The latest on two separate injury bicycle crashes in North Portland

Brian Duncan was seriously injured while trying to cross Rosa Parks at Delaware last night. This is the view looking westbound just before the intersection.
(Photo: J. Maus/BikePortland)

Since Sunday night we’ve been following two crashes that involve people who were riding bicycles in north Portland. The first happened late Sunday night (3/27) at North Lombard and Jordan Avenue. The most recent one happened just last night on North Rosa Parks Way at Delaware. Here’s the latest information we have on both of them…

Several readers contacted us Sunday night after seeing a posting on Nextdoor about a hit-and-run just after 10:00 pm near Darcy’s Cafe on Lombard (map). People were posting about a man that was hit and seriously injured by someone driving a blue Honda who then “backed up and sped away from the scene.” However, according to Portland Police Bureau spokesman Sgt. Pete Simpson, that might not be what happened.

Simpson confirmed with us today that there was indeed a man who was biking and had been injured when officers arrived. He was ultimately transported to the hospital with “non-life-threatening injuries to his hands and a cheek.” How he got that way is unknown at this time. Simpson says officers who talked to people in the area could not confirm he was hit by anyone and that he appeared to have fallen on his own. “Officers noted that the bicycle rider smelled strongly of alcoholic beverage and had slurred speech,” Simpson wrote in an email to BikePortland. “Several people in the area said that they did not see him hit by anyone, only that he was down on the ground. His bicycle did not have any damage consistent with being hit by a driver. The bicycle rider, 48-year-old Timothy Malone, said he’d been drinking at a bar and didn’t remember anything else.”

“Based on the investigation,” Simpson wrote, “officers do not believe he was hit by a driver and that he likely crashed due to his intoxication.”

Lombard in this section is a state highway (30) that has five lanes: two auto parking lanes, two standard lanes and a center turn lane. Here’s the streetview looking toward Jordan:

View eastbound on Lombard at Jordan.

The other crash happened last night at around 7:20 pm in the intersection of Rosa Parks and Delaware (map). Police say 36-year-old Brian Duncan of North Portland was crossing N Delaware in the crosswalk and with a green light when he was struck. The person who drove their car into him is 84-year-old Louis Hellbusch, also of North Portland. Here’s the official statement from police:

“Officers learned that Hellbusch was driving a white 2005 Mercury Marquis westbound on North Rosa Parks Way approaching Delaware Avenue and a red light. Hellbusch continued driving and failed to stop for the red light, striking Duncan in the crosswalk.”

As is standard practice, the police did not issue any citations or make an arrest at the scene because the investigation is ongoing and the case is in the hands of the Multnomah County District Attorney’s Office. Once the DA has determined whether or not there is any criminal wrongdoing on the part of Hellbusch, they will return the case to the police so they can decide whether or not to cite. We are also in touch with Duncan’s brother-in-law who says he’s in stable condition “but his injuries are severe.”

Rosa Parks in this location has seven lanes: two parking lanes, two bike lanes, two standard lanes and a center turn lane. It’s a major east-west thoroughfare in the area for both cycling and driving. The intersection with Delaware is very well-marked because it’s in a school zone. There are signals, zebra-striped crosswalks, and caution signage prior to the intersection. I visited the site this morning to take a closer look. Below is the view Duncan would have had, looking southbound on Delaware at Rosa Parks:

Southbound on Delaware at Rosa Parks, the direction Duncan was traveling prior to the collision.

Pieces of Mr. Hellbusch’s grill are still littering the roadway in the northwest corner of the intersection:

Stay tuned for any further updates.

— Jonathan Maus, (503) 706-8804 – jonathan@bikeportland.org

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Wonk Night recap: Creating a space for parking reform

Fuel for change.
(Photos: J. Maus/BikePortland)

Wonk Night is sponsored and hosted by Lancaster Engineering. Drinks for this month’s event were provided by Widmer Brothers Brewing, makers of Omission Beer.

On Tuesday night we brought together some of Portland’s most dedicated and whip-smart parking reformers for our monthly Wonk Night. It was a sincere pleasure to be in a lively room of about 50 people who all want Portland to do a better job using auto parking as a tool for good instead of evil.

Gwen Shaw (L), John Russell, and Rebecca
Hamilton helping us thank our sponsor.

We made auto parking reform the theme of Wonk Night because how we deal with this issue is directly related to bicycling in more ways than you might think. We all know that coveted curb lane people park cars in is prime real-estate that could be used for much more useful things like safe and protected bikeways; but parking policy goes way beyond cycling. It directly influences how our city grows and who the winners and losers are when it comes to street access. This conversation is also about the negative impact automobiles have on our public spaces. As we grow, we can either manage these spaces more effectively or we’ll continue to face higher housing prices, a lower quality of life, and the continued overuse of cars that is preventing our city from achieving its climate, transportation, and growth goals.

To help us wade through this topic, we invited four experts to join us:

– Chris Smith: Portland Planning Commissioner and veteran urban policy activist. Smith was invited to help us understand the city planning context of the issue.
– Tony Jordan: Founder of Portland Shoupistas, a grassroots community group organizing for progressive parking policy in Portland. Jordan was invited to help us see the issue from an activists perspective.
– Joe Cortright: President and principal economist at Impresa Consulting and contributor to City Observatory. Cortright was there to share his insights from a numbers and data perspective.
– Brian Davis: Senior transportation analyst at Lancaster Engineering and director of that firm’s Streetlab. Davis was invited to share his perspective on what it’s like on the front lines of executing a city’s parking policy as a paid consultant.

Before we get into the recap, here are a few photos of the faces in the crowd:

Chris Smith (L) and Joe Cortright.

Ben Schonberger makes a point while Gail Curtis looks on.

Brian Davis, engineer and “bullshit detector” for transportation agencies.

We were fortunate to have PBOT’s Parking Operations Division Manager Malisa McCreedy in the room.

We started off with an overview of where parking reform stands in Portland.

The City of Portland is in the midst of their Citywide Parking Strategy project. It’s the first major parking policy overhaul since 1996. With so much change in the past 20 years and with so much at stake in the future it’s imperative for transportation reform activists — especially those who think our city will work better with fewer cars — now is the time to learn more about this topic and get involved with these discussions.

For about a year now, the city has been having committee meetings and doing analysis on several different fronts with the hope of integrating the results into their update of the Comprehensive Plan. The work boils down to two parts: a revamp of policies in the Central City; and a new approach to parking in and around “centers and corridors,” areas like the 28th Avenue commercial district, St. Johns, Hollywood, and the Mississippi district.

“Parking is a fertility drug for cars.”
— Chris Smith, City of Portland Planning Commissioner

Chris Smith started us off by recounting his recent victory against parking minimums in Northwest Portland. Smith made his stance on the issue very clear with the quote of the night: “Parking is a fertility drug for cars.” With that in mind he persuaded fellow commissioners to deny a request from northwest residents to institute a requirement for parking minimums similar to the policy passed by Mayor Charlie Hales and city council in 2013. That decision is seen by parking reformers as a huge mistake and early data shows it might have led to higher housing costs because housing developers either passed along the cost of the parking spaces to tenants or they built fewer than 30 units (thus limiting supply) in order to not trigger the parking requirement.

Smith said PBOT Commissioner Steve Novick and Director Leah Treat are now reviewing all the input and information gleaned in the process so far to prep for a presentation at City Council in June. As to how council members stand on the issue, “They want to do the right thing,” Chris Smith said, “but they have to balance that with other issues.”

Those “other issues” are things like outcry from some Portlanders who want more parking because they feel new development is gobbling up all the parking in their neighborhood. That issue is what got Tony Jordan interested in parking policy six years ago when his neighborhood around inner SE Division Street saw a massive apartment and condo boom. When people started fighting the increased density largely due to parking concerns, Jordan became an advocate for progressive parking policy. He now runs the Shoupistas and sits on several of the city’s parking advisory committees.

“[It’s] Better to give lower-income people a choice to pay rather than force them to pay by default.”
— Rebecca Hamilton

For the urban economist Joe Cortright, this is all the result of an increase in demand for cities. “The demand for urban living is increasing faster that we can create supply,” he said. If we have to include a parking space as we create that supply, Cortright said it adds on average $200-250 a month to the price of an apartment — whether you own a car or not. He said Oregon’s “inclusionary zoning for cars” is creating demand for car use. “We have traffic james in the U.S. for the same reason we had bread lines in Russia,” he said, making a point about the impacts of not pricing parking at what it actually costs society.

We talked a lot on Tuesday night about how parking policy impacts lower-income people. If you make parking spots more expensive (a position strongly favored by reformers) poor people won’t have a place a park. “How do you respond to that argument?” someone asked. There seemed to be a consensus around the room that higher-priced parking is better than the current scenario where everyone pays to subsidize parking whether they use it or not. Rebecca Hamilton said that it’s “Better to give lower-income people a choice to pay rather than force them to pay by default.”

Everone also seemed to agree that parking revenues should be spent on things like public transit and other system-wide improvements that have broad social benefits. Portland City Commissioner Amanda Fritz recently argued against raising parking prices downtown because she said poor service workers often need to drive after-hours when transit isn’t running. Iain Mackenzie said the best response to that is to use the extra parking revenue to fund a “night-owl” bus service. Tony Jordan added that during his time on the meter hike subcommittee he encountered a rep from the Service Employees International Union who was against higher rates. Jordan asked how many of their members didn’t own cars and she didn’t know the answer. The SEIU rep then shared an anecdote about a downtown work sho got off shift at 3:00 am and waiting at Subway until 5:00 am to take a bus home. “This anecdote led me to propose,” Jordan wrote us in an email follow-up after Wonk Night, “when I gave testimony to council supporting the increase, that they use the money for reduced income bus fare.”

Underscoring Jordan’s point, Zef Wagner with the City of Portland said when it comes to understanding how parking prices might impact low-income people, it’s always best to ask them directly instead of speculating about their needs and desires with other planners and activists.

Brian Davis, the engineer whose firm PBOT hired to analyze parking usage in northwest Portland said, “I get to be the bullshit detector for agencies.” One of the takeaways of his work was that parking spots have the highest turnover in places with the highest mix of nearby land-uses. The data he collected showed that there was no need for many of the two-hour parking spots in northwest. And it just so happened that PBOT’s Parking Operations Division Manager Malisa McCreedy was in the room too. “Brian’s analysis,” she shared, “informed our policy and we’ve removed many of the two-hour minimum spaces.”

Another topic someone brought up was how persuade the non-believers that parking should be more expensive. Davis said instead of focusing on how much parking costs will increase, “We need to rephrase it to, ‘How much would you pay to have a space?'” This framing jibes with Chris Smith’s advice that the argument will be lost if the focus is on using parking policy to discourage driving. Rather, he says, the focus should be on how better policy will make parking more available to those who really need it and — more importantly — are willing to pay a fair price for it.

Thanks to everyone who came to Wonk Night. Please share your takeaways in the comments and stay tuned for more coverage of this topic.

— Jonathan Maus, (503) 706-8804 – jonathan@bikeportland.org

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Metro proposal rejects Safe Routes to School, spends more on freight routes

A Safe Routes to School event in 2010. The Metro regional government is proposing to start supporting the program in suburban schools, but not to increase funding for accompanying street improvements near those schools.
(Photo: J.Maus/BikePortland)

A two-year campaign for regional funding of better biking and walking near schools, backed by the Bicycle Transportation Alliance and other advocacy groups, is in tatters.

“We got left on the cutting room floor.”
— Gerik Kransky, Bicycle Transportation Alliance

Though the most recent federal transportation bill sent $17.5 million of new flexible money to regional government Metro, Bicycle Transportation Alliance Advocacy Director Gerik Kransky said a Metro proposal circulated last Friday would dedicate none of that to the “Safe Routes” infrastructure program proposed by the BTA.

The organization had organized 3,500 residents to send postcards and emails to Metro’s elected officials in its support.

Among many attempts to demonstrate support, the coalition organized and videoed an evening meeting in East Portland where one person after another testified in five languages that they feared to walk on the streets near their homes.

Metro’s proposal might even increase the amount of money going to freight-related projects. That’s even though five of Metro’s seven elected councilors told BikePortland earlier this month that they would probably not support slicing off more of this program for motor vehicle travel when the state and region already get hundreds of millions of dollars each year for that purpose.

“These are the only sort of flexible dollars that we have in the region,” Kransky said Wednesday. “This is the wrong place to go for those new freight projects.”

Current spending vastly favors highway widening and freight projects (black line) over biking and walking projects (green line).

At recent spending rates, the region’s active transportation network won’t be built until the year 2209. The region’s current road plans would be finished by 2057, and its mass transit plans by 2040.

Metro council could decide to veto proposal

The proposal circulated Friday could send up to $12.5 million of flexible dollars to freight projects, compared with $9.23 million if the current freight program were simply adjusted for inflation.

JPACT Chair Craig Dirksen.
(Photo: J. Maus/BikePortland)

How could this happen even though every Metro councilor we spoke with a few weeks ago said they would almost certainly oppose dedicating a larger share of flexible money to freight?

In part, the answer is that the Metro council itself doesn’t have direct control over federal transportation spending. Instead that money is allocated by a 17-member Metro committee called JPACT, the Joint Policy Advisory Committee on Transportation, which is made up mostly of elected officials from local governments.

But the Metro council does have one bit of control over JPACT: it could vote to veto the JPACT decision and send it back for revision.

That almost never happens. Craig Dirksen, the Metro councilor who chairs JPACT (and casts the deciding vote there in the event of a tie) told us he’d be “very surprised” if the council were to override JPACT on this issue.

“The way we like to do business is we have conversations with one another and we come to consensus before we vote, so that everybody can be satisfied with what comes out of the discussion,” Dirksen said.

In other words, Metro — the only elected regional government in the country — strives to be a no-drama zone.

All the sitting Metro councilors, with the possible exception of President Tom Hughes, could be described as progressives on transportation issues. Four of the seven (Sam Chase, Carlotta Colette, Kathryn Harrington and Bob Stacey) tend to strongly support infrastructure that reduces the region’s auto dependence. But the agency’s culture of consensus (and the theoretical threat of a suburban revolt against the agency) means that officials who see ever-expanding auto infrastructure as essential to the regional economy have substantial influence, too.

The structure of JPACT also gives more influence to people who live in less populated areas. Multnomah County gets one JPACT vote for its 775,000 residents; Clackamas County gets one vote for its 395,000.

Metro vote set for April 21

Under the proposal, new money (the red band above) would be split mostly between transit and freight projects.

The Bicycle Transportation Alliance, whose campaign for Safe Routes has been underwritten in part by the American Heart Association, does seem to have scored one much smaller victory: up to $2.1 million in new Metro support for Safe Routes programming in schools, enough to create walking and biking education and encouragement programs around the region like those the BTA currently provides in Portland schools.

Kransky said the BTA is glad to have that in the proposal, but described it as a small silver lining. The For Every Kid Coalition (led by the BTA along with Upstream Public Health, the Safe Routes to School National Partnership, Oregon Walks, OPAL Environmental Justice Oregon, the Asian Pacific-American Network of Oregon and the Community Cycling Center) had asked Metro for $15 million for Safe Routes infrastructure.

“We got left on the cutting room floor,” he said.

There’s still a possibility that Metro could de-fund its other active transportation priorities in the coming years in order to guarantee projects near schools. And it could guarantee that its upcoming transit projects include lots of walking and biking projects that help people reach transit stations.

But neither of those options would meaningfully increase the amount being spent on walking or biking — even as the region considers tying up some of its scarce flexible funds so it can take out long-term loans that would increase the amount it spends on motor vehicles.

The JPACT vote is April 21. The For Every Kid Coalition is pushing a last-ditch effort on social media to block the proposed increase in freight funding.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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A look inside one newspaper’s thinking on crashes, accidents and collisions

OregonLive.com coverage of a fatal collision this month.

“Accident”? “Crash”? “Collision”?

The Oregonian’s director of news says the newspaper’s unofficial practice has been, for years, to avoid “accident” in the absence of information because that word suggests that a traffic incident was unpreventable.

But the copy desk chief says the opposite: his preference is to go with “accident” in the absence of information because he feels “crash” and “collision” are favored by “activists” and the newspaper needs to remain neutral.

Reporters, meanwhile, don’t seem to be sure what to do. Last week, a business reporter was taking her turn on a weekend cops shift when an allegedly drunk driver killed a 17-year-old; her report described this as a “bike accident.” After a local lawyer emailed her to suggest different phrasing, she first described the word choice as “fine” based on the advice of one editor, then later apologized based on the advice of a different editor.

This week, a different reporter initially used “accident” after a different allegedly drunk driver who had been driving the wrong way on McLoughlin Boulevard at 1:30 a.m. turned around and collided her car with another man’s, sending him to the hospital. After another email from the lawyer, Scott Kocher, the second reporter agreed to change to “crash.”

“A lot of times when you’re talking about transportation collisions, there’s elements that are preventable.”
— Therese Bottomly, The Oregonian

After hearing from Kocher about these exchanges, we decided to try to get clarification on The Oregonian’s policy. That wasn’t easy, though. Asked who runs the newspaper’s copy desk (the traditional decision-maker on style issues) the paper’s transportation reporter said he wasn’t sure.

Our first stop was Therese Bottomly, the longtime managing editor of The Oregonian/OregonLive and a former copy editor herself.

“We typically try to avoid ‘accident,'” Bottomly, whose current title is director of news, said in an interview Thursday. “‘Accident’ to me, you could interpret it as being entirely unpreventable. And a lot of times when you’re talking about transportation collisions, there’s elements that are preventable.”

“That’s just been our practice for as long as I can remember,” she said. But Bottomly said different word choices sometimes fall through the cracks because the use of “collision” or “crash” is only a practice, not an official rule at the paper as spelled out by its stylebook.

“I don’t think it’s actually in our Oregonian stylebook,” Bottomly said. “That’s something that the copy desk keeps.”

Bottomly said the newspaper has a style committee that has “officially ruled on hundreds of things,” but she wasn’t sure who sits on it these days.

On Monday, I got ahold of Jake Arnold, production leader at The Oregonian/OregonLive and the de facto copy desk chief. He told me the same thing Bottomly had: the Associated Press style guide offers no guidance on the question, and The Oregonian’s internal stylebook doesn’t either.

“Our general feeling is we try to use the most descriptive words possible,” Arnold said. “Often ‘crash’ can be a more descriptive word than ‘accident.’ … ‘Crash’ is also a more value-loaded word. Generally ‘the accident’ implies no fault.”

“The two words would have been interchangeable 20 years ago. Now lawyers have decided that this means that and that means that. To some it does, to others it doesn’t.”
— Jake Arnold, The Oregonian

Arnold said that because the newspaper can’t be sure who was at fault in an incident, “we lean toward ‘accident.'”

I asked why the newspaper would want to presume that there was no fault if it does not yet know whether there was no fault.

“An accident is something that happened, and it can either mean no fault or it can mean we don’t know who’s at fault,” Arnold said. “Crash has more of a presumption of someone is to blame. … As a newspaper we are not in the practice of laying blame.”

“Language is evolving,” Arnold continued. “The two words would have been interchangeable 20 years ago. Now lawyers have decided that this means that and that means that. To some it does, to others it doesn’t.”

I asked about Bottomly’s notion that “accident” suggests that there was nothing someone could have done to prevent a collision. “That tends to be a more activist view of the meaning of the word ‘accident,’ Arnold said. “I don’t think the general population lays much meaning on the word.”

Ultimately, Arnold said, different Oregonian employees will differ on precisely what words mean.

“It’s why we put things in the style guide,” he said. “Therese has a background as a copy editor, and so it would not surprise me at all if that is part of her foundation of understanding and that she has instructed her reporters to act accordingly. The fact of the matter is that by the time it gets to the copy desk we don’t have a strong feeling one way or the other. If the reporter types ‘accident,’ we probably go with ‘accident,’ and if the reporter types ‘crash,’ we probably go with ‘crash.'”

So what’s the process for putting something in a style guide?

“Generally some sort of issue gets raised, somebody says, ‘we have a question on this,'” Arnold said. “We kick it around the copy desk. talk to reporters, talk to experts.”

Under the paper’s traditional process, that would have led to a discussion and vote by a style committee of four to seven people. But years of staff cutbacks had made the committee defunct, he said.

“Really it’s just me monitoring it,” he said.

Read more stories in our Language Matters column archives.

— Michael Andersen, (503) 333-7824 – michael@bikeportland.org

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To Reduce Anxiety, Do More of What Works

A very effective way to reduce anxiety is to do more of what works in your life. However, any type of anxiety disorder can seem to completely take over someone’s entire being, his/her very life. Anxiety can consume our thoughts, emotions, and behaviors, making us feel trapped, isolated, agitated, worried, and afraid. When living with an anxiety disorder, it can be hard to see past all of the struggles and all of the things that aren’t working in life. It’s possible to get around that, and in the process, significantly reduce anxiety. To reduce anxiety, do more of what works.

How Can You Do More of What Works Right Now?

It can be hard to see past anxiety and the related problems it can cause. However, doing just that—looking past the anxious thoughts and beliefs—is a positive action you can take to reduce anxiety.

This solution-focused idea is sometimes called the continuation concept or the continuation question: what works in your life right now that you want to continue? Then, rather than turning your attention to anxiety and wanting it gone, you can shift to nurturing what is good and right in your life.

When living with an anxiety disorder, it’s very natural to just want it gone, to rid yourself of everything in your life and start over. That, though, is akin to the cliché regarding throwing the baby out with the bathwater. When you identify what is working in your life, the proverbial baby in the bathwater, you identify what you want to do more of and continue even when anxiety is gone from your life.

The very act of shifting your thinking and actions to do more of what works goes quite far to reduce anxiety. I discuss this further and offer some ways to do this in the below video. I invite you to watch.

Let’s connect. I blog here. Find me on Facebook, Twitter, LinkedIn, Instagram, and Pinterest. My mental health novels, including one about severe anxiety, are here.

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“I had given up hope”: Portland woman gets stolen bike back five years later

Jade Koide, Bike Gallery Service Manager Scott Scholl, and the custom Bob Jackson.
(Photo courtesy Jade Koide)

It’s been a while since we last shared a good stolen bike recovery story. So here goes…

Portlander Jade Koide emailed us last week with a pretty remarkable story that involved the theft of a bike that had a lot of sentimental value to her.

Back in the 90s Jade’s uncle built up a gorgeous steel Bob Jackson road bike that he’d built up for his wife. When she passed away, he gave it Jade. In June of 2011 Jade was on a Pedalpalooza ride that ended up at a beach off of Marine Drive on the Columbia River. It was one of those rides that ends with a party and goes all night long. In the wee hours when Jade was finally ready to head home, she went to grab her bike and it had been stolen. Right off the beach.

Jade was crushed. But she’s smart and immediately listed the bike on our stolen bike listings (which are powered by Bike Index). Nothing happened. “I had given up hope for it, but thought about the bike often,” Jade shared with us.

Then last week she got an email through Bike Index. It was written by Scott Scholl, the service manager at the Bike Gallery story in Clackamas. It read, “Hello. I just recovered your stolen Bob Jackson road bicycle. Please contact me.”

“I thought it might have been a hoax,” Jade recalled, “But it wasn’t.” She called Scott and it was indeed her bike.

According to the Bike Gallery, a man waltzed into the store with Jade’s bike one day and said he just needed some air. Scholl immediately noticed it was a special bike and started asking the guy questions about it. According to another employee at the shop, Scholl had “a bad feeling about the guy” so he asked to take a closer look. Scholl went to the back of the store, searched for “Bob Jackson” on BikeIndex.org, and there it was. He then told the thief the bike was stolen and that a Clackamas County Sheriff was on his way to the store. Suffice it to say the thief didn’t stick around to plead his case.

Jade is very thankful for Scholl’s quick thinking and for BikeIndex.org. “What an incredible bike community we have here in Portland,” she said.

— Jonathan Maus, (503) 706-8804 – jonathan@bikeportland.org

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