CommissionerSam.com - Public Safety

Bicyclist Wins in Commuting Race with Car!

The Office — Fri, 02 May 2008 14:35:12 -0700

Commissioner Adams was at City Hall to congratulate Rob Widmer of Widmer Brothers Brewing who crossed the finish line Thursday five minutes ahead of his brother, Kurt, who drove.

The event, a Bicycle Commuter Challenge, kicked off National Bike Month by showcasing the efficiency of riding your bike to work instead of commuting by car. Two paths from the Cadillac Cafe in Northeast Portland to City Hall on SW 4th Avenue were traveled by bicyclists. Rob arrived after 16 minutes of following the same route as Kurt, who traveled by car and arrived after 21 minutes, while Kim Seymour, of David Evans and Associates, biked along the NE Tillamook bike boulevard and the Eastbank Esplanade, a low-traffic route, arriving just 2 minutes later than Kurt.

As Transportation Commissioner, Sam is continually seeking new ways to provide transportation options to his constituents. He is enthusiastic to report that bicycling is not only an afforable, environmentally beneficial, and increasingly safer form of commuting, but also just as quick, if not quicker, as commuting by car!

Check out these articles that were posted on Oregon Live:

[Widmer Brothers Start Bike Month]

[Rob Widmer and Bicycle Win]

Mr. Smooth (aka Michael Wallis) Supports Bike Boxes with Educational Video

The Office — Fri, 28 Mar 2008 10:26:00 -0700

Bike boxes are a hit, but some community education on their usage is needed. City of Portland and the Office of Transportation along with Portland's own Matt Giraud made a video to clear up a few questions that bicyclists and motorists may have.

PAL offers Spring Break Opportunities for Students

Jane Ames — Mon, 17 Mar 2008 12:44:02 -0700

PAL HOSTS SAFE HAVEN SPRING BREAK 2008

Portland, Oregon: March 24-28, 2008, the Police Activities League of Portland will be hosting Safe Haven Spring Break 2008 at the PAL Youth Center, 424 NE 172nd Ave.

Youth ages 8-17 are encouraged to participate in this week-long event. Activities will include basketball tournaments, soccer clinics, art projects, field trips and a closing barbecue. Several sponsors are supporting the camp including the Trail Blazers, Portland Police Bureau, Boy Scouts, Villa De Clara Vista, Clear Creek Community Church, Sunshine Division, Safeway Foundation and Rockwood Weed & Seed.

Funds are still needed for transportation expenses.

Registration forms are available at the PAL Youth Center, or PAL's main office at 449 NE Emerson. Permission slips for field trips will be made available on Monday March 17, 2008.

For more info, contact PAL Youth Center Program Director Mike Jezewski at 503-256-3479 or mike@palkids.org.

PAL is a non-profit agency building partnerships between youth, police and the community through recreational, athletic and educational programs designed to develop and encourage good citizenship and improve the quality of life in the Portland Metro area.

The PAL of Greater Portland Youth Center accepts new youth members year round. PAL is open Monday-Friday, 2:30-7:00 p.m., after school, with extended time during school holidays. Spring Break (March 24-28) hours are 10:30am-5:30pm Monday-Thursday and 10:30am-3:30pm on Friday, with some earlier starting times for field trips. Youth membership fees are $50 for the year or $25 for families that qualify for school reduced lunch. There is a one-time cost of $5 for Spring Break only. See the web page at www.palkids.org.

The Beaverton PAL program, located at 12500 S.W. Allen Blvd, is also offering a Spring Break camp, March 24-28, from 8am-6pm. The cost is $50 for the week. Special activities will include field trips to Beaverton Swimming Pool, Beaverton Library, Nickel Arcade, and Barbecue (weather permitting) on Friday. Drop in activities will also be available to Center members in the afternoon including movies, pool tournaments, ping pong, foosball, art, and video games. The Intel Computer Clubhouse is fully operational with exciting projects now including Adobe Photoshop and Illustrator, web page design and flash video game creation. For more information, contact Jocelyn Taylor or Scott Hollingsworth at 503-469-9137 or hollingsworthscott@gmail.com.

Molalla PAL, located at 209 Kennel, will offer daily Spring Break activities, March 24-28, 10:00am-5:00pm. Activities will include arts and craft projects, video game tournaments, movies, outdoor games, board game tournaments, and much more. Cost for non-PAL members is $5 for the week. For more information, contact Nick Itami, 503-759-3300 or nick_itami@yahoo.com.

PAL recruits for volunteers year-round, and is looking for college interns to be based in all Oregon locations. Call 503-823-0250 for an internship or volunteer packet or email PAL, info@palkids.org .

A Penny Saved is a Penny Earned...or in this case Budgets Strategically Allocated are Lives Saved

Jane Ames — Fri, 14 Mar 2008 12:21:57 -0700

A few weeks ago, on Feb. 20th , the Office of Youth Violence Prevention reported to City Council. During the morning session it became clear there are three necessary legs of a stool to tackle gang problems: law enforcement, parole and probation, and community outreach programs all need to be present and strategically working in partnership.

There is a serious recent up tick in gang activity here in Portland. The Police Bureau's Gang Violence Response Team is called out to incidents when the attending officers suspect gang involvement. It was reported that 100% of the cases in which the GVRT was called, turned out to be gang related.

Gang Violence Response Team (GVRT) call outs comparisons
December 1st , 2007 to February 26th, 2008	20
December 1st , 2006 to February 26th, 2007	9

The numbers clearly show the increase, but so do the reports we see on the news and in the papers: six shootings within the last two weeks, mostly gang related according to Commander Dave Benson of the Portland Police Tactical Operations Division. In East Precinct there have been two severe beatings within recent weeks and one shooting, according to East Precinct Commander Mike Crebs.

During the early and mid 90's Portland geared up and effectively faced our then emerging gang problems. At council, those early days and the need to get out in front of the problem immediately came up; not allowing it to grow out of control before we devote the necessary resources.

We in City government are in the midst of developing the City's budget for 2008-09. Sam and Commissioner Sten, along with Citizen Budget Members Mary Edmeades and Martin Medeiros make up one of the 2 panels pouring through budget proposals.

This panel is responsible for reviewing the Police Budget and making recommendations to the Mayor who will propose a budget for council approval. We are asking for the Gang Violence Response Team to be increased and to add uniformed officers back on the team. Police Chief Rosie Sizer was able to respond to these concerns with the bureau's plans and strategy. I figure some folks like video, so you can watch the proceeding below or check out City Net 30.

I also figure some people like numbers:

Gang Enforcement Team Staffing
Year	Lieutenant	Sergeant	Detectives	Officers
2007 / 2008	1	2 / 1*	4	15 / 2*
2006 / 2007	1	2 / 1* / 1**	4	15 / 2* / 4**
1999 / 2000	1	3	4	27
1993***	1	4	4	30 to 35

*Notes the assignment of one sergeant and two officers to the Metro Gang Task Force effective July 2006
** Notes the assignment of one sergeant and four officers to Youth Gun Anti-Violence Task Force
***Numbers are Portland Police only after OSP withdrew from gang enforcement

A lot was learned about prevention, intervention, and enforcement back in the 90's; we need to draw upon that knowledge and reallocate our public safety resources to step in front of the increasing gang problems now.

NYT: Building Costs Deal Blow to Local Budgets

Guest Author — Sat, 26 Jan 2008 09:39:59 -0800

By WILLIAM YARDLEY

SEATTLE - State and local governments in many parts of the country are struggling to pay for roads, bridges and other building projects because of rising construction costs, adding another burden to budgets already stressed by the troubled housing market.

The problems have come as many governments pursue ambitious projects to improve roads and airports, build schools and upgrade long-neglected water and sewer systems. Many of the projects were conceived when money from property, sales and income taxes was steady and interest rates low, but officials say the ground has shifted beneath their feet.

"Everybody's scared," said Uche Udemezue, director of engineering and transportation for San Leandro, Calif., which will soon put out a request for construction bids on a retiree center and a parking garage. "You don't know what you're going to find when you go out to bid."

Costs have jumped for projects as varied as levee construction in New Orleans, Everglades restoration in Florida and huge sewer system upgrades in Atlanta. The reconstruction of the Interstate 35W bridge in Minneapolis, a $234 million project, has been fast-tracked for completion by December, and state officials say it is too soon to know whether it will come in on budget.

The impact has been felt in different regions at different times, and not every project has been high-profile. In Oregon, high costs have forced the State Department of Transportation to slow the rate at which it upgrades roads and bridges. In Seattle, school building projects were put on a fast track this fall because of fears of cost overruns...[Read the rest at NYT.com]

This Thursday--Light Night Social at the Downtown Bike Gallery

Pollyanne Birge — Tue, 15 Jan 2008 11:34:24 -0800

Light Night Social

January 17th 6:30pm

Bike Gallery Downtown

1001 SW 10th Ave.

Are you in the dark about night riding? Time to light -up! On Thursday January 17 (6:30-9:00pm), the Downtown Bike Gallery is hosting the Light Night Social. Lights are the law after dark, but we love them for the safety and fun they add to evening rides.

So, Downtown Bike Gallery will keep the doors open late this evening in order to answer all of your bike lighting queries. We'll have plenty of the See and Be Seen 15% off coupons on hand so you can buy all of the lights, reflective tape, and blinkies you need to be safe and seen.

Special guests from two of the Portland Office of Transportation's programs - See and Be Seen and SmartTrips Downtown - will join the fun with great information about commuting. You're invited to, learn shop, socialize, or just linger and have a glass of wine, beer, juice, and some snacks before you head for home.

New York Times: Portland, Ore., Acts to Protect Cyclists

Roland Chlapowski — Thu, 10 Jan 2008 10:49:38 -0800

January 10, 2008

By WILLIAM YARDLEY

"Ghost bikes," riderless and painted white, were placed at two busy intersections in Portland, Ore., last October, makeshift memorials to two bicyclists killed when they were hit by trucks in accidents that month.

This spring, at those same intersections and at 12 others across the city, "bike boxes" will be laid out on the roadway to provide a clearly designated place for cyclists, in front of and in full view of drivers, to wait for traffic lights to change. The boxes will be marked with signs and wide stripes alerting drivers to stop behind them at red lights.

Portland, which has a higher percentage of people who bike to work than any other large American city, is already considered one of the country's most bike-friendly urban centers. But the boxes, believed to be the first such to be put to use by any city in the country, will make cyclists even safer and more comfortable on the street, biking advocates and transportation officials say.

"It's something the city has been talking about for a long time, but these two deaths have certainly given an added sense of urgency," said Jonathan Maus, whose bikeportland.org is a focal point for Portland cyclists. "The community has just made it so clear that this is very important, that they're very concerned following these fatal crashes that things need to change."

By allowing cyclists to wait in front of motorized traffic, the bike boxes are intended chiefly to reduce the risk of "right hook" collisions, the kind most frequently reported in Portland, in which a driver makes a right turn without seeing a cyclist who is in his path. Drivers will not be allowed to pass through the bike box to turn right on a red light, although many right hooks now occur after the light has turned green, when traffic quickly accelerates.

Right hooks were what killed the two cyclists in October, a college student and a bike racer hit by large trucks. The drivers say they did not see them.

"In a lot of people's minds they weren't doing anything wrong and they were just run over," said Roger Geller, bicycle coordinator for the Portland Office of Transportation.

Another feature of the new project is that on the approach to an intersection with a bike box, the bicycle lane will be the same color as the box. "We want them to have that visual cue to take a look over their shoulder," Mr. Geller said of drivers, "and we want cyclists to know this is an area for potential conflict."

The city will spend about $150,000 on the bike boxes and also plans to pay about $50,000 to retrofit larger trucks in the municipal fleet with new mirrors to reduce blind spots and with guard bars to prevent cyclists from falling into the trucks' big wheel wells.

The trucks involved in the October collisions were not city vehicles. "We're just setting a good example," Mr. Geller said.

There were six cycling deaths in Portland in 2007, an unusually large number, though Mr. Geller and others say that with bicycle use up fourfold since the early 1990s, the rate of collisions has actually declined. Mr. Geller credits driver awareness.

While the city is installing the bike boxes at certain busy intersections, it is also trying to shift more riders away from bike lanes on busy streets to what it calls bike boulevards, quieter streets with less potential for collisions. The city is weighing a proposal to spend about $25 million over 10 years to designate 110 additional miles of bike boulevards, for a total of 140, and make other improvements for cyclists.

About 4 percent of Portland workers already commute by bike, and city officials and biking enthusiasts say they believe the number can rise much higher.

"Bike advocates around the country are looking to Portland to create a model of how an American city can be a bike-friendly city," Mr. Geller said. "We feel that, and we take that seriously."

Making Portland's Streets Safer

Roland Chlapowski — Wed, 19 Dec 2007 09:57:00 -0800

When it comes to our transportation system, safety is Sam's top priority. Because of one-time general funds that Sam led the charge on and secured at City Council, many important safety improvements and projects were implemented in 2007 to make driving, walking and bicycling safer throughout Portland.

This safety funding resulted in the top ten highest crash locations in the city being evaluated for safety improvement. Short-term improvements of better signs, more visible lane striping, and better signal operations have been implemented. Longer-term and larger-scale improvements are in development.

Six new red light cameras have been funded. These cameras will be placed at the locations with the most crashes caused by red light running. To date, one of the six cameras has been installed. The remaining five cameras have been designed and will be installed by April 2007.

In addition, 14 speed reader boards were purchased. These electronic boards inform motorists about how fast they are traveling and encourage them to slow if they are violating the speed limit. The 14 new boards will be permanently installed throughout the city in 2008.

School traffic safety also got a boost in 2007. Three school zones had flashing yellow beacons installed. There were numerous speed bump projects funded near schools and several pedestrian refuge islands and marked crosswalks were installed to help children cross the street. Three schools have had sidewalk infill projects to help children walk to school.

There were a number of bicycle safety improvements in 2007 that were funded with one-time funds. A new median island at the intersection of Rosa Parks Way and Willamette Blvd slows traffic on Willamette and provides much safer bicycle and pedestrian crossings. New green curb extensions were used to help cyclists cross the street or to reduce the amount of conflict between bikes and turning cars. New bike lanes were installed on SW Jefferson and SE Flavel. Neighborhood traffic calming was completed on SW Vermont. Plus, an innovative new double bicycle lane was installed on the westbound approach to the Hawthorne Bridge to more safely handle the huge number of cyclists crossing that bridge each morning.

Pedestrian safety was a major focus in 2007. Pedestrian refuge islands were built to help people cross multi-lane roads that are served by transit. The main street crosswalk project installed crosswalks at every intersection along six of the streets with the most walking in the city. These improvements are making pedestrians more visible and encouraging motorists to stop for pedestrians while they are crossing the street.

Safety will remain Sam's top priority for 2008. We look forward to reporting to you about all of the traffic safety improvements that will be implemented over the coming year.

Our Blog

Addressing Major Transportation Priorities, Sam Seeks One-Time Funds

Media Mentions

"Portland Office of Transportation tackles ped, bike safety." Daily Journal of Commerce, June 26, 2007

Changing Pedestrian Policy to Expand Crosswalks on Main Streets

Roland Chlapowski — Mon, 17 Dec 2007 09:37:35 -0800

Sam and neighborhood leaders unveiled the new crosswalk work to the press.When making decisions about where and whether to place crosswalks, PDOT has until recently only looked at automobile traffic counts to determine whether or not a crossing was worthy at any particular intersection.

This meant, however, that many notable streets, NW 23rd top among them, did not qualify for crosswalks, since there was simply not a high volume of traffic on these roads. But as anyone who has traversed NW 23rd knows, the combination of a small street and a huge number of pedestrians made for both a harried crossing for pedestrians and driving experience for motorists.

Sam felt that the old methodology used to choose which streets would get crosswalks missed the mark because some districts have particularly heavy pedestrian activity, and he that should count for something when choosing where to place crossings.

Sam worked with PDOT safety engineers to come up with a new way to gauge where to put crosswalks that took into account the nature of the street and the overall pedestrian traffic, on top of automobile traffic.

NW 23rd, NW 21st, Mississippi St., and many other streets have all now benefited from this policy change.

Related Documents

PDOT's report on revising crosswalk criteria

Community Partners

Northwest District Association (NWDA)Nobb Hill Business Association

Media Mentions

"Safety Trumps Cost: Crossings get Stripes" Oregonian, April 12, 2007

Our Blog

New Crosswalk Policy Adds to Safety of Main Streets

Milestones

Thursday, April 5, 2007- Crosswalks installed on NW 23rd.

Multnomah Youth Commission Hosting OLCC Testimony on Proposed Rule Change

Jesse Beason — Fri, 09 Nov 2007 14:57:35 -0800

The Oregon Liquor Control Commission (OLCC) is currently accepting public testimony on a proposed change that would allow music and entertainment venues to submit control plans which would allow minors on premises while alcohol is served.

The control plan must detail how venues would prevent minors from having increased access to alcohol and limit their exposure to a "drinking environment." If the control plan were approved by the OLCC venues could allow patrons under 21 into their establishment while alcohol was being served.

The Multnomah Youth Commission is hosting a public forum to accept testimony from the public on this rule change. Anyone is able to provide testimony but people under the age of 21 will be given priority.

The forum will be held on Monday, November 12th from 4-5:30pm at Portland City Hall in Council Chambers. Portland City Hall is located at 1221 SW Fourth Avenue.

If you are unable to attend, public comment can be sent directly to Jennifer Huntsman, the OLCC presiding officer at jennifer.huntsman@state.or.us.

Public testimony is due by Tuesday, November 13th at 5pm.

Click here to view the official wording of the rule change.

Please note. As has been previously reported, Sam submitted a letter in support.

There was also a fair amount of discussion about this on a previous post we did about the music community.

Responding to Bicycle Safety Needs, PUBLIC FORUM ON WEDNESDAY

Roland Chlapowski — Thu, 08 Nov 2007 12:12:41 -0800

THINK BICYCLE SAFETY: All users of the road deserve respect, and all users of the road have responsibilities. When you use the road, think. Be careful. Watch for others. KEEP OUR ROADS SAFE.With the news of yet another severe automobile-bicycle collision that has led to major cyclist injuries on the intersection of N Interstate and N Greeley, we want to the public to know about what we've been doing in our office both in response to these specific tragedies, and to ensure that similar tragedies are prevented at all problem intersections in the future.

Sam Responds on Bicycle Safety

Sam, PDOT, and other stakeholders have already been working diligently on a wide-ranging bicycle safety plan that is a major component in the Safe, Sound, and Green Streets proposal Sam has taken to the public, as well as a central part of the Platinum Bicycle Master Plan, which is currently undergoing a comprehensive update.

But in addition to these projects that were already underway the Office of Transportation, Sam and PDOT have mapped out and taken a series of immediate steps to directly respond to these fatalities. These steps include:

1. Fast-tracking and moving forward with immediate bike safety engineering fixes for SW Burnside and 14th and N Greeley and Interstate.

2. Closing off the right southbound turn onto N Greeley from N Interstate to traffic until permanent safety redesigns are identified and installed.

3. Convening a nearly 25 member stakeholder group with people from the bicycling community, PDOT's safety engineering team, freight haulers, Portland Police Bureau, Multnomah County, bicycle lawyers, and others, who have tackled the bike safety issue from multiple angles.

4. Requesting that Portland City Council immediately fund $200,000 worth of new bike safety improvements.

5. Authorizing and unrolling a new pilot program for "bike boxes" - an innovative bike safety improvement used in many other parts of the world, but not yet in our neck of the woods - which would get bicycles in front of auto traffic at stop lights (instead of next to or to the right of automobiles) and prevent vehicular right turns on red.

At its first meeting, which was on the Friday, October 26, the Bicycle Safety Committee had a very fruitful discussion and its members have done great initial work that includes brainstorming a draft list potential action items that we've attached at the bottom of this post. These items will be considered further by the committee and traffic safety engineers at PDOT to identify the top priority steps we can take and laws/projects we can implement to help improve bicycle safety in the city. (Please see bottom of post for entire DRAFT list of potential responses and solutions to bicycle safety concerns.)

And, we also are well aware that people want to have a forum in which they can bring up concerns, issues, and ideas for moving forward. Following up on our first initial Bicycle Safety Committee meeting (which was made up of a small group of people in order to identify urgent emergency steps that could be implemented immediately) we are convening again with a meeting that will be open to the public.

We are actively soliciting public testimony to hear whatever you have to say about bicycle safety in the city of Portland. Please attend to share your thoughts with Sam and the Bicycle Safety Commitee.

THE BICYCLE SAFETY COMMITTEE WILL MEET NEXT WEDNESDAY EVENING TO TAKE PUBLIC TESTIMONY FROM ALL WHO WANT TO SHARE THEIR THOUGHTS AND IDEAS FOR HOW TO TACKLE THIS ISSUE WITH SAM AND THE COMMITEE.

PUBLIC TESTIMONY - BIKE SAFETY COMMITTEE
7 P.M. WEDNESDAY, NOVEMBER 14, 2007
PORTLAND BUILDING, ROOM C . (2ND FLOOR, SW 5TH & JEFFERSON ST.)

All are welcome to attend this meeting to testify to Commissioner Adams and the Bike Safety Committee.

Roger Geller explains PDOT’s position, plans for bike safety improvements

Roland Chlapowski — Tue, 06 Nov 2007 12:02:45 -0800

“PDOT has strongly endorsed the design that enhances separation… similar designs are employed in the world-class cycling cities… whose ridership levels, policies and practices we hope to emulate.”

Originally posted on BikePortland.org by Jonathan Maus (Editor) on November 1st, 2007 at 12:31 pm

In the light of two recent “right-hook” crashes resulting in fatalities, Commissioner Sam Adams and PDOT have recommended a pilot treatment at 14 targeted intersections to create safer conditions for bicycling. People following this issue — motorists and cyclists alike — legitimately have questions about the effectiveness of the proposed design and how we selected the 14 intersections.

Following these crashes, there arose two leading and opposing options for treating intersections. One of these options eliminates the separation of cyclists and motorists as they approach intersections; the other maintains and enhances the separation. PDOT has strongly endorsed the design that enhances separation. Our approach is based on two guiding principles:

To increase bicycle ridership in Portland we need to create comfortable conditions for people to ride. The more people who ride, the better will be conditions for cycling,
Bicycling is safer when awareness and visibility of road users is enhanced and movements are well defined and universally understood.

We are further encouraged in our decision by the fact that similar designs are employed in the world-class cycling cities throughout Europe whose ridership levels, policies and practices we hope to emulate.

Figure 1: Colored Bike Lane/Bike Box
Treatment
All graphics by PDOT
(Click to enlarge)

The design we propose consists of three main elements: a bicycle lane that is colored as it approaches the intersection, a bicycle box at the intersection, and a colored bicycle lane leading away through the intersection (see Figures 1 and 2).

Other elements will include signing that alerts motorists to the presence of the bicycle lane and expected motor vehicle and bicycle movements through the intersection, a prohibition against turning right on a red signal, and, where feasible or considered necessary, flashing warning signing triggered by the presence of a cyclist approaching the intersection.

Figure 2: Advanced Stop Line
without Bike Box
(Click to enlarge)

The primary intent of this design is to increase the visibility of cyclists at the intersections.

We wish to heighten motorist’s awareness to the presence, or potential presence of cyclists. We want to remind motorists to look for cyclists who may be crossing their paths as they proceed through the intersection. The blue lanes approaching and leading away from the intersections are intended to be the primary trigger for this awareness. By coloring blue the approach, and especially the trailing lanes through the intersection, we will send motorists a clear message to expect cyclists moving through the intersection.

“Separation without safety doesn’t serve anybody well.”

This practice of using color to define a cyclist’s path through an intersection is a common design feature in the bicycle-friendly cities of Denmark, The Netherlands, and Germany. It is also common in those countries to keep cyclists to the right of the roadway — in their own designated space-and to the right of right-turning motorists. Why? Because, those countries have determined, through the repeated feedback from their citizens and following decades of experimenting and refining their designs, policies, and approaches to managing traffic, that people riding bicycles want to stay separated from motor vehicles.

[Editor note: Learn more about PDOT’s blue bike lanes, and view a study of their effectiveness here.]

It is this separation that creates comfortable conditions for bicycling. It is this feeling of comfort that serves to encourage more people to bicycle. Creating more cyclists, and having fewer people driving cars, makes bicycling safer.

Of course, separation without safety doesn’t serve anybody well. In this case, safer conditions will be achieved, in part, by clearly and unavoidably making known the presence of cyclists at the approach to and through the intersection. We believe the colored bicycle lanes in Portland, as in Copenhagen, Amsterdam, Muenster, and in bicycle-friendly cities throughout Europe, will encourage motorists to stay out of the bicycle lane when approaching an intersection, and look for cyclists before executing their turn through an intersection.

The bicycle box is a separate but related part of the design and is intended to do two things:

It will allow cyclists to go to the head of the line when the light is red so that they are more visible to queuing motorists and allowed to proceed through the intersection ahead of them,
It will allow the entire queue of cyclists to come up to the head of the line, so that when the signal turns green there are none or few cyclists moving through the bicycle lane to the right of motorists.

Additional signing and flashing lights would reinforce to motorists the idea to expect cyclists. We feel comfortable testing these designs in Portland because of their successful use in Europe.

However, there is another approach that encourages mixing motor vehicle and bicycle traffic when approaching and going through the intersection. This second approach encourages cyclists and motorists to share either the travel lane by dropping the bicycle lane before the intersection, or to share the bicycle lane, by allowing motor vehicles into the bicycle lane in advance of their making a right turn (Figures 3 and 4).

Figure 3: Bike Lanes Drop
(Click to enlarge)

This is an approach based on a “vehicular cycling” model, which suggests that bicycles, as vehicles operating on the roadway, should behave the same as the primary vehicles for which the roadways were designed: automobiles. The benefit of this approach is that it takes cyclists who are going straight through an intersection away from the path of a right-turning motorist. It conforms to standard automobile operating rules, in which a vehicle going straight is always to the left of a vehicle turning right.

We believe there are a few problems with this approach.

The main problem is that vehicular cycling is generally best used by those cyclists who are already the most fit and confident. While knowledge of vehicular cycling and the skills it encourages are beneficial to all cyclists, requiring such behavior at each intersection would not feel comfortable to the vast majority of Portlanders — the very people we are working to attract to bicycling.

Figure 4: Bike Lanes Skipped
to Intersection
(Click to enlarge)

Keep in mind that Dutch cyclists (and motorists) are perhaps the best trained in the world. They are taught throughout elementary school how to ride a bicycle. They generally begin riding a bicycle very young and continue to ride well into old age. Despite this intensity of training, the Dutch have firmly decided that maintaining separation between cyclists and motorists is what creates the most comfortable conditions for bicycling.

The other main problem with this approach is that cyclists and motorists will still cross paths at some point. Either motorists will merge into the bicycle lane (under the California law approach) or cyclists will have to weave across the path of cars (under the dropped bicycle lane approach). In either case, there will still be multiple conflict points. Instead of having one conflict point at the intersection, it is now moved some indeterminate and varied distance back from the intersection. Cyclists can still be in a motorist’s blind spot when the motorist merges to the right.

We believe that inviting motorists into bicycle lanes creates three conditions that will be uncomfortable to most cyclists.

First is the merge itself. It is not clear where this merge will occur and it still allows cyclists to be in a motorist’s blind spot when the motorist moves to the right.

Second is the blocking of the bicycle lane. One of the advantages of having a bicycle lane-the uninterrupted flow for the bicycle-would be eliminated at almost every intersection where there is a line of motorists waiting to turn right.

“We believe that inviting motorists into bicycle lanes creates… conditions that will be uncomfortable to most cyclists.”

Third is the weaving behavior this will encourage of cyclists, who will understandably not be content to stop in a bicycle lane, near the intersection, when the signal is green, and who will instead move left into the travel lane around the right-turning automobiles.

There are places in Portland where we have dropped bicycle lanes before an intersection. We hear many complaints from cyclists where that occurs. We don’t do it to create safe conditions for cyclists. Instead, we drop bicycle lanes in order to better serve motorists at the intersection. Typically dropping the bicycle lane in order to add an additional turn lane.

If Portland is to be successful in attracting the general public to bicycling as a main means of transportation, then we need to create conditions where cyclists both feel comfortable and are safe when operating their bicycles. Dropping bicycle lanes shy of an intersection and encouraging or requiring cyclists to merge left into the travel lane, is not the ticket.

We developed the list of 14 targeted intersections from three primary sources:

Comments received from the cycling public at the June 2006 Portland Bike Summit
Feedback from Portland’s Bicycle Advisory Committee regarding deficiencies in the city’s bikeway system
Feedback from the general public and analysis performed by technical staff as part of the city’s work to define existing conditions for bicycling in Portland as part of the city’s process to update the bicycle master plan.

We have chosen a design approach that we believe will create comfortable conditions for cyclists, improve safety by clarifying what we expect of motorists and cyclists, and continue to encourage increased bicycle use among more of the general public.

We recognize that intersection design alone does not create safe conditions. Appropriate user behavior is crucial to an individual’s safety. Being aware, looking out for others, yielding to others, and operating at slower speeds all help promote safety for all. This is true no less for cyclists than it is for motorists.

Roger Geller
Bicycle Coordinator, City of Portland Office of Transportation
(503) 823-7671

Fraud Alert! Kicker Refund

Jesse Beason — Fri, 26 Oct 2007 14:35:50 -0700

Courtesy of Elders in Action

If you get a phone call or e-mail asking for your bank account number so that your kicker refund can be electronically deposited in your account, don't believe it.

The Oregon Department of Revenue said that taxpayers have reported getting official-sounding phone calls and e-mails offering to deposit their kicker refund, a service that is not offered for the kicker check.

Elders in Action Community Educators educate seniors about current scams and fraud in the community. Following is a list of helpful tips to prevent you from becoming the victim of a scam:

If a stranger rings your doorbell, be prepared to do the following:

Ask the person for identification of their organization or association.
Ask the salesperson for his/her license to solicit.
Take a business card and call their business to verify they are who they say.
Compare any offer with other similar products before making a decision to buy the product.
Beware if you are told that you have been selected to use a product free of charge.
Get everything in writing.
Read and make sure you understand anything you sign.

Here are some tips to avoid being taken by a telemarketing scam:

Never give your credit card, checking account, Social Security Number or any other personal information over the phone unless you initiated the call to a well known, reputable company.
Never pay for a prize over the phone.
Never allow a caller to pressure you into acting immediately.
Never agree to any offer until you have seen it in writing.
The law prohibits telemarketers from calling consumers who have stated that they don't want to be called.

If you or someone you know has been a victim of a scam or fraud, Elders in Action Personal Advocate volunteers are available to assist. We have trained volunteers who provide one-on-one assistance to older adults 60+ in the Tri-County area.

We can help you problem solve and find solutions!

If you are interested in having a Community Educator volunteer come out and speak to your service group, church or other group or if you have been a victim of a scam or fraud please contact our office (503) 235-5474.

Roll and Stroll with Portland Citizen's Disability Advisory Committee (PCDAC)

Roland Chlapowski — Thu, 13 Sep 2007 14:47:49 -0700

Roll and Stroll with Portland Citizen's Disability Advisory Committee (PCDAC)

To raise awareness of how people with disabilities get around Portland, the Transportation Subcommittee of Portland's Citizen's Disability Advisory Committee (PCDAC) is hosting a special "Roll and Stroll" event from 11:00 a.m. to 12:30 p.m. on Friday, September 14, outside City Hall. City Commissioners Sam Adams and Dan Saltzman, along with PDOT Director Sue Keil and PCDAC members, will have a chance to use mobility devices that include but are not limited to wheelchairs and goggles along with white canes to assimilate what people with disabilities use daily to access Portland streets and sidewalks.

The event will bring attention to how the built environment can impact mobility and livability for people with disabilities. Concerns among people with disabilities include limited mobility, loss of control over the environment, isolation in community, and limited access to education, employment, and other opportunities. The goal of this event is to raise awareness how the built environment and travel options influence these issues to some extent.

When: 11:00 a.m. - 12:30 p.m., Friday, September 14

Where: 4th Avenue entrance to City Hall, 1221 SW 4th Ave

Who: Scheduled participants:
City Commissioner Sam Adams
City Commissioner Dan Saltzman
Sue Keil, Director, Portland Office of Transportation
City Hall staff
PDOT staff
PCDAC members

Last Friday, September 7th, PCDAC sponsored another "Roll and Stroll" with the Chiefs of Staff from both Commissioner Erik Sten and Sam Adams' offices. PDOT staff as well as Commissioner Adams' Senior Policy Director for Transportation also participated.

For more information about the event, contact PCDAC Vice Chair Michael Levine at 503-504-2585 or levine.ada@gmail.com. Levine is also Chair of the PCDAC Transportation Committee.
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American Society of Civil Engineers: Oregon's Infrastructure Report Card

Roland Chlapowski — Mon, 13 Aug 2007 13:11:01 -0700

In 2005, the American Society of Civil Engineers (ASCE) gave the nation an infrustructure report card. Overall, the U.S. got the GPA equivalent of a "D." America's total investment needs to shore up our infrastructure totalled $1.6 TRILLION, a number that increases as time passes.

Done years before recent high-profile tragedies, this report outlines a nation chronically under-investing in its infrastructure.

You can review America's overall infrastructure grades here. If you want to read the actual report, you can download the entire document here.

A quick summary of some of the state's transportation problems:

Roads

51% of Oregon's major urban roads are congested.
38% of Oregon's major roads are in poor or mediocre condition.
Vehicle travel on Oregon's highways increased 31% from 1990 to 2003. Oregon's population grew 25% between 1990 and 2003.
Driving on roads in need of repair costs Oregon motorists $684 million a year in extra vehicle repairs and operating costs --- $264 per motorist.
Congestion in the Eugene area costs commuters $162 per person per year in excess fuel and lost time.
Congestion in the Portland area costs commuters $733 per person per year in excess fuel and lost time.
Congestion in the Salem area costs commuters $258 per person per year in excess fuel and lost time.

Bridges

25% of Oregon's bridges are structurally deficient or functionally obsolete.

You can read more about Oregon's infrastructure ratings here.