Portland

Remembering John Hunt

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John at home

John at home

This spring our founder died at the age of 78. John was a beloved son, husband, father and member of his community. And to us, John was so much more than the company’s founder. He built Huntco on his own hard work and strongly-held values, and the mark he left is still visible in the way we do business today. When I bought the company from John in 2000, he stayed on for months to make sure questions were answered, orders were being fulfilled and the transition was going smoothly. Huntco wouldn’t be what it is today without his ingenuity and commitment to serving the city he loved.

first Huntco logo

John was always the type to make something out of nothing. Looking to make a change from the real estate business in the late ‘80s, he discovered the potential of precast concrete piping. He realized it could easily be crafted into a durable and versatile trash receptacle. Concrete is resistant to graffiti, vandalism and natural wear and tear, and sturdy enough to act as a barrier around parking lots and storefronts. John’s first trash receptacle went to a convenience store in Northwest Portland. He created a logo by penciling a “cross-out” symbol over a clip art image of trash, and Huntco was born.


John took a special pride in engaging with the people of his community and meeting their needs in a unique way. His gift of gab served him well in recruiting new business and retaining loyal customers. If someone requested a site furnishing he didn’t offer, he’d figure out how to make it and add it to his catalog. He never passed up an opportunity, growing the business year after year while staying committed to quality products and by-hand process. In 1992, John hired his first employee, his oldest daughter Tori Lloyd. They expanded to national markets and continued to make Portland a showcase of Huntco products.

When Tori left Huntco, John hired a young man named James Bastron in 1996, fresh out of high school. John didn’t know James well, but he was the type of man to give people a chance. James initially handled packaging and deliveries and eventually worked his way into a role as an estimator. They often ate breakfast at the Dockside Saloon and worked shirtless on warm summer days with no air conditioning. Every spring they watched the Masters golf tournament on a TV in the office. Nearly twenty-five years later, James still works for Huntco. He’s also married to another of John’s daughters, Danielle.


In 1999 I was working long hours as a general contractor when I discovered that my uncle’s friend John was looking to sell his business. My wife and I made the decision to buy Huntco in July of 2000. When I took over operations, the company was running smoothly and I made very few changes. John worked with me to answer questions and identify growth opportunities. I transitioned the bookkeeping to computer software and expanded our list of offerings. But I didn’t come in with the intention to shake things up and change course. Just the opposite. I loved what the company did and what it stood for. Today Huntco has grown a little bigger and the product line is a little different, but the spirit remains the same. We do most of our fabrication right here in Portland and maintain many partnerships around the county. We’re proud to say that we are 100% American made. I think John would be proud of that too.

HOLIDAY CLASSIC

 

Bike Racks, Bike Sharing, Custom Work, Walkability, Bikeability, Liveability

Sustainability That Looks as Good as It Feels

Karl Miller Center

Portland State University just celebrated the grand opening of the Karl Miller Center, a state-of-the art facility featuring a bright, open atrium. This eye-catching building is a campus jewel, so the bike racks slated for installation right outside need to look the part. 

 

Clint Culpepper, the Bicycle Program Coordinator at PSU, could have purchased brand new racks to install, but utilizing refurbished bike racks better aligns with the university’s focus on sustainability. “Nothing would make me feel worse than turning a bunch of bike racks that were totally usable and serviceable into metal recycling just to buy brand new ones,” he said. Last year Clint enlisted the services of Huntco Site Furnishings to transform dozens of old, beat up staple racks into freshly painted bike corrals, and he decided it was time to refurbish a second batch.

From Clint’s perspective, the hardest part of the process is ensuring there is adequate capacity for bike parking while the old racks are removed and refreshed. The rest is as easy as making a phone call. Huntco picks up piles of assorted staple racks, sorts them, and welds matching racks onto sets of rails to make bike corrals. Fresh powder coating is applied and then the corrals are delivered back to PSU, looking good as new and ready for installation.

 

The updated bike corrals don’t just benefit campus cyclists. “Everyone on campus likes it when the bike racks look nice,” Clint reports. Not every user of a building wants to have a bike rack sitting right outside the front door, but there’s less resistance when the racks look good. So when the next batch of refurbished racks is delivered in a few weeks, rest assured that the Karl Miller Center will get the dazzling accessories it deserves.

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All Photos:  Thomas Teal 

 

Bikeability, Liveability, Walkability

Plan for Pedestrian and Bicycle Green Loop Unveiled at Design Week Portland

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Image: Portland Bureau of Planning and Sustainability

According to the 2035 Comprehensive Plan published last year, the city of Portland is expected to grow by 260,000 people in the next two decades. As any Portland resident will tell you, the current infrastructure does not support the transportation needs of today’s population, let alone this anticipated spike. To accommodate such rapid growth, the Comprehensive Plan advocates for solutions that will make Portland a more walkable, bikeable, transit-friendly city, by both increasing access to active transportation and rethinking how neighborhoods are developed.

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One of the proposed projects is construction of a six-mile pedestrian and bicycle “green loop” that will connect the inner east and west sides of Portland. The John Yeon Center for Architecture and the Landscape partnered with Design Week Portland to solicit creative proposals to conceptualize and design the loop. The winner of the competition, Untitled Studio, not only imagined an ecofriendly, multi-use transportation path but also introduced a collaborative process as the means to design it.

Last month at Design Week Portland Headquarters, Untitled Studio revealed their vision for “Portland’s Living Loop.” The exhibit generated excitement for the project and included opportunities for audience engagement, mirroring the participatory process that will inform the green loop’s development in the years ahead. Though the loop will serve as a critical pedestrian and bicycle route across the city, Untitled Studio also positioned it as a destination and center of community. According to their model, the loop is divided into four lanes, corresponding to the Central City, District, Neighborhood, and Block. The purpose and design of each lane is decided by the people represented by the lane, from the city as a whole down to the individuals, families and businesses that reside along a particular block.

Image: Untitled Studios

Images from Untitled Studio's green loop proposal, view the full proposal here.

 

The possibilities for what the green loop could become are endless. Could the neighborhood benefit from an outdoor fitness space with fixtures installed for exercise? Would an urban garden plot be advantageous for a particular block or do businesses need space to install dedicated bike parking? Does the district want a central space for the community to gather, with ample benches for seating and trees for shade on hot summer days? According to the model, any of these options–and so many more–could be incorporated into the loop alongside the transportation paths.

Image from Untitled Studio's green loop proposal, view the full proposal here.

 

Civic projects of this scale are often dictated by the local government. Untitled Studio proposed this four-lane model as a way to engage the residents of Portland and ensure that the people who are most affected by construction of the loop are entitled to contribute to its design. Neighborhoods might hold town hall meetings or survey residents to identify solutions that best serve their community. Individuals and businesses on a single block might organize a potluck to meet each other and brainstorm ideas for their lane of the loop.

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Image: Design Week Portland, community feedback wall, via Portland Bureau of Planning and Sustainability

 

How this participatory model of design will translate from vision to reality is uncertain. Construction of the green loop will take place in stages as funding is secured, with a few key portions already completed (Tilikum Crossing) or in development. Yet if this process is successfully implemented, it could become a model for numerous other pedestrian and bicycle greenway projects that are slated for development in the 2035 Comprehensive Plan.

 

View the green loop presentation here

 

Bike Racks, Bike Rooms, Bike Theft, Custom Work, Liveability, Bikeability

The Peloton Apartments: Helping a Bike-Themed Building Live Up to its Name

(Image courtesy peloton Apartments)

(Image courtesy peloton Apartments)

When the name of your apartment complex is Peloton, you pretty much have to get the bike amenities right. And the Peloton Apartments, recently completed on a rapidly growing stretch of North Williams Avenue in Portland, does not disappoint.

For the non-bike-nerds out there, a peloton is a group of cyclists riding in tight formation, to reduce air drag during a race or group ride. It might seem like an odd name for a brand new, somewhat luxurious housing development whose tenants are more likely to be programmers than bike mechanics, but this is Portland after all, and the bike-friendly lifestyle takes all kinds. It helps that the Peloton’s three buildings are flanked on either side by two of the busiest bike routes in the city: in warmer months, rush hour traffic on North Williams and its southbound sister North Vancouver is upwards of 40% bicycles.

Santoprene protects on the Burnside racks.

Santoprene protects on the Burnside racks.

So in addition to three rooftop decks and some beautifully tricked-out common areas, the Peloton also serves as a kind of showcase of great bike amenities. There’s a whole ground-level bike parking area in the main building, equipped with dozens of Huntco’s Burnside staple racks, their elegant rectangular tubing softened on the edges with Santoprene bumpers, to protect delicate paint jobs. And set back from the woonerf that divides the complex (a delightful Dutch-style alleyway, accessible to the public) is a protected bike room with more than 200 Huntco Hawthorne wall-mounted racks, perfect for that second (or third) bike you don’t use quite as often.

BV-1 bike lockers and Burnside racks

BV-1 bike lockers and Burnside racks

Banking on the idea that several tenants will have bikes that they treasure and pamper, there’s an in-building Bike Club room with bench-mounted repair stands and a variety tools, and 10 gorgeous, mint-colored BV-1 bike lockers. Between these amenities, even the most road-obsessed tenant is going to feel well taken care of — an unusual value proposition for an apartment building.

 

The net effect of all these amenities, so thoughtfully installed, is a sense that this is a place that really means what it says. There are plenty of new apartment buildings using bike-centric imagery or messaging to sound more current, or more eco-friendly, but for anyone really making a go of active transportation as a daily habit, this kind of infrastructure is more than just a nice afterthought — it’s a game changer.

 

Bike Racks, Custom Work, Liveability

Bike Rack Resurrection

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Recycling’s usually something we associate with beer cans, soda bottles and newspapers — simple things you can dump into a hopper and watch new products emerge from the other end (or something like that). Recycling’s not for anything big, expensive or useful we’re told, especially if we inquire about a damaged electronic gadget, and are advised to simply get a new one. 

We already had a bunch of racks piled in a storage area, and realized there was a lot we could probably do with them.
— Clint Culpepper, Bicycle Program Coordinator at PSU

old racks, removed for construction

What about bike racks though? Clint Culpepper, the Bicycle Program Coordinator at Portland State University, faced this question a few months back, when a series of construction projects required removal of dozens of old staple racks. “We already had a bunch of racks piled in a storage area, and realized there was a lot we could probably do with them.”

 

In the early days of on-campus bike parking (more than, say, 10 years ago), racks were bolted into the concrete individually — a pretty labor-intensive approach when you’ve got thousands of bikes to accommodate. These days, the Bike Corral is the gold standard: four staple racks welded to two strips of plate steel for perfect positioning, better security, and faster installation.

 

Because most of the cost of a bike rack is in the steel, reuse makes a lot of sense, both environmentally and economically

prepped for fresh coating

“We basically called up Casey [Rice, at Huntco],” says Culpepper, “and said ‘Can you take care of this for us?’” Over the course of a few weeks, we trucked over 100 used racks of various sizes, shapes and states of repair into our shop. We burned off the old chipped paint, cut off the mounting flanges, welded them into corrals, and sent them off for powder-coating. 

 

The result? 40 pristine corrals of consistent height and shape, in flawless PSU green, ready for installation. The cost? 40% less than buying new ones, not to mention massive energy savings by keeping the old ones out of the scrapyard. 

recycled, Refreshed and ready to roll

a new life, as corrals

Culpepper explains that reuse is already a familiar option for PSU: a popular, long-running campus program has been refurbishing old bikes and providing them to students for years, part of an overall ethic of getting the most out of what you already have. As the campus continues to grow and evolve, and the fraction of students biking to school keeps rising, refurbished infrastructure doesn’t just make sense for the environment, it also makes sense for the bottom line.

 

Bike Sharing, Liveability, Bike Racks

Portland’s Turning Orange

One of the things we love about making bike racks, street furniture and other public amenities is how they can transform streetscapes, letting people know that this is a destination, not just a thruway. And one of the best examples of it just hit the streets of Portland, in the form of a new bikeshare system called “Biketown”.

The bikes and the racks that make up the Biketown system aren’t just reliable and well-designed; they’re also orange. Bright, eye-catching, unignorable orange. The bold color (and the odd name) both stem from the fact that Nike (Oregon’s most famous company) kicked in several million dollars to make it happen. And no, in case you’re wondering, it’s not pronounced “Bikey-town” -- though plenty of us call it that anyway.

Regardless of how you say it, the system’s impossible to miss. Driving through the city’s downtown or east side, chances are good that you’ll catch a glimpse of orange every minute or two, and the overall effect is powerful. Portland’s got plenty of bike infrastructure, of course, but if you’re not riding a bike, it’s easy to ignore. A 60-foot long row of bright orange fins, on the other hand, is a quietly exuberant reminder that bikes are part of what makes the city – as ordinary and indispensable as bus stops, storefronts and parking lots.

 

It’s exciting because it means that everyone who travels through the city must, sooner or later, acknowledge the existence of biking here, not as a temporary anomaly, but a permanent fixture. It’s the sort of subtle shift in perception that organized rides and awareness campaigns try to engineer, but rarely succeed at. A similar shift happened when NYC’s Citibike program launched, helping to shepherd along a citywide embrace of bikes, bike lanes and bike commuting that eventually earned it the title of Best Cycling City in the US.

Now, Huntco didn’t make these racks, but we love them just the same. They’re elegant, they’re sturdy, they look great. And more important, they make the city better for everyone.

 

Liveability, Bike Racks

More Parking in the Pearl? Yes.

Bike Parking, that is!

 

We're proud to announce the new LEED-Gold-pursuing Pearl West building, designed by Hacker Architects and GBD, installed stainless steel Sol racks. They've done a beautiful job with the built-in outdoor furnishings to create a walkable, park-like space. 

 

Go test em out! (It's a good excuse to swing by REI, up on the next block.)

 

We were lucky enough to get an install shot.

And we stopped by the other day to see the finished space. Cant wait to see some businesses in there. (Our designer is super excited about the Wacom Store already.)

 

Bike Racks, Liveability

Why do bike corrals look like that?

IMAGE CREDIT: THE IMPRESSION THAT I GET / CC 2.0 LICENSE

Here in Portland, bike corrals are a big deal. These on-street rack clusters have been popping up in front of commercial and public venues since 2001, and the city currently boasts over 130 of them – more than any other city in North America, and enough to hold over 2000 bikes. You’ve probably heard about their advantages already: 10 times the vehicle density of car parking, better businesses visibility, improved pedestrian safety (especially when installed near intersections), not to mention the fact that bike-bound customers tend to visit more often and spend more.

 

The way these corrals get designed and installed has changed a lot over the years, though, and their standardized form gives some great pointers for anyone trying to design a public bike parking area. Take a look at the Portland Bureau of Transportation’s official design drawing, and a few things immediately jump out.

Click to Enlarge

For one thing, every rack has breathing room: 28 inches between racks, and two feet from the curb. Years of trial and error have shown this to be the sweet spot, maximizing parking density while still letting riders fit a bike on both sides of each rack. And unlike those first corrals in front of PGE (now Providence) Park, which placed racks perpendicular to the curb, current corrals angle them in about 30 degrees. This keeps bikes from intruding too much on the active roadway--especially important when you’re parking a longtail with an extended wheelbase. 

 

The other big advancement is in how corrals get protected and accessed. Other early examples, like the corral in front of Stumptown Coffee on SE Belmont St, are completely surrounded by raised curbs and reflective posts, which do a great job of keeping cars out, but also make it tough to roll a heavily loaded bike in. Current designs put a raised parking block at either end, but leave the long, street-facing side open, marked off with a bold reflective stripe. Combined with bike-stenciled access spaces at either end, this creates a sort of miniature bike parking lot with easy roll-in and roll-out.

"EARLY VERSION" IMAGE CREDIT: SCOTT BEALE / LAUGHING SQUID / CC 2.0 LICENSE

"CURRENT VERSION" IMAGE CREDIT: GREG RAISMAN / CC 2.0 LICENSE

The bad news, if you’re a street-facing business in Portland, is that these corrals are so popular that there’s a year-long waiting list to get one installed. The good news for everyone else, though, is that these principles work just about anywhere else, and the math is the same: a 29’ corral holds 12 bikes, versus just a single car when parallel parked.

 

 

For more information, check out Huntco’s Bike Corral product page.

 

Bike Racks, Bike Sharing

Learning to (Bike) Share: Exploring Multi-User Cycling

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Adding a bike share system is an excellent way for any major metro to cut down on traffic, add easy travel options for tourists and city dwellers alike, and boost local economy. 

Cities nationwide are implementing public and private programs, each with a different way of payment and different share policies. The question for bike share planners: Is there a simple method for people to share bikes?

 

Huntco Site Furnishings and Go By Bike Make it Easy
 

The Portland program, set up at Oregon Health & Science University (OHSU) campus, is the latest site to try out the bike share model that was originally developed at Intel® and has been further explored by the Open Bike Initiative.  

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Go By Bike stand image courtesy: gobybikepdx.com

 

Even though a high tech company designed the system–there is not a lot of tech involved–making the system simple and easy to use. The Go By Bike share at OHSU uses distinctive blue bikes, blue metal bike racks by Huntco, and a combination U-lock for secure bike lockup. 

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Go By Bike U-Lock image courtesy: bikeportland.org

 

OHSU employees and students, who register with an OHSU email, can choose a bike from the rack and text a number to receive the bike’s specific U-lock combination. Users can access the system within a day of signup.

 

The open-source lock-based system lowers the barrier of capital startup costs, which for Docking systems can be out of reach for smaller budgets. Docking stations are around $50,000 each, require a power source, and the bikes must be locked to a slot in the dock. Kiel Johnson, the owner of Go By Bike, estimates that this 2-node, 13-bike system costs under $9,000 to set up. He also notes "Setting up the technical part of the system costs $900, the only other part are custom racks and bikes + maintenance…great for businesses and campuses."

 

Locks vs. Docks

Using locks facilitates a more conventional bike usage style. Cyclists can ride and run errands as they wish, without having to worry about finding a specific docking station while using the borrowed bike to avoid overtime fees. 


Docking stations can be necessary where urban bike parking is sparse or inconsistent. These docking stations are a way to claim public space, and ensure a safe location out of high traffic areas. This is less of an issue when an area has plenty of space in the form of protected racks and lockup areas. 

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Image courtesy: Adam Fagen/cc/flickr

 

It is yet to be seen if docks or locks are the better long-term answer. The appropriateness of each structure will vary from city to city and will depend on the existing views regarding bikes, infrastructure, and political disposition. 

 

Portland-wide Bike Share

Starting in the summer of 2016, Portland, Oregon will experiment with a hybrid of dock and lock methods. The large-scale 75-station/750-cycle system, run by Motivate (of CitiBike fame) will feature credit card payment machines at bike drop-off/pick-up locations. The custom bikes come with smart locks and can be parked at any rack for the duration of the cycle trip. Bikes will need to be returned to a Motivate station when the cyclist is finished with their excursion.  


DIY Bike Share? 

Smaller, DIY operators that are interested in providing low-maintenance/-infrastructure bike shares have the potential to crop up all over Portland. Neighborhood associations, facility managers, small businesses, campus associations, city councils, and hospitality ventures have a vested interest in promoting bike share systems. 

 

The Ace Hotel, a Portland fixture, has started its own bike share program and offers house bikes to borrow for free, or hotel patrons can rent custom made cycles (by Jordan Hufnagel) for a reasonable price. Needless to say, having your brand roll around the city can’t be bad for business.

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Photo Courtesy: ACE Hotel

Envisioning the Future

Whether bike shares come from large corporate ventures, or DIY small business; regardless of which method, docks or locks, are used; it is clear that with the rapid growth in Portland proper and the nation’s other cities, there is a need for accessible and affordable transportation.

 

 

 

Bike Theft, Quick Tips

Are you making it easy on bike thieves?

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Have you had a bike stolen this year? It wouldn't be surprising. In 2014, over one million dollars worth of bikes were stolen from owners in Portland.

Our fair city has been featured in the national news for bike theft, and even international visitors have had their bikes stolen (and luckily found again) on their way through town. 

Local business owner, J. Allard of the Project 529, wondered if we have some Mission-Impossible level bike thieves here in Portland. Is it special ops bike thieves or misguided folks tying their bikes to racks with rope and hoping nobody comes along with a pair of scissors that is causing the problem? 

J and his team conducted a census of 2,500-bike riders this summer to get to the heart of the issue. The team explored how Portlanders were locking up their bikes and it is an eye-opening read. 

60% of bikes secured only the frame or a wheel, but not both. Thieves routinely will grab an unsecured front wheel from one bike and seek out a second bike securing only the front wheel and assemble a fully ridable and sellable bike in minutes in dense parking areas with little suspicion from passerby.
— J. Allard, Project 529

And really…did someone actually lock their bike up with a piece of rope? Find out here in J's article "Dear Portland, Please Stop Making Things So Easy for Bike Thieves."