Bike Portland

Syndicate content BikePortland.org feed by FeedBurner
Your trusted source of information and inspiration since 2005.
Updated: 4 hours 5 min ago

Breadwinner Cycles has purchased Sugar Wheel Works

Tue, 03/12/2019 - 09:45

Ira Ryan (left), Jude Gerace, and Tony Pereira (note their shirts).
(Photos: Jonathan Maus/BikePortland)

On the 10th anniversary of her Sugar Wheel Works company, Portlander Jude Gerace has decided to move on. But the good news for Portland’s bike industry is that Sugar has been bought by Breadwinner Cycles.

Later today, Breadwinner owners Tony Pereira and Ira Ryan will announce their plans to welcome Sugar’s existing employees, tools, and inventory into their space on 2323 North Williams Avenue. Jude will stay on as an advisor for three months to help with the transition.

“We were both very surprised. But as soon as we walked away, we were like, ‘yeah, we gotta’ do this!'”
— Tony Pereira, Breadwinner Cycles

In a recent interview with Tony, Ira, and Jude at Breadwinner’s shop, Jude said she’s been thinking of leaving the bike industry for several years in order to focus on her passion of helping small businesses grow. It’s something she knows a lot about. Sugar (which was Epic Wheel Works before industry giant Specialized threatened to sue over the name), began in a tiny space in southeast Portland. In the past decade, Jude has built the company into a nationally-recognized business that employs three people.

Judes sees selling her business to Breadwinner as a natural fit.

“I wanted my exit to have a triple-win. I really wanted my staff and customers to be taken care of, and I also wanted my business to feather into a business that had the same values and that could benefit from Sugar’s presence. The first people I thought of was Tony and Ira,” she shared. “I feel like when you start a business like Sugar you have a responsibility to your customers and community and staff and I take that very seriously.”

Tony and Ira launched Breadwinner in 2013, but each of them began working with Jude prior to that under their previous labels of Pereira Cycles and Ira Ryan Cycles.

When Jude asked them out to dinner late last year, they had no idea she would pop this question. “We were both very surprised,” Tony recalled. “But as soon as we walked away from Jude, we were like, ‘yeah, we gotta’ do this!'”.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

Breadwinner already points a lot of their customers to Sugar for wheelsets, and vice versa. Now all the wheelbuilding expertise and offerings will be in-house at Breadwinner. They plan to remodel their shop and Breadwinner Cafe space to include a retail storefront. The addition will allow Breadwinner to offer more services and it will reduce Sugar’s overhead expenses.

Breadwinner’s shop and cafe on N Williams Ave.

One of the factors that made this deal possible is that Sugar is in a strong financial position. “We’re taking on another successful business,” Tony explained. “It’ll be an instant revenue stream for us.” As for Breadwinner, the company sells about 100, high-end, complete bikes per year and has found a strong niche.

The move will also allow Breadwinner to flesh out its vision of being a hub of cycling industry activity. Next door to Breadwinner is Endurance PDX a bike-centric physical therapy and fitting specialist. They also sublet to Cascadia Suspension Works. And just across North Page Street is the shop of Ahearne Cycles, Igleheart Custom Frames and Forks, and Metroplis Cycles.

“Bringing in Sugar will be another opportunity to create more of a hive here,” Tony said.

This move illustrates not just how much these entrepreneurs have grown over the years, but how much Portland has changed along with them.

“We’re leading with our hearts. And I think that for us, standing here, working together and being stronger together… that’s pretty cool.”
— Jude Gerace, Sugar Wheel Works

“Our luck was being in Portland and starting our businesses when we did,” said Tony. “Portland has this vibrant bike thing going on, and I know we are all very proud of our place in that; but right now, you couldn’t start that over again. Think back 10 years ago when there was this bike-making boom. There were about 40 framebuilders in town and now there are just a handful of us.” Tony attributes some of that to a shift in the market, but the change is largely due to the steep rise in the cost of housing and shop space. When Jude started her business she paid just $185 per month for her space.

“Our businesses growing up is a good sign. We’ve survived, and we continue to grow, along with the city,” Tony said.

For Jude, she’s moving on the same way she moved in. By putting values in front of profits.

“We’re leading with our hearts. And I think that for us, standing here, working together and being stronger together… that’s pretty cool. And I think that’s the Portland thing. We’re willing to look outside of ourselves and our own individual success, and to see how we can make something happen.”

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post Breadwinner Cycles has purchased Sugar Wheel Works appeared first on BikePortland.org.

ODOT’s marketing of I-5 Rose Quarter project sows distrust

Tue, 03/12/2019 - 05:57

ODOT says this should not be considered a large-scale expansion of the freeway.
(Graphic: ODOT I-5 Rose Quarter Environmental Assessment)

As you can see in the cross-sections above, the Oregon Department of Transportation’s I-5 Rose Quarter project would significantly widen Interstate 5 through Portland’s central city. And, if the project achieves ODOT’s goals for fewer crashes and faster speeds, it would also increase the number of people who drive through the corridor.

These seem like obvious facts. I can’t believe I even need to point them out. But with just 20 days left in the EA comment period, I’m afraid many people are being misled.

“It’s imprecise to say the Rose Quarter Plan will build more freeway lanes… Saying it builds more freeway lanes leaves the impression that there will be a large scale expansion of the freeway.”
— Don Hamilton, ODOT

ODOT says they can add approximately 3.2 miles of new driving lanes and shoulders to I-5 without actually widening the freeway. They also want us to believe that an estimated $250 million in new freeway facilities will not increase the number of drivers or create an incentive for more people to use the freeway. With no induced demand, coupled with a future full of high-tech cars and stronger emission regulations, ODOT says this project would actually contribute to a reduction in emissions.

What ODOT is pitching sounds too good to be true. Because it is.

ODOT knows freeways expansions and projects that increase driving capacity are controversial and politically dicey (especially in Portland). So they’ve come up with clever ways to blur reality. The trouble is, similar to how they hid images of wider freeways and lied about greenhouse gas emissions in the marketing of their failed Columbia River Crossing project, they are misleading the public with their I-5 Rose Quarter plans.

Believe what we say, not what you see

Oregon State Senator Lew Frederick represents the district this project runs through. He also sits on the powerful Joint Committee on Transportation. At a meeting with constituents Saturday morning, Portlander Kiel Johnson (who lives in Frederick’s district) asked him about the project. “He disagrees they are widening [the] freeway,” Johnson shared via Twitter. Asked to elaborate, Johnson wrote to us that Sen. Frederick said, “They are not adding two lanes but a series of on and off ramps.”

This graphic in ODOT’s EA does not reflect anything they are proposing.

Sen. Frederick works for the people, not ODOT. Yet his answer came directly from the agency’s talking points.

According to the project’s environmental assessment (EA), ODOT wants to add 4,300 feet of freeway lanes in the northbound and southbound directions (8,600 feet or 1.6 miles total). But they don’t call them new lanes. ODOT insists on the more benign terms “auxiliary lanes” or “ramp-to-ramp” lanes (they even show a graphic in the EA (at right) that shows a version of the lanes that does not match what they propose in the project). However, as you can see in a graphic shown on page 9 of the EA (below), the new northbound lanes are ramp-to-ramp-to-ramp-to-ramp-to-ramp. And in the southbound direction they are ramp-to-ramp-to-ramp-to-ramp.

Orange are proposed new lanes.

In addition to these new lanes, ODOT plans to widen the freeway by 48 more feet to make room for four, 12-foot wide shoulders on the inside and outside of the freeway in each direction for the same length as the new lanes.

Several months ago I wrote that this project was adding new freeway lanes. I got an email shortly after from ODOT Region 1 Public Information Officer Don Hamilton. “It’s imprecise to say the Rose Quarter Plan will build more freeway lanes,” he wrote. “It adds shoulders and auxiliary lanes (on-ramp to the next off-ramp)… But does not create additional through lanes and doesn’t widen the overall footprint of I-5. Saying it builds more freeway lanes leaves the impression that there will be a large scale expansion of the freeway.”

How can Hamilton say that?

Note how he said it doesn’t widen the overall “footprint”. As you can see in the lead graphic (from page 10 of the EA), ODOT has cleverly defined a very wide “footprint”. Then they propose to widen the freeway by over 24-feet, yet because it stays inside that pre-defined footprint, they can say the footprint doesn’t get larger.

Is that an honest explanation of the plans or willful obfuscation and spin?

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

When ODOT says the project, “Does not create additional through lanes and doesn’t widen the overall footprint of I-5,” how do most people interpret that? We know what Sen. Frederick thinks.

At last week’s open house, I asked Hamilton how long a lane has to be before it goes from an auxiliary lane to just a standard freeway lane. I also shared my concern that ODOT is using words like this to make the project sound better.

“To manipulate the language a little bit?” Hamilton interjected, unsolicited. “Yes,” I said, “Is ODOT doing that?” He didn’t respond directly to that question (partly because he avoided it and partly because I didn’t force him to).

“I don’t have an answer to the question of when auxiliary lane becomes a through lane,” Hamilton said.

“Why not just call it a through lane?” I asked.

“Because it doesn’t go very far,” he replied.

“If you’re connecting two freeways [more than three-quarters of a mile from each other], that’s a lane,” I countered.

Then he pivoted. “We’ve got three interstates coming together in that stretch. It hasn’t been opened up in 50 years. We’re trying to give it a little more breathing room.”

The capacity question

Despite ODOT’s contention, this looks like a “large-scale expansion” to me.
(Image: ODOT)

ODOT is playing a similar game on whether or not the project will add capacity. On page 26 of the EA, ODOT states, “The Build Alternative would not create new capacity or add substantial capacity to the existing highway.”

The Build Alternative would not create new capacity or add substantial capacity to the existing highway.
— from the EA

The project was sold to state lawmakers as “congestion relief,” yet ODOT says it won’t increase capacity. How can those two things be true?

To believe ODOT we have to agree that it’s possible to relieve congestion and increase speeds through the corridor while not adding any additional trips.

I asked Hamilton about this at the open house last week.

“If the project is successful, speeds are faster and there are fewer crashes and less congestion, it seems to me all those things would lead to more trips through the corridor,” I said.

“Why?” Hamilton replied. “Couldn’t it be conceivable that you get the same amount of traffic going through, it’s just going a little faster?”

ODOT’s position (via Hamilton) assumes there’s a finite number of drivers.

I asked again: “If there are 24 hours per day and people can get through there faster, then there are more cars per day that get through right?”

“Is that an engineering or a philosophical question?” Hamilton replied (I’m not sure why it matters).

“Philosophy aside,” I continued, “If you make something easier, people will do it more. This project will make it easier to drive through that corridor, so wouldn’t that mean there will be more trips, and more capacity?”

“It will [add capacity] because the region will grow. I don’t think an auxiliary lane in this project will cause the region to grow,” Hamilton asserted.

According to Hamilton and ODOT, an expansion of the freeway in the central city will not lead to more driving trips. They say unrelated factors like development and population growth will create more trips. To say the presence of new freeway lanes won’t have an impact on the number of trips is disingenuous at best.

The EA’s silence on induced demand surprised many people. How could such an accepted phenomenon not be on ODOT’s radar? It appears that the agency and its staff are relying on guidance from the Federal Highway Administration.

To make the case for highway widening projects throughout Oregon, ODOT completed the Corridor Bottleneck Operations Study (CBOS) in 2013 (PDF). Page 3-23 of that study states,

“An important issue to examine and understand is the potential of these bottleneck improvements to create induced traffic… FHWA states that ‘induced travel is often misused to imply that increases in highway capacity are directly responsible for increases in traffic. In fact, the relationship between increases in highway capacity and traffic is very complex, which encompasses various traffic behavior responses, residential and business location decisions, and changes in regional population and economic growth’.

As you can see in their FAQ on “induced travel”, the FHWA simply doesn’t believe new freeway lanes lead to more capacity. That’s a very convenient point of view. It means DOTs can deflect questions and concerns about an increase in driving. And perhaps more importantly, it means their estimates and traffic models for other potentially controversial aspects of freeway projects — like greenhouse gas emissions — can be done without assuming additional driving trips.

These are just some of the ways ODOT’s marketing of this project makes me (and many others) very uncomfortable.

After ODOT presented the project to the City of Portland’s Pedestrian Advisory Committee on February 19th, committee member Evelyn Ferreira commented that, “I don’t know if you’re all familiar with the term gaslighting. That’s what this project feels like to me.”

Next up: What does the I-5 Rose Quarter project mean for cycling?

There’s a rally hosted by No More Freeways PDX at 4:00 pm today (3/12) prior to the ODOT public hearing at the Oregon Convention Center.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post ODOT’s marketing of I-5 Rose Quarter project sows distrust appeared first on BikePortland.org.

The Monday Roundup: Speed-limiters in EU, ‘Porn Pedallers’, progress in Seattle, and more

Mon, 03/11/2019 - 12:27

This week’s Monday Roundup is sponsored by Ride Like A Girl Cycling, now offering a range of training rides and coaching services to get you ready for the season. Find them on Facebook too!

Here are the most noteworthy items we came across in the past seven days…

New policy crush: New York City Council Speaker Corey Johnson wants to “break the car culture” and move on from the Robert Moses era once and for all.

Peddling porn: After first stripping the club of its standing, British Cycling has now entered into talks with Porn Pedallers Cycling Club, which is sponsored by an adult entertainment firm.

$15 Billion for what?: There’s forward movement for a $15 billion transportation funding package in the Washington legislature (three times what Oregon passed in 2017) that uses a gas tax increase and new fees on carbon and developers to fund infrastructure. Unfortunately only 8 percent would be spent on multimodal projects while 41 percent would go to expanding and maintaining existing roads.

Tesla mess piles up: After two fatal crashes in Florida in a week, the federal government is taking a closer look Tesla’s “auto-pilot” feature.

Time to end the car pilot: An essay in The Guardian makes the case that our over-reliance on cars has been a “disastrous experiment” and calls on governments worldwide to phase them out in ten years.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

Awkwardly symbolic: A pro woman racer who was on a solo breakaway in a race in Belgium got too close to the back of the men’s field and was stopped by race organizers. It killed her momentum and she ended up finishing 74th.

Europe knows: A European Union consumer protection committee voted to support a new rule that would require carmakers to install speed-limiting devices in all new cars starting in 2022.

Women supporting each other: Looks like the proliferation of women-only cycling clubs is happening all over the country, including a “Women Bike” group in Philadelphia.

Hardesty opposes I-5 project: In an interview with the Portland Tribune, Portland City Councilor Jo Ann Hardesty says ODOT and PBOT’s Rose Quarter freeway expansion project is a loser and that we’d be better off spending the money on transit, walking, and biking infrastructure.

Dooring death: A woman was killed by a truck driver while bicycling in downtown San Francisco after she swerved to avoid someone who opened a car door in her path.

Progress in Seattle: Seattle had 14 fatalities in traffic last year, that’s less than half the amount they had in 2006. It’s also less than half of Portland’s 34 fatalities. What is SDOT doing that PBOT isn’t?

Telecommute over transit: Census figures show that for the first time ever the number of people who work from home is now larger than those who take public transit.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post The Monday Roundup: Speed-limiters in EU, ‘Porn Pedallers’, progress in Seattle, and more appeared first on BikePortland.org.

Advocates say it’s a perfect time to invest in ‘Safe Routes to the Slough’

Fri, 03/08/2019 - 13:57

There are great places to ride on and beyond the Columbia Slough. Getting to them should be much easier.
(Photo: Jonathan Maus/BikePortland)

With Metro laying groundwork on two major funding initiatives, advocates with the 40-Mile Loop say the time is now to make a substantial investment in the paths, roads, and trails that get people to the Columbia Slough Watershed.

Retired Portland Parks & Recreation manager Jim Sjulin is shopping around a concept known as Safe Routes to the Slough. According to his five-page case statement (PDF) there are 27 parks, open spaces, and natural area properties in the 5,200 acres that make up the Columbia River Flood Plain — between Kelley Point Park at the tip of St. Johns to the Sandy River Delta near Troutdale.

The problem is, 95 percent of the 180,000 people who live in adjacent neighborhoods are effectively cut off from biking and walking to these areas due to a lack of infrastructure and/or the presence of dangerous roads and highways.

(Source: 40-Mile Loop Land Trust, Case Statement for Safe Routes to the Slough)

Think of trying to ride a bicycle to Kelley Point Park, Whitaker Ponds, or the Sandy River Delta. Now think of whether or not you’d do that with an eight-year-old or an eighty-year-old. Probably not, due to bikeway gaps and having to deal with major crossings like Columbia Blvd, Sandy Blvd, Airport Way, and so on.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

“Over the 20-mile length of the watershed,” reads the case statement, “now only two non-motorized access routes connecting upland residential areas to natural areas and parks in the floodplain: The Peninsula Crossing Trail and the I-205 Bike Path.”

(Source: 40-Mile Loop Land Trust, Case Statement for Safe Routes to the Slough)

The timing is good for 40-Mile Loop to present this concept because Metro is about to put a renewal of their parks and nature bond on the ballot this year. And next year, Metro will present the region with a major transportation infrastructure investment bond.

Sjulin says while most people think of trails, paths, bike lanes and roads as one integrated system for getting them from A-to-B, agencies are siloed into “recreation” and “transportation” projects. He sees Safe Routes to the Slough as an opportunity to combine these needs into one package.

For their part, Metro — who convinced voters to pass natural area bond measures in 1995 and 2006 and local-option levies in 2013 and 2016 — says they plan to spend less on acquiring properties this time around, and more on getting people to existing properties. That’s a perfect fit for the 40-Mile Loop’s idea. Another way this project fits with Metro’s goals is that the area surrounding the Columbia Slough watershed is home to some of the lowest-income and most racially diverse census tracts in the region.

Borrowing from language used in previous Metro bond measures, the 40-Mile Loop recommends making the Columbia Slough Watershed an official “target area” for investment.

If you think this is an effort worth supporting, consider emailing your thoughts to Metro via metrocouncil@oregonmetro.gov.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post Advocates say it’s a perfect time to invest in ‘Safe Routes to the Slough’ appeared first on BikePortland.org.

30 ‘shared bicycle and pedestrian’ bus stations are coming to SE Division

Fri, 03/08/2019 - 11:07

TriMet’s latest design for 30 new bus stations coming to SE Division Street.
(Click for larger version)

TriMet is almost at the end of the design phase for the Division Transit Project, and once again they seek our input via an online open house launched this morning.

View from the bike lane entering the station.

This project is a $175 million investment that aims to significantly improve transit service. But this is a much more than just a transit project.

Statistically speaking, Southeast Division is one of the most dangerous and deadly streets in Portland. Five intersections on Division are ranked in the top 20 overall according to the transportation bureau’s high crash network analysis. Four of those five intersections will see major changes as part of TriMet’s project and/or PBOT’s related Outer Division Safety Project.

I’ll share the latest on PBOT’s work in a separate post. For now, let’s look at TriMet’s Shared Bicycle and Pedestrian station design (as shown above).

TriMet plans to build 72 new bus stations on Division in the 12 miles between SE 10th Avenue and the Cleveland Park & Ride in Gresham. 30 of those merit our close attention because they’re a new design that will put cycling traffic between a stopped bus and its passengers. TriMet has been working on this design since 2017 and now is one of our last chances to weigh in before construction starts later this year.

Back in October TriMet did a live demo of this design.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

Here are a few samples of how these new stations will be oriented in relation to the street (note the presence of protected cycling lanes (light green) and center medians):

And here’s the design concept again so you don’t have to scroll:

Compare that with the October 2017 design concept to get an idea of how TriMet’s thinking has evolved:

The Shared Bicycle and Pedestrian station design shows the bike lane narrowing to three feet as it enters the station area. There would be a four-foot wide concrete median on riders’ left side where bus passengers would load and unload. TriMet plans to install a “Bicycle Stop Sign” at the entry point. TriMet says their expectation is that bicycle riders should stop only when a bus is present.

Note that these new Shared Bicycle and Pedestrian stations will only be present east of 84th. The current plans show them at: SE 85th (westbound), SE 87th (eastbound), I-205/Division Max Station (both sides), 101st (both sides), 111th (westbound), 113th (eastbound), 116th (both sides), 122nd (both sides), 130th (both sides), 135th (westbound), 136th (eastbound), 142nd (both sides), 148th (both sides), 157th (both sides), 162nd (both sides), 168th (both sides), 174th (both sides), 182nd (both sides).

These new stations, the 60-foot long articulated buses that will service them, the faster transit operations in general, along with a significant amount of protected bike lanes, new crossings, and center medians (all planned by PBOT in a separate project), could have a major impact on Division.

Service of the new line is expected to open in 2022. Please check out TriMet’s online open house to help them improve this project.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post 30 ‘shared bicycle and pedestrian’ bus stations are coming to SE Division appeared first on BikePortland.org.

Jobs of the Week: Citybikes, Joe Bike, Castelli, Velotech

Fri, 03/08/2019 - 09:02

Five fresh job listings posted this week.

Learn more about each one via the links below…

–> Job: Mechanic – Joe Bike

–> Job: Mechanic / Customer Service – Citybikes Workers’ Cooperative

–> Job: Temporary Warehouse Worker – Castelli USA

–> Job: Shipping Specialist – Velotech

–> Job: eCommerce Marketing Manager – Velotech

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

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

Never miss an opportunity. Sign up for our Job Listings email.

BikePortland needs your support.

-->

The post Jobs of the Week: Citybikes, Joe Bike, Castelli, Velotech appeared first on BikePortland.org.

Weekend Event Guide: Dead Freeways, Broken & Coastal launch, a time trial, and more

Thu, 03/07/2019 - 13:42

Shawn Granton of Urban Adventure League shares tales of freeways past at his Dead Freeways Ride in 2010.
(Photo: Jonathan Maus/BikePortland)

It’s almost time to solidify your plans for the weekend. And, while Friday might be a doozy weather-wise, we might get into the 50s over the weekend.

Here’s our list of recommendations…

Sales!

We interrupt this guide to tell you about two big sales at two great local bike shops:

West End Bikes Anniversary Sale: Get 10-50% off everything at this amazing shop located at 1111 SW Harvey Milk Street.

River City Bicycles Anniversary Sale: It’s also celebration time at River City Bicycles. They’re celebrating 24 years in business with 10-50% off the entire store.

Friday, March 8th

Broken & Coastal Vol 4 Launch Party – 6:00 pm at Golden Pliers Bike Shop (N)
Broken & Coastal is an indy magazine that you have to see and feel to believe. If you love riding off-road and want to stoke your flame with beautiful words and pictures, you owe it to yourself to check this out. More info here.

Saturday, March 9th

Swap Meet – 11:00 to 2:00 pm at Backpedal Cycleworks (SE)
Roll over to Backpedal’s SE Harold Street location to browse, buy, sell and trade your used bikes and parts. No fee for sellers. More info here.

Stub Stewart Trail Work Party – 9:30 am at Stub Stewart State Park (Buxton)
Come out and help NW Trail Alliance dig, chop and smooth out trails to get them ready for prime riding season. No experience necessary. More info here.

Dead Freeways Ride – 11:00 am in Goose Hollow (SW)
Urban Adventure League is hosting this classic Portland experience ride that will take you behind the scenes of our local freeway and highway graveyard. Perfect timing for the weekend before the I-5 Rose Quarter project public hearing! More info here.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> --> Sunday, March 10th

Jack Frost Time Trial – 8:00 am at Vancouver Lake (WA)
Can you believe it? The OBRA road season starts Sunday with this traditional kickoff event. More info here.

Bike Shop Storytime – 11:00 am at Clever Cycles (SE)
Special guest this week is author and illustrator Alison Farrell. Grab the kiddos and head out for a ride with other families afterwards. And don’t forget to grill our family biking columnist Madi Carlson for her best tips and tricks. More info here.

Ride to Belmont Goats – 12:00 pm at Irving Park (NE)
Join Tom Howe for a ride to hang out with the Belmont Goats at their new home. The gates have been closed for three months, so I know you are all itching for some goat time! More info here.

Northeast Park Trek – 10:00 am at Wilshire Park (NE)
Ann Morrow from the Portland Wheelmen will lead this 20+-mile ride jaunt that caters to beginner and novice riders who want to learn more about cycling and experience riding with a group. More info here.

Stay plugged into all the bike and transportation-related events around the region via our comprehensive event calendar.

CORRECTION: We got the day for the Bike Shop Storytime wrong. It is on Sunday (not Saturday). Sorry for any confusion this caused.

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

Upgrade your inbox: Sign up here to get the Weekend Guide and all our stories delivered via email.

BikePortland needs your support.

-->

The post Weekend Event Guide: Dead Freeways, Broken & Coastal launch, a time trial, and more appeared first on BikePortland.org.

Wonk Night highlights widespread I-5 Rose Quarter project concerns

Thu, 03/07/2019 - 11:55

Great turnout!
(Photos: Jonathan Maus/BikePortland)

The idea behind Wonk Night is to go deeper into the issues, get questions answered, and connect with other people. Based on early reviews from last night’s event, it appears to have been a big success.

About 40 people braved a stormy evening and came together in the offices of Lancaster Engineering downtown to learn more about the I-5 Rose Quarter project’s environmental assessment (EA). We had drinks (thanks in part to an assist from The Street Trust!) and snacks (peanut M & Ms were a big hit) and plenty of copies of the relevant documents.

In the room was a healthy mix of Wonk Night regulars and new faces. There was a strong contingent of PSU planning students, a few agency staffers there on their own time, and activists and concerned citizens of all stripes. We had people like (poet) Alicia Cohen who’s just learning the ropes of activism, and veterans of freeway fighting like Jim Howell who was a key figure in stopping the Mt. Hood Freeway and founded Riverfront For People in 1969, the group that helped turn Harbor Drive into Waterfront Park.

Everyone in attendance expressed serious reservations about the project. Before we got started, I asked how many people in the room wanted to defeat it. All the hands went up.

Even with such strong sentiment in the air, the event wasn’t meant as an opposition rally. Our goal was to get smarter about the project and write better comments in response to the EA (the comment period ends April 1st).

Alicia Cohen shared her concerns about air quality.

At the outset, noted activist and Portland Planning Commissioner Chris Smith urged us to make sure comments point out what the EA could do better and what it’s missing. If the feds see enough holes in the EA, or if they sense overwhelming consternation in the community, they could tell ODOT to do more homework and/or take the much more rigorous step of completing an Environmental Impact Statement (which, interestingly, has never been done for the I-5 freeway because its construction predates existence of the National Environmental Protection Act (NEPA) process).

And then there’s politics. Currently, Portland City Council has endorsed the project because they assume it’s their only chance to make major changes to surface streets in the Rose Quarter. ODOT has sweetened their deal by trading support for a coveted Mixed-Use Multimodal Area designation for the central city (PDF) that will allow the City of Portland increase development density without having to account for increased auto congestion.

But Portland’s support for this freeway widening was decided on with a different city council.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

At last night’s event, Chris Smith was asked, “Could city council rescind their approval?” “Yes,” Smith replied, “That’s how Mt. Hood got stopped, the county rescinded their approval.” “Today we have one commissioner, [Jo Ann] Hardesy, outright opposed to this,” Smith continued. “And one who really wants to be, Eudaly, but doesn’t see the support to do anything yet. So we only have to turn one more vote to get something proactive out of city council.”

In another interesting exchange, economist, City Observatory founder, and No More Freeways PDX volunteer Joe Cortright was asked to compare the fight against this project with that of the Columbia River Crossing. Paul Jeffery said the CRC went down when activists worked with “strange bedfellows” in the Republican party of Washington state, who opposed the project on light rail and fiscal grounds. Jeffery worried that similar potential allies aren’t available this time around.

Cortright’s response was heartening:

“I think that’s actually the good news. With the CRC we were always told that if we didn’t move forward with it we were giving up the contribution Washington would make. And we were giving up the money the FTA [Federal Transit Administration] would give for light rail. And giving up money we were getting from the federal government. We were told we had to ‘honor the deal with our partners’. But in this case, the project is entirely within the control of the State of Oregon. The legislature has total autonomy over this money, and if it decided it wanted to use this money for anything else, it could. We do not lose anything if we take this money and use it for something else.

If in the 1970s we were smart and savvy enough to go the federal government and figure out a way to change the Interstate Highway System so that we could take the money and use it for what we wanted to, then today we ought to be able to go to Salem and say, ‘If we want to spend a half billion dollars, this is not what we want to spend it on’.”

On that note, I learned from local engineer Gwen Shaw last night that the City of Portland’s entire list of 1,200 Safe Routes to Schools projects are estimated to cost about $250 million — the same amount ODOT wants to spend to widen I-5 through the Rose Quarter (project cost estimate is $500 million total, which ODOT says is split about 50/50 between freeway and surface street changes).

After a spirited opening discussion, we decided to break into groups to focus on specific elements of the EA. The groups were: biking/walking/rolling infrastructure, transit impacts, omissions and alternatives, and air quality.

Groups assembled and spent about a half-hour going through the EA, comparing notes and sharing ideas. We then came back together to hear reports from each group.

Air Quality

Reported by PSU students Joshua Hetrick and Antonella Mancini

— A major focus is Harriet Tubman School, where ODOT’s plans will require putting a new freeway lane just yards from its property line. The group found a 2003 EPA study that put the school in the bottom 1 percent nationally for air quality. That’s before the freeway gets widened. EA comments will focus on asking ODOT to show more data for how the project will lower greenhouse gas emissions.

— There’s widespread skepticism in ODOT’s claim that their project will improve air quality (based on an assumption of free-flowing traffic from cleaner cars with higher mpg ratings in the future). Another focus of comments will be ODOT’s air quality measurement methods. The group said ODOT only took a reading for one day. They think more time is necessary.

— Cleaner Air Oregon and Eastside PDX Air Coalition should engage with this project.

— There’s a strong equity argument with the air quality concerns due to the well-documented fact that communities of color are most affected by diesel fumes.

— The lids. “Is the air quality going to be acceptable on those from day one? Are we building a plaza that can’t ever be somewhere you want to be because it’s dangerous to be there just by breathing?” The EA includes no analysis of air quality on the proposed lids that would be built over I-5.

– It’s difficult to talk about the results of the air quality findings without any information about how those results were derived.

Bike/walk/roll infrastructure

Reported by Jesse Lopez and Doug Klotz

— It seems like biking and walking infrastructure have simply “been inserted where it would fit” in order to still give drivers priority. “No consideration of making a quality experience for pedestrians or bicyclists.”

— It’s not clear how the Williams/Vancouver cycling movements will work. Big concerns about signal timing and how crossings might create delays and dangerous interactions.

– Broadway/Weidler doesn’t appear any safer for cycling and walking. “Intersections have large a radius, which is going to increase driving speeds. Slip lanes and increased turn lanes are dangerous for bicyclists.”

— Concerns that the project will not complete the 3,300 feet of sidewalk gaps in the area.

— Proposed Clackamas Bridge should be redesigned with a better connection to Broadway Bridge. Currently it goes too far out of direction.

— Removal of Flint bridge is a downgrade in cycling network. The Hancock/Dixon bridge won’t be as direct and will have a 9-10 percent grade.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> --> Transit

— One whopper in the EA is the acknowledgement that transit times will be slower if the project gets built. Around 84 seconds slower according to ODOT’s analysis. ODOT blames this reduction in service on the new bike-only signals and protected bike lanes that will constrain road capacity.

— The EA doesn’t consider taking the funding and using it for transit improvements. Transit can meet or exceed the benefits of this freeway.

— We should decommission the freeway itself and turn that into the transit right-of-way.

What’s missing

Reported by Rebecca Hamilton

— The EA never mentions the well-known phenomenon of induced demand.

— In Level-of-service analysis for surface streets, they don’t show their math for anything — especially for cycling will be impacted.

— In their modeling for the no-build alternative, they assume every project in the Regional Transportation Plan is built. Including the CRC (more on that later).

— The EA says ODOT explored transportation demand management (TDM) as a no-build alternative; but we have no information about what that consists of. TDM can be many things.

— The EA never discusses tolling. Joe Cortright called this a “huge failing”:

“Because tolling is, “reasonably foreseeable” (a NEPA term), the analysis needs to look at what the world looks like if we have tolls. But they didn’t do that, which his a a huge failing of the EA. Tolling should be an alternative in its own right. If you toll this stretch of road, you can solve nearly all the problems far cheaper and more effectively.”

— There’s nothing on how ODOT is going to deliver on promises they made to community impacted by the construction of I-5.

— The safety analysis is extremely lacking (“half-assed” was the term used).

— For more on missing data in the EA, see the recent letter No More Freeways sent to ODOT requesting more information (PDF).

I hope this summary is useful and that it helps inform your own comments. You can submit them here.

Don’t forget to stop by the ODOT open house tonight at Leftbank Annex (101 N Weidler). ODOT staff will be on hand to answer your questions and hear your concerns. The big public hearing is on March 12th at Oregon Convention Center. No More Freeways will host a rally beforehand.

Stay tuned for more coverage.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post Wonk Night highlights widespread I-5 Rose Quarter project concerns appeared first on BikePortland.org.

Route Advisory: Columbia Slough Bike/Ped Bridge to close for 90 days

Wed, 03/06/2019 - 14:49

The bridge is on a popular cycling route.
(Photo: Jonathan Maus/BikePortland)


A carfree bridge that connects north Portland neighborhoods to the Columbia Slough, Smith & Bybee Lakes, and many other destinations will close for 90 days starting March 25th.

The announcement was made today by the Bureau of Environmental Services. Here’s the official word:

The Inverness Force Main is an 11-mile pressure sewer that carries sewage from northeast Portland to the Columbia Boulevard Wastewater Treatment Plan. The 36-inch line splits into a 20-inch and a 30-inch pipe about two miles east of the plant. Both sections are suspended underneath the Columbia Slough Pedestrian Trail Bridge, which Environmental Services constructed. Repairs to the 30-inch pipe have been completed. Construction is about to begin to make repairs to the 20-inch pipe.

BIKE/PED TRAIL BRIDGE CLOSURE

The Columbia Slough Bike/Pedestrian Trail Bridge, located north of the Columbia Boulevard Wastewater Treatment Plant, will be closed to make the sewer pipe repairs beneath the bridge. The closure will be 90 days beginning March 25, 2019. The bridge should reopen by June 23, 2019.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

If you need more information about this closure, contact Debbie Caselton at 503-823-2831 or email Debbie.Caselton@portlandoregon.gov (include “Inverness 20” in your voicemail or in the subject line of your email).

BES suggests a detour that uses Columbia Blvd and Argyle Street to connect to N Denver Ave where you can connect to the Slough paths at Schmeer Road. I know North Portland Road (to the west) is tempting because it’s direct and very close; but it’s a very dangerous place to ride a bike. Unless you are very confident and skilled, I strongly suggest avoiding it.

See our route advisory page for other bike route closures in the Portland area.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post Route Advisory: Columbia Slough Bike/Ped Bridge to close for 90 days appeared first on BikePortland.org.

New section of Springwater will come with 10 new stop signs for path users

Wed, 03/06/2019 - 13:22

You can thank the ODOT Rail Division.

The Portland Parks & Recreation Bureau has started paving a new section of the Springwater Corridor path in Sellwood. This long-awaited project will close one of the last remaining gaps in this important regional path. It’s just a 0.4 mile section of the Springwater between SE Umatilla and 13th; but as any regional trail advocate will tell you, the sum impact is greater than its parts.

While it’s good to finally see progress on this segment of the “Sellwood Gap,” I was disappointed to find out that the City of Portland will install 10 stop signs along the new path. According to the official project plans, there will be stop signs (and associated stop bar striping) at the crossing of each roadway that intersects with the path: Umatilla, Harney, Marion, 9th, Linn, 11th, and 13th.

“Attempts to require path users to yield or stop at each cross-street promote noncompliance and confusion, and are not effective.”
— Alta Planning Rural Design Guide

According to a Parks spokesperson, the stop signs are mandated by the Oregon Department of Transportation’s Rail Division. They have some jurisdiction over the project because this section of the Springwater is adjacent to an extant railroad. The Oregon Pacific Railroad line is rarely used these days and travels at a very slow speed. It’s also worth noting there are no stop signs — only yield signs — where the cross-streets intersect with the path. (ODOT has now confirmed that stop signs will be added where roads cross the path.)

All these streets are very low-volume and there will be many more people using the path than using the roads.

Andrew Holtz lives near the new path and attended a recent meeting where Portland Parks staff shared a presentation about the project. He thinks erecting stop signs on the path is a terrible idea. “The dominant traffic will be trail users and they should have the right-of-way. I don’t think the stop signs will serve any purpose.” he said in an interview today. “The only people that cross those streets are a few homeowners. People using the trail will get used to never seeing cross-traffic and get into the habit of ignoring the stop signs — and that’s not a good habit!”

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

Note the location of the stop sign.
(Source: Alta Planning Rural Design Guide)

Alta Planning, a national firm that designs paths and trails, echoes Holtz’s argument in their Rural Design Guide. In the section on Minor Street Crossings they write, “Attempts to require path users to yield or stop at each cross-street or driveway promote noncompliance and confusion, and are not effective.” As you can see in the graphic above, they recommend a stop sign on the cross-street, along with a crosswalk and clear sight lines to ensure safety.

The stop signs on the SE 17th Ave. path in Milwaukie were removed after lobbying from that city’s mayor.
(Photo: Jonathan Maus/BikePortland)

We’ve experienced this same issue in two very nearby locations in the past. In 2013 we reported on how the Portland Police Bureau was concerned with a lack of stop sign compliance from Springwater Path users at SE Spokane Street, just three blocks south of where this project will begin.

And just a few blocks southeast of this project, on the SE 17th Avenue path between Sellwood and Milwaukie, the City of Milwaukie was forced into the same situation. When that section of the path opened two years ago we lamented all the unnecessary stop signs. ODOT Rail engineers forced the City of Milwaukie to install them on the path — even where it crossed private residential driveways.

Milwaukie Mayor Mark Gamba didn’t think the signs were necessary and he eventually convinced ODOT to remove them. It remains to be seen whether anyone at the City of Portland will show as much courage as Gamba and question ODOT’s engineering.

After all, is this really about safety?

Does anyone think it makes sense to require bicycle riders to make a complete stop this often on a multi-use path where cross-traffic travels very slowly and is rarely present?

Would ODOT ever mandate stop signs like this on major driving corridor?

There must be a more sensible solution.

UPDATE, 3/7: Parks just sent out a project update that included a bit about the stop signs:

Automobile traffic will be required to come to a complete stop before crossing any point of the trail. At this point, for cyclist and pedestrian safety, there will also be STOP signs on the trail at all crossings. In these instances, the cyclist(s) and/or pedestrian(s) will have the right of way.

Interesting they wrote, “At this point.” Also of note that despite it being a 4-way stop intersection, Parks says path users will have right-of-way.

I’m still waiting for ODOT to answer some more specific questions. Will update when I hear more.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post New section of Springwater will come with 10 new stop signs for path users appeared first on BikePortland.org.

Opposition overcome, TriMet will break ground on Gideon Overcrossing this spring

Wed, 03/06/2019 - 10:35

(Source: TriMet)

TriMet announced today they’ve overcome opposition from business owners and have received a green light to break ground on their $15 million Gideon Street overcrossing project.

“TriMet and the City of Portland have elected to move forward with a design that places the structure entirely in existing public right-of-way.”
— TriMet

The bridge will create a new, carfree connection between the SE Clinton/12th Avenue MAX light rail station along Gideon Street and SE 14th Avenue. Initially proposed as part of the Orange MAX Line project, it was delayed due to budget cuts.

The project was announced in June 2017 as a way to give bicycle riders, walkers, and people with personal mobility devices a car and train-free alternative to crossing at the stressful, at-grade SE 12th/Milwaukie/Clinton intersections. The project also ran into unexpectedly strong opposition from business owners on the north side of the proposed bridge.

Michael Koerner owns Koerner Camera Systems which has a parking lot and truck delivery bays just yards from where the overcrossing will land. As we reported in December, Koerner organized other industrial business owners along 14th and SE Taggart Street and retained a lawyer to formally oppose the project. Koerner and his supporters said the increase in traffic volume the overcrossing will create a safety risk and that changes to truck access would hurt bottom lines. Koerner in particular was concerned that the project as initially proposed would encroach on a small portion of his existing parking lot.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

Image filed with FTA by Michael Koerner’s lawyer showing how the initial design of the bridge (green) would encroach on his parking lot.

Koerner’s lawyer penned a letter to the Federal Transit Administration requesting further study and asking for the overcrossing be moved to a different location. TriMet and the Portland Bureau of Transportation (who will own and operate the bridge once it’s built) disagreed.

In their statement released this morning, TriMet says they met with FTA officials last week and plan to construct the project this spring. TriMet also addressed concerns raised by nearby business owners.

The agency did a traffic count and found that about 325 motorized vehicles use SE 14th Avenue each day and that only about 2 percent of them are trucks with trailers. TriMet also revealed they met with “representatives from the business community” and explored design changes that would have no impact on private property. “The FTA, TriMet and the City of Portland have elected to move forward with a design that places the structure entirely in existing public right-of-way,” reads the statement.

We’ve asked Koerner for his response and will update this post when/if we hear back.

TriMet expects to begin construction this spring and finish the new overcrossing in spring 2020. For more information, see the official project page.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post Opposition overcome, TriMet will break ground on Gideon Overcrossing this spring appeared first on BikePortland.org.

Future of Alpenrose Dairy hangs in the balance amid lawsuit over potential sale

Wed, 03/06/2019 - 07:49

Opening race of the 2012 Cyclocross Crusade series with Alpenrose Dairy buildings in the background.

A 57-year tradition of bicycle racing at Alpenrose Dairy in southwest Portland faces a major threat.

“I realize this is big news and has a potential huge impact on not just OBRA, but the Portland area community that has benefitted from the incredible generosity of the Cadonau family.”
— Chuck Kenlan, executive director of Oregon Bicycle Racing Association

The ominous first line of a lawsuit (PDF) filed Monday afternoon in Multnomah County Circuit Court reads, “This action is brought to stop the destruction of Alpenrose Dairy and the land upon which Alpenrose sits.”

The squabble over the Dairy and the 52 acres of land that surrounds it (off SW Shattuck Road in the Hayhurst neighborhood) is between members of the Cadonau family who founded the Dairy in 1891. Two of the family members who retain majority power in the Cadonau Family Management Trust — Barbara Deeming and Anita Cadonau-Huseby — want to sell the Dairy and adjacent land. According to the Portland Tribune, the new owners would relocate the dairy operations and immediately close the land to the public.

That means all cycling events — including the Cyclocross Crusade, Alpenrose Velodrome Challenge, Blind Date at the Dairy, and others — would need to find new homes.

Three other members of the family — Carl Cadonau III, Tracey Cadonau McKinnon, and Cary Cadonau — have filed a lawsuit to stop the sale and keep the Dairy and land in its current state of operation.

Given the popularity of Alpenrose in the cycling community, news of the lawsuit and potential sale has spread quickly and it’s raising serious concerns.

Advertisement

--> Thanks for reading.
BikePortland relies on financial support from readers like you.
Please join hundreds of other readers and
subscribe for $10/month or
make a one-time payment today!

Thanks for reading BikePortland.

Please consider a $10/month subscription or a one-time payment
to help maintain and expand this vital community resource.
--> -->

A family watches competitors in a cyclocross race that uses the Alpenrose Velodrome.
(Photo: Jonathan Maus/BikePortland)

Oregon Bicycle Racing Association (OBRA) Executive Director Chuck Kenlan wrote in an email posted to the group’s chat list, “I realize this is big news and has a potential huge impact on not just OBRA, but the Portland area community that has benefitted from the incredible generosity of the Cadonau family.” Kenlan added that while the lawsuit is “sudden and potentially harmful,” the case could take years to litigate. “Even though we should be prepared for the worst,” he wrote, “I believe that OBRA and the PVC [Portland Velodrome Committee] should continue with our events as planned.”

Kenlan also hinted that the OBRA Board of Directors is already mobilized and taking action to help save the dairy. OBRA and the Cadonau family have developed a very close relationship over the years.

It was Portlander Frans Pauwels who convinced Carl Cadonau II to build a dirt cycling track on the dairy property in 1962. Five years later, buoyed by the popularity of the dirt track, Cadonau spent $30,000 to build an Olympic-style velodrome on the property. Former Portland Mayor Terry Schrunk worked with Pauwels to bring the National Bicycle Championships to the track that same year. Today, Alpenrose Velodrome’s steeply-banked corners attract racers from all over the country.

The Alpenrose site is a mainstay on the Portland cycling calendar. It hosts the traditional opening race of the world famous Cyclocross Crusade series which used to get record crowds of around 1,800 participants in one day.

Cycling is just one of many community activities that happens at the dairy. It’s also famous for its Santa’s Village, Storybook Lane, an opera house, a baseball diamond that hosts the Little League World Series, and much more.

Why would anyone want to destroy this legacy? In the lawsuit, the plaintiffs allege that Deeming and Huseby are simply in it for the money. “They continue to make decisions motivated by their individual monetary interests… in order to line their own pockets with millions of dollars.”

We’ll continue to monitor this story as it develops.

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

Never miss a story. Sign-up for the daily BP Headlines email.

BikePortland needs your support.

-->

The post Future of Alpenrose Dairy hangs in the balance amid lawsuit over potential sale appeared first on BikePortland.org.