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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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’ve 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’m curious to see whether this controversial NPS ban becomes more heated as LimeBike and Spin join Jump in having e-bikes.

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

Ray’s Crash Course in Respectability Politics

The power of social media, especially Facebook, helped me learn about respectability politics. I had never heard of respectability politics before today. As my below Facebook post shows, I thought I was helping to improve bike advocacy efforts by policing badly behaved cyclists.

For example, I saw a cyclist go through every stoplight on Fairfax Drive in Arlington, VA last Wednesday during afternoon rush hour. Since I’m tired of hearing well behaved cyclists and motorists tell me how badly behaved cyclists are ruining the image of all cyclists, I tried to chase down the badly behaved cyclist and tell him to stop breaking the law.

While I wasn’t able to catch up with the badly behaved cyclist, I’m thankful I posted this experience on social media. My friends were able to educate me about respectability politics and why it doesn’t work. Even though I was convinced I was doing the right thing by policing badly behaved cyclists, I’m thankful my friends stuck to their reasoning and waited patiently for me to show them that I understood their viewpoint. It took a few days for me to stop arguing my viewpoint and finally understand their viewpoint. Now I can share their reasoning with others that may not fully understand respectability politics.

In case you haven’t heard of it before, respectability politics “refers to attempts by marginalized groups to police their own members and show their social values as being continuous, and compatible, with mainstream values rather than challenging the mainstream for what they see as its failure to accept difference.” Instead of policing cyclists, my friends suggested I encourage people to do the right thing. As Zvi Leve, who is an experienced cyclist living in Montreal, wrote, “I find that positive reinforcement is a far more effective strategy to encourage people to ‘do the right thing’.” Zvi also shared the following CityLab article, which discusses Sweden’s Vision Zero approach to education and enforcement.

Vision Zero Enforcement

Source: CityLab

Speaking of Vision Zero, I’m currently working with GGWash‘s staff to publish my next blog post about why Sustainable Safety, which is the Dutch alternative to Vision Zero, is more effective than Vision Zero.