Reflecting on my first 6 months at Clackamas Community College and 1st-year goals

I am excited to share that I passed my six-month probation evaluation! Even though I believe most employers have a one-year evaluation, my boss informed me that my next evaluation will be at two years because that is what the Classified Association (one of three recognized CCC unions) bargained. My six-month probation period ends today, so I want to reflect on my first six months and share my first-year goals. Since I resigned from working as a full-time, temporary Urban Planner I at the City of Alexandria, VA to start working as the full-time, permanent Transportation Systems Analyst at CCC, I want to share my initial thoughts before moving back to Oregon. Even though I did not plan to enroll in the Associate of Applied Science degree in Project Management when I accepted the job at CCC, I want to share how this decision has impacted my life so far.

Initial Thoughts About CCC Job Before Moving Back to Oregon

While I only worked at the City of Alexandria, VA for three months before resigning, I was close enough to my Neighborhood Planning and Community Development Division coworkers that they invited me to join them for lunch. Since I was nervous about whether CCC and the surrounding communities’ car-dependent cultures would allow me to work on reducing car usage and expanding active transportation services, I expressed these concerns to my division coworkers. Even though it has not always been easy and will take years to overcome Clackamas County’s strong car-dependent culture, I am pleased to report that CCC and my community stakeholders have been open to working with me to reduce car usage and expand active transportation services. The below letter of support (the draft letter is being signed) from the Clackamas County Pedestrian/Bikeway Advisory Committee for the City of Milwaukie, OR and CCC’s joint application for dockless electric-assist bikeshare and scooter programs shows proof of this.

A major reason why I am able to partner with the Pedestrian/Bikeway Advisory Committee is that my position and program costs are mostly funded through an Oregon Metro Regional Travel Options (RTO) grant. I am in the process of reapplying for an RTO grant, which would fund my position and program costs from July 2019-June 2022. Oregon Metro, which is based in Portland, likely would not continue funding my position and program costs if CCC did not support reducing car usage and expanding active transportation services.

Reflecting on my first six months at CCC

Since my boss wants to put a plaque on the wall to show how I won $273,083.25 during FY 2019-21 for expansion of the CCC Xpress Shuttle, this was my biggest financial accomplishment during my first six months at CCC. The shuttle expansion includes extended year-round weekday evening service on Monday-Thursday until almost 11pm and offering summer term service for the first time. This expansion will be funded through the competitive Regional Coordination Program, which is funded through Oregon House Bill 2017.

I also wrote and had CCC’s President Cook sign a letter of support for the new Oregon City Shuttle, which will have at least one stop on CCC’s Oregon City campus. As the below project list shows, the Oregon City Shuttle was also funded.

My biggest non-financial accomplishment during my first six months at CCC was successfully supervising and mentoring my first student assistant. While I supervised and mentored a high school intern during my unpaid internship at Charlotte B-cycle in 2013, my internship was part-time so I consider my first student assistant as my first real supervising and mentoring experience. I created and effectively used a shared Google Sheet to collaborate with my student assistant on several projects. My student assistant said they never experienced a day where they had nothing to work on, so I successfully supervised them.

They also said they appreciated being given opportunities to manage projects with limited supervision from me. Even though they made mistakes when managing these projects, they valued the learning experiences. They preferred having me be their mentor and not just their supervisor. Their job description did not include managing projects, but they were bored with basic assignments like tabling so I wanted to give them opportunities to spread their wings and fly. Since my first student assistant accepted a promotion at their other job, they resigned last Friday to start their new position. They handwrote the below note to me on their last day. I will miss working with them!

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While I will have to train a new student assistant in January, I am thankful to have a supportive team to help me train them. My team handwrote the below notes on my 28th birthday, which was September 19, 2018.

Applying What I Learned During Project Management Courses

Even though grades probably do not matter anymore for me because I do not plan to transfer to another school and employers likely will not review my grades anymore, I am excited to share that I made an A+ in both of my first project management courses at CCC. Since I manage several projects at the same time, coordinate with internal and external stakeholders, and supervise a student assistant, being able to apply what I learned during project management courses is more important than showing that I earned high grades. The below network diagram shows one way that I am applying this knowledge.

My 1st-Year Goals at CCC

Since the current RTO grant that mostly funds my position and programs expires in June 2019, my top 1st-year goal is being awarded and receiving enough funding from the new RTO grant to continue my position and programs through June 2022. Thankfully, CCC has earned Core Partner status through being a long-standing Oregon Metro partner with fully developed RTO programs. This means that a three-year RTO grant for $150,000 is guaranteed as long as I submit the application. I plan to apply for other RTO grants to expand the programs that I manage.

As I mentioned earlier, I am working with the City of Milwaukie and Clackamas County to launch dockless electric-assist bikeshare and/or scooter programs. The first phase would include the Harmony campus. The second phase would likely include the Oregon City campus. A future phase could include the Wilsonville campus. While the first phase likely would not launch until after my first year is over, my goal by June 2019 is to receive funds through Oregon Metro’s Partnerships and Innovative Learning Opportunities in Transportation (PILOT) program to continue planning for the bikeshare and/or scooter programs.

My non-financial goal is to have a Portland State University (PSU) Master of Urban and Regional Planning (MURP) team select my workshop project proposal, which involves creating a Rural Access Plan to CCC’s Oregon City campus. Here are examples of past workshop projects. My MURP team worked with the City of Tigard, OR and State of Place to complete our workshop project in 2016. I will find out in January whether a MURP team selects my proposal.

I plan to keep readers updated about my progress in achieving these goals through future posts. Thank you for reading my blog!

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Denver at Eye Level

“Denver at Eye Level” is a reference to “The City at Eye Level”. As I decide what I want to focus on in my first 2018 Oregon post (what would you like to read about?), I’m focusing this post on my May 31 layover in Denver. I wasn’t planning to include a layover in Denver on my flight from Charlotte to Portland until I saw how much cheaper flying through Frontier is. While there are many disadvantages to flying through Frontier, which may prevent me from flying through them again, I couldn’t resist getting a free flight with a long daytime (important because I wouldn’t do nighttime layover) layover in Denver out of my flight to Portland. Plus, I got to catch up with Allison Barton, who is my 2nd cousin. She lives in the Denver region and I haven’t seen her in about 15 years!

Can Denver become a “smart city”?

I started my long Denver layover by figuring out transportation. Unfortunately, it isn’t possible in Denver and many other cities to pay for transit and bikeshare using the same fee and use both systems with one app or card. I hope this changes soon as many cities invest in smart city technology. Even though a day transit pass throughout the Portland region costs $5, a day transit pass from the Denver airport costs $9!

Since Capital Bikeshare sells single trips for $2 and I only planned to take one or two trips, I was shocked Denver B-cycle doesn’t sell single trips. The cheapest is a day pass for $9! I may be too frugal, but paying $9 for only one or two trips felt too expensive so I ended up walking and riding transit.

I also didn’t ride bikeshare because I hadn’t memorized where all the stations are located and where the system limit is. I was concerned I wouldn’t find a station nearby or bike beyond the system limit and not be able to find a station to dock the bike. Due to these concerns, I wish Denver had dockless bikeshare. Most dockless bikeshare companies charge $1/trip.

16th Street Mall

Enough ranting about how I’d improve Denver. I enjoyed many things about Denver. While an almost 14-hour layover may seem like plenty of time to explore Denver, I knew it would be over quickly so I prepared before arriving where I wanted to go. Even on a Thursday during normal work hours, the mile-long 16th Street Mall was busy. I constantly saw the free MallRide shuttle, so it was reliable to use.

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16th Street Mall

The following photos show some of the placemaking along the 16th Street Mall.

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The below photo shows it being used.

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Proof the piano was used.

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The below photo shows it being used.

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Proof the chess/checkers board was used.

9th Street Historic Park

I came across the 9th Street Historic Park while searching for historic sites to visit. Since the park is part of the Metropolitan State University of Denver, many of the historic houses have been converted to university buildings.

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9th Street Park is a Pedestrian Mall

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Every house had this marker.

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I wish I would’ve had time to visit all the story sites along the Denver Story Trek.

Larimer Square

While I didn’t find any historic markers to read, Larimer Square is where Denver was founded.

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View of Larimer Square from 14th Street. Yes, you see a bike signal. There’s a protected bike lane on 14th Street.

Confluence Park

After walking several miles on a 90-degree day, I enjoyed putting my feet in the cold South Platte River at the Confluence Park.

Protected Bike Lane at Bus Stop

I found several protected bike lanes in Denver. Since designing protected bike lanes with a bus stop is often challenging, the below photo shows how Denver did it.

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Protected bike lane at a bus stop

The Alley at the Dairy Block

I wasn’t even looking for the Alley at the Dairy Block when I was randomly exploring Denver. According to this article, the alley opened in April 2018 and is Downtown Denver’s first activated alley. The alley reminds me of Brevard Court in Uptown Charlotte.

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Bus Rapid Transit

I was on my way to meet Allison Baron, who is my 2nd cousin, for dinner when I saw a bus-only lane on Broadway. Since I’ve seen private cars in bus-only lanes in other cities, I was surprised most Denver drivers stayed out of the bus-only lane unless they were turning, which is legal. The bus-only lane is just painted!

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Do you see “bus only” painted on Broadway and the right turn only except buses sign?

Returning to Airport

Allison pointed out the beautiful Denver sunset over the Rockies as she drove me back to the airport. Since the sunset was on her side of the jeep, I didn’t want to reach my phone over her while she was driving to take a photo so I didn’t get a photo.

Denver Sunset

Denver sunset over the Rockies. Photo: slack12 on Flickr.

Since I have lived and worked in Oregon City for over a month, my next post will focus on how I’m feeling with these life changes. As with previous posts that discussed my work life, I plan to only share what can be shared publicly.

Dockless Automobiles vs. Dockless Bikes

I’m following up on my last post, which discussed Capital Bikeshare and dockless bikeshare in the Washington, DC region. While I agree that dockless bikeshare companies should be held accountable to making sure their bikes are parked correctly, why aren’t dockless automobile companies being held to the same standard? Dockless automobiles have been parked illegally for decades. Where is the public outrage? Why is most of the public outrage focused on dockless bikes?

Here are several examples:

Capital Bikeshare vs. Dockless Bikeshare

As a resident of Arlington, I have a unique location to watch Capital Bikeshare “compete” with dockless bikeshare. I put “compete” in quotes because the mutual goal of Capital Bikeshare and the five dockless bikeshare companies is to get more people biking. However, some bike planners believe dockless bikeshare will pull enough people from Capital Bikeshare that it won’t be able to compete with dockless bikeshare.

Since bikeshare is still new to most Americans, I want to make sure everyone knows the difference between dock-based and dockless bikeshare. As the below photo shows, dock-based bikeshare systems require the bike to be docked at a station. Capital Bikeshare is the main dock-based bikeshare system that operates in the DC region.

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Photo: Ray Atkinson

As the below photo shows, dockless bikeshare systems have bikes that are self-locked. The five dockless bikeshare companies operating in the DC region are Jump, LimeBike, Mobike, ofo, and Spin. While Jump is the only company with e-bikes, LimeBike and Spin announced last week that they plan to start offering e-bikes soon.

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Photo: Ray Atkinson

While all six bikeshare systems have apps, which are shown below, it’s possible to use Capital Bikeshare without the app by purchasing a pass at the kiosk. Since not everyone has a smartphone, this reduces the barrier to bikeshare. In addition, only Capital Bikeshare can be used by paying cash. Many low-income people don’t have a credit or debit card, so this gives them access to using bikeshare.

Capital Bikeshare vs Dockless Bikeshare

Source: Transit App

I have a unique location to watch this bikeshare situation because of how the permitting process is unfolding across the DC region. While Capital Bikeshare is permitted to operate throughout the region, only DC has given permits to all five dockless bikeshare companies. As this Greater Greater Washington post explains, DC and Montgomery County, MD had an easier process than local jurisdictions in Virginia to create pilot dockless bikeshare programs because they are governed by Home Rule. Virginia is a Dillon Rule state, which means state law preempts local law. Local jurisdictions must receive permission from the General Assembly to act on local matters. Yes, Maryland is also a Dillon Rule state. However, Montgomery County became the first county in Maryland to adopt a home rule charter in 1948.

Since DC is geographically small and dockless bikeshare companies have been struggling to inform their customers that they don’t have permits to operate outside of DC, I have been watching how human behavior and government processes react to this issue. Virginia is a Dillon Rule state, which is impacting the ability of local jurisdictions to create pilot dockless bikeshare programs and regulate the dockless bikeshare companies. This is why Virginia doesn’t officially have dockless bikeshare yet. Arlington wrote this blog post to educate people about the different types of bikeshare. I found the following statements interesting.

“the six-month trial of dockless bikeshare is entirely a DC project at this time. The operators do not have an agreement with Arlington County so their operating location is within Washington, DC borders.

If you see a bike in Arlington, you can contact the operator to collect their bike to take back into DC, or you can ride the bike back into the operating location (JUMP bike offers a $1 credit every when a bike is ridden back into the operating area).

This is all still very early in the experimental phase so there is no telling right now how policies could change.”

If this wasn’t confusing enough, only four of the five dockless bikeshare companies have permits from Montgomery County, MD to operate in Silver Spring and Takoma Park. I believe the fifth company, Jump, has decided not to expand to Montgomery County yet because it wants to focus on DC. None of the dockless bikeshare companies have permits to operate elsewhere in DC’s Maryland and Virginia suburbs. Plus, they can’t operate on National Park Service (NPS) property. This is important because the National Mall and regional trails like the Mount Vernon Trail are owned by the NPS.

Dockless Bikeshare

Map of dockless bikeshare’s service area in Silver Spring and Takoma Park, MD. Source: WashCycle

Even if the NPS gave permits to the dockless bikeshare companies to operate on its property, e-bikes are banned from NPS-owned trails. However, I haven’t seen this ban enforced and it doesn’t appear to be discouraging many people from riding e-bikes on trails. I am curious to see whether this controversial NPS ban becomes more heated as LimeBike and Spin join Jump in having e-bikes.

Since many regions throughout the US are working on dockless bikeshare regulations and permit programs, I want to share the below regulation breakdown from Twelve Tone Consulting. The North American Bikeshare Association published the Dockless Bikeshare Regulation Preliminary Guidance in January 2018.

Dockless Bikeshare Regulation Breakdown

Source: Twelve Tone Consulting’s Dockless Bikes: Regulation Breakdown

Dockless bikeshare parking issues have been reported in many locations, so look at Dockless Bike Fail’s tweets for photo evidence. What do you think about the issues I have discussed in this post?