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Cindy Simpson said street parking isalready scarce.
“We have storage, you know,” she said.
“I’m all for bikes — I like sharing the road with them,” she added. “I think the bike lane is huge already. And I think it’s a waste of money when they could be paving the roads.”
(In our conversation, I told Simpson that I thought the bike lane was actually the minimum width, but I was wrong; it’s actually narrower. The current national minimum standard is four feet for a curbside bike lane and five feet for a door-zone lane. Both of Woodstock’s bike lanes are four feet wide.
According to a 2014 study, 94 percent of people bike in the door zone of a four-foot door-zone bike lane. With a five-foot door-zone bike lane, this falls to 91 percent.)
“I’m able to live with it however they do it,” Simpson said in conclusion.
City shouldn’t remove parking without studies to justify it, neighborhood official says
Robert McCullough, president of the Eastmoreland Neighborhood Association, called his own opposition to improved bike lanes “mainly a public involvement question.”
He said it was based on objections from nearby residents about the lost street parking.
“When they have their Thanksgiving dinner, they will not be able to have their family get to their house very easily — that was the example given by one family,” McCullough said.
In the face of conflicts like this, McCullough said, the city should be consulting “best practices” before any such changes.
“There’s a whole set of traffic rules and regulations and studies,” he said. “We don’t do much of that in Portland.”
McCullough said he isn’t familiar enough with transportation policy to offer examples of what would or wouldn’t constitute a “best practice” on parking conversion.
McCullough also serves as president of the Southeast Uplift coalition of neighborhood associations, an organization that he’s helped rally to action against unregulated Airbnb rentals and the city’s calculations for a new “street fee.”
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