation system to maximize efficiency. Komanoff’s model suggests a world in which everything from subway fares to bridge tolls can be precisely tuned throughout the day, allowing city planners to steer traffic flow as quickly and smoothly as a taxi driver tooling his cab down Broadway on a quiet Sunday morning.”

Details on the new Oahu Bike Plan, which includes 600 miles of planned bike lanes and trails. They're trying to be pragmatic, which is nice. Here's hoping this actually happens. I'd be STOKED.