Car-Free Vacationing

While I recently returned from a ten-day family vacation, I already feel the need for another vacation because my family vacation was stressful. Exploring Philadelphia was fun but being stuck in my parents’ van for seven days and dealing with my parents’ unwillingness to effectively communicate with their in-laws was not relaxing. It felt awkward to tell my boss and others that I did not have a relaxing vacation because most people assume you return from vacation rejuvenated. The main reason I was willing to give up a relaxing vacation is that both of my grandmas are in their 90s. I am not sure how many more times I will get to share experiences with them.

Thankfully, I still have opportunities to have relaxing vacations. A cool benefit of working at Clackamas Community College is three-day weekends during the summer term, which is from the last week of June through Labor Day. In addition to getting every Friday off during summer term, I only have to work 36 hours Monday-Thursday to get paid for working 40 hours. Since not everyone gets Friday off, I have missed off-campus meetings that are scheduled on Friday. The meeting organizers update me after the meeting so I stay informed.

I found writing this post interesting because I started writing it in 2015. I have 46 draft posts that I have not published. The Willamette Week link I inserted in the 2015 draft no longer sends people to an article about taking the bus to hike in the Portland region. The below photo is from the 2015 article.

Map showing it is possible to hike by using transit

Map showing it is possible to hike by using transit

As the below map shows, transit services to the Columbia River Gorge have greatly improved in the past four years. The Columbia Gorge Car-Free website helps me plan my weekend vacations without using a car. While I visited The Dalles for a Transportation Options Group of Oregon meeting, I was not able to stay in The Dalles long enough to really explore.

Gorge Transit

Map of transit services in the Columbia River Gorge. Source: Gorge TransLink

Since I want to do more than hike in the Columbia River Gorge, I am excited to see that the Historic Columbia River Highway State Trail is almost completed! I will be able to take transit from Portland to the Columbia River Gorge to hike and bike. The below videos explain the history of the 100-year-old Historic Columbia River Highway, what is being done to convert it to a trail, and how the local communities feel this new trail will impact their communities.

Historic Columbia River Highway State Trail

Historic Columbia River Highway State Trail. Source: ODOT

I am also excited about the Salmonberry Trail, which will someday allow me to bike from the Portland region to the Oregon Coast.

I also enjoy traveling beyond Oregon. I can use Amtrak, Greyhound or BoltBus take car-free weekend vacations to places like Seattle, Vancouver (BC), and California. I will be presenting on a panel at the Association of Commuter Transportation (ACT) Transportation Demand Management (TDM) Forum in Seattle on November 12-13. This provides me a great opportunity to explore Seattle and Vancouver during the weekend before my presentation. November will be a busy month for me because I will also be taking the American Institute of Certified Planners (AICP) Exam.

ACT-2019-TDM-Forum-SEATTLE

Source: Association of Commuter Transportation

Since my 29th birthday is in September and my work projects should be less busy in September because there will be no CCC Xpress Shuttle service most of September, I am thinking about taking a long vacation in September. The PSU Alumni Association’s Young Alumni Travel Program has a nine-day Costa Rica Unplugged tour in September that includes exclusive discounts of up to 15% off per trip! The trip is limited to 18-35-year-olds. I prefer to avoid tourist traps so I enjoyed reading how this trip has “Local Guides who make tourist traps a thing of the past.” The tour starts on a Saturday and ends on a Sunday, so I thought I would only need to take five days off work. Since the tour does not include roundtrip San Jose flights and each flight takes a day, I would need to take seven days off work. Unfortunately, I do not have this many days saved so I will need to think about this trip next year.

I would enjoy learning about how other people plan car-free vacations. Have you tried to plan a car-free vacation? Where did you go? Did the transportation services connect smoothly or did you experience barriers? Would you do it again?

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Ray’s Family Vacation to Ohio and Pennsylvania

I find it interesting to think about a place before visiting it for the first time. While I had a layover in Philadelphia as I was flying to the British Isles in 2003 (yes, I was 12 years old), I did not leave the airport so this does not count as visiting Philadelphia. I flew to the British Isles through the People to People Student Ambassador Program. Even though I have not really visited Philadelphia, I feel a strong connection to it because I cannot think of a better city to celebrate Independence Day. I also helped plan where to install Indego bikeshare stations in Philadelphia during my internship at Toole Design Group. I did the planning and GIS work in Toole’s Silver Spring, MD office, so I did not visit Philadelphia during this project.

While I know where the Indego stations are, I struggled to decide where to stay in Philadelphia because I wanted to avoid staying in the tourist areas. I wanted to find a racially diverse and affordable neighborhood where I could experience being a local. I finally reserved an Airbnb in the Lower Moyamensing neighborhood in South Philadelphia because this neighborhood appears to be far from the tourist areas and near racially diverse neighborhoods.

South Philly Race Map

Racial Dot Map of South Philadelphia. Source: https://demographics.virginia.edu/DotMap/index.html

I realize I am white but being surrounded by only white people in Oregon City feels weird and gets exhausting. While I often hate on the South because of the bad political and religious decisions, I miss the South’s racial diversity. Since I have not seen many non-white people for months, I would not be surprised if I experience culture shock in Philadelphia.

Oregon City Race Map

Racial Dot Map of Oregon City. Source: https://demographics.virginia.edu/DotMap/index.html

I also expect to be shocked by the weather in Philadelphia because the high in Oregon City has only been in the 70s with low humidity. Philadelphia has highs in the 90s with high humidity! Since I was shivering during Portland’s World Naked Bike Ride last Saturday evening, it would have been nice to have warmer weather in Portland. Yes, I biked nude in public through Portland’s streets with 10,000 other cyclists. This was my fourth World Naked Bike Ride. While many people have told me they think it is weird to be naked in public, I enjoy seeing how people decorate their bodies to protest automobile dependency. Since many people have body image issues, it is an amazing experience to feel comfortable enough with friends to be naked together.

It’s getting late and I have to work tomorrow. While I wanted to finish this post before departing on vacation, it appears I will have to finish writing it later.

Reflecting on my 1st year at Clackamas Community College and 2nd-year goals

I was planning to write this post on June 11, which was the day I started working at Clackamas Community College (CCC) in 2018. This was my first-ever full-time work anniversary. I moved back to Oregon to start this job so this also means that I have been back in Oregon for a year. Since I have been busier than usual and was involved with leading my first request for proposal (RFP) process, I had to postpone writing this post. I am going to use this 2018 post to help me write the below post. I want to share the below photo before diving into how these people helped me this academic year.

Successes

I spent most of the 2018-19 academic year applying for two grants. Since I received a $150,000 grant from Oregon Metro, my job is secure through June 2022. I also helped the City of Oregon City apply for and receive a $150,000 grant to build upon their 2017 Transportation Demand Management (TDM) Plan. The City asked me to serve as the Transportation Advisory Committee’s representative on the Downtown Oregon City TDM Implementation Working Group. The Oregon Metro grant will help fund this group’s work.

The other large grant I applied for and received was a $273,083.25 Oregon DOT grant. This grant funds the expansion of the CCC Xpress Shuttle through June 2021. Thankfully, the grant will be available again in 2021 so I can pursue the grant again to continue the expansion indefinitely. The shuttle expansion includes summer term service for the first time ever and extended evening service year-round when school is in session. As a result of the RFP process, which selected WeDriveU as the new shuttle operator, I have been able to improve the shuttle service. WeDriveU works with Tripshot, which provides the shuttle service with real-time ETAs. The shuttle service previously only used paper schedules and General Transit Feed Specification (GTFS) data.

I want to thank Amy Cannata, who is the Grants Administrator, for helping me apply for the grants.

Struggles

While I had many successes during my first year, my reflection process also needs to include things that could be improved. I have been struggling to plan and fund an on-demand shuttle from rural Clackamas County to Oregon City. Even though I tried to convince Master of Urban and Regional Planning (MURP) teams from Portland State University (PSU) to select my workshop project proposal, no team selected my proposal to create a Rural Access Plan for how to improve access from rural Clackamas County to Oregon City.

I also did not receive a $50,000 Transportation Options Innovation Grant from ODOT to fund the on-demand shuttle. This grant required a plan for guaranteed long-term funding when the short-term grant funding was exhausted. Unfortunately, I was unable to guarantee this long-term funding so ODOT was unwilling to provide short-term funding for the on-demand shuttle.

While I did not receive the Transportation Options Innovation Grant, ODOT provided me with a silver lining. Since I manage the CCC Xpress Shuttle, ODOT was able to provide me with free access to Remix. This includes free training and customer support. With help from Remix, I am self-teaching myself on how to use Remix for a variety of transportation planning.

My 2nd-Year Goals at CCC

I am constantly asked about providing transportation options to reach the Wilsonville campus and from rural Clackamas County. These are my top 2nd-year goals. Thankfully, Wilsonville’s SMART received a grant to subsidize vanpools to and from Wilsonville. We are planning to launch vanpools this fall between the Wilsonville campus and the other two campuses in Oregon City and Milwaukie.

In order to plan and fund the on-demand shuttle from rural Clackamas County to Oregon City, I am realizing that I need to take a different approach. Since the shuttle needs long-term operation funding, short-term grant funders will keep asking me to provide proof that I have a plan for guaranteed long-term funding. One way to show this proof could be to show that the shuttle is in adopted transit plans. The shuttle is not in any adopted transit plans so I have started the processes to include it in as many plans as possible. These plans will be used to decide what transit projects are eligible to receive long-term funding.

A work-related personal goal is achieving my American Institute of Certified Planners (AICP) certification. Since I have a master’s degree in planning from a Planning Accreditation Board-accredited program and two years of full-time professional planning experience, I am eligible to apply to take the AICP Certification Exam in November. I applied before the Early Bird Deadline, so I should know by August 5 whether or not my application was approved.

Future Blog Post

Since my North Carolina-based family is planning a July 4-14 vacation with me to visit my grandmas, other relatives, and friends in Ohio and Pennsylvania, I plan to write a post about this. I will be in Philadelphia for my first time from July 4-6. In addition to celebrating Independence Day in Philadelphia, I plan to check out Indego because I helped plan where to install the bikeshare stations during my 2014 internship at Toole Design Group.

After I take Greyhound from Philadelphia to Pittsburgh, my family will pick me up in Pittsburgh to take me to Erie, which is where Grandma Atkinson lives. My family will then visit the Cleveland area, which is where Grandma Stoodt and my other Stoodt relatives live. Since Columbus won the USDOT’s 2016 Smart City Challenge, I asked my family to visit Columbus so I could meet with City officials working on making Columbus a smart city. I fly back to Portland in the evening on July 13 and return to work on July 15.

Making a difference on the Oregon City Transportation Advisory Committee

I serve on several advisory committees throughout the Portland and Charlotte regions through my job and as a volunteer. Yes, I still serve on the Advisory Council for Sustain Charlotte’s Transportation Choices Alliance even though I no longer live in Charlotte. While most of the committee members that I serve with understand their important role and how to make a difference, some of my fellow Oregon City Transportation Advisory Committee (TAC) members have struggled with this.

In case they read my blog, I want to give them hope for how they can make a difference on our committee. Since we volunteer on the TAC and some of my fellow volunteers feel the City Commission is the only group that can make a difference, I hope this post shows them and other volunteers that it is possible to make a difference even when you have limited voting power.

Oregon City Mayor Dan Holladay appointed me to my first three-year term on the TAC in January 2019. Since I have lived in Oregon City for less than a year, I am still surprised that I was the only new candidate that was appointed to the TAC. Even though there were three open seats and four candidates, an incumbent and I were the only candidates appointed to the TAC. The remaining open seat and another open seat were filled in March 2019. I got to interview the candidates and vote on who would fill the seats. This was an awesome experience!

Even though all of the other TAC members are much older than me (some of them could be my grandpa), I am the only transportation professional and car-free member so the other members and Oregon City staff have expressed appreciation for my valuable experience. Since the older members have lived and worked through decades of Oregon City’s rich history, they have their own valuable experience to share with me. As a millennial, it feels weird to share that older people can learn from my experience when they have lived and worked much longer than me.

In addition to helping Oregon City and Clackamas County prepare for electric-assist dockless bikeshare and scootershare expanding from Portland, I am making a difference on the Oregon City TAC through the following two topics.

Canemah Family Friendly Route

While the route signs and markings have already been ordered, which means I was too late to make changes, Oregon City staff told the TAC that the Canemah Family Friendly Route is the first pilot project and they are open to making changes in the future. In order to explain my proposed change, focus on the bike symbol in the two below signs. Since I want Oregon City’s Family Friendly Route to be as successful as Portland’s Neighborhood Greenway, I feel the Family Friendly Route’s bike symbol needs to show the target audience of relaxed, family biking. The current bike symbol shows a racing or training cyclist because the cyclist is leaning over and looks stressed to beat their personal record time.

In contrast, the bike symbol on Portland’s Neighborhood Greenway shows a relaxed cyclist because the cyclist is sitting more upright. This is how I see a family biking together because they are not trying stressed to beat their personal record time. Do you see the difference between the two bike symbols?

Family Friendly Route Sign

Oregon City’s Family Friendly Route Sign

Portland Neighborhood Greenway Sign

Portland’s Neighborhood Greenway Sign

Crash Instead of Accident

While I was nervous to publicly call out Oregon City staff for saying “accident” instead of “crash” when referring to a deadly pedestrian crash involving a truck in Oregon City, staff thanked me for correcting them and explaining why they should say “crash” instead of “accident”. The staff even said they will try to use “crash” in the future. The reason why this is important is calling it an accident assumes no one, including the government for design issues, was at fault and nothing can be done to prevent the crash. Since the crash could have been prevented, it needs to be called a crash instead of an accident.

Future Blog Posts

As I stated in my previous post, my one-year work anniversary at Clackamas Community College is in June and I will have been back in Oregon for a year in June. I plan to write a post about how my one-year goals went and what my two-year goals are. Since my North Carolina-based family is planning a July 4-14 vacation with me to visit my grandmas and other relatives in Ohio and Pennsylvania, I plan to write a post about this.

Raising Awareness About Suburban and Rural Transportation Issues

As I approach my one-year work anniversary at Clackamas Community College in June and a year being back in Oregon, I have been reflecting on my new job and life in general. While I am excited to share that all three of my conference presentation proposals this year were accepted, all of the conferences are in Portland. As the below photo shows, I presented on a three-person panel (photo includes the moderator) on April 25 about Transit Connections in Suburban and Mixed Land Use Environments at the Oregon Active Transportation Summit in Portland.

Since I believe my session was one of the few sessions that discussed suburban or rural transportation issues, the audience thanked me for raising awareness about these issues. While it is helpful to learn about Portland’s issues and from Portland’s success stories, the audience agreed with me that we need to discuss suburban and rural issues and context-sensitive solutions more at conferences. We realize that conferences have limited space for sessions and most of the session proposals probably came from urban areas. Would moving conferences from Portland to a suburban or rural place at least every few years help change the dynamics of the conference enough to discuss suburban and rural issues more?

20190430_134332

Ray presented on a panel at the Oregon Active Transportation Summit about Transit Connections in Suburban and Mixed Land Use Environments. Left to right: Jeff Pazdalski, Executive Director, Westside Transportation Alliance; Ray Atkinson, Transportation Systems Analyst, Clackamas Community College; Erin Wardell, Principal Planner, Washington County; (Moderator) Stacy Revay, City of Beaverton

 

The second conference I am presenting at is the National Urbanism Next Conference in Portland. I was selected to present the below lightning talk (pecha kucha) on May 7 about the topic: How do we harness emerging technologies to reach desired outcomes?

The title of my presentation is Beyond Urban Areas: Providing Suburban and Rural Clackamas County with Reliable Transportation Options. Since the lightning talks organizer had to close the online RSVP form after over 200 people confirmed they are attending, I expect to present to a large audience. While I should have time after my presentation to talk with the audience about my presentation, the lightning talk format does not allow time for a question and answer period after each presentation nor at the end of all the presentations.

As the below list of lightning talk presenters shows, I am the only presenter representing a college or university. Do you think I will also be the only presenter that discusses suburban and rural transportation issues?

Ray Atkinson, Clackamas Community College
Chris Bonnarigo, bKl Architecture
Regina Clewlow, Populus
Paul Curtis, Vectos South Ltd.
Maya Krolikowski, Crandall Arambula
Stephanie Lonsdale, Portland Bureau of Transportation
Martin Schmidt, Graz Linien
Rick Stein, Urban Decision Group
Tiffany Swift, Walker Macy
Darby Watson, Parametrix

 

The third conference I am presenting at is the Association of Pedestrian and Bicycle Professionals (APBP) Conference in Portland. My four-person panel, which includes me and professionals from Chicago, Ottawa, and a suburb of Philadelphia, was selected to present on August 26 about The Multimodal Suburb: Transforming Communities Through Planning, Policy, Advocacy… and a Little Rule Breaking. I will add my presentation to this post after I create it.

How would discussions at conferences change if they were in suburban or rural areas?

While I enjoy visiting Portland, I am frustrated that all of the conferences are in Portland because I believe many Portlanders and urbanists, in general, have difficulty thinking outside their urban bubble. I was guilty of this when I lived in Portland during graduate school at PSU. Most of my volunteer advocacy/activist work from Fall 2014-Fall 2016 focused on Portland.

Even though I did my workshop project in Tigard, which is a suburb of Portland, I likely would not have thought about Tigard issues if my workshop team had not chosen to work in Tigard. I visited Tigard for the first time when my workshop team started our project. I had also never visited Oregon City before moving here for my current job. I realize some Portlanders leave Portland for more than just recreating in the Cascades or the Oregon Coast, but I believe my perspective is accurate for most Portlanders.

Since I am still a volunteer Portland advocate/activist, I know that Portland volunteers have limited bandwidth. As Jonathan Maus at BikePortland.org tweeted, Portland volunteers are already getting burned out by their Portland advocacy/activist work. Due to this, is it reasonable to ask them to help me with my suburban and rural advocacy/activist work?

While I realize that many suburban and rural residents hate having Portlanders influence how their areas are planned, car-centric suburban and rural thinking is negatively impacting the entire Portland region. Widening highways and building more parking lots are hurting the entire Portland region, so Portlanders should be involved with suburban and rural decisions.

Future Blog Post

Since my one-year work anniversary at Clackamas Community College is in June and I will have been back in Oregon for a year in June, I plan to write a post about how my one-year goals went and what my two-year goals are.

Deploying and Rebalancing Dockless Bikeshare and Scootershare to Suburban Areas

I have a love-hate relationship with urban areas. While I love the urban lifestyle, I hate how challenging it has been to expand transportation services to suburban areas. As I wrote in this 2019 post, most of the focus throughout the US to plan for dockless bikeshare and scootershare has been on the largest cities. Even if governments in the Portland region want to expand the focus to suburban areas, are companies willing to expand to suburban areas?

Portland, OR Case Study

East Portland is a suburban area that the Portland Bureau of Transportation (PBOT) acknowledged in its 2018 E-Scooter Findings Report has “historically been underserved by the transportation system”. Since I will be referring to East Portland throughout this case study, please review the below map to make sure you know where East Portland is. As the other below map shows, East Portland has above average numbers of low-income people and people of color.

As the below scooter pilot fee schedule shows, one tool PBOT used to entice companies to deploy and rebalance scooters in East Portland was charging companies less for scooters that were located in East Portland. Companies were charged more for scooters that were located in urban areas like Central City.

To align business practices with Portland’s equity goals, PBOT also required companies to deploy at least 100 scooters or 20 percent of their fleet (whichever is less) in East Portland and offer a low-income fare. Only one company, Bird, complied with the East Portland fleet deployment requirements. Both Lime and Skip deployed below 90 percent of the minimum required scooters on average throughout the pilot. Companies only enrolled 43 Portlanders in the low-income plan. Along with Portland staff observations, this suggests low company performance in aligning business practices with Portland equity goals.

Only one company, Bird, complied with the East Portland fleet deployment requirements.

Source: 2018 E-Scooter Findings Report

While only Bird complied with the East Portland fleet deployment requirements, 243 scooters (9.8 percent of the total fleet for all three companies) were deployed to East Portland. 44,155 trips originated in East Portland during the first pilot period. This demonstrates the demand for additional transportation options. Since East Portland has suburban land uses compared to urban land uses in Central City, I believe trips in East Portland averaged 1.6 miles compared to one mile in Central City because origins and destinations are further apart in East Portland.

Due to it being a pilot program, I am impressed that PBOT actually enforced the rules. Even though this article does not state why Skip has not applied for PBOT’s second pilot program, which starts on April 26, being fined during the first pilot program likely discouraged Skip.

Over the course of the pilot period, PBOT issued two penalties, both to Skip Transport, Inc. One cited failure to meet East Portland fleet deployment requirements, and the other cited failure to meet the citywide deployment requirements outlined in the administrative rule and permit. Penalties were calculated for each day the company was out of compliance after a specified deadline.

Source: 2018 E-Scooter Findings Report

Since only Bird complied with the East Portland fleet deployment requirements during the first pilot, this likely caused PBOT to reduce the requirements for the second pilot. According to this article, “A minimum of 15 percent of a company’s total scooter fleet must be deployed east of I-205 (that’s down from a 20 percent minimum last pilot).” PBOT is also using a new carrot approach during the second pilot to entice companies to deploy scooters in East Portland. Companies will be allowed to increase the number of scooters in their fleet by 35% if they meet or exceed 2-3 trips per scooter per day.

Will suburban cities use Portland’s approach?

I have been asking people that work for suburban cities whether they plan to use Portland’s approach to regulating bikeshare and scootershare companies. Even though I have expressed my concern about them waiting to create regulations, everyone has told me that they plan to wait until Portland launches their second scooter pilot to see whether they need to create regulations. Since I do not want to embarrass any of my contacts, I purposely did not share which suburban cities I have been meeting with about this topic.

As I mentioned in my last post, Milwaukie is planning to allow companies to deploy scooters in Milwaukie soon after Portland launches its second pilot scooter program. I do not have scooter data for Milwaukie and assume scooter riders will use similar infrastructure as cyclists, so I reviewed bike trip data to understand where scooter trips likely will occur. Without any regulations to force companies to deploy and rebalance their scooters in low ridership areas, I predict companies will deploy and rebalance scooters in higher ridership areas. This approach will allow companies to make the most money on their investment.

Since Clackamas Community College’s Harmony campus is located in unincorporated Clackamas County just outside the southeast edge of Milwaukie’s city limit, I am concerned that companies will not supply enough scooters to Harmony campus to make this a reliable transportation service. Milwaukie is working on annexing Harmony campus into the city so Harmony campus will be within the city limit soon. Even when this happens the above map shows that most scooter trips will be in Downtown Milwaukie, which is 3.5 miles west of Harmony campus.

I am focused on Harmony campus because scooters could be used to make the first- and last-mile connection between Harmony campus, Clackamas Middle College and Clackamas Town Center. Since the CCC Xpress Shuttle only goes in a clockwise loop from Harmony campus to Clackamas Town Center, people have asked me to find another transportation service to go from Clackamas Town Center to Harmony campus. The shuttle service is not always frequent and does not operate every day, so people also want a more reliable transportation service from Harmony campus to Clackamas Town Center.

Harmony Campus to Clackamas Town Center

Source: Created by Ray Atkinson using Google Maps

While dock-based scootershare and bikeshare systems are more expensive than dockless scootershare and bikeshare systems, I believe a dock-based system would provide Harmony campus with more reliable transportation service. Since I doubt a dock-based system is an option, is it possible to entice the companies to deploy and rebalance dockless scooters to Harmony campus without government regulations?

Importance of Trails in Planning for Electric-Assist Dockless Bikeshare and Scootershare

The following post draws on my last post and this 2018 post. As the Portland region prepares for Portland’s second pilot scooter program that starts on April 26th and Milwaukie’s first pilot scooter program that should start this spring, the most used and safest infrastructure for Clackamas County scooter riders likely will prohibit scooters. Since trails are fully separated from automobile traffic, I consider trails to be the safest infrastructure for scooter and bike riders. Unfortunately, many trails in the Portland region prohibit e-scooters and e-bikes. While Jonathan Maus at BikePortland learned that Portland does not enforce this prohibition, the prohibition still creates legal issues for e-scooter and e-bike riders. The following quotes summarize the issues.

“If the City is serious about accomplishing its goals, it needs to act soon to allow at least some level of e-bike and e-scooter access to these areas by non-disabled Portlanders.” – Chris Thomas, Portland lawyer at Thomas, Coon, Newton & Frost

“The Scooter Pilot and your question have had us looking closely at the code and the way people use (and would like to use) our public parks, while maintaining our focus on safety,” – Mark Ross, Public Information Officer at Portland Parks & Recreation

Source: BikePortland

As the below map shows, the region has many existing, planned and conceptual regional trails. While I am still researching the legal issue, I believe the only trail in the region that does not prohibit e-bikes and e-scooters is the Banks-Vernonia Trail, which is not located in Clackamas County. The State Parks Commission amended their rules in 2018 to legally allow e-bikes and scooters on paths and trails managed by the Oregon Parks and Recreation Department (OPRD). According to OPRD’s website, the only trail in the region managed by OPRD is the Banks-Vernonia Trail. While the 40-Mile Loop Trail is listed on this website, I believe local jurisdictions like Portland manage it. Since many jurisdictions manage trails in the region, I hope OPRD and Metro educate all the local jurisdictions about the legal issue. I doubt e-bike and e-scooter users are aware of the legal issue, so we need to have regional legal consistency.

Do riders use trails more than bike lanes in Clackamas County?

Since I live and work in Clackamas County, which is located south of Portland, I focused on what infrastructure Clackamas County scooter and bike riders likely will use to travel. The region’s first scooter pilot program was legally limited to Portland and Portland did not release a map showing scooter rides south of Portland, so I do not have scooter data in Clackamas County yet. Scooter riders typically use the same infrastructure as cyclists, so I analyzed where cyclists currently ride in Clackamas County (left map). While bike lanes exist in Clackamas County, cyclists mostly use trails. In case you are not familiar with the trails, the trail system (right map) shows the same area as the left map. Since I believe all of the regional trails within these maps prohibit e-scooters and e-bikes, how will the jurisdictions that manage these trails approach enforcing their prohibitions? Will they change their policies to allow e-scooters and e-bikes?

Clackamas County Ride Report

Bike trips are mostly along trails. Source: Ride Report

Clackamas County Trails

Solid green lines are existing trails. Source: Metro

 

 

 

 

 

 

 

 

 

Legal Issues in Washington, DC Region

The legal issues are not limited to the Portland region. Since I lived and worked on transportation issues in the DC region last year, I have been following the legal issues in the DC region. NOVA Parks, which owns and operates many trails in Northern Virginia, unanimously amended their rules in March 2019 to allow e-bikes on trails such as the popular Washington and Old Dominion (W&OD) Trail. Across the Potomac River in Maryland, the Montgomery County Planning Board is considering whether to allow e-bikes and e-scooters on county trails. Dockless e-bikeshare and e-scootershare and Capital Bikeshare Plus (e-bikes) already exist in Montgomery County, but people have been riding on county trails even though it is not legal. The DC region has many more jurisdictions, so the legal issues are not resolved yet. Are you seeing similar legal issues where you live?