WeBike participants in Beaverton

 

WeBike is The Street Trust’s program to inspire more trans people of all genders, gender non-conforming people, Two Spirit, and women (both trans and cis) to incorporate a bike into their lives and use biking as a way to meet their transportation needs and personal goals. WeBike dismantles the barriers of cycling through rides, knowledge-sharing events, meet and greets, and mentorship.

Last weekend, WeBike’s May ride ventured into new territory: Beaverton! The 10-mile loop started at the Beaverton Farmers Market and utilized many quiet greenway-type streets, the Westside Trail, several bike-friendly cut-throughs (one gravel!), and creatively utilized a shopping center parking lot, an office park parking lot, and some sidewalk to avoid a couple not-so-bike-friendly roads. The ride passed many points of interested including two entrances to Tualatin Hills Nature Park, the Aloha Mall shopping center, and BG Food Cartel food cart pod.

In June, WeBike will have a meet-up to talk about bike camping! We are always looking for new participants- no experience necessary. Learn about all the ways you can carry camping gear by bike, what you need to bring, where to go, and get all your questions answered! Camp coffee and snacks provided. Read all the details on the Shift/Pedalpalooza calendar listing and RSVP here.

Find WeBike events on The Street Trust events calendar and shared to the WeBike Instagram and Twitter.

The WeBike-Portland private Facebook group is a resource, hub, and a way to connect with others riding in the area. If you have any questions about biking or great biking tips you want to share, post them there!

Ways allies can support WeBike: promote events on socials, print a poster, and donate to The Street Trust.

 

Join WeBike’s Next Ride!

 

Donate to support WeBike!

 

Civic Leaders on Bikes in Nashville

 

For more than thirty years, greater Portland’s civic leaders led by The Street Trust Board of Directors Vice-Chair, Randy Miller, have been traveling together to other cities and regions seeking tools to improve outcomes here at home.

The past couple of years have been challenging for Oregonians as we came together to face the intersecting crises of the COVID pandemic, the racial justice reckoning of the Black Lives Matter movement, and unprecedented wildfires in our state made worse by the climate crisis. For Nashville, these crises were compounded by multiple natural disasters and a Christmas morning bombing that shook their downtown.

John Lewis mural in Nashville Over the decades, Portland’s leaders have worked to ensure our civic learning trips are more intentional, effective, and inclusive. Now, as our region finds itself in transition -at a crossroads, some would say- it is more important than ever that we invest as a community in increasing our capacity for addressing the various challenges we face, including population growth and housing affordability, congestion and the need for transit investments, and deepening social and economic inequality.

Prior to joining The Street Trust, our Executive Director, Sarah Iannarone, worked full-time hosting inbound and outbound delegations of urban leaders seeking tools for improving conditions in their places. An expert in educating policy makers, she led the design and execution of a transportation focused learning experience in Nashville for over 100 Portland officials and civic leaders. She and Strategic Partnerships Manager, Anouksha Gardner, worked with Walk Bike Nashville and Bike Fun Nashville to expose Portland’s leadership to a range of active transportation, Music City style.

The three-day deep-dive into policies and best practices encouraged our local leaders to explore what’s working and what’s not in another city, and to better understand what tools they should bring home to help Portland grow smarter. It also reminded many participants how fortunate we are for robust transportation tools already in place in Portland – from TriMet’s regional cooperation with Oregon Metro to local mobility solutions such as PBOT’s Biketown for All

People in a conference panel discussion, professional setting.

In addition to walking and e-bike tours, the trip included a transportation deep dive moderated by Sarah Iannarone with Diana Alarcon, Director, Department of Transportation & Multimodal Infrastructure, Nashville  and Steve Bland, CEO, WeGo Public Transit. The group was later joined by Ashley Northington, Vice-President and Managing Director, Moving Forward Nashville. They discussed similarities between our two regions including the challenges of getting people back on transit post-COVID and ways to fund transportation in the wake of failed multi-billion dollar ballot measures. The delegation also spent an afternoon at Vanderbilt University which included a presentation on Sensing and Control of Traffic on the I-24 Smart Corridor, an innovative public-university partnership to manage congestion on highways. 

Other topics on the agenda? Regional economic development led by Monqiue Claiborne of Greater Portland, Inc, preserving indie culture led by Music Portland‘s Meara McLaughlin, and a thought-provoking conversation about treating mental illness as a health (not criminal) issue led by Multnomah County DA, Mike Schmidt.

Want to learn more about the trip? Read a reflection from our partners at Business for a Better Portland and coverage in the Portland Business Journal.

Civic leaders lined up side by side for group shot in sunshine

Thank you to our generous sponsors!

Sponsor Logos - Greater Portland, Melvin Mark, The Street Trust, AAA, PGE, Port of Portland

Cars on a highway, with a skyline in the background that is in Portland's Lloyd District.

 

Toll lanes are unfair! 

We hear this a lot, but it’s not necessarily true. In fact, there are many things happening on our streets and roads right now more inequitable than road pricing.

Road pricing systems are direct charges levied for the use of roads. These most commonly take the form of highway tolls, but can also be distance or time-based fees, congestion charges, or charges based on specific vehicle size or fuel types. 

Conversations about the implementation of road pricing systems are emerging across all levels of government throughout the Portland Metro region. From the demand-based parking model proposed by PBOT’s POEM Task Force to the Interstate Bridge Replacement Project and ODOT’s I-205 tolling project, our region is exploring various methods and strategies to implement charges for road use – pushing back on the normalized practice of subsidizing road use for drive-alone trips.  

The Street Trust supports road user charges that reflect the true cost of driving and greenhouse gas emissions, while improving travel for everyone. We’re excited about a future where the cost of driving more accurately reflects its negative impact on everything from the climate to public safety and individual health. However, we know that the primary objective of many road pricing models (even in the Portland metro) is to generate revenue  to cover the cost of new highway construction rather than to change behavior to improve traffic flow and help us reach our climate goals.

This is unacceptable and we’re working to change it.

We will continue to show up at decision-making tables across the region fighting to ensure that before any of these policies are put into place there’s a guarantee that they will improve equitable outcomes throughout our transportation system. 

If the future of road pricing is something that interests you we invite you to join us as we move toward a better future, together! 

 

Support Advocacy For Effective Congestion Pricing

Weigh In! Complete ODOT’s Pricing Survey by May 16th

 

Picture of wide, auto-centric roadway

 

The Street Trust is proud to announce that Seattle-based Bullitt Foundation has committed a major gift to fund, in part, the #OurStreets regional community mobilization campaign. This award is among a suite of funding requests The Street Trust submitted to foundations this year in an effort to grow community power to fight for and win transportation policy and investments that prioritize safety, accessibility, equity, and climate justice in our region.

Their generous $45,000 contribution will support critical work engaging diverse and underserved communities across the greater Portland metro. It includes building out a data visualization tool, the #OurStreets Scorecard, which is designed to empower communities to advocate for investments such as street lighting, sidewalks, and transit service where they live, work, and play. It will also support other regional advocacy work underway at The Street Trust, including the implementation of equitable congestion pricing, e-bike lending libraries, and ensuring the multi-billion dollar Interstate Bridge Replacement Project has a positive impact on multimodal transportation in the region.  

This gift is a significant investment in Portland-area mobility at a time when the region is facing numerous challenges and experiencing a changing-of-the-guard in leadership. An agenda-setting funder of climate action for a quarter-century in the Pacific Northwest, in 2019 the Bullitt Foundation funded The Street Trust to found what is now known as the Getting There Together Coalition (GTT), an effort to lead development with Metro regional government on a multi-billion dollar transportation measure. GTT continues to advocate for transportation justice in our region today. 

Bullitt Foundation is giving away most of what’s left of its endowment during the next couple of years, so this is likely to be one of their last investments in helping Portlanders achieve equitable, climate-smart transportation in our region.

“We see this as an important opportunity to elevate multimodal transportation as a priority issue at all levels of government and in all parts of the region,” says Henry Miller, Grants & Impact Manager at The Street Trust. “It will help us empower communities to advocate for themselves and hold their leaders accountable for making real progress in improving transportation options at a time when they’re desperately needed.”

We still have $30,000 more to raise to reach our goal. Please join us in thanking the Bullitt Foundation for their investment in our future, and consider joining them by giving to The Street Trust today.

Promo Poster for Eath Day Run with Sponsors

Happy Earth Month!

 

The Street Trust is teaming up with Nossa Familia, Bivo, and Legwork Local Delivery to amplify Earth Day on Friday, April 22nd. Our partnership with these businesses is part of a larger campaign hosted by Earth Day Oregon that amplifies ways to take action in Oregon on Earth Day. Each of our business partners are doing their part to amplify Earth Day while supporting the work The Street Trust is doing to create a transportation future that is equitable and sustainable.

Thank you to our business partners, to Human Access Project, and to Earth Day Oregon for assisting us in celebrating Earth Day.

Want to get in on the action? Join The Street Trust on a 3.65-mile run celebrating active transportation, community health, and our Earth on Sunday, April 24th.

 

REGISTER for ‘MOVE FOR MOTHER EARTH’

 

 

Dear Friend,

Trust means different things to different people. Here at The Street Trust, we’re working hard to understand and improve trust within our organization, out in the community, and across our programs and efforts.

Building trust is time consuming and often thankless work that can entail stepping back and supporting another’s leadership. It can entail sacrifice in the short term for greater movement building in the long. Sometimes, building trust means giving without strings attached. Maintaining that trust is more artform than science and measuring it can prove challenging. We feel empowered when trust is present and weakened when it is absent.

 

Regardless how you understand the word, we’re working hard to be worthy of the ‘trust’ in our name.

 

Here are a few recent examples of trust-building investments that we’ve made recently that wouldn’t have been possible without you trusting us to do the right things with your financial support:

  • Sending our Policy Transformation Manager to the Office of State Rep. Khan Pham to provide transportation policy support for the entire 2022 Legislative Session
  • Providing fiscal sponsorship free of charge to BikeLoud PDX while they sought non-profit status from the IRS
  • Challenging IP 41 in the courts – a ballot initative that would impede our region’s ability to implement systemwide congestion pricing for demand management
  • Supporting research led by Portland State/TREC that will help policymakers and the e-bike advocacy community understand the best incentives to promote e-bike adoption.
  • Developing the #OurStreets Scorecard, a free-to-the public online, data-democratizing tool that will empower communities regionwide to advocate for projects that meet their needs where they live 

 

Fighting for better policy. Forging strategic partnerships. Founding and staffing coalitions. Educating people from the youngest students to gubernatorial candidates…. the list goes on. At the end of the day, trust is our bottom line and none of it would be possible without you. 

 

Contribute to our TRUST fund today!

 

 

Alt text: 2-up image with Twitter post featuring image of auto crashed into telephone pole adjacent to bike share station alongside image of cyclist forced into the street by car parked in bike lane.

During the past year, The Street Trust has renewed its focus on regional transportation advocacy but we still show up at the municipal level to shape better outcomes.

Recently, we showed up for street users in the City of Portland in four key efforts:

  • Supported PBOT’s proposed Parking Climate and Equitable Mobility Transaction Fee alongside our colleagues at Verde, Parking Reform Network, Oregon Environmental Council, and Getting There Together coalition. The resolution to apply a parking surcharge to fund services like the transportation wallet and Biketown passed City Council unanimously this week.  
  • Supported PBOT’s Safety Camera bill (HB 4105-1) in the Oregon Legislature to allow civilian review of automated traffic enforcement citations. (Did you know that in Portland, 100% of automated traffic enforcement violation review occurs on police over-time!?!) This legislation has passed out of the House and Senate committees. Now it’s on to a floor vote and, if that is successful, back to the House Rules Committee one more time before the session ends. 
  • Opposed PBOT’s proposed installation of unprotected cycling infrastructure on NE Killingsworth along with with BikeLoud PDX, Andando en Bicicletas y Caminando, and Community Cycling Center.  You can read about our close call with an out of control automobile on NE Killingsworth last weekend along with recommendations for reducing traffic fatalities in this Oregon Way piece: We must act now to stop traffic Fatalities in Oregon.
  • Opposed Mayor Wheeler’s sweeps of houseless people camping along dangerous roadways. Nowhere in any transportation study, advocacy campaign, nor community forum seeking to address our roadway safety problems has it been suggested that unhoused people and encampments should be swept or outright banned as a partial solution to this crisis. We organized with over two-dozen organizations, including Oregon Walks, Verde, Street Roots, Central City Concern, and Transition Projects, Inc. to push back on this non-solution to our traffic fatalities crisis and will continue to promote proven solutions to traffic safety. Read the Street Roots update here: Mayor’s order forbidding camping in high-traffic areas leaves unhoused Portlanders with few places to go

This is an important level of advocacy work that The Street Trust attempts to replicate locally in cities across the region. But it is labor intensive and difficult to fund. Your support makes the difference between The Street Trust having the capacity to lead on the these issues or sitting by in silence. 

Join The Street Trust or make a donation today.

Alt text: 2-up image with Twitter post featuring image of auto crashed into telephone pole adjacent to bike share station alongside image of cyclist forced into the street by car parked in bike lane.

 

It’s time for Oregon’s leaders to reject the old—dangerous and deadly—normal and to create a safer mobility system.

 

“We want to welcome you to our WeBike ride, a monthly program to empower women, transgender, and non-binary people to safely ride…” 

CRASH!!! BANG!!! 

We had just kicked off our event outside Hacienda CDC, at the corner of NE Killingsworth and Cully in Portland. The plan for the day was to tour the neighborhood and explore ways that the City of Portland (PBOT) could improve safety not just for people on walking or riding bicycles, but all street users, even those driving. We’d barely finished our introductions when we heard the boom of a crash next to us on the street. A car had slammed into the utility pole right next to the BIKETOWN station where just five minutes earlier several of us had stood in a group to unlock the shared bicycles for our event.1 

You don’t need to be a daily sidewalk or bike lane user to feel how close to home the epidemic of traffic violence is hitting—we’re all feeling it daily, regardless of our travel mode. This week, the New York Times reported per capita vehicle fatalities in the U.S. increased 17.5% between summer of 2019 and the same time in 2020—the largest two-year increase since World War II. Oregon is, sadly, outpacing the national trend, with statewide fatalities up 22% in the same period. And Portland has posted its highest fatalities in three decades.

As we round the bend into a third year defined by COVID-19, we know too well the extent to which the pandemic has exacerbated existing social problems and inequality. This is evident when considered alongside the recent report from our partners at Oregon Walks who found that “people who identify as Black, who are experiencing homelessness, who are Older Adults or who are Persons with Disabilities are all at a disproportionately high risk of being killed in collisions.”

The intensification of vulnerability during the pandemic is reinforced by a recent announcement that 70% of pedestrians killed in Portland last year were people experiencing homelessness; many were living along streets identified in the city’s “high crash network.”

As the reports of these rising fatalities sound alarms, there’s no shortage of attempts to explain away the problem. The NYT analysis referenced above blames “erratic behavior.” For the Portland mayor, homeless camps located near busy streets are the problem. Oregon’s Department of Transportation (ODOT) chalks it up to reckless driving, too few cars on the road, and too few officers to police them.

To me, this feels a lot like blaming a toddler for being cranky all day because they ate birthday cake for breakfast–is it the cake that’s to blame or the fact that it ended up on their plate in the first place?

Let’s be clear: crashes are a function of vehicle speed and volume. People are dying—on bikes, on motorcycles, on sidewalks, and, yes, inside autos—because drivers are going too damn fast. And they’re able to drive that way because our streets have been designed for frictionless driving, not human health and safety. 

We’re glad to see U.S. Department of Transportation Secretary Pete Buttigieg acknowledge the traffic fatality crisis and attempt to address it via his recently released National Roadway Safety Strategy (NRSS). This Strategy marks an important display of leadership in the right direction. Systemic responses to epidemics are warranted, and we’re happy to see Buttigieg draw a throughline from the lack of safe streets to our inability to shift away from drive-alone trips toward low-carbon modes like walking, biking, and transit. We hope that the guidance issued in his roadmap trickles down quickly (along with adequate funding) to state and local governments.

But we can’t wait for Secretary Pete to come to our rescue: we need to rethink our streets—and our relationship to the streets—rapidly and locally. We can and must take swift action informed by best practices to reduce traffic fatalities immediately.

Oregon is in the top quartile of deadliest states for traffic crashes in the nation and the deadliest on the West Coast. This is a preventable tragedy that can be addressed by investing in a system that’s not as dominated by cars. When you improve the multimodal system and allow people to shift trips from vehicles, you not only reduce the number of vehicle miles traveled, you improve the safety of the transportation system.

A few state-level fixes we could make this month? The Oregon Legislature is considering a bill to authorize civilian review of traffic violations citations initiated by fixed photo radar, photo red light, and dual function cameras. Passing this will reduce costs for local police departments. (Currently in Portland, 100 percent of this review occurs on police over-time!) And more importantly, the Oregon Transportation Commission (OTC) will soon be directing ODOT how to allocate its one-time windfall from Biden’s infrastructure package.

OTC needs to address the traffic epidemic by steering these resources away from a funding mix that prioritizes drive-alone trips toward active transportation, public transit, and Safe Routes to School infrastructure, education, and safety programs, prioritizing those interventions and investments with the greatest climate and equity impacts. This is no time to undersign the deadly status quo by directing these funds to roadway expansions in conflict with our safety goals. 

The City of Portland, ostensibly a global leader in transportation innovation, could also act swiftly to reduce its traffic fatalities. Instead of sweeping vulnerable people off streets by emergency declaration, it could by the same authority (and with the same money) reduce vehicle speeds, clear intersection corners, and improve lighting in high-crash areas. (Reducing speeds from 40 to 20 MPH increases the likelihood that a vulnerable street user survives  a crash by 70%.)

Portland needs to rethink its public safety budget, beginning with reallocating funding set aside to hire police officers toward completing unfunded and shovel-ready projects in PBOT’s High Crash Network. Expediting implementation of the “Nearer Term Recommendations” from the Pricing for Equitable Mobility Task Force would generate revenue to enhance investments in programs like the “Transportation Wallet” that encourages travel modes other than driving alone. 

And finally, back to NE Killingsworth where this story started. PBOT is currently rushing through a paving project on that street which would leave that community with minimal protection from crashes just like the one we witnessed. Instead, project managers need to slow down and meaningfully engage residents to achieve the highest standard of protection for this already marginalized community – protection that could have possibly stopped that car this past Saturday from making it onto the sidewalk at all.

Making our streets safer is not going to be easy, but failing to act now will only continue the deadly trends, exacerbating disparities in communities with historical underinvestment. Investments in safe routes to school, pedestrian improvements, and safe ways to bike and access transit help strengthen the entire transportation network by reducing traffic fatalities and congestion, as well as improving public health. But sufficient funding is critical to provide these enhancements to the network.

It’s time for Oregon’s leaders to reject the old—dangerous and deadly—normal and to create a new mobility system and safe streets that keep our people safe and moving in the right direction.

By Sarah Iannarone, Executive Director

This post originally appeared in the Oregon Way substack.

sARA

Make Your Voice Heard B&W

 

Transportation advocates have long been pushing for safer streets and greener transportation policies to address the high rates of traffic fatalities and the fact that 40% of Oregon’s carbon emissions come from transportation. Today, we need your help to convince statewide policymakers to take bold action to invest in a sustainable and equitable transportation system.

The Oregon Department of Transportation (ODOT) has put together different scenarios for how to spend the $1.2 billion of federal funding received from the Investments, Infrastructure and Jobs Act (IIJA). Out of this massive investment, $412 million are considered “flexible funds.” While one of the scenarios does commit more to public and active transportation – areas that have been profoundly underinvested with enormous negative climate and equity outcomes – all of them take a “spread it around” approach, allocating at least $54 million to expansion and maintenance of highways.

ODOT and the Oregon Transportation Commission (OTC) must adopt an investment approach that does right by communities that have been overshadowed and underfunded. ODOT should also follow the Governor’s Executive Order calling for a reduction in GHG emission and all investments with these funds should be evaluated for their climate impacts. 

Over the last few weeks, state legislators, individuals, and leaders from multiple advocacy groups have commented to ODOT demanding a more thoughtful allocation of the funds in line with our values and now ODOT needs to hear from you! 

We’re asking you to provide input to the decision in three ways. (We’ve provided assistance below this list to help you complete these tasks):

  1. Fill out ODOT’s open house survey including “ratings” for the different programs and scenarios and the option to add comments. (Need ideas? We’ve included key points and suggestions below). The results of this survey will be presented to the OTC. 
  2. Submit a comment through the OTC public comment form.
  3. Provide oral comments at the OTC virtual meeting on February 17 (12:30 to 2:30 PM). Comment timeslots are limited, and you must sign up by at least 4pm the day before the meeting – information is posted on the OTC meeting website.

The OTC will make the final investment allocation decision at the end of March. We’ll keep you posted about ways to engage as the conversation progresses. 


As promised – our advice to help you craft testimony:

  • No money should be allocated to “Enhance Highway” 
  • If money must be allocated to “Fix-It” it should be limited and prioritized for projects with the greatest climate and equity impacts
  • Invest in programs with better safety, climate, and equity impacts: Safe Routes to School, Great Streets, and Local Climate Planning
  • Prioritize spending on areas where, due to constitutional restrictions, Highway Trust Fund money cannot be spent.

For the survey, we suggest the following ratings. (More detail about our take on these areas below.)

  • Station 2 (Survey 1): Areas to Invest
    • Safe Routes to School – 5
    • Great Streets – 5 
    • Fix-it – 1
    • Enhance Highway – 1
    • Local Climate Planning – 5
    • ADA Curb Ramps – 3
    • Business and Workforce Development – 4
    • Match for US DOT Competitive Grants – 3
    • Maintenance and Operations – 1
  • Station 3 (Survey 2):  Funding Options
    • Fix-It – 1
    • Public and Active Transportation – 5
    • Enhance Highway – 1
    • Balanced – 1

More Detail on the Areas of Investment:

  • Safe Routes to School: The Safe Routes to School program builds bike lanes, sidewalks and street crossings around elementary and middle schools. This is a grant program that always has many more applications than it can fund, and provides direct investment in community-identified projects.
  • Great Streets: Many state highways that pass through communities focus on moving traffic and do not adequately address the needs of people biking, walking, or riding transit, nor do they adequately support community and economic vitality. Great Streets is a new program that could provide much-needed focus on people instead of vehicle movement.
  • Fix-It: There is no question that repair of roads and bridges is an expensive and important investment. However, regardless of the amount of money allocated to ODOT, the agency always lacks adequate funding for repair and maintenance.  ODOT has historically chosen to spend unrestricted money on large-scale roadway expansion projects over investing in maintenance and operations.  ODOT needs to shift to systemically prioritizing maintenance instead of expansion and spend our dollars efficiently to make our system whole. Our low ratings for “Fix-It” in this survey reflect our belief that these important investments need to be built sustainably into the budget, and ODOT should not be bailing itself out with this one-time windfall. 
  • Enhance Highway: “Enhance highways” means building new roadway. It is a scientific fact that “enhancing” or expanding highway infrastructure increases miles driven and, in turn, greenhouse gas emissions. This relationship between road capacity and traffic is well established as the “fundamental law of road congestion” or “induced demand.” Because of this, ODOT’s intention to expand highways directly contradicts Governor Brown’s executive order calling for a 45 percent reduction of GHG emissions from 1990 levels by 2035. If Oregon intends to meet these goals, highway enhancement is not an option and no money should be allocated to it. (It’s worth noting that adding roadway capacity also reduces congestion only in the short term, and we’ll all just end up stuck in the same traffic on wider roads with more other vehicles.) There are plenty of other reasons to avoid “Enhance Highway” investments – they create new maintenance obligations on top of the existing ones that ODOT has demonstrated very little interest in meeting, and lead to more driving which leads to more injuries and deaths. 
  • Local Climate Planning: The state’s Department of Land Conservation and Development is proposing making cities, counties and metropolitan planning organizations across Oregon update their transportation plans to reduce greenhouse gas emissions from the transportation system. This money would support rapid implementation of those rules, which will support climate and equity outcomes across the state.
  • Americans with Disabilities Act Curb Ramps: ODOT is required by a lawsuit to build ADA-compliant curb ramps. While ADA-compliant curb ramps are extremely important for accessibility, this work – which should have been done long ago – should also be covered by ongoing funding, not by this one-time windfall.
  • Business and Workforce Development: ODOT is investing in internal programs that train new construction workers and support businesses owned by women and people of color so they can compete for ODOT contracts. 
  • Match for U.S. DOT Competitive Grants: The U.S. Department of Transportation will hand out more than $100 billion for competitive grants. Most programs require grantees to provide at least 20% of the total project funding. ODOT would like to use some of the IIJA federal money to replace state funding on various projects, so they can use that state funding as a match to apply for grants to get more federal money. This could be good or bad, depending on what grants ODOT applies for.
  • Maintenance and Operations: This money would be spent on regular highway maintenance activities like patching potholes, plowing snow, and other day-to-day work. As with the Fix-It category, our low ratings for this investment option reflect our belief that maintenance needs to be built sustainably into the budget, and ODOT should not be bailing itself out with this one-time windfall.

 

 

 

The Street Trust is proud to be among the ranks of grassroots transit rider groups, transportation, environmental, climate justice, civil rights, faith organizations, and transit workers unions recognizing transit equity as a civil right. 

As we build back stronger and more equitably beyond the pandemic and with a focus on racial justice, transit access and justice will be critical. Access to transit means access to mobility, opportunity, and freedom. Rosa Parks’ work toward desegregation was only the beginning of the work we must do to ensure a transit system that works for all. Frequent, reliable, accessible transit service means access to jobs, education, services, housing affordability, and economic prosperity for communities. 

The Street Trust fought for increased funding for transit in HB2017 and is fighting for a higher percentage committed to transit from the IIJA today. It’s important work, and we hope you will join us in it. 

 

“People always say that I didn’t give up my seat because I was tired, but that isn’t true. I was not tired physically… No, the only tired I was, was tired of giving in.” ~Rosa Parks: My Story

 

In honor of Rosa Parks, Portland-area transit is fareless all day. TriMet will not collect fares for rides on the bus, MAX, WES or Lift Friday. Portland Streetcar and C-TRAN are also offering free rides.