Moving Back to Oregon to Work at Clackamas Community College

I’m excited to share that after submitting 127 job applications over the past seven months I have accepted a written offer to become the Transportation Systems Analyst at Clackamas Community College (CCC) in Oregon City! A short position description is below. The position is grant funded from Oregon Metro through June 30, 2019. Oregon Metro is offering the grant again and CCC plans to reapply for it.

Develop and implement strategies to expand transportation options and remove transportation barriers.  Refine and operationalize strategies outlined in the Transportation Management Plan.  Develop and implement transportation survey tools.  Gather and analyze transportation metrics for use in developing new transportation strategies.  Act as liaison with local, regional, and state government partners; work cooperatively to create transportation plans and projects that reflect the needs of the College.

Since CCC wants me to start working in June, I’ll be resigning from my full-time, temporary Urban Planner I position at the City of Alexandria, VA on May 18. I plan to move back to the Portland region soon after Memorial Day, which is in time to participate in Pedalpalooza. I’ll miss my East Coast family and friends. Thankfully, I’ll be able to catch up with many of them during my upcoming trips to Boston, Charlotte area, Erie, and Cleveland area. Since I was in grad school when I previously lived in Oregon from 2014-16, I’m looking forward to having more free time to explore the West Coast.

You may be wondering why I chose the below photo for the featured photo. Since CCC’s three campuses are located in three Portland suburbs and my new supervisor said no one has organized a group bike ride at CCC, my future job at CCC reminds me of when I co-founded and led the Cyclists Club at UNC Charlotte (UNCC). Even though I wasn’t hired by UNCC to work on transportation issues, I felt I was the de facto bike coordinator because this position didn’t exist. I’m excited to use what I learned working on transportation issues at UNCC to improve CCC.

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Ray organized and led slow Cyclists Club ride at UNC Charlotte on February 14, 2013

Since I took an Internet GIS course at UNCC during Spring 2013 and created the below interactive bike resource map with my teammate during this course, I’m planning to see whether CCC wants me to create a similar interactive map for CCC. While I’m impressed CCC’s transportation page includes walking, biking, transit, and carpooling, I’m looking forward to working with staff to improve it.

UNC Charlotte Bicycle Resource Page

Ray and Jacob created the UNC Charlotte Bicycle Resource Map in Spring 2013

You may have noticed that I focused on my UNCC experience before my Portland State University (PSU) experience. I did this on purpose because transportation planning and overall transportation behavior at PSU is so far ahead of CCC. PSU is a Platinum-Level Bicycle Friendly University, which is the highest level that has been awarded. While I offered during my interview that I could help CCC apply to become a Bicycle Friendly University, which is also open to colleges, CCC currently isn’t a Bicycle Friendly University. UNCC also wasn’t a Bicycle Friendly University until it applied for the first time in 2017 and was awarded the Bronze Level, which is the lowest level, so UNCC and CCC share many things in common.

Even though I want my ideas for CCC to be context sensitive, this doesn’t mean I can’t think about what I did at PSU. As this BikePortland post and the below photos show, Gerald and I organized a successful Bike PSU outreach event at PSU during Fall 2015. We organize this outreach event to start creating bike trains. Since we had difficulty finding a method to connect bike train participants while preserving their privacy and finding participants with similar class schedules that lived nearby each other, we weren’t able to start a bike train at PSU. I expect to have similar challenges organizing bike trains at CCC, but one big difference is I’ll be a permanent employee at CCC. I had to stop organizing bike trains at PSU when I graduated in June 2016.

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Ray and Gerald organized Bike PSU’s outreach event during Fall 2015 (Photo: Michael Andersen/BikePortland)

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PSU student participating in Bike PSU’s outreach event during Fall 2015 (Photo: Michael Andersen/BikePortland)

Yes, I realize I have focused mostly on biking and my new job involves working on more than just biking. As my previous post shows, I have multimodal transportation experience. My PSU team did our planning workshop project on walkability in Tigard, which is a suburb of Portland.

Since I’ve never been to CCC or Oregon City, I’m excited to explore a new area of the Portland region. Due to Oregon City being the first permanent Euro-American settlement in the Willamette Valley, first incorporated city west of the Rocky Mountains, and Oregon’s first capital (Oregon City was selected the capital before the creation of the Oregon Territory in 1848), Oregon City isn’t really new. I’m excited to learn more Oregon history by visiting the Museum of the Oregon Territory, which overlooks Willamette Falls in Oregon City.

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Should bike map be used to show off or keep cyclists safe?

I’m tired of reading news reports about cyclists dying. While I feel most people feel hopeless about how to prevent more deaths, I have been thinking about easy, cost-effective ways to help save people’s lives. As a geographer and transportation planner, I believe bike maps can help save people’s lives. However, bike maps must show the correct information. Metro, which is the MPO for the Portland region, edited its bike map after someone died while using a Portland bike map to find what the cyclist thought was a safe route. Metro’s bike map didn’t show the correct information to keep cyclists safe. However, as this cyclist asks, should a bike map be an important safety tool?

The current approach most cities in the United States are using is to build as much bike infrastructure as possible and show all of their bike infrastructure on a map. As the below figure shows, cities are using their bike infrastructure to show off to other cities and attract cyclists to move to their cities. Since there are glaring inaccuracies with the figure, which you are welcome to ask me more about, I’m not sharing the figure so you can compare cities. Instead, I’m sharing the figure so you can see how cities are competing with each other for the most miles of bike infrastructure. While it is great to see bike infrastructure, how much of the infrastructure is actually safe?

Bike infrastructure per square mile in large cities 2014

Source: 2014 Bicycling and Walking in the USA Benchmarking Report

For the rest of this blog post, I will discuss two bike maps, which I found in the Appendices of Charlottesville’s 2015 Bicycle and Pedestrian Master Plan. The first bike map shows all of Charlottesville’s bike infrastructure. The second bike map shows Level of Traffic Stress (LTS) analysis for Charlottesville’s entire road network. You can learn more about LTS analysis in this blog post. While bike infrastructure is used to create the LTS bike map, bike infrastructure isn’t the only measure used in the LTS bike map. Which bike map do you feel makes Charlottesville look like it is trying to show off to other cities and which bike map shows Charlottesville as trying to make its road network safer for people to bike?

Charlottesville Bike Map

Since many cyclists depend on maps to direct them along safe routes, bike maps need to only show bike routes that will keep cyclists safe. This blog post demonstrates my point. While Jonathan Maus doesn’t mention LTS analysis, I believe LTS analysis can be used to create a safer bike map. During my transportation planning internship at Toole Design Group, I helped create the below LTS map. Note how no bike infrastructure is included in the map legend. This is the critical difference I’m trying to make between a bike infrastructure map and a LTS bike map.

Charlottesville LTS Map

Even if a bike lane was installed on a road with LTS 4, which means it is very uncomfortable to bike on, the LTS bike map would continue to show the road as LTS 4 until the speed limit and/or annual average daily traffic (AADT) are reduced. The bike infrastructure map shows the road as having a bike lane regardless of the speed limit and AADT. This difference is why I’m a huge advocate for LTS analysis. To learn more about this difference, watch this video by Sam Schwartz Engineering and this video by Peter Furth.

The below graphic shows how LTS analysis compares with the four types of transportation cyclists. Through using a LTS bike map, “interested but concerned” cyclists can easily understand which routes they should use. A traditional bike infrastructure map forces cyclists to guess which bike lane is actually safe enough to use. What I mean by this is that a bike lane on a 45 mph road is not the same as a bike lane on a 25 mph road. Unfortunately, a bike infrastructure map doesn’t show the difference between the two bike lanes. A LTS bike map does show the difference because speed limit is included in a LTS bike map. Which bike map do you want to use when planning your next bike trip?

who does the bike facility serve